<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>Deacidified waste cooking oil for asphalt rejuvenation: A multi-scale study of reinforcement mechanisms</title>
      <link>https://trid.trb.org/View/2752642</link>
      <description><![CDATA[With the pressing demand for carbon-neutral infrastructure, the development of green and high-efficiency rejuvenators to restore aged asphalt performance and valorize waste resources has emerged as a central challenge in sustainable pavement engineering. This research evaluates the rejuvenation efficiency of virgin and modified waste cooking oils (WCO and MWCO) from the perspectives of macroscopic rheological performance, microstructural characteristics, and molecular interactions, while elucidating the multi-scale enhancement mechanism of MWCO. The high-temperature deformation resistance, intermediate-temperature fatigue resistance, and low-temperature crack resistance of the rejuvenated asphalts (RAs) were assessed using a dynamic shear rheometer, bending beam rheometer, and multiple stress creep recovery tests. Infrared spectrum and atomic force microscopy were combined to analyze the evolution of chemical functional groups and surface morphological features. Molecular dynamics (MD) simulations were conducted to reveal intermolecular interaction mechanisms through parameters such as radial distribution function (RDF), mean square displacement, and free volume fraction (FVF). The results indicate that MWCO exhibits superior rejuvenation performance compared to WCO. Specifically, MWCO reduced the high-temperature failure temperature of aged asphalt by 7.8 °C, restoring the performance grade from “E” to “S” at 64 °C, identical to the virgin binder. In terms of low-temperature cracking resistance, MWCORA achieved a creep rate of 0.31 at −24 °C, satisfying the SHRP specification, whereas WCORA failed to meet this criterion, demonstrating superior stress relaxation capacity. Spectroscopic analysis confirms better compatibility between MWCO and aged asphalt, along with a more pronounced reduction in oxygen-containing groups (carbonyl index reduced by 38.5% for MWCORA vs. 25.0% for WCORA). Additionally, MWCO more effectively refined the massive bee-like structures and reduced surface roughness. MD simulations demonstrate that MWCO reduced the RDF peak height at 1.11 Å from 9.21 (aged asphalt) to 8.70, merely 0.06 higher than virgin asphalt (8.64), indicating nearly complete restoration of molecular packing order, while significantly enhancing molecular mobility (diffusion coefficient increased by 72.4% compared to aged asphalt) and FVF.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752642</guid>
    </item>
    <item>
      <title>Viscoelastic behavior and constitutive relation in the asphalt mixture reinforcement layer of high-speed railway: Based on the time–temperature superposition characteristics under vehicle load</title>
      <link>https://trid.trb.org/View/2697507</link>
      <description><![CDATA[To clarify the viscoelastic characteristics of the high-speed railway asphalt mixture strengthening layer under train dynamic load, this paper aims to establish a viscoelastic constitutive model suitable for the sinusoidal dynamic load of high-speed railway. Firstly, through the uniaxial compression dynamic modulus test, the dynamic modulus and phase angle characteristics of SBS/rubber powder composite modification, single rubber powder modification (dry and wet methods), and matrix asphalt mixture were compared and analyzed over the range of −10°C ∼ 30°C and 0.1 ∼ 25 Hz. Secondly, based on the time–temperature equivalence principle, a dynamic modulus master curve is constructed, clarifying the viscoelastic behavior of each material across a wide frequency range. Finally, the Burgers viscoelastic constitutive model under sinusoidal dynamic loading is established, and the physical meanings of the model parameters and their influence on the material’s viscoelastic response are revealed. The results show that among the four asphalt mixtures, the SBS/rubber powder composite modified asphalt mixture has the highest dynamic modulus and the best high temperature deformation resistance. Compared with the matrix asphalt mixture, the dynamic modulus of the SBS/rubber powder composite modified asphalt mixture increased by 20% under high temperature and low frequency load, increased by 11.6% under high temperature and high frequency load, and increased by 2.44% under low temperature and high frequency load under test temperature conditions (−10°C to 30°C). The strain–time curves for each asphalt mixture group were analyzed, and the deformation response characteristics under dynamic loading were clarified; a Burgers viscoelastic constitutive model for the asphalt mixture under sinusoidal dynamic loading was established. The constitutive model established in this paper better reflects the strain–time relationship of an asphalt mixture under sinusoidal dynamic loading at different temperatures and frequencies. It provides an important reference value for the design of the high-speed railway asphalt mixture reinforcement layer.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:35:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697507</guid>
    </item>
    <item>
      <title>Enhancing railway subgrade stability using a prestressed reinforcement structure</title>
      <link>https://trid.trb.org/View/2703899</link>
