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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>Pilot Studies to Compare Single- and Multi-Unit Recycling Trains on Partial-Depth (Cold In-Place) Recycling Projects</title>
      <link>https://trid.trb.org/View/2686276</link>
      <description><![CDATA[The construction of two partial-depth (cold in-place) recycling projects was monitored and the quality control results were analyzed to compare gradations produced with single- and multi-unit recycling trains, to assess the effect of recycling train forward speed on gradation, and to compare differences between emulsified and foamed asphalt recycling agents in partial-depth recycling applications. The research highlighted the challenges with variability and small sample sizes associated with in-place recycling but provided representative and consistent results between projects. The results showed that there was no discernable difference in the density and strengths of partial-depth recycling layers produced with the single- and multi-unit recycling trains. The main benefit of the multi-unit train was better control of maximum aggregate size by the on-board screens and crushing unit, however, the crushing unit did not appear to change or improve the finer portion of the gradation (i.e., material passing the 5-mm sieve), which has a known larger influence on compaction density, air-void content reduction, strength, moisture resistance, and stiffness. The recycling train type and forward speed did influence the coarse portion of the gradation (i.e., >5 mm), but did not appear to influence compaction density. Test results indicated that the sections treated with emulsified asphalt had higher densities than those treated with foamed asphalt. However, there was considerable variability in materials and pavement structure along the length of the project, which probably had an influence on all results. The findings permit agencies to specify that recycling train and recycling agent choice can be the contractor’s decision.]]></description>
      <pubDate>Thu, 02 Apr 2026 15:23:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686276</guid>
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    <item>
      <title>Cold Reclamation and Recycling Techniques to Achieve Perpetual Pavements</title>
      <link>https://trid.trb.org/View/2681395</link>
      <description><![CDATA[This study evaluates Cold In-place Recycling (CIR) for developing sustainable and cost-effective perpetual pavements. As part of the 2022 NRRA construction, four test sections were constructed at the MnROAD mainline section to utilize CIR and additionally assess the effects of incorporating rejuvenator in cold recycled asphalt materials. Two sections included bituminous layer over aggregate base, while the other two included bituminous overlay over stabilized full depth reclamation (SFDR) base layer. For two sections, rejuvenator was incorporated to evaluate its impact on the performance of the cold recycled (CR) layer. Laboratory tests conducted after one year of service showed that even though rejuvenator improved binder fatigue resistance, its benefits were less evident at the mixture level, where cracking resistance declined. Perpetual pavement analysis indicated bottom-up cracking potential in all test sections but suggested that reasonable adjustments to overlay or CIR thickness could achieve perpetual behavior. The contrasting outcomes between binder, mixture, and Falling Weight Deflectometer (FWD) testing highlight the need for further research to fully understand the effect of rejuvenator on the CR layer/material behavior. Additional testing, focusing on fatigue, rutting, and low-temperature performance, is recommended to refine rejuvenator use in CIR applications and optimize cold recycling techniques for perpetual pavement construction.]]></description>
      <pubDate>Fri, 20 Mar 2026 09:27:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681395</guid>
    </item>
    <item>
      <title>Performance evaluation of polymer latex-modified asphalt emulsion and cold recycling mixture</title>
      <link>https://trid.trb.org/View/2645718</link>
      <description><![CDATA[Emulsified asphalt cold recycled mixture is an effective type of energy-saving and environmentally friendly road-building material. However, the base emulsified asphalt exhibits limited performance. Thus, polymer latexes, including Styrene-Butadiene-Styrene block copolymer (SBS), Styrene-Butadiene Rubber (SBR), and their hybrid systems, have emerged as effective modifiers to enhance the performance of emulsified asphalt. This study provides a thorough comparison of SBS latex-modified, SBR latex-modified, and SBS/SBR hybrid latex-modified emulsified asphalts, evaluating their rheological properties, adhesion characteristics, and pavement performance of asphalt mixtures, including fatigue resistance. Three latex-modified emulsified asphalts were prepared using the