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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>
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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>Impact of Manufacturing Variability on Motor Material Properties and Its NVH Behavior</title>
      <link>https://trid.trb.org/View/2692241</link>
      <description><![CDATA[This study investigates the influence of glue coverage and stacking factors on the effective macroscopic mechanical properties of dot-glue adhesively laminated stator cores and the impact of these manufacturing-related attributes on the motor and the electric drive system's structural performance, particularly in terms of noise, vibration, and harshness (NVH). A homogenization framework based on the unit-cell method was developed to model glue-laminated stacks as orthotropic materials suitable for finite-element analysis (FEA) of partially bonded cores. Also, a closed-form analytical solution is proposed to predict the macro-mechanical properties of a core composed of isotropic constituents with the consideration of glue coverage. The approach enables systematic quantification of variations in glue coverage and stacking factor to predict the effective in-plane and out-of-plane elastic and shear moduli of the stator core. For modeling simplicity, glue is assumed to be uniformly distributed across the lamination plane at a specified coverage rate, and the adhesive layer thickness is calculated statistically as the average of the estimated values from the stacking factor. Numerical predictions from the unit-cell approach are compared with experimentally correlated material properties from production cores and with theoretical results, demonstrating excellent agreement among simulated, analytical, and measured values. Results reveal that these manufacturing parameters significantly affect NVH performance of the motor and e-drive system, underscoring the need to incorporate them into CAE predictive models to enhance reliability and accuracy. The proposed method provides a validated analytical framework and a practical design tool for integrating manufacturing variability into the mechanical evaluation of electric motors and drive systems.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692241</guid>
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    <item>
      <title>Adhesion Strength of Coatings in Battery Structural Joints</title>
      <link>https://trid.trb.org/View/2692002</link>
      <description><![CDATA[In the design of Rechargeable Energy Storage System (RESS) structures, including battery trays, module side plates, and end plates, there are multiple conflating factors, including: Mechanical requirements necessitating the use of electrically conductive materials (steel and aluminum); proximity between battery module structure and battery cells, necessitating the use of electrical isolation coatings; and, module and pack designs that retain cells via the use of Structural Adhesive Material (SAM). Inherently, with this design approach, organic coatings are placed in a new and perilous position. In a sense, the coating becomes a supplement to an adhesive. As Computer-Aided Engineering (CAE) virtual analysis tools become more sophisticated, there is increasing reliance on these tools to predict the occurrence of structural failures in various load cases.Factors in test method, paint pretreatment, and topcoat affecting adhesion of organic coatings in structural adhesive joints are discussed, including: Adhesive sample preparation; adhesive selection, coating film pretreatment; age of pretreatment bath; acid cleaning; substrate material type (steel vs. aluminum); substrate product form effects within aluminum, and coating thickness.This information is useful for organic coating process development on metallic substrates. It is especially useful for material constructions requiring paint in contact with structural adhesives, as in these joints, paint adhesion is often a limiting factor on the performance of the structural adhesive. The characterization and optimization of this interface is especially important for EV battery modules & packs.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692002</guid>
    </item>
    <item>
      <title>Kissing Bonds Inspection by Comparing Natural Frequencies Using Digital Holography</title>
      <link>https://trid.trb.org/View/2691948</link>
      <description><![CDATA[Accurate detection and evaluation of kissing bonds in composite materials is essential to ensure the integrity of the component structure, but traditional NDT (non-destructive testing) methods struggle to identify imperfect bonds and zero-volume debonds. In this study, a vibration analysis method based on holography was applied to detect kissing bonds by monitoring the changes in natural frequencies of the same sample before and after fatigue loading. Both pristine and kissing bond samples were tested under identical conditions, and their vibration characteristics (natural frequency, amplitude, and mode shape) were measured using holography. The experimental results show for the intact sample exhibited no changes in natural frequency amplitude or mode shape after fatigue loading, confirming that the applied fatigue test did not affect the integrity of its adhesive layer. In contrast, for the sample with a kissing bond, after fatigue loading, the natural frequency decreased by up to 22 Hz due to debonding or delamination, while the vibration amplitude increased, and new localized modes appeared around the debond area. This indicates that in practical engineering applications, kissing bonds can be identified by observing the frequency change of a single sample before and after fatigue testing. This method improves the applicability of this technique, making it more suitable for industrial non-destructive testing conditions.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691948</guid>
