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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Repetitive loading effects on granular soils: Implications for particle-scale behavior from at-rest coefficient of earth pressure and shear wave measurements</title>
      <link>https://trid.trb.org/View/2701538</link>
      <description><![CDATA[Geotechnical structures are often subjected to repetitive loading; however, the impact of such loading on lateral earth pressure remains inconclusive, with studies reporting conflicting findings. The growing demand for energy-related infrastructure further emphasizes the need to understand soil behavior under cyclic stress conditions. This study examines the evolution of void ratio, the at-rest lateral earth pressure coefficient K0, and shear wave velocity VS under repetitive loading. Sand specimens with relative densities Dr of 40%, 60%, and 80% were tested using a modified floating-ring apparatus. Each specimen was subjected to up to 100 loading cycles (N = 100) at stress amplitude ratios Δσ/σv|N=0 of 0.24, 0.47, 0.94, and 1.41. The horizontal stress and VS were continuously measured to evaluate the microscale particle interactions, such as interlocking and shear-induced dilation, on the soil behavior evolution. The results reveal that these interactions decouple the evolution of K0 and VS during repetitive loading, where VS increases as soil densifies, whereas K0 exhibits five distinct patterns including monotonic decrement that is typically observed under static loading. These discrepancies become more pronounced at higher Dr and larger Δσ/σv|N=0. This study proposes that the VS measured under static loading after cyclic exposure is not merely a small-strain stiffness index, but a history-sensitive parameter that captures the cumulative deformation and microscale fabric evolution induced by repetitive loading.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701538</guid>
    </item>
    <item>
      <title>A Lightweight Design Method for Internal Pavement Crack Recognition Models Using Ground Penetrating Radar</title>
      <link>https://trid.trb.org/View/2691065</link>
      <description><![CDATA[Transverse cracks are among the most prevalent forms of damage in Semi-rigid asphalt pavements, traditionally the crack identified through manual methods that are time-consuming and suffer from poor consistency. To improve the efficiency of crack disease identification, this study employs a self-developed high-speed and high-precision 3D ground-penetrating radar to characterize internal crack defects. The You Only Look Once-v8n algorithm is enhanced through lightweight design, optimizing its backbone network and loss function while incorporating an attention mechanism to strengthen crack feature extraction, detection accuracy, and training stability. Practical engineering evaluations demonstrate that the algorithm reduces manual identification time by 50%, with over 60% of results achieving high expert validation rates. The missed detection counts for visible cracks are comparable to manual methods. This algorithm enables automated identification of internal cracks in pavement rehabilitation projects.]]></description>
      <pubDate>Thu, 16 Jul 2026 16:39:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691065</guid>
    </item>
    <item>
      <title>Effects of Diamond Grinding on Airfield Concrete Pavements</title>
      <link>https://trid.trb.org/View/2727280</link>
      <description><![CDATA[Diamond grinding involves the use of a series of diamond saw blades and spacers stacked together to cut a pavement surface to a shallow depth, giving it a “corduroy” appearance. It has been used for decades on civilian and military airfield concrete pavements to smooth surfaces, correct surface elevation, remediate surface distresses, increase friction, and ultimately extend service life. ACPTP-2022-6 site visits and stakeholder interviews revealed that diamond ground surfaces (ranging in age from less than 1 to greater than 30 years) have generally performed well, retaining texture and not generating foreign object debris (FOD). Some of these diamond ground surfaces are subjected to harsh winters with exposure to freeze-thaw cycles, snow removal equipment, and aircraft deicing chemicals. Worn texture was often evident in highly trafficked areas on runways (e.g., touchdown zone), especially in areas where high-pressure water blasting is used for rubber removal operations. Diamond ground surfaces older than approximately 15 years exhibited varying levels of texture loss in the mortar surrounding coarse aggregates. When done correctly, grinding is a viable treatment for airfield concrete pavements. It is most effective when performed on “good quality” concrete—pavements that are durable, structurally adequate, and have appropriate distress levels for grinding treatment. Special consideration should be given when grinding for surface distress remediation as there is increased risk of FOD (e.g., popouts) if aggregates are not adequately bonded to the paste. However, recurring FOD from diamond ground surfaces was not found to be a widespread concern for stakeholders and was only documented on a runway during one site visit, the cause being generally attributed to poor paste-aggregate bond. This guidebook covers all aspects of diamond grinding airfield concrete pavements, including planning, design, and construction, with detailed emphasis on proper applications and selecting candidate pavements with attributes favorable to successful grinding outcomes. Supporting information was gathered from a literature review, project records, stakeholder interviews, and site visits to 12 airports in the United States and one airport in Canada. Detailed case studies are provided to highlight diamond ground airfield concrete pavements.]]></description>
