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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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    <item>
      <title>Innovative Approaches to Addressing Surficial Slope Failures: The Role of Engineered Earth Armoring Solutions in Enhancing Infrastructure Resiliency</title>
      <link>https://trid.trb.org/View/2678218</link>
      <description><![CDATA[In the field of geotechnical engineering, addressing surficial slope failures is crucial for maintaining the integrity and longevity of infrastructure. As engineers, we are tasked daily with finding the most efficient solutions to the challenges of our projects, and it is critical for us to consider the long-term resiliency of the solutions we utilize. Surficial slope failures, often considered maintenance issues or surface erosion, can lead to larger global failures and costly repairs if left unaddressed. Common repair methods, such as pushing the soil back in place or replacing failed soil with large rock riprap, are not always effective. However, Engineered Earth Armoring Solutions (EEAS) have been successfully used to remediate these failed slopes for over 15 years. An EEAS consists of two components: a High Performance Turf Reinforcement Mat (HPTRM) to cover the slope surface, reinforce vegetation, and control erosion; and an Engineered Earth Anchor to permanently secure the HPTRM and improve the surficial stability of the slope. These components work together as a system, providing complementary benefits. In recent years, it has been found that EEAS can stabilize previously failed slopes and can also be applied during initial construction to increase long-term stability, reduce project risk, and enhance the overall resiliency of steepened slopes. Compared to traditional solutions like rock riprap, EEAS can significantly reduce material costs, carbon footprint, and transportation impacts. This paper will focus on geotechnical research compiled over the past years on the use of EEAS for improving the surficial stability of slopes, as well as case studies demonstrating its effectiveness in both reactive remediation efforts and proactive resiliency improvements.]]></description>
      <pubDate>Wed, 15 Jul 2026 16:27:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678218</guid>
    </item>
    <item>
      <title>Assessment of GDOT Grassing Practices for Post-Construction Disturbed Areas within the Right-of-Way
</title>
      <link>https://trid.trb.org/View/2717785</link>
      <description><![CDATA[The objective of the proposed research study is to assess the effectiveness of Georgia Department of Transportation's (GDOT)’s current grassing revegetation process and provide recommendations for improvement. 
]]></description>
      <pubDate>Wed, 24 Jun 2026 14:43:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717785</guid>
    </item>
    <item>
      <title>Practices for Reducing the Use of Plastic-Based Erosion and Sediment Control Materials on State DOT Projects</title>
      <link>https://trid.trb.org/View/2709126</link>
      <description><![CDATA[Erosion and sediment control (ESC) practices are essential for minimizing soil loss from active construction sites and preventing the discharge of sediment-laden stormwater. However, many traditional ESC products rely heavily on synthetic materials (e.g., plastic). Growing awareness of microplastic pollution and increasing concerns over wildlife entanglement have prompted many state departments of transportation (DOTs) to seek alternatives to plastic-based ESC materials. The objective of this study was to investigate the current use of plastics in ESC practices across state DOTs and examine policies and initiatives aimed at reducing or eliminating plastic dependency. A literature review was conducted to gather information on plastic use in ESC products. Findings were used to develop a web-based survey, which was distributed to stormwater professionals in all 50 state DOTs and the Washington, DC DOT. The survey achieved an 82% response rate. Finally, semistructured interviews were conducted with six state DOTs to document their unique approaches to reducing plastic use. Key findings indicate that alternatives are needed for erosion control because netted products can be a substantial source of microplastic pollution and present the greatest risk of wildlife entanglement. Alternative practices such as natural fiber blankets and slash mulch berms have been perceived to have high effectiveness. State DOTs that have transitioned to plastic-free alternatives report no decrease in ESC practice performance and similar efforts for installation when compared with standard practices. Together, the survey results and interviews were used to develop a nine-step framework to support state DOTs transitioning away from plastic-based ESC practices in varying stages.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:50:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709126</guid>
