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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Seismic fragility analysis of continuous rigid-frame bridges considering site liquefaction and hydrodynamic effects</title>
      <link>https://trid.trb.org/View/2782401</link>
      <description><![CDATA[Previous studies have shown that site liquefaction and hydrodynamic forces significantly increase the seismic risk of bridges; however, research on bridge seismic fragility that couples both effects remains limited. This study developed a simulation method in OpenSees that accounts for both effects and validated it through centrifuge shake table tests. A seismic fragility analysis method was then established for continuous rigid-frame bridges under coupled conditions, and a fragility influence index that quantifies the severity of seismic fragility via the area under the fragility curve was proposed. Numerical simulations for a continuous rigid-frame bridge revealed that the effect of water depth depends on soil relative density, whereas soil density exerts an influence independent of water depth. Both site liquefaction and hydrodynamic forces can aggravate bridge damage, with liquefaction having a more pronounced effect than hydrodynamic forces, particularly on piles, where damage amplification is most evident. Compared with the dense sand site, the maximum overall influence index, obtained by weighting the fragility influence index for minor damage, moderate damage, extensive damage, and complete failure, reaches 0.829 for the loose sand site. For the 40 m water depth condition, the maximum overall influence index relative to the no-water case is 0.357.]]></description>
      <pubDate>Fri, 02 Oct 2026 16:54:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2782401</guid>
    </item>
    <item>
      <title>A Machine Learning Framework for Thermal Microzonation in the Design of Rigid Pavements</title>
      <link>https://trid.trb.org/View/2720213</link>
      <description><![CDATA[Rigid pavements are strongly influenced by nonlinear temperature gradients induced by environmental variability, which generate equivalent linear temperature differentials and eigenstresses that contribute to fatigue damage. Current Indian design guidelines (IRC:58) assume a single uniform temperature differential over large regions and neglect eigenstress effects, which can lead to both conservative and nonconservative designs depending on location and failure mode. This study proposes a Machine Learning (ML)-based thermal microzonation framework to capture spatial variability in pavement thermal behavior and enable zone-specific design recommendations. Hourly meteorological data from the ERA5 reanalysis dataset covering two 30-year periods (1961–1991 and 1992–2022) were used to simulate pavement temperature profiles at 126 land-based grid points across a climatically diverse state in western India using the ILLI-THERM model. Simulations were conducted for three slab thicknesses (200, 250, and 300 mm) and two surface albedo values (0.30 and 0.50). Four thermal performance indicators—bottom-up and top-down linear temperature differentials (ΔTL,BU, ΔTL,TD) and the corresponding critical eigenstress ratios (ESRc,BU, ESRc,TD)—were extracted at the 90th percentile level. The resulting 48-dimensional thermal dataset was reduced to 15 components using principal component analysis (PCA), retaining over 95% of the total variance, followed by clustering using k-Means, DBSCAN, and Agglomerative Hierarchical methods. Thereafter, the application of an ensemble-based centroid approach resulted in five spatially coherent thermal microzones. Substantial spatial variability was observed, with ΔTL,BU values ranging from around 16.3°C to 17.2°C across zones. ESRc,TD values demonstrated a narrower distribution varying approximately 3%–6% across microzones, although these differences were systematic and persisted across slab thicknesses, highlighting spatially distinct eigenstress accumulation characteristics. Comparisons with IRC:58 code of practice illustrated notable deviations from uniform design assumptions and underscore the omission of the eigenstress perspective. The proposed framework is transferable and can support the development of climate-resilient, region-specific rigid pavement design practices in other regions of the world as well.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:56:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720213</guid>
    </item>
    <item>
      <title>Rapid monitoring of airport rigid pavement</title>
      <link>https://trid.trb.org/View/2768793</link>