      <pubDate>Tue, 14 Jul 2026 09:29:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727280</guid>
    </item>
    <item>
      <title>Mitigation of Tenting of Transverse Cracks and Joints in Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2720589</link>
      <description><![CDATA[Transverse cracking, a primary distress in cold-climate asphalt pavements, can lead to tenting, an upward distortion caused by ice formation in the base layer and at the interface of the surface and base layers. This research investigated pavement treatment efficacy and core tenting mechanisms through field measurements in six selected roads in Minnesota and through laboratory testing of base layer materials. A critical outcome was the development of the Coarse Void/Fine Void (CV/FV) index to predict frost susceptibility. Results indicated that the distribution of voids was a more significant predictor than fine content alone. A CV/FV index below 0.88 was found to lower tenting potential. Furthermore, the study identified micro-surfacing as an effective treatment for mitigating roughness on Bituminous over Aggregate Base (BAB) and Bituminous over Bituminous (BOB) pavements. The project concluded with the creation of three decision trees, offering engineers a practical framework for selecting base materials and maintenance strategies to enhance pavement longevity in frost-prone regions.]]></description>
      <pubDate>Mon, 13 Jul 2026 08:51:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720589</guid>
    </item>
    <item>
      <title>Managing Pavement Friction of Wyoming’s Roads Considering Safety</title>
      <link>https://trid.trb.org/View/2717379</link>
      <description><![CDATA[This research addressed the management of pavement friction in Wyoming, focusing on its impact on road safety. The primary objective was to investigate the relationship between pavement surface friction and friction-related traffic crashes. Comprehensive data collection and advanced statistical methods, such as Bayesian analysis, were employed to analyze the relationship between pavement surface friction and traffic crashes, particularly at intersections. The investigation revealed that improved pavement friction is particularly beneficial in high-traffic and geometrically complex road sections, significantly reducing crash frequencies. The study indicates that lower pavement friction correlates with higher crash frequencies, underscoring the need for effective friction management strategies. The effectiveness of different surface treatments was assessed, with results showing that treatments like chip seals and microsurfacing not only extend pavement life but also improve friction, thereby decreasing friction-related crashes. The research also integrated pavement friction management into Pavement Asset Management Systems (PAMS) across state Departments of Transportation, highlighting variability in implementation practices and calling for standardized protocols. This study provides practical recommendations for implementing a robust friction management system. Emphasizing continuous monitoring and proactive maintenance.]]></description>
      <pubDate>Thu, 02 Jul 2026 11:04:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717379</guid>
    </item>
    <item>
      <title>Determining Transverse Properties in Pavement, Using a Traffic Speed Deflectometer with Two Measuring Beams</title>
      <link>https://trid.trb.org/View/2671113</link>
      <description><![CDATA[The condition of road is currently assumed to be homogeneous across the width of a lane, when measuring using both Falling weight deflectometer (FWD) and Traffic Speed Deflectometer (TSD). It is however a well-known fact that the condition of a road can vary drastically even over short distances, in the longitudinal direction. Based on this fact, the assumption that the conditions do not vary in transverse direction seams a little crude. The goal of this paper is to show that there in fact is significant variations in the transverse direction of pavements. Using a TSD with measuring beams in both wheel paths, has helped to form a better understanding of what happens in the transverse direction of the road, as well as providing a more accurate picture of where weaknesses occur. This article will focus on the significance of measuring with two beams at once and how this can help provide a clearer picture of what happens in the transverse direction of the pavement.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671113</guid>
    </item>
    <item>
      <title>Behavior of Transverse Cracks in Continuously Reinforced Concrete Pavement under Environmental Loadings</title>
      <link>https://trid.trb.org/View/2706530</link>