post-emulsification modification process. Dynamic Shear Rheometer (DSR) analysis showed SBS-modified emulsions had a 300 % higher complex shear modulus at 60 °C than the base emulsion. Bending Beam Rheometer (BBR) tests indicated SBR-modified emulsions had a 20 % lower complex modulus at − 24 °C. Boiling water adhesion tests revealed hybrid-modified emulsions had a 55 % lower gray scale value than single latex modifications. The radar chart evaluation system not only resolved the conflict between different test results for the same performance of the mixture but also enabled a quantitative analysis of comprehensive performance. Through this analysis, the SBR latex-modified asphalt mixture was identified as having the best overall performance. The findings were applied to lower course of the cold recycling test road, with core sampling tests verifying their stability and applicability in real service conditions. This work delivers a selection strategy for polymer latex-modified emulsified asphalts, offering tailored solutions for diverse pavement service environments.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:41:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645718</guid>
    </item>
    <item>
      <title>Recommendations for Standardizing Mix Design and Quality Control Testing Procedures for Asphalt-Treated Cold Recycled Materials</title>
      <link>https://trid.trb.org/View/2681410</link>
      <description><![CDATA[This paper summarizes a multiphase research project to standardize cold recycling specifications in California. The specifications for partial depth recycling (PDR), or cold in-place recycling, and cold central plant recycling (CCPR), using emulsified asphalt (EA) or foamed asphalt (FA), were developed independently, resulting in different mix design and quality control (QC) procedures for the two recycling agents. Most specifications require the use of Marshall stability for EA materials and indirect tensile strength (ITS) for FA materials. The specifications allow the use of gyratory compaction with 30 gyrations or Marshall compaction with 75 blows per face. This paper showed that, based on a review of 92 PDR and CCPR projects, the specification for EA produces mixes with lower binder and active filler contents. The two compaction methods were compared using field projects and laboratory testing, with the results showing that Marshall compaction overestimates density and, therefore, strength and stability, resulting in mixes with lower equivalent binder and active filler contents compared with gyratory, and facilitating passing minimum strength/stability criteria for QC. The comparison of the testing methods, using two different recycled asphalt pavement sources, and comparing the results with dynamic modulus results, indicated that Marshall stability does not produce a meaningful measure of the material properties. This paper recommends standardizing specifications for the EA and FA by removing Marshall compaction and Marshall stability, and adopting gyratory compaction and the ITS for mix design and QC testing. Attempting correlations between the different compaction and test methods is not considered appropriate.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681410</guid>
    </item>
    <item>
      <title>Cement Treated Base by Cold in Place Recycling Technology for Rural Roads</title>
      <link>https://trid.trb.org/View/2652203</link>
      <description><![CDATA[A large proportion of India’s villages have been connected with Water Bound Macadam (WBM) or bituminous roads. Rural roads usually have low volume of traffic, consisting mostly of light transport vehicles with less frequency of heavy traffic. Maintenance of these roads is neglected because of paucity of funds and the road asset created is in deteriorated condition. The non-availability of suitable soil and aggregates have made projects unviable and cost prohibitive. This aggregate scarcity will increase further as part of environmental conservation and restriction on mining. The stabilization of soil/aggregate is being used worldwide towards optimal usage of scares resources. The concept of cement treated base is included in IRC:37-2018 guidelines. The concepts of soil/aggregate stabilization and cold in place recycling technique provides a comprehensive solution for rehabilitation of existing road and green field road construction. Cold In Place Recycling process allow usage of locally available marginal materials. The stabilization process can use a wide range of stabilization agents such as soil-aggregate mix, lime, cement, fly ash, foamed bitumen, emulsion, polymers and other proprietary chemical stabilisers. Three rural roads are identified in Pune district. Pavements are designed considering cement treated base. The pavement cross section is analysed using IITPave and Street Pave software. These roads are constructed using cold in place recycling technique. The existing WBM/deteriorated bituminous surface is stabilised with cement. Bituminous concrete and Thin White Topping is provided as wearing course. The performance of pavement is evaluated after construction. The paper describes construction aspect, analysis and design, difficulties encountered and remedial measures suggested on three different case studies under consideration. The stabilised pavements offer superior strength and longevity, even in extreme climatic conditions and provide better performance. It is recommended to use cement treated base with cold in place technology for construction of rural roads.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:44:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652203</guid>
