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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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      <title>Assessment of Emerging Metallic Structures Technologies through Test and Analysis of Fuselage Structure: Test Panel 3</title>
      <link>https://trid.trb.org/View/2767172</link>
      <description><![CDATA[The Federal Aviation Administration (FAA), in partnership with Arconic, Embraer, and National Institute for Aviation Research (NIAR), is assessing emerging metallic structures technologies (EMST) using the FAA’s Full-Scale Aircraft Structural Test Evaluation and Research (FASTER) facility and Structures and Materials Lab. In this collaborative effort, the research team will collect full-scale fuselage panel test data to assess the damage-tolerance (DT) performance of certain EMST fuselage design concepts and compare the results to the DT performance of fuselage structures constructed from conventional aluminum materials that are available today. Several technologies will be considered, including advanced aluminum-lithium (Al-Li) alloys and selective reinforcement of the structure using fiber metal laminates (FMLs). Data from this study will be used to verify improved weight and structural safety performance of the EMST design concepts as compared to fuselage structures built from conventional aluminum materials. The data will also be used to assess the relevance of existing FAA policies (e.g., regulations and guidance materials) and to inform whether safety standards and guidance materials should be created or revised to provide improved safety beyond that afforded by existing airworthiness standards. Results from the third panel test are summarized and compared with panel 1 and panel 2 in this report and will be compared to future tests on panels containing reinforcement using FML to assess the damage-tolerance performance.]]></description>
      <pubDate>Tue, 08 Sep 2026 10:46:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2767172</guid>
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    <item>
      <title>CREATE Year1 Dataset for Combining Structural and Cathodic Protection with Titanium Alloy Bars [supporting dataset]</title>
      <link>https://trid.trb.org/View/2742394</link>
      <description><![CDATA[This data archive is for the Year 1 CREATE Project with support from BIL UTC under Grant No. 69A3552348330. The archive centralizes salient experimental measurements, metadata, and outputs generated by the research team. It includes: (1) Electrochemical data:  high-resolution images of specimens and test conditions, polarization, bulk resistivity, and open-circuit half-cell potential measurements from multiple specimen types. (2) Structural data: high-resolution images of specimens, material test results, pullout specimen force-deformation responses, beam specimen strain measurements and load-deformation responses. (3) Supporting documentation: detailed scaled drawings of specimens and instrument configurations, data dictionaries, and README files for reproducibility. Data are organized in a standardized directory structure with descriptive naming conventions, and file formats suitable for long-term accessibility, reuse, and future modeling efforts. All datasets are backed up securely and accompanied by descriptive metadata to ensure transparency, traceability, and compliance with CREATE archive standards.]]></description>
      <pubDate>Mon, 24 Aug 2026 08:44:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742394</guid>
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    <item>
      <title>Dual-Function Near-Surface Mounted Titanium Alloy Bars for Structural Strengthening and Cathodic Protection of Reinforced Concrete Infrastructure</title>
      <link>https://trid.trb.org/View/2732194</link>
      <description><![CDATA[Corrosion-induced deterioration of reinforced concrete (RC) transportation infrastructure frequently necessitates rehabilitation to address both structural capacity deficiencies and ongoing reinforcement corrosion. These challenges are typically treated independently, with structural strengthening systems restoring capacity and impressed current cathodic protection (ICCP) systems used to mitigate corrosion. This separation increases construction complexity and limits the long-term efficiency of rehabilitation efforts. This research develops and validates a dual-function rehabilitation system that integrates structural strengthening and corrosion protection into a single near-surface mounted retrofit (NSMR) solution. The system employs high-strength titanium alloy bars (TiABs) as near-surface mounted reinforcement while simultaneously using those bars as ICCP anodes to protect embedded steel reinforcement. A key enabling component is a specially developed electrically conductive structural grout (ECSG) that provides both mechanical bond and electrical connectivity between the TiABs, concrete substrate, and protected reinforcement. The research program combines electrochemical and structural performance evaluations. Electrochemical testing, including