<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>A similarity model for subgrade compaction from collaborative laboratory-field tests</title>
      <link>https://trid.trb.org/View/2643943</link>
      <description><![CDATA[Intelligent Compaction (IC) relies on high-quality datasets for accurate quality evaluation. However, the absence of sufficient field data challenges the model development. This study proposes a similarity model based on coordinated laboratory and field tests, aiming to provide theoretical basis for the dataset expansion. A spatio-temporal equivalence model is established using the dual energy-state equivalence principle to correlate the laboratory compaction time and the number of rolling passes. Multi-domain ICMVs are used to validate the similarity model quantitatively. Results show that the proposed method effectively expands the IC dataset. A compaction quality evaluation model trained on the augmented dataset shows significantly reduced prediction error and improved generalization comparing to the original model for all evaluation indexes. This work provides a theoretical basis to adopt the laboratory test to field applications, enhancing the assessment reliability of IC.]]></description>
      <pubDate>Wed, 04 Mar 2026 09:16:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643943</guid>
    </item>
    <item>
      <title>Thermal response and effectiveness of water impoundment pre-thawing foundation for high-speed railway subgrade in island permafrost regions</title>
      <link>https://trid.trb.org/View/2643932</link>
      <description><![CDATA[This study addresses the challenge of controlling thermal stability of island permafrost in high-speed railway subgrades affected by climate warming, increased wetting, and engineering disturbances. A novel foundation treatment technology based on water impoundment pre-thawing is proposed. This approach enhances heat exchange via water injection into foundation pits, enabling active and controlled acceleration of thawing within highly unstable, high-temperature permafrost layers. The objective was to achieve uniform pre-construction settlement and mitigate differential deformation after construction. Field experiments at the Riyuexia test section of the Harbin–Yichun High-Speed Railway (HYHSR) deployed a monitoring system to track ground temperature evolution across three stages: water impoundment, drainage, and filling. Results demonstrated that during the water impoundment stage, water’s high heat capacity and limited thermal conductivity resulted in gradual thawing. Following drainage, the exposed subgrade base absorbed increased heat, causing rapid temperature rise in shallow layers. During the filling stage, the fill material served as an additional heat source, further promoting permafrost thawing and ultimately yielding nearly complete thawing within the monitored depth. Overall, the study elucidates thermal boundary effects and permafrost degradation mechanisms during water impoundment pre-thawing and confirms the effectiveness of technology in enhancing foundation thermal uniformity and controlling thaw settlement. This study offers a novel method and theoretical framework for designing high-speed railway subgrades in high-latitude island permafrost regions, with significant practical implications for climate-resilient permafrost engineering systems.]]></description>
      <pubDate>Thu, 26 Feb 2026 09:21:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643932</guid>
    </item>
    <item>
      <title>Influence of Subgrade Treatment Type on the Seasonal Performance of Low-Volume Asphalt Pavement Structures</title>
      <link>https://trid.trb.org/View/2643353</link>
      <description><![CDATA[This study investigates the seasonal structural behaviour of flexible pavement structures constructed on subgrades with varying types of treatment. Eight road sections in Lithuania, featuring natural subgrades or soils stabilised with lime, cement, or hydraulic road binder (HRB), were evaluated using Falling Weight Deflectometer (FWD) testing during thawed and recovered states. Structural condition was assessed using deflection-based indices: the Surface Curvature Index (SCI), Base Damage Index (BDI), and Base Curvature Index (BCI). Seasonal changes were quantified, and Wilcoxon signed-rank tests were applied to assess the statistical significance of deflection differences. The results revealed that the untreated subgrades experienced the largest seasonal softening, with BCI increases of up to 45%. Cement stabilization provided the most effective mitigation, limiting the BCI to 14% and preserving the stability of SCI. Lime-treated sections showed a dosage-dependent improvement, while HRB treatment yielded results comparable to high-percentage lime stabilisation. The study confirms that the type and dosage of subgrade treatment significantly influence pavement resistance under freeze-thaw conditions and highlights the importance of evaluating the geometry of the deflection bowl to correctly interpret structural indicators. These findings contribute to improved mechanistic understanding of seasonal load response in flexible pavements and inform best practices for subgrade stabilisation.]]></description>
