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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>Comparative Study on the Strengthening Mechanisms of Basalt Fiber and Graphene in the Asphalt Matrix</title>
      <link>https://trid.trb.org/View/2727443</link>
      <description><![CDATA[Although both basalt fiber (BF) and graphene (GR) have been proven as effective modifiers for enhancing the mechanical properties of asphalt binders, their strengthening mechanisms still need to be studied further. Therefore, the present study conducted a comparative analysis of the micromorphologies and mechanical properties of the two composite systems to reveal their differences in effect mechanism. Stable three-dimensional network structures (TDNS) were found to be composed of BF, whose integrity and stability are correlated positively with fiber content. In addition, BF absorb free asphalt and oil components, boosting the proportion of structural asphalt, and augmenting the stability of basalt fiber–reinforced asphalt (asphalt-BF). In contrast, intercalated structures is the main form of high-strength asphalt-GR. Both strengthening phases significantly improve the viscoelasticity of asphalt matrix. The rutting factor of Asphalt-3% BF and Asphalt-3% GR increased by 28.82% and 20.38%, respectively, compared with unmodified asphalt at 46°C. In the same concentration conditions, basalt-reinforced asphalt has significantly higher specific surface area than Asphalt-GR. The strengthening phase area proportion of Asphalt-3% BF and Asphalt-3% GR were 16.64% and 1.58%, respectively. This significant difference in specific surface area results in the more effective enhancement of the high-temperature rutting resistance (HTRR), creep resistance (CR), and fatigue resistance (FR). Therefore, BF is a better choice as strengthening phase when designing roads with frequent heavy loads or high-temperature areas. The addition of GR gives asphalt electrical conductivity and better mechanical properties and is worth further studying for future smart pavement development. In addition, this study provides theoretical bases to the future composition designing and mechanical property improvement of this material series.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:56:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727443</guid>
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    <item>
      <title>Implementation Study for In-Place Testing of Asphalt Treated Cold Recycled Pavements</title>
      <link>https://trid.trb.org/View/2780197</link>
      <description><![CDATA[This study evaluated the feasibility of rapid in-situ strength test methods for asphalt-treated cold recycled (ATCR) pavements in Indiana, with a secondary objective of characterizing the dynamic modulus of a locally produced ATCR mixture for use as AASHTOWare Pavement ME Design inputs. The long-pin shear test (LPST) and short-pin raveling test (SPRT), developed through National Cooperative Highway Research Program (NCHRP) Project 09-62, were evaluated on a cold in-place recycling (CIR) project on SR 13 in Greenfield, Indiana. Field results for blow counts exceeded the proposed NCHRP threshold moments after compaction, with torque values approaching but not yet reaching the NCHRP criterion. Short-term monitoring during the first hours after compaction showed slight decreasing trends in both blow count and torque, the cause of which could not be confirmed with the available data. By Day 7, both threshold values were exceeded by a wide margin. Dynamic modulus testing of laboratory-compacted specimens yielded a calibrated sigmoidal master curve consistent with the NCHRP Report 863 reference range for CIR materials at intermediate temperatures. The results support the potential adoption of the LPST and SPRT as complementary indicators of curing readiness in Indiana, pending validation across additional field projects.]]></description>
      <pubDate>Tue, 22 Sep 2026 15:52:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2780197</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>Experimental Investigation of Strength, Microstructure, and Durability Behavior of Steel Fiber-Reinforced Reclaimed Asphalt Pavement Concrete</title>
      <link>https://trid.trb.org/View/2761423</link>
      <description><![CDATA[With the growing need for sustainable building materials, the use of recycled materials in concrete production is encouraged. Reclaimed asphalt pavement (RAP) is a by-product of road rehabilitation operations and is one possible substitute for natural aggregates (NAs) in concrete. In the case of RAP aggregates, however, the asphalt that has aged on the surface weakens the bond between the cement matrix and aggregates, resulting in lower mechanical performance. The aim of this study is to investigate the effect of RAP aggregates and steel fiber reinforcement on the strength, durability, and microstructural properties of concrete used for rigid pavement construction. Eight mixes of concrete were produced using different RAP content levels (0%, 10%, 20%, 25%, and 30%) and a steel fiber content of 0% and 1%. Mechanical properties, durability parameters, and microstructural properties were assessed in terms of compressive strength, split tensile strength, flexural strength, ultrasound pulse velocity, sorptivity, acid resistance test, and scanning electron microscopy (SEM). The test results show there is a reduction in compressive strength as RAP content increases; mixes with 20% RAP meet the pavement quality concrete (PQC) requirements. The addition of steel fibers markedly enhanced the split tensile strength by about 45% and flexural strength and toughness/durability performance were also improved. The results of microstructural analysis showed that there were weak interfacial zones between RAP aggregates and cement paste and that the steel fibers had better crack-bridging properties. The study proves the steel fiber-reinforced RAP concrete (SFRRAPC) can be used as a sustainable material for rigid pavement construction.]]></description>
