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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7U2xhYnMmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtTbGFicyZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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>
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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>Damage Mechanism Investigation of a Prestressed Concrete Girder Considering the Strengthening Effect of Bridge Deck Pavement</title>
      <link>https://trid.trb.org/View/2625824</link>
      <description><![CDATA[Understanding the damage mechanism and destructive behavior of concrete girders is crucial for ensuring bridge safety. When designing bridges, the bridge deck pavement is often regarded as secondary dead load, and the combined effect between it and main girder is overlooked. However, during the service of bridges, the combined effect contributes to enhancing the flexural strength of the main girder objectively, which cannot be ignored during safety assessment of bridges or it may lead to inaccurate assessment and potential risks. In this study, the four-point flexural failure experiment and failure simulations of a decommissioned prestressed concrete girder were conducted to investigate the damage mechanism of concrete girders with a deck pavement. The bond strength model, describing bond and slip effect between the concrete girder and deck pavement, was updated based on the measured concrete roughness via high-precision three-dimensional (3D) scanning. The failure mode, deflection, strain, and crack development of the investigated girder, which were obtained from the experiments and simulations, revealed that the deck pavement significantly enhanced elastic stiffness by 27.7%, cracking load by 16.4%, and ultimate flexural strength by 9.0%. The established finite-element and bond strength models may provide a reference for the future damage mechanism evaluation and safety assessment of similar bridges.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625824</guid>
    </item>
    <item>
      <title>Mechanical responses of concrete bridge deck pavements with viscoelastic asphalt layers under multi-axle rolling tire loads</title>
      <link>https://trid.trb.org/View/2752662</link>
      <description><![CDATA[Concrete bridge deck pavements with viscoelastic asphalt layers are subjected to coupled mechanical actions induced by rolling tire loads and bridge structural bending. This study develops a three-dimensional numerical framework to investigate their mechanical responses under multi-axle rolling tire loads. The viscoelastic behavior of the asphalt layers is represented using the VENoL constitutive model calibrated from laboratory dynamic modulus tests, while traffic loading is simulated by a four-axle truck with eight rolling tire contact patches. Four representative indicators characterize the pavement surface strain, the longitudinal strain at the asphalt base bottom, the tensile stress at the concrete deck top, and the longitudinal strain at the beam bottom. The results show a clear bending-dominated response pattern, in which the beam-bottom longitudinal strain is the most sensitive indicator of global structural deformation. Parametric analyses indicate that tire load magnitude has the strongest influence on response amplitude, whereas concrete stiffness, asphalt stiffness, and rolling speed have less pronounced effects. The proposed framework provides a mechanistically interpretable basis for evaluating the structural safety and durability of concrete bridge deck pavement systems under rolling traffic loading.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752662</guid>
    </item>
    <item>
      <title>Experimental and numerical investigation of fatigue-damage evolution in SMA and AC mixtures based on S-VECD and phenomenological modeling</title>
      <link>https://trid.trb.org/View/2733760</link>
      <description><![CDATA[In this work, dynamic-modulus and uniaxial, tensile fatigue tests are conducted on asphalt concrete-13 (AC-13) and stone mastic asphalt-13 (SMA-13) asphalt mixtures commonly used in bridge-deck pavements. The fatigue-damage evolution is analyzed using the simplified viscoelastic continuum damage (S-VECD) theory and a phenomenological approach. The Williams–Landel–Ferry principle is applied to construct the master curves of dynamic modulus and phase angle, and the C–S damage characteristic curve (C: pseudo-secant modulus and S:internal state variable), failure-criterion parameter DR, and apparent damage capacity (Sapp) are determined. The results reveal that SMA-13 exhibits a high dynamic modulus and low phase angle across the entire temperature–frequency domain. Its C–S curve consistently lies above that of AC-13, indicating stronger damage resistance and better fatigue performance. Based on these findings, a strain-driven phenomenological fatigue-damage model is developed and implemented in a finite-element framework, to couple the pavement-stiffness degradation with the structural response. Numerical results indicate that the principal tensile strain at the top of the bridge-deck pavement layer is significantly larger than that at the bottom, with damage showing pronounced localization. In addition, higher temperatures markedly accelerate damage evolution. Further analyses under different equivalent loading cycles reveal the influence of pavement-stiffness degradation on the stress amplitude of critical weld details in the underlying steel bridge-deck plate.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2733760</guid>
