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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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    <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>
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    <item>
      <title>A Self-Levelling railway sleeper concept and its large-scale testing</title>
      <link>https://trid.trb.org/View/2640844</link>
      <description><![CDATA[Railway track transition zones present engineering challenges due to their abrupt change in stiffness between structural elements such as embankments, bridges and tunnels affecting track geometry parameters. Although a variety of stiffness-based remedial measures have been widely applied, their implementation can be constrained by high capital cost, operational disruption, and the complexities associated with modifying the substructure. As a result, interventions in practice commonly focus on controlling permanent deformations and differential settlement, particularly related to the development of hanging sleepers. Thus, this study investigates the use of modular self-levelling sleepers (SLS) as a solution. To do so, two concept SLS systems are designed and developed: one employing a granular mechanism (SLS-G), and the other based on a horizontally acting wedge mechanism (SLS-HW). Both variants use the polymeric sleepers and are designed for compatibility with conventional ballasted track systems. Experimental laboratory testing is undertaken, and it is found that the SLS prototypes were able to restore the sleeper-ballast contact for voids up to 40 mm depth, while stress measurements at the interface indicated improved load distribution under the rails. The findings support the proof-of-concept that self-levelling sleepers have the potential to be a modular, low-disruption solution for mitigating track geometry degradation and reducing maintenance requirements at transition zones.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640844</guid>
    </item>
    <item>
      <title>Design of Portable Rumble Strips</title>
      <link>https://trid.trb.org/View/2635922</link>
      <description><![CDATA[In 2003, the states involved in the Midwest Smart Work Zone Deployment Initiative identified portable rumble strips (i.e., rumble strips that require no adhesive or fasteners, making them applicable for very short term work zones) as a high priority and solicited vendors for products to be evaluated by the study. Recognizing that no existing product strictly met the requirements cited in the solicitation, this research was proposed to develop a design for such a device based on aerodynamic and static exploration. The work began with wind tunnel and computational fluid dynamics (CDF) analyses to identify and estimate the critical forces acting on the roadway in the wake of a tractor-trailer. Vehicle simulation packages were used to examine the horizontal (i.e., sliding) force applied to the device by vehicle tires. Prototypes were developed and tested using a sound meter to monitor the sound levels inside the vehicle and both accelerometers mounted to a prototype strip and a high-speed video camera to monitor the interaction between the tires and the strips and to record the strip’s response to the impact during traversal. Based on the analyses conducted in this work, a strip can be constructed that will resist the lifting forces in a truck wake, will not slide down the pavement, and will resist tipping even during heavy braking. Some bounce is inevitable. A segmented design was adopted to help minimize the effects of bounce, and a prototype was fabricated and tested to examine the performance. In order for the strip to resist the lifting forces and the tipping forces, it must be fabricated from solid steel (or something with an equal or greater specific gravity), and needs to be at least 1” high in order to avoid requiring excessive widths. A 1.25” height is recommended, yielding a recommended breadth of 4 to 6 inches. A 4” breadth prototype and a 6” breadth prototype were fabricated and tested with a loaded tractor trailer at 60 mph. Significant bounce was observed, but only in those elements struck by the tires. The adjacent elements did not move, resulting in no net translation of the strip as a whole. No tipping, sliding, or lifting due to negative pressures in the truck wake were observed. Based on these results, the design developed in this study is a feasible solution for the need for portable rumble strips.]]></description>
      <pubDate>Mon, 26 Jan 2026 17:40:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635922</guid>
    </item>
    <item>
      <title>Improving sensor encapsulation for long-term monitoring of relative humidity and temperature inside concrete pavements</title>
      <link>https://trid.trb.org/View/2643578</link>