      <pubDate>Fri, 28 Aug 2026 13:33:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761423</guid>
    </item>
    <item>
      <title>Structural responses of offshore multi-body floating bridges under different connection conditions</title>
      <link>https://trid.trb.org/View/2738869</link>
      <description><![CDATA[Multi-body floating bridges are an economic solution to connect adjacent islands across deep straits. The design of connectors is crucial for the safety and reliability of multi-body floating bridges. This study aims to investigate the impact of various connectors (rigid, rubber, hinged, and flexible) on the hydrodynamic response of offshore multi-body floating bridges, as well as on the structural responses of connectors. A multi-body floating bridge is designed and numerically modelled with two-pontoon floating units interconnected by connectors. Four different connector types are represented by applying the proper stiffness and restraints between neighbouring floating units. The time-domain hydrodynamic response of floating bridges is simulated under the environmental loads of the East China Sea. The impacts of different connector types and wave headings on the connector responses are compared and analysed. Subsequently, the detailed finite element models of connectors are developed based on FEM to evaluate the maximum stress and fatigue life. The results show that, compared with the rigid connection, the flexible connection increases the translational motion response of the floating units by approximately 30%, and almost double the roll amplitude. The peak axial force of the flexible connector is about twice as much as that of the rubber connection. When the incident wave angle increases from 0° to 90°, both the peak axial force and the bending moment about the local Z-axis decrease by approximately 50%. Fatigue assessment shows that the annual fatigue damage of the rigid connection is 0.0470, while that of the rubber connection is 0.0154. Based on all the comparisons, rubber connections are recommended due to its excellent comprehensive performance against fatigue damage.]]></description>
      <pubDate>Tue, 04 Aug 2026 14:33:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2738869</guid>
    </item>
    <item>
      <title>Effect of Heating Conditions on Fiber Orientation Evaluation in Carbon Fiber-Reinforced Polymer Composites Using Halogen Spot-Periodic Heating</title>
      <link>https://trid.trb.org/View/2695905</link>
      <description><![CDATA[Carbon fiber-reinforced polymer (CFRP) composites exhibit higher strength in the longitudinal direction than in the transverse direction of the fibers, making fiber orientation evaluation crucial. In this study, a method for evaluating fiber orientation using halogen spot-periodic heating is applied to a CFRP composite with unidirectional continuous fibers. Moreover, the heating conditions are investigated in terms of: (i) the effect of exceeding the upper limit of heating frequency on fiber orientation evaluation, (ii) the effect of heating time on fiber orientation evaluation, and (iii) the effect of spot-periodic heating on the composite's strength properties. Consequently, fiber orientation can be evaluated even when the heating frequency exceeds the upper limit, although the evaluation sensitivity decreases as the heating frequency increases. Furthermore, fiber orientation can be evaluated even when the time-series temperature variation does not reach a steady state due to short heating time, although applying a Hanning window in the frequency analysis is effective under such conditions. Finally, spot-periodic heating has no adverse effect on the composite's strength properties, because no change in the bending stress–strain relationship is observed before and after this heating.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695905</guid>
    </item>
    <item>
      <title>Experimental Study of Physicochemical, Mixture Ratio, and Strength of Waste Red Mud Concrete Curbstone</title>
      <link>https://trid.trb.org/View/2689364</link>
