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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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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Effect of Steel Fibers on Behavior of Reinforced all UHPC Columns</title>
      <link>https://trid.trb.org/View/2745181</link>
      <description><![CDATA[This research work aims to investigate the effect of steel fiber content on the
behavior of rectangular Ultra-High Performance Concrete (UHPC) columns under
cyclic and axial loading. Six UHPC column specimens with different steel fiber
content (ranging from 0% to 2%) will be constructed and tested to characterize
their hysteresis behavior. The experimental program aims to provide
comprehensive data on the cyclic performance, ductility, and energy dissipation
capacity of UHPC columns.
The research includes: (1) experimental testing of six UHPC column specimens to
obtain moment displacement hysteresis curves and characterize load-displacement behavior under axial and cyclic lateral loading; (2) development and
validation of Non-Linear Finite Element Analysis models to replicate experimental
behavior and enable parametric studies; (3) moment-curvature section analysis.
The results of this research work will contribute immensely towards
understanding the performance of UHPC columns, thus contributing to improved
design principles. The outcome of this research will significantly facilitate the use
of UHPC in bridge columns, thereby improving the structural stability of bridges. ]]></description>
      <pubDate>Fri, 07 Aug 2026 08:32:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2745181</guid>
    </item>
    <item>
      <title>Integrating Concrete 3D-Printing and UHPC Spray Techniques for Improved Structural Performance</title>
      <link>https://trid.trb.org/View/2745082</link>
      <description><![CDATA[Concrete 3D printing has gained rapid momentum as an emerging construction
method offering reduced labor, faster construction, enhanced design flexibility,
and minimal formwork requirements. However, its broader adoption in structural
and bridge applications remains limited due to inherent weaknesses, including
insufficient interlayer bonding, lack of conventional reinforcement, and early-age
shrinkage cracking. These limitations reduce durability and restrict the load-carrying capacity of 3D-printed elements. Currently, Innovative Bridge Technologies/Accelerated Bridge Construction University Transportation Center (IBT/ABC-UTC) at Florida International University (FIU) has pioneered the development and successful field deployment of pneumatic spray
technology for ultra-high-performance concrete (UHPC). This technique provides
high-quality, rapid, and cost-effective strengthening solutions for deteriorated or
deficient bridge components. Recent full-scale demonstrations have shown that
sprayed UHPC can deliver superior bonding, enhanced toughness, and substantial
improvements in structural performance. Despite the individual advancements of
concrete 3D printing and UHPC spray technology, their integration remains largely
unexplored. This project aims to evaluate the feasibility of using pneumatically
sprayed UHPC as an external reinforcement layer for 3D-printed concrete
components. The research will: (1) quantify the interfacial bond strength between
sprayed UHPC and 3D-printed substrates; (2) assess structural enhancements
through flexural strength, ductility, and post-cracking performance; and (3)
investigate improvements in durability, including resistance to chloride
penetration and freeze-thaw deterioration. The findings will provide foundational
knowledge for advancing a hybrid construction approach that merges concrete 3D
printing with sprayable UHPC. The expected outcomes will support the
development of practical guidelines, promote adoption in bridge infrastructure,
and enable future field-scale validation studies.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:26:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2745082</guid>
    </item>
    <item>
      <title>Synthesis and Verification of Link Slab Practices for Jointless Bridge Decks in Accelerated Bridge Construction (ABC)</title>
      <link>https://trid.trb.org/View/2744923</link>
      <description><![CDATA[Bridge deck expansion joints are among the most maintenance-intensive
components of highway bridges, often leading to premature deterioration,
increased repair costs, and reduced service life. Link slabs provide an effective
alternative by enabling jointless deck configurations, improving durability, and
reducing long-term maintenance demands. Despite their proven benefits,
inconsistencies in design methodologies particularly regarding the need for deck
debonding and the use of advanced materials such as Ultra-High-Performance
Concrete (UHPC) have limited their broader adoption in Accelerated Bridge
Construction (ABC) applications. Early studies recommended partial debonding
near girder ends, while more recent large-scale investigations, such as SHRP2
R19A, concluded that debonding may not be required. At the same time, UHPC-based link slabs have demonstrated excellent crack control and durability, yet
remain without standardized design guidance. This project aims to synthesize
