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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>
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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>Revised Faulting Model to Account for Dowel Looseness and Corrosion in Long-Life Pavements</title>
      <link>https://trid.trb.org/View/2703802</link>
      <description><![CDATA[The current AASHTOWare Pavement Mechanistic-Empirical Design faulting model framework has several limitations, which prohibit the consideration of alternative dowels commonly used in long-life pavements. Users cannot account for key design parameters, such as dowel stiffness, which is a critical need given the increased use of alternative dowel bars. Also, the effect of corrosion is not integrated into the model. Lastly, because of a lack of available faulting data from doweled pavements, the calibration alone is unable to account for the effect of loss of dowel performance resulting from corrosion. This study presents a revised faulting model framework which incorporates key design, loading, and environmental parameters. First, a comprehensive dowel damage model was developed based on an accelerated dowel loading test. The damage model incorporates critical parameters such as dowel stiffness which, before this work, could not be directly considered. Second, a novel corrosion model informed by a laboratory analysis is incorporated to account for the reduction of dowel diameter caused by corrosion. Lastly, the concept of “equivalent dowel diameter” was introduced into the faulting model. The faulting model was calibrated using faulting data from a national database of in-service pavements. A series of model adequacy checks was conducted to demonstrate that the model does not exhibit bias and to illustrate the effect of key parameters on predicted faulting. The improved faulting model framework is the first comprehensive model able to account for damage accumulation resulting from both vehicle loads and corrosion for the range of dowel bars currently on the market.]]></description>
      <pubDate>Mon, 18 May 2026 14:04:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703802</guid>
    </item>
    <item>
      <title>Geosynthetic-reinforced soil embankment and foundation systems subjected to reverse faulting considering soil softening behavior</title>
      <link>https://trid.trb.org/View/2622324</link>
      <description><![CDATA[This study conducted a series of finite element analyses on geosynthetic-reinforced soil (GRS) embankment and foundation systems subjected to reverse fault movement. Two advanced constitutive models were considered: the hardening soil (HS) model and the NorSand (NS) model, with the latter selected to account for soil softening along the shear band under large fault displacements. The numerical models were validated by comparing their predictions with test data for reduced-scale GRS embankments with and without geocell-reinforced foundations. Subsequently, stress and displacement data were extracted to examine the performance and reinforcing mechanisms of the GRS embankment and foundation system. The development of the shear band, lateral earth pressure distribution, embankment facing deformation, and mobilization of the reinforcement tensile force were evaluated. The numerical results revealed that the NS model accurately captured the system’s shear strain propagation and embankment facing deformation; this is because this model accounts for soil softening. By contrast, the HS model underestimated these responses. The numerical analyses also revealed that incorporating a geocell mattress into the foundation effectively mitigated shear band propagation from the foundation to the overlying embankment and reduced ground deformation induced by fault displacement, resulting in reduced lateral earth pressure and embankment facing deformation. In summary, geocells provide high confining pressure to infill soil, which increases its shear strength to intercept the upward propagation of shear bands and enhances bending stiffness to distribute stress over a wider influential fault zone, thereby preventing ground breakthrough in concentrated areas.]]></description>
      <pubDate>Tue, 06 Jan 2026 09:17:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2622324</guid>
    </item>
    <item>
      <title>Seasonal Changes in the Joint Performance of Thin Fiber-Reinforced Concrete Pavements and Overlays in Wet–Freeze Climate</title>
      <link>https://trid.trb.org/View/2606623</link>
      <description><![CDATA[Thin fiber-reinforced concrete (FRC) pavements and overlays are economical to construct and maintain when placed on low-to-moderate-traffic volume roads. The addition of structural fibers into these pavements is likely to increase joint load transfer and mitigate transverse joint faulting, which develops in these pavements in a wet–freeze climate. The incorporation of the fibers’ contribution to the transverse joint faulting mitigation in the mechanistic-empirical design of such pavements is indispensable. As such, it is essential to understand the different aspects of joint performance behaviors of these pavements and overlays, including the effect of environmental factors. Under the scope of this study, the effect of the seasonal change on joint performance in thin FRC pavements and overlays has been studied using results from a finite element study and falling-weight-deflectometer-measured deflection data. The findings of the study determined the magnitude of the difference in the joint performance between the seasons. Seasonal adjustment factors for the joint performance are established, which can be used in developing joint performance and faulting models for the thin FRC pavements and overlays for use in design procedures.]]></description>