      <description><![CDATA[In the face of escalating environmental concerns and the urgent need for sustainable construction materials, this study explores the innovative use of waste red mud, an abundant byproduct of the aluminum production process, in the production of concrete curbstones. The unique physicochemical properties of red mud, including its fine texture, high alkalinity, and rich composition of iron, aluminum, and other oxides, are leveraged to enhance the traditional concrete mix. This research delves into the optimal incorporation of red mud into concrete curbstones, focusing on the mixture ratios, physical properties, and resultant strength. Optimal results were observed with a 10 % replacement ratio of red mud, which improves flexural strength; however, higher proportions of red mud (exceeding 30 %) led to a decrease in strength, indicating a threshold for its effective use in enhancing concrete properties. In addition, the study reveals that while high red mud content may induce surface porosity due to uneven vibration, it does not cause significant structural flaws like cracks or stratification. This study establishes red mud as a promising sustainable alternative for replacing traditional materials in concrete curbstone production, paving the way for more eco-friendly practices in highway engineering and construction.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689364</guid>
    </item>
    <item>
      <title>Automating High-Performance Concrete Mix Design: Deep Learning Framework for Inverse Prediction of Composition from Target Strength and Age</title>
      <link>https://trid.trb.org/View/2732026</link>
      <description><![CDATA[The conventional trial-and-error method used in concrete mix design results in considerable inefficiencies, material waste, and cost overruns in construction. Construction and demolition debris, which includes concrete, accounts for 35%–65% of landfill volume, with concrete making up 60%–70% of that total. This inefficiency highlights the urgent need for improved methodologies to produce high-performance concrete (HPC) that is economically viable and environmentally sustainable. To automate this process, this study introduces a novel approach that reverses the conventional prediction task by predicting optimal mix compositions directly from target strength and age, rather than estimating strength from mix proportions. This innovative framework employs a multi-tower multilayer perceptron architecture that integrates various feature groups to align computational design with performance objectives. By eliminating the need for costly empirical iterations, this method places sustainability at the forefront of material optimization. The proposed deep learning model was rigorously tested against four established regression methods: (1) support vector machines; (2) random forest; (3) eXtreme Gradient Boosting; and (4) multioutput regression. The deep learning architecture outperformed these methods, achieving a mean coefficient of determination of 0.739 and an average mean absolute error of 16.712 kg/m3. Additional error and statistical analyses confirmed the model’s robustness and reliability across diverse performance scenarios. In contrast, SHapley Additive exPlanations analysis revealed that the model’s predictions align with concrete material science: strength dominates cement and admixture predictions, with age governing supplementary cementitious materials. These findings illustrate that machine learning can effectively generate mix proportions based on performance objectives, paving the pathway toward sustainable, cost-effective, automated, and performance-based HPC design.]]></description>
      <pubDate>Tue, 21 Jul 2026 15:15:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732026</guid>
    </item>
    <item>
      <title>Strength Enhancement of Expansive Clay Using fly Ash-bagasse ash Binder and Basalt Fiber Reinforcement</title>
      <link>https://trid.trb.org/View/2697816</link>
      <description><![CDATA[This study investigates the synergistic effects of binder containing fly ash-bagasse ash and reinforced with basalt fiber (BF) for stabilizing of black cotton (BC) soil. The geotechnical characteristics of BC soil were evaluated. With the addition of the binder and BF, the MDD was increased from 1545 kg/m³ to 1760 kg/m³, while the OMC decreased from 24.5% to 20.10%. The Unconfined compressive strength of BC soil increased from 144.15 kPa to 424.20 kPa after binder treatment and further increased to 976.17 kPa when reinforced with 1.5% BF after 28 days of curing. The 28-day cured CBR of the treated soil improved from 2.65% to 13.62%. Similarly, the split tensile strength of treated soil increased from 48 kPa to 855 kPa. Morphological analysis using XRD and SEM-EDS was performed on the optimally binder-treated reinforced samples. The analysis confirmed improved particle bonding attributed to pozzolanic reactions forming cementitious compounds such as C-S-H, C-A-H, along with fiber reinforcement. The effect of binder on reinforced soil increases the interfacial bond strength between the soil and BF. These findings highlight that the incorporation of the optimized binder with BF provides a sustainable and effective approach for enhancing soil strength.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:51:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697816</guid>
    </item>
    <item>
      <title>Risk Evaluation of Unbound Pavement Layers to Extreme Weather Events Using Remote Sensing</title>
      <link>https://trid.trb.org/View/2113204</link>