      <description><![CDATA[Testing techniques, including destructive and non-destructive testing (NDT), are used to provide routine measurements to obtain reliable geometrical and structural data. Such data could improve airfield rigid pavement management plans. NDT surveys are often scheduled around airport traffic to avoid interfering with airport operation. In addition, NDT may be conducted under specific loading and environmental conditions. Hence, consistency and repeatability may be jeopardized. In addition, the increasing air traffic volume and climate change exacerbate the limitations of typical NDT-based monitoring. This affects the acquisition and analysis of collected data. A novel monitoring methodology that relies on embedded sensors could allow monitoring the conditions of superstructures and superstructural elements effectively and efficiently. In this research, the potential of various embedded sensors in measuring concrete pavement’s mechanical and thermic behaviour is studied under in-service field conditions (i.e., aircraft loads and environmental stresses). Utilizing sensed data, an innovative procedure for predicting cumulated fatigue damage (CDF) progression in airfield concrete pavement has been developed. The procedure relies on a fast analytical algorithm for real-time estimation of bending tensile stress fields using strain and temperature measurements. The novel forecasting method allows automatic implementation of structural monitoring data into airport pavement management systems, enhancing data reliability and corresponding strategic decision making.]]></description>
      <pubDate>Fri, 18 Sep 2026 16:00:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768793</guid>
    </item>
    <item>
      <title>Neural network based early warning system for JPCP transverse cracking</title>
      <link>https://trid.trb.org/View/2768716</link>
      <description><![CDATA[Transverse Cracking is an early indication of damage to the surface and base of rigid pavements. The identification of this distress and adequate surface maintenance is crucial for preserving pavement performance and extending service life. Traditional regression techniques often fall short in accurately forecasting crack formation. Leveraging the Long-Term Pavement Performance (LTPP) database, Artificial Neural Networks (ANN), a powerful deep learning tool, is developed to improve transverse crack prediction accuracy. The trained forecast model in this study included various environmental factors such as yearly Equivalent Single Axle Load, Annual Average Precipitation, Annual Average Temperature, and Freeze-Thaw Cycles, as well as structural properties like Pavement Thickness, Pavement Age, Tensile Strength, Optimum Moisture Content, etc. By taking these factors, the model used a dataset of the entire US region, and five ANN algorithm optimization functions were evaluated. The final model achieved a coefficient of determination, R², of 0.52, demonstrating its moderate distress prediction ability. Following the model training, a linear prediction equation from the ANN model has been extracted. This simple linear equation may be utilized by transportation engineers and contractors in successfully predicting transverse cracking, without running the full model. Thus, leading to more reliable and cost-effective maintenance strategies. In addition, through sensitivity analysis of the model, it was observed that the tensile and compressive strength of rigid pavement were the most influential parameters affecting the model output.]]></description>
      <pubDate>Wed, 16 Sep 2026 16:15:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768716</guid>
    </item>
    <item>
      <title>Concrete pavement on the Vrhnika–Logatec motorway section: 15 years of structural performance evaluation</title>
      <link>https://trid.trb.org/View/2768638</link>
      <description><![CDATA[The Vrhnika–Logatec section of Slovenia’s A1 motorway was originally constructed in 1972. Due to increasing traffic volumes, the section was upgraded in 2009–2010 with the addition of a third lane constructed using a rigid concrete pavement. This project marked one of Slovenia’s first applications of the exposed aggregate surface finish on a motorway, designed to enhance durability and skid resistance under heavy loads. This survey was conducted to assess the condition and long-term performance of the exposed aggregate concrete pavement after 15 years of service. The survey indicated that the concrete pavement generally maintained good structural condition, with only limited areas requiring intervention. Core tests and field measurements confirmed that the concrete retained its strength and durability, while visual inspections showed minimal surface damage, highlighting the long-term performance of the pavement.]]></description>
      <pubDate>Wed, 16 Sep 2026 16:15:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768638</guid>
    </item>
    <item>
      <title>Development of top-down cracking design methodology for corner breaks in rigid airport pavements</title>
      <link>https://trid.trb.org/View/2768635</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) has conducted full-scale traffic tests at the National Airport Pavement Test Facility (NAPTF) to improve airport pavement design practices. These tests have shown that the current FAA rigid pavement design procedure has difficulty in predicting performance when corner breaks occur. This limitation stems from the fact that the FAA design procedure involves the computation of stress at the bottom of the Portland Cement Concrete (PCC) layer, whereas corner breaks initiate from the top. Further research highlighted the complexity of stress distribution on the PCC surface, where the critical stress location does not align with the gear loading point. This discrepancy underscored the need for a revised design approach to address corner breaks. So, in this study, researchers proposed a rigid pavement design framework that integrates a new corner break design procedure with the existing FAA procedure. The new corner break design procedure leverages machine learning for mechanistic analysis and fatigue modeling to assess damage. A novel approach was developed to calculate damage along joint “nodes” (intersections of longitudinal and transverse joints). Additionally, the concept of the pass-to-coverage ratio was removed for corner break design, and a new statistical procedure was introduced to allocate departures to distinct pavement locations. This enhanced framework was then combined with a modified version of the existing FAA design procedure. Parametric analyses demonstrated that the updated approach could potentially reduce PCC thickness by up to 1.5 inches for large-hub airports, offering a more efficient and reliable design solution.]]></description>