    </item>
    <item>
      <title>A Study on Fatigue Life Prediction Method for Point-Based Joints Considering Multiple Fracture Modes – FDS, Blind Rivet, and Blind Nut Focus</title>
      <link>https://trid.trb.org/View/2691924</link>
      <description><![CDATA[The application of multiple materials in vehicle bodies is accelerating as the adoption of lightweight aluminum alloys and composite materials advances rapidly. These materials play a crucial role in reducing overall vehicle weight, enhancing fuel efficiency, and complying with increasingly strict environmental regulations. As the automotive industry continues to evolve toward electrification and sustainability, the integration of lightweight and high-performance materials has become a key design strategy. However, the use of multiple materials creates new challenges in manufacturing, particularly for joining technologies. Since different materials have varying mechanical properties, thermal behavior, and surface characteristics, the selection of appropriate joining methods is essential for ensuring structural integrity and durability. Depending on material types, thicknesses, production processes, and cost constraints, various joining techniques—such as mechanical fastening, welding, and adhesive bonding—are selectively applied. This study focuses on fatigue life prediction for point-based joints commonly used in automotive structures, including flow drilling screws (FDS), blind rivets, and blind nuts. Fatigue fractures in these joints typically propagate in multiple directions: through the sheet thickness and along the in-plane direction. Accurate fatigue life prediction requires numerical simulations that account for both crack propagation paths and the interaction of these paths with joint geometry and loading conditions. Traditional fatigue models often assume a single fracture mode, limiting the ability of these models to evaluate multiple failure mechanisms simultaneously. To address this issue, this study proposes a simplified modeling approach that enables the simultaneous consideration of multiple fracture modes. This paper introduces a numerical analysis-based method capable of predicting the fatigue strength of point joints, and describes the fatigue tests that were conducted to validate the proposed approach. This research contributes to the development of more reliable and efficient design strategies for multi-material automotive structures.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691924</guid>
    </item>
    <item>
      <title>Development and performance evaluation of a rapid-curing waterborne epoxy-based sealer for urban pavement preventive maintenance</title>
      <link>https://trid.trb.org/View/2645560</link>
      <description><![CDATA[Preventive maintenance of urban pavements can cause prolonged road closures. To address the need for rapid reopening, this study develops a novel rapid-curing waterborne epoxy-based sealer. The research objectives focus on optimizing the material formulation and evaluating its key performance characteristics. The methodology involves self-developed drying rate and binder bond-strength tests to determine the optimal ratio of waterborne epoxy resin (WER), styrene–butadiene rubber (SBR) emulsion, and cement, through the analysis of variance (ANOVA). Dynamic shear rheology tests were performed to compare the composite emulsified asphalt with other formulations, while Fourier-transform infrared spectroscopy and X-ray diffraction analyses provided microscopic insights into material interactions. Experimental tests measured the reopening time and pavement skid resistance under different construction methods. The findings demonstrate that the three-phase composite modified emulsified asphalt exhibits superior high-temperature performance and optimal curing characteristics. The developed sealer achieves traffic readiness within 40–90 min and exhibits excellent skid resistance when applied with 20-mesh aggregate at 100 % coverage rate. The study recommends the optimized formulation containing 8 % WER, 4 % SBR emulsion, and 4 % cement as a promising solution for urban pavement preventive maintenance, effectively balancing rapid curing with durable performance.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:41:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645560</guid>
    </item>
    <item>
      <title>Impact of Fatigue Exposure on Extensibility Performance of Standard Joint Reservoir and Sealant Designs for Jointed Plain Concrete Pavements</title>
      <link>https://trid.trb.org/View/2681414</link>
