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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <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>The Effect of Elastic Pads and Mats on the Stress–Strain State of Railway Subgrade</title>
      <link>https://trid.trb.org/View/2113116</link>
      <description><![CDATA[High substructure stiffness leads to an increase in rail pressure on the sleeper. As a result, the track settlement is accelerated, and the dynamic component of the wheel load increases as well. Reducing the vibrational dynamic effect on the subgrade and ballast is the most effective reserve for improving railway track reliability. Field studies were conducted to evaluate the effect of using elastic geosynthetic materials on top of the subgrade on the strain state. These materials help reduce and level stiffness of subballast and subgrade. To assess the values of the track elastic deformations, Getzner Werkstoffe mats, Colbond Enkadrain pads and porous rubber pads were placed on top of the subgrade. The influence of axle loads on the elastic deformations of rail has been investigated, and a comparison with typical control track sections has been made. The effects of using the elastic geosynthetic materials on rail elastic strains were obtained under varied axial and linearly increasing loads.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113116</guid>
    </item>
    <item>
      <title>Effects of subcritical water treated rubber on the low-temperature performance of asphalt binder</title>
      <link>https://trid.trb.org/View/2639602</link>
      <description><![CDATA[In this study we investigate the effects of subcritical water treated rubber asphalt on the low-temperature performance of asphalt binders, aiming to improve paving durability under cold climatic conditions. Polymer-modified asphalt (PMA) binders were prepared using styrene-butadiene-styrene (SBS), high viscosity (HV) agents, and crumb rubber (CR) with two grades of base asphalt (BA-1 and BA-2). The crumb rubber was treated with subcritical water (SbCW) to enhance its compatibility with the asphalt matrix, a sustainable approach that promotes better interfacial bonding without the use of chemical solvents. Ten asphalt formulations were evaluated using a Dynamic Shear Rheometer (DSR) with 4 mm parallel plates and a 1.75 mm gap over the temperature range from 0ºC to −30°C and frequencies from 0.1 to 100 rad/s. The experimental results, analyzed through isothermal, Cole-Cole, and master curve plots combined with WLF shift factors and the Christensen-Andersen-Marasteanu (CAM) model, demonstrated that the modifiers significantly influence the rheological and viscoelastic behavior of the binders. The Generalized Maxwell Model (GMM) was further applied to obtain relaxation spectra, stress-growth, and memory function analyses, providing deeper insight into their time-dependent mechanical response. The combined use of SBS, HV, and treated crumb rubber (tCR) produced the most balanced improvement, with about a 50 % increase in elasticity, thermal stability, and resistance to low-temperature cracking compared to unmodified binders. The synergistic interaction of the three modifiers strengthens the intermolecular bonding network, improving resistance to deformation and overall durability under harsh environmental and traffic conditions. This demonstrates that subcritical-water-treated rubber provides a practical and sustainable way to enhance binder performance and extend pavement life.]]></description>
      <pubDate>Thu, 05 Feb 2026 09:16:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639602</guid>
    </item>
    <item>
      <title>Investigation and modelling of the temperature-driven growth of the delayed strain response of SBS-modified bitumen</title>
      <link>https://trid.trb.org/View/2643666</link>
      <description><![CDATA[Understanding the elastic recovery of SBS polymer-modified bitumen (PMB) is crucial for optimising its performance. This study aims to discuss the creep and recovery behaviour of bitumen across a broader temperature range from 10?°C to 100?°C, which mimics the actual service temperature range of SBS PMB. The influences of varying recovery times (0.1, 1, 4 and 9?s) and polymer modifications are also discussed, and they are explained based on the Burgers model. The results show that while the recovery rate of plain bitumen consistently decreases with increasing temperature, SBS PMB shows a very interesting increasing recovery rate over a very broad temperature range from 22?°C to 82?°C. Modelling indicates that this enhanced elasticity is attributed mainly to the acceleration of delayed recovery resulting from the softening of bitumen at high temperatures, which allows the polymer network to stretch and recoil faster. This finding is supported by the retardation time (t2) obtained from the Burgers model. The increasing recovery rate with increasing temperature is a unique and promising fingerprint for identifying polymer modifications, and it can be used in research, such as polymer content inspection and polymer degradation evaluation.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643666</guid>
    </item>
    <item>
      <title>Composition design, mechanism, and performance characterization of Granular High-viscosity and High-elasticity Asphalt modifier and asphalt materials</title>
      <link>https://trid.trb.org/View/2616658</link>