existing research, field applications, state DOT practices, and emerging material
innovations to establish practical best practices for link slab design. To this end,
the current study will (1) compile and evaluate past research and
implementations, (2) compare conventional and UHPC-based link slab
approaches, (3) conduct analytical and limited experimental verification to resolve
conflicting recommendations, and (4) develop design provisions and example
details suitable for ABC applications. The proposed work will produce a
comprehensive synthesis report, validated guidance, and actionable
recommendations for DOTs and practitioners. By clarifying design assumptions,
addressing uncertainties in debonding requirements, and evaluating the role of
UHPC, this study will promote the consistent and reliable use of link slabs in
jointless bridge decks.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:21:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2744923</guid>
    </item>
    <item>
      <title>Alternative High Early Strength Concrete (HESC) Structural Overlays</title>
      <link>https://trid.trb.org/View/2727685</link>
      <description><![CDATA[The objective of this research project was to identify the obstacles or impediments to successfully and reliably using high early strength concrete (HESC) for structural bridge deck overlays on Oregon bridges and to develop the standards, specifications, processes, and practices necessary to using them on Oregon Department of Transportation (ODOT) bridges. Rapid strength gain is a desired property for fast and efficient bridge deck overlay reconstruction. Three calcium sulfoaluminate (CSA) cement systems, an ASTM C 150 Type III ordinary portland cement (OPC), and a CSA-OPC blended system were evaluated in this research project for potential use as high early strength structural overlay materials for ODOT concrete bridge decks. A high-performance concrete (HPC) mixture that is representative of ODOT bridge deck mixture designs from the early 2000s to present was also analyzed in this project. CSA cement systems performed satisfactorily when subjected to compressive strength tests, workability tests, curing tests, bond strength tests, early age cracking tests, freeze-thaw cracking tests, and thermal expansion tests when compared with HPC. Resistivity and formation factors of CSA concretes were measured and compared poorly to HPC resistivity and formation factors. While these values would normally suggest rapid rates of corrosion, the collected data is insufficient to conclusively indicate high corrosion rates since these tests were developed for OPC systems and may not be applicable to CSA systems. Additional work to elucidate the role of curing and conditioning of CSA systems is merited before definitive conclusions can be drawn regarding chloride-based corrosion in these systems.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:48:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727685</guid>
    </item>
    <item>
      <title>Research on the time-dependent flexural capacity and prediction of pre-cracked UHPC beams under sustained load-corrosion damage</title>
      <link>https://trid.trb.org/View/2691212</link>
      <description><![CDATA[Ultra-high performance concrete (UHPC) exhibits excellent mechanical properties and durability. However, the degradation process of pre-cracked UHPC structures under long-term load-salt corrosion damage remains to be clarified. This research investigates the flexural bearing capacity of UHPC beams under long-term load and salt corrosion damage. Pre-cracked UHPC beams (pre-crack widths of 0 mm, 0.05 mm, 0.08 mm, 0.11 mm, and 0.14 mm) under sustained loads and salt corrosion damage. It quantitatively analyzes the failure modes, load-displacement curves, ductility, strains, and chloride ion diffusion characteristics of pre-cracked UHPC beams. The research aims to clarify the load-bearing capacity evolution patterns and degradation mechanisms of pre-cracked UHPC beams. Meanwhile, based on the proposed chloride diffusion coefficient equation for pre-cracked UHPC, the time-dependent prediction model for the flexural capacity of pre-cracked UHPC beams was constructed. Experimental results indicate that pre-cracked UHPC beams all show ductile failure, exhibiting typical three-stage under-reinforced failure. Increasing steel fiber content improves the toughness and ductility of pre-cracked UHPC beams. At the same time, the pre-crack width (0.05 mm∼0.11 mm) shows a negative correlation with the flexural capacity, stiffness, and ductility of UHPC beams. Additionally, under the 0–50 mm depth range of UHPC beams, the chloride ion diffusion characteristics in pre-cracked UHPC beams conform to Fick's Second Law. When the transverse distance from the main crack is greater than 25 mm, the main crack has little effect on the chloride ion diffusion coefficient. Furthermore, the time-dependent prediction model for the flexural capacity of pre-cracked UHPC beams was constructed based on reasonable assumptions. Specifically, its mean absolute error was only 3.82%, and the chloride ion concentration distribution results were consistent with experiments. Meanwhile, based on the design service life of bridges (100 years), durability design suggestions for UHPC structures in marine environments are proposed (crack width less than 0.04 mm, minimum cover layer thickness greater than 25 mm). The research results provide key data support for the durability design of UHPC in cross-sea bridges.]]></description>