    </item>
    <item>
      <title>Reuse of improved shield muck as reinforcement material for bridge erosion protection</title>
      <link>https://trid.trb.org/View/2682110</link>
      <description><![CDATA[Erosion disaster seriously affects the safety and durability of bridge structures. In order to effectively use shield muck as a bridge erosion protection reinforcement material, its performance was improved through a series of tests. Field tests were carried out based on the erosion protection project of Jiangjin Yangtze River Highway Bridge in Chongqing, and the curing mechanism was analyzed by SEM and NMR. The results show that when the admixture content is 0.3 %, the cement content is 10 %, and the water–solid ratio is 0.50, the performance improvement effect of the solidified soil is the best. The initial fluidity of the solidified soil is 238 mm, the fluidity of 1 h is 163 mm, the suspended solids content is 97 mg/L, the pH is 9.1, and the critical shear stress of 5 h is 12.63 Pa, which meets the performance index requirements. The quadratic function model of fluidity-suspended solids content, the modified exponential model of critical shear stress-curing time and the linear model of critical shear stress-shear strength were established, which provided a method for rapid evaluation of erosion protection characteristics of solidified soil. The field test confirmed that the solidified soil had good underwater filling effect, and the maximum erosion loss rate was 9.39 %, which had significant environmental and economic benefits. The impermeability and water stability of the solidified soil gradually increase with the increase of curing time. The 28 d permeability coefficient is <10-5 cm/s, and the water stability coefficient is >80 %. Microscopic analysis shows that the density and strength of solidified soil can be significantly improved by the combined action of C-S-H gel and AFt crystal chemical cementation and physical filling. Optimizing the microstructure is the internal factor to improve the erosion resistance of solidified soil.]]></description>
      <pubDate>Mon, 22 Jun 2026 07:29:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682110</guid>
    </item>
    <item>
      <title>Improvement of Mechanical Properties and Erosion Resistance in Soils Using Biopolymers for Sustainable Geotechnical Applications</title>
      <link>https://trid.trb.org/View/2678404</link>
      <description><![CDATA[The application of biopolymers in geotechnical engineering presents a promising approach for enhancing soil stability and erosion resistance while promoting sustainable construction practices. This study investigates the effects of biopolymer treatment on the mechanical properties and bridge scour of Creek and Third Spot soils collected from a bridge site in Jackson, Mississippi. Xanthan gum and guar gum were selected as stabilizing agents, with their optimal concentrations and moisture content evaluated for soil treatment. Mechanical performance and erosion resistance were assessed through unconfined compressive strength (UCS) tests, triaxial tests, and pocket erodometer tests. The results demonstrated that biopolymer treatment significantly improved soil strength, with guar gum exhibiting superior performance in UCS enhancement. The addition of 1% guar gum increased the UCS of Creek and Third Spot soils to approximately 3,500 kPa and 5,100 kPa, respectively. Additionally, biopolymer-treated soils exhibited increased cohesion, with Third Spot soil treated with 1% xanthan gum achieving a cohesion value of 78.5 kPa, compared to untreated soil with zero cohesion. Furthermore, erosion resistance was enhanced, as biopolymer-treated soils exhibited a reduction in erodibility classification from Very High Erodibility to High or Medium Erodibility. These findings underscore the potential of biopolymer-based soil treatment as an effective and sustainable solution for improving erosion resistance in bridge foundation soils.]]></description>
      <pubDate>Fri, 12 Jun 2026 15:59:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678404</guid>
    </item>
    <item>
      <title>Demonstrating the Use of Small Uncrewed Aircraft Systems (Drones) Capabilities and Data for Iowa Transportation and Infrastructure Work: Pilot Project No. 3 – Use of Small Uncrewed Aircraft Systems for Erosion and Sediment Control Device Monitoring</title>
      <link>https://trid.trb.org/View/2711929</link>
