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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>Innovative methodology for longitudinal crack detection in prestressed concrete sleepers through modal identification and updating</title>
      <link>https://trid.trb.org/View/2625369</link>
      <description><![CDATA[The operational and regional conditions to which the prestressed concrete sleeper (PCS) is subjected in a railway track significantly contribute to its performance and durability. Maintaining the health of PCS poses challenges, and one of these issues involves the potential occurrence of longitudinal cracks in reinforcing bars, which can be caused by various constructional, functional, and environmental factors. Longitudinal cracks in PCS compromise the structural performance, resulting in a reduced capacity to withstand the loads exerted by moving vehicles. The current evaluations not only fail to yield a precise parameter for estimating the behavior and response of the PCS, but they also overlook the specific conditions of the PCS, such as prestressing, and only provide limited information regarding existing damage. Balancing the need for accurate evaluation with consideration of costs and resources, and making informed decisions about maintenance and track performance enhancement, has become a multifaceted challenge in ensuring a robust PCS assessment. This research introduces a novel methodology to improve the evaluation of mechanical and geometrical parameters of PCS over their operational lifespan. The objective is to enhance the accuracy of PCS performance estimation by concentrating on detecting longitudinal cracks. The suggested approach seamlessly integrates model updating methods and the finite element (FE) approach to achieve an accurate and timely assessment of PCS conditions. This comprehensive examination scrutinizes the methodology by applying artificial cracks to the PCS. In addition to introducing this assessment approach, a detailed examination is conducted on a laboratory-simulated PCS featuring various combinations of longitudinal cracks measuring 40, 80, and 120 cm in length. This systematic and rigorous approach ensures the reliability and robustness of the methodology. Ultimately, the parameters of cross-sectional area, moment of inertia, and modulus of elasticity, which significantly impact the performance of this sleeper, are explored and demonstrated through functional methodologies. The findings suggest that assessing and addressing damage should be conducted through a comprehensive and integrated procedure, taking into account the actual conditions of the PCS. Longitudinal cracks lead to a substantial decrease in the performance of these components in railway tracks. By applying the proposed methods, it is anticipated that the evaluation error for these components will be reduced by approximately 30% compared to visual inspections, particularly in predicting the extent of damage for cracks measuring up to 120 cm. This research has the potential to significantly enhance the evaluation of PCS performance and mitigate the impact of longitudinal cracks on the safety and longevity of ballasted railway tracks in desert areas.]]></description>
      <pubDate>Thu, 05 Feb 2026 16:39:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625369</guid>
    </item>
    <item>
      <title>Evaluation of Longitudinal Joint Densities of Asphalt Pavements in Kansas</title>
      <link>https://trid.trb.org/View/2652473</link>
      <description><![CDATA[The longitudinal joint between hot-mix asphalt (HMA) mats is often the weakest part of a bituminous concrete pavement. These joints often deteriorate fast under traffic because cracks in them allow water to ingress into the pavement, leading to further disintegration. Many studies, including one by the Federal Highway Administration (FHWA) and the Asphalt Institute in 2012, have fully recognized this. 

It is believed that the longitudinal cracks result primarily from the density gradient encountered across the joint during HMA construction.  This density gradient can be attributed to low density at the unconfined edge when the first lane is paved and relatively high density at the confined edge when the adjacent lane is paved. The water infiltrates through the low-density area with high air voids and results in premature failures. The other causes of longitudinal cracks include loss in temperature during rolling; height differential due to poor construction (difficulty in compacting the unconfined edges) or differential settlements; residual stress (occurring at the wheel path as the HMA mat density increases) that exceeds the tensile strength of the HMA; and temperature and environmental forces. 

Asphalt pavement joints can be cold or hot. The cold joints occur where the first lane pavement has cooled overnight or longer, before the next lane is placed or where the first lane is carried so far ahead that the face has cooled to well below 120o F. Hot joints are produced by two pavers operating in echelon spaced close enough together so that the lane placed first does not cool significantly before the other lane is placed. There are many conventional joint compaction techniques such as rolling from the hot side, rolling from the cold side, and echelon paving. Various longitudinal joint construction techniques are being practiced now with varying results.