      <description><![CDATA[Poor railway subgrades typically exhibit significant settlements and stability issues, leading to compromised service performance and increased maintenance demands. To address such a troublesome, a novel prestressed structure (PS) was proposed to enhance railway subgrade performance. This study investigates the use of PS to improve the bearing capacity of railway subgrades by conducting two series of 1:5 scale model plate load tests, aimed at capturing differences in load-deformation behaviour. The two tests consist of the double square plate load test (DS-PLT) and the rectangular plate load test (R-PLT). The test indicators include settlement on the top surface of the subgrade and lateral deformation of the subgrade slope. Results from the two PLTs indicate that both the PS and the pretension force in the steel bars contribute effectively to enhance subgrade resistance to deformation, with the improvement becoming more pronounced as the applied plate load increases. Subsequently, based on the results of the R-PLTs, calibrated three-dimensional FEMs were employed to model various PS configurations for subgrades, examining the effects of PS installation locations, the number of PS rows, prestress levels (or reinforcement pressures), and steel bar’s diameters on the subgrade load-deformation responses with high reliability. Practical recommendations for optimizing PS layout were proposed. Finally, based on both experimental and numerical results, the reinforcing mechanism of the prestressed subgrade was discussed.]]></description>
      <pubDate>Mon, 10 Aug 2026 11:16:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703899</guid>
    </item>
    <item>
      <title>Comparative Study of Wicking and Conventional Geotextiles: Interface Properties and Drainage Performance for Slope Reinforcement</title>
      <link>https://trid.trb.org/View/2678487</link>
      <description><![CDATA[Coastal infrastructure is becoming susceptible to failures due to rise in the frequency of flooding events caused by adverse weather phenomena. Water infiltration into the soil during an extreme rainfall event greatly decreases its suction, causing instability and probable collapse of geotechnical structures. The risk of potential damage to coastal highway infrastructure caused by flooding emphasizes a need for the implementation of innovative materials or methods which can rapidly and effectively drain geomaterials during and after flooding events. Wicking geotextile, made up of hydrophilic and hygroscopic fibers, is a novel geosynthetic which has been proven effective in removing moisture from pavement subgrades. While non-woven geotextiles are commonly used for drainage applications in slopes, this study evaluates and compares the performance of wicking geotextiles as reinforcement and drainage element against traditional non-woven geotextiles. Both drainage and interface properties of a wicking and non-wicking geotextile were determined using a large-scale direct shear apparatus. Tests were conducted at varying stress levels, and drainage capabilities of both geotextiles were examined using moisture sensors embedded in soil samples. The results from the tests indicate that wicking geotextile provides superior drainage and reinforcement capabilities compared to conventional non-woven geotextile.]]></description>
      <pubDate>Fri, 12 Jun 2026 15:59:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678487</guid>
    </item>
    <item>
      <title>Finite Element Analyses of Geocell Reinforced Tracks Over Clayey Subgrade</title>
      <link>https://trid.trb.org/View/2113166</link>
      <description><![CDATA[Railways are an integral part of transportation sector of many countries like USA, China, and India. New tracks are being laid at a fast pace as well as existing tracks are being upgraded to meet the demands of the ever-increasing population. Geosynthetics in the form of geocells can be used as a reinforcement material in railways to reduce settlements and track deteriorations which can also reduce the maintenance costs involved. Upgrading tracks require parametric studies to evaluate the effect of various properties of track components on the track system. In the present study, three-dimensional geocell reinforced tracks are modeled using Midas GTS-NX, which is a commercial finite element analysis software. The displacement and vertical stress variations for the railway tracks over clayey subgrade under applied train load were obtained using finite element analyses. The parametric studies involved variation in subgrade modulus and infill modulus to show their effects on reduction in settlements as well as vertical stresses. The comparison of the geocell reinforced model with the unreinforced model showed improvement of railway tracks using geocell. The results of parametric studies show that increase in modulus of subgrade and infill material can effectively improve the performance of railway tracks.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113166</guid>
    </item>
    <item>
      <title>Behavior of Geogrid-Reinforced Railway Ballast Under Train Traffic Loads</title>
      <link>https://trid.trb.org/View/2113162</link>