    </item>
    <item>
      <title>Use of Vertical Electrical Impedance Measurements for Estimating Vertical Crack Depth in Reinforced Concrete</title>
      <link>https://trid.trb.org/View/2714241</link>
      <description><![CDATA[Nondestructive testing using advanced tools is critical for assessing the condition of civil infrastructure. For concrete bridge decks, vertical electrical impedance (VEI) testing is a nondestructive testing technique that quantifies the quality of protection against chloride ion ingress provided to steel reinforcement. This work advances the use of VEI testing by offering an analytical, invertible model based on a cylindrical dipole approximation for interpreting VEI measurements of cracked concrete bridge decks. The model specifically predicts vertical crack depth from VEI measurements. The model is validated with numerical simulations and laboratory and field experiments.]]></description>
      <pubDate>Tue, 01 Sep 2026 09:10:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714241</guid>
    </item>
    <item>
      <title>A comprehensive review of cold-mixed epoxy asphalt: Strength formation mechanisms, binder properties, and performance evaluation of mixtures</title>
      <link>https://trid.trb.org/View/2703301</link>
      <description><![CDATA[Cold-mixed epoxy asphalt (CMEA) has been recognized as a promising binder system for high-performance pavements, particularly in steel bridge deck surfacing and heavy traffic roads. It can be applied at ambient temperature, reducing energy consumption. In engineering practice, solvent-free epoxy asphalt (EA) is commonly used for steel bridge decks due to its superior mechanical properties and resistance to high-stress conditions. Waterborne epoxy asphalt (WEA), primarily asphalt-dominated, exhibits good low-temperature adaptability but often suffers from insufficient mechanical performance, limiting its use in high-performance pavements. Solvent-based EA is rarely selected due to sensitivity to volatilization and environmental conditions. A systematic comparison of WEA, solvent-based EA, and solvent-free EA highlights differences in strength development mechanisms, binder properties, and mixture performance. Curing of CMEA is governed by water evaporation, solvent evaporation, or chemical crosslinking between epoxy resin (ER) and curing agents. Among these systems, solvent-free EA generally offers better construction stability and long-term durability, making it more suitable for demanding service environments. However, the lack of standardized methods for rheological assessment and curing characterization may lead to inconsistent performance evaluations. Future research should focus on long-term aging and damage mechanisms of EA and the development of environmentally friendly, low-volatility systems. A comprehensive life-cycle performance evaluation framework should also be established to support the sustainable application of CMEA.]]></description>
      <pubDate>Tue, 01 Sep 2026 09:09:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703301</guid>
    </item>
    <item>
      <title>Confidence-Regression-based Fatigue Crack Path Recognition Method for Orthotropic Steel Decks</title>
      <link>https://trid.trb.org/View/2702952</link>
      <description><![CDATA[Due to their long, sparse, and curve-like characteristics, semantic segmentation–based methods struggle to preserve the geometric continuity and topological structure of crack propagation paths. This study proposes a crack-path recognition framework that formulates crack-path recognition as a confidence heatmap regression problem. Instead of delineating crack regions at the pixel level, the proposed approach directly models crack paths as continuous geometric entities, enabling extraction of crack paths under complex background. To support this formulation, a task-adapted crack-path dataset is constructed, in which crack annotations are represented as centerline-based confidence heatmaps rather than binary segmentation masks. Meanwhile, to address the requirements of multi-scale feature representation and path information preservation in this task, two feature enhancement modules are designed. These modules strengthen path-related responses while suppressing background interference during feature extraction and fusion. Experimental results demonstrate that, compared with segmentation-based crack path detection methods, the proposed method reduces path recognition error and inference time by approximately 50%. Multi-angle imaging further confirms the robustness of the proposed method under complex field conditions. When the data are integrated into a digital twin system, cracks can be automatically displayed on the virtual model.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702952</guid>
    </item>
    <item>
      <title>Experimental comparison of crack resistance for different high-performance fiber-reinforced concrete pavements reinforced with glass fiber-reinforced polymer bars on steel bridge decks</title>
      <link>https://trid.trb.org/View/2696250</link>
