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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Numerical and Experimental Analysis of Internal Stability of Back-to-Back Mechanically Stabilized Earth Walls Supporting the Rail Embankment System</title>
      <link>https://trid.trb.org/View/2113202</link>
      <description><![CDATA[Back-to-back mechanically stabilized earth walls (BBMSEWs) have been increasingly used for the bridge approaches where there is an elevation from the ground level to the bridge level. Their usage has been increased because of continuing expansion of high-occupancy vehicle (HOV) lane and railways in urban areas. More precisely, their applications are in narrow ramps and turning lanes. These walls are constructed on the lanes of existing medians. So such back-to-back walls have small aspect ratios. FHWA design guidelines available for numerical modeling of BBMSEWs are limited when the distance between two opposing walls interacts with each other. So a numerical and an experimental study has been carried out for the case when the two opposing walls interact with each other. In the analysis, rigid and flexible facing panels, geo-synthetic materials as reinforcements have been used. Stiffness of the reinforcing material has been varied. A parametric study has been carried to analyze the effect of them in the reduction of the distance between two opposing walls. Also the tensile stress distribution for varying distance between two opposing walls has been carried out.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113202</guid>
    </item>
    <item>
      <title>Hybrid DEM-FDM modeling of heavy-haul railway transition zone slope effects on ballast particle movement and dynamic track responses</title>
      <link>https://trid.trb.org/View/2673337</link>
      <description><![CDATA[Ballasted track often suffers from weaker stability in bridge transition zones due to abrupt changes in track stiffness, leading to intensified structural damage, accelerated cumulative settlement, and thus increasing maintenance necessities. To scientifically assess the in-service performance of ballasted track in such bridge transition zones and recommend maintenance strategies, it becomes indispensable to investigate the underlying macro- and micro-mechanical mechanisms, including the evolution of ballast particle movement, interparticle contact force chains, and substructure foundation settlement. This study employed the hybrid computational framework integrating discrete element method (DEM) with finite difference method (FDM) to establish a discrete-continuum coupled model for the ballasted track system. The ballast bed in the bridge transition zone was modeled using DEM, whereas track superstructures and foundation were modeled using FDM. The validity of the fully coupled DEM-FDM model was confirmed from the comparisons against field-measured dynamic response data from the Daqin heavy-haul railway corridor. The effects of different slope patterns in the bridge transition zone were studied. The analysis results show that the dynamic responses of the transition section become smoother as the slope of the transition zone decreases. The displacement responses of the sleepers and ballast particles increase gradually with transition length, and reducing the slope can decrease such displacement amplitudes. However, changing the slope does not significantly affect the acceleration responses of the sleepers and ballast particles. The research findings could provide theoretical guidance for performance monitoring and dynamic response evaluation of ballasted heavy-haul railway tracks in bridge transition zones.]]></description>
      <pubDate>Fri, 15 May 2026 09:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673337</guid>
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    <item>
      <title>Distribution and evolution of distress in embankment-bridge transition sections of the Gonghe–Yushu Expressway in degrading permafrost regions</title>
      <link>https://trid.trb.org/View/2670223</link>
      <description><![CDATA[The Gonghe-Yushu Expressway (GYE) is the world’s first expressway constructed across a high-altitude permafrost region. Under the influence of climate warming and permafrost degradation, its embankment–bridge transition section (EBTS) is increasingly susceptible to structural deterioration. However, systematic investigations into EBTS distresses on permafrost expressways remained limited. This study conducted a field survey of 240 EBTSs in the permafrost zone of the GYE, employing an integrated method combining unmanned aerial vehicle and ground penetrating radar. The distribution characteristics and evolutionary mechanisms of EBTS distress in permafrost expressway were firstly elucidated, and a novel EBTS structure to mitigate such distress was proposed. The results indicate that EBTS distresses on the GYE can be classified into five primary types: uneven settlement, upheaval mound of the protection-cone, subsidence of the protection-cone, cracks of the protection-cone and dislocation between the wing walls and abutments. Over 90% of the surveyed EBTSs exhibit varying degrees of distress, with uneven settlement—typically less than 20 cm—being the most prevalent. These are predominantly located in the section extending from Maduo County to Bayan Har Mountain. High ground temperature and water accumulation beneath the bridge structure are identified as the primary factors contributing to settlement. Furthermore, EBTS distress follows a progressive evolution mechanism: it initiates with uneven pavement settlement, progresses to deformation of the protection cones, and ultimately leads to dislocation between wing walls and abutments. This study represents the first systematic analysis of EBTS distress characteristics and their developmental mechanisms in permafrost expressways, offering both a theoretical foundation and practical guidance for mitigating such issues in cold-region infrastructure engineering.]]></description>