      <description><![CDATA[Continuously reinforced concrete pavement (CRCP) uses longitudinal steel to control transverse cracks, which form naturally to relieve tensile stresses induced by environmental loadings. Previous studies have suggested that such stress relief is highly localized, typically diminishing within approximately 300mm of a newly formed crack. This study investigates the strain interaction between adjacent cracks using a fully instrumented CRCP section on IH-20 in Sweetwater, Texas. Field measurements demonstrate that the formation of a new transverse crack significantly reduces longitudinal strain in both the steel and the surrounding concrete. Formation of a new crack reduced steel stresses around 24.8MPa at an existing crack 2.13m away. This finding provides direct evidence that stress redistribution can extend well beyond the traditionally assumed 300mm influence zone. Observations also indicate that cracks penetrating the full depth near the pavement edge may transition to partial-depth cracks toward the slab interior and remain stable over time. Adjacent transverse cracking significantly relieves vertical concrete stress at steel depth near an existing crack by approximately 0.67MPa. This represents roughly 20% of the concrete tensile strength, reducing the potential for horizontal delamination. Monitoring into the second winter season showed a mean crack width increase of about 0.1mm under comparable thermal conditions (t = 26.99, p < 0.001). This behavior contrasts with the commonly held assumption that stress diminishes progressively over time. Overall, these findings provide a refined understanding of transverse crack behavior in CRCP and support the advancement of mechanistic–empirical pavement performance models.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:20:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706530</guid>
    </item>
    <item>
      <title>Engineering Seismic Microzonation Based on Shear Wave Velocity for Soil Resistance and Ground Amplification in the Ketahun Segment of the Sumatra Fault</title>
      <link>https://trid.trb.org/View/2697794</link>
      <description><![CDATA[Lebong Regency, Bengkulu Province, Indonesia, is situated directly along the Ketahun Segment of the Sumatra Fault, where near-fault ground motion effects and site amplification pose substantial seismic risk. High-density shear-wave velocity (Vₛ) datasets integrated with spatial amplification modelling remain scarce in fault-controlled sedimentary basins in Indonesia. This study establishes a high-resolution engineering seismic microzonation framework using 457 investigated points distributed across 12 subdistricts. Data processing was performed to obtain detailed subsurface Vₛ profiles and Vₛ₃₀ values, followed by spatial interpolation using inverse distance weighting to generate continuous maps of soil site class and ground amplification factors. The findings indicate that extensive areas are dominated by Site Class D with low to moderate Vₛ₃₀ values, reflecting soft sedimentary deposits with reduced shear stiffness. These conditions produce elevated amplification factors, highlighting significant near-surface modification of input ground motion and increased structural demand under strong earthquakes. By coupling dense field-based Vₛ profiling with quantitative spatial hazard assessment, this study advances regional-scale microzonation practice. It provides a robust geotechnical basis for seismic risk-informed spatial planning, foundation design, and infrastructure resilience in near-fault environments.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:51:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697794</guid>
    </item>
    <item>
      <title>Performance assessment of subway station structure considering site shear-wave velocity uncertainty using probability density evolution method</title>
      <link>https://trid.trb.org/View/2679335</link>
      <description><![CDATA[As a critical underground structure, the seismic response of a subway station is not only governed by seismic motions but is also influenced by uncertainties in site conditions. This study employs the probability density evolution method (PDEM) to systematically investigate the seismic fragility of a three-story, three-span subway station, explicitly considering the uncertainty of site shear-wave velocity (Vₛ). Sobol sampling is first used to generate the composite samples that simultaneously incorporate the uncertainties of seismic motion and Vₛ. Based on these samples, a soil–structure interaction finite element model is established to provide training data. A one-dimensional convolutional neural network (1D-CNN) is introduced to achieve rapid prediction of inter-story drift ratio time histories. Subsequently, PDEM is applied to compute the time-varying probability density distribution of structural responses. Based on this, the seismic fragility curves and time-dependent fragility surfaces were developed to assess the damage probabilities of the subway station. It was found that Vₛ uncertainty significantly increases the dispersion of structural responses, particularly at higher seismic intensities, and that neglecting it may overestimate damage probabilities. Compared with the lognormal model, PDEM provides a more accurate characterization of probabilistic response features and reveals the temporal evolution of structural damage.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679335</guid>
    </item>
    <item>
      <title>Flexural performance of a new transverse joint in hot-rolled steel section-UHPC composite deck under static and fatigue loads</title>
      <link>https://trid.trb.org/View/2674486</link>
