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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>Alternative Conditioning Method to Calculate Formation Factor for Wisconsin Concrete Pavement</title>
      <link>https://trid.trb.org/View/2673042</link>
      <description><![CDATA[ormation factor has been identified as one of the main properties related to concrete transport properties. Conditioning specimens n solution, such as the default conditioning in ASTM C1876 has been proposed as a means to obtain the formation factor. However, this conditioning has been criticized for several reasons. This project investigates the effect of different conditionings on bulk resistivity and formation factor. A total of 19 mixtures were evaluated, and six conditioning methods were investigated. Estimation of the pore solution resistivity was also investigated. It was observed that conditioning affected the degree of reaction and the pore structure, and as a result, bulk resistivity and formation factor. The modified NIST model (Montanari model) was revised and provided good estimation of the pore solution resistivity that can be used to determine the formation factor. For mixture qualification purposes, it was recommended to use sealed specimens and to estimate the pore solution resistivity through modeling and then determine the formation factor. For quality assurance and quality control (QA/QC) purposes, it was recommended to determine the bulk resistivity of specimens cured in limewater or specimens subjected to accelerated curing.]]></description>
      <pubDate>Tue, 03 Mar 2026 09:20:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673042</guid>
    </item>
    <item>
      <title>Alternative Cementitious Materials (ACMs) For Durable and Sustainable Transportation Infrastructures</title>
      <link>https://trid.trb.org/View/2669641</link>
      <description><![CDATA[After water, concrete is the second most consumed/produced material in the world. The cement sector is the third-largest industrial energy consumer in the world, responsible for 7% of industrial energy use, and the second industrial emitter of carbon dioxide, with about 7% of global emissions. Alternative cementitious materials offer some potential solutions as sustainable alternatives to cement. This project investigates properties of two types of concretes made with slag as one of the relatively wide available alternative cementitious materials in the state of Maine. Part I of this research is about CO2 – activated concretes. Using 3 various curing procedures, 18 different mixtures were defined in this part of research. Workability, compressive strength, free shrinkage, bulk, and surface electrical resistivity tests were performed to study the fresh and hardened properties of these CO2 – activated concretes. Part II of this study is about alkali – activated concretes. 13 different batches were developed and tested in this section. Compressive strength, free shrinkage, bulk, and surface electrical resistivity tests were conducted to investigate the mechanical and transport properties of the developed alkali – activated concretes. Then all 252 bulk and surface electrical resistivity tests were compared and were showed that the results are compatible. Finally, the Maine Department of Transportation (MaineDOT) method for concrete permeability evaluation was reviewed. Formation factor analysis showed that the current MaineDOT method (using surface resistivity) is not perfect and new performance-based methods based on formation factor, like AASHTO PP84-20 method, should be used.]]></description>
      <pubDate>Mon, 02 Mar 2026 13:24:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669641</guid>
    </item>
    <item>
      <title>Continuous Monitoring System for Resilient Railway Infrastructure</title>
      <link>https://trid.trb.org/View/2616975</link>
      <description><![CDATA[Climate change poses unprecedented challenges to railway infrastructure through increased frequency of extreme geotechnical events and intense rainfall patterns, necessitating enhanced monitoring capabilities for ballast stability. This research enhances railway resilience by integrating Electrical Resistivity Imaging (ERI) with open-source Internet of Things (IoT) sensors to complement existing ballast monitoring systems. The synergy between IoT technology and ERI creates new opportunities for continuous assessment of water accumulation, subgrade deformation, and potential washout conditions in railway ballast structures. While ERI applications in ballast monitoring have been limited by contact resistance challenges, our cost-effective open-source sensor array design addresses these constraints while providing continuous monitoring capabilities across varying geotechnical conditions. The system creates a comprehensive digital twin