<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>The internal strain development of bridge concrete based on wireless monitoring: A comparative study between conventional concrete and recycled aggregate concrete</title>
      <link>https://trid.trb.org/View/2619843</link>
      <description><![CDATA[To address the lack of in-service performance data for recycled aggregate concrete (RAC) in bridge load-bearing structures, this study implemented a full-scale RAC deck in the large-span experimental bridge, using conventional concrete (CC) for comparison. A wireless monitoring system was deployed for long-term stress-strain comparison at multiple deck locations and orientations. The system demonstrated high reliability with a 100 % sensor survival rate and only 0.6 % data loss. Monitoring results revealed that the deck concrete was primarily in compression, efficiently utilizing the material's strengths. Complex loading induced simultaneous short-axis (X) tension and long-axis (Y) compression, with additional contributions from temperature gradients and shrinkage. Support restraints created negative moment zones, leading to alternating X-direction strains, which underscores the need to consider these effects in design. For RAC in non-motorized lanes, thermal, shrinkage, and creep effects were significant, while potential stiffness degradation under long-term cycling requires attention in heavy/light traffic interaction zones. Through mix optimization and aggregate strengthening, RAC's compressive strength and elastic modulus were enhanced by approximately 18 % and 6 %, respectively, mitigating excessive strain under heavy loads. The maximum recorded tensile stress of 5.4 MPa indicates a cracking risk, necessitating strict overload control and enhanced tensile performance in negative moment zones.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:56:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2619843</guid>
    </item>
    <item>
      <title>Examination of the Stress-Strain State of Service Tunnels at the Airport “Domodedovo”</title>
      <link>https://trid.trb.org/View/2407882</link>
      <description><![CDATA[Within the construction of the new T2 “Domodedovo” terminal service tunnels were built for the technical maintenance of aircrafts on airport apron. These systems are intended to the technical maintenance of aircrafts on ramps namely for the connection of aircrafts to electric power, canalization, ventilation systems, drinking water and technical pipeline. The peculiarity of this construction is that the top of the panel of tunnel pavement is equal to the top of the apron. Specialists of the “Tunnels and undergrounds” department of the FSBEI HE PTU the series of tests of sections of service tunnels in situ was carried out. As the test load preliminarily stressed aerodrome slabs - AS were used. The pressure of slabs on the tunnel covering is transferred by means of gaskets of the bakelized plywood. The basis of tests in situ are “Special technical terms on the projecting “Reconstruction and development of Moscow Domodedovo Airport””. The test purpose was the alignment of the stress-strain state of tunnel sections and the determination of their actual bearing capacity.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:32:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407882</guid>
    </item>
    <item>
      <title>Research progress on interface damage of ballastless track structures in high-speed railways: A review</title>
      <link>https://trid.trb.org/View/2569328</link>
      <description><![CDATA[This review offers an in-depth exploration of interface damage in ballastless tracks with a focus on the characteristics and influencing factors of inter-slab and interlayer interface damage. Interface damage factors include temperature, train load, water, foundation deformation, and material characteristics. The maximum interlayer relative displacement reaches 0.26 mm under a cyclic temperature amplitude range of 0–40 ℃. The review aims to provide insights into interface damage constitutive analysis, interface bonding testing, and interface numerical simulation, providing guidance for studying interface damage analysis under different influencing factors. According to the experimental results, the interface normal traction is 0.8⁓1.2 MPa and 1.8⁓2.2 MPa, while the interface tangential traction is 0.8⁓1 MPa. Meanwhile, the application scope of each research method is pointed out based on its characteristics. Ballastless track interface damage identification methods and mitigation strategies are highlighted. Effective mitigation strategies mainly include solar reflective coatings and rebar implanting. The rebar implanting can effectively reduce gap height by more than 33 %. The focus is on recent advances and trends of microstructure analysis, mixed-mode fracture testing, bonding strength prediction, and intelligent damage identification for ballastless track interfaces. Finally, novel interface connection technologies, interface microstructure constitutive, and interface bonding strength prediction are discussed.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:31:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569328</guid>
    </item>
    <item>
      <title>Effects of short-term aging on the mechanical and structural performance of hot mix asphalt mixtures: a case study complemented by statistical analysis</title>
      <link>https://trid.trb.org/View/2509308</link>