material characterization, small-scale prism experiments, and large-scale beam specimens subjected to active corrosion, demonstrated that TiABs installed with ECSG function effectively as ICCP anodes, achieving stable operating currents, predictable polarization behavior, and compliance with accepted cathodic protection performance criteria. Structural tests included bond (pullout) experiments and large-scale flexural and shear beam tests of specimens representative of vintage RC bridge construction practices. Results confirmed that ECSG-bonded TiABs satisfy development length requirements, restore flexural and shear capacity, and maintain predictable failure modes consistent with established NSMR design practices. Collectively, the results demonstrate that near-surface mounted TiABs can be deployed as a true dual-purpose system, simultaneously restoring structural capacity and enabling long-term corrosion protection. This report synthesizes the findings into a system-level assessment and provides a foundation for future development and implementation of integrated strengthening and preservation strategies for aging transportation infrastructure.]]></description>
      <pubDate>Thu, 13 Aug 2026 15:07:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732194</guid>
    </item>
    <item>
      <title>Comparative structural behavior of full precast UHPC columns with recycled and manufactured steel fibers</title>
      <link>https://trid.trb.org/View/2674542</link>
      <description><![CDATA[Ultra-high performance concrete (UHPC) has gained popularity in bridge construction due to its superior mechanical properties. However, the large-scale adoption of UHPC faces obstacles, including the high material costs associated with essential components like steel fibers. This study builds upon and extends emerging economic UHPC mixtures that utilize local and sustainable materials. It explores, for the first time, a significant large-scale application of recycled steel wires and fibers sourced from tires as they are integrated into full structural precast UHPC applications. The objective is to evaluate and compare the structural performance of eco-UHPC full precast bridge columns featuring both recycled steel fibers (RSF) and manufactured steel fibers (MSF). Two sets of identical 1/3-scale columns, designed with pocket or duct connections, were cast in an industrial precast plant and assembled with reinforced concrete (RC) footings before being tested under combined axial and cyclic loading. Overall results indicate that UHPC RSF columns achieve the desired drift capacity and ductility, highlighting RSF from recycled tires as a promising application for UHPC columns. The RSF UHPC columns compare reasonably well to the high-end columns with MSF in terms of mechanical characteristics, providing preliminary support for the feasibility of using RSF in structural UHPC applications.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674542</guid>
    </item>
    <item>
      <title>International Distributed Hybrid Experiments on Bridge System</title>
      <link>https://trid.trb.org/View/2234755</link>
      <description><![CDATA[Experimental testing of structural systems is essential for improving knowledge about component and system performance in earthquakes. Shaking table testing can provide important experimental data about critical issues such as the effect of component damage on system response, collapse mechanisms, residual deformation and post-earthquake capacity. For example, the new E-Defense facility is a 20 m x 15 m six degree-of-freedom shaking table at the National Research Institute for Earth Science and Disaster Prevention (NIED) in Japan will provide significantly increased capability for structural experiments. Even with this facility, most structural systems are too large to test at or near full-scale. With recent improvement of the Internet all over the world, a geographically distributed testing allows researchers to combine the capabilities of two or more sites to conduct tests on structural systems that could not be performed at any one site because of capacity limits. In the United States, the George E. Brown, Jr. Network for Earthquake Engineering Simulation (NEES) is a network of experimental sites and computing resources connected by the NEESgrid system using Grid-based middleware. Under the NEES program, the Multi-site Online Simulation Test (MOST) demonstrated the use of NEESgrid for hybrid simulation, connecting two experimental sites and one or more computational sites. It showed the potential for distributed testing, but the software architecture included a coordinator that resulted in an artificial separation between the simulation model and the time integration procedure for solving the governing equations of motion. Even with these recent advances, structural testing has typically been conducted using customized software that is dependent on the configuration of an experiment and the computational procedure for the test method. Customized software, however, is difficult to adapt to other experiments, particularly when multiple sites need to communicate in a distributed test. For structural simulation, object-oriented methodologies were introduced in the beginning in 1990s. The first object-oriented analysis application was the linear and static finite element method. In 1990, Forde et al. defined classes such as Node, Material, and Element, for linear analysis. In the past decade, many researchers have developed object-oriented software for finite element analysis. In the paper, Using object-oriented software design methodologies, a framework of cooperating software classes is developed for a variety of experimental and computational approaches, allowing mixing of computational and experimental elements with communication between the two over a network.