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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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    <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>Load transfer mechanisms of pile-supported foundation reinforced with soilbags raft cushion under static and cyclic loading: Insights from DEM modelling</title>
      <link>https://trid.trb.org/View/2697791</link>
      <description><![CDATA[Pile-supported foundations reinforced with a soilbags raft cushion exhibit load transfer behaviors that are governed by contact-scale force redirection and fabric evolution within the granular layer; however, these micromechanical mechanisms cannot be directly resolved from physical model tests. In this study, a two-dimensional discrete element method (DEM) model is developed and calibrated against plane-strain model tests, and a contact-angle-based framework is introduced to quantify principal stress orientation and fabric anisotropy at the particle scale. By jointly considering the angular distribution of normal contact forces and the population of contact orientations, the principal direction and anisotropy of normal contact forces are obtained through fitting, enabling a direct characterization of stress redirection within the granular assembly. The validated model is applied to three loading scenarios, including pile-soil relative displacement, monotonic surface surcharge, and cyclic surface loading. Results indicate that the soilbags raft cushion promotes earlier formation of a stable load-transfer configuration under pile-soil displacement and significantly reduces fabric anisotropy within the stress adjustment zone. Under monotonic surcharge, the reinforced foundation maintains higher load transfer efficiency over a wider pressure range by delaying the deterioration of arching-mediated transmission. Under cyclic loading, force transmission adjusts rapidly in the first few cycles and then approaches a repeatable state; the evolution of the fitted principal direction and anisotropy captures this transition and clarifies the respective roles of strong and weak force chains. The proposed characterization establishes a quantitative link between particle-scale force transmission and macroscopic load transfer behavior, providing quantitative insight for the design and performance evaluation of soilbag-reinforced pile-supported foundations in transportation infrastructure.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:35:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697791</guid>
    </item>
    <item>
      <title>Deformation behavior and mechanisms of geosynthetic reinforced soil corner slopes</title>
      <link>https://trid.trb.org/View/2690896</link>
      <description><![CDATA[This study investigates the complex deformation behavior of geosynthetic reinforced soil (GRS) corner slopes, a critical yet vulnerable element in transportation infrastructure (e.g., highway embankments and flexible abutments), under static loading through integrated experimental and numerical analysis. The research aims to elucidate the unique failure mechanisms and three-dimensional effects inherent in such corner configurations, which are critically important yet not fully addressed in current design practices. Utilizing 3D models constructed with sand backfill, geogrid reinforcement, and non-woven geotextile facing, the backfill was characterized by a hyperbolic stress–strain model and the Mohr-Coulomb failure criterion. Results demonstrate that the slope corner introduces a significant three-dimensional effect, manifesting as a dual role: it provides beneficial passive confinement in the central region but concurrently leads to an uneven displacement distribution and pronounced concentration at the boundaries. The deformation process evolves through four distinct stages: gestation, initial deformation, rapid deformation, and full failure. The failure mechanism progresses from a shallow circular shear zone to a Y-shaped shear surface, ultimately stabilizing as a deep arc-shaped slip surface. A parametric study further demonstrates that a lower soil friction angle and a footing location closer to the facing markedly exacerbate uneven deformations and the three-dimensional distribution characteristics of the displacement field. Conversely, the study concludes that the incorporation of secondary reinforcement is a highly effective measure for mitigating deformations in GRS corner slopes. These findings provide novel insights into the improved design and stability assessment of corner slopes in transportation infrastructure.]]></description>
      <pubDate>Thu, 16 Jul 2026 09:10:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690896</guid>
    </item>
    <item>
      <title>Responses of Shallowly Buried Flexible Pipes under Static Live Loads</title>
      <link>https://trid.trb.org/View/2685687</link>