      <description><![CDATA[This study aimed to assess the effects of short-term aging on the mechanical behaviour of asphalt layers of flexible pavement structures. The effects of aging on their mechanical performance have not yet been detailed, in terms of structural analyses. Therefore, pavement structures with distinct types of asphalt layers (non-aged and aged) were evaluated. Stability, tensile strength, resilient modulus, fatigue behaviour and permanent deformation or static creep were determined. The mePADS software was used to carry out structural analyses of the pavements, based on variations in the bound layers’ mechanical properties, loading level and tire inflation pressure. Horizontal stresses and strains were determined at the bottom of the binder course. Fatigue lives were predicted and discussed based on statistical analyses. The short-term aging enhanced the mechanical parameters, but adversely affected the fatigue life for the examined strain states, which reinforces the importance of carrying out the structural analyses.]]></description>
      <pubDate>Thu, 27 Feb 2025 10:46:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509308</guid>
    </item>
    <item>
      <title>Multi-objective optimization, shrinkage and fracture properties of unsaturated polyester resin modified concrete for bridge deck pavement based on system theory</title>
      <link>https://trid.trb.org/View/2416218</link>
      <description><![CDATA[For the purpose of fabricating unsaturated polyester modified concrete (UPMC) with excellent shrinkage and fracture properties for bridge deck pavement, the optimization design of mix proportion and enhancement mechanism analysis were implemented based on system theory. Firstly, for unsaturated polyester resin (UPR) subsystem, the viscosity, mechanical properties and droplet-size distribution were analyzed to determine the types and dosage of auxiliary additives after emulsification treatment; Next, for UPMC mortar slave-system, the optimization design was implemented through the combination of experimental analysis and hybrid multi-attribute ellipsoidal decision of grey-target (HMEDG) model; Subsequently, for UPMC main-system, the optimal proportion was determined utilizing orthogonal design test. Finally, the variation law and enhancement mechanism on fracture properties and shrinkage characteristics of UPMC was analyzed by combining macroscopic test, thermogravimetry (TG) and X-ray diffraction (XRD). The results demonstrated that 2.0 wt%BPO+1.0 wt%DMA and meta-benzene types UPR were utilized as auxiliary additives for UPMC based on the results of HMEDG models. The demulsified and cured WUP might supplement the interior moisture losses based on humidity compensation, and substantially constrain the evaporation loss inside the matrix, upgrading the hydration degree and facilitating the generation of hydration products. The introduction of 3 %-6 % waterborne-UPR (WUP) would improve 28d-fracture toughness within approximately 23.33 %-49.32 %, and reduce the shrinkage deformation by roughly 28–43 % through inducing the crack tip stress redistribution against the initiation and propagation of interior microcracks and enhancing the homogenization and densification.]]></description>
      <pubDate>Fri, 06 Sep 2024 16:58:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2416218</guid>
    </item>
    <item>
      <title>Reinforcement mechanism and the stress-strain behaviors of geocells made by non-woven geotextile</title>
      <link>https://trid.trb.org/View/2390828</link>
      <description><![CDATA[Geocell is one of the most widely employed geosynthetics for reinforcing soil beds across diverse applications, including base layer pavement and various structures such as embankments, foundations, and retaining walls. Its reinforcement mechanisms encompass both vertical and lateral cellular confinement, enhancing load distribution. Geocells are commonly made from polymer networks like high-density polyethylene (HDPE), non-woven geotextiles, and geogrids. Each type of geocell offers special advantages and effects on the reinforcement mechanism for the soil bed, dependent on material stiffness and effective opening size. This paper aims to assess both the reinforcement mechanism and stress–strain behavior of geocells (made by non-woven geotextile). To this end, three series of plate-loading tests were conducted on reinforced sand beds. The reinforcement configurations included single cells as well as multi-cells arranged in predetermined patterns. The experiments enabled the authors to determine bearing capacity, vertical surface displacement and axial strain of cell wall for different pocket sizes and numbers of cells. The results suggest that cells with pocket sizes matching the diameter of the loading plate exhibit superior performance. Furthermore, a comparative analysis between performance of single cells and multi-cells revealed that incorporating adjacent cells, particularly for geocells with smaller pocket sizes, significantly mitigates loading plate settlement. In addition, the results showed that the axial strain and deformation applied on non-woven geotextiles were more pronounced for smaller pocket sizes than for cells with larger pocket sizes.]]></description>
      <pubDate>Thu, 11 Jul 2024 13:53:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2390828</guid>
    </item>
    <item>
      <title>The impact of seepage effect on repaired interface failure in steel bridge deck pavement: A case of pothole distress</title>
      <link>https://trid.trb.org/View/2397209</link>