      <description><![CDATA[To fundamentally address the challenges of fatigue cracking in steel structures and frequent pavement damage on orthotropic steel deck (OSD), a welding-free orthotropic composite deck system—the hot-rolled steel section–ultra-high performance concrete (UHPC) composite deck (HUCD) was proposed. This paper presents a new joint structure for this composite deck system. The joint is designed in a T-shape, with the ends of the precast deck segments featuring layered UHPC and UHPC diaphragm. The hot-rolled steel section ends are cut in a staggered pattern and fully encased in UHPC within the joint zone, while the reinforcement ratio is appropriately increased. These measures significantly enhance the crack resistance of the joint, eliminate the need for additional on-site formwork, and ensure both construction efficiency and safety. The flexural performance of the composite deck with this joint was investigated under static and fatigue loads. Test results indicate that: Under static load, the main crack initiated at the joint interface and led to full-section fracture. The ultimate load-bearing capacity reached 455.3 kN, equivalent to a bending moment of 204.89 kN·m at the joint interface. When the width of main crack reach 0.15 mm, the tensile stress of UHPC calculated based on basic mechanics concepts and sectional mechanics assumptions is 9.31 MPa in the interface of joint. Under fatigue loading at 1.08 MPa for 2 million cycles, the crack width remained at 0.05 mm. After increasing the stress to 2.71 MPa for another 2 million cycles, the crack width increased by only 0.02 mm. Static tests after fatigue cycles showed no significant reduction in overall stiffness, and the residual load capacity decreased by merely 3.6 %. The safety factors for ultimate load capacity and static crack resistance were calculated as 7.88 and 4.93, respectively. Fatigue life evaluation confirmed that after 3.46 × 10⁷ cycles, the crack width in UHPC remained at 0.05 mm, indicating no compromise in durability. The proposed transverse joint exhibits excellent static and fatigue flexural performance, meeting the practical requirements of bridge engineering applications.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674486</guid>
    </item>
    <item>
      <title>Cracks of Low-P Rapid Set Concrete in Deck Repairs: Analysis, Prevention, and Alternatives</title>
      <link>https://trid.trb.org/View/2714454</link>
      <description><![CDATA[The occurrence of full-depth transverse cracks in Low-P rapid-set concrete highlights the need to investigate the cracking mechanisms in repaired bridge decks, as well as to develop prevention strategies and alternative materials.

OBJECTIVE: The overall objective of this project is to analyze the correlations between cracks in Low-P rapid set concrete and factors including concrete mix design, construction practices, curing conditions, and the service environment/weather conditions of bridge decks. This analysis aims to deepen the understanding of cracking mechanisms and to develop strategies for preventing crack formation in this special concrete. The outcomes will guide the treatment of deck repair materials for Massachusetts Department of Transportation (MassDOT) projects, ultimately enhancing the durability and longevity of repaired bridge decks.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:19:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714454</guid>
    </item>
    <item>
      <title>Immediacy and Accuracy of the Earthquake Early Warning Method Based on the P-wave Threshold Exceedance: Application to the 2016 Kumamoto Earthquake Sequence</title>
      <link>https://trid.trb.org/View/2675870</link>
      <description><![CDATA[Earthquake Early Warning (EEW) systems are essential for ensuring the safety of trains in Japanese railways during earthquakes. The conventional warning method takes over one second to issue alerts, which is often too long for events near the fault plane. We propose an on-site EEW method using the amplitude ratios of S-waves to P-waves, reflecting local ground characteristics. This method enables real-time prediction of S-waves through simple arithmetic, which does not depend on estimating epicentral distance. When applied to the main shock of the 2016 Kumamoto Earthquake, the method issued alerts within one second and accurate S-wave amplitude predictions, with a logarithmic standard deviation of 0.308. This demonstrates its effectiveness in ensuring railway safety.]]></description>
      <pubDate>Fri, 05 Jun 2026 16:41:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675870</guid>
    </item>
    <item>
      <title>Investigation of Shear Capacity in Girders with Undersized Transverse Stiffeners</title>
      <link>https://trid.trb.org/View/2709244</link>
      <description><![CDATA[The design of transverse shear stiffeners in steel plate girder bridges has changed over the years. Earlier AASHTO Standard Specifications and AASHTO Bridge Design Specifications (BDS) required transverse stiffeners to have sufficient flexural rigidity to develop the shear buckling resistance of a steel girder web. The current AASHTO Load and Resistance Factor Design Bridge Design Specifications (LRFD BDS) use a different approach based on minimum geometric dimensions of the stiffener. 

This change affects the load rating of older bridges that do not meet current criteria. The AASHTO LRFD BDS and the AASHTO Manual for Bridge Evaluation (MBE) do not include provisions for determining the shear capacity of girders with undersized stiffeners or the effectiveness of an undersized stiffener. In current practice, load rating engineers may assume existing undersized transverse stiffeners are adequate based on inspection or original design practice; however, when these stiffeners are evaluated against current geometric requirements, even slightly undersized stiffeners may be treated as ineffective, and the girder may be rated as unstiffened. This can significantly reduce the calculated shear resistance of the girder and may result in unnecessary strengthening, load posting, or bridge closure. 