      <pubDate>Wed, 16 Sep 2026 16:15:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768635</guid>
    </item>
    <item>
      <title>Theoretical quantification of sustainable concrete options for airport pavements</title>
      <link>https://trid.trb.org/View/2768631</link>
      <description><![CDATA[Rigid airport pavement concrete mixtures have traditionally been produced with virgin natural aggregates and ordinary Portland cement, limiting opportunities for sustainable material use in Australia. However, growing emphasis on sustainability and carbon reduction has highlighted the need to incorporate industrial by-products and recycled materials into airport pavement concrete. This research estimated the environmental and financial cost of airport pavement concretes containing supplementary cementitious materials, recycled concrete aggregate, and blast furnace slag aggregates, which are materials already permitted by some road and airport pavement specifications. Results showed that ordinary Portland cement concrete had the highest embodied carbon, while geopolymer cement concrete was associated with an 83% carbon reduction, albeit at a 10% cost premium. It was concluded that significant embodied carbon and cost savings can be achieved in concrete mixtures for airport pavements in Australia, just by allowing the use of materials already allowed by other jurisdictions. For example, mixtures containing high proportions of supplementary cementitious materials permitted under U.S. specifications achieved carbon reductions of 45% and 41%, with financial savings of 4% and 15% respectively. Furthermore, a 40% fly ash mixture, already allowed by some Australian and U.K. specifications, reduced embodied carbon by 37% and cost by 5%. Additionally, while recycled concrete aggregate and blast furnace slag aggregates had slightly higher embodied carbon than virgin aggregates, they can deliver broader sustainability benefits by conserving natural resources, reducing landfill demand and reducing cost. These findings demonstrate the importance of specifications that allow waste and recycled materials and their contribution to sustainable airport pavement practice.]]></description>
      <pubDate>Wed, 16 Sep 2026 16:15:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768631</guid>
    </item>
    <item>
      <title>Receiver, Vehicle, and Roadway Systems for a Dynamic Wireless Power Transfer Roadway Testbed</title>
      <link>https://trid.trb.org/View/2767342</link>
      <description><![CDATA[A dynamic wireless power transfer (DWPT) system using a novel three-phase transmitter/receiver design was embedded 2.4 in beneath the surface of an existing rigid pavement on US 52/US 231 in West Lafayette, Indiana, with 85 coils installed and paired with a retrofitted Class-8 Cummins electrified truck. The system successfully delivered 50–190 kW at speeds up to 65 mph with efficiencies approaching 85%, and all coils met electromagnetic balance targets; similar results were validated on a 3-coil testbed at Utah State University, with magnetic flux densities well below human exposure limits. Testing also demonstrated strong misalignment tolerance and reliable high-power delivery without active vehicle-roadway alignment technologies. In addition, the project conducted extensive public outreach in collaboration with Indiana Department of Transportation (INDOT) to inform and engage the community.]]></description>
      <pubDate>Tue, 08 Sep 2026 10:46:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2767342</guid>
    </item>
    <item>
      <title>Performance of Cement-Treated Aggregate (CTA) and Full-Depth Reclamation (FDR) Bases for Semi-Rigid Pavement Design</title>
      <link>https://trid.trb.org/View/2772642</link>
      <description><![CDATA[Cement-treated aggregate (CTA) and cement-stabilized full-depth reclamation (CS-FDR) are both used to increase pavement foundation stiffness, distribute wheel loads, reduce stresses transmitted to underlying layers, and support asphalt-surfaced pavement systems. Although both are cementitiously stabilized base materials, they are produced and constructed in fundamentally different ways. CTA is generally plant-produced from virgin materials while CS-FDR is produced in place by pulverizing existing bound and unbound pavement materials and stabilizing the reclaimed blend with cement. Consequently, CS-FDR may contain variable quantities of existing materials depending on original construction uniformity. CTA is expected to be more uniform, but Virginia experience has also shown that transport, placement, moisture loss, grading, and compaction can produce substantial field variability.