      <pubDate>Thu, 16 Jul 2026 16:39:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691212</guid>
    </item>
    <item>
      <title>Self-sensing evaluation of carbon nanotube-reinforced ultra-high-performance alkali-activated concrete for automated road monitoring: Verification using road accelerated loading equipment</title>
      <link>https://trid.trb.org/View/2687290</link>
      <description><![CDATA[To address the growing demand for automated road monitoring, the carbon nanotube (CNT) reinforced ultra-high-performance alkali-activated concrete (UHPAAC) was developed in this study. The microstructure was analyzed by scanning electron microscopy (SEM) coupled with X-ray energy dispersive spectrum (EDS) and mercury intrusion porosimetry (MIP) test. The workability, setting time and strength were evaluated through flow table, Vicat, compressive and flexural tests. The electrical properties were measured using a data acquisition and recording system (DARS). A novel evaluation framework was established to evaluate the piezoresistive behavior by a universal testing machine coupled with DARS. The piezoresistive performance was verified using road accelerated loading equipment. Results show that the tubular carbon nanotubes are mainly dispersed within the hydration products (C-A-S-H, N-A-S-H, C-(N)-A-S-H), which constitute the matrix of UHPAAC along with irregular shaped aggregates, rod shaped steel fibers, and spherical unreacted particles. An optimal CNT content of 0.3 wt% ensures uniform dispersion of CNTs in UHPAAC, which minimizes porosity and refines pore structure, making flowability, setting time, compressive and flexural strength, as well as resistivity and polarization time reach a best balance. Moreover, a 0.3% CNT content yields the optimal piezoresistive response in linearity, sensitivity, hysteresis, repeatability, and response time. The verification results based on accelerated loading equipment confirm that the CNT-reinforced UHPAAC has the potential for automated road monitoring applications. These findings establish a fundamental understanding of the composition-structure–property relationship in CNT-reinforced UHPAAC and provide valuable guidance for the design and application of self-sensing UHPAAC in automated infrastructures.]]></description>
      <pubDate>Fri, 10 Jul 2026 09:42:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2687290</guid>
    </item>
    <item>
      <title>Comparative bond characteristics of polymer concrete and UHPC for bridge joints: Reinforcement anchorage and substrate interface behavior</title>
      <link>https://trid.trb.org/View/2687269</link>
      <description><![CDATA[Polymer concrete (PC) has recently attracted attention as a potential alternative to ultra-high-performance concrete (UHPC) for closure field joints in accelerated bridge construction due to its rapid strength development. However, its broader implementation remains limited by incomplete understanding of its interaction with conventional concrete substrates and steel reinforcement. Previous studies have primarily focused on material-level properties of limited PC types, leaving bond performance and direct comparisons with UHPC largely unexplored. This study presents a comprehensive comparative evaluation of the bond characteristics of two PC systems—polymethyl methacrylate-based (PMMA-PC) and polyvinyl ester-based (PVE-PC)—relative to UHPC for reinforcing steel anchorage and splice behavior as well as substrate interface bond performance. The research consisted of an experimental program consisting of: (1) pullout tests to characterize rebar anchorage behavior; (2) splice tests to evaluate bond-controlled performance under bending; and (3) slant shear tests to assess interfacial bond strength with conventional concrete substrates under different mechanical and chemical surface preparation conditions. The results indicate that PC can serve as a viable alternative in accelerated bridge construction. In particular, PVE-PC exhibits superior bond performance relative to PMMA-PC and achieves rebar bond behavior comparable to UHPC at similar embedment lengths. Slant shear test results further demonstrate that the interfacial bond performance of PC can be significantly enhanced through surface preparation and the use of a bonding agent, achieving bond strengths greater than UHPC under conditions representative of typical field installation without using a bonding agent. The study concludes by proposing design recommendations for rebar anchorage length, lap splice detailing, and substrate interface treatment to support the implementation of PC in future bridge deck joints.]]></description>
      <pubDate>Fri, 10 Jul 2026 09:42:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2687269</guid>
    </item>
    <item>
      <title>Experimental study on the interfacial shear performance of a novel steel-NC-UHPC composite bridge deck system</title>
      <link>https://trid.trb.org/View/2685273</link>