      <pubDate>Wed, 25 Feb 2026 09:05:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643353</guid>
    </item>
    <item>
      <title>The effect of selecting different stress states in laboratory tests on the predicted permanent deformation of soils</title>
      <link>https://trid.trb.org/View/2643912</link>
      <description><![CDATA[Modeling permanent deformation (PD) in pavement sublayer materials is essential for predicting pavement performance. The present study evaluated the influence of stress state, by means of the stress pair (confining stresses, σ3, and deviator stresses, σd) considered on the calibration of a permanent deformation model widely used in Brazil. A total of 54 repeated load triaxial (RLT) tests were performed on 6 different soils, each subjected to 9 stress pairs, resulting in 130 combinations per material. Model coefficients were obtained by multiple linear regression. The results indicated that reducing the number of stress pairs improves the coefficients of determination (R2), but may compromise the model’s global predictive capacity, especially for pairs not included in the fitting. In 61% of cases analyzed, predictions fell outside the fitted range, highlighting the model’s sensitivity to pair selection. Some coefficients showed high variability, with differences exceeding 100% even for the same material, compromising their physical interpretation. Application of this methodology to literature data confirmed these trends and showed that different stress pair selection significantly affects the regression coefficients, even when R2 values are high. Numerical modeling with MeDiNa software reinforced the practical relevance of these findings, revealing that changes in the coefficients of just one layer resulted in differences of up to 22% in total pavement deformation and 92% in the deformation of the base layer. It is concluded that defining technical criteria for stress pair selection is essential for consistent predictions. Further studies are recommended to deepen the understanding of pavement stresses and their impact on permanent deformation.]]></description>
      <pubDate>Wed, 25 Feb 2026 09:05:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643912</guid>
    </item>
    <item>
      <title>Research on Automatic Recognition of Subgrade and Pavement Distress Based on Unmanned Aerial Vehicle Inspection and Deep Learning</title>
      <link>https://trid.trb.org/View/2613024</link>
      <description><![CDATA[The accurate identification and treatment of pavement and subgrade distress is of great importance to ensure traffic safety as highway mileage in China grows. In this study, pavement images were captured by the Road Condition Information Collecting System (CiCS), subgrade images were captured by an unmanned aerial vehicle (UAV), and pavement distress data set and subgrade distress data set were trained based on the You Only Look Once version 3 (YOLOv3) algorithm. The experimental results show that the YOLOv3 algorithm outperforms other algorithms in terms of precision, recall rate, and F1-score on different test sets, demonstrating its effectiveness and robustness in automatic recognition of pavement distress. The algorithm achieved a precision value of 89.63%, a recall rate of 48.52%, and an F1-score of 62.96% for subgrade distress, indicating potential ability in automatic recognition of subgrade images captured by UAV during inspection, which will greatly improve the inspection efficiency and decrease difficulty.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613024</guid>
    </item>
    <item>
      <title>Quantitative Evaluation of Select Materials in Subgrade Alternatives</title>
      <link>https://trid.trb.org/View/2671990</link>