      <description><![CDATA[Capacitance-type sensors have long been used to measure the relative humidity (RH) in concrete but often fail due to inadequate encapsulation, resulting in intermittent data and a short sensor lifespan. This study aims to enhance sensor reliability by evaluating three encapsulation prototypes in two stages, using solid and porous plastic tubes and caps with varying pore sizes. Namely, the prototypes are as follows: slotted frame with membrane (SFM), porous tube (PT), and polyvinyl chloride tube (PVCT). In the initial stage, the sensors were exposed to air, and their data were compared to sensors without encapsulation. The PT prototype emerged as the best-performing encapsulation based on real-time data correspondence, RH and temperature data accuracy, sensor survival, and repeatability. Next, six replicate PT-encapsulated RH sensors were evaluated in a concrete pavement test section constructed with three different concrete mixtures and monitored for 20 months. All PT-encapsulated sensors remained functional over the monitoring period, effectively capturing the differences in concrete RH between the three mixtures and showing diurnal and seasonal variations corresponding to ambient conditions. The data collection from this study will continue, offering long-term insights into the durability and reliability of these encapsulation techniques for RH sensors in concrete.]]></description>
      <pubDate>Sat, 10 Jan 2026 18:02:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643578</guid>
    </item>
    <item>
      <title>Freight Car-Based Top of Rail Friction Modifier Application System</title>
      <link>https://trid.trb.org/View/2643090</link>
      <description><![CDATA[This paper outlines a new application technology for top of rail (TOR) train mounted friction control, particularly suited for captive freight fleets. The spray application system is mounted on a revenue-generating freight car located immediately behind the trailing locomotive. Compared with locomotive mounted systems, the new approach provides higher capital utilization, no impact on locomotive maintenance scheduling, and a simple but robust system. A prototype system has been successfully designed, installed, and field-tested on a revenue-generating ore car at QCM’s facility in Port Cartier, Quebec. As well as equipment performance, results are also described on lateral force reduction.]]></description>
      <pubDate>Sat, 03 Jan 2026 17:07:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643090</guid>
    </item>
    <item>
      <title>Mechanical response and spray technology for corrosion and voids concrete drainage pipes under traffic loads: simulation and full-scale testing</title>
      <link>https://trid.trb.org/View/2602025</link>
      <description><![CDATA[In various drainage pipeline projects, people widely employ the reinforced concrete drainage pipelines with bell and spigot. Deterioration of drainage pipelines made from reinforced concrete, including bell-and-spigot misalignment, inner wall corrosion and wall bending, can lead to structural failure. Traffic loads is one of the main factors causing pipeline failure. As for the reinforced concrete pipeline, understanding its bending moment becomes very important for pipeline safety evaluation under traffic load. An array of the full-scale tests conducted on buried corroded and void concrete pipeline under traffic loads are introduced in this research. One model of full-scale test parameters is established through numerical simulation analysis, which is adopted with the aim of studying the bending moment of the pipeline made from the reinforced concrete, caused by traffic loads. Firstly, a traffic heavy load model of a pipeline with 1000 mm diameter under a maximum of 300kN was established. Additionally, as for the numerical model, its correctness was verified by full-scale tests. Then, these impacts of traffic load flow, soil cover depth, and position on pipeline bending moment is studied. In order to make the corroded pipeline achieve the original structural performance, this study used this newly developed PVA reinforced cement composite material with early strength and good durability to spray repair the pipeline. The results show that the most unfavorable condition is that with the heaviest traffic load, the vehicle rear axle acts directly on bell-and-spigot joints. If the depth of the soil cover is deeper, the initial pipeline stress will be higher, the influence of traffic loads on the pipeline will be lessened. However, even if a 3 m soil cover depth, heavy trucks still cause a large bending moment, and large-diameter rigid pipelines is designed to be shallow in the cover of the soil, the traffic loads will not be conservative enough in the congested. As to the corroded pipeline repaired by spraying, its structural performance is sufficient to fulfill the original pipeline structure property, which verifies feasibility of the material and technology.]]></description>
      <pubDate>Tue, 11 Nov 2025 09:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2602025</guid>
    </item>
    <item>
      <title>Utilization of Top of Rail Friction Modifiers to Reduce Greenhouse Gas Emissions for the Freight Railroad Industry</title>
      <link>https://trid.trb.org/View/2606745</link>