      <pubDate>Wed, 13 May 2026 09:33:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670223</guid>
    </item>
    <item>
      <title>Precast Prestressed Concrete Pavement to Abate Settlement Problems Under Bridge Approach Slabs</title>
      <link>https://trid.trb.org/View/2683252</link>
      <description><![CDATA[The well-known bump-at-the-end-of-the-bridge often involving the joint between a bridge approach slab (BAS) and a bridge deck (as well as the associated slab cracking) has been a recurring issue over the years in many states. Departments of transportation (DOTs) have reported differential settlement and cracking issues at this joint which has significantly reduced ride quality. Previous experience indicates that any “non-removal” conventional method of repair would not work well once erosion has set in; however, removing and replacing distressed BAS with cast-in-place (CIP) concrete usually require significant amount of time for curing, which leads to high costs of lane-closure and user delays. Therefore, a long-lasting and rapid repair method is needed to address this issue. This research focuses in part on the introduction of the precast concrete pavement slab for repairing distressed BASs and the elaboration of the design and construction procedures for precast BASs. Key elements within a BAS system are identified and design considerations provided for these elements for the prevention of erosion damage that may occur underneath the BASs. In addition, this research also provides a detailed design procedure for the stone column technique in order to address the potential for large settlement in the foundation of bridge embankments and proposes a procedure using non-destructive testing methods to rapidly characterize soil properties. This report contains three parts. The first part, “Final Report”, consists of Chapter 1 through Appendix D; the second part, from Chapter 9 to Appendix H, is the “Bridge Approach Design Guideline”; the third part is the “Stone Column and Embankment Design Guideline” which consists of Chapter 14 to Appendix N.]]></description>
      <pubDate>Mon, 20 Apr 2026 18:10:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683252</guid>
    </item>
    <item>
      <title>Evaluation of Causes of Excessive Settlements of Pavements Behind Bridge Abutments and Their Remedies: Phase II (Complete Report)</title>
      <link>https://trid.trb.org/View/2680632</link>
      <description><![CDATA[To evaluate the causes of bridge approach settlement a survey of 758 bridge approaches in seventy-seven counties of Oklahoma was conducted. In this survey, data related to the following items were collected: (i) bridge, abutment, approach, and slope protection structure; (ii) embankment material. Information related to the construction and maintenance for these approaches was collected by interviewing Oklahoma Department of Transportation (ODOT) personnel and searching records maintained at ODOT. The analyses of data show that the settlement problem is extensive in Oklahoma, namely, 83% of the approaches surveyed experienced settlement. It was observed that on the basis of long term performance rigid and flexible approaches are similar, but on a short term basis, rigid approaches experience lower differential settlement. Pile supported abutments as compared to stub type and high embankments with no drainage for the fills appear to be conducive to larger settlements. In general, skewed approaches have a higher settlement than non-skewed approaches. Regression techniques were used to develop an empirical relationship between the approach settlement and the causative parameters such as age of the approach, embankment height, traffic volume, and skewness of the approach. As a preliminary work for the next phase of the study, soil samples were collected from two sites. Comprehensive laboratory testing was conducted on these samples with the purpose of determining their site-specific embankment and foundation soil characteristics which may be used in a settlement prediction model.]]></description>
      <pubDate>Tue, 07 Apr 2026 10:08:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680632</guid>
    </item>
    <item>
      <title>Deep Soil Mixing (DSM) Columns to Improve Foundation Support for Bridge Approach Embankments</title>
      <link>https://trid.trb.org/View/2192056</link>
      <description><![CDATA[Bridge approach settlement is a common problem to the Transportation Departments nationwide. This uneven transition causes inconvenience to passengers and increases the cost of maintenance and repair of the distressed approach slabs. The Texas Department of Transportation spends millions of dollars annually to mitigate this problem across the state. The potential causes for this problem are numerous and purely site specific. Hence this problem may not have a unique solution. In an on-going research project, deep soil mixing (DSM) columns were utilized to stabilize soft subgrades and alleviate the bridge approach settlements. As a part of the assessment of DSM improvements, both embankment and foundation soils are extensively instrumented with inclinometers and extensometers to monitor for both lateral movements and settlements at different depths. Data collected from the instrumentation and a few laboratory experiments on the treated soil mixture were used to address the DSM treatment in stabilizing soft soils.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:24:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2192056</guid>