      <description><![CDATA[Wisconsin Department of Transportation (WisDOT) has had a statewide policy in place for approximately 20 years where a select materials layer should be included beneath the pavement section in areas deemed difficult for subgrade construction. These areas are well-distributed throughout the state and notably include subgrades comprising silty soils, silty clay soils, soft clay soils, soils with high organic content, and other soils with a history of problems for construction. The WisDOT Facilities Development Manual (FDM) identifies and maps areas where problematic subgrade soils predominate in the form of Standard Inclusion Areas and warrant the design and application of a select materials layer. Ten select materials alternatives are provided in the FDM 11-5 and are assumed to provide an equivalent level of subgrade improvement. While the FDM provides 10 “equivalent” options, there is uncertainty regarding the true equivalency of each alternative. There is an urgent need to systematically and quantitatively evaluate the equivalency of alternative materials and options to address this limitation. Doing so will (1) provide cost savings by mitigating expenses and limited availability of select materials in many locations of the state, (2) provide designers with the confidence that alternatives will effectively perform, (3) reduce energy consumption and transportation emissions (e.g., long hauling distances) by more frequent use of locally sourced materials, and (4) foster sustainable development with beneficial use of alternatives including industrial by-products and recycled materials.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671990</guid>
    </item>
    <item>
      <title>A DEM creep contact model with damage evolution for frozen soil</title>
      <link>https://trid.trb.org/View/2640872</link>
      <description><![CDATA[Frozen soil creep is a key factor in the settlement of cold region subgrades. Clarifying its macro and micromechanical deformation and damage mechanisms is essential for mitigating subgrade distress. To overcome the limitations of the existing creep contact model in PFC for accurately simulating the non-attenuating creep behavior of frozen soil, this study proposes a new discrete element creep contact model that incorporates damage evolution. By introducing a variable-stiffness damage element, the model effectively captures the third-stage creep behavior of frozen soil. Using the central difference method, the study derives the mechanical response equations for each stage of the contact model and compiles a dynamic link library (DLL) in C++ for direct use within the PFC3D software. A comprehensive description of the model development process is provided, and the contact model is validated using a double-sphere model, reproducing the non-attenuating creep curve and revealing the influence of new parameters on creep behavior. As a representative case, a series of triaxial creep tests on frozen subgrade soil under varying temperatures, confining pressures, and deviatoric stresses are conducted, leading to the establishment and calibration of a corresponding discrete element method (DEM) model. The results demonstrate that the model can accurately reproduce the creep mechanical properties of frozen soil across all stages under complex conditions. Furthermore, microscopic analysis of frozen soil reveals the evolution of particle displacement, damage development, internal structure, and pore distribution during different creep stages. The findings extend the application of DEM in studying the mechanical properties of frozen soil and provide a more precise contact model for DEM simulations of creep in frozen soil. It can be further applied to engineering-scale DEM studies of creep in cold region subgrades.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640872</guid>
    </item>
    <item>
      <title>Deformation Mechanisms of Sulfate–Saline Soil Subgrades in Cold Arid Regions: Thermal Differential Responses in Pavement Structural Layers</title>
      <link>https://trid.trb.org/View/2620548</link>
      <description><![CDATA[To investigate the deformation characteristics of coarse-grained sulfate–saline soil subgrades to the thermal responses of pavement structures in cold arid environments with significant diurnal temperature variations, this study focuses on a highway located in the Tarim Basin in Northwest China. Three test sections (K-I, K-II, and K-III) were constructed, each featuring distinct configurations of pavement base layers. The designs of these sections depend on the characteristics of the pore structure and cement content. Multifactor monitoring of moisture, heat, salt, and mechanics was conducted to evaluate the deformation behavior of the subgrade under varying thermal conditions. Section K-I with the insulated low-cement-dosage skeleton-dense gradation (insulated LC-SDG) base exhibits the smallest daily temperature amplitude of 3.1°C and low thermal sensitivity. Section K-III with the pavement base of high-cement-dosage suspension-dense gradation (HC-SusDG) displays the highest thermal sensitivity, recording an annual temperature amplitude that exceeds that of Section K-II (LC-SDG) and Section K-I by 2.5%–4.0%. This intensifies the phase transition in high-sulfate subgrade soils of Section K-III, where the latent heat released during crystallization slows the temperature decline at the subgrade surface during cooling periods. In Section K-III, pronounced