      <description><![CDATA[This study experimentally investigated the flexural response and cracking behavior of pavement reinforced with Glass Fiber-Reinforced Polymer (GFRP) bars in negative-moment regions of orthotropic steel decks. Two representative High-Performance Fiber-Reinforced Concrete (HPFRCs), Engineered Cementitious Concrete (ECC) and Ultra-High-Performance Concrete (UHPC), were selected to examine how matrix characteristics influence cracking development, with normal concrete (NC) as a reference. The load–deflection response, crack evolution, strain development and interface slip were recorded and analyzed. The results indicate that both ECC and UHPC overlays show improved cracking control and higher peak load levels compared with NC. ECC tends to promote more distributed cracking and smaller crack widths, whereas UHPC provides higher stiffness and a higher peak load level. For the ECC specimens, the peak load increased by 37.3% and the maximum crack width was reduced compared with the reference specimens. Based on the measured strain responses and the stabilized multiple-cracking behavior of ECC, a strain-based sectional analysis was applied to estimate the flexural capacity of ECC pavements and verified against the experimental results. Overall, GFRP-HPFRC, especially ECC can improve the flexural capacity and crack control performance within the scope of this study, providing quantitative references for the selection of steel bridge deck materials and structural optimization.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696250</guid>
    </item>
    <item>
      <title>Evaluating cracking behaviours in precast prestressed alkali-activated concrete (AAC) bridge decks using ultrasonics-based damage indicators</title>
      <link>https://trid.trb.org/View/2696298</link>
      <description><![CDATA[Alkali-activated concrete (AAC) is a sustainable alternative to ordinary Portland cement concrete, but its large-scale structural performance remains insufficiently understood, particularly in terms of long-term durability. To ensure safe application, continuous monitoring of AAC structures is essential. This paper develops and validates ultrasonic-based damage indicators (DIs) intended to support future lifetime monitoring of precast AAC bridge members. Full-scale laboratory tests were performed on two prestressed AAC beams and a solid slab consisting of three beams with embedded piezoelectric sensors. Active ultrasonic measurements collected throughout loading were processed to derive two DIs: (1) reduction in waveform coherency using direct wave interferometry to indicate crack initiation, and (2) relative wave velocity obtained from an arrival-time picker to track crack propagation. The waveform coherency-based DI consistently identified the onset of cracking at or even before the first visible cracks appeared in digital image correlation (DIC) images, while the velocity-based DI provided a qualitative measure of crack propagation and orientation. Both indicators responded sensitively once degradation developed, enabling early warning of structural deterioration. The validated DIs are intended to inform the development of a lifetime monitoring scheme on a pilot precast AAC bridge on a Dutch national road. This study also provides a practical pathway toward risk-informed operation and broader adoption of AAC in bridge applications.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696298</guid>
    </item>
    <item>
      <title>Crack propagation suppression and fatigue life extension of orthotropic steel bridge decks strengthened with NiTi-SMA plates</title>
      <link>https://trid.trb.org/View/2697993</link>
      <description><![CDATA[Fatigue cracks are a primary defect in orthotropic steel decks (OSDs). Shape memory alloy (SMA) active reinforcement enables non-destructive and precise repair of such cracks, significantly enhancing the fatigue performance of steel components. This study focuses on fatigue cracks at U-rib welds in OSDs. Through-thickness cracks were prefabricated at the bottom and arc region of U-rib butt welds. These cracks were actively strengthened with nickel-titanium (NiTi)-SMA plates before fatigue testing. Results reveal that: (1) Digital image correlation (DIC) measurements confirm that the recovery stress generated by NiTi-SMA activation induces a significant compressive stress field at the crack tip; (2) Compared with unstrengthened specimens, the fatigue life of strengthened specimens with bottom cracks and arc region cracks increased by 10.40 times and 11.55 times, respectively; (3) Crack growth length-fatigue life (a-N) curves were established, and the effective stress intensity factor (SIF) at the crack tip was determined via Paris-Law analysis, demonstrating that NiTi-SMA recovery stress markedly reduces SIF; (4) Non-debonding fatigue life accounted for 74% and 80% of the total fatigue life in strengthened specimens for the two crack types, respectively, indicating excellent interfacial durability. This study confirms that NiTi-SMA prestressed reinforcement effectively inhibits fatigue crack propagation and substantially extends the fatigue life of OSDs, providing a reliable technical reference for fatigue crack repair in steel structures.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697993</guid>
    </item>
    <item>
      <title>Post-combined prestressed continuous composite bridge deck for mitigating concrete cracking: Experiment, numerical simulation, and theoretical analysis</title>
      <link>https://trid.trb.org/View/2700645</link>