 
Starting in October 2002 letting, the Kansas Department of Transportation (KSDOT) added longitudinal joint density (for HMA lift thickness greater than 1 in.) evaluation procedure to all bituminous pavements as a subsection 603.03(e)(2) in Special Provisions 90M-6917 following the specifications of the Texas Department of Transportation. The traveled way joint density was evaluated by taking two or three Nuclear Density Gauge readings in the transverse direction one paver-width wide. The traveled-way joint density, either one or two locations, is subtracted from the interior density and the difference in density compared to the allowable limits. The acceptable criterion for the joint density was interior density-joint density < 50 kg/m3.  Since then, the specification has been modified as (Interior Density - Joint Density) ≤3.0 lb/ft3 or Joint Density ≥ 91.0% of Gmm, where Gmm is the theoretical maximum HMA specific gravity.  

Many agencies including the U.S. Army Corps of Engineers, Connecticut DOT, Michigan DOT, and Pennsylvania DOT have established pay schedules for joint densities. Thus, research on potential pay schedules for joint densities in Kansas to improve the quality of HMA pavement construction is worth pursuing. 
]]></description>
      <pubDate>Tue, 13 Jan 2026 15:50:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652473</guid>
    </item>
    <item>
      <title>Draft Design Plans and Drawings</title>
      <link>https://trid.trb.org/View/2584540</link>
      <description><![CDATA[Recommendations for repair of U.S. 75 are included for the longitudinally faulted and longitudinally separated slabs located near Dennison, Texas.]]></description>
      <pubDate>Mon, 01 Dec 2025 11:04:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2584540</guid>
    </item>
    <item>
      <title>Modeling of Rutting and Wheel Path Longitudinal Cracking Performance Interaction Using a Heterogeneous Ensemble Machine-Learning Approach</title>
      <link>https://trid.trb.org/View/2594083</link>
      <description><![CDATA[This study aimed to develop heterogeneous ensemble machine-learning models to numerically evaluate the distress interaction mechanism of rutting and wheel-path longitudinal cracking (WPLC) in asphalt pavements. To achieve this, a total of 206 pavement sections were selected from the long-term pavement performance (LTPP) database, and the particle swarm optimization algorithm was utilized to optimize the developed rutting–cracking base models including the random forest, support vector regression, backpropagation neural network, and extreme gradient boosting models. New machine-learning models were constructed using a heterogeneous ensemble method to combine the two base models with better prediction performance. The corresponding results yielded a relatively high accuracy, with coefficient of determination (R²) values of 0.8868 and 0.8465 for the rutting and WPLC models, respectively. The sensitivity analyses revealed that the properties of the asphalt surface layer had a more significant impact on both rutting and WPLC performance than other pavement structure layers. More importantly, further analyses demonstrated that increased rut depth was associated with more severe WPLC in the field, indicating an interrelationship between these two pavement distress types in the pavement wheel path.]]></description>
      <pubDate>Mon, 27 Oct 2025 09:37:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594083</guid>
    </item>
    <item>
      <title>Multi-Box Beam Bridges With Composite Deck</title>
      <link>https://trid.trb.org/View/2567161</link>
      <description><![CDATA[This report describes the study of lateral distribution factors and control of longitudinal cracking in multi-beam prestressed concrete box girder bridges with composite concrete deck slab. Researchers developed recommended values for lateral distribution factors for 22 different Texas Department of Transportation (TxDOT) bridge configurations. Formulas and tables for predicting the maximum values of transverse moment in the deck slab from American Association of State Highway and Transportation Officials (AASHTO) truck loadings are presented. Recommendations for control of longitudinal deck cracking are made.]]></description>
      <pubDate>Sat, 16 Aug 2025 16:59:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567161</guid>
    </item>
    <item>
      <title>About the Strength of a Rail with an Internal Transverse Crack</title>
      <link>https://trid.trb.org/View/2407889</link>