dissolution-crystallization cycles of moisture and salt, coupled with steep thermal gradients, result in excessive moisture-salt accumulation beneath the upper impermeable layer, which is 6.9–15.4 times higher than that in Sections K-II and K-I. Consequently, the subgrade surface experiences a peak soil pressure of 229.6 kPa, cyclic pressure amplitudes of 3.7 kPa, and salt-induced pressure increments of 3.4 kPa in Section K-III. These stresses promote the accumulation of tensile strain, and during the optimal salt heaving period (December–February), the peak reaches only 212.8 × 10⁻⁶ at the subbase of Section K-I. The thermal regulation and cement content-optimization of pavement structures are critical for mitigating the deformation of sulfate–saline soil subgrades in cold arid regions. These findings provide theoretical guidance for enhancing regional pavement design and construction techniques.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620548</guid>
    </item>
    <item>
      <title>Fly ash stabilised red mud as a one-part alkali-activated sustainable material for pavement subgrade: strength, durability and life cycle assessment analysis</title>
      <link>https://trid.trb.org/View/2618002</link>
      <description><![CDATA[In this study, the viability of using red mud (RM) as an alkali source and fly ash (FA) as an aluminosilicate source for making all waste-based one-part alkali-activated material without commercial activators for pavement subgrade has been evaluated. The study reveals that the UCS and CBR increase with the increase in FA percentage up to 40% and then decrease. UCS of RM increases from 0.31 MPa to 1.17, 1.56, 2.12, and 1.71 MPa for 20%, 30%, 40%, and 50%, respectively. One-part alkali-activated RM-FA with 30% FA was identified as the optimum mixture. Microlevel investigation reveals the formation of N-A-S-H and C-S-H. The resilient modulus (Mr) was found to be 80 MPa for 30% FA sample cured for 28 days. The heavy metal concentration in one-part alkali-activated RM-FA samples is within the acceptable limit. The environmental impact assessment shows the one-part alkali-activated RM-FA to be an environmentally friendly pavement subgrade material.]]></description>
      <pubDate>Mon, 09 Feb 2026 13:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618002</guid>
    </item>
    <item>
      <title>Grading evaluation method for uneven subgrade settlement of high-speed railway based on a temporal multi-task network</title>
      <link>https://trid.trb.org/View/2636303</link>
      <description><![CDATA[Uneven settlement is a typical feature of high-speed railway subgrade. Conducting a comprehensive evaluation of the settlement state is helpful for efficiently conducting targeted maintenance work and ensuring long-term operation safety. In this paper, a 5-level grading evaluation system was established for the uneven subgrade settlement of high-speed railway via numerical simulation and machine learning methods. Specifically, a train-track multibody dynamics model was developed to simulate train performance at different speeds under cosine settlement waveforms. A dataset of train performance evaluation indices, including the amplitude and root mean square (RMS) of the vertical carbody acceleration, Sperling index, wheel load reduction rate, and derailment coefficient, was constructed. Eight track irregularity features were selected according to Spearman correlation analysis, and a combined machine learning model integrating an LSTM layer, skip connection layer, shared fully connected layer, and multi-task output layer, which was capable of capturing temporal sequence characteristics, was developed. The model outputs were analysed to construct a planar diagram for grading evaluation of high-speed railway uneven subgrade settlement considering multiple speed levels of 200 ∼ 350 km/h. The results indicate that (1) the established numerical model can effectively simulate actual train operation; (2) the overall prediction performance of the established machine learning model meets expectations; (3) the amplitude and RMS of vertical carbody acceleration are clearly correlated with both the settlement wavelength and the amplitude, whereas the wheel load reduction rate reveals a consistent relationship solely with the amplitude; and (4) increased train speeds increase the sensitivity of all the indices to the settlement wavelength and amplitude. The established grading evaluation method can reflect the settlement state directly on static settlement waveforms, providing a scientific basis for the accurate evaluation of high-speed railway subgrade settlement.]]></description>
      <pubDate>Thu, 05 Feb 2026 09:16:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636303</guid>
    </item>
    <item>