      <description><![CDATA[The resilience of transportation infrastructure during and after extreme weather events, such as flash floods, sea-level rise, and hurricanes, is critical. A disruption in transportation and road networks during and after such events can delay emergency services and may disrupt the evacuation process. Studying the resilience of the transportation networks with a comprehensive data source can enhance the resiliency of infrastructure and assess the risks associated with a natural disaster. In this study, open-source satellite observations were used to investigate the impact of Hurricane Harvey on the performance of the pavement network in the State of Texas in 2017. Using volumetric moisture content, the environmental stress factor was calculated before, during, and after the hurricane to estimate the changes in the strength of geomaterial pavement layers. A preliminary risk assessment parameter was developed to evaluate and compare the resiliency of roads in the network. The results of this study can be further extended to other coastal regions with the incorporation of more in situ data and an extended version of the risk factor.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113204</guid>
    </item>
    <item>
      <title>Repeatability of Minimum and Maximum Density Testing on Clean and Fouled Ballast</title>
      <link>https://trid.trb.org/View/2113143</link>
      <description><![CDATA[Ballast material is a critical part of the safety of railways, such as padding tracks to prevent dynamic vibrations from causing trains to derail. The effectiveness of this material is closely tied to the percentage of fouling that is intermixed with the material. Generally, ballast is placed as compact as practical, but overtime, fouling of the ballast changes the composition of the placed material. Relative density could provide insight into the relative compactness and strength of the material. Unfortunately, the results of minimum or maximum density tests are not well documented in the existing literature. Although ASTM D4254 and D4253 do provide guidelines for minimum and maximum density testing of large particle diameters, there is minimal discussion in the literature regarding the anticipated error when testing with ballast and fouling. Tests to attempt to characterize this behavior, minimum and maximum density tests were run using Connecticut Granite ballast with granite stone dust used as a fouling material. The samples contained fouling at intervals of 0, 15, 30, 45, and 60% by mass and were placed in a 12-inch interior diameter cylinder mold in accordance with the ASTM standards. For each fouling condition, two operators each conducted 10 minimum density and 5 maximum density tests for a total of 100 minimum density tests and 50 maximum density tests. The effect of fouling, density, and operator, on the repeatability of the tests on ballast, is discussed.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113143</guid>
    </item>
    <item>
      <title>Experimental Investigation of Development Length Required for Large Diameter Headed Reinforcing Bars in Tension</title>
      <link>https://trid.trb.org/View/2696134</link>
      <description><![CDATA[The study presented in this report was to investigate the anchorage capacities of No. 14 and No. 18 headed bars, including the influence of the embedment length, concrete strength, head size, parallel tie reinforcement, and bar group on the anchorage strength, and evaluate the applicability of the development length requirements for No. 11 or smaller headed bars in ACI 318-19 and the 10th Edition of AASHTO LRFD Bridge Design Specifications to larger diameter bars. Thirteen bar anchorage tests were conducted. Eleven of these had single bars and two had double side-by-side bars. Heads with net bearing areas of 4Ab and 9Ab, were considered. The target compressive strengths of the concrete used were 4,000, 6,000, and 8,000 psi. The specimens had bar embedment lengths equal to 70% or 100% of the minimum according to ACI 318-19. The test results show that the anchorage failure of a headed bar is normally initiated by concrete breakout but eventually governed by bar pullout when the bearing strength of the concrete at the T head has been weakened by the opening of breakout cracks. The bar force at which concrete breakout occurs is approximately proportional to the square of the embedment length, rather than the embedment length to the power of 1.5 as specified in ACI 318 for embedded anchor bolts. After the occurrence of breakout cracks, parallel tie reinforcement can play a significant role in providing the necessary anchorage capacity. The specimens that satisfied the development length formula in ACI 318-19 performed satisfactorily. Two specimens that satisfied the AASHTO formula and had a head size of 9Ab had anchorage failures. This indicates that the AASHTO formula over-estimates the influence of the head size. The unified formula in AASHTO considers only the bond strength and the bearing resistance at the T head, and does not explicitly account for concrete breakout. It can be perceived that if anchorage failure is initiated by concrete breakout, the size of the T head will not have a significant influence on the anchorage resistance, as supported by the data in this study and other prior studies on smaller diameter bars, which have shown that the use of a head size greater than 4Ab will not necessarily improve the anchorage capacity and the benefit is small at best. Even though the ACI formula appears to be safe for the large-diameter bars, it is more conservative for No. 18 bars than No. 14 bars, probably due to the fact that the development length is proportional to the bar diameter to the power of 1.5. A rational method has been proposed in this study to determine the development lengths for headed bars and the required parallel tie reinforcement. It is based on the anchor bolt provisions in ACI 318, which have been improved to account for the influence of the bar embedment length and the contribution of the parallel tie reinforcement in an accurate and rational manner.]]></description>