This is important as Virginia Department of Transportation (VDOT) begins the use of semi-rigid pavement analysis in AASHTOWare Pavement ME Design. Cement stabilized layers require material properties that represent their strength and stiffness rather than treating them as conventional unbound aggregate. 

Laboratory characterization and stiffness testing of field placed materials is necessary to describe properties of these materials for design, but laboratory testing alone is not sufficient. Repeated loading can produce progressive stiffness loss and damage even when a stabilized layer does not reach a clearly defined binary failure state. Accelerated pavement testing provides the necessary link between material properties and full-scale performance. Laboratory results can be interpreted with FWD-backcalculated stiffness, rutting and surface-distress progression, measured structural response, and post-loading forensic observations. 

This study therefore focused on the direct comparison of field-produced CTA and CS-FDR and on the development of Pavement ME inputs supported by laboratory, FWD, APT, and forensic evidence.
]]></description>
      <pubDate>Wed, 02 Sep 2026 13:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2772642</guid>
    </item>
    <item>
      <title>A bio-based composite material to enhance sustainability in road infrastructure</title>
      <link>https://trid.trb.org/View/2752010</link>
      <description><![CDATA[This licentiate thesis investigates how forestry-derived biomaterials can reduce the fossil bitumen content of asphalt binders while maintaining functional performance. It focuses on lignin as a bio-based extender and on tall oil products as complementary softening bio-additives in a bio-composite binder. The work is motivated by two practical uncertainties in the literature: the ambiguous functional role of lignin in bitumen (often described as modifier-like or filler-like) and how this role affects the stiffness-flexibility trade-off. The thesis addresses these questions through a combined approach: a systematic literature review and a targeted binder-scale experimental programme. The review confirms that lignin enhances high-temperature stiffness, rutting resistance, and ageing resistance, but it also identifies critical gaps: inconsistent mechanistic interpretation of lignin's role, a lack of performance-balancing strategies, and insufficient comparative benchmarks. Guided by these gaps, the experimental study evaluates a 70/100 paving-grade bitumen extended with 15 wt% kraft lignin (KL) or hydrolysis lignin (HL), using a limestone filler mastic (LSM) as an inert reference. Crude tall oil (CTO) and tall oil pitch (TOP PN) were assessed as secondary additives (5 and 10 wt%) in the KL-extended binder. Chemical and thermal analyses using Fourier-transform infrared spectroscopy and thermogravimetric analysis confirmed physical blending and thermal stability up to 190 °C for all binders. Rheological characterisation using dynamic shear rheometer and multiple stress creep and recovery testing revealed a clear functional distinction: KL behaved in a filler-like manner, showing a complex modulus and stress sensitivity very similar to the LSM mastic. In contrast, HL exhibited a modifier-like character, with significantly higher elastic recovery and lower non-recoverable creep compliance. Tall oil products acted as effective bio-fluxes; a 5 wt% dosage provided an optimal balance, improving workability and low-temperature flexibility while largely preserving the enhanced rutting resistance from KL. In contrast, a 10 wt% dosage, particularly of CTO, caused excessive softening, increased stress sensitivity, and a marked loss of high-temperature performance. Overall, the thesis proposes a function-based framework for bio-composite binder design, where lignin type and tall oil dosage are selected according to their demonstrated role in the binder matrix, rather than treated as generic bitumen substitutes.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:35:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752010</guid>
    </item>
    <item>
      <title>Mechanical performance of rigid pavement with embedded dynamic wireless power transfer technology: A simulation-based assessment</title>
      <link>https://trid.trb.org/View/2692510</link>