      <title>A rapid and nondestructive detection method for concealed accumulated water beneath airport pavement using hydrothermal parameter variations</title>
      <link>https://trid.trb.org/View/2636300</link>
      <description><![CDATA[Detecting concealed accumulated water beneath airport pavement is a challenge due to limited detection time and nondestructive requirement. To address this issue, a rapid and nondestructive detection method was proposed based on pavement surface temperature variations, which result from differences in the specific heat capacity and thermal conductivity of subgrade soils with varying water content. A physical detection device was developed to test subsurface water based on pavement temperature variations. Numerical models were then established under different water accumulation scenarios, considering vertical thickness, burial depth, horizontal size, and accumulation pattern. The device successfully detected temperature anomalies with subsurface water accumulation on an in-service runway. The main findings are as follows: temperature differences are observed between pavements with and without subsurface water, confirming the feasibility of the proposed method; parametric analysis defines the applicability ranges of pavement design parameters and water accumulation conditions. Overall, the study provides a rapid and nondestructive method for identifying subsurface water accumulation beneath airport pavement, which is beneficial for runway inspection and airport maintenance.]]></description>
      <pubDate>Thu, 05 Feb 2026 09:16:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636300</guid>
    </item>
    <item>
      <title>Mechanism and deformation characteristics of stress isolation method in controlling differential settlement of the subgrade widening over soft soil foundation</title>
      <link>https://trid.trb.org/View/2636299</link>
      <description><![CDATA[This paper proposes the Stress Isolation Method for subgrade widening projects on soft soil foundations, which use steel sheet piles as the isolation elements to control differential settlement during the widening process. First, a numerical model was built to verify the computational accuracy and applicability of the Finite Difference Method (FDM) in this study. On this basis, with the conventional treatment method using only prefabricated vertical drains (PVD) as a control group, a series of numerical simulations were conducted to systematically compare and analyze the distribution patterns of additional stresses and deformation characteristics during both the construction and post-construction phases. The influence of varying pile penetration depths and installation positions on the distribution of additional stresses and the variation of vertical and horizontal displacements of the subgrade was considered to determine optimal configurations.The results demonstrate that the continuous rigid vertical barrier effectively hinders the lateral transfer of additional stresses induced by the new subgrade load to the underlying soft soil foundation under the existing subgrade. This mechanism redirects the additional stresses downward along the pile surface, leading to stress concentration at the pile tip. The concentrated stress at the pile tip ultimately dissipates into the underlying soil layer. During the construction phase, this isolation system significantly reduces disturbance to the existing subgrade and effectively reduces both vertical settlement and horizontal displacement of the underlying soft soil layer. After 15 years of post-construction operation, the subgrade deformation has been effectively controlled. Increasing the pile penetration depth helps reduce the additional stresses in the soft soil under the existing subgrade and at the pile tip. The optimal pile penetration depth is determined to be 1 m below the bottom of the soft soil layer, which effectively reduces the additional stress at the pile tip by 25.0 % and minimizes both vertical settlement and horizontal displacement during the construction and post-construction phases. As the horizontal distance between the isolation piles and the centerline of the new subgrade increases, deformation at both the surface of foundation and the subgrade gradually decreases. Installing the isolation piles at the edge of the existing shoulder achieves the optimal isolation range, thereby minimizing disturbance to the existing subgrade and realizing the best isolation effectiveness with the smallest post-construction deformation.]]></description>
      <pubDate>Wed, 04 Feb 2026 16:28:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636299</guid>
    </item>
    <item>
      <title>Statistical analysis of test data on unbound aggregate layers at experimental site</title>
      <link>https://trid.trb.org/View/2643545</link>