      <description><![CDATA[The repeated failure of repaired interface in steel bridge deck pavement (SBDP) under complex service environment makes SBDP maintenance challenging. The primary objective of this paper was to figure out the impact of seepage on repaired interface failure, addressing the secondary damage on SBDP after distresses maintenance. A uni-body bi-material structure (UBS) specimen was fabricated to simulate the repaired interface. Besides, a simulation experimental device of hydrodynamic scouring action was put forward to evaluate the effect of cycle numbers on failure behavior of repaired interface during an indirect tensile test. In addition, numerical simulation analysis was conducted to determine the tensile stress characteristics of repaired interface under load-seepage coupling effect. Findings revealed that the failure state of repaired interface may change from brittle fracture to large deformation damage under seepage effect. The longer the duration of hydrodynamic scouring action, the more serious damage of the repaired interface, with 540 cycles resulting in an approximately 25 % reduction in interface strength. Furthermore, the stress condition of repaired interface is significantly worse when consider the coupling effect of load and seepage, approximately 40 % greater than that of a single load action. And it is closely related to its relative position with the orthotropic steel bridge deck and the actual stress conditions. The research findings presented in this paper can serve as a theoretical foundation for SBDP maintenance.]]></description>
      <pubDate>Thu, 11 Jul 2024 13:53:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2397209</guid>
    </item>
    <item>
      <title>A new pavement crack repair sealant with two-way shape memory effect</title>
      <link>https://trid.trb.org/View/2387774</link>
      <description><![CDATA[To address the challenge of sealant debonding due to cyclic temperature variations, a new pavement crack repair sealant which can achieve two-way shape memory deformation is developed. The developed crack sealant is a shape memory liquid crystal elastomer (SMLCE), designed to exhibit the deformation characteristics of heat contraction and cold expansion. First, the material composition and preparation process of the developed SMLCE are given. Thermodynamic properties, phase transition temperatures and molecular structures are analyzed based on DSC and FITR. The effects of the crosslinker and chain extender ratios and the key preparation processes on the two-way shape memory deformation and mechanical performance of SMLCE are systematically analyzed. Based on the analysis, the optimum ratio of SMLCE is determined to be 1:15 and the optimum secondary crosslinking preparation process is 150% orientation stretching. Under the optimal solution, the developed SMLCE can achieve the multiple two-way shape memory reversible deformation with a maximum 46% deformation in the temperature range of -20°C∼120°C. At the same time, the developed SMLCE has excellent mechanical properties, with a tensile strength of 20.7Mpa and an elongation at break of 322%. It also exhibits good low-temperature deformation capabilities at -10°C and above. Finally, the suitability and application potential of the developed two-way SMLCE as a pavement crack sealant are assessed. The developed SMLCE has good adaptability in most climate zones, which indicates its great potential as a pavement crack sealant. This research provides a new way for the pavement crack repair.]]></description>
      <pubDate>Tue, 09 Jul 2024 13:58:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2387774</guid>
    </item>
    <item>
      <title>A fatigue damage model of asphalt mixture considering tensile and compressive modulus decay</title>
      <link>https://trid.trb.org/View/2365369</link>
      <description><![CDATA[In practical asphalt pavement engineering, asphalt mixture experiences both tensile and compressive stresses, and the stress state plays a pivotal role in determining fatigue performance. This study thoroughly explores the fatigue damage characteristics of asphalt mixture, specifically emphasizing a meticulous analysis of the differences between tensile and compressive moduli. Initially, the compressive and tensile moduli of the asphalt mixture were calculated based on the dual modulus theory. Subsequently, differences in tensile and compressive moduli, along with fatigue performance characteristics, were evaluated through indirect tensile tests. Ultimately, a comprehensive fatigue damage model was proposed to ascertain the critical damage degree of the asphalt mixture, integrating both modulus decay and fatigue damage. The findings reveal that decay rates for the tensile modulus were higher than those observed for the compressive modulus. The tensile damage should be considered more in the design of pavement structures. Upon comparing the critical damage degree determined using the traditional modulus decay model with the comprehensive fatigue damage model, it can be deduced that the latter shows favorable applicability. The compressive fatigue modulus can better characterize the fatigue damage behavior. The model proposed in this study integrates modulus decay and fatigue damage information, offering a more comprehensive depiction of asphalt mixture damage behavior during fatigue processes.]]></description>
      <pubDate>Tue, 30 Apr 2024 15:17:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2365369</guid>
    </item>
    <item>
      <title>An evaluation proposal for the fatigue and healing performances of high-viscosity polymer-modified bitumen based on continuous multiple linear amplitude sweep</title>