      <description><![CDATA[This study investigates the interfacial shear behavior of a novel steel-normal concrete-ultra-high-performance concrete (steel-NC-UHPC) composite bridge deck configuration using an integrated experimental and numerical framework. Push-out tests are performed on four UHPC-NC and four steel-NC interface specimens to characterize the failure mechanisms, load-slip responses, and strain development under different perfobond rib (PBL) spacings and surface treatment conditions. The finite element models, calibrated against the test data, are subsequently employed to quantify the effects of the through-reinforcing bar diameter, nominal compressive strength of NC, PBL embedding depth, and the PBL steel plate hole diameter on the ultimate shear capacity of the interface specimens. The results indicate that the interfacial shear capacity increases with the surface roughness, and reducing the PBL spacing from 450 to 300 mm leads to an approximately 8% improvement in the shear strength. Although the NC-UHPC interfaces exhibit lower shear resistance than that of the steel-NC interfaces, this deficiency can be effectively mitigated by extending the PBL shear connectors into the UHPC layer, thereby improving the transverse confinement and reducing the interfacial slips. In addition, a unified interfacial shear capacity design model is proposed and validated against the experimental and numerical results. The suggested ultimate shear capacity design model exhibits clear physical relevance and good predictive accuracy, with a mean error less than 10%, which offers a robust design reference for the structural optimization and application of steel-NC-UHPC composite bridge deck configurations.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685273</guid>
    </item>
    <item>
      <title>Punching shear behavior of UHPC panel in hot-rolled steel section-UHPC composite deck with steel strips</title>
      <link>https://trid.trb.org/View/2684544</link>
      <description><![CDATA[Concrete decks suffer from heavy self-weight and poor economic efficiency, while orthotropic steel decks (OSDs) commonly face fatigue cracking in steel structures and frequent damage to asphalt pavement. A composite deck system composed of hot-rolled steel sections (HRSSs) and ultra-high-performance concrete (UHPC) was proposed in this paper, with a short name as HUCD. HUCD offers advantages including low self-weight, high local stiffness, and reduced initial and life-cycle costs. Moreover, it minimizes welded details (a major source of fatigue cracks) to the greatest extent possible, suggesting that its fatigue performance is expected to be superior to that of conventional orthotropic steel bridge decks. The panel of HUCD is a thin UHPC slab with steel strips, which may be susceptible to punching shear failure under localized loads. Thus, twenty-one UHPC slabs were tested to study the effects of reinforcement ratio and steel strip spacing. All unreinforced slabs failed in flexure, while reinforced slabs failed in punching shear with reinforcement yielding. To prevent punching within the steel strips zone, the steel strip spacing should not exceed the side length of the loading plate plus 3.64 times the effective depth. Higher reinforcement ratios and smaller strip spacings improved the flexural and punching capacity. Increasing the reinforcement ratio from 0% to 3.76% raised the punching capacity by 55.0% for slabs with 200 mm strip spacing. Reducing the spacing from 300 mm to 200 mm increased the capacity by 23.3% in highly reinforced slabs. Furthermore, the applicability of 4 design codes was evaluated. The Japanese code JSCE-2008 showed the best agreement with test data, followed by the Chinese code JGJ/T 465–2019, with errors within ±20%. A parametric analysis based on JSCE-2008 indicated that slab depth, loading area size, and UHPC tensile strength significantly affect punching capacity, while compressive strength has negligible influence. The safety factor against punching shear in the proposed deck reached 3.64, confirming its structural reliability.]]></description>
      <pubDate>Wed, 01 Jul 2026 09:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684544</guid>
    </item>
    <item>
      <title>Thermo-mechanical interaction and time-dependent cracking risk assessment of early-age fly ash high-performance concrete</title>
      <link>https://trid.trb.org/View/2712891</link>
      <description><![CDATA[Fly ash (FA) is widely used in high-performance concrete (HPC) to mitigate hydration heat in massive bridge structures; however, its influence on early-age thermal cracking risk remains governed by the interaction between thermal stress and strength development rather than temperature reduction alone. This study investigates the effect of FA replacement on early-age thermo-mechanical behavior through adiabatic temperature rise (ATR) tests, strength development experiments, and numerical simulation of a representative 2.0 m × 3.0 m bridge pier cross section. Increasing FA replacement reduced the maximum adiabatic temperature rise from 58.1 °C to 47.9 °C, while delaying early-age tensile strength development. The ultimate hydration degree increased approximately linearly with FA content, indicating the need to adjust hydration models for HPC with high binder content. Thermo-mechanical analysis showed that mixtures with 0–20% FA maintained η < 1.0 during the first 7 days, whereas 30% FA exhibited a distinct cracking risk window between 39–68 h. Notably, the maximum cracking potential did not coincide with peak core temperature but occurred within a critical thermo-mechanical period of 42–65 h. The results demonstrate that early-age cracking risk is governed by the time-dependent stress-to-strength ratio rather than temperature magnitude alone. For the investigated structural dimensions and boundary conditions, FA replacement levels of 10–20% provide the most favorable balance between hydration heat reduction and mechanical performance.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:20:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712891</guid>