      <pubDate>Mon, 06 Oct 2025 16:08:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606623</guid>
    </item>
    <item>
      <title>Machine Learning-Based Artificial Neural Networks Faulting Detection Framework for Rigid Pavements</title>
      <link>https://trid.trb.org/View/2562235</link>
      <description><![CDATA[Faulting, a major distress in rigid pavements, is a critical challenge for pavement sustainability and maintenance. It is primarily caused due to accumulated traffic loads, subgrade properties, and environmental effects. Prediction of faulting before manifestation will aid transportation agencies in rigid pavement management to initiate sustainable and cost-effective strategies. Traditional regression prediction models cannot often capture complex relations between pavement faulting and other detrimental effects on pavement. This drawback can be addressed by Machine learning approaches such as Artificial Neural Networks (ANN). Artificial Neural networks leverage data-driven training methodology similar to brain cognitive functions. In this study, two ANN frameworks have been developed to predict faulting for wet and dry regions across the United States. The framework consists of seven algorithms for model training. Both models for two regions exhibited significant potential in predicting faulting with correlation coefficient R2 of 0.88 (for the wet region) and 0.81 (for the dry region). In addition, the sensitivity of input parameters of both ANN faulting prediction models was evaluated, which showed pavement thickness exhibits a major influence on the faulting of rigid pavements. Apart from that, Pavement Age, Optimum Moisture Content (OMC), and Equivalent Single Axle Load (ESAL) exert a positive correlation, while dowel diameter and thickness demonstrate a negative correlation with faulting. Both machine learning frameworks can be adopted and utilized by The Pavement Management System (PMS) for specific climatic regions to predict faulting to ensure road safety and maintenance.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562235</guid>
    </item>
    <item>
      <title>High-Speed Faulting Measuring Device for Jointed Concrete Pavements</title>
      <link>https://trid.trb.org/View/2508960</link>
      <description><![CDATA[Current equipment to measure faulting of jointed concrete pavements at the network level is ineffective and inefficient. One the one hand, joint detection at high speeds is challenging. On the other hand, the actual measurement is not accurate and fails to capture the transverse variability of faulting. In this project, a high-definition, high-speed laser was developed, calibrated and validated in the field. In addition, a methodology for joint detection and a new faulting specification were developed. This research report summarizes the work performed and the main findings of this research project.]]></description>
      <pubDate>Thu, 27 Mar 2025 11:35:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2508960</guid>
    </item>
    <item>
      <title>Jointed Concrete Pavement Faulting Collection and Analysis: TPF-5(299) Final Report</title>
      <link>https://trid.trb.org/View/2479852</link>
      <description><![CDATA[This report summarizes work performed under TPF-5(299) towards developing standardized procedure for consistent measurement and analysis of faulting data within a pavement section, between different pavement sections, and between different state highway agencies (SHAs). The work was performed in two Phases. In Phase I, the research team proposed a framework for establishing jointed concrete pavement (JCP) faulting collection and analysis standards based on review of existing standards, definitions, and protocols, along with data standards needs based on SHAs use of faulting data. The framework included a new procedure for defining, measuring, and collecting faulting data using highway speed equipment. The framework also included procedures for verifying faulting data and certifying faulting equipment. In Phase II, the research team sought to evaluate and validate the proposed framework using data provided by SHAs. The final section of this report summarizes efforts conducted under Phase II.]]></description>
      <pubDate>Mon, 30 Dec 2024 09:58:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2479852</guid>
    </item>
    <item>
      <title>Propagation buckling failure of a buried offshore pipeline with integral arrestors under external overpressure and strike-slip faulting disturbance</title>
      <link>https://trid.trb.org/View/2424292</link>