      <description><![CDATA[Erosion and sediment control devices (ESCDs) are commonly installed on construction projects to mitigate the effects of runoff and sediment transport in downstream environments. Regulatory agencies such as the U.S. Environmental Protection Agency require these devices to be frequently inspected and maintained promptly when deficiencies are observed or when extreme upcoming precipitation events are expected. Smaller construction sites (less than 0.1 hectares) typically have fewer ESCDs, enabling effective routine field inspections. However, performing similar field inspections on larger construction sites is considerably more challenging due to their spatial distribution and the variety of ESCDs deployed across these sites. Other challenges include difficulty in physically locating these ESCDs due to complex or unstable terrain, potential exposure of inspection personnel to hazardous substances, and the significant amount of time required to navigate large sites and conduct detailed inspections. To address these limitations, this study investigated the use of small uncrewed aerial systems (sUAS) as a remote sensing platform for ESCD inspection and monitoring. The objective of this study was to develop a rapid data collection and processing pipeline that enables inspection personnel to efficiently evaluate site conditions and ESCD performance, supporting timely, informed decision-making. We deployed multiple sUAS platforms capable of producing high-resolution orthophotos for remote visual inspection and multispectral data for further analysis. These analyses included estimating vegetation growth on sloped terrain and quantifying the sediment accumulated near barriers such as silt fences and check dams. Digital elevation models (DEM) derived from the processed sUAS data also offered valuable insights into surface topography and flow patterns, enabling assessment of upstream and downstream conditions and improving understanding of how effectively ESCDs are functioning through quantitative analysis.]]></description>
      <pubDate>Fri, 12 Jun 2026 10:11:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711929</guid>
    </item>
    <item>
      <title>Use of Vegetation Enhanced by Green Soil Stabilization to Protect Kansas Roadsides from Erosion</title>
      <link>https://trid.trb.org/View/2685490</link>
      <description><![CDATA[The primary objective of this study was to investigate the feasibility of using lignin, an environmentally friendly biopolymer, for sustainable protection of Kansas roadsides against wind and rainfall erosion during the critical stage of construction that occurs prior to the emergence of a vegetative cover. Results from laboratory-scale experiments showed that spraying lignin over the surface of dry silty soil provided very good to excellent protection against erosion. A crust formed on the surface of the soil upon spraying, thus inducing increased bonding among the particles and increased compressive strength, resulting in a decreased amount of wind erosion with increased spraying rate. Although the lignin used in this study is water-soluble, its presence in the soil increased viscosity of the pore fluid, thus decreasing hydraulic conductivity and decreasing the amount of rain erosion. Lignin concentration of 1% at 0.0325 gal/ft² was sufficient to suppress wind erosion, while 15% at 0.123 gal/ft² was required to decrease the amount of rainfall erosion tenfold and sixfold for sloped and horizontal soil configurations, respectively. Additionally, lignin concentrations up to 4% and spraying rate of 0.0866 gal/ft² did not affect monocot and dicot counts or vegetative cover size in field trials. Lower zinc and iron levels were found in soil treated with 1% and 2% lignin, but no difference was observed at 4% lignin compared to the untreated soil.]]></description>
      <pubDate>Wed, 20 May 2026 09:11:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685490</guid>
    </item>
    <item>
      <title>Improving Transportation Infrastructure Safety Through Flow and Scour Analysis at Porous Riverbank Protection Structures</title>
      <link>https://trid.trb.org/View/2695864</link>
      <description><![CDATA[Project Description: Protecting riverbanks from erosion during flood events is critical for ensuring the safety of transportation infrastructure located near rivers. Such erosion can undermine roadways and bridge foundations, leading to failures such as those observed on I-40 in North Carolina following Hurricane Helene. In locations where riverbank erosion poses a significant transportation asset risk, porous riverbank protection structures such as engineered logjams (ELJs) have been implemented as alternatives to traditional revetment approaches. The geometric design of ELJs deflects flow away from banks while their porosity reduces drag and toe scour, thereby limiting additional flood-related failure risks. Additionally, ELJs can be constructed incrementally using off-channel crane equipment, which reduces construction costs associated with channel diversion and dewatering. 