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2234755</guid>
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    <item>
      <title>Establish Bridge Blast and Fire Damage Mitigation and Design Consideration</title>
      <link>https://trid.trb.org/View/2658327</link>
      <description><![CDATA[The research team will investigate fire and blast damage to bridges to develop design and mitigation strategies to enhance structural resilience. Fires and blasts from vehicular collisions, hazardous spills, and encampments beneath bridges pose significant threats to structural integrity and serviceability. To address these significant threats, the researchers will conduct full-scale experimental testing, by constructing a representative bridge, incorporating components aligned with Texas Department of Transportation's (TxDOT’s) practices. The researchers will explore mitigation strategies such as fire-resistant materials, protective coatings, and retrofitting methods to improve bridge performance. The research findings will be contributed to design guidelines addressing fire and blast hazards, reducing economic losses and service disruptions while ensuring bridges can better withstand extreme events.]]></description>
      <pubDate>Fri, 23 Jan 2026 16:09:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658327</guid>
    </item>
    <item>
      <title>Evaluating Grid Frame-Type Railroad Derailment Containment Provisions with Drop Weight Impact Testing</title>
      <link>https://trid.trb.org/View/2553734</link>
      <description><![CDATA[This study evaluates the structural performance of newly designed and fabricated grid frame-type railroad DCPs (derailment containment provisions) classified as DCP type I, compatible with rapid assembly construction and maintenance on gravel tracks in railway service lines. Previous research only reviewed the durability of the structure under static loading conditions. However, this study proposed an evaluation method considering the importance of assessing the impact performance of the DCPs assembly structure subjected to dynamic impact loads from continuously colliding train wheels; this involved a drop weight test to analyze the behavior of the DCP assembly structure under accumulated impact energy applied to different collision positions. To this end, drop-impact weight tests were conducted to verify the structural performance of the derailment protection system connected to concrete sleepers using post-installed anchors. A test specimen and jig were fabricated to evaluate the structural performance and impact resistance of the anchoring connections. 15 drop weight impact tests were performed, and the resulting behavior under impact energy was analyzed.The results indicated that when a derailed train wheel collides with the DCP frame section, dominant loads act on the base plate anchor, resisting through shear and bearing strength of the anchor bolts. The DCP assembly structure demonstrated sufficient derailment containment performance, even under significant accumulated energy (21.0 kJ; six repeated impacts), with collision loads and displacement levels within acceptable limits. For repeated impact loads (3.5∼7.0 kJ; 1∼2 occurrences), the impact load absorbed by the DCP connection anchor averaged 241.22 kN, and the vertical displacement at the collision point averaged 14.23 mm. This value is 2.62 times (162%) greater compared to the case of a collision on the DCP frame and approximately 13% lower than the impact load that the DCP frame can absorb. Additionally, when a derailed wheel collided directly with the side of the base plate, the embedded anchors in the sleeper were identified as a relatively weak point. Therefore, reducing the base plate width (from 500 mm to 480 mm) to guide collisions toward the DCP frame section, which could absorb greater impact loads, was a more effective design. The test results demonstrated that the newly developed steel grid frame-type DCP combination structure sufficiently resists the impact loads from derailed wheels of high-speed trains traveling at 300 km/h. It effectively restricts excessive lateral movement of derailed trains and provides guiding capability. Furthermore, the drop weight test for the newly proposed DCP combination structure, which also considers impact energy, is deemed more suitable for analysis than conventional testing methods.]]></description>