      <pubDate>Mon, 04 May 2026 11:19:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696134</guid>
    </item>
    <item>
      <title>Advanced Machine Learning Techniques for Predicting Compaction and Strength Characteristics of Cement Kiln Dust-Stabilized Soils</title>
      <link>https://trid.trb.org/View/2688587</link>
      <description><![CDATA[This study used advanced prediction methods to evaluate the unconfined compressive strength (UCS) and compaction parameters, including optimum moisture content (OMC) and maximum dry density (MDD), of CKD-stabilized soil. After preparing a comprehensive database of studies on CKD-stabilized soils, ten machine learning models were developed for modelling, and their performance was compared. Subsequently, further analyses were performed to understand the relationship between independent variables and MDD, OMC, and UCS of CKD-stabilized soil. The results indicated that Categorical Boosting, Random Forest, and Extreme Gradient Boosting were the best-performing models on MDD, OMC, and UCS, respectively. The MDD and OMC of untreated soil and calcium oxide in CKD were determined to be effective parameters for predicting the MDD of stabilized soil, while the MDD and OMC, along with the liquid limit of untreated soil, were identified as important parameters for predicting the OMC of stabilized soil. The UCS of untreated soil, CKD content, and curing time were the most important parameters for predicting the UCS of stabilized soil. Finally, the non-linear relationship between the most important parameters and MDD, OMC, and UCS of CKD-stabilized soil was presented. This research provided valuable insights for on-site decision-making and for improving infrastructure development projects.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:09:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688587</guid>
    </item>
    <item>
      <title>An Overview of Self-healing in Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2579904</link>
      <description><![CDATA[Traditional pavements are prone to cracking and structural deficiencies as a result of factors such as traffic loads, inadequate compaction, and poor bonding between layers. The integration of eco-sustainable techniques into pavement management systems can mitigate environmental impacts, preserve natural resources, and stimulates local economic development. Drawing inspiration from nature, self-healing mechanisms encompass in extrinsic method, that warrant further exploration. Cutting-edge research in the field of materials science focuses on innovative self-healing asphalt materials with intelligent functionalities, offering a promising avenue for constructing durable, environmentally friendly pavements while reducing maintenance costs and building upon the advancements made by previous scholars. This article outlines the advancements in self-healing research, elucidating the mechanisms involved of extrinsic modes of self-repair. The theories of surface energy, phase-field, capillary flow, and molecular diffusion provide insights into the mechanisms. Underlying asphalt self-healing from different perspectives. Extrinsic strategies for self-healing, such as thermal-induced and rejuvenator-induced healing, have been suggested to enhance the recovery of cracked areas, fatigue fractures, and overall material strength. Key insights for future research on the development of new self-healing asphalt materials are underscored.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579904</guid>
    </item>
    <item>
      <title>Effects of crevice corrosion induced by biofouling on the mechanical response of engineered plate designs as an idealization of naval and marine structures</title>
      <link>https://trid.trb.org/View/2587385</link>
      <description><![CDATA[This study investigates the reduction in the mechanical strength of stainless-steel plates resulting from crevice corrosion induced by biofouling. A hole model based on the geometric characteristics of damage from 6-, 12-, and 36-month immersion data was developed and applied in ABAQUS CAE using the analytical mapped field feature. Finite element method (FEM) simulations were conducted using two types of loading—concentrated and uniform—with 15 random hole configurations each. The results were validated using Kirchhoff-Love plate theory. The results showed that corrosion reduces plate strength, as evidenced by increased deflection, strain, and von Mises stress with immersion duration. Under concentrated loading for 36 months, deflection increased by 10.65 %, strain by 17.22 %, and von Mises stress by 8.87 %. Under uniform loading, the increases were greater: 14.38 %, 43.26 %, and 22.03 %, respectively. A concentrated stress pattern emerged at the center of the plate under concentrated loading and spread diagonally under uniform loading. These findings provide a basis for predicting residual strength and designing biofouling-resistant marine structures.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2587385</guid>
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