      <link>https://trid.trb.org/View/2315680</link>
      <description><![CDATA[Due to the excellent shear deformation resistance of high-viscosity polymer-modified bitumen (HVPMB), the traditional methods based on time sweep and linear amplitude sweep (LAS) had problems with insufficient damage accumulation and inability to disrupt the integrity of HVPMB, making it difficult to accurately evaluate its fatigue and healing characteristics. To solve this problem, this study developed an effective evaluation proposal called continuous multiple LAS (MLAS) test and MLAS-based healing (MLASH) test. One base bitumen and three HVPMBs were selected for related experiments. MLAS test results confirmed that the percentage of strain energy attenuation (PSEA) can be used to evaluate the fatigue damage degree of HVPMBs. The lower the PSEA, the lesser damage. Combined with the fluorescence microscope and direct photography observation, the fatigue hairline cracks during MLAS test gradually expanded from the sample periphery to center until completely destroyed. Further, the MLASH test was developed to evaluate the healing performance of HVPMB by introducing intermittent duration into MLAS test. The variation of PSEA after tenth LAS loading (i.e. ΔPSEA) was proposed to evaluate the healing performance of HVPMB. The larger the ΔPSEA, the better the healing performance of HVPMB. All HVPMBs showed satisfactory healing performance once there was sufficient healing intermittent time (e.g. 180 s), and the healing performance was negatively correlated with the damage degree. Notably, the polymer structures had a dual effect on the healing performance of HVPMB, that is, they promoted the elastic healing recovery of HVPMB at lower temperature, while hindering the flow healing recovery at higher temperatures. Moreover, different temperatures caused a shift in the ranking of healing performance of various HVPMBs, thus the healing result at only single temperature cannot comprehensively represent the healing performance of HVPMB. Overall, the newly developed evaluation proposal can help to select HVPMB with excellent fatigue resistance and healing properties and provide a certain basis for accurately predicting HVPMB pavement life.]]></description>
      <pubDate>Tue, 23 Jan 2024 09:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2315680</guid>
    </item>
    <item>
      <title>Application of ultra-high-performance concrete as bridge pavement overlays: Literature review and case studies</title>
      <link>https://trid.trb.org/View/2297185</link>
      <description><![CDATA[Ultra-high-performance concrete (UHPC) has emerged as a suitable material for pavement rehabilitation, particularly in the context of bridge engineering. This material’ attributes and performance-related characteristics have attracted attention due to the numerous advantages and potential for enhanced long-term durability of deteriorated pavements, either cementitious or asphaltic. Because of its relevance and increased use in recent years for pavement engineering applications, this paper presents a comprehensive review of recent case studies that investigate the application of UHPC in bridge pavement rehabilitation or reconstruction projects. The selected case studies include projects conducted in America, Asia, and Europe, and provide valuable insights into the design, construction, and performance of UHPC overlays. These showcase the effectiveness of UHPC in addressing common issues such as cracking, rutting, and structural deficiencies in bridge pavements. Furthermore, these highlight the superior flexural and compressive strength of UHPC, which contributes to improved load-carrying capacity and resistance to permanent deformation. Moreover, some environmental benefits derived from UHPC such as smaller carbon footprint are highlighted in the paper as well as cost-effectiveness considerations in light of the long-term performance and reduced maintenance obtained with UHPC overlays. Overall, the comprehensive literature review and case studies presented in this paper provide valuable data on material properties, project types, construction techniques, and post-rehabilitation evaluations. These findings can guide future research and assist practitioners in making informed decisions regarding the implementation of UHPC overlays for pavement rehabilitation. Finally, this paper contributes to the existing body of knowledge on UHPC overlays and emphasizes their significance in improving the longevity and sustainability of bridge pavements.]]></description>
      <pubDate>Mon, 18 Dec 2023 08:46:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2297185</guid>
    </item>
    <item>
      <title>Complex Solutions for Providing Roadbed Stability on Permafrost</title>
      <link>https://trid.trb.org/View/1973992</link>
      <description><![CDATA[The paper gives examples of determining the causes of roadbed deformations and its strengthening on the Baikal-Amur Mainline and Amur-Yakutsk Mainline, the Berkakit–Tommot section. The main principles determining the construction in permafrost areas are, on the one hand, low capital and running costs of an immediate normalization of engineering and geological processes (those of the frozen ground first of all) in the bases of natural and man-made systems (earth structures—roads), and on the other hand, an adherence to a balanced thermoregulation of developed areas within their landscapes. The goals of all conservation and anti-deformation measures that provide a stability of natural and man-made systems are achieving high strength characteristics of the roadbed soils and its subgrade in shortest time and providing the longest period of their service.]]></description>