      <description><![CDATA[A large number of flexible pipeline structures exist under roadways. When the cover thickness over the pipeline is limited, effects of live loads can be more pronounced on the structure, especially when a relatively heavy vehicle is moving at low speeds or comes to stop over it. There is a need to address the topic of this paper because only a small number of publications made about buried flexible pipes have paid attention to their performances under static live loads. In this paper, first a few published field tests are examined to find out how shallowly buried flexible pipes respond differently to live loads than to the dead loads. In the second part of the paper, new equations are derived so that the deflection responses of a shallowly installed flexible pipe can be estimated under a static live load. The new equations fill a gap that currently exists in the AASHTO LRFD Bridge Design Specifications. The new deflection equations produced mixed results when their estimates were compared to the field test pipe deflection measurements reported in the literature. This may be partially because of the way the loading tests were carried out in the field. The new equations point out the importance of having a stiff layer above the pipe when the cover thickness is very limited.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685687</guid>
    </item>
    <item>
      <title>Flexural performance of a new transverse joint in hot-rolled steel section-UHPC composite deck under static and fatigue loads</title>
      <link>https://trid.trb.org/View/2674486</link>
      <description><![CDATA[To fundamentally address the challenges of fatigue cracking in steel structures and frequent pavement damage on orthotropic steel deck (OSD), a welding-free orthotropic composite deck system—the hot-rolled steel section–ultra-high performance concrete (UHPC) composite deck (HUCD) was proposed. This paper presents a new joint structure for this composite deck system. The joint is designed in a T-shape, with the ends of the precast deck segments featuring layered UHPC and UHPC diaphragm. The hot-rolled steel section ends are cut in a staggered pattern and fully encased in UHPC within the joint zone, while the reinforcement ratio is appropriately increased. These measures significantly enhance the crack resistance of the joint, eliminate the need for additional on-site formwork, and ensure both construction efficiency and safety. The flexural performance of the composite deck with this joint was investigated under static and fatigue loads. Test results indicate that: Under static load, the main crack initiated at the joint interface and led to full-section fracture. The ultimate load-bearing capacity reached 455.3 kN, equivalent to a bending moment of 204.89 kN·m at the joint interface. When the width of main crack reach 0.15 mm, the tensile stress of UHPC calculated based on basic mechanics concepts and sectional mechanics assumptions is 9.31 MPa in the interface of joint. Under fatigue loading at 1.08 MPa for 2 million cycles, the crack width remained at 0.05 mm. After increasing the stress to 2.71 MPa for another 2 million cycles, the crack width increased by only 0.02 mm. Static tests after fatigue cycles showed no significant reduction in overall stiffness, and the residual load capacity decreased by merely 3.6 %. The safety factors for ultimate load capacity and static crack resistance were calculated as 7.88 and 4.93, respectively. Fatigue life evaluation confirmed that after 3.46 × 10⁷ cycles, the crack width in UHPC remained at 0.05 mm, indicating no compromise in durability. The proposed transverse joint exhibits excellent static and fatigue flexural performance, meeting the practical requirements of bridge engineering applications.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674486</guid>
    </item>
    <item>
      <title>System reliability-aided assessment of reinforced soil retaining wall stability under static loading using ELM and LSSVM models</title>
      <link>https://trid.trb.org/View/2673331</link>
      <description><![CDATA[This study integrates soft-computing models with a sequential compounding method (SCM) to evaluate component and system reliability of 10.0 m high reinforced soil (RS) retaining walls in static loading conditions. Random realizations of soil parameters were generated within defined bounds and used to assess five critical limit states sliding, overturning, bearing capacity, rupture, and adherence under three loading cases. Component reliability indices (β) and probabilities of failure (POF) were obtained using the first order second-moment (FOSM) method, after which SCM was applied to compute system-level reliability. Two predictive models, Extreme Learning Machine (ELM) and Least-Squares Support Vector Machine (LSSVM), were developed to estimate the factor of safety (FOS) for all modes. Model evaluation showed that LSSVM delivered superior predictive accuracy, achieving higher R2 (0.8613–1.000) and lower RMSE (0.0009–0.0105) than ELM across