    </item>
    <item>
      <title>Investigation of surface treatments and bonding materials on static and dynamic shear bonding performance at UHPC–SMA bridge deck interfaces</title>
      <link>https://trid.trb.org/View/2682554</link>
      <description><![CDATA[Early-stage issues such as slippage and bulging in ultra-high-performance concrete-stone mastic asphalt (UHPC-SMA) composite bridge decks often arise from the smooth surface of UHPC after curing, resulting in insufficient interfacial strength and reduced fatigue life. This study quantitatively evaluates the effects of three bonding materials—epoxy resin (E), high-viscosity high-elasticity asphalt (HVHE), and epoxy asphalt (EA)—combined with three surface roughening methods—shot blasting (SB), transverse grooving (TG), and stone embedding (SE)—on interlayer mechanical behavior. Comprehensive performance assessments are conducted using static shear, intermittent shear fatigue, and dynamic fatigue shear tests. Results show that E provides the highest static shear strength and modulus, while HVHE delivers superior dynamic fatigue life due to its balanced rigid–flexible properties. Among the surface roughening techniques, SE significantly enhances interlayer shear performance through a three-dimensional anchoring effect, surpassing both SB and TG in shear strength and fatigue life. Furthermore, increasing the temperature from 10 °C to 60 °C reduces interlayer shear strength by more than 60%, underscoring the necessity of cooling measures for bridge decks in high-temperature regions. A power function relationship between shear fatigue life and stress level is established, and the axle load conversion coefficient is determined based on shear fatigue life for composite pavement design. These findings provide a theoretical foundation for bridge deck pavement design. Ultimately, this research offers important guidance for improving the bond performance between UHPC bridge decks and SMA pavement layers, thereby enhancing the durability of UHPC bridge structures.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682554</guid>
    </item>
    <item>
      <title>Conceptual Design of a Novel UHPC-NC Hybrid Continuous Box-Girder System with Controllable Long-Term Deflection</title>
      <link>https://trid.trb.org/View/2709371</link>
      <description><![CDATA[Long-span prestressed concrete continuous bridges are prone to excessive deflection at the main span during long-term operation, which often interacts with cracking issues. To address this challenge, this paper proposes a novel and practical ultrahigh performance concrete (UHPC) and normal concrete (NC) hybrid continuous box-girder system by synergizing the advantages of UHPC and NC. This system employs a UHPC-NC composite structure at the upper portion of the pier, with the remainder of the structure consisting of prefabricated UHPC girders. Specifically, the new system utilizes a precast UHPC strip, known for its low shrinkage and creep coefficients, as a formwork for casting NC. The precast UHPC strip can effectively restrain the shrinkage and creep of NC, thus inducing the strain redistribution within UHPC-NC composite structure. This mechanism produces a beneficial sectional rotation, which is instrumental in managing the long-term deflection at the main span. This study focuses on the long-term behavior induced by creep and shrinkage. First, long-term tests on one NC beam and two UHPC-NC composite beams validated the core mechanism and feasibility of the system. Second, a theoretical model based on the age-adjusted effective modulus method was developed, and mainstream shrinkage/creep prediction models were evaluated to support finite-element (FE) analysis. Finally, taking the 235-m main-span Buliuhe Bridge as a case study, FE analyses and economic evaluations were performed for both pure UHPC and UHPC-NC schemes. The results demonstrate that the UHPC-NC scheme achieves the minimal long-term midspan deflection (outperforming both the original and pure UHPC schemes) and exhibits favorable economic potential over the full service life.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:50:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709371</guid>
    </item>
    <item>
      <title>Bending behavior and cracking resistance of UHPC wet joints in prefabricated multi-girder bridges</title>
      <link>https://trid.trb.org/View/2708722</link>