      <description><![CDATA[Embedding Dynamic Wireless Power Transfer (DWPT) technology into pavement structures enables in-motion wireless charging of electric vehicles, but introduces new mechanical interactions between the charging hardware and the host pavement. This study presents a simulation-based mechanical assessment of a full-scale rigid pavement section instrumented with an embedded DWPT unit, using a field-calibrated three-dimensional finite-element model, the first validated numerical investigation of its kind for a full-scale slab. Model calibration and validation employed slab strain records and falling-weight deflectometer (FWD) measurements collected from the test section, yielding close agreement between observed and simulated responses. The calibrated model was used to isolate the influence of interface bonding conditions on surface deflections, bottom-of-slab tensile strains, localized stress concentrations along the DWPT-concrete interface, and the resulting effects on predicted allowable fatigue repetitions. Under conditions of full bonding, the DWPT-integrated slab exhibited uniform load transfer and surface deformation patterns comparable to conventional rigid pavement. In contrast, partial or complete debonding generated pronounced stress concentrations at the interface, amplified bottom tensile strains by up to several times, and produced substantial reductions in allowable fatigue life. These mechanistic results indicate that interface adhesion is a principal control on the structural performance of DWPT-embedded pavements. We conclude by discussing implications for installation quality control, monitoring strategies, and maintenance protocols to preserve interface integrity and ensure long-term serviceability of embedded wireless charging systems.]]></description>
      <pubDate>Fri, 24 Jul 2026 08:40:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692510</guid>
    </item>
    <item>
      <title>Evaluation of FAA Airport Pavement Design Methods Using Long-Term Pavement Condition Data</title>
      <link>https://trid.trb.org/View/2717079</link>
      <description><![CDATA[This study evaluated the Federal Aviation Administration’s (FAA) pavement design methodology using empirical pavement condition data collected from 179 commercial service airports across the United States. Pavement condition index (PCI) and structural condition index (SCI) values were computed using FAA PAVEAIR software for over 10,000 runway and taxiway sections, including Portland cement concrete (PCC), asphalt concrete, asphalt over asphalt concrete, and asphalt over PCC surfaces. Pavement age was determined based on inspection, construction, and maintenance history. Filtered data were used to assess performance trends by surface type and validate theoretical deterioration models. Results showed that the bilinear SCI model for rigid pavements closely matched observed data, with an inflection point of nearly 24 years. However, measured SCI data before the inflection point indicated some deterioration, challenging the design assumption of no damage before the inflection point. Flexible pavements deteriorated faster than rigid pavements, with a majority of distresses being environment-related including longitudinal and transverse cracking, joint reflection cracking, weathering, and raveling. The average age at rehabilitation was 15–18 years for flexible pavements and 32 years for rigid pavements, with PCI values typically between 61 and 67 at the time of rehabilitation. The findings confirm the general validity of existing design models but also highlight embedded conservatism, particularly in rigid pavement design. The results suggest that the FAA’s initiative to extend airport pavement design life to 40 years must consider environmental-related distresses and include planning for rehabilitations over the service life.]]></description>
      <pubDate>Wed, 24 Jun 2026 10:29:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717079</guid>
    </item>
    <item>
      <title>Synergy of industrial wastes in eco-friendly, air-cured alkali activated pavement concrete composites: properties, embodied carbon and energy assessment and modelling</title>
      <link>https://trid.trb.org/View/2663612</link>