      <pubDate>Fri, 30 May 2025 14:15:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2553734</guid>
    </item>
    <item>
      <title>Corrosion test and corrosion fatigue numerical simulation research on marine structures</title>
      <link>https://trid.trb.org/View/2471527</link>
      <description><![CDATA[The corrosion tests on Q235B steel in artificial seawater with conventional room temperature and high-temperature & high-humidity are first conducted. The test results show that increasing the acidity and temperature of the corrosion solution, as well as adopting the alternating dry-wet, can significantly enhance the corrosion rate of materials. In addition, the corrosion tests exhibit good simulation and acceleration characteristics compared to at sea tests. Then, the corrosion and corrosion-fatigue numerical simulation methods based on COMSOL and MATLAB are proposed. Meanwhile, the corrosion of Q235B steel in neutral artificial seawater and corrosion fatigue damage of a T-shaped structure under the coupling of artificial seawater with fatigue load are simulated and analyzed. The corrosion simulation results indicate that when the temperature is 40 °C and 20 °C, the average corrosion rates of specimens increase by 96.61% and 15.25%, respectively. Furthermore, when the temperature is 20 °C, the average corrosion rates obtained from numerical simulation and corrosion test are 0.068 mm/a and 0.062 mm/a, respectively, with a relative error of 9.7%, verifying the validity of the corrosion numerical simulation method. Based on the corrosion fatigue simulation, it is found that the maximum corrosion thickness increases by about 23% compared to pure corrosion condition in the weld region, and the structural fatigue damage increases by about 21.36% compared to pure fatigue condition after 10 years of corrosion.]]></description>
      <pubDate>Thu, 19 Dec 2024 11:42:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2471527</guid>
    </item>
    <item>
      <title>Evaluation of the Use of Link Slabs in Bridge Projects</title>
      <link>https://trid.trb.org/View/2367081</link>
      <description><![CDATA[Accelerated bridge construction (ABC) is widely used by departments of transportation (DOTs) because of the reductions in traffic disruption, social cost, environmental impact, and lost time. ABC is also known to improve work-zone safety, on-site constructability, and project completion time. A common ABC technique is the use of prefabricated bridge elements and systems (PBES). Bridge components are built outside of the construction area, transported to the site, and then rapidly installed. Time lost due to concrete placement, curing in the construction zone, and formwork erection/removal is reduced. Another benefit to using prefabricated structural elements is improved quality control. Damage due to weather is also minimized because elements are built in a controlled environment. Considering the advantages of PBES, a number of research projects have been conducted on the prefabrication and installation of the main structural elements of bridges. However, there is a gap in the literature regarding how to address the long-term performance and durability concerns associated with the joints that connect high-quality bridge elements. One approach that has gained significant attention is to eliminate these joints through revised design strategies. While such strategies have been successfully developed for integral abutments used for ABC applications, no systematic study on removing the expansion joints between bridge girders has been undertaken. To address this issue, this research project investigated the use of a flexible link slab through a comprehensive set of experimental tests and numerical simulations. The outcome of this project is design guidelines and practical recommendations for properly implementing a link slab in jointless bridges constructed using ABC and conventional techniques.]]></description>
      <pubDate>Fri, 17 May 2024 15:38:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367081</guid>
    </item>
    <item>
      <title>Experimental study on the seismic performance of a curved bridge via large-scale hybrid tests</title>
      <link>https://trid.trb.org/View/2342256</link>
      <description><![CDATA[The Huilan interchange built in Mianzhu City, China, in 2004 experienced serious damages during the Wenchuan earthquake in 2008. Due to the irregularity and eccentricity, the curved ramp bridge suffered significant spatial action from the earthquake shaking, where several short piers failed in a bending-shearing-torsional mixed damage pattern. To ascertain the reason for the failure of short piers, the seismic performance of the curved bridge was reproduced and evaluated by large-scale hybrid tests. In the hybrid tests, the curved bridge C was selected as the prototype structure to reproduce the failure scenario, for which the 3/4 scale model of pier No. 2 was physically tested by a large spatial loading system to reproduce the spatial failure mode in all six degrees of freedom. The rest of the structure was modeled by OpenSees to simulate the earthquake response. Several rounds of hybrid tests were conducted, and it was found that pier No. 2 first yielded in the flexural mode, then changed to the mixed flexural-shear mode, and finally failed in the shear mode with a torsion effect. These results are generally consistent with the post-earthquake observations.]]></description>