      <pubDate>Mon, 13 Nov 2023 09:03:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1973992</guid>
    </item>
    <item>
      <title>Dual-Beam Mathematical Model for Mechanical Response of Buried Pipeline and Pavement Structures Subjected to Ground Subsidence</title>
      <link>https://trid.trb.org/View/2232249</link>
      <description><![CDATA[To further accurately analyze the mechanical response of buried pipelines and pavement structures subjected to ground subsidence, this study established a dual-beam model consisting of an upper Euler–Bernoulli beam and a lower Euler–Bernoulli beam to simulate pavement structures and pipelines. The embankment fill layer and foundation soil were idealized as in the Winkler foundation model, which was divided into three zones. Coupling differential equations for the behavior of this dual-beam–foundation system were established according to the force equilibrium among the pavement structure, buried pipeline, embankment fill, and foundation soil with voids. The stress distribution and deformation of buried pipelines and pavement structures were solved according to the boundary and geometric conditions. The proposed mechanical model was evaluated on test data and corresponding finite element codes, concretely verifying the model’s effectiveness, and a parametric study was proposed to investigate the behavior of this system, such as the bending stiffness of pipelines, traffic load, the strength of fill layers, and foundation soil.]]></description>
      <pubDate>Mon, 25 Sep 2023 14:46:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2232249</guid>
    </item>
    <item>
      <title>Experimental Investigation of the Bearing Performance and Failure Characteristics of Double-Row Pile-Slab Structures in Steep Mountainous Areas</title>
      <link>https://trid.trb.org/View/2201223</link>
      <description><![CDATA[Considering the pile-slab subgrade project of the Hangzhou-Huang Shan Passenger Dedicated Line as the basis, this paper conducts a 1:10 large-scale indoor model test for the horizontal bearing capacity of the pile-slab structure in steep mountainous areas to study the distribution of the pile-slab structure stress, soil pressure and structural deformation and analyze the failure mode of the structure and slope. The research shows that when the subgrade with a double-row pile-slab structure is subjected to horizontal loading in the steep slope section, the steel bars of the pile body above the sliding surface are compressed, and the steel bars of the pile body below the sliding surface are under tension. With the increase in the horizontal load, the stress of the pile body steel bar remains basically unchanged or shows a steady increase and finally sharply increases. The deformation of the bearing plate isdominated by the horizontal displacement, and the horizontal displacement reaches 7.25 mm when the plate is broken. In addition, warping deformation of the inner high and outer low occurs. When the horizontal load reaches 157 kN, shallow damage and local collapse of the slope occur, and transverse and diagonal cracks occur at the top of the pile and near the sliding surface of the pile. During the test, the pile-slab structure always deforms more than the slope, and the overall stability of the structure is good. The test is suitable for sections where the remaining sliding force is less than 770 kN/m (equivalent to a slope length of 79.123 m).]]></description>
      <pubDate>Mon, 24 Jul 2023 16:37:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2201223</guid>
    </item>
    <item>
      <title>Mechanical Analysis of the Stress State and Damage Risk of Asphalt Pavement Based on a Three-Dimensional Space Calculation Program</title>
      <link>https://trid.trb.org/View/2137672</link>
      <description><![CDATA[The existing research on pavement mechanics was rarely conducted from the perspective of the spatial stress state. In this research, by utilizing analytical solutions, a three-dimensional space calculation program for asphalt pavement was developed to study the spatial distributions of the stress state and damage risk of the pavement structure. First, this study selected various types of pavement structures to analyze the spatial distribution of the stress state. The results indicated that the important influence factors are the order and quantity of asphalt-bound material, chemically stabilized material, and granular material in the structure. In contrast, the thicknesses of these materials have a limited effect. Then, the stress states of the asphalt pavements in winter and summer were compared. The results demonstrated that the tensile region bulges upward at low temperatures, and the structure is more inclined to experience tension and compression simultaneously. In addition, the failure criterion suitable for asphalt mixture materials was applied, and a strength conversion coefficient between different temperatures was proposed to calculate the damage situations of asphalt mixture layers. Three-dimensional images were generated to display the differences in the dangerous positions and damage forms for different structural types and temperature conditions.]]></description>
      <pubDate>Tue, 23 May 2023 10:12:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2137672</guid>
    </item>
  </channel>
</rss>