      <description><![CDATA[In this study, the propagation buckling failure of a buried offshore pipeline under external overpressure and strike-slip faulting disturbances was investigated numerically. A nonlinear shell model, accounting for geometric, material, self-contact, and pipe-soil interaction nonlinearities, was developed using the vector form intrinsic element method. The arresting performances of the single- and double-integral arrestors were analyzed based on a series of simulations considering various combinations of arrestor diameter-to-thickness ratios, lengths, and sub-arrestor intervals. A comparative analysis was conducted between single- and double-integral arrestors, focusing on their arresting performance, material usage, and manufacturing complexity. The results revealed that pipelines under external overpressure are prone to local collapse and bidirectional buckling propagation under small fault displacements. Reverse ellipticities occur downstream of the buckling propagation and their development leads to flipping propagation. Buckling arrestors function by exhausting the upstream flattening propagation and inhibiting the development of reverse ellipticities downstream. The material consumption of each single-integral arrestor was significantly higher than that of a double-integral arrestor with the same diameter-to-thickness ratio. The weld count of the double-integral arrestors was lower than that of the single scheme, but this difference narrowed as the pipeline mileage increased. These results can serve as valuable guidelines for the design and construction of pipelines crossing seismic zones.]]></description>
      <pubDate>Tue, 17 Sep 2024 09:25:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2424292</guid>
    </item>
    <item>
      <title>Mitigation of reverse faulting in foundation soils using geosynthetic-encased granular columns</title>
      <link>https://trid.trb.org/View/2221598</link>
      <description><![CDATA[In this study, a series of reduced model tests was conducted on soil foundations reinforced by Geosynthetic-Encased Granular Columns (GECs) placed across a reverse fault. These tests aimed at evaluating the effectiveness, reinforcing mechanism and optimal GEC horizontal spacing to mitigate the ground surface deformation associated with reverse faulting. For comparison, reduced model tests were also performed on unreinforced and Geosynthetic-Reinforced Soil (GRS) foundations. The reduced model tests were conducted to simulate a prototype 3-m-thick foundation layer subjected to a reverse fault displacement of 0.9 m. Digital Image Analysis (DIA) techniques were adopted to determine the surface displacement profile, angular distortion and shear rupture propagation considering various reverse fault offsets. Test results revealed that the GEC foundation can considerably reduce the fault-induced angular distortion at the ground surface. A reduction of 23.3% on the maximum angular distortion at the ground surface was observed as the fault displacement reached 30% of the foundation height (S/H = 30%), indicating the GEC foundation can mitigate the risk of surface fault hazards associated with large reverse fault movement. Two mechanisms, shear rupture diffusion and diversion effects, were identified for the GEC foundation, depending on the magnitude of the fault displacement and the system stiffness of the GEC foundation. Because of complex mechanisms between diversion and diffusion of the shear rupture in the GEC foundations, an optimal GEC spacing of Sh/dc = 3.3 was observed, which exhibited the most significant reduction in βmax at large fault offsets.]]></description>
      <pubDate>Mon, 28 Aug 2023 09:34:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2221598</guid>
    </item>
    <item>
      <title>Mechanistic-empirical model to predict transverse joint faulting of bonded concrete overlays of asphalt</title>
      <link>https://trid.trb.org/View/2144229</link>
      <description><![CDATA[Transverse joint faulting is a distress observed in bonded concrete overlays of asphalt pavements (BCOAs). However, to date, there is no predictive faulting model for BCOAs. Therefore, the objective of this research is to develop such a model. First, models were developed to predict the structural response of BCOAs due to environmental and traffic loads. Previously-developed artificial neural networks that rapidly estimate the structural response of BCOAs at the joint due to these loads was used to relate the structural response to the damage using the differential energy (DE) concept. Next, DE was related to faulting through an incremental analysis considering traffic, climate, and joint deterioration. Finally, a calibration using performance data from existing BCOAs throughout the continental United States and an extensive sensitivity analysis on the model’s prediction capabilities was performed. This faulting prediction model has been incorporated into the BCOA-ME design guide developed by the University of Pittsburgh.]]></description>
      <pubDate>Wed, 31 May 2023 10:58:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2144229</guid>
    </item>
    <item>
      <title>Automated joint faulting measurement based on full-lane 3D pavement surface data</title>
      <link>https://trid.trb.org/View/1855529</link>