      <pubDate>Fri, 22 Mar 2024 09:22:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2342256</guid>
    </item>
    <item>
      <title>Research on the characteristics and similarity relationships of impact load reduction of a vehicle entering water</title>
      <link>https://trid.trb.org/View/2304582</link>
      <description><![CDATA[The strong, transient, and high-peak impact load caused by a vehicle entering water at high speed is the primary factor threatening its structural strength and equipment safety. One of the effective methods for water entry protection is to use head-mounted buffer components. To this end, based on the arbitrary Lagrangian-Eulerian method, a numerical model of impact load reduction of water entry was established in this study. The results showed that the impact load could be characterised by a narrow pulse width and a high peak value, which gradually stabilises in a fluctuating manner. Five typical stages in the failure process of the cushion foam and four typical stages in that of the nose cap were observed. The prediction accuracy decreased as the scaling ratio decreased. Furthermore, the buffer components increased the occurrence of an error in the prediction results of the scaling model. The primary causes are the strain-rate sensitivity of the foam and dissimilarity in the failure criteria, which lead to dissimilarities in the foam failure process after scaling. This research will be useful for the designing of water load reduction structures and scaled model experimental schemes.]]></description>
      <pubDate>Fri, 22 Dec 2023 08:46:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2304582</guid>
    </item>
    <item>
      <title>Validation of the structural integrity of an aircraft external fuel tank through a structural test under flight-load conditions</title>
      <link>https://trid.trb.org/View/2197997</link>
      <description><![CDATA[An external fuel tank, one of the main components of an aircraft, is a component that extends the range of the aircraft and that should be separable from the aircraft in emergency situations. During flight, if structural damage occurs in an external fuel tank, the survivability of the aircraft may be catastrophically affected. Therefore, the structural integrity of such external fuel tanks must be proven under flight-load conditions applied to the external fuel tank during flight. This study presents the results of a structural test conducted to verify the structural integrity of an external fuel tank for flight-load conditions. In the main text, the process of converting the six-component flight load into a test load is described, and a whiffle tree application plan is presented for efficient testing. Then, the reliability of the test load was confirmed by comparing it with the required flight load. As a result of the structural test, the test loads were stably controlled. It was also confirmed that the internal pressure of the test specimen measured in real time during the test was maintained well within the required pressure range and that the behavior of the EFT was suitably predicted through a numerical analysis. After the structural test, it was found through an inspection that the test specimen did not undergo serious structural damage under the required flight-load condition. In conclusion, through structural testing, it was validated that the newly developed external fuel tank had sufficient structural integrity under all required flight-load conditions.]]></description>
      <pubDate>Wed, 28 Jun 2023 16:57:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2197997</guid>
    </item>
    <item>
      <title>Testing of Contact Stress at Ballast Bed-Soil Subgrade Interface under Cyclic Loading Using the Thin-Film Pressure Sensor</title>
      <link>https://trid.trb.org/View/2130367</link>
      <description><![CDATA[A novel pressure testing method, i.e., a thin-film pressure distribution measurement system, was utilized to investigate the contact area and stress at the ballast bed-soil subgrade interface of conventional railways during cyclic loading in model tests. Factors like the amplitude and frequency of cyclic loading and the existence or nonexistence of the subballast were considered to study their effects on the contact area and average stress over the contact area at the interfaces. In addition, the testing results were compared with those measured by the traditional testing method using earth pressure cells and those calculated by the finite element method (FEM) based on continuum theory. The study shows that, because of the discontinuous characters of the ballast medium, the stress diffused from the ballast bed on the subgrade surface was unevenly distributed but becoming relatively evenly distributed as the subballast was being installed. The subgrade surface stresses measured by the earth pressure cell and calculated by the FEM were very similar, but both were about 50 % lower than the average stress over the contact area measured by the novel thin-film pressure sensor. As the interface stress between the ballast bed and the subgrade is a key factor in subgrade deterioration, new testing methods and numerical calculation methods can consider the discontinuous characters of the ballast appropriately to be necessary for the investigations of the interface contact stress.]]></description>