training and testing phases. Scatter plots further confirmed the stronger clustering of LSSVM predictions near the 1:1 line, indicating increased robustness and reduced variance. Reliability outcomes identified bearing capacity as the governing failure mode, with actual POF ranging from 10.31% to 14.03% (β = 1.08–1.26), while other modes exhibited negligible failure likelihood. System reliability indices (βsystem = 1.079–1.264) placed the RS wall within marginal to an unsatisfactory class, highlighting the need for system-level rather than component-level evaluation. Machine-learning-based reliability predictions reproduced deterministic trends, with LSSVM offering the most stable βsystem estimates (1.12–1.52). These results demonstrate the potential of LSSVM as a computationally efficient surrogate for probabilistic analysis of RS walls, especially when extensive simulations are impractical.]]></description>
      <pubDate>Mon, 18 May 2026 16:36:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673331</guid>
    </item>
    <item>
      <title>Experimental evaluation on bearing performance of tire cell-geogrid reinforced subgrades</title>
      <link>https://trid.trb.org/View/2670022</link>
      <description><![CDATA[This study presents an experimental investigation of the bearing performance and deformation behavior of tire cell and tire cell-geogrid reinforced subgrades under static loading. Three physical models were tested: an unreinforced subgrade, a tire cell reinforced subgrade, and a tire cell-geogrid reinforced subgrade. Instrumentation, including pressure cells and strain gauges, was carefully calibrated to ensure accurate measurement of vertical stresses and reinforcement strains. The experiments quantified the effects of reinforcement configuration on surface settlement, vertical stress distribution within the reinforced zone. Results show that tire cells substantially reduced surface settlement and redistributed vertical stresses beneath the loading plate, while the addition of a geogrid layer further enhanced stress spreading and structural stiffness. Geogrid tensile strains peaked near the load center and gradually decreased outward, indicating the tensile force of reinforcement mobilization. Overall, the tire cell-geogrid system provided a more uniform stress field and higher load-bearing stiffness compared with the unreinforced or tire cell-only models. The observed synergistic interaction between tire cells and the geogrid highlights the potential of tire cell-geogrid reinforcement approach for sustainable subgrade stabilization in transportation engineering.]]></description>
      <pubDate>Tue, 12 May 2026 09:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670022</guid>
    </item>
    <item>
      <title>Assessing the Structural Performance of Bolted Rail Joints Employing Various Fishplate Models via Finite Element Analysis</title>
      <link>https://trid.trb.org/View/2697861</link>
      <description><![CDATA[In railway tracks, fishplates are attached to each side of two rail ends and secured with four bolts, providing what is known as a bolted rail joint (BRJ). This rail joint is involved in complex interactions between multiple components under wheel loads, leading to stress and deformation of each component, potentially resulting in failures of the railway track. In this study, the different roles of selected fishplate models in the structural performance of a BRJ under static load are investigated using finite element analysis with ABAQUS CAE. Three fishplate models are examined: a thin cross-section, a thick cross-section, and a modified design. The first two models are currently used in rail transportation, while the novel modified version is designed to enhance the structural performance of BRJs. Preliminary results indicate that using the modified fishplate significantly reduces stress on the upper rail fillet and fishplate. Additionally, vertical displacement in both the rail and fishplate is diminished. These improvements are expected to increase the service life and reliability of BRJs, thereby contributing to safer and more cost-effective railway operations.]]></description>
      <pubDate>Sat, 02 May 2026 15:47:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697861</guid>
    </item>
    <item>
      <title>Systematic load tests for the preservation of railway masonry arch bridges – Experimental concept and insights from static loading</title>
      <link>https://trid.trb.org/View/2661945</link>