      <description><![CDATA[This final report documents a demonstration project evaluating Kelsan Technologies’ Top of Rail (TOR) friction modifier, KELTRACK®, as a strategy to reduce fuel consumption and greenhouse gas (GHG) emissions in freight railroad operations. A key distinction emphasized in the study is the difference between lubricants and friction modifiers: lubricants, such as oils or greases, reduce friction indiscriminately and may compromise traction or braking, while friction modifiers like KELTRACK® are engineered composites that maintain an optimal intermediate coefficient of friction across a range of wheel passes. This controlled friction improves energy efficiency without impairing safety performance. Ancillary benefits observed included improved truck steerability, reduced lateral forces under dynamic braking, and potential reductions in rail wear. Two BC Rail locomotives were equipped with prototype TOR dispensing systems and tested over twenty runs on the Chetwynd subdivision in British Columbia, with data collected on fuel consumption, mechanical drawbar forces, and GPS-based track conditions. Fuel consumption and mechanical drawbar forces were measured with and without TOR application, supported by GPS-based segment analysis. The analysis revealed a strong correlation between curve density and fuel savings, with reductions ranging from 155 to 744 liters per million ton-miles and corresponding CO₂ reductions between 0.3 and 2.0 metric tonnes per million ton-miles. Extrapolation to national freight traffic suggested annual reductions of 114.6 to 167.5 kilotonnes, or 2.1–3.0% of total emissions. Field trials confirmed system reliability in extreme winter conditions down to –30 °C, although equipment adjustments, such as redesigned solenoids, were required. The report concludes that TOR friction modifiers can enhance fuel efficiency and emissions performance, particularly on curvy track, and recommends further large-scale testing, equipment optimization, and operational guidelines for widespread deployment.]]></description>
      <pubDate>Sun, 12 Oct 2025 17:08:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606745</guid>
    </item>
    <item>
      <title>Experimental study on the dynamic characteristics of slab track structure considering local defects and temperature gradient</title>
      <link>https://trid.trb.org/View/2598936</link>
      <description><![CDATA[The unit slab track structure has been widely used in high-speed railways. Temperature gradients and local defects alter the interlayer condition of slab tracks, directly affecting the structure's dynamic performance. To investigate the impact of these critical factors, a full-scale experimental platform was constructed, incorporating standard and defective track sections with interlayer separations, along with a heating system and temperature/deformation monitoring system. This configuration achieved a positive temperature gradient of 90 °C/m within the slab. The influences of local interlayer defects, temperature gradients, and their coupled effects on track dynamics were studied by wheelset drop tests. The results indicated that the slab's vibration response significantly increased under local defects, particularly within the P2 resonance and slab bending resonance frequency bands. Under a positive temperature gradient, the temperature-induced deformation at defective slab corners increased, while upward deflection at slab centers decreased. For standard slab track, with the temperature gradient increased from 0 to 90 °C/m, the P2 resonance frequency gradually shifted downward from 80 Hz to 40 Hz, while vibration acceleration increased substantially. The coupling effect of positive temperature gradient and local defects enlarged the contact area between self-compacting concrete layer and baseplate. However, the structural stress at defects significantly increased under temperature gradient.]]></description>
      <pubDate>Thu, 25 Sep 2025 09:31:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598936</guid>
    </item>
    <item>
      <title>Evaluation of Structural Strength Characteristics of Light Pole Transformer Bases</title>
      <link>https://trid.trb.org/View/2567138</link>
      <description><![CDATA[Brittle cast aluminum transformer bases used as breakaway supports for luminaire poles to protect occupants during vehicular collisions, must also resist moments caused by lateral wind loads. To study its moment capacity, a three dimensional finite element model using CSA/NASTRAN was developed for analyzing both TB1-17 and TB3-17 t-base models. To validate the finite element results, full scale tests were conducted. The behavior of the t-base/light pole system is a complex interaction which is affected by properties of the t-base, base plate thickness, diameter of the pole and the diameters of the bolt circles at the top and bottom of the t-base. Critical loading orientations of the t-base were investigated and determined. The material properties of the cast aluminum, such as modulus of elasticity, ultimate tensile strength, and Rockwell hardness number, were investigated by testing specimens cut from the t-bases. Also, an attempt was made to correlate the material properties with the ultimate moment capacity of the t-base. For the use of field engineers, a simple interpolation computer program was developed to determine the ultimate moment capacity of transformer base/steel base plate system by inputting the actual base plate thickness, bolt circle diameters, t-base used and the steel pole diameter.]]></description>