      <description><![CDATA[Eco-friendly, air-cured alkali-activated slag concretes (AASC) were developed using recycled concrete aggregate (RCA) and waste foundry sand (WFS) as partial replacements for natural aggregates. Alkali activation was achieved through a sodium silicate–sodium hydroxide solution with a controlled activator modulus of 1.25. Mechanical assessment indicated optimal performance of the mix (50% RCA, 20% WFS) achieved high compressive strength (over 65 MPa at 28 days), along with satisfactory split tensile strength, flexural strength, modulus of elasticity, density, and reduced water absorption, fulfilling rigid pavement requirements. Life Cycle Assessment (LCA) revealed reductions of approximately 76% in embodied carbon and 43% in embodied energy compared to similar Ordinary Portland Cement pavement concretes. Machine learning (ML) regression models were developed to predict compressive strength, highlighting the influence of RCA and WFS with Linear-regression achieving the premier accuracy. The results confirm that RCA-WFS-based AASC composites present a viable, high-performance, and low-carbon alternative for sustainable pavement applications.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663612</guid>
    </item>
    <item>
      <title>Fly ash and natural rubber latex modified recycled aggregate concrete as sustainable rigid pavement surface</title>
      <link>https://trid.trb.org/View/2657846</link>
      <description><![CDATA[An integration of Recycled Concrete Aggregate (RCA) and Fly Ash (FA) into concrete represents a practical solution for sustainable construction by minimizing the use of natural resources and lowering carbon emissions. This research investigated the effects of incorporating Natural Rubber Latex (NRL) into FA-RCA concrete mixtures on both mechanical properties and environmental performance as a greener pavement concrete. Experimental evaluations included compressive strength (fc), flexural strength (ff), flexural fatigue behavior, and microstructural analysis using Scanning Electron Microscopy (SEM), and Energy-Dispersive X-ray spectroscopy (EDX). In addition, total CO₂-equivalent emissions were calculated based on the emission factors of each mix constituent. Results showed that moderate NRL content (r/b = 0.5–1.0 %) improved ff and fatigue life, particularly at FA replacement levels of 15–25 %, while higher r/b ratios led to diminished strength due to hydration retardation. SEM and EDX analyses revealed enhanced microstructural densification at optimal NRL dosages, while excessive latex introduced film barriers, limiting hydration. Furthermore, replacing cement with 25 %FA and 0.5 %r/b resulted in the lowest emissions (304.63 kg CO₂-e/m³) and the greatest fatigue life at 56 days (2863 cycles), whereas 20 %FA provided the most cost-efficient option (53.48 USD/m³); all mixes satisfied the Thai pavement strength requirements. The findings confirm that careful optimization of NRL and FA content in RCA-based concrete can simultaneously improve structural performance and reduce carbon footprint, supporting the development of low-carbon pavement surface materials.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657846</guid>
    </item>
    <item>
      <title>A prediction model for identifying rigid-flexible classifications of offshore rock-socketed piles</title>
      <link>https://trid.trb.org/View/2685309</link>
      <description><![CDATA[The classification of the pile as rigid or flexible is crucial for estimating the lateral bearing capacity of pile foundations. Existing rigid-flexible classification models are proposed mainly based on soil foundations and cannot accurately classify the rock-socketed pile (RSP) behavior in rock foundations. To improve the accuracy of the existing models, a 3DEC-based synthetic RSP model calibrated by in-situ test data is adopted to study the effect of slenderness ratio L/D and modulus ratio Eₚ/Eₘ on the rigid-flexible classifications of RSPs in various high and low stiffness-ratio foundations. Based on the analysis of the non-linear F-y curves of RSPs, a prediction model for estimating the critical length Lc of pile which is a key parameter to identify rigid-flexible classifications of RSPs for various rock foundations is proposed. The reliability of the proposed model is further assessed and compared with the existing models through the analysis of 25 numerical data and 6 in-situ and laboratory test data. Results show that the proposed model is more capable of providing accurate estimations of L꜀ for identifying rigid-flexible classifications of RSPs than the existing models.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685309</guid>
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