      <description><![CDATA[The preservation and continued use of historical arch bridges are of particular relevance, as they constitute a substantial proportion of the existing bridge stock in Germany and are of both infrastructural and cultural significance. To develop standardized methods for assessing these existing structures, a series of load tests has been carried out. This work establishes the requirements for selected bridges, validates the applied measurement concepts, and outlines the corresponding test design and procedures. As a result, the evaluation of static load positions demonstrates the remarkable robustness of these structures, characterized by an elastic load-bearing behavior under service loads and an effective distribution of loads across the entire cross-section, even in the presence of damage. Besides, a comparison of different structures reveals the significant influence of filling on the displacement behavior, whereas the impact of subsoil-structure interaction proves to be minor, even after long-term service. Furthermore, the results underscore conservative assumptions in current recalculations standards, particularly concerning the effective cross-section and the consideration of the spandrel walls in the structural assessment.]]></description>
      <pubDate>Thu, 30 Apr 2026 16:38:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661945</guid>
    </item>
    <item>
      <title>Experimental analysis of polymer-composite coated steel components under quasi-static loading</title>
      <link>https://trid.trb.org/View/2625497</link>
      <description><![CDATA[In recent years, there has been new interest in understanding the mechanical failures of the polymer-composites used for fairing the hull and the superstructure of large vessels. There aren’t any background studies looking into the failures of these thick coated structures and this study is attempting to bridge the gap in research by studying the monotonic flexural behaviour of these structures to investigate the reasons for its failures. The objective is to study the monotonic flexural behaviour of three popular particulate composite materials used as coatings on megayacht vessels and obtain an initial understanding of their behaviour and interaction with the steel substrate. The methods presented are both analytical and standard testing procedures for the examination of the flexural stress-strain response of the thick polymer-composite coated steel specimens. The results of this work suggest that different failure mechanisms have been observed in the three examined coating systems. It has been shown that the experimental data suggested no significant interaction between the steel and the polymer-composite material. The findings suggest that it is possible to enlarge the design space of the polymer-composite coatings by reducing the applied thickness of the materials. Results also have shown that the presence of voids cause reduction in strength by 20% and reduction in deformation by 30%. The study concluded to a two-step methodology involving analytical and experimental methods investigating the mechanical response of composite polymers applied on hull and superstructure substrates which is presented for the first time in this paper.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:59:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625497</guid>
    </item>
    <item>
      <title>Experimental Investigation on Performance of Plain Cement Concrete and Fiber Reinforced Concrete under Static and Blast Load Using Shocktube</title>
      <link>https://trid.trb.org/View/2651464</link>
      <description><![CDATA[The present study delineates the comparative performance of plain cement concrete (PCC) and fiber reinforced concrete (FRC) under static and blast loading conditions. Short basalt and steel fibers are used to prepare basalt fiber reinforced concrete (BFRC), steel fiber reinforced concrete (SFRC), and hybrid basalt–steel fiber reinforced concrete (BSFRC) with 0.5% fiber content in M50 grade concrete. The quasistatic properties of the mixes are evaluated through a uniaxial compressive strength test, splitting tensile strength test, and third point flexural test. Further, comprehensive shocktube experiments are carried out for the comparative assessment of performance of 30 and 50 mm thick PCC and FRC slabs under blast load. The dynamic response is measured using strain rosettes on the concrete surface for blast impulse in the range of 4.14–19.36 kPa-s. The improved performance of the concrete mix due to inclusion of fibers are observed in quasistatic and shocktube experiments. The improvement in ratio of tensile strength to compressive strength (ft/fc) is 21.31%, 15.75%, and 27.46% and in ratio of modulus of rupture to compressive strength (MoR/fc) is 23.81%, 19.25%, and 27.50% for BFRC, SFRC, and BSFRC respectively. The combined shear-flexural mode of failure for PCC and BSFRC slabs and flexural mode of failure for BFRC and SFRC slabs are demonstrated through the failure patterns on tensile and compressive surfaces of slabs. The performance of slabs is in the order of BSFRC>SFRC>BFRC>PCC under blast load as demonstrated through maximum strain, strain rate, and different failure modes of the concrete slabs.]]></description>
      <pubDate>Thu, 26 Mar 2026 17:03:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651464</guid>
    </item>
    <item>