Engineering judgment indicates that slightly undersized stiffeners may still provide some resistance; however, there is currently no mathematical basis or load rating procedure to quantify that resistance. Therefore, research is needed to investigate the resistance of steel girders with undersized transverse stiffeners. This research would help state departments of transportation (DOTs) and bridge owners more accurately evaluate existing steel girder bridges, reduce unnecessary load postings or strengthening, and extend the service life of bridges that have reserve capacity. 

OBJECTIVE: The objective of this research is to develop load rating provisions for bridges with undersized transverse stiffeners. The research should be presented through a white paper with proposed revisions to the AASHTO MBE. ]]></description>
      <pubDate>Tue, 02 Jun 2026 15:10:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709244</guid>
    </item>
    <item>
      <title>Regression Model for Soil Compaction Assessment via Shear Wave Velocity in Kaolin-sand Mixtures</title>
      <link>https://trid.trb.org/View/2703655</link>
      <description><![CDATA[This study developed a regression-based model to predict shear wave velocity (Vs) for compaction assessment in kaolin–sand mixtures with different fines contents. Four mixtures (K100, K70, K50, K30) were compacted using the Standard Proctor method to determine maximum dry density (MDD) and optimum moisture content (OMC). A total of 16 specimens (of 4 Sets Soil mixtures) were tested, and Vs was measured using Bender Element (BE) testing with an improved clay–foam coupling interface to enhance signal clarity. Results showed that Vs increased with dry density and decreased with void ratio and porosity, reflecting its sensitivity to soil stiffness and particle contact conditions. A positive correlation between Vs and MDD and an inverse relationship with OMC were observed. A multiple linear regression model incorporating of different 16 types of fines content and dry density achieved strong predictive performance (R² = 0.9207). Compared to conventional density-based regression and machine learning approaches, the proposed model provides a physically interpretable relationship between soil composition and stiffness. The model is applicable to controlled fine–coarse mixtures and demonstrates the potential of Vs as a non-destructive parameter for compaction assessment. However, it remains preliminary and requires validation on various natural soils and under field conditions.]]></description>
      <pubDate>Thu, 21 May 2026 14:14:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703655</guid>
    </item>
    <item>
      <title>Numerical investigation of train-induced ground vibrations in ballastless embankments considering wheel–rail geometric nonlinearity</title>
      <link>https://trid.trb.org/View/2663869</link>
      <description><![CDATA[Predicting train-induced ground vibrations is essential for assessing the environmental impact of high-speed rail systems. However, many existing numerical models rely on simplified wheel–rail interaction formulations, which can lead to unreliable predictions due to inaccurate representation of the excitation source. In this study, a novel three-dimensional (3D) Vehicle–Track–Embankment–Ground (VTEG) finite element (FE) model is developed, explicitly incorporating rail irregularities and fully coupled wheel–rail geometric interaction. The proposed model is validated against field measurements in terms of subgrade dynamic soil stresses and ground surface vibration velocities. A parametric case study identifies two characteristic velocities. Critical Velocity I (CV I) closely corresponds to the Rayleigh wave velocity of the weakest supporting soil layer, whereas Critical Velocity II (CV II), associated with the peak maximum dynamic displacement (MDD) of track, lies between the Rayleigh wave velocities of the softest ground layer and the embankment base. Comparative analyses show that a conventional 2.5D linear FE model provides adequate accuracy under weakly dynamic conditions (V ≤ CV I) but progressively underestimates the track MDD as train speed approaches CV II. At CV II, the peak MDD is underestimated by approximately 14.6% relative to the proposed 3D nonlinear model, with about 54% of this discrepancy attributable to reduced model dimensionality and the remaining 46% to linear wheel–rail contact assumptions. Furthermore, foundation reinforcement markedly increases both CV I and CV II and reduces the peak MDD by approximately 43.5%, thereby effectively mitigating resonance-like behaviour at ultra-high train speeds. In addition, foundation reinforcement significantly suppresses ground-borne vibrations and modifies the characteristics of surface wave propagation, producing more circular wavefronts within the reinforced zone while maintaining Mach-cone-type features outside. These findings provide quantitative guidance for vibration assessment, modelling strategy selection and mitigation design in high-speed railway engineering.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663869</guid>
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