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    <title>Transport Research International Documentation (TRID)</title>
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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Solution to Interfacial Delamination of NMDOT’s Asphalt Pavements</title>
      <link>https://trid.trb.org/View/2723365</link>
      <description><![CDATA[This study investigated interfacial delamination in New Mexico Department of Transportation's (NMDOT’s) asphalt pavements and developed improved methods for evaluating and improving bonding between asphalt layers. Laboratory testing evaluated four tack coat types: trackless tack, SS-1H, SS-1HP, and CSS-1H. Direct shear tests were used to measure interface shear strength under different tack coat types, residual application rates, curing times, surface textures, surface aging conditions, normal stresses, loading rates, temperatures, and moisture conditions. Based on rheological properties, such as high-temperature performance grade, elastic recovery, and non-recoverable creep compliance, trackless tack showed superior performance, followed by SS-1HP, SS-1H, and CSS-1H. In direct shear testing, the highest interface shear strength for SS-1H was 252 psi at a residual application rate of 0.04 gal/yd². For SS-1HP, the highest interface shear strength was 275.29 psi at 0.06 gal/yd². For CSS-1H, the highest interface shear strength was 234 psi at 0.04 gal/yd². For trackless tack, the highest interface shear strength was 298.02 psi at 0.10 gal/yd². Overall, trackless tack produced the highest interface shear strength, followed by SS-1HP, SS-1H, and CSS-1H. The minimum curing times were about 120 minutes for SS-1H, 100 minutes for CSS-1H, 50 minutes for SS-1HP, and 25 minutes for trackless tack. Additional results showed that moisture conditioning and high temperature reduced interface shear strength, while rougher and controlled-textured surfaces improved bonding performance. Mechanistic-empirical pavement analysis showed that reduced bonding between asphalt layers can increase predicted pavement distresses, including rutting, fatigue cracking, and International Roughness Index. Finite element modeling using a cohesive zone approach was used to simulate interface shear stress and was validated with laboratory direct shear test results. Other detailed results are presented in the report. Overall, this study provides NMDOT with practical guidelines for tack coat selection, residual application rate, curing time, surface preparation, and quality control to help reduce the risk of interfacial delamination in asphalt pavements.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2723365</guid>
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    <item>
      <title>Mechanical response and crack propagation in Si/C composite electrodes during electrochemical cycling: The critical influence of polymeric binders</title>
      <link>https://trid.trb.org/View/2706175</link>
      <description><![CDATA[Silicon-carbon (Si/C) composite anodes are considered ideal replacements for traditional graphite anodes due to their high specific capacity. However, their significant volume changes during charge-discharge cycles readily lead to rapid capacity decay and mechanical failure of the electrodes, severely limiting their practical application. As a key component in electrodes, the binder is essential for preserving the mechanical integrity of the composite electrode and for constraining the expansion of active materials. This study, an in-situ curvature measurement system was utilized to evaluate the impact of binders, i.e. polyacrylic acid (PAA), carboxymethyl cellulose (CMC), and polyvinylidene fluoride (PVDF), on the bending deformation, modulus, partial molar volume and stress-strain behavior of Si/C composite electrodes during lithiation/delithiation cycles. Then, scanning electron microscopy was used for systematic characterization the changes of electrode surface and cross-sectional morphologies. The results indicated that the Si/C composite electrodes with PAA could maintain relatively best electrochemical performance and structural integrity, owing to its large Young's modulus and strong confinement capability and which can effectively suppress its volume changes. While, the electrode with PVDF binder showed significant cracking evolution and interfacial delamination due to its lower modulus and poor bonding strength. This study reveals the working mechanism of the binder’s influence on the electrode stability from a mechanical-electrochemical coupling perspective, which can provide crucial theoretical and experimental basis for the rational design and optimization of superior Si/C anode binders.]]></description>
      <pubDate>Thu, 18 Jun 2026 17:03:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706175</guid>
    </item>
    <item>
      <title>A new Gaussian process regression-based approach to leverage non-destructive evaluation data in bridge deterioration prediction models</title>
      <link>https://trid.trb.org/View/2651559</link>