      <description><![CDATA[Using full-lane 3D pavement data, this paper proposes an automated and systematic approach to efficient measurement of pavement faulting occurring at transverse joints. First, a Fully Convolutional Network (FCN) is proposed in the paper to detect pavement joints. The experimental results demonstrate that the proposed FCN outperforms FCN-VGG16 and U-Net in terms of detection accuracy, but results in a slower processing speed due to the increased number of hidden layers. Compared with the 3D Shadow Modeling, the proposed FCN shows significant improvements in terms of both accuracy and time efficiency. The precision, recall and F-measure achieved by the proposed FCN on 1130 testing images are 92.64%, 97.14% and 94.83% respectively. Based on detection outputs of the proposed FCN, this paper applies Hough Transform only at orientations feasible for transverse joints. Such a strategy helps retain transverse joints for analysis, and eliminate unneeded longitudinal joints. Finally, this paper proposes a practical method to conduct comprehensive faulting measurements along the entire detected transverse joint, while field measurements today are generally on limited spots on the joint. Meaningful statistical indicators are also recommended in the paper to describe the general faulting condition along a transverse joint. The field test on a jointed concrete pavement reveals that the proposed automated approach is comparable in accuracy with manual investigation. Measurement errors at most testing locations are within ± 2 mm, and the average absolute error with respect to all testing locations is 1.2 mm. Compared with manual means or automated methods using only a few longitudinal profiles, the proposed automation of faulting survey achieves the following improvements: detecting transverse joints to the full-lane width through full-lane 3D pavement data as well as deep learning technology, and measuring faulting values along the entire transverse joint in a more efficient and more complete manner.]]></description>
      <pubDate>Mon, 30 Aug 2021 14:46:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1855529</guid>
    </item>
    <item>
      <title>Synthesis of Fault Traces in SE Louisiana Relative to Infrastructure [supporting dataset]</title>
      <link>https://trid.trb.org/View/1861552</link>
      <description><![CDATA[Corresponding data set for Tran-SET Project No. 17GTLSU12. Abstract of the final report is stated below for reference: "Geological faulting has been implicated as a contributor to subsidence, coastal land-loss and submergence of marshlands in southern Louisiana. This report reviews whether fault motion, either by slow creep or more sudden slip, can cause deformation of engineered structures resulting in increased infrastructure maintenance and repair costs. The impact of surface, or near-surface, geologic faulting on critical infrastructure is insufficiently documented in southeastern Louisiana, but the state has a vast amount of energy-sector subsurface data that to date has been under-utilized for transportation and other near-surface engineering applications. Recent and on-going work by research groups at Tulane University, University of New Orleans, and University of Louisiana at Lafayette use energy industry subsurface data, including well data and 2D and 3D seismic reflection data to map and project deep-seated faults that have been in place for millions of years, to create provisional surface fault trace maps. Accurate characterization of active fault locations and effects using both subsurface and surface methods will aid in the design and placement of infrastructure, as well as in developing appropriate mitigation methods. Descriptive criteria for reliability of fault locations were developed and are based on resources used in the interpretation and map scale: Level 1 suspected faults – described in the literature and included here from georeferenced maps; Level 2 identified faults – those observed on 2D or 3D seismic and mapped in a geographic reference system; Level 3 confirmed faults – mapped on seismic and ground-truthed with field methods including age-dated sediment borings and high-resolution seismic. The authors have compiled data resources in a GIS-based system for simple retrieval and map-based review so that additional work specific to critical infrastructure projects can be prioritized. The intent is to give the public information, so that they may better assess the importance of faulting in any particular project area and as a resource to identify areas that already have energy industry seismic available."]]></description>
      <pubDate>Mon, 26 Jul 2021 15:48:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1861552</guid>
    </item>
    <item>
      <title>Mechanistic-Empirical Faulting Prediction Model for Unbonded Concrete Overlays of Concrete</title>
      <link>https://trid.trb.org/View/1759362</link>
      <description><![CDATA[Transverse joint faulting is a distress that develops in unbonded concrete overlays (UBOL). Historically, faulting models used for predicting the performance of a UBOL have not accounted for the effects of the interlayer between the overlay and the existing pavement on the development of faulting. This is a significant limitation since characteristics of the interlayer play a primary role in the rate at which faulting develops in UBOLs. To develop a more robust faulting prediction model for UBOLs, enhancements were made to the current process to address this limitation. This includes the use of a structural response model that can account for the effects of the interlayer properties on the response of the UBOL. Additional enhancements include the use of a deflection basin of the overlay (in lieu of corner deflections of an equivalent slab system for accumulating differential energy [DE]), the incorporation of an erosion model that can account for the erodibility of the interlayer material, the adjustment of the incremental faulting equations to accommodate small slab sizes that are common in UBOLs, and a national calibration using faulting data from in-service UBOLs. This enhanced faulting model has been implemented in the mechanistic-empirical design tool Pitt UBOL-ME.]]></description>