      <description><![CDATA[The transverse joint sealant for a jointed plain concrete pavement (JPCP) minimizes the entry of moisture, deicing salts, and incompressibles. This reduces the potential for the development of durability issues, erosion, pumping, faulting, spalling, and blow-ups. Sealant performance is influenced by sealant material, joint reservoir design, and the timing and quality of the installation. A laboratory study was performed to evaluate three joint design/material combinations subjected to simulated joint opening/closing and vehicle load fatigue that would occur in a 15 ft JPCP throughout a 42-year service life and freeze-thaw cycles. Data collected from an instrumented pavement was used to establish the loading conditions throughout the 42 years. Extensibility testing was performed on newly sealed joints as well as sealed joints with the simulated service life loadings to assess the performance. The adhesive strength for the asphalt sealed joints (26 pounds per square inch [psi]) was found to be statistically significantly higher than the silicone sealed joints (22 psi). Additionally, it was observed that asphalt filled joints exhibited substantial cohesive failures because of the narrow joint width and the difficulty in adequately filling the joint. From these results, it was concluded that silicone and asphalt sealant material and reservoir designs are sufficient to achieve long-term performance for 15 ft JPCPs for the JPCP design and environmental conditions considered, while asphalt filled joints are recommended for shorter slabs. These results assume that all joints are activated before sealing to prevent over- and under-filling of the joints, which can lead to premature sealant failure.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681414</guid>
    </item>
    <item>
      <title>Field Performance Evaluation of Self-Levelling Sealants Dow-Corning 888-SL and 890-SL</title>
      <link>https://trid.trb.org/View/2675157</link>
      <description><![CDATA[The Oklahoma Department of Transportation (ODOT) has recently completed a field performance evaluation of Dow-Corning's self-leveling sealants 888-SL and 890-SL. The evaluation was conducted on three new construction projects, where joints were sealed with the evaluated sealants shortly after construction. Also included in the evaluation were two sites where failed sealant was replaced. Two of the new construction projects were constructed in phases, with one expressway completed approximately one year before the other. On these two projects, the expressways completed first used an accepted non-self-leveling sealant. The second expressway completed was sealed with the evaluated products. A direct comparison with the accepted sealant could not be done due to differing traffic conditions. However, a rough comparison of the number of failures in similar sections on both roadways was done. Both experimental sealants performed well and a conclusion that both should be accepted was made at the completion of the study.]]></description>
      <pubDate>Mon, 16 Mar 2026 19:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675157</guid>
    </item>
    <item>
      <title>Investigating Influence of Placement Configurations on Mechanical Response of Asphalt Pavement Crack Sealant</title>
      <link>https://trid.trb.org/View/2613274</link>
      <description><![CDATA[Asphalt sealant is widely used for crack filling and sealing repairs. Placement configuration significantly affects the stress state of sealants within the pavement structure. Previous literature has primarily focused on flush-fill, lacking comparative studies on the overband and reservoir configurations. To address this gap, this study obtained the experimental rheological behavior of two performance-grade sealants. Finite element models of the sealant-pavement structure were established by the temperature and vehicle loads. Mechanical response differences in elasticity, plasticity, and interfacial contact were analyzed. Results indicated that the combination configurations are considered the optimal placement design due to their lower normal stress, shear stress, Mises stress, and interfacial contact stress. Conversely, overband configurations increased the sealant’s vertical normal stress, while the reservoir and flush-fill configurations led to increased interfacial shear and contact stress.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613274</guid>
    </item>
    <item>
      <title>Implementing Effective Sealing Techniques with Recommended Products to Mitigate Bridge Deck Cracking Effects</title>
      <link>https://trid.trb.org/View/2652145</link>
      <description><![CDATA[Bridges are susceptible to diverse forms of cracking attributed to a multitude of factors, including traffic loads, temperature fluctuations, moisture, and chemical exposure. This study addresses the pivotal challenge of bridge deck cracking through a systematic examination, delineating various types of cracks, and highlighting the significance of crack inspection and classification for efficient remediation planning. The study concentrates on the selection of suitable sealants, considering regional variations. It explores remediation strategies, presenting a range of options based on the National Bridge Inventory assessments, deck conditions, and crack attributes. Furthermore, the study categorizes sealant products, advocating for comprehensive decision-making that balances immediate project expenditures with ongoing maintenance costs. Functioning as an invaluable tool, this study empowers decision-makers with insights and methodologies to optimize resource allocation, fortify bridge deck durability, and refine maintenance protocols.]]></description>
      <pubDate>Tue, 17 Feb 2026 10:30:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652145</guid>
    </item>
    <item>