      <description><![CDATA[The field performance of unbound aggregate layers was investigated using an extensive program of light weight deflectometer (LWD), air permeameter (APT) and nuclear density tests on two testing strips, one on untreated subgrade and the other on cement-treated subgrade, constructed at an experimental site. The main objective was to examine the use of LWD and APT for control of the state of compaction and hydraulic conductivity of aggregate layers commonly used as roadway subbase draining or filter/separation layers. The test strips construction and the testing program are described, and test results are discussed. Statistics and correlation studies of the collected data, as well as Bootstrap resampling simulations are presented and serve as a basis for assessing the testing methods and the influence of statistical sample size on the reliability of QA/QC outputs. The main outcomes address the spatial variability in the measured properties, the evaluation of materials and methods used to construct the strips, and the methods used for characterising the layers. These highlight some limitations in current quality assurance guidelines and suggest a risk-informed approach.]]></description>
      <pubDate>Sun, 01 Feb 2026 16:32:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643545</guid>
    </item>
    <item>
      <title>Mechanical properties and microscopic mechanisms of freeze–thaw sand under traffic loading</title>
      <link>https://trid.trb.org/View/2633498</link>
      <description><![CDATA[Traffic loading and freeze–thaw cycles are critical factors that limit the long-term stability and durability of sand subgrades in seasonal frozen regions. To explore the degradation mechanisms of sand’s mechanical properties under the combined effects of these factors, this study prepared sand specimens subjected to 0, 1, 3, 5, and 7 freeze–thaw cycles. Laboratory static and dynamic triaxial tests were conducted to characterize the changes in mechanical properties. In addition, scanning electron microscopy (SEM) and fractal theory were employed to analyze the variations in particle morphology, arrangement, and contact modes. Gray relational analysis was used to quantify the correlation between deviatoric stress, accumulated plastic strain, and microstructural parameters. The results showed that, with an increasing number of freeze–thaw cycles, the deviatoric stress of the sand significantly decreased, while the accumulated plastic strain markedly increased, consistent with previous studies. Simultaneously, the particle morphology became more complex, the particle arrangement became more oriented, the particle size distribution coarser, and porosity increased. A degradation trend towards point-face contact was observed. Gray relational analysis revealed that, under static loading, particle size distribution fractal dimension was the strongest correlated with deviatoric stress, indicating that the particle size distribution predominantly governs the static stress response. Under dynamic loading, porosity was the strongest correlated with accumulated plastic strain, suggesting that the pore structure plays a key role in controlling plastic deformation. This study elucidates the mechanical properties and microscopic mechanisms of freeze-thawed sands under traffic loading at the particle scale, providing valuable insights into the long-term service performance of sand subgrades in seasonal frozen regions.]]></description>
      <pubDate>Wed, 28 Jan 2026 08:52:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633498</guid>
    </item>
    <item>
      <title>Improving Moisture Resistance/Control of Pavement Foundation Systems via Engineered Water Repellency
</title>
      <link>https://trid.trb.org/View/2659346</link>
      <description><![CDATA[The objective of this project is to evaluate the use of nanoscale organo-silane (OS) to control water and increase subgrade and overall pavement performance. It will also explore the extent to which OS can mitigate frost heave-thaw settlement and thaw weakening of frost susceptible pavement foundation layers. This will be achieved through the completion of four objectives: (1) collect both subgrade soils and OS materials; (2) develop a viable treatment design for field construction; (3) construct test sites with OS and without OS (control) and evaluate their geomechanical (e.g., stiffness, strength, F-T durability) and environmental (e.g., temperature, moisture, and matric suction) performances; and (4) collect data and calibrate numerical models. Advanced technologies provided as a match to the project will be used, including Light Detection and Ranging (LiDAR) and shape array sensors (SAS).]]></description>
      <pubDate>Mon, 26 Jan 2026 16:09:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659346</guid>
    </item>
  </channel>
</rss>