      <description><![CDATA[To develop a Granular High-viscosity and High-elasticity Asphalt Modifier (DHVE-M) for the dry-process modification of conventional SBS-modified asphalt (DHVE-MA-0), which meets the technical requirements for High-viscosity and High-elasticity Modified Asphalt, a series of tests was conducted. Scanning electron microscopy (SEM), Fourier transform infrared spectroscopy (FTIR), and X-ray diffraction (XRD) were employed to investigate the surface morphology, chemical structure, and crystalline properties of DHVE-M, elucidating its modification mechanisms. The physical properties of the Granular High-viscosity and High-elasticity Modified Asphalt (DHVE-MA) were evaluated through penetration, ductility, and softening point tests. The viscoelastic properties were assessed via dynamic viscosity and elastic recovery tests, while the rheological properties were studied using a dynamic shear rheometer (DSR). Additionally, the high-temperature stability, water stability, and low-temperature crack resistance of the Granular High-viscosity and High-elasticity Asphalt Mixture (DHVE-MAM) were examined through rutting, water stability, and semi-circular bending (SCB) tests at −10 °C. The storage stability, dispersion uniformity, and adhesion tests were conducted to comprehensively evaluate the workability of DHVE-M. Results revealed that DHVE-M exhibited a uniform and intact surface with a loose, porous internal structure. The raw materials formed a “crystalline-amorphous” dual-phase composite system, with the PE orthorhombic crystal structures coexisting with amorphous components. The characteristic functional groups of DHVE-M were influenced by the combined effects of the raw materials’ functional groups, indicating good miscibility and predominantly physical modification. Through grey correlation analysis, the optimal DHVE-M dosage in DHVE-MA was determined to be 5 %, yielding a softening point of 92.1 °C, a penetration of 46.2 dmm, a ductility of 27.4 cm, an elastic recovery of 95.5 %, a dynamic viscosity at 60 °C of 325,283.4 Pa·s, and a rutting factor failure temperature of approximately 107.2 °C. The anti-aging performance of DHVE-MA-5 after RTFOT aging was better than that of DHVE-MA-0. Compared to conventional SBS-modified asphalt mixtures, DHVE-MAM demonstrated significantly improved high-temperature stability, low-temperature crack resistance, and water stability. DHVE-M exhibited excellent storage stability (30–60 °C for 6 h), adhesion (190 °C, 120 s), and optimal dispersion uniformity at 5 % dosage in DHVE-MA-0. This study provided theoretical and technical support for the promotion of dry-process modification techniques.]]></description>
      <pubDate>Mon, 29 Dec 2025 09:34:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2616658</guid>
    </item>
    <item>
      <title>A review of porous elastic road surface as ultra-low noise pavement</title>
      <link>https://trid.trb.org/View/2636402</link>
      <description><![CDATA[Porous elastic road surface (PERS), with its high porosity and elasticity, has emerged as one of the most effective low-noise pavements, garnering considerable attention. This paper reviews the latest research developments on PERS, focusing on its noise reduction performance, road performance, and durability. By studying the noise reduction mechanisms and influencing factors, a relationship has been established between material and structural composition and noise reduction performance. Discussions on pavement performance and durability provide insights into the internal mechanisms of mixture properties, aiding in extending the service life and functional durability of the pavement. To optimize the noise reduction performance of PERS while ensuring its pavement performance and durability, it is crucial to select appropriate materials and design a rational structure. Additionally, the environmental impact assessment of PERS is analyzed. Given its significant environmental benefits and broad scope for further research, PERS is poised to become a promising sustainable pavement material.]]></description>
      <pubDate>Mon, 29 Dec 2025 09:32:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636402</guid>
    </item>
    <item>
      <title>Seismic Performance of Self-Centering Concrete Bridge Piers Using Superelastic Shape Memory Alloy</title>
      <link>https://trid.trb.org/View/2606250</link>
      <description><![CDATA[Superelastic shape memory alloys (SE-SMAs) are exceptional materials capable of enduring significant inelastic deformation and reverting to their original shape when stress is removed. In this study, this characteristic of a shape memory alloy (SMA) has been utilized in a concrete bridge pier with a self-centering mechanism to accommodate large inelastic deformations during strong earthquakes and recover its original shape. The SMA bar replaces traditional steel reinforcement in the plastic hinge region of the pier. A three-dimensional finite element (FE) model is developed using ABAQUS, and its seismic performance is compared with that of a reinforced concrete (RC) pier and a pier with unbonded tendons. The results show that piers with SMA bars perform significantly better due to their lower residual deformation and higher energy dissipation capability upon load removal. A parametric study shows that shorter piers perform better seismically, while larger bar diameters improve performance, though the rate of improvement decreases with changes in pier height and bar diameter. Piers with varying SMA properties exhibit similar performance. For a maximum drift ratio of 4%, the model returns to approximately one-tenth of its maximum deflection while maintaining significant energy dissipation capability. Furthermore, this study highlights the cost difference between SMA and prestressed tendon piers, suggesting Fe-based SMAs as a cost-effective alternative.]]></description>