Improved tools are needed to predict how flow deflection and scour vary with ELJ porosity and internal structure. Advancing this knowledge will support more reliable ELJ design and reduce the risk of over- or under-design. A larger database of flow and scour depth measurements for ELJs with a range of porosities and characteristics is needed to improve scour prediction methods and provide flow validation data for two- and three-dimensional hydraulic models.

To address these research gaps, laboratory experiments will be conducted in a 32-foot-long open-channel flume to quantify flow and scour at porous bank protection structures. Model ELJs will be fabricated using 3D printing to have identical external geometry but systematic variation in porosity and pore configuration. Flow fields will be measured using UMKC’s particle image velocimetry (PIV) system that can measure turbulent flow fields around channel obstructions with high resolution (<1 mm vector resolution). These PIV measurements will be used to quantify flow deflection and shear stress amplification. In addition, clear-water scour experiments will document the maximum scour depth for each ELJ configuration. 
]]></description>
      <pubDate>Thu, 23 Apr 2026 17:50:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695864</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>Implementation of Roadside Erosion Control Research Results</title>
      <link>https://trid.trb.org/View/2683235</link>
      <description><![CDATA[Large scale areas were established to demonstrate implementation of research findings. These included: (1) johnsongrass control, (2) willow control, (3) bindweed control, (4) broadleaf weed control, (5) sandbur control, (6) seeding Plains bluestem, and (7) planting ground covers other than grass. As a result, the use of herbicides for roadside maintenance has increased dramatically in the period 1967 to 1981. In 1976, approximately 300 acres were treated with herbicides. By 1980, the total exceeded 109,000 acres. Meanwhile mowing has been reduced substantially, from 229,729 acres in 1976 to 157,912 acres in 1980. Cost savings have been especially significant. Mowing costs have continued to rise each year to $11.56 per acre in 1980, while chemical costs have decreased in the past three years to $7.65 per acre in 1980, a savings of almost $4.00 per acre. The selective control of johnsongrass along Oklahoma highways can be achieved with applications of MSMA (monosodium methanearsonate), or DSMA (disodium methanearsonate). Willows less than 4 to 5 inches in diameter, can effectively be controlled during the dormant season (February-March) by a basal bark treatment of 2,4-D low volatile ester in diesel oil (ratio 1:25). Two annual applications, for 2 to 3 years, made with 1 quart of 2, 4-D low volatile ester (4 lb ai/gal) in water at 40 gpa, can eliminate 75% or more of the perennial bindweed from roadsides. The preemergence application of Aatrex 4L, or Aatrex 80W, has provided 95 to 100% broadleaf control, and most annual grasses. Sandburs can be effectively eradicated with 2 to 3 annual applications of DSMA. The lack of precipitation during the year of establishment, resulted in very little success with Plains bluestem and Japanese honeysuckle, in producing erosion resistant ground cover.]]></description>
      <pubDate>Mon, 13 Apr 2026 16:27:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683235</guid>
    </item>
    <item>
      <title>Effectiveness of Riverbank Protection and River Control in Oklahoma</title>
      <link>https://trid.trb.org/View/2680631</link>
      <description><![CDATA[Bank stabilization and protection from flood ravages have been a continuing problem in Oklahoma as well as in the surrounding states for a very long time. Bridges and hydraulic structures are situated at river sites where the river must become mature and conform to a desirable or controlled regime. In Oklahoma, several large rivers and streams flow through the state. Primarily, two major systems exist in Oklahoma, the Red River and the Arkansas River systems and tributaries. A detailed literature survey has been conducted to find various aspects of river training and bank stabilizing methods. Newer methods have also been investigated. A detailed case study of twenty-five river sites in Oklahoma has been conducted to determine the effectiveness of river training at these sites. Possible reasons for the success or failure of these methods have been elucidated and recommendations have been made for sites in which failures are evident or have already occurred.]]></description>
      <pubDate>Tue, 07 Apr 2026 10:08:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680631</guid>
    </item>
    <item>
      <title>Erosion and Sediment Control Design Guidance</title>
      <link>https://trid.trb.org/View/2633707</link>