of ballast moisture conditions and subsurface stability, delivering real-time insights into water retention patterns, ground movement, and potential ponding locations that precede washout failures. Field implementations demonstrated the system’s effectiveness in identifying critical water accumulation zones and subsurface anomalies under extreme weather and geotechnical events, enabling proactive maintenance planning. This climate-adaptive approach enhances maintenance strategies by providing continuous data streams that complement routine inspections, strengthening infrastructure resilience against both hydrological and geotechnical challenges. The integration of IoT with ERI expands the toolkit available for railway asset management, offering an economically viable solution for continuous ballast monitoring under diverse ground conditions. This methodology provides railway operators with additional tools for climate adaptation, supporting informed decision-making for maintenance interventions and contributing to more resilient and sustainable rail infrastructure systems.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:00:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2616975</guid>
    </item>
    <item>
      <title>Fault Zone Mapping in the Vicinity of the Underground Railway System Using the Integration of Electrical Resistivity and Seismic Refraction Methods</title>
      <link>https://trid.trb.org/View/2668444</link>
      <description><![CDATA[This study investigated subsurface discontinuities along a 400-meter urban metro alignment (Tabriz Metro Line 2) using integrated geophysical methods. The primary objective was to map fault-related anomalies in a complex environment characterized by marl and sandstone lithologies. Data acquisition involved 1D Gradient profiling, Vertical Electrical Sounding (VES), 2D Pole-Dipole electrical resistivity tomography, and seismic refraction tomography. The Gradient array revealed negative chargeability anomalies centered at 130 m and 190 m. VES data indicated a three-layer geoelectrical model, with a distinct vertical discontinuity observed at 140 m. The 2D Pole-Dipole survey delineated a conductive zone between 125 m and 140 m, coinciding with P-wave velocity reductions identified in the seismic refraction models. Two primary anomalous zones were characterized: Zone A (125–140 m) and Zone B (180–190 m). Integration of these datasets suggests Zone A represents a high-confidence fault branch, evidenced by consistent resistivity contrasts and velocity drops. Conversely, Zone B exhibits fault-like signatures but requires probabilistic interpretation due to the proximity of underground urban infrastructure. The findings demonstrate that combining electrical and seismic methods significantly reduces interpretational uncertainty in tectonically active urban corridors.]]></description>
      <pubDate>Wed, 18 Feb 2026 12:00:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668444</guid>
    </item>
    <item>
      <title>Comparing Resistivity and Conductivity in Metal Culverts</title>
      <link>https://trid.trb.org/View/2643079</link>
      <description><![CDATA[Before installing an underground metal culvert, certain soil characteristics need to be measured to  calculate its expected service life. The service life of an underground culvert is a function of the expected  amount of corrosion based on the soil, the type of culvert used, and water conditions. The New Mexico  Department of Transportation (NMDOT) uses three different soil properties to estimate culvert service  life: (1) the soil’s electrical conductivity (EC); (2) pH level; and (3) gypsum content. Soil EC measures  how easily an electric charge can be passed (conducted)through the soil, with the soil’s moisture content  having a large effect. Soils with pH lower than 5.5 and greater than 7.3 have been shown to have adverse  effects on galvanized coated (zinc coating)steel culverts. Lastly, knowing the amount of gypsum (CaSO4  2H2O) in the soil is important because gypsum (specifically, the sulfates within the gypsum, SO42)  readily corrodes zinc and steel. All three of these soil properties’ corrosive potential is further increased  with higher moisture content in the soil. With culverts’ typical proximity to water, accurate accounting  of these soil parameters is crucial in the determination of the type of culvert to be used, based on a  minimum of 50 years of service life.  This project used in-situ and laboratory measurements of soil conductivity and resistivity to determine  the compatibility of the Natural Resource Conservation Service (NRCS) Soils Maps for metal corrosion  potential versus the 2018 NMDOT Culvert Resistant Spreadsheet (CRS).]]></description>
      <pubDate>Mon, 12 Jan 2026 09:13:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643079</guid>