    </item>
    <item>
      <title>Cold In-Place Recycle (CIR) and Full-Depth Reclamation (FDR) in Arizona</title>
      <link>https://trid.trb.org/View/2672507</link>
      <description><![CDATA[Pavement recycling refers to the process of reclaiming materials from one or more layers of an existing pavement structure, processing them through mechanical or chemical stabilization, and then reusing them. The primary goal of this study was to develop guidance materials for the Arizona Department of Transportation's (ADOT’s) consideration for the adoption and implementation of cold in-place recycling (CIR) and full-depth reclamation (FDR) technologies. The first objective in accomplishing this goal was to summarize the current state of the practice on the key engineering factors that could contribute to the successful implementation of CIR, cold central-plant recycling (CCPR), and FDR in Arizona. A second objective was to develop guidelines for project selection and help to identify some candidates for potential CIR and FDR projects in several ADOT districts. Preliminary FDR specifications and training materials were also developed to assist in training district engineers on CIR, CCPR, and FDR.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672507</guid>
    </item>
    <item>
      <title>Improving and Developing Pavement Design Inputs and Performance Functions for Cold Recycled Pavement Layers in Minnesota</title>
      <link>https://trid.trb.org/View/2672492</link>
      <description><![CDATA[Existing specifications in Minnesota and many other states fail to adequately characterize the properties of cold recycled pavement materials necessary for pavement design procedures. Current assumptions for these materials are not entirely accurate as these materials often possess complex, non-linear, stress and rate dependent behavior. This can lead to under/overdesigned pavement structures that are not economically and environmentally viable. Adequately characterizing the recycled material layer will ensure that the appropriate thickness of wear course is determined through pavement design with no negative impact on structural capacity or serviceability. This research, through a series of laboratory and field investigations, develops a user-friendly, Excel-based material property prediction tool to estimate necessary material properties to be used in quality assurance evaluation and/or performance modelling efforts within mechanistic-empirical design of cold recycled pavement structures. In addition, a rutting performance function and early life rutting failure threshold is developed to assist in minimizing the risk of premature rutting failure of the recycled layer. From these, longer pavement lives can be achieved, leading to a decrease in the frequency of repair and maintenance as well as the costs associated with them.]]></description>
      <pubDate>Wed, 04 Mar 2026 09:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672492</guid>
    </item>
    <item>
      <title>Design and performance study of waterborne epoxy cold recycling asphalt mixtures</title>
      <link>https://trid.trb.org/View/2643604</link>
      <description><![CDATA[The green and low-carbon concept has significantly influenced various industries, including asphalt pavement construction. Cold recycling technology offers notable advantages in reducing carbon emissions during pavement construction. However, traditional cold recycling methods often fail to utilize aged asphalt. They rely heavily on emulsion or foamed asphalt binders, which contradicts the low-carbon principle. Additionally, performance limitations of existing binders prevent these technologies from adequately addressing the deficiencies of RAP. This study introduces a novel approach to cold-recycled asphalt mixtures using cost-effective waterborne epoxy resin to mitigate RAP performance deficiencies. Two diffusion components were incorporated to enhance the utilization of aged asphalt and improve the overall performance of cold-recycled mixtures. A design method for waterborne epoxy cold recycling asphalt mixtures (WECRM) and suitable evaluation methods for road performance were developed. The results demonstrate that WECRM exhibits excellent high-temperature performance. The inclusion of diffusion components significantly improves low-temperature properties and reduces moisture sensitivity. With a modulus ranging from 12,000 to 13,000 MPa, WECRM is ideal for surface layer applications. Furthermore, the analysis highlights its suitability for lower pavement layers to resist rutting, enabling high-value applications of cold recycling technology while maintaining cost efficiency.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643604</guid>