      <description><![CDATA[Among the defects of railway rails there are internal longitudinal and transverse cracks. Of practical interest are small transverse cracks, not always detectable by the flaw detector. The article assesses the ultimate load on a rail with an internal transverse crack. The rail is considered as a beam on a continuous elastic base, which is subjected to a single impact of a concentrated force. The shape of the crack is assumed to be circular. The cross-section of the beam has the shape of an irregular I-beam. The permissible load is calculated for three rail sizes. The initial and final crack sizes correspond to 5% and 30% of the rail head area of each type. The results are comparable with the available experimental data. In this case, for the experimental conditions, the rail was considered as a beam on a solid elastic base, and for the laboratory conditions - as a two-supported beam. It is shown that the crack size does not have a strong influence on the static strength of the rail under a single force impact. As a result of this work, a simple but effective method of determining the coefficient of stress intensity has been developed, which favourably differs from other known methods in that the result has a finite formula, is easily applicable in calculations and gives an acceptable error for assessing the crack resistance of a rail under operational conditions.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:32:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407889</guid>
    </item>
    <item>
      <title>Semi-analytical modelling of realistic tire-pavement contact: an analysis of pavement surface cracking damage under critical driving conditions</title>
      <link>https://trid.trb.org/View/2539930</link>
      <description><![CDATA[This paper aims to evaluate the surface cracking phenomenon on a flexible pavement subjected to diverse vehicle running conditions. Top-down cracking initiation is addressed through a continuum damage framework coupled with a semi-analytical model of tire-pavement rolling contact. The acceleration, braking and cornering scenarios were selected to represent the effect of combining normal and tangential loads. The differences between these loading cases are accurately computed by simulating the realistic contact stresses on the pavement surface through semi-analytical modelling. The computational cost of this modelling technique is reduced, allowing it to be used in industrial applications. It is assumed that tires and pavement are linear elastic multilayered half-spaces. The critical locations of the cracks are identified for each loading scenario and the cracking directions are discussed. This study emphasises the influence of driving conditions on premature pavement cracking which is not typically considered in the current pavement design guides. It is shown that a standard axle load may cause about 9 times more surface damage on a circular intersection compared to a straight-line pavement section.]]></description>
      <pubDate>Fri, 23 May 2025 15:36:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539930</guid>
    </item>
    <item>
      <title>Wide Cracks and Joints in Flexible and Composite Pavements: State DOT Maintenance Practices</title>
      <link>https://trid.trb.org/View/2536104</link>
      <description><![CDATA[The repair of transverse cracks and longitudinal paving joints and cracks in asphalt and asphalt-surfaced pavements is a common maintenance activity for state departments of transportation (DOTs). One of the limitations of crack sealing and filling, however, is the width of the crack for which these repairs are successful. Cracks that are good candidates for sealing and filling are relatively narrow and experience limited movement (both horizontal opening and closing and vertical movement). There is limited guidance available on maintenance practices for cracks that are not good candidates for sealing and filling. These are wider and deeper cracks for which crack sealing and filling may not be appropriate treatments. The objective of this synthesis is to document practices used by state DOTs for flexible and composite pavement maintenance for wide transverse and longitudinal cracks and joints. Information for this study was gathered through a literature review, a survey of state DOTs, and follow-up interviews with selected DOTs. Case examples of seven state DOTs provide additional information on their maintenance practices for wide cracks and joints in flexible and composite pavements.]]></description>
      <pubDate>Sun, 13 Apr 2025 17:34:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536104</guid>
    </item>
    <item>
      <title>Mechanism of longitudinal cracking in concrete deck slabs of composite cable-stayed bridges</title>
      <link>https://trid.trb.org/View/2487244</link>