    </item>
    <item>
      <title>Quantitative Evaluation of the Remediation Process in Engineering Rock Fractures Using Electrical-resistivity Method</title>
      <link>https://trid.trb.org/View/2635252</link>
      <description><![CDATA[This study proposed a non-invasive electrical resistivity method to track the fracture remediation process driven by microbially induced calcium carbonate precipitation. A seven-cycle grouting experiment was conducted on a rough-walled single fracture with an average aperture of 1.02 mm. Resistivity was measured with a four-electrode method, and water pressure and precipitate thickness provided independent validation. The results indicated a non-uniform resistivity distribution across the fracture, with the resistivity increment decreasing from 26.6 Ω·m to 2.4 Ω·m along the flow path. The calcium carbonate precipitation and water pressure also exhibited an analogous spatial distribution pattern. The overall negative relationship between the electrical resistivity and the fracture aperture was well fitted by the power-law function with an R² value greater than 0.99. Incorporating pressure data into the established resistivity-aperture empirical relation yielded a reduction in absolute aperture estimation error, decreasing it from 0.103 mm to 0.075 mm. This study provided a promising non-invasive approach for real-time monitoring of the fracture remediation process, with potential applications in evaluating sealing efficiency in deep underground engineering.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:56:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635252</guid>
    </item>
    <item>
      <title>Integrated geotechnical and electrical resistivity approaches for investigating rainfall-induced slope failure in a mountainous highway embankment</title>
      <link>https://trid.trb.org/View/2601823</link>
      <description><![CDATA[A rainfall-induced slope failure occurred in October 2022 along Highway No. 1088 in northern Thailand. To investigate the failure mechanism, an integrated approach combining geotechnical, geological, and geophysical methods was employed. Borehole drilling and laboratory testing were conducted to evaluate soil stratigraphy, strength parameters, and water content, while 2D electrical resistivity imaging (ERI) was used to identify subsurface profiles and failure surfaces over a large area. The failure surface was inferred at depths between 3.00–6.45 m based on borehole data, characterized by low N₆₀-values and water contents exceeding the plastic limits. The 2D ERI results delineated a low-resistivity zone (10–20 Ωm) at depths between 6.00–9.00 m, indicating a preferentially saturated and mechanically weak layer consistent with the failure surface. Integration of the 2D ERI profiles revealed a northwest-oriented slope movement direction, aligning with field observations of fracture patterns and regional fault orientation. Geological investigation of outcrops supported the identification of semi-consolidated interbedded clay and gravel layers with high weathering susceptibility. The study demonstrates that the integration of resistivity imaging with conventional geotechnical investigations provides a robust framework for assessing failure surfaces and slope movement in complex geomaterials. These findings are essential for slope stability analysis, early-warning system design, and the development of targeted countermeasures in rainfall-prone mountainous regions.]]></description>
      <pubDate>Tue, 11 Nov 2025 09:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601823</guid>
    </item>
    <item>
      <title>Evaluating Electrical Resistivity as a Procedure to Aid in Characterizing Subsurface Conditions</title>
      <link>https://trid.trb.org/View/2617012</link>
      <description><![CDATA[The Iowa DOT Soils Design section participated in the Demonstration Stage of the Advanced Geotechnical Exploration Methods (A-GaME) initiative. The A-GaME initiative sought to promote the use of advanced geotechnical methods as a means to reduce cost in subsurface investigation. One of the proven geophysical methods promoted is known as Electrical Resistivity (ER). In response to the A-Game Initiative, the IDOT Soils Design Section has investigated electrical resistivity (ER) as a novel technique to aid with subsurface investigation. Soils Design proposed to apply ER to evaluate if the technology could result in: (1) a reduced number of borings, (2) an enhanced understanding of subsurface conditions and site variability, (3) identification of depth to bedrock, and (4) overall reduction in geotechnical subsurface investigation costs.]]></description>
      <pubDate>Fri, 07 Nov 2025 11:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617012</guid>
    </item>
    <item>