      <description><![CDATA[For the ballasted railway, under the action of dynamic load caused by the train traffic, the higher loading frequency and amplitude may eventually result in excessive settlement in the ballast, thereby reducing the passengers’ comfort and even affecting the safety of train operation. To study the influence of train traffic load with higher frequency and amplitude imposed on the ballast and the employment of geogrid, ballasted railway model test on the cumulative settlement of geogrid-reinforced ballast under different train loads such as high-speed and heavy axle load and different types of geogrid reinforcement conditions, and triaxial test results of ballast specimens with and without geogrid under different confining pressures are discussed in this paper. The cumulative settlement and stress distribution of the ballast layer, the sleeper vibration, and the strain of geogrid of ballasted subgrade in the model tests under different train loads and geogrid reinforcement conditions are analyzed throughout the test, to explore the effect of geogrid and its working mechanism. Multiple groups of experimental results of axial strain, circumferential strain, and volumetric strain with various confining pressure in the triaxial tests are also compared and studied in this paper. These tests indicated that the installation of geogrid depresses the development of volumetric deformation and effectively increases the peak stress values in the ballast layer. The loading frequency and amplitude also play a vital role in the settlement development and degradation of ballasted subgrade at the same time.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113162</guid>
    </item>
    <item>
      <title>Bearing Capacity Test with Small Soil Box Model on Reinforcement of Base Course Using Geotextile</title>
      <link>https://trid.trb.org/View/2113154</link>
      <description><![CDATA[In recent years, there has been a rapid increase in the number of road pavements that have exceeded 40 years of service life. As a result, it is anticipated that the number of pavements in need of repair, including the base course, will increase. In addition, the cost of repairing the pavement including the base course will be higher than if only the asphalt layers were repaired. Therefore, it is desirable to extend the service life of road pavements in order to reduce future maintenance costs. This study focuses on reinforcing the base course of road pavements and aimed to increase the durability and extend the service life of road pavements by laying geotextiles on the base course. The effect of different types of geotextiles on the reinforcement of the base course was reported from the results of bearing capacity tests using a small soil container.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113154</guid>
    </item>
    <item>
      <title>Monitoring the Performance of a Steel-Reinforced Mixed MSE Abutment Wall during and after Construction</title>
      <link>https://trid.trb.org/View/2662719</link>
      <description><![CDATA[This paper presents a case study of the performance of a pile-supported, mechanically stabilized earth (MSE) bridge abutment in Whitestown, Indiana, both during construction and while in service. A zone near the middle of the east MSE abutment wall (Bent 3) was instrumented with earth pressure cells, strain gauges, inclinometers, and crackmeters to investigate the transfer of dead and live loads from the bridge to the foundation elements (pile cap and piles), and to assess the performance of the MSE abutment wall under these loading conditions. The results indicate that the vertical stress measured at the base of the leveling pad was greater than that calculated based on the self-weight of the wall facing by a factor of 2–3 during bridge construction. The measured dead loads carried by the instrumented piles were compared with the estimated dead loads used in the design of the MSE abutment. No significant changes were observed in the response of the MSE abutment wall after the bridge was constructed and opened to traffic. A live load test was performed by parking 12 triaxle trucks at different locations along the approach to the instrumented MSE abutment and on the bridge deck near the abutment. Most (≈91%) of the live load in the instrumented zone of the pile cap was carried by the piles, and the remaining 9% of the live load was carried by the fill material in contact with the pile cap.]]></description>
      <pubDate>Fri, 01 May 2026 14:33:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2662719</guid>
    </item>
    <item>
      <title>Seismic Behavior of Moderate-Aspect-Ratio Concrete Bridge Wall Piers Reinforced with Steel and GFRP Reinforcements</title>
      <link>https://trid.trb.org/View/2685432</link>
      <description><![CDATA[A comprehensive nonlinear finite-element analysis (FEA) was conducted to investigate the nonlinear cyclic response of moderate-aspect-ratio (height/length ranging from two to four) concrete bridge wall piers reinforced with steel and glass fiber–reinforced polymer (GFRP) reinforcement. The FEA results were validated based on the experimental outcomes of two concrete bridge pier walls reinforced solely with either GFRP bars or steel bars, as well as three bridge pier walls reinforced with hybrid steel and GFRP reinforcement. A total of 18 cases were studied, featuring various combinations of steel-to-GFRP reinforcement. The investigation focused on several key parameters, including the ratio of effective GFRP reinforcement to the balanced GFRP reinforcement ratio and the mixing ratio between steel and GFRP bars at the wall boundaries. The seismic design aspects examined included strength, stiffness, deformation capacity, damage control, energy dissipation, and equivalent viscous damping. The results of the study revealed that hybrid reinforced concrete (RC) walls exhibited remarkable displacement capacity with controlled residual deformations. Furthermore, the simulated hybrid RC walls demonstrated superior ductile flexural behavior. Based on the findings of this study and within the range of the tested parameters, a preliminary proposal is made for the optimal mixing ratio of steel and GFRP reinforcement to be used in RC walls with moderate aspect ratios. This research provides valuable insights into the design and optimization of hybrid RC walls, contributing to the development of more resilient and sustainable structural systems.]]></description>