      <title>Static Performance and Failure Mechanisms of a Rubber-Stiffened Steel Plates with Rapid-Hardening Concrete for Sustainable Bridge Expansion Joints Retrofitting</title>
      <link>https://trid.trb.org/View/2673205</link>
      <description><![CDATA[Given the vulnerabilities, complexity, and repair challenges associated with traditional bridge expansion joints, this study proposes a sustainable continuous deck structure utilizing rapid-hardening concrete and rubber-stiffened steel plates to eliminate conventional joints. To evaluate the static performance of this structure, compression test and finite element analysis are conducted. The results indicate that the primary failure mode of the continuous structure, composed of rubber-stiffened steel plate, is delamination between the steel plate and the rubber layer. As the load increases, the rubber layer deforms, causing cracks in the concrete at the bottom anchorage zone and ultimately leading to the rupture of the rubber layer. Under the static load of a standard vehicle, the continuous structure meets the required bearing capacity. For practical application, it is recommended that the stiffened steel plate thickness exceed 10mm to reduce stress and satisfy structural demands. Analysis of an actual bridge under moving loads shows that neither the stiffened steel plates nor the rubber layer reach their yield strength during the continuous construction of the abutment, ensuring the structure meets capacity requirements. The findings provide valuable insights for the design of jointless bridge structures.]]></description>
      <pubDate>Tue, 24 Mar 2026 16:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673205</guid>
    </item>
    <item>
      <title>Feasibility of Using Dynamic Load Test for Assessment of Bridge Load Carrying Capacity as an Alternative to Conventional Static Load Test: A Numerical Study</title>
      <link>https://trid.trb.org/View/2652191</link>
      <description><![CDATA[As per IRC:SP:51-2014, the conventional static load test requires a 72-hour traffic block. In the current scenario of high traffic demand, such prolonged closures are often difficult and in some cases become impractical. Hence, there is a pressing need to explore quicker alternatives to the conventional static load test. This study explores the feasibility of using dynamic characteristics of bridge as an alternative to conventional static load test for assessing the load carrying capacity of a real life bridge. A numerical model of a real life bridge was developed in MIDAS Civil 2024 V 1.1 and the experimental static load testing data was used in this study. A detailed methodology is proposed to determine the load carrying capacity of the bridge using the dynamic parameters. The experimental static deflection of the bridge (dₑ) and numerical natural frequency of the bridge (fₙ) were used for the calculation of the Dynamic Load Carrying Capacity (DLCC) of the bridge. However, due to deterioration of the bridge with its growing age, there is possibility of reduction in its structural integrity causing changes in its structural parameters namely, material property (E), boundary condition (B) and moment of inertial (I). Therefore, model updating was done to ensure that its structural parameters are similar to the onsite condition of the bridge by performing a parametric study based on E, B, and I. This was done to ensure that the DLCC comes in agreement with the experimental static load carrying capacity (SLCC) of the bridge. Based on the parametric study, a revised frequency (fₙ') is determined for the numerical model and the updated dynamic load carrying capacity (DLCC₁) is calculated using a deflection value (dₑ) and revised frequency value (fₙ') which is found similar to the SLCC. Thus, this study suggests a methodology to determine the flexural load carrying capacity of the bridge based on the numerical dynamic parameters and experimental deflection determined using static load test of the bridge. Further, this study also suggests a methodology to use the dynamic parameters to access the flexural load carrying capacity of the bridge.]]></description>
      <pubDate>Wed, 04 Mar 2026 09:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652191</guid>
    </item>
    <item>
      <title>Lateral response and enhancement mechanisms of cement-soil reinforced pile groups under static and cyclic loading: Experimental and numerical investigation</title>
      <link>https://trid.trb.org/View/2648372</link>