      <title>Steel slag aggregate as a sustainable alternative to railway ballast: field and laboratory evaluation</title>
      <link>https://trid.trb.org/View/2599013</link>
      <description><![CDATA[Sustainable construction practices are increasingly prioritized in civil engineering. In parallel, concerns about the depletion of natural aggregates have stimulated research into alternative materials, particularly for railway infrastructure. This study investigates the technical feasibility and environmental suitability of stabilized steel slag aggregate (SSA) as railway ballast, comparing its performance with conventional gneiss ballast. Comprehensive laboratory tests were performed, including particle size distribution, Los Angeles abrasion resistance, Treton impact resistance, X-ray diffraction (XRD), X-ray fluorescence (XRF), and scanning electron microscopy coupled with energy-dispersive spectroscopy (SEM-EDS). Additionally, environmental assessments through leaching and solubilization tests were conducted to evaluate potential risks related to toxic metal mobilization. Continuous in situ monitoring of electrical resistivity from July 2022 to January 2025 was performed under actual railway operating conditions to assess compatibility with railway signaling systems. The results indicated that SSA exhibits superior mechanical properties, with significantly lower abrasion and impact indices compared to gneiss aggregate. Furthermore, the SSA displayed consistently higher electrical resistivity, with no interference detected in railway signaling circuits throughout the monitoring period. It is concluded that stabilized steel slag aggregate demonstrates technical and environmental advantages for railway ballast applications, providing a mechanically resilient and environmentally compliant alternative to conventional aggregates, particularly regarding mechanical strength, environmental safety, and compatibility with railway operations.]]></description>
      <pubDate>Tue, 04 Nov 2025 10:27:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2599013</guid>
    </item>
    <item>
      <title>Long-Term Corrosion Monitoring in Mechanically Stabilized Earth (MSE) Walls</title>
      <link>https://trid.trb.org/View/2601510</link>
      <description><![CDATA[This research is a continuation of K-TRAN: KSU-19-5. Mechanically stabilized earth (MSE) walls with metallic reinforcement are widely used as a cost-effective means of earth retention. Metallic reinforcement, which is susceptible to corrosion, is typically sized for a 75-year design life after allowing for a standard rate of corrosion. The Kansas Department of Transportation (KDOT) has many walls that have completed more than one-third of their design life. The previous study measured backfill corrosion conditions for 12 MSE walls selected by KDOT. The walls were surveyed by cutting through the wall face, sampling the backfill, and inspecting reinforcing strip conditions. The current study utilized a similar approach to validate a new field method for monitoring backfill conditions and to establish the current conditions of MSE walls selected by KDOT. In this study, 18 MSE walls were selected, six of which were surveyed in the previous study. In general, the field resistivity method and the physical sampling method consistently identified backfills with poor conditions. The results support the use of a modified four-electrode electrical resistivity measurement to identify backfill with high in situ moisture, high percent fines, and high levels of chlorides, which all lead to high corrosivity. Furthermore, this study documents the current conditions of the 18 walls, including unique photos of exposed reinforcement. Results from the physical testing of backfills showed that the finest fraction of the backfill (D10) was strongly correlated with low resistivity values, particularly for sand backfills. High chloride concentrations were also measured in the samples with the lowest resistivity. These results support the current recommendation that the percentage of fines (material smaller than the #200 sieve) be limited to a maximum of 5% and encourage the consideration of an additional specification that the percentage passing the #100 sieve be limited to 10%.]]></description>
      <pubDate>Fri, 19 Sep 2025 16:58:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601510</guid>
    </item>
    <item>
      <title>Instantaneous and long-term piezoresistive response of asphalt mixtures with carbon fibers under dynamic flexural fatigue testing</title>
      <link>https://trid.trb.org/View/2578679</link>