      <pubDate>Mon, 08 Sep 2025 12:21:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567138</guid>
    </item>
    <item>
      <title>Subgrade Repair and Stabilization Using In-Situ Vitrification-Phase I: Final Report</title>
      <link>https://trid.trb.org/View/2567178</link>
      <description><![CDATA[The technology embraced by the concentric graphite arc-meIter (CGAM) promises to furnish a power tool to provide in-situ stabilization of unstable soils through vitrification. This ensures a new maintenance capability for a myriad of stabilization problems. The project will involve three phases. The first phase entails determination of the geotechnical properties of the resultant vitrified soils, a thorough constructability review and an economic analysis to verify the technology's potential for economic feasibility. Phase 2 will include the development of a prototypical CGAM that can be used in limited field trials to prove the concept under actual environmental conditions. Phase 3 will comprise detailed design and testing of a pre-commercial prototype CGAM system. Phase 3 will also include the development of the required construction techniques and safety systems as well as the design of the quality control instrumentation necessary to permit immediate implementation upon whether to continue onto the next phase based on the results of the completed phase.]]></description>
      <pubDate>Mon, 18 Aug 2025 12:11:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567178</guid>
    </item>
    <item>
      <title>Safety Treatment of Roadside Parallel-Drainage Structures</title>
      <link>https://trid.trb.org/View/2556675</link>
      <description><![CDATA[The purpose of the research was to develop traffic-safe end treatments for parallel-drainage structures that would not appreciably restrict water flow. Guidelines or warrants for use of the end treatments were also developed. Parallel-drainage culverts are used to convey water under driveways, side roads, or median crossovers. Preliminary designs were first evaluated using a computer simulation program and a full-scale test program. From these studies, tentative design parameters were selected, including the ditch and driveway slopes and the grate spacing. The end treatment developed in the preliminary studies was then subjected to full-scale prototype testing. These tests involved evaluation of the end treatment on a 6.7 to 1 driveway slope with a subcompact automobile. The end treatment was subjected to tests at 40 mph (64.4 km/h) and 50 mph (96.5 km/h). A benefit/cost analysis was conducted to determine warrants for the use of the treatments.]]></description>
      <pubDate>Sat, 05 Jul 2025 17:02:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556675</guid>
    </item>
    <item>
      <title>Perception-Based Adaptive Traffic Management and Data Sharing: Data Management Plan</title>
      <link>https://trid.trb.org/View/2569679</link>
      <description><![CDATA[Plan, prototype, and test a multi-dimensional Perception-Based Adaptive Traffic Management and Data Sharing system in the Pikes Peak Region, partnering with academia, industry, and the National Renewable Energy Laboratory (NREL).]]></description>
      <pubDate>Mon, 30 Jun 2025 09:17:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569679</guid>
    </item>
    <item>
      <title>Full-scale test and numerical study on seismic performance of bridge piers with 650MPa grade steel bars</title>
      <link>https://trid.trb.org/View/2569065</link>
      <description><![CDATA[This study employs full-scale pseudo-static cyclic tests and advanced numerical simulations to investigate the mechanical behavior and seismic performance of concrete columns reinforced with 650MPa-grade high-strength steel bars. Monotonic tensile testing demonstrates that HRB650E steel bars exhibit significantly higher yield and ultimate tensile strengths than lower-grade HRB400 and HRB500E specimens. And an improved shear strength model is proposed, which can enable precise prediction of the shear capacity for HRB650E reinforced concrete bridge piers, achieving a deviation margin within 3% of experimental values. A comparative analytical evaluation reveals that bridge piers incorporating HRB650E steel bars exhibit superior performance characteristics in structural performance assessments when compared to HRB400-grade reinforcement systems, with quantifiable improvements observed in critical metrics including load-bearing capacity, ductility, and energy dissipation mechanisms. Notably, the synergistic use of C70 high-performance concrete with HRB650E steel reinforcement demonstrates enhanced load-bearing capacity in bridge pier systems. Then, a four-segment piecewise model is developed through systematic parameterization of experimental skeleton curves, delineating sequential behavioral phases: elastic deformation, crack initiation, yielding plateau, and post-peak strength degradation. Numerical simulations in OpenSees successfully replicates the hysteretic behavior of HRB650E bridge piers. This systematic investigation establishes theoretical and practical foundations for next-generation high-performance reinforced concrete infrastructure design.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:12:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569065</guid>