      <pubDate>Tue, 16 Dec 2025 11:33:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606250</guid>
    </item>
    <item>
      <title>Determination of Vertical Pile Capacity Based on Elastic Settlement</title>
      <link>https://trid.trb.org/View/2601678</link>
      <description><![CDATA[Vertical capacity of a pile is initially determined based on geotechnical investigation report and confirmed by conducting initial static pile load test and dynamic and routine pile load tests. There are many empirical formulas which are used to confirm the vertical capacity and those formulas vary from country to country. Final settlement is usually considered up-to 10% of pile diameter and adopted by many countries. When a top-down load is applied, the load is resisted by skin friction and end bearing and settlement to some extent occurs in the pile and surrounding soil. Elastic settlement in pile occurs during pile load test which can be determined by cyclic load testing or unloading the load. Therefore, elastic settlement in a pile is an important parameter which shall not be overlooked. Pile capacity can be determined in consideration of elastic settlement with a suitable factor of safety. This paper presents a methodology based on 20 initial pile load test results and one routine pile load test result. Elastic settlements of 6 mm and 6.5 mm for initial pile load test mm are considered for initial static pile load test to determine the ultimate pile capacity. A factor of safety of 2.0 can be applied to obtain design pile capacity for initial pile load tests conducted by static method considering elastic settlement of 6 mm. It is observed that proposed methods give better results within permissible design value with standard deviation of 0.172 and coefficient of variation 0.083.]]></description>
      <pubDate>Mon, 08 Dec 2025 11:39:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601678</guid>
    </item>
    <item>
      <title>Railroad turnout elasticity optimization using revenue service wheel profiles</title>
      <link>https://trid.trb.org/View/2584526</link>
      <description><![CDATA[Turnout frog section often causes significant wheel impacts that are primarily attributed to both the frog profile geometry, which includes a gap (i.e., flangeway), as well as the variation in vertical track stiffness along the turnout, mainly caused by the presence of a stiffer section like the frog. Building on the optimized #20 rail-bound manganese (RBM) frog geometry from the literature which achieved a 46 % reduction in wheel impacts, this study aims to further reduce wheel impacts and minimize track stiffness variations by optimizing turnout elasticity. A full turnout multibody simulation (MBS) model was developed using the commercial software VI-Rail, and three rail pad stiffness levels with four UTP properties were investigated under five representative revenue service wheel profiles. The results demonstrated that for wheel profiles transitioning smoothly without dropping onto the frog point, the adoption of soft rail pads reduced wheel impact. Conversely, for worn wheel profiles with hollow tread wear, the behavior was reversed. The soft rail pads caused more accelerated vertical trajectory drops and an earlier transition, resulting in a steeper dip angle in the vertical wheel trajectory, which increased wheel impact. The effect of various UTP properties on track performance was also investigated and showed minimal influence on wheel impact magnitude maximum variation of less than 1 %. However, the forces transferred from the crosstie to the ballast was reduced by 29 % with the use of soft UTPs compared to the scenario without UTPs. Additionally, the appropriate configurations of rail pad and UTP properties resulted in consistent track stiffness along the turnout, with displacement and corresponding stiffness variations limited to 2.3 % and 6.9 % for switch and frog sections, respectively. The findings of this study can provide valuable insights into optimizing turnout elasticity, thereby reducing wear and damage leading to longer life cycles and fewer maintenance interventions.]]></description>
      <pubDate>Mon, 15 Sep 2025 10:34:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2584526</guid>
    </item>
    <item>
      <title>Mechanical Behavior of Tie-Down Cables with Wedge-Type Anchorages Subjected to Horizontal Displacements</title>
      <link>https://trid.trb.org/View/2571861</link>
      <description><![CDATA[Tie-down cables have been widely used to provide restraint against uplift forces in bridges such as cable-stayed bridges. During seismic events, significant horizontal displacement in the girder results in intricate dynamic interactions within the tie-down cables, which is not yet well understood. This study investigates the mechanical behavior of tie-down cables with wedge-type anchorages subjected to large lateral displacement at one end. Pushover tests were conducted on a tie-down cable specimen, with a focus on the pronounced coupling effect among its horizontal and vertical directions. Subsequently, a finite-element model and a theoretical model were established, respectively, to simulate the response process and failure mode of the tie-down cable specimens. It is revealed that the specimen undergoes free deformation due to the initial gap between the wedge-type anchorage and the support structure; this is followed by elastic tensioning and yielding, and the specimen fractures due to stress concentration at the contact surface of the wire and the duct. Given the brittle failure mode, it is suggested that the tie-down cable system should be kept in the elastic range. The design philosophy, along with force and deformation limits, is provided for tie-down cables subjected to both horizontal deformation and uplift force. Proper design of the initial gap and cable length would help balance the need to increase the allowable horizontal displacement of the device while controlling the uplift displacement.]]></description>