      <description><![CDATA[The development of self-sensing asphalt mixtures represents a significant advancement in road infrastructure monitoring, which check real-time conditions without embedded sensors. This study evaluates the instantaneous and long-term piezoresistive response of Stone Mastic Asphalt (SMA8) mixtures modified with 0.3 % and 0.6 % carbon fibers (CFs) under flexural fatigue conditions and simultaneous electrical resistance measurements using the four-probe method. The study also confirmed that these materials could serve both for application in traffic monitoring and Weigh-In-Motion (WIM), as well as for measuring the fatigue evolution of the pavement. enabling the ability to predict crack propagation based on electrical measurements, making this approach promising and suitable for integration into Structural Health Monitoring (SHM) systems. This research represents a crucial step toward the development of self-sensing asphalt pavements, as the laboratory testing aims to simulate both instantaneous and real long-term in-service conditions.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578679</guid>
    </item>
    <item>
      <title>Comparing Resistivity and Conductivity in Metal Culverts</title>
      <link>https://trid.trb.org/View/2582927</link>
      <description><![CDATA[Currently, the New Mexico Department of Transportation (NMDOT) uses the “2018 NMDOT Culvert Resistance Spreadsheet” (CRS) when estimating the service life of culverts. The values of resistivity in the CRS for different types of culverts of varying material (steel, concrete, aluminum, plastic, etc.) and of varying wall thickness with different corrosive inhibitor coatings were collected from manufacturers’ specification literature. With all these manufacturers’ values being reported in resistance (ohm-cm), it was assumed that the electrical conductance (milliSiemens per meter, mS/m) values reported by the Natural Resources Conservation Services (NRCS) for soils throughout New Mexico were indirectly proportional to each other, based on Ohm’s law. Furthermore, the resistivity of the soil is determined in-situ adjacent to the culvert and the values reported by NRCS are from electrical conductivity (EC) tests conducted in a lab from field-collected soil samples. These two methods, in-situ and laboratory are significantly different in procedure and produce values of different units, ohm-cm (resistivity) and mS/m (conductivity), respectively. It is assumed that the laboratory test is more accurate than the field tests, which will be evaluated in this proposed project. Providing a better understanding of and evidence that these two methods, although different, produce results that are indirectly proportional to each other will enhance NMDOT’s continued usage of their CRS when calculating service life of culverts.

OBJECTIVES: The main objectives of this proposal are as follows:

Conduct a literature review of similar work on culvert service life estimation coupled with field and laboratory analysis. Research various (inexpensive and expensive) in-situ and laboratory soil testing equipment to be used for this study and then provide recommendations for NMDOT;
Test various (inexpensive and expensive) in-situ and laboratory soil testing equipment on approximately 20 sites throughout New Mexico;
Compare service life estimates to existing removed culverts with soil samples tested in-situ and in the laboratory and measure corrosive effects on these removed culverts;
Validate the assumptions made in NMDOT CRS for culvert service life estimates; 
Adjust the CRS if needed.]]></description>
      <pubDate>Tue, 05 Aug 2025 13:13:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582927</guid>
    </item>
    <item>
      <title>Efficacy of Marine Electrical Resistivity Surveys to Determine Maximum Scour Depth and Scour Infill</title>
      <link>https://trid.trb.org/View/2569702</link>
      <description><![CDATA[The maximum depth of bridge scour typically occurs during peak flood conditions when it is too dangerous to collect measurements. Often, the maximum depth is obscured by additional redeposited sediment. Applied geophysical methods are commonly used to detect the depth of scour infill and estimate maximum scour depth. With all geophysical methods, efficacy depends on site conditions and, therefore, no single method is a universal tool for assessing scour. Electrical resistivity is a near-surface geophysical measurement for geotechnical site investigations, but there has been limited use of electrical resistivity for assessing bridge scour. Previous electrical resistivity measurements have evaluated soils for their erodibility and have been used to determine the depth of unknown foundations (information required to assess scour vulnerability), as such there is the potential to further extend the method to assess bridge scour directly. Marine electrical resistivity surveys were conducted at a bridge south of San Marcos, Texas, U.S. A 0.7?m change in the riverbed surface was noted around a foundation and the marine electrical resistivity image showed a scour hole that, through post processing, extended an additional 0.5?m beneath the surface in front of the column and 0.8?m behind, filled in with loose gravel. As-built plans and grab soil samples were used to validate the resistivity interpretations. If adopted by engineers, marine electrical resistivity methods can be used to assess the bridge scour and infill, either while using electrical resistivity for other bridge assessment purposes or as another tool in a bridge inspection program.]]></description>