      <title>Reliability of Rubber Grommets by Stochastic Analysis of Geometric Tolerances</title>
      <link>https://trid.trb.org/View/2663478</link>
      <description><![CDATA[Manufacturing tolerances play a critical role in the quality and functionality of components, particularly those made from rubber. Even slight deviations in dimensions can cause significant issues such as improper fit and reduced performance, leading to increased costs and project delays. This is especially true for rubber grommets, which are nonlinear elastic components commonly used as sealants, gaskets, and insulation covers in automotive and industrial applications. Typically manufactured from EPDM rubber with varying Shore hardness, grommets must maintain precise geometry to ensure sealing integrity and protect adjacent parts. Dimensional inaccuracies can result in failures such as buckling or misalignment, compromising both functionality and durability.This study proposes a digital simulation methodology for early-stage evaluation of grommet robustness, reducing reliance on physical prototypes. Using a stochastic design of experiments (DOE) approach, the influence of critical geometric parameters on grommet performance is assessed under variable manufacturing conditions.Buckling, identified as the primary failure mode, along with other functional metrics, is analyzed across a spectrum of dimensional tolerances. These insights support more efficient design workflows and enhance the robustness of rubber grommets in real-world applications.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663478</guid>
    </item>
    <item>
      <title>Application of sealants in pavement crack and joint sealing</title>
      <link>https://trid.trb.org/View/2643702</link>
      <description><![CDATA[Sealant is widely recognized as a cost-effective solution for pavement crack and joint sealing. However, the application of sealant requires consideration of material properties and environmental conditions. This paper reviews various sealants used in pavement maintenance, focusing on the composition, preparation, and properties of asphalt-based and polymer-based sealants. Owing to the favorable mechanical properties, epoxy resins, polyurethanes, and silicones can not only serve as modifiers in modified asphalt but also function independently as sealants. The review compares traditional sealing construction methods, and highlights the benefits of automated techniques that improve safety and efficiency. However, automated technology still has the potential to achieve superior performance and lower costs. The study also examines sealant failures, identifying adhesion and cohesion failures as the primary modes, and compares the temperature sensitivity of cohesive strength and adhesive strength. Effective sealants must demonstrate flexibility and resistance to cracking. Generally, asphalt-based sealants show better stress relaxation compared to silicone sealants, particularly at lower temperatures. Additionally, anti-aging and waterproofing properties are critical considerations, with asphalt-based sealants generally offering superior waterproof performance but becoming harder and more brittle over time. This review provides practical guidance for selecting pavement sealants by considering material properties, environmental conditions, and specific project needs.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:01:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643702</guid>
    </item>
    <item>
      <title>Field Performance Evaluation of Crafco 'Roadsaver' Self-leveling Sealant</title>
      <link>https://trid.trb.org/View/2635939</link>
      <description><![CDATA[On July 24, 1995, joints in a 61 m (200 ft) test section on project STP-324(78) were sealed with Crafco Roadsaver. Crafco Roadsaver is a self-leveling silicone sealant. Joints in the remainder of the project were sealed with an approved self-leveling sealant. A 61 m (200 ft) control section, with joints sealed with the approved sealant, was selected for comparison. According to contractor's employees who applied the sealant, there was no noticeable difference in the difficulty of application between the two sealants. The Crafco Roadsaver sealant appeared to have good adhesion to the sides of the joints. Bubbles formed in the Crafco Roadsaver sealant over most (approximately 60%) of the test section but were later found to be only a surface problem. Both the test and control sections were monitored over a three-year evaluation period. Both sealants performed well and had no failures during the evaluation period. The conclusion of this author is that no reason can be found for the specifications for use of self-leveling silicone sealants not to be rewritten to include Crafco Roadsaver Sealant.]]></description>
      <pubDate>Tue, 20 Jan 2026 09:42:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635939</guid>
    </item>
    <item>
      <title>Silane Penetrating Waterproof Sealers</title>
      <link>https://trid.trb.org/View/2634006</link>