      <pubDate>Tue, 29 Jul 2025 09:27:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571861</guid>
    </item>
    <item>
      <title>A study on the effect of inerters in the motor elastic suspension on the stability of bogies in high-speed trains</title>
      <link>https://trid.trb.org/View/2560899</link>
      <description><![CDATA[Inerters are widely used in structural vibration systems, but there is little research on their use in the elastic-suspension of motors in high-speed train bogies. The type of the motor suspension significantly influences its vibration characteristics. To fill this gap, this paper proposes the use of the frequency-variable characteristics of the inertia spring damping (ISD) structure. The motor elastic-suspension bogie dynamic model with the inerter was established, and the effect of the motor suspension parameters on the stability of the bogie system was studied. Finally, the inertia-suspension parameters were optimized by the Non-dominated Sorting Genetic Algorithm-Ⅱ (NSGA-Ⅱ) multi-objective optimization algorithm. The results showed that the ISD structure has frequency-varying characteristics, and the maximum equivalent stiffness and damping exist in the low frequency range (approximately 10 Hz). As the equivalent conicity increases, the optimal lateral frequency and damping ratio of the motor increase, which makes the inerter suspension bogie to meet this characteristic. The optimized motor suspension parameters showed that the linear critical speeds of the bogie with inerter suspension are improved, and the stability of the bogie is higher within the equivalent conicity of 0.1-0.4. This study can provide a reference for the stability design of the bogie structure in future.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:35:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2560899</guid>
    </item>
    <item>
      <title>Optimising bitumen modification: how styrene–butadiene–styrene (SBS) characteristics and content affect bitumen behaviour</title>
      <link>https://trid.trb.org/View/2556808</link>
      <description><![CDATA[To enhance the performance of bitumen, especially in the critical low/high temperature regions and under heavy traffic loading, polymer-modified binders are used to produce asphalt mixtures. Styrene–Butadiene–Styrene (SBS) is the most common polymer modifier. Although numerous studies tried to capture the effect of SBS on bitumen performance, yet a comprehensive chemomechanical investigation considering the synergistic effect of base bitumen, SBS content and type is missing. This study aims to fill this research gap and provide practical recommendations on how to optimise bitumen modification for polymer-modified binders. For this purpose, three base binders were modified with four SBS polymers, which differ in structure (linear vs radial) and styrene/butadiene ratio. Two modification levels were applied at each base binder. Overall, 14 PMBs were produced and subjected to comprehensive chemomechanical testing. The results showed that an optimum PMB can be produced by focusing on three main aspects: saturates, recovery and creep compliance and G-R values.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:42:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556808</guid>
    </item>
    <item>
      <title>Point Cloud Failure Criterion for Impact Modeling of Composite Structures</title>
      <link>https://trid.trb.org/View/2550835</link>
      <description><![CDATA[An orthotropic elasto-plastic damage material model (OEPDMM) suitable for impact analysis of composite materials has been developed through a joint research project funded by the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA). The developed material model has been implemented into LS-DYNA®, a commercial finite element program. The material model is comprised of deformation, damage and failure sub-models. The deformation sub-model captures rate- and temperature-dependent elastic and inelastic behavior through a viscoelastic-plastic formulation. The damage sub-model accounts for reductions in elastic stiffness, while the failure sub-model predicts complete loss of load-carrying capacity, leading to element erosion. The primary objective of this dissertation is to improve the failure prediction sub-model. Traditional failure theories using analytical expressions to predict failure either in the composite or its constituents have not proven to be reliable. To overcome the predictability conundrum, a multi-scale modeling scheme based on a combination of virtual and laboratory testing is used to generate the failure surface as point cloud data points in the stress/strain space. At the microscale, the constituent components of the composite are used in modeling a representative volume element (RVE) that is subjected to multi-axial state of stress until the first failure in the