      <pubDate>Tue, 01 Jul 2025 13:38:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569702</guid>
    </item>
    <item>
      <title>Large-Scale Production and Quality Control/Assurance of Electrically Conductive Concrete</title>
      <link>https://trid.trb.org/View/2554035</link>
      <description><![CDATA[While electrically conductive concrete (ECON) heated-pavement systems (HPS) offer an innovative solution for ensuring year-round mobility in cold climates, comprehensive guidelines for large-scale ECON production in concrete plants are still lacking. This study addresses transit-mixed ECON’s production, transportation, and quality control/assurance processes. Through a series of nine laboratory trials and ten plant trials, the study establishes standards, identifies optimal mixture proportions for ECON, and highlights the fragility of carbon fiber that leads to its degradation during large-scale production. To minimize the effects of this degradation, the optimal method involves adding carbon fiber to the truck mixer at the job site with 30% of the batch water and mixing for 3.5?min at a speed of 18–20?rpm, effectively producing carbon-fiber-reinforced ECON. The study finds that the electrical resistance of ECON remains relatively stable despite variations in carbon fiber length or batch volume as long as the fiber dosage rate is consistent. A statistical prediction model was created to estimate the 28-day electrical resistance from the electrical resistance measurement of fresh ECON immediately after production. Given that the electrical resistance of ECON stabilizes after 28?days, establishing a target for a design 28-day electrical resistance and back-calculating the corresponding fresh-stage electrical resistance range can serve as an effective quality control/assurance tool during large-scale ECON production. The findings will enhance the practical implementation of ECON HPS technology and increase production reliability, enabling design engineers to confidently determine electrode configurations and electrical wire designs for constructing efficient and safe ECON HPS.]]></description>
      <pubDate>Sun, 18 May 2025 17:56:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2554035</guid>
    </item>
    <item>
      <title>Evaluation of Climate Resiliency of Highway Embankment Using LiDAR and Electrical Resistivity Imaging</title>
      <link>https://trid.trb.org/View/2516806</link>
      <description><![CDATA[Climate change has been playing a crucial role in altering the precipitation patterns in the southern USA. States like Mississippi, Louisiana, and Alabama have seen increased numbers of extreme events like hurricanes, storms, and heavy rainfall. Therefore, rainfall-induced landslides have been very common in recent years. In Mississippi, due to the prevalence of highly expansive clay soil, slope failure has brought about a huge financial burden for the authority. In order to create resiliency in highway embankments, regular monitoring and early detection of landslide risks are important. The objective of the current study is to evaluate the landslide behavior of highway slopes under changed climatic conditions. One highway slope near Grenada, Mississippi, was selected for the study. The slope has a history of shallow landslide. Remote sensing technology like Light Detection and Ranging (LiDAR) has been utilized to compare the topographical surfaces in different seasons. Electrical Resistivity Imaging (ERI) was performed, and seasonal variations in subsurface moisture contents were obtained from the ERI profiles. In addition, rainwater data of the site location from available open sources were collected. Perched water zones have been detected through the ERI images when there were events of extreme rainfall. A drone mounted with an advanced LiDAR scanning system has been utilized to detect any trend of slope movement in the study site. The LiDAR scan gathered dense point cloud data to construct 3D surfaces and produce topographic maps of the slope. The integration of ERI and LiDAR provides a comprehensive understanding of the climate resilience of highway slopes in the face of climate change.]]></description>
      <pubDate>Tue, 06 May 2025 16:40:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516806</guid>
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