      <description><![CDATA[Current bridge deterioration models rely on subjective visual inspection ratings from the National Bridge Inventory, limiting their usefulness for maintenance planning. Non-destructive evaluation (NDE) tests, such as Impact-Echo (IE), offer objective and quantitative data for estimating deck delamination but remain underutilized due to limited data availability and accessibility. This study introduces a novel machine learning approach that leverages limited IE data from the Delaware Department of Transportation (DOT) and the Long-Term Bridge Performance (LTBP) database to predict bridge deck delamination as estimated by field IE measurements. Among several tested regression models spanning statistical and machine-learning approaches, Gaussian process regression (GP regression) achieved the highest accuracy on test bridges, with bridge age and deck protection code identified as key explanatory variables. When evaluated against the Michigan DOT Bridge Deck Preservation Matrix, the model correctly classified 80 % of test bridges into the recommended maintenance categories. The results highlight how limited NDE data can be used systematically to support data-driven inspection planning. Additionally, the model quantifies prediction uncertainty, enabling prioritization of bridges for future NDE testing and more strategic resource allocation. The study also highlights current challenges in NDE data collection and emphasizes the need for improved data curation and sharing to enhance modeling accuracy and support long-term bridge performance monitoring.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651559</guid>
    </item>
    <item>
      <title>The Construction of a Pyrament Bridge Deck Overlay</title>
      <link>https://trid.trb.org/View/2680624</link>
      <description><![CDATA[The Oklahoma Department of Transportation (ODOT) has been using High Density Portland Cement (HDPC) overlays on reconstruction of bridge decks since 1977. At the time of introduction, the HDPC (Iowa method) was considered the best method to prevent or minimize bridge deck deterioration. Although many of the overlays have performed well, some have experienced severe cracking and delamination within ten years of service. Pyrament was chosen to be evaluated on a two inch bridge deck overlay as part of a bridge deck rehabilitation project. The performance of the overlay will be compared to the presently used HDPC overlays. Pyrament is a rapid setting, low permeability, high strength concrete developed by Lonestar Industries. Pyrament cement is a blend of 65% Portland cement, 30% fly ash, and 5% trademark additive. The 4-hour and 28-day compressive strengths were 2700 psi and 9600 psi, respectively. Proper curing of Pyrament was found to be critical. Phase I of the project developed severe shrinkage cracking. Five percent of the Phase I overlay had to be replaced due to shrinkage cracking accompanied by delaminations. The curing procedures in Phase II were changed to resin curing compound, fogging, wet burlap, cotton blankets, and plastic, all kept in place for 24 hours. The Phase II overlay shows no signs of cracking. The overlay will be tested annually and a performance report will be written in 1993.]]></description>
      <pubDate>Mon, 06 Apr 2026 16:11:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680624</guid>
    </item>
    <item>
      <title>Novel Element for Fracture Analysis of Delaminated Layered Composite Plates Using the Multilayer Modeling Method</title>
      <link>https://trid.trb.org/View/2594163</link>
      <description><![CDATA[A novel element is proposed for fracture analysis of layered composite plates with delamination using the multilayer modeling method. The upper and lower subplates are both divided into one or multiple sublayers, which are modeled by the proposed novel plate element. In particular, the proposed plate element has only the translational degrees of freedom (DOFs), and both the cracked and uncracked portions of delaminated plates are thus easily and naturally modeled. By comparing the DOFs, it is found that the present novel plate element exhibits equivalency to the conventional first-order shear deformable plate element. The element stiffness matrix is derived by the principle of minimum potential energy. To illustrate the applicability of multilayer modeling method, fracture analysis of laminated composites made of either isotropic or orthotropic materials is conducted, of which the total energy release rate (ERR) and its components are calculated using the virtual crack closure technique and compared with those of three-dimensional finite element analyses focusing on the effect of the number of sublayers. The results show that the present novel plate element combined with the multilayer modeling method effectively calculates the total ERR and its components across the width of delaminated composite plates with fewer elements without introducing the interface continuity condition in comparison with the conventional modeling method.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:44:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594163</guid>