      <description><![CDATA[Construction projects typically require mass clearing and grading, causing many site areas to be unstable. As a result, they lack ground cover to protect against rainfall and runoff, which results in soil degradation and erosion. Erosion introduces nonpoint source suspended solids pollution (NPS) into water bodies that diminish water quality and reduce the lifetime of water resources. In the past few years, there has been a significant improvement in water quality by using erosion and sedimentation best management practices (BMPs). Due to the complexity of the sources of pollution caused by NPS, many challenges remain. Desirable environmental protection and appropriate drainage and erosion control are only achieved when drainage, erosion, and sediment control (ESC) work together. However, proper implementation of construction site erosion and sedimentation BMPs and post-construction maintenance minimize alterations in water quality throughout construction. Most construction storm water violations are the result of lack of properly implemented BMPs. The Oklahoma Department of Transportation (ODOT) is responsible for implementing approaches to reduce environmental impacts of construction on thousands of bridges and culverts across the state. One of the objectives of this research was identifying existing opportunities to reduce the environmental impact of transportation infrastructure construction. Another key objective of this research was to develop a practical and applicable ESC decision design guide document for use by ODOT field engineers and other personnel. Development of the ODOT ESC guidance document required the compilation of a useful and convenient category for BMPs from available online sources. Hence, this research was achieved by communications with ODOT engineers from different departments and perspectives. Additionally, a literature review of available resources including other state Department of Transportation ESC guideline reports, ESC handbooks, and journal articles was conducted. The results were compiled into this report and summarized in the ESC document. Two approaches to BMP categorization were adapted for these purposes based on: 1) site construction activities and 2) intended application of each BMP. For each BMP, the functional life longevity and its categorization as temporary and permanent is provided.]]></description>
      <pubDate>Mon, 23 Feb 2026 16:30:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633707</guid>
    </item>
    <item>
      <title>Evaluation of Rolled Erosion Control Products and Seed Mixes for Vegetation Establishment on Slopes</title>
      <link>https://trid.trb.org/View/2652069</link>
      <description><![CDATA[Because transportation construction projects often result in steep slopes with disturbed, bare soils that are sensitive to runoff and erosion processes, vegetation establishment is a continual challenge for transportation departments. The Virginia Department of Transportation (VDOT) regularly uses rolled erosion control products (RECPs) to mitigate erosion and provide an environment for vegetation to establish. RECPs range from erosion control blankets made of degradable natural or polymer fibers to non-degradable mats for permanent erosion protection. RECPs that promote rapid and reliable vegetation establishment help expedite environmental compliance for VDOT, a key criterion for project closeout for VDOT projects. The purpose of this study was to (1) assess and compare the performances of RECPs in promoting vegetation establishment, (2) evaluate the performance of VDOT’s basic seed mix design when supplemented with specialty seed mixes such as pollinator and strip mixes, and (3) examine the influence of air temperature, precipitation, soil temperature, and soil moisture on vegetation establishment. RECPs were installed at four VDOT project sites, and vegetation was monitored across the spring, summer, and fall seasons. Evaluations of four commonly applied RECPs and three seed mixes were conducted on geotechnically stable 2:1 slopes with varying soil types. Selected RECPS included two degradable EC-2 mats (straw-based or coconut-based soil stabilization blankets) and two EC-3 mats (non-degradable plastic matting). An image analysis program was used to determine the percentage of vegetative cover. Results showed that degradable EC-2 mats reliably supported vegetation growth and met permanent stabilization thresholds on 2:1 slopes, with EC-2 Type 2 (jute netting and straw fiber) reaching the 75% final stabilization criterion earliest and sustaining the highest percent cover across study sites. Findings pointed to two primary reasons for the superior performance of EC-2 mats, particularly the EC-2 Type 2: (1) soil temperature results indicated that the consistently higher temperatures in EC-3 plots contributed to slower and less consistent vegetative cover relative to EC-2 plots and (2) RECP material characteristics appeared to influence vegetation establishment. EC-2 mats, and the EC-2 Type 2 mat in particular, were more