      <description><![CDATA[Ultra high performance concrete (UHPC) is well acknowledged to possess excellent bonding performance, making it favorable to be used in prefabricated bridges. This paper focused on the bending behavior and cracking resistance of UHPC wet joints in prefabricated multi-girder bridges. Four-point bending tests on ten bridge panel specimens with the UHPC wet joint were carried out. On this basis, a refined finite element model (FEM) was developed based on ABAQUS to simulate bending behavior of the UHPC wet joint. The cohesive element was utilized to simulate the UHPC-NC interface. The FEM was validated through a comparison with experimental data, including load-deflection curves and failure modes. The results demonstrated good agreement, confirming the model’s reliability in predicting the bending behavior and cracking resistance of the UHPC wet joints. Subsequently, a parametric study was carried out on 36 UHPC wet joint specimens. The effect of the interface shape, overlapping form and length of the longitudinal reinforcement, and reinforcement ratio in the wet joint on bending behavior of the UHPC wet joint was evaluated. The parametric study indicated that the rhombic and groove shape wet joints exhibited better cracking behavior than the rectangular wet joint. The overlapping form and length of the longitudinal reinforcement had negligible influence on bending behavior of the UHPC wet joint. Additionally, increasing the reinforcement ratio from 1.13% to 1.35% significantly enhanced the flexural capacity of the joint. Finally, an analytical model was proposed and verified to be reliable in predicting cracking resistance of the UHPC wet joint under bending moment. The present study provides important design guidelines of the UHPC wet joint, which are beneficial for its engineering application.]]></description>
      <pubDate>Mon, 22 Jun 2026 07:29:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708722</guid>
    </item>
    <item>
      <title>Seismic behaviors of precast sidewall-bottom slab joints of U-bar connections with UHPC permanent formwork in precast subway station structures</title>
      <link>https://trid.trb.org/View/2681604</link>
      <description><![CDATA[To further optimize the construction process of composite monolithic precast concrete (MPC) subway station structures, a novel sidewall-bottom slab joint of U-bar overlapping connections with UHPC permanent formwork was proposed. To investigate the seismic behavior of the proposed joint, the experimental study was conducted on two half-scale precast sidewall-bottom slab joint specimens (PSJ-300 and PSJ-250) with different overlap length and a half-scale monolithic sidewall-bottom slab joint specimen (MSJ) under cyclic reversal loadings. The experimental results showed that the proposed joint could effectively mitigate concrete cracking and failure by installing UHPC formwork. Additionally, the loading capacity and stiffness degradation capacity of PSJ-300 and PSJ-250 were comparable to those of MSJ under the positive loadings. However, the loading capacity, ductility and energy dissipation capacity of Specimen PSJ-300 were better than those of Specimen MSJ. The U-bar overlap length affected the seismic performance of the proposed joint, which demonstrated that the hysteretic performance, energy dissipation capacity and ductility of the precast specimens increased with the overlap length of the U-bars. The finite element model based on ABAQUS was established for the joints, and the parametric analysis was conducted. A flexure-based bearing capacity prediction model for precast joint was then established correspondingly and showed sufficient accuracy with the test results.]]></description>
      <pubDate>Thu, 18 Jun 2026 08:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681604</guid>
    </item>
    <item>
      <title>Experimental Investigation of Ultrahigh-Performance Concrete for Capacity-Protected Pile Shafts Connecting with Precast Columns</title>
      <link>https://trid.trb.org/View/2617661</link>
      <description><![CDATA[The use of ultrahigh-performance concrete (UHPC) in pile shafts offers a promising solution for addressing challenges in the seismic design of connections between pile shafts and precast concrete columns. In particular, UHPC’s exceptional tensile properties enable the design of pile shafts that maintain capacity protection without requiring excessively large foundation or heavy reinforcement. This study experimentally examines the lateral load behavior of three 1/3-scale precast column-to-pile shaft assemblies, with variations in pile shaft material (normal concrete and UHPC), diameter, and transverse reinforcement spacing. The specimens were subjected to combined axial load and reversed cyclic lateral load. All specimens demonstrated similar lateral stiffness and strength and ultimately failed with maximum drift ratios reaching 8.53% due to flexure-induced damage at the column base. The normal concrete pile shaft showed moderate prying action–induced damage, whereas UHPC pile shafts, irrespective of diameter or reinforcement levels, remained uncracked throughout the tests. The use of UHPC allowed for a 13.3% reduction in pile shaft diameter and a 25% increase in transverse reinforcement spacing while maintaining capacity-protected performance, testifying to its efficiency for seismic connections in precast bridge pier systems.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617661</guid>
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