      <description><![CDATA[This study investigates the influence of soil reinforcement on the load-bearing and deformation behavior of pile groups under lateral static and cyclic loading. A series of laboratory model tests were conducted using a self-developed multi-directional cyclic loading system on a 3 × 3 pile group model with and without cement-improved soft soil surrounding the piles. Comparative analyses revealed that soil reinforcement significantly enhances the ultimate bearing capacity of the pile group by over 30 %, increasing the group efficiency factor from 0.75 to 0.97. The reinforcement optimizes pile-soil interaction, reduces detrimental group pile effects, and improves lateral load resistance. The development of group pile effects is governed by soil deformation stages, elastic, plastic, and residual, with reinforcement delaying and mitigating these effects by extending the plastic deformation threshold and maintaining higher efficiency. Furthermore, reinforcement improves load-sharing uniformity and reduces maximum bending moments and shear forces on individual piles, resulting in enhanced stability and fatigue resistance under cyclic loading. A three-dimensional numerical model developed in ABAQUS demonstrated that soil reinforcement promotes coordinated pile-soil deformation, stabilizing the pile group system by effectively connecting individual piles through improved soil. This coordination weakens group pile effects, reduces lateral displacements, and lowers the risk of collapse due to vertical settlement. The findings provide insight into the mechanisms by which soil reinforcement mitigates group pile effects and improves the performance of pile foundations in soft soils.]]></description>
      <pubDate>Tue, 03 Feb 2026 10:03:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2648372</guid>
    </item>
    <item>
      <title>Analysis of the tire-pavement contact characteristics in static and dynamic conditions based on Abaqus</title>
      <link>https://trid.trb.org/View/2643683</link>
      <description><![CDATA[Tire-pavement interaction is a contact problem that involves both static load and dynamic rolling, with complex mechanical variations influencing vehicle maneuverability. This paper develops and validates a tire-pavement finite element contact model to analyse the effects of tire and pavement factors—such as load, pressure, speed, friction coefficient, and pavement stiffness—on contact characteristics (i.e. contact area, contact pressure, and stress distribution) under both static and dynamic conditions using Abaqus. The results showed that the load is the most significant factor affecting the tire-pavement contact area under static load. The contact area decreases by approximately 8%–15%, the peak contact pressure increases by about 2.9%–13.4%, and the tire transitions from static to dynamic. In free rolling, increasing speed significantly decreases the tire-pavement contact strength. The factors influencing contact pressure in descending order were tire pressure (56.2%), rolling speed (28.4%), tire load (22.9%), friction coefficient (21.4%), and pavement stiffness (3%). The findings of this study provide insights into the tire-pavement friction behaviour, which in turn offers a foundation for tire design optimization and increased vehicle safety.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643683</guid>
    </item>
    <item>
      <title>Static and fatigue characteristics of longitudinal formwork-free joints for acceleration bridge construction</title>
      <link>https://trid.trb.org/View/2627455</link>
      <description><![CDATA[This study develops a formwork-free joint with headed bars for accelerated bridge construction. A flexural static load test was conducted to investigate the crack resistance, failure mode, and load-bearing capacity of the proposed joint. For comparison, a formwork-free joint using U-bars with the same joint width was also designed. The influence of joint concrete strength on mechanical behavior was investigated. In addition, the experimental results were compared with analytically derived bearing capacities from existing methods. Based on the test results, a nonlinear FE model incorporating the cracking behavior of the joint interface was established, and the determination of interface parameters was discussed. Finally, the flexural fatigue performance of the proposed joint detail was evaluated. The results show that steel fibers control the crack width of the joint concrete within the specified limits, and the interface bearing capacity significantly affects the joint’s crack resistance. As the strength of the joint concrete is lower than that of the precast component, the interface cracking load and the bearing capacity of the joint drop, resulting in the failure of the joint concrete and a decrease in the ductility coefficient. The recommended value of the peak tangential stress is 0.2 ∼ 0.5 times that of the axial tensile stress strength of the weaker concrete when the cohesive contact relationship simulated by T-S law. After 2 million fatigue load cycles, the stiffness, bearing capacity, and ductility coefficient of the specimen with joint decrease by 12.5 %, 8.1 %, and 6.4 %, respectively, due to the damage of the joint concrete, which satisfies the bearing capacity requirement of the ultimate limit state.]]></description>
      <pubDate>Thu, 22 Jan 2026 09:24:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627455</guid>
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