    </item>
    <item>
      <title>D11-0 Bridge Deck Non-Destructive Evaluation Testing - Advanced Technology for Bridge Asset Management</title>
      <link>https://trid.trb.org/View/2672080</link>
      <description><![CDATA[This report presents the findings from the comprehensive study on Bridge Deck Non-Destructive Evaluation (NDE) Testing conducted by The Pennsylvania State University under the sponsorship of the Pennsylvania Department of Transportation (PennDOT). The study focuses on the application of advanced non-destructive technologies to assess the condition of concrete bridge decks without causing damage to the infrastructure. Key technologies employed include ground-penetrating radar (GPR), infrared thermography (IRT), and digital imaging techniques. The objective of the research was to evaluate the effectiveness of these technologies in detecting common defects such as delamination, rebar corrosion, and surface deterioration. The study provides insights into the capabilities and limitations of each method, offering a comparative analysis that assists in understanding their practical applications in bridge asset management. The findings aim to support PennDOT in enhancing their maintenance strategies by integrating these advanced NDE methods, ultimately improving the longevity and safety of bridge structures across the state.]]></description>
      <pubDate>Wed, 25 Feb 2026 16:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672080</guid>
    </item>
    <item>
      <title>Mitigation of Plastic Flow and Delamination of Runway Pavements at High-Speed Exits</title>
      <link>https://trid.trb.org/View/2666841</link>
      <description><![CDATA[This report examines slippage failures and interface delamination on runway pavements near high-speed exits, where aircraft braking and turning create multi-axial stresses. The study used laboratory testing and mechanistic modeling to evaluate asphalt mixture stability and interface bond strength under realistic conditions. Results define shear stress ratio thresholds and performance criteria for FAA P-401 and P-404 mixes. Guidance on overlay thickness and tack coat practices is provided to reduce failure risk. The recommendations aim to improve pavement durability and safety at airports.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:00:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666841</guid>
    </item>
    <item>
      <title>Effects of interlayer confined water on mechanical behaviour in steel bridge deck epoxy asphalt pavement</title>
      <link>https://trid.trb.org/View/2643553</link>
      <description><![CDATA[The effect of interlayer confined water (ICW) in steel bridge deck pavement (SBDP) is often overlooked, yet it may substantially contribute to extensive cracking in epoxy asphalt pavement. To cover the study gap in this field, the adhesion strength of epoxy asphalt concrete (EAC) under ICW erosion was evaluated. Besides, the ICW action mechanism and the stress characteristics at the bottom of SBDP were assessed. Sensitivity factors affecting ICW impact action were also analysed. Findings revealed that the failure mode of EAC transformed from cohesive failure to adhesive failure, while the adhesion strength reduced by approximately 47.25% as the immersion time increased to 10 days. Furthermore, ICW not only weakens the steel–asphalt interface, leading to delamination, but also contributes to the formation of down–top cracks in SBDP. The mechanical response at the bottom of SBDP was about 10 times greater than the effect of hydrodynamic and pore water pressure. Moreover, it increased with the expansion of ICW area, as well as with higher vehicle load and speed, making these factors key contributors to the rapid failure of SBDP.]]></description>
      <pubDate>Sat, 17 Jan 2026 16:40:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643553</guid>
    </item>
    <item>
      <title>Foggy Windows: Predicting and Avoiding the Fleet’s Most Frustrating Failure</title>
      <link>https://trid.trb.org/View/2604455</link>
      <description><![CDATA[Delamination of transparent armor (TA) is one of the costliest and most frustrating failures facing the tactical vehicle community. When purchased, all TA appears equally pristine and has identical protective abilities, but some parts delaminate after only a few years while other parts last over a decade. Recent high delamination rates have resulted in large costs – a Warstopper study showed that transparent armor accounted for 20% of the maintenance cost for the HMMWV. One major advance in the last few years has been the Army-led development of an ‘Accelerated Life Test’ which consistently causes field relevant delamination in transparent armor parts. We present the development of a method to correlate test results with field life, thus allowing for life prediction and life cycle cost analysis. We demonstrate how the life prediction tool can be used to drive purchasing strategies, field use decisions, and vehicle design.]]></description>
      <pubDate>Wed, 26 Nov 2025 10:45:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604455</guid>