    </item>
    <item>
      <title>Optimization of transition section treatments between bridge and regular track using DEM coupled simulation</title>
      <link>https://trid.trb.org/View/2557160</link>
      <description><![CDATA[This study investigates the impact of four treatment measures—wedge-shape backfill, asphalt mat, concrete slab approach, and stone column installation—on the dynamic performance of railway transition zones, using a coupled Discrete Element Method and Multibody Dynamics model. A 24 m long full-scale three-dimensional model of the transition section, including the discrete ballast particles and discontinuous subgrade elements, was developed to simulate uneven settlement under cyclic M-wave train loads and evaluate the effectiveness of the treatments. The results reveal that all treatments significantly reduced the uneven settlement of the track, with wedge-shape backfill and stone column treatments showing the most promising results, reducing uneven settlement by 42.2 % and 41.1 %, respectively. These treatments also improved the load-bearing capacity of the ballast layer by increasing particle contacts and reducing particle movement. The stone column method notably suppressed particle movement in the ballast layer by distributing the applied load more effectively. In contrast, the asphalt mat and concrete slab methods showed moderate improvements. This study highlights the importance of enhancing subgrade stiffness in transition zones to mitigate settlement.]]></description>
      <pubDate>Fri, 20 Jun 2025 11:58:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2557160</guid>
    </item>
    <item>
      <title>Economical Acquisition of Intersection Data to Facilitate CAV Operations: Phase II (Implementation)</title>
      <link>https://trid.trb.org/View/2550933</link>
      <description><![CDATA[Cost-effective collection and distribution of intersection data are needed to facilitate traffic operations at intersections in the human driven vehicle (HDV) era and particularly, in the prospective era of connected and autonomous vehicles (CAVs). Existing methods are time consuming and costly. Phase I of this research (executed under CCAT Project Nr. 71) developed a cost-effective intersection data collection and distribution device for this purpose. In Phase II of this research, the device prototype was bench tested in Lansing and field tested at Owosso. It was confirmed that the device successfully facilitates signal phase and timing (SPaT) and intersection map (MAP) data collection and dissimulation to mobile devices. These deployments provided evidence that the device provides public agencies a way to drastically reduce the cost of data collection at their intersections. The technological innovation is that the device provided a much simpler and effective way to collect intersection data. Overall, the expectation is that reducing the costs of infrastructure data delivery will ultimately encourage more rapid deployment of infrastructure data sources. That, in turn, is expected to encourage the entire connected intelligent transportation ecosystem to advance when the potential benefits of the system become more widely available. It is anticipated that could be the start of a rapidly expanding deployment on a much larger scale.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2550933</guid>
    </item>
    <item>
      <title>Photoelectric sensors for wireless monitoring of bridge scour – laboratory investigation and field validation</title>
      <link>https://trid.trb.org/View/2548700</link>
      <description><![CDATA[Scour, or the erosion of bed material is a major cause of bridge failure across the world. Monitoring scour levels at bridge foundations reduces the risk of failure through timely condition-based maintenance. This paper evaluates the use of photoelectric sensors for scour detection through laboratory studies and subsequent field investigation. Two types of photoelectric sensors, namely diffusive-reflective and through-beam, were independently investigated. The sensors were installed at six distinct depths on a simulated bridge pier in a laboratory flume. Scour resulting from hydrodynamic action triggered the sensors at different levels, enabling scour depth detection. An inverse response from the sensors detected scour refill. Following successful laboratory tests, a photoelectric scour-sensing prototype was installed in a small creek in August 2019 which continued to monitor scour until April 2022. The prototype response confirmed laboratory results and continues to perform well under various field conditions such as rain, debris, and snow. The very low-cost system required minimal power and bandwidth, and the sensing component was robust to flow parameters. Long-term field studies are required to evaluate their susceptibility to biofouling and develop biofouling countermeasures.]]></description>
      <pubDate>Mon, 05 May 2025 08:56:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548700</guid>
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