      <pubDate>Tue, 23 May 2023 10:12:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2130367</guid>
    </item>
    <item>
      <title>Anisotropic Behavior of Bituminous Mixtures in Road Pavement Structures</title>
      <link>https://trid.trb.org/View/2127760</link>
      <description><![CDATA[The compaction of bituminous mixture during road pavement construction induces anisotropic properties. However, bituminous mixture is generally considered isotropic. This article presents the investigations on the anisotropic behavior of a bituminous mixture in a road pavement structure. A pavement block (55 by 46 by 28 cm) was sawn and extracted from a highway in France. Cylindrical specimens were cored and sawn from the middle layer of this block in three directions: longitudinal direction I, vertical direction II, and transversal direction III. Complex tension/compression modulus tests were performed at the University of Lyon/Ecole Nationale des Travaux Publics de l’Etat (ENTPE) laboratory to investigate the anisotropic behavior of the bituminous mixture. These tests consist in measuring axial stress and radial strains when sinusoidal axial strain, with an amplitude lower than 10-4 m/m, was applied on the specimen. Tests were performed on the specimens cored in Directions I, II, and III at nine temperatures and six frequencies. For each specimen, the complex modulus E* and complex Poisson’s ratios ?* in two perpendicular diameter directions were measured. Thus, the complex modulus in the three directions (EI*, EII*, and EIII*) and six complex Poisson’s ratios (?I-II*, ?I-III*, ?II-I*, ?II-III*, ?III-I*, ?III-II*) could be obtained and investigated. The Time Temperature Superposition Principle was verified for both the norm and phase angle of E* and ?*. The anisotropic properties of material were studied by comparing the three E* and six ?*. The obtained results reveal an anisotropic behavior of the bituminous mixture. The different E* and ?* respected the Time Temperature Superposition Principle with the same shift factor. In addition, the rheological tensor was shown to be symmetric. The experimental results were simulated using the anisotropic three-dimensional version of the “2 Springs, 2 Parabolic elements and 1 Dashpot” (2S2P1D) linear viscoelastic model. A unique normalized curve can be considered for E* and ?*. The stability of the material behavior was also investigated within the tested frequency–temperature range.]]></description>
      <pubDate>Mon, 24 Apr 2023 16:19:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2127760</guid>
    </item>
    <item>
      <title>Monitoring and Simulating the Responses of Four Flexible Pavement Test Sections under Heavy Vehicle Loading</title>
      <link>https://trid.trb.org/View/2127828</link>
      <description><![CDATA[For mechanistic-empirical design of pavements, it is essential to accurately predict the responses of the structure that are caused by the design traffic loading. The aim of this study was to compare the simulated responses of pavements with real measurements under heavy vehicle loading. With this objective, four instrumented test sections were built in northern Sweden—about 100 km north of the Arctic Circle. These test sections differed in material quality of the various layers. Each test section was instrumented with pressure cells and strain sensors that measured the pavement response to external loading. Climatic variables were monitored through a weather station as well as temperature and moisture sensors installed in the road structures. Response measurements were carried out using 25-m-long 10-axle vehicles with gross weight of 90 tons. For the simulations of the responses of these test structures under the same vehicular loading, a multilayer elastic theory–based program called ERAPave was used. The required material properties for the simulations were based on laboratory testing of core-drilled samples from the sites. For the simulations, three combinations of material characterizations were considered: (a) linear elastic (LE) all layers, (b) nonlinear (NL) unbound layers, and (c) viscoelastic (VE) asphalt layers. Acceptable agreement between the simulations and measured responses were observed. Generally, the responses calculated based on LE and NL analyses were indistinguishable, whereas the VE analyses showed somewhat lower amplitude peaks.]]></description>
      <pubDate>Mon, 24 Apr 2023 16:19:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2127828</guid>
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