    </item>
    <item>
      <title>Addressing the Feasibility of Employing NDE Data for Bridge Condition Assessment Using Gaussian Process Regression</title>
      <link>https://trid.trb.org/View/2614511</link>
      <description><![CDATA[Existing bridge deterioration models rely on subjective national bridge inventory (NBI) condition ratings from visual inspections, which lack the objective assessments needed for informed repair and maintenance decisions. Non-destructive evaluation (NDE) tests, such as impact echo (IE), provide quantitative and objective condition evaluation data. However, these data have been underutilized for deterioration modeling due to data scarcity (one to three records per bridge). This report introduces a novel concept to put limited NDE data to more valuable use. Specifically, a Gaussian process regression (GPR) model is developed using IE records from the Long-Term Bridge Performance (LTBP) database. The GPR model offers two key advantages: it accurately predicts delamination for untested bridges (i.e., the bridges without IE records) with characteristics similar to those in the training data, and identifies bridges with high prediction uncertainty, enabling them to be prioritized for NDE testing to improve the model’s future delamination predictions. This approach enhances NDE inspection planning and resource allocation by focusing on the most uncertain structures for testing. Moving forward, the report identifies challenges and opportunities in the LTBP database, urging changes in current NDE data collection practices to support more strategic NDE applications, data reuse, and accurate deterioration modeling.]]></description>
      <pubDate>Fri, 07 Nov 2025 11:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614511</guid>
    </item>
    <item>
      <title>Laboratory Investigation of Delamination and Debonding of Thin-Bonded Overlays Due to Vehicular Vibration Volume 2: Appendices</title>
      <link>https://trid.trb.org/View/2567184</link>
      <description><![CDATA[This report contains the appendices to research project 1920, Laboratory Investigation of Delamination and Debonding of Thin-Bonded Overlays Due to Vehicular Vibration. These appendices are: (A) A Summary of an Investigation of the Delamination of Thin-Bonded Overlays; (B) Bridge Vibration Field Measurements; (C) Guillotine Direct Shear Test Apparatus; (D) Beam Platform; and (E) Shear Strength Plots.]]></description>
      <pubDate>Tue, 09 Sep 2025 11:25:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567184</guid>
    </item>
    <item>
      <title>Repair of bridge decks constructed with partial-depth precast concrete panels</title>
      <link>https://trid.trb.org/View/2576689</link>
      <description><![CDATA[Delamination of bridge decks at the interface between stay-in-place partial-depth precast concrete deck panels (PDP) and cast-in-place (CIP) concrete topping has been observed which causes non-composite behavior and results in spalling damage and failures of segments of bridge decks. This paper presents experiments on the repair of bridge decks built with PDP panels topped with CIP concrete topping. The repair methods include epoxy injection at the interface between the PDP panel and CIP concrete sections, special anchors connecting the PDP panel and CIP concrete sections, and a combination of epoxy injection with special anchors. An evaluation of the horizontal interface shear stress shows that repaired slabs using the three repair methods can achieve or exceeded the allowable interface shear stress under service load conditions. A finite element model is developed to corroborate the experimental results. The model includes the case of a delaminated slab without repair, a slab repaired with epoxy injection, and a slab repaired with special anchors. The experiments, along with simplified interface shear stress equations, and finite element models demonstrate that repair using special anchors and epoxy injection was the most robust repair, followed by the epoxy injection method, and the special anchor method in improving horizontal shear transfer. All three methods increased the stiffness of the bridge deck and restored composite behavior between the PDP panel and CIP concrete sections. The epoxy injection method is recommended for repair of bridge decks with interface gaps due to the significant benefit it offers for increasing the bridge deck stiffness and maintaining composite performance.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576689</guid>
    </item>
    <item>
      <title>Solution to Interfacial Delamination of NMDOT's Asphalt Pavements</title>
      <link>https://trid.trb.org/View/2582854</link>