      <pubDate>Tue, 14 Apr 2026 16:59:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685432</guid>
    </item>
    <item>
      <title>Simplified Method for Structural Capacity and Reinforcement Design of Reinforced Concrete Circular Bridge Piers Considering Second-Order Effects</title>
      <link>https://trid.trb.org/View/2686651</link>
      <description><![CDATA[The traditional calculation methods for the second-order structural capacity and reinforcement of reinforced concrete circular slender piers have certain limitations. The traditional calculation process involves many complex formulas and iterative calculations, which are difficult to complete manually and bring many inconveniences to practical engineering applications. To address this challenge, this article establishes five strain zones based on the complete constitutive relationship curves of concrete and reinforcement, solves the internal forces with strain as the independent variable, avoids the iterative calculation of the traditional standard methods, derives the calculation formula for the structural capacity of reinforced concrete circular sections, and provides a dimensionless chart for determining the structural capacity and reinforcement of circular section piers and columns. Based on this, a calculation method for calculating the second-order structural capacity and reinforcement of reinforced concrete circular section piers is provided. This method significantly simplifies the second-order structural capacity and reinforcement calculation process of reinforced concrete circular bridge piers, making up for the shortcomings of determining numerous calculation parameters and iteratively solving transcendental equations in the traditional standard calculations, and providing a convenient and efficient manual calculation tool for engineering practice. The calculation results of the examples demonstrate that the proposed method enables simple and rapid determination of the second-order structural capacity and reinforcement for reinforced concrete circular slender piers using the reinforcement with a characteristic yield strength of 500 MPa, showing good agreement with traditional standard iterative calculation methods and exhibiting good accuracy and reliability.]]></description>
      <pubDate>Fri, 03 Apr 2026 10:06:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686651</guid>
    </item>
    <item>
      <title>Crack behaviour analysis in continuously reinforced concrete pavements: insights from transverse steel configurations</title>
      <link>https://trid.trb.org/View/2643699</link>
      <description><![CDATA[This study investigates the effect of transverse steel layout on active and passive crack patterns in continuously reinforced concrete pavement (CRCP) under various temperatures. The Belgian CRCP design employs a skewed layout (60° angle) of transverse steel relative to the longitudinal steel to prevent crack formation along the transverse steel bars. In this study, a 3D finite element (FE) model is developed to simulate active and passive cracking in CRCP slabs with both skewed (60°) and straight (90°) transverse steel layouts. The FE model is qualitatively verified through field observations of current Belgian CRCP sections. The results indicate that transverse steel placed at a 90° angle experiences higher tensile stress at its location, leading to cracking following the position of the transverse steel bar. Conversely, the skewed layout (60° angle) causes cracking throughout the concrete slab's surface. Combining partial surface saw-cuts with the advantages of straight-placed transverse steel is anticipated to accelerate uniform crack development in the CRCP slab.]]></description>
      <pubDate>Sun, 22 Mar 2026 17:19:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643699</guid>
    </item>
    <item>
      <title>In situ evaluation of strengthening methods for reinforced concrete T-beam bridge</title>
      <link>https://trid.trb.org/View/2672679</link>
      <description><![CDATA[The structural integrity of reinforced concrete (RC) bridges is critical to the safety and functionality of transportation infrastructure. This paper presents a field investigation of steel-based strengthening methods for rehabilitating deteriorated RC T-beam bridges, encompassing transverse, shear, and flexural enhancements. Static load testing using four dump trucks was conducted to evaluate the performance of strengthening methods. Finite element (FE) models were developed to analyze structural behavior and complement the experimental investigation. The results show that the transverse strengthening successfully improved transverse load distribution across the beams. A detailed investigation was conducted on three flexural strengthening methods designed to reduce deflection. The steel channel strengthening (SCS) method proved to be the most effective in improving stiffness of the beams, compared to the cover plate strengthening (CPS) and the steel truss strengthening (STS) methods. The SCS method reduced the maximum mid-span deflection by up to 50.7% compared with the unreinforced condition, outperforming the CPS (17.5%) and SCS (19.5%) methods. Strain distribution analysis confirmed effective composite action for the CPS and SCS approaches, whereas the STS method exhibited incomplete composite behavior. The results highlight that achieving effective composite behavior between the strengthening system and the existing concrete member is a governing factor for strengthening performance. Parameter analysis demonstrates that the 16B channel used in SCS practical application provides a cost-effective option. The findings validate the steel-based strengthening methods for deteriorated RC bridges and provide practical guidance for field applications.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672679</guid>