      <description><![CDATA[The Oklahoma Department of Transportation has been applying silane penetrating water sealers since the late 1970's to prevent the intrusion of chloride contaminated water in bridge decks. This contaminated moisture causes severe corrosion in reinforcing steel and costly damage to the bridge deck. To determine how silanes perform in the field, Research, Development and Technology Transfer established an evaluation plan. The primary objectives of this study were to monitor the chloride ion content and corrosion activity in the top mat of reinforcing steel and to evaluate the performance of Portland cement penetrating sealers over five years. Ten bridges treated with silanes were selected for this study along with one untreated bridge. This report discusses the findings as they pertain to these objectives. Tests were performed to assess the physical characteristics of the bridge deck over time and ascertain the presence of silanes years after application. In order to obtain a true picture of the performance of water penetrating silanes over time, it is necessary to have initial data. There was little initial information recorded at the onset of this evaluation. In short, absence of initial conditions makes it difficult to evaluate the long term performance of silane penetrating sealers. Since the time of this evaluation, modifications have been made to the specifications and conditions by which silanes may be applied to bridge decks. Continued monitoring of these bridge decks without critical initial information will not yield more reliable results or information that will be applicable to bridges currently treated with silanes.]]></description>
      <pubDate>Sat, 03 Jan 2026 10:54:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2634006</guid>
    </item>
    <item>
      <title>Experimental Joint Sealants for Hot Mix Asphalt Pavements and Overlays</title>
      <link>https://trid.trb.org/View/2617991</link>
      <description><![CDATA[Longitudinal joints in the construction of hot mix asphalt pavements and overlays are a source of failure for the long-term performance of the pavement or overlay. Reduced density and increased permeability to surface water along the longitudinal joint lead to deterioration such as cracking, raveling, and stripping. The challenge of constructing a longitudinal joint that will not deteriorate under environmental and loading conditions has confronted pavement designers and constructors for numerous years. Many concepts and materials have been developed to address the deterioration of longitudinal joints in hot mix asphalt pavements and overlays. Notched wedge joints, the Michigan step joint, and many others, as well as variations in rolling patterns, have been developed to improve density at the joint. Joint tapes, liquid bituminous adhesives, and other products have been developed to seal the joint itself. In addition to these products, bituminous sealants have now been developed to address the issue of permeability at the longitudinal joint and surrounding area. Illinois experimented with the use of bituminous sealants on four projects in the fall of 2003. Two projects were constructed on interstate routes, and the remaining two projects were constructed on Illinois primary routes. Two products were used as part of the evaluation; however, both products were not used on each project. The two products include “J-Band® ” by Heritage Research Group, and “QuickSeam® ” by Hendy Products Inc.. This report will cover the construction and initial testing for all four projects. In addition, the material costs and future research objectives will be discussed.]]></description>
      <pubDate>Sat, 27 Dec 2025 16:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617991</guid>
    </item>
    <item>
      <title>Evaluation of Longitudinal Joint Sealant in Illinois</title>
      <link>https://trid.trb.org/View/2617992</link>
      <description><![CDATA[Longitudinal joint deterioration of hot mix asphalt pavement is often caused by low joint density that allows the infiltration of water and air into the pavement. The problem is not confined to the joint interface. Low density is typically found several inches from the joint on both the unconfined and confined edges. Previous joint seals have been applied to the joint interface, but this does not address the low density of the joint area. This report summarizes five field trials of two products, the Emulsicoat Jband and the Quik Pave Products QuikSeam. Both products extended between 6 to 9 inches on both sides of the joint in order to address the entire low-density area. Both products are a solid prior to covering with the Hot Mix Asphalt (HMA) surface course. The heat of the HMA surface course softens the joint sealant. The pressure from compacting with a vibratory roller causes the joint sealant to migrate upward into the surface course air voids. The result is a joint area that prevents water and air infiltration into the lower pavement lifts and that significantly decreases infiltration within the HMA surface course. Effectiveness of the products was determined by using a field permeameter and visually monitoring joint sealant migration in cores. Results of these tests are included with the report. The results of the field trials show that both products significantly decreased joint permeability. Different trials were used to evaluate formulation changes to increase migration levels. The Jband and QuikSeam formulations evaluated in the fifth trial migrated respectively to within 0.5 and 0.625 inch of the top of the HMA surface course. Results and observations from the five field trials are included in this report. The report also includes a detail of the lab procedure that was used to minimize the number of field trials.]]></description>
      <pubDate>Sat, 27 Dec 2025 16:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617992</guid>
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