    </item>
    <item>
      <title>Case History: Finite Element Analysis of Time Dependent Settlement of Lake Jessup Bridge Embankment in Central Florida</title>
      <link>https://trid.trb.org/View/2192012</link>
      <description><![CDATA[Finite Element Analysis (FEA) was performed to evaluate time dependent settlement of a three-stage approach embankment of Lake Jessup Bridge in Central Florida. The subsoil consisted of fine silty to clayey sands with interbedded shallow clays. FEA was performed utilizing Mohr-Coulomb and Soft Soil Creep models, which captured settlement and pore water pressure profiles during construction stages. The Soft Soil Creep model provided better predictions for the long term secondary settlement. Settlement plates were installed to monitor the in-field settlement during and after construction. The monitoring program continued for 8 months, at which, settlement rates substantially decreased. The recorded settlement-time profile was in general agreement with the settlement profile predicted using numerical analysis.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:24:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2192012</guid>
    </item>
    <item>
      <title>FEABAS A User-Friendly Software for Prediction of Bridge Approach Settlement</title>
      <link>https://trid.trb.org/View/2675158</link>
      <description><![CDATA[Bridge approach settlement is a major problem in highway design as well as maintenance. It creates an unsafe and uncomfortable riding surface. This report presents the details of a software that was developed at the University of Oklahoma, through a project funded jointly by the Oklahoma Department of Transportation (ODOT) and the Federal Highway Administration (FHW A). The objective of the software was to analyze the settlement characteristics of the problematic bridge approach sites in Oklahoma. To this end, a nonlinear Finite Element (FE) analysis procedure was developed for predicting the consolidation settlement of the foundation soil at a bridge approach due to the surcharge of embankment construction, as well as the settlement of the embankment itself due to the vehicular traffic loads. The software package, called FEABAS, is divided into a number of different modules: Preprocessor, Data Converter, FE Main Program, and Postprocessor. FEABAS works completely in the Windows operating environment in IBM compatible PC's. The interactive nature of the software makes it user-friendly; especially the graphical interface of the preprocessor enhances the data input operation. Existing data files can also be modified or edited using the preprocessor. The preprocessor is written in Actor 4.0 , which is a complete development environment and programming language that make it easy to develop stand-alone applications for Microsoft Windows Version 3.0 or later. This report presents an overview of the steps involved in analyzing bridge approach settlement using the software package. FEABAS is a very useful tool for conducting parametric studies of a problematic bridge approach site to identify some of the important causative factors and their relative significance, that are expected to be helpful in finding appropriate remedial measures to the problem. The bridge approach settlement at a site in Oklahoma was predicted using FEABAS for illustration and application. The various capabilities of the software including graphical output are illustrated.]]></description>
      <pubDate>Mon, 16 Mar 2026 19:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675158</guid>
    </item>
    <item>
      <title>Statistical Models for Identification of Problematic Bridge Sites and Estimation of Approach Settlements</title>
      <link>https://trid.trb.org/View/2675156</link>
      <description><![CDATA[The primary goal of this study was to develop statistical models for the quantitative characterization of the bridge approach settlement. The main objectives of developing such models are (i) to predict approach settlement at a bridge site, (ii) to identify problematic bridge sites, and (iii) to examine the relative significance of various causative factors contributing to bridge approach settlement. Both linear and nonlinear regression analyses were performed on the data obtained from level one and level two surveys, whereby relative significance of various causative factors was examined and subsequently models were developed based on the significant causative factors. Laboratory test results are not incorporated in the current analysis, rather data collected from field tests are exclusively utilized in developing the statistical models. Moreover, the regression analyses are restricted to the use of quantitative variables (causative factors) only. The report is presented in six chapters. Chapter I provides an introduction. A detailed description of data pertaining to the total settlement and its various causative factors, the process of acquisition, and the limitations of these data are presented in Chapter II. Chapter III deals with an overview of the multiple regression models and the various statistics used in connection with the model building. A brief description of the various statistical analysis procedures is also presented in Chapter III. A linear multiple regression model developed to predict the bridge approach settlement is presented in Chapter IV, while Chapter V gives an account of various nonlinear models, including the "field test" model, which best represent the data set under consideration. The conclusions and recommendations for further study are presented in Chapter VI.]]></description>
      <pubDate>Mon, 16 Mar 2026 19:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675156</guid>
    </item>
    <item>