      <description><![CDATA[The main problem with a delaminated layered pavement is that it will create a poor distribution of mechanical loads induced by repeated traffic, which will result in early failure. Therefore, there is a need to study the factors that causes such a delamination in our pavements and for finding a solution to prevent it. The objective of this study is to define the mechanisms of delamination and find a solution to delamination issues of New Mexico pavements. To find a solution, the project was initiated to identify and evaluate the following factors: Debonding of the tack coat from the top or bottom layer: due to poor interlayer bond caused by dissimilar material systems, improper choice of tack coat (type), lack of tack or application rate, inadequate or excessive breaking and curing of tack coat. It is worthwhile to mention here that the New Mexico Department of Transportation (NMDOT) does not have acceptance or performance tests for tack coats. Failure within the layer: traffic- and pavement design related causes (e.g., slippage between layers due to heavy traffic, unstable or poor mix, excessive cyclic stresses at the interface of two layers). Damage and fracture within the interface or tack coat layer: caused by seepage of water through the surface layer, improper compaction, aging, and mismatch in thermal expansion and contraction between two layers and/or interface tack layer due to seasonal change in temperature.]]></description>
      <pubDate>Mon, 04 Aug 2025 18:13:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582854</guid>
    </item>
    <item>
      <title>A Review of Numerical Methods to Model Asphalt Concrete Delamination</title>
      <link>https://trid.trb.org/View/2562049</link>
      <description><![CDATA[Delamination is a type of failure where a material fails due to the fracture in between its layers. For asphalt concrete, this problem affects the load transfer mechanism, and it is necessary to model the delamination of asphalt concrete interfaces. The numerical method is a suitable approach to model delamination. This method is capable of handling composite materials and geometric complexities. This review shows the different modes of delamination failures and different methods for numerical simulation of the delamination in layered structures. Linear Elastic Fracture Mechanics (LEFM), widely used for delamination analysis, predicts crack growth post-initiation but requires a pre-existing crack. Techniques like the virtual crack closure and J-integral calculate energy release rates but face challenges with finite element implementation, especially for progressive crack propagation. The Disturbed State Concept (DSC) models interfacial behavior by combining relatively intact and fully adjusted states, driven by microstructural changes. The emerging Cohesive Zone Model (CZM) offers a significant advantage by simulating both crack initiation and propagation without requiring predefined defects. CZM is applicable across various interfaces, such as thin films and bonded polymers. This review categorizes delamination failure modes and discusses some numerical approaches to simulate and predict delamination.]]></description>
      <pubDate>Tue, 08 Jul 2025 13:38:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562049</guid>
    </item>
    <item>
      <title>Toward practical guidelines for infrared thermography of concrete bridge decks: A preliminary investigation across U.S. climate zones</title>
      <link>https://trid.trb.org/View/2568639</link>
      <description><![CDATA[Delamination detection in concrete bridge decks employing IRT relies heavily on selecting favorable environmental conditions to produce the desired detection accuracy. Many studies have focused on improving IRT detection by optimizing the data collection or analysis techniques. However, there exists limited and conflicting literature on recommended data collection times. Therefore, this study evaluated favorable detection windows across the five climate zones in the U.S. using field and numerical simulation data. First, the field data was collected on two separate days to verify the numerical simulation results by developing a simulation with identical conditions. The verified numerical simulation results indicated that the simulations were representative of real-life detection patterns. So, numerical simulations for each zone and season were developed. The data collected from the numerical simulations were analyzed using the Sørensen–Dice Coefficient (SDC), comparing the known delamination location (ground-truth) to the predicted delamination through a threshold-based segmentation technique to predict favorable detection windows based on obtained accuracy. The contributions of this preliminary study are as follows: (1) a report of favorable detection windows per zone and season, which, in turn, potentially improves detection accuracy; The favorable conservative reported window for each zone was determined to be from noon to early evening, (2) provide a replicable numerical simulation process, enabling interested agencies to utilize the approach to conduct internal studies to evaluate favorable detection windows for their specific location, and (3) statistically evaluate the combined effects of ambient temperature and solar irradiance values and patterns on detection accuracy.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:12:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2568639</guid>
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