      <description><![CDATA[To reveal the mechanism of longitudinal cracking in concrete deck slabs of composite cable-stayed bridges, static and fatigue experiments were conducted on three prestressed concrete slabs simulating the compressive forces resulting from inclined cables, and the main variables were the magnitudes of compressive stress and the wheel load. First, the evolutions of displacements, strains, crack patterns, and crack widths during static and fatigue loading were investigated. Next, refined finite element models considering rebar ribs and bond behavior were established and validated with experimental results, and the strain distributions in the concrete cover were studied. Then, a parametric study was conducted to investigate the effects of compressive stress and shear-span ratio on the cracking loads. Finally, the mechanism of longitudinal cracking under static and fatigue loading was revealed. Results show that longitudinal cracks are likely to occur under large longitudinal compressive stress and repeated heavy wheel loads. The direction of the crack is strongly dependent on the magnitude of compressive stress. Longitudinal cracks are caused by the combined effects of compressive stress, vertical contact forces between rebars and surrounding concrete, and the transverse bending moment from the localized wheel load.]]></description>
      <pubDate>Tue, 18 Feb 2025 15:50:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487244</guid>
    </item>
    <item>
      <title>Highway Embankments over Sloped Ground and Influence on Pavement Responses</title>
      <link>https://trid.trb.org/View/2283165</link>
      <description><![CDATA[The asymmetric deformation characteristics of embankments over sloped weak ground play an important role in the embankment stability and settlement process. Additional pavement responses will occur as a result of differential deformation of embankment which may cause pavement premature distress and/or structural failure in the form of transverse slippage cracking and longitudinal cracking. Using computer simulation method, this paper reports a preliminary research on highway embankments over sloped ground and their influence on structural responses of asphalt pavement. Research results show that the concentration of deformation at the downhill toe of embankment is the key factor in the structural consideration of embankment stability, deformation behavior and pavement responses.]]></description>
      <pubDate>Wed, 27 Nov 2024 13:44:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2283165</guid>
    </item>
    <item>
      <title>Field investigation and numerical analysis of horizontal cracking in ledge girders of post-tension concrete bridges</title>
      <link>https://trid.trb.org/View/2360961</link>
      <description><![CDATA[This research addresses the pressing issue of horizontal crack initiation in ledge girders of post-tensioned concrete (PTC) bridges, which is a significant concern for the safety and longevity of long-span bridges. With field observations and advanced engineering computations, the study identifies the primary causes of these cracks and explores potential mitigation strategies. The research pinpoints the primary causes of horizontal crack initiation in PTC girders by analyzing 3D finite element modeling and comparing the results with the analytical solution suggested by a design code. The study also probes the potential of using external prestressing with a post-tensioning bar to mitigate horizontal cracking. The findings underscore the significance of adhering to the design code requirements for hanger reinforcement, which notably mitigates crack width in PTC girders. The research also highlights that higher prestress losses correspond to increased crack width, emphasizing the need to consider prestress losses for maintaining structural resilience. Furthermore, the study reveals that in all strengthening cases, the maximum crack width is notably reduced at the point of failure, albeit less effectively than when using rebar as per the design code. These findings underscore the potential of post-tensioning as a strengthening technique and the importance of adhering to design standards.]]></description>
      <pubDate>Wed, 21 Aug 2024 14:32:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2360961</guid>
    </item>
    <item>
      <title>Constructing High-Density Longitudinal Joints to Improve Pavement Longevity</title>
      <link>https://trid.trb.org/View/2410705</link>
      <description><![CDATA[In Oregon, asphalt cracking is the primary distress mode, necessitating costly rehabilitation and maintenance. Cracking failures around longitudinal joints (especially on roadway sections with centerline rumble strips) have been an important issue in Oregon, affecting the overall long-term performance of the Oregon roadway network. Longitudinal joint construction in asphalt pavements is the most critical phase of the construction process, as it is difficult to achieve a consistently high density of longitudinal joints similar to the mat density. This issue often affects the structural integrity and results in premature failure of the asphalt pavements. The primary objective of this research study was to determine the most effective longitudinal joint construction strategies for Oregon. Based on the findings from all components of this study, high tack coat application (at rates ranging from 0.14 gal/yd² to 0.18 gal/yd²) on the longitudinal joint and the hot pinch methods were recommended to be used together to improve the density and the cracking resistance along the longitudinal joints. The proprietary Void Reducer product was also determined to improve the density and cracking resistance of the longitudinal joints. However, the cost of this strategy is higher than that of the other strategies. For this reason, for a limited paving budget, its use can be limited to applications in critical locations such as colder regions, mountainous areas, and critical highways with heavy truck traffic. This strategy is recommended for use in several additional constructions if funding is available.]]></description>