      <title>Evaluation of Seismic Deformation Analysis Approaches for Bridge Embankments</title>
      <link>https://trid.trb.org/View/2668492</link>
      <description><![CDATA[In this study, nonlinear deformation analyses (NDA) and equivalent-static analyses (ESA) approaches were evaluated for a model bridge embankment that was underlain by a non-liquefiable crust layer, a liquefiable medium dense sand layer, and a non-liquefiable deep dense sand layer. The embankment and underlying ground conditions were selected to represent a scenario when a deformation analysis would be required to assess the impacts of earthquake-induced liquefaction of the ground. Four geometry conditions were considered in the study that differed in the dimensions of the medium dense sand and overlying crust. In addition, two densities of the medium dense sand were considered to assess the impacts of different liquefaction responses. Two earthquake scenarios applicable to California were used, one representing a near-field earthquake scenario and the other representing a far-field earthquake scenario. Based on the results from the NDA and ESA, it was highlighted that both analysis approaches were able to differentiate similarly between the different model geometries, different medium dense sand densities, and different earthquake scenarios. The magnitude in deformation predicted from the NDA and ESA, however, varied widely. The ESA tended to underpredict displacement when displacements are small and overpredict displacements (i.e., predicting flow failure) when displacements are large. From a practical design standpoint, then, from these results, the ESA appeared sufficient for differentiating between extreme conditions (e.g., deformations very small or very large), but the magnitude of the results themselves lacks accuracy, at least compared to the NDA.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:19:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668492</guid>
    </item>
    <item>
      <title>Field test and numerical simulation study of geogrid reinforced gradient pile-supported embankment for controlling the settlement of bridge approach on expressways</title>
      <link>https://trid.trb.org/View/2636287</link>
      <description><![CDATA[Differential settlement between bridge abutments and embankments represents the main cause of expressway bridgehead bumps. Pile-supported reinforced embankments are commonly employed to mitigate such differential settlement. However, existing research has not fully elucidated the influence of pile spacing, geogrid layer configuration, and pile arrangement on the soil arching effect of the embankment and the differential settlement at the bridge head. This study therefore investigates a detailed application of geogrid-reinforced floating pile-supported (GRFPS) embankments for bridge approach settlement control. Field monitoring covered soil pressure, settlement, and geogrid strain measurements. Analysis showed that pile cap settlements began to increase gradually once the filling height H reached 2.4(s-a), while the pile-soil settlement ratio η remained stable. This signified full development of the soil arching effect. With increased pile spacing, the peak strain of the reinforcement at the subsoil surface increased by approximately 36 % owing to diminished soil arching efficiency. The effects of geogrid reinforcement layers, pile spacing, and gradient floating pile angle on the settlement of the bridge approach were studied using finite element simulation. The research findings indicated that the maximum coefficient of lateral earth pressure K for embankments with single-layer and double-layer geogrid reinforcements increased by approximately 20 % and 57 %, respectively, compared to an embankment without geogrid reinforcement. The outer arch height increased from 1.2(s-a) to 3.3(s-a) as the pile spacing increased. The influence of floating piles with different angles on the settlement of the bridge approach was further studied. It was found that the differential settlement between the abutment and embankment could be minimized when the gradient floating pile angle was less than or equal to 10 degrees or the pile spacing was less than or equal to 2.8 m.]]></description>
      <pubDate>Wed, 04 Feb 2026 16:28:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636287</guid>
    </item>
    <item>
      <title>Differential settlements monitoring in railway transition zones using satellite-based remote sensing techniques</title>
      <link>https://trid.trb.org/View/2620622</link>
      <description><![CDATA[Railway track transitions are prone to uneven settlements and track geometry degradation. Traditional monitoring methods are limited in coverage, which highlights the need for novel solutions. This study proposes a method that systematically integrates the high spatial resolution of Persistent Scatterer Interferometric Synthetic Aperture Radar (PS-InSAR) with the broader coverage of Small Baseline Subset (SBAS). A correction method for abnormal InSAR time series is developed, considering both consecutive phase unwrapping errors as well as outlier displacements. Model parameters are optimized through Monte Carlo analysis embedded with grid search. The proposed PS-SBAS InSAR processing method is applied to generate the track longitudinal profile of a railway transition section and is compared with track inspection data. The results show: (1) the hybrid PS-SBAS approach provides higher resolution and robustness for tracking long-term differential settlement along railway tracks. (2) There is a strong correlation between track longitudinal level and the InSAR-derived profile in the bridge approaches with high differential settlement rates. (3) InSAR can serve as a complementary method to traditional inspections, capturing the progression of differential settlement and enhancing the understanding of long-term settlement patterns and their impact on track performance.]]></description>