    </item>
    <item>
      <title>Long-term fatigue performance and damage evolution of emulsified asphalt cold recycled mixtures</title>
      <link>https://trid.trb.org/View/2636360</link>
      <description><![CDATA[As load cycles increase, the fatigue evolution of cold recycled mixtures damage becomes complex due to internal damage accumulation and strength gain in nondestructive state. To investigate the long-term fatigue performance, indirect tensile fatigue tests were conducted. Using the inflection point of vertical displacement curve and dissipated energy, the early-stage and long-term fatigue lives under different stress ratio conditions were compared to analyze combined effects of performance growth and damage accumulation. Results indicate that the standard method primarily reflects early-stage strength and fatigue performance under high stress ratios, thereby significantly underestimating actual fatigue resistance of cold recycled mixtures. Under identical stress ratio conditions, the improved method representing long-term state exhibit significantly longer fatigue life, confirming the progressive enhancement of fatigue resistance during long-term service. For single stress ratio, the evolution of fatigue damage follows distinct three-stage pattern. Across different stress ratios, the improved specimens show slower damage accumulation, resulting in superior fatigue performance. When two-stage loading is considered, the curves of damage and cycle ratio show that the cumulative cycles is greater than that of single-stage loading. However, if the early-stage performance is inadequate, repeated loading can accelerate damage accumulation, thereby significantly reducing final fatigue life. It highlights the importance of designing cold recycled mixtures with sufficient early strength and enabling a timely transition to improved long-term performance.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:58:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636360</guid>
    </item>
    <item>
      <title>Early-Age Stiffening of Cold Recycled Bituminous Materials Using Shear Wave Velocity</title>
      <link>https://trid.trb.org/View/2606391</link>
      <description><![CDATA[The characterization of cold recycled bituminous materials (CRMs) at a very young age, shortly after compaction, is inherently challenging due to the nature of the material. The granular aspect of CRM at this stage and its high-water content render the use of conventional mechanical techniques impractical. Following previous work, the use of a nondestructive technique based on the frequency analysis of mechanical elastic shear waves, piezoelectric ring actuator technique (P-RAT), has enabled assessment of the behavior of cold in-place recycled material treated with bitumen emulsion from 10 min after compaction to 30 days of curing. Emphasis on shear wave velocity (Vₛ) measurements during the early age confirmed the rapid stiffening of the mix along with the departure of water present in the mix. A 6 °C drop of the surface temperature is observed along with this rapid increase of Vₛ and water loss. The initial and final Vₛ values range from 287 to 330 m s⁻¹ and from 461 to 578 m s⁻¹, respectively. To assess the capabilities of P-RAT, specimens with different void contents were tested, mainly 12, 15, and 17 %. It was observed that in each tested specimens, a similar behavior was exhibited during the first few hours of curing. Based on these observations, hypotheses are put forth regarding the phenomena governing the increase in stiffness during this period. Finally, the influence of the compaction of the specimens on the Vₛ values is consistent and comparable with the information available in the literature for such CRM.]]></description>
      <pubDate>Mon, 08 Dec 2025 11:43:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606391</guid>
    </item>
    <item>
      <title>Cold Recycling Study: Testing to Develop Standard Mix Design and Quality Control/Quality Assurance Testing Procedures for Cold Recycling Project Specifications (Imperial Units)</title>
      <link>https://trid.trb.org/View/2628281</link>