      <description><![CDATA[Concrete cracking in the negative bending moment region limits the durability of continuous steel–concrete composite girders. In conventional prestressing, a considerable portion of the prestress is carried by the steel girder, resulting in low prestress utilization in the concrete slab. To improve efficiency, a post-combined prestressing method is proposed, in which prestress is applied to the concrete slab before activation of shear connectors. Experimental tests, finite element analysis, and theoretical modelling are conducted to evaluate the method. Compared with conventional prestressing, crack resistance in the negative moment region increases by 21.2%, and prestress transfer efficiency to the slab reaches 87.2%. Parametric analysis indicates that connector stiffness plays a key role in balancing prestress efficiency and shear performance. A segmented stiffness model with a correction factor is developed to predict stiffness and deflection. The results demonstrate that the proposed method improves crack control while maintaining structural integrity and constructability. The study provides a practical approach for enhancing the service performance of continuous composite girders.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2700645</guid>
    </item>
    <item>
      <title>Silane Bridge Deck Rating</title>
      <link>https://trid.trb.org/View/2754286</link>
      <description><![CDATA[Bridge decks are among the most vulnerable components of bridge structures due to the combined effects of multiple deterioration mechanisms, including traffic-induced abrasion, repeated freeze-thaw cycling, and chloride ingress. Surface impregnation using silane sealers has proven to be an effective method for mitigating concrete deterioration in bridge decks. In this study, the performance of various silane sealers and silane-nanoclay composite systems was extensively evaluated to assess their ability to protect bridge decks against deterioration mechanisms such as freeze-thaw cycling, capillary absorption, chloride ingress, and surface scaling. In addition, the service life of silane and silane-nanoclay composite systems was estimated. A field evaluation was conducted on bridge decks that had been in service for approximately 8 years. The evaluation included measurements of depth of penetration, static contact angle, chloride ingress, and rate of absorption. The results demonstrate that silane treatments represent a viable option for protecting bridge decks against deterioration. However, silane-nanoclay composites exhibited increased chloride ingress under aggressive exposure conditions and greater surface scaling under exposure to deicing chemicals. The field investigation demonstrated a wide range of performance among the bridge decks evaluated. Nevertheless, following early-age applications, silane treatments can be successfully reapplied at intervals of approximately 5 years to maintain long-term protective performance.]]></description>
      <pubDate>Thu, 27 Aug 2026 13:46:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2754286</guid>
    </item>
    <item>
      <title>Investigating the Structural Impact of Delamination in Precast Concrete Panel Decks</title>
      <link>https://trid.trb.org/View/2768424</link>
      <description><![CDATA[Precast concrete panel (PCP) deck systems are the primary method for bridge deck construction in Texas. While these systems are designed to act compositely with a cast-in-place (CIP) concrete topping, recent field inspections and Ground Penetrating Radar (GPR) evaluations have identified widespread delamination at the PCP-CIP concrete interface. This bond degradation challenges the fundamental design assumption of monolithic behavior, which may lead to issues such as compromised punching shear capacity, reduced rigidity, increased deflection, water penetration, and potentially shortened service life. But the Texas Department of Transportation (TxDOT) currently lacks the data-driven, quantitative criteria necessary to evaluate the structural and serviceability implications of such distress. This research project addresses this critical knowledge gap by investigating how varying extents of delamination influence the bridge deck's serviceability, load-carrying capacity, fatigue resistance, and overall durability.]]></description>
      <pubDate>Thu, 27 Aug 2026 11:21:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768424</guid>
    </item>
    <item>
      <title>Influence of Nanomaterials-Based Admixtures and Polymeric Microspheres on Entrained Air Void System and Freeze-Thaw (F/T) Resistance of Concrete</title>
      <link>https://trid.trb.org/View/2752098</link>
      <description><![CDATA[This study investigated the feasibility of using colloidal nanosilica (nS) as microstructure modifier and polymeric microspheres (MS) as alternative air-entrainment systems for Indiana Department of Transportation (INDOT) bridge deck concrete. These admixtures have gained interest due to their potential to modify the air-void system, enhance freeze-thaw (F/T) resistance, reduce permeability, and improve early-age performance. However, their field applicability depends on understanding their sensitivity to mixture composition, type of batching process, consolidation practices, and water-to-cement (w/c) ratio. The objectives of this research were to: (1) conduct field trials incorporating nS and MS and evaluate both fresh and hardened properties, (2) compare air-void characteristics and F/T performance between field and a companion laboratory mixtures, (3) evaluate the influence of mixing method, compaction effort, and