flexible and conformed better to uneven or rocky slopes, whereas EC-3 mats were more rigid, prone to folding and bunching, inhibited plant emergence in some areas, and required more careful installation procedures. This report recommends that VDOT prioritize the use of EC-2 Type 2 RECPs on 2:1 slopes in place of EC-3 mats because this approach would promote faster and more reliable vegetation establishment. Because of the lower purchase cost of EC-2 Type 2 compared with EC-3 mats, VDOT would save an estimated $400,000 during a 10-year period. However, the more important benefit of using EC-2 Type 2 mats is the reduction in reseeding or permit delays. This report also recommends that VDOT continue using its updated framework for seed mix selection, which includes options for pollinator and strip specialty mixes, with selections based on specific project goals.]]></description>
      <pubDate>Sat, 10 Jan 2026 11:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652069</guid>
    </item>
    <item>
      <title>Composite Mangroves for Reducing Soil Erosion near Transportation Infrastructure</title>
      <link>https://trid.trb.org/View/2640708</link>
      <description><![CDATA[The intensification of coastal stressors and rising coastal urbanization necessitate innovative alternatives to conventional hard engineering structures for coastal embankment protection. While mangrove ecosystems demonstrate proven capabilities for attenuating wave energy, their effectiveness in protecting coastal transportation infrastructure remains inadequately understood. This study evaluated nature-inspired artificial mangrove systems for mitigating incoming wave energy and reducing coastal embankment erosion through laboratory-scale experimentation and numerical modeling. A comparative investigation between control and mangrove-protected embankment configurations under identical hydrodynamic loading was performed in a wave flume facility at Texas A&M University, Galveston. Artificial mangroves replicated characteristics of Rhizophora mangle (red mangrove) at a 1:15 geometric scale, incorporating trunk-root systems in staggered arrangements. Progressive wave cycles simulated storm intensification by increasing wave parameters. Free surface elevation was monitored using capacitance-type wave gauges, while laser scanning systems measured the temporal evolution of the embankment profile. Numerical validation was conducted using FLOW-3D® HYDRO with multi-physics modeling including turbulence, sediment transport, and wave-structure interaction components. Results demonstrate that mangrove-protected configurations achieved wave height reductions of 16-45% compared to 8-18% in control scenarios, with maximum energy dissipation reaching 44% under optimal wave-mangrove interaction conditions. Transmission coefficient analysis showed higher energy dissipation performance throughout all experimental cycles. Embankment erosion analysis revealed a 45% reduction in embankment erosion during optimal conditions, when wave crests achieved complete interaction with the submerged root system. However, effectiveness decreased when elevated water levels allowed wave propagation above the effective root zones. Profile evolution analysis revealed distinct morphological responses, with mangrove-protected embankments exhibiting concentrated pivot points and proximal sandbar formation, indicating enhanced energy dissipation and reduced wave reflection compared to unprotected configurations. Numerical modeling reproduced wave transformation characteristics but revealed limitations in capturing complex morphological processes due to the absence of unsaturated soil mechanics parameters in current sediment transport formulations. The findings demonstrate that nature-based artificial mangrove systems effectively enhance coastal embankment resilience through wave energy attenuation, offering a viable solution for protecting transportation infrastructure. The submergence-dependent performance characteristics highlight the critical importance of design optimization for relative positioning between wave energy and vegetation architecture. These results provide essential foundations for developing practical implementation guidelines for artificial mangrove systems in coastal protection applications.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:58:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640708</guid>
    </item>
    <item>
      <title>CREATE UTC - Composite Mangroves for Reducing Soil Erosion near Transportation Infrastructure
[supporting dataset]</title>
      <link>https://trid.trb.org/View/2640707</link>
      <description><![CDATA[This dataset consists of raw data for the wave gauge and the eroded profile for the test conducted at Texas A&M University, Galveston.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:58:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640707</guid>
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