    </item>
    <item>
      <title>Evaluation of Asphalt Binders</title>
      <link>https://trid.trb.org/View/2675155</link>
      <description><![CDATA[In August, 1995, the Oklahoma Department of Transportation (ODOT) completed construction on ODOT Project Number NH-186(190). Briefly, this project consisted of milling and resurfacing a 10.9 km (6.8 mi) long section of U.S. 69. Pavement placed under NH-186(190) included 102 mm (4 in.) of Type "A" asphalt concrete (AC) and 51 mm (2 in.) of Type "B" AC surface. The surface course contained test sections of AC with various asphalt cement binders. Field performance of the various binders was intended to be evaluated and compared. 0.8 km (0.5 mi) long test sections of AC surface were placed. Binders used in the test sections were AC-20 (viscosity grade) asphalt cement modified with Type I-D Polymer, AC-20 asphalt cement with Type II-C Polymer, and AC-20 with III-Polymer. In other test sections, binders used were AC-20 asphalt cement modified with Type I-D Polymer and mixed with 25 percent recycled asphalt, unmodified AC-30, and unmodified AC-40. Combinations of fabric reinforcement were also used. Strip membrane was applied over transverse depression cracks, and full-width fabric reinforcement was applied over the traffic lanes. In 0.8 km (0.5 mi) test sections, strip membrane was applied without full-width fabric, full-width fabric was used without strip membrane, and in one section, neither strip membrane or full-width fabric was used. Various problems have occurred since NH-186(190) began. The project was not completed until fall, 1995. Substandard aggregate was used, resulting in aggregate breaking and crushing in the pavement surface, with large amounts of aggregate in the surface lost to ravelling. These conditions made it necessary to overlay one lane of the Southbound Expressway. The other expressway will likely be overlaid soon. The binder sections to be evaluated were located in the surface course, and it is unlikely that they can be evaluated accurately.]]></description>
      <pubDate>Mon, 16 Mar 2026 19:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675155</guid>
    </item>
    <item>
      <title>Shape Memory Alloy Transverse Reinforcement for Solving End Region Problems in Precast Bridge Girders End Regions</title>
      <link>https://trid.trb.org/View/2673231</link>
      <description><![CDATA[This project introduces an innovative method that utilizes shape memory alloys (SMAs), a new class of smart materials, as transverse reinforcement in the end regions of precast prestressed concrete (PC) bridge girders. The proposed solution effectively addresses the long-standing issue of damage in the end regions of PC bridge girders caused by the application of prestressing force. SMA transverse reinforcement, known for its shape recovery capability, can help prevent cracking in these critical areas while reducing the congestion of steel reinforcement typically found in highly reinforced sections of bridge girders. The project involved both numerical and experimental studies to investigate damage mitigation during the release of prestress in PC girders. This was achieved by placing transverse SMA bars within the concrete at the end regions of the girders and generating the prestressing force through SMA activation. The results validate the effectiveness of this new reinforcement method in reducing and healing damage in the end regions of PC bridge girders.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673231</guid>
    </item>
    <item>
      <title>Shape Memory Alloy Transverse Reinforcement for Solving End Region Problems in Precast Bridge Girders End Regions [supporting dataset]</title>
      <link>https://trid.trb.org/View/2673238</link>
      <description><![CDATA[Abstract of the final report is stated below for reference: This project introduces an innovative method that utilizes shape memory alloys (SMAs), a new class of smart materials, as transverse reinforcement in the end regions of precast prestressed concrete (PC) bridge girders. The proposed solution effectively addresses the long-standing issue of damage in the end regions of PC bridge girders caused by the application of prestressing force. SMA transverse reinforcement, known for its shape recovery capability, can help prevent cracking in these critical areas while reducing the congestion of steel reinforcement typically found in highly reinforced sections of bridge girders. The project involved both numerical and experimental studies to investigate damage mitigation during the release of prestress in PC girders. This was achieved by placing transverse SMA bars within the concrete at the end regions of the girders and generating the prestressing force through SMA activation. The results validate the effectiveness of this new reinforcement method in reducing and healing damage in the end regions of PC bridge girders.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673238</guid>
    </item>
  </channel>
</rss>