      <pubDate>Mon, 12 Aug 2024 17:03:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2410705</guid>
    </item>
    <item>
      <title>Managing Premature Concrete Deterioration in Bridges</title>
      <link>https://trid.trb.org/View/2235417</link>
      <description><![CDATA[In recent years concrete bridge structures in the USA have been experiencing an unusually high level of premature concrete deterioration. The most common characteristics of this deterioration are longitudinal cracking along the bottom flange at the prestressed beam ends, cracking in unreinforced areas of cast-in-place concrete, and general map cracking with discoloration on concrete surfaces. Further testing of these bridges has revealed the cause of the deterioration is due to Alkali-Silica Reaction (ASR). This paper addresses key aspects in the detection and management of premature deterioration due to ASR for concrete bridges. Detection methods discussed include crack and surface discoloration mapping and as well as procedures for excising samples for petrography and expansion testing. Detailed visual observations of the distressed conditions as well as laboratory test results are then used to develop a course of action to manage further premature concrete deterioration from ASR. Management methods discussed include long-term monitoring, repair strategies that reflect the severity of the deterioration, and measures to mitigate water infiltration into the concrete surfaces.]]></description>
      <pubDate>Mon, 24 Jun 2024 09:31:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235417</guid>
    </item>
    <item>
      <title>Development of Longitudinal Cracking Models for Concrete Pavements</title>
      <link>https://trid.trb.org/View/2381706</link>
      <description><![CDATA[The formation of longitudinal cracks compromises the structural adequacy and reduces the service life of jointed plain concrete pavement (JPCP). Although longitudinal cracking in JPCP has been widely observed by state transportation agencies, the current version of the AASHTOWare pavement mechanistic-empirical design (PMED) software does not account for this critical distress. Studies indicate that longitudinal cracks can be caused by various factors, ranging from construction issues to specific design features.

Research is needed to understand the causes of this distress pattern better and more accurately predict it to prevent or minimize longitudinal cracking, resulting in safer and longer-lasting pavements.

OBJECTIVE: The objective of this project is to identify the causes of longitudinal cracking in JPCP and develop longitudinal cracking predictive models.]]></description>
      <pubDate>Mon, 20 May 2024 20:06:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381706</guid>
    </item>
    <item>
      <title>Detecting deck damage in concrete box girder bridges using mode shapes constructed from a moving vehicle</title>
      <link>https://trid.trb.org/View/2345270</link>
      <description><![CDATA[Longitudinal cracks at the bottom of the deck are a common form of hidden damage in box girder bridges. Timely detection of deck cracking is critical to ensure the safe operation of box girder bridges. This paper proposes a damage detection method for the deck of box girder bridges using mode shapes constructed from a moving vehicle. One stationary excitation vehicle excites the local bending modes of the deck, and the other vehicle moves along the planned path. The moving vehicle acceleration is collected to construct mode shapes on the driving path. First, generalized beam theory is used to analyze the dynamic behavior of the box girder bridge. The theoretical model of the proposed approach is built to analyze the response of the vehicle-bridge system under shaker excitation, and mapping relationship between the instantaneous amplitude of the vehicle response and the local bending mode of the deck is deduced. The damage indicator based on the mode curvature is used to determine the crack position. Then, a damage detection process for field testing is proposed. Technical details such as excitation parameters, driving path, and narrowband filtering are explained. Finally, factors that affect damage detection, including road roughness, crack length, and crack height are investigated via numerical analysis. Results show that the proposed method can detect medium damage.]]></description>
      <pubDate>Fri, 19 Apr 2024 09:38:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2345270</guid>
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