type of batching process on mechanical and durability properties, and (4) quantify the effect of w/c ratio on nS mixtures, including the extent of calcium hydroxide (CH) reduction in paste systems. Results showed that MS significantly altered the air-void system. Slurry-based MS provided enhanced strength, and reduced secondary rate of water absorption, although F/T performance was highly dependent on MS dispersion and consolidation quality. In laboratory mixtures nanosilica increased water-reducing admixture demand and reduced hardened air content, relative to fresh measurements (no water reducing admixtures were used in field concretes). At the same time, it also produced finer air-void systems (with lower spacing factors), resulting in improved F/T resistance even at reduced total air contents. MS mixtures achieved mechanical properties comparable to or exceeding reference mixtures, while mixes with no nanosilica (nS) showed limited strength benefits. Durability testing indicated reduced secondary absorption and limited chloride ingress (but mostly at greater depths from the surface) for MS mixtures, whereas mixtures containing both ns and MS underperformed with respect to F/T resistance. Paste testing confirmed that using nS resulted only in minor reduction of the CH levels, across all ages and w/c ratios. The observed reductions were substantially lower than those observed in case of using Class C fly ash.]]></description>
      <pubDate>Mon, 24 Aug 2026 08:44:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752098</guid>
    </item>
    <item>
      <title>Numerical simulation of the effect of thermal stresses on composite bridge decks</title>
      <link>https://trid.trb.org/View/2742424</link>
      <description><![CDATA[Composite concrete-steel bridge decks experience higher thermally induced stresses than homogenous decks leading to significant damage to the concrete and eventual corrosion of the reinforcement. Designers usually utilise simplified generic thermal profiles prescribed by codes to predict future thermal stresses. In this study, a modified thermal profile is proposed for composite bridge decks in geographic regions exposed to severe climate conditions. The profile is derived from a 3D finite element model that uses actual environmental loads and boundary conditions for a designated geographical area to model the transient heat transfer in typical case studies of bridge sections. Two types of bridge decks are investigated, with and without pre-existing construction cracks. Results indicate that the vertical thermal gradient is mainly non-linear as opposed to the AASHTO (American Association of State Highway and Transportation Officials) models. This nonlinear temperature gradient results in a nonlinear strain component and significant interior stresses which is critical for the design process. Pre-service deck cracks have a significant impact on both the longitudinal and vertical thermal profiles. Pre-service concrete deck cracks resulted in a reduction in the concrete thermal tensile stresses by up to 17.6% and yet are still significant in comparison to service load stresses and account for about 50% of the tensile strength.]]></description>
      <pubDate>Mon, 24 Aug 2026 08:44:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742424</guid>
    </item>
    <item>
      <title>Feasibility Analysis of Synchronous Paving of Epoxy Resin Tack Coat and Mixture in Steel Bridge Deck Pavement</title>
      <link>https://trid.trb.org/View/2761516</link>
      <description><![CDATA[Aiming at the prominent engineering drawbacks of epoxy resin bonding layers on steel bridge decks—namely the narrow construction window, excessive curing triggered by paving delays due to rainfall, and the subsequent interlayer bonding failure as well as schedule and economic losses—this paper innovatively proposes a synchronous paving technology combining epoxy resin tack coat and EA-10 epoxy asphalt mixture, whose technical feasibility is verified via laboratory tests. Dumbbell-shaped specimens are adopted for tensile tests to compare the mechanical properties of tack-free and non-tack-free epoxy resins after exposure to high temperatures of 170 and 180°C. Steel plate-mixture composite specimens are fabricated, and pull-off and shear tests are conducted at 23 and 60°C to evaluate interlayer bonding performance and shear resistance. The test results indicate that the mechanical properties of non-tack-free epoxy resin only slightly degrade under high temperatures, with its core bonding function fully retained. Compared with the conventional tack-free construction method, the interlayer pull-off strength of specimens fabricated by the synchronous paving process decreases by merely approximately 1.1%, and all fracture surfaces lie inside the mixture, demonstrating favorable interlayer integration. Increasing the epoxy dosage to 0.8 kg/m² improves the bearing capacity against shear displacement without causing remarkable variation in shear strength. This research provides experimental support for optimizing the construction technology of steel bridge deck pavement, effectively shortening construction periods and mitigating restrictions imposed by climatic conditions. It boasts promising application prospects in long-span steel bridge projects.]]></description>
      <pubDate>Fri, 21 Aug 2026 13:34:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761516</guid>
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