      <pubDate>Tue, 30 Dec 2025 08:59:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620622</guid>
    </item>
    <item>
      <title>Reassessment of post-construction residual settlement of a bridge approach embankment using Bayesian back analysis</title>
      <link>https://trid.trb.org/View/2592547</link>
      <description><![CDATA[As part of a highway upgrade project in northern New South Wales, Australia, a bridge was constructed over deep soft soils improved by preloading and prefabricated vertical drains (PVDs). Shortly after the bridge opened to traffic, the bridge approach slab settled beyond the serviceability limit. Although slab jacking was implemented, subsequent monitoring revealed settlement again exceeded the predicted upper bound, prompting a reassessment of long-term residual settlement and mitigation strategies. However, this reassessment is challenged by discontinuous monitoring data, instrumentation changes and uncertainty in settlement offsets. Early settlement measurements (May 2017 to February 2018) were taken away from the final embankment location due to a design-stage realignment that shifted the southern abutment. Monitoring was halted during abutment construction and resumed from July 2019. To overcome these challenges, a Bayesian back analysis framework was adopted to calibrate both dataset offsets and soil parameters. The analysis showed that using only the post-construction monitoring data provides the closest fit to the measurements and a reliable prediction of the ongoing settlement growth. The predicted residual settlement over the service life ranges from 306 to 444 mm, with an average value of 385 mm. Sensitivity analyses indicate that slight variations in fill unit weight, due to heavy compaction, and in soft soil thickness, influenced by bridge realignment, have limited impact on settlement predictions due to compensating effects within the Bayesian model. This study also demonstrates the value of probabilistic approaches for assessing long-term settlement under data discontinuities and soil uncertainty, providing insights for similar infrastructure projects.]]></description>
      <pubDate>Thu, 16 Oct 2025 17:02:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592547</guid>
    </item>
    <item>
      <title>Roughness at the Pavement-Bridge Interface</title>
      <link>https://trid.trb.org/View/2560891</link>
      <description><![CDATA[Road surface roughness in the proximity of the pavement-bridge interface may lower riding quality and induce excessive dynamic wheel loads on highway structures. Twenty-one bridge sites in four Texas State Department of Highways and Public Transportation Districts, Lubbock, Houston, Austin, and San Antonio, are selected for study. The Surface Dynamics Profilometer is utilized to measure roadway profiles. Dynamic vehicular tire forces induced by three types of vehicles at two specified speeds are estimated using a computer simulation model. Possible causes and typical patterns of surface irregularities are identified and classified and various treatment methods are examined. A dynamic load index is developed to assess ride quality and predict subjective ratings.]]></description>
      <pubDate>Sat, 12 Jul 2025 17:14:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2560891</guid>
    </item>
    <item>
      <title>Develop Settlement Criteria and Design Approach for Embankments and Retaining Walls Built on Compressible Soils</title>
      <link>https://trid.trb.org/View/2553148</link>
      <description><![CDATA[The overarching objective of this project is to identify settlement criteria for embankments and retaining walls and develop a systematic soil improvement design tool to facilitate the method selection and construction time and cost estimation. There is a consensus that the post-construction settlement has profound impacts on the service conditions of roadways and bridge approaches. However, there is no widely accepted settlement criterion in the nation, so each states practice differently. This project surveyed 49 state departments of transportation (DOTs) on their settlement criteria based on their zoning of bridge approach embankments. 23 out of 49 state DOTs responded to the survey and provided their information on settlement requirement and zoning. The collected data indicate that most state DOTs have their own settlement requirements for embankments, particularly, for the embankment supporting the bridge approaches. However, the requirement varies significantly. In addition, the zoning criteria used by these responding states are also drastically different and some state DOTs do not use zoning, instead, they use one criterion for its embankments regardless of its distance from the bridge. Among the states that have no existing statewide settlement requirement, they either allow each district to use its own criteria or allow the responsible project engineer to determine the allowable settlement based on the project condition. Considering that fact, a calculation tool was developed, which allows users to assess the construction time and cost at a user-specified allowable settlement. The developed calculation tool was validated by using extensive published field data. By using the tool, the user can assess multiple soil improvement methods and then select the best one or multiple technologies to achieve a balance between cost and construction time.]]></description>
      <pubDate>Thu, 15 May 2025 08:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2553148</guid>
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