RVE is detected. These discrete points are used in the developed Point Cloud Failure Criterion (PCFC). The secondary objectives of the dissertation are to enhance OEPDMM capabilities - (a) develop a new deformation sub-model, the Simplified Material Model that can be used for modeling materials exhibiting little or no elasto-plastic behavior, and (b) develop a framework for obtaining traction-separation law using inverse analysis for modeling delamination in laminated composites. Five validation tests were conducted to assess the accuracy, efficiency and versatility of available capabilities of OEPDMM. The findings from this research establish a robust foundation for future advancements in constitutive modeling of composite materials, with ongoing efforts directed toward extending PCFC to thick-shell and solid finite elements, incorporating rate and temperature-dependent failure surface, and incorporating mesh regularization techniques to further improve computational efficiency and accuracy in high-fidelity finite element simulations.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2550835</guid>
    </item>
    <item>
      <title>A Report on an Extension of Elasticity Theory to Include Granular Materials</title>
      <link>https://trid.trb.org/View/2548940</link>
      <description><![CDATA[In Technical Report No. 1 of this series there was presented a hypothesis describing in mathematical terms the deformation characteristics of granular materials. In the present report the differential equations of the theory of elasticity are extended to include materials that deform in accordance with the hypothesis. The new equations resemble those of elasticity but are non-linear, and it appears that solutions of practical interest can be found only by the use of approximate numerical methods programmed for high speed computers.]]></description>
      <pubDate>Tue, 27 May 2025 10:12:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548940</guid>
    </item>
    <item>
      <title>Development of a Type IP Cement Supplementary Report 4: Physical and Elastic Properties of Natural PozzoIan Blended (Type-lP) Cement Concretes</title>
      <link>https://trid.trb.org/View/2519068</link>
      <description><![CDATA[Alkali reactive sands or coarse aggregates, when used in concrete structures, produce severe deterioration because of expansion and cracking. The use of pozzolan blended cement is an attractive solution to mitigate this problem. This represents the results of an experimental investigation to evaluate the characteristics of pozzolan blended cement concretes. A comparison of these properties with those of unblended cements is also given. The Type I/II cement was blended with three different amounts of 10%, 15%, 25% by weight of cement with five different types of natural pozzolans available in the western South Dakota near Rapid City. The tests carried out include: (1) Fresh concrete properties such as slump, unit weight, vebe time, air content. and concrete temperature and (2) Hardened concrete properties such as compressive strength, static modulus of elasticity, flexural and impact strengths. All tests were done according to the ASTM recommendations and procedures. Good workability of concrete was achieved even though the water content was kept uniformly the same for all mixes, without adding any water reducing agent or superplasticizer. The test results indicated that there was no significant difference in the physical properties of pozzolan blended cement concretes in comparison with control concrete during mixing and placing. An increase in the pozzolan content slightly decreased the compressive strength and modulus of rupture. The static modulus results indicated that the values were almost the same for all the concretes. From the results of the static flexure test, load deflection curves were plotted from which the toughness indexes were calculated according to the ASTM standard method. The toughness indexes (ASTM) decreased slightly with an increase in the amount of pozzolan.]]></description>
      <pubDate>Mon, 24 Mar 2025 12:27:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2519068</guid>
    </item>
    <item>
      <title>Effective Concrete and Frozen Ground Stresses Under Uniaxial Loading</title>
      <link>https://trid.trb.org/View/2407801</link>
      <description><![CDATA[At present, the problems of the strength of brittle materials such as rocks, frozen soil and concrete in its various versions, remain relevant. In frozen ground, ice performs functions similar to cement stone in concrete. A feature of the structure of brittle materials are micro- and mesoscale pores and cracks, the development of which with increasing load leads to the gradual destruction of the conglomerate of material particles, which manifests itself in the nonlinearity of the load-deformation diagram. A phenomenological model for determining the effective stresses and effective modulus of brittle material elasticity are considered in this article. The effective stresses are shown to increase linearly with increasing strain. This explains the destruction of the material under consideration on the downward segment of the “loading – displacement” plot. The simulation results are consistent with the experimental data known from the scientific literature on the example of concrete, frozen soil, bone and composite materials.]]></description>
      <pubDate>Fri, 21 Mar 2025 09:14:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407801</guid>
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