      <pubDate>Thu, 04 Feb 2021 10:57:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1759362</guid>
    </item>
    <item>
      <title>Incorporation of Joint Faulting Model into BCOA-ME</title>
      <link>https://trid.trb.org/View/1757971</link>
      <description><![CDATA[This project will expand the climate stations being incorporated into the new faulting model for the Bonded Concrete Overlays on Asphalt (BCOA)-ME design procedure.It will perform Enhanced Integrated Climatic Model (EICM) analyses for the conditions defined in the experiment to determine the temporal temperature profiles in the overlay and the mid-depth asphalt temperature. A database will be populated with calculated parameters and their respective pavement structure and geographical information. Equations will be developed so that an equivalent effective linear temperature gradient and an effective asphalt temperature can be predicted based on the pavement structure and the geographical location. A validation process will be performed to ensure the trends of the predictions are accurate. Finally, implementation will consist of programming the prediction equations into the BCOA-ME web application such that they are able to interact with the faulting model. The validity of the program will then be checked by performing a sensitivity analysis and comparing observed performance with that of the predicted performance for various climatic conditions in National Road Research Alliance member states.]]></description>
      <pubDate>Tue, 15 Dec 2020 14:48:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1757971</guid>
    </item>
    <item>
      <title>Centrifugal Modeling of Continuous Shallow Tunnels at Active Normal Faults Intersection</title>
      <link>https://trid.trb.org/View/1683839</link>
      <description><![CDATA[Both traffic and water conveyance tunnels’ networks are being extended in many earthquake-prone areas as to its faulting sense. Active fault and tunnel intersections lead to an intense coercive displacement of tunnel lining. Here, a series of 1/60 scale centrifuge tests are run on such intersections normal dip-slip fault mechanism. Experimental surface faulting model of 60 degrees is applied on a set of soil and tunnel models through a fault simulator box. The Location and the mechanism of failure together and damage states of the modeled tunnels are assessed, and the fragility curves related to each damage state are plotted. Tunnels are very vulnerable to normal faulting; therefore, a displacement of about 20 to 30 cm could generate the initial cracks in the lining. Any increase in displacement would lead to cracks expansion and enlarging the displacement to 50 cm, causing soil and rockfall into the tunnel, thus blockage. Fault rupture propagation is assessed in soil deposits with and without tunnel. The effects of fault displacement and tunnel collapse on the ground surface, including fault scarp, graben and sinkhole, are observed and assessed. The existence of each one of these surface features can be a potential risk for both surface and buried structures.]]></description>
      <pubDate>Tue, 24 Mar 2020 10:51:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1683839</guid>
    </item>
    <item>
      <title>Prediction of the Pre-Erosion Stage of Faulting in Jointed Concrete Pavement with Axle Load Distribution</title>
      <link>https://trid.trb.org/View/1688827</link>
      <description><![CDATA[Faulting is one of the primary distresses in Jointed Concrete Pavement (JCP), due to the combined effects of ambient environmental factors, load transfer and repeated traffic loads. The combined effects induce the various stages of the increasing size of faulting. It is found that the earliest progression of faulting in the pre-erosion stage is caused by the plastic deformation of the base layer. An existing deformation model was adapted for the development of a faulting prediction model. In this study, a new mechanistic-empirical faulting model was proposed to characterize the relationship between the amounts of faulting, mostly contributed by the plastic deformation of base layers, and traffic repetitions characterized by the axle load distribution which displays percentages of axles with respect to the non-repeating load levels. To incorporate the effect of the load distributions into the model, a consistent and reasonably accurate set of mechanics-based equations were adopted to determine the average state of stress in the base layers. By using Long Term Pavement Performance (LTPP) data, the model is verified to be valid and considerably accurate. The model parameters are statistically calibrated with pavement performance-related factors for better implementation of the model.]]></description>
      <pubDate>Tue, 24 Mar 2020 10:51:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1688827</guid>
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