      <description><![CDATA[This report summarizes the research to evaluate cold recycling mix design procedures and to standardize the specifications for cold recycling in California. Questions were developed based on a review of relevant test methods surrounding the options for specimen compaction and the difference in strength testing method and specification limits for emulsified asphalt and foamed asphalt. Important findings from the study include the following:• Specimen densities from Marshall compaction are higher than gyratory compaction and field densities measured with a nuclear gauge and corrected for gravimetric moisture content.• Gyratory compaction using 30 gyrations is typically marginally higher than field density.• Indirect tensile strength (ITS) and stability are strongly correlated to density.• Mix designs done with Marshall compaction may underestimate binder and cement content requirements.• Using Marshall compaction to compact specimens for quality control testing can result in strengths that are not representative of those on the road (i.e., higher), thereby potentially meeting the passing requirement in the test, but not on the road.• Marshall density decreases with increasing binder and cement contents.• Indirect tensile strength results increase with increasing binder and cement content.• Marshall stability does not provide a meaningful measure of the material properties. Values can decrease with increasing binder and cement content.• Indirect tensile strength correlates with stiffness, Marshall stability does not.• Indirect tensile strength and Marshall stability test methods do not distinguish between different recycling agents.• There was no discernable difference between emulsified asphalt and foamed asphalt in terms of strength, stability, and stiffness.The following recommendations are made based on the test results and conclusions:• Remove Marshall compaction as an option for mix design, allowing only gyratory compaction. Using 30 gyrations is considered appropriate, but agencies are encouraged to determine an optimal number of gyrations for local materials.• The removal of Marshall compaction for quality control specimen preparation is also recommended; however, it is acknowledged that using gyratory compaction in field testing trailers can be problematic in terms of calibration requirements. Current research is investigating alternative procedures using vibrating hammer compaction equipment.• Remove Marshall stability as a test for mix design and quality control, allowing only indirect tensile strength.• Standardize the mix design and quality control procedures for all cold recycled materials that are treated with asphalt recycling agents. Differentiating between partial-depth, full-depth, and cold central plant recycling is not required.]]></description>
      <pubDate>Tue, 02 Dec 2025 09:56:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628281</guid>
    </item>
    <item>
      <title>Cold Recycling of Asphalt Pavements: Toward a Roadmap for Wider Implementation by Road Agencies</title>
      <link>https://trid.trb.org/View/2620661</link>
      <description><![CDATA[Cold recycling is a proven alternative to traditional remove-and-replace maintenance and rehabilitation strategies. However, implementation by road agencies across the United States has been limited, which can be attributed to a number of reasons. One primary reason is believed to be that cold recycling strategies do not readily fit current agency flexible pavement management frameworks, which have been established around remove-and-replace maintenance and rehabilitation strategies, or fit the traditional definitions for routine, preventative and corrective maintenance, and minor and major rehabilitation. These frameworks, and the decision processes associated with them, need to be updated to better accommodate new strategies, in conjunction with traditional strategies, to make the best use of available resources to cost-effectively and more sustainably extend the life of pavement networks and improve the overall condition of the network. This paper summarizes developments in cold recycling, identifies barriers to implementing cold recycling in agencies, and suggests a roadmap framework for updating policies and procedures to make better use of cold recycling. When designed and built appropriately, cold recycling strategies can be more cost-effective and more sustainable than traditional remove-and-replace strategies. Optimizing the recycling depth to remove distresses and provide the required structural support for the asphalt concrete surfacing for a given set of traffic, climate, environmental, and resilience criteria is critical for a successful outcome. Attempting to align recycle depths within maintenance and rehabilitation categories that are specific to traditional remove-and-replace strategies will yield less-than-optimal results and the potential for significant benefits will not be realized.]]></description>
      <pubDate>Tue, 11 Nov 2025 09:21:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620661</guid>
    </item>
    <item>
      <title>Avon North, 19 Miles North of Avon, Devil’s Dip N &amp; S</title>
      <link>https://trid.trb.org/View/2601516</link>
      <description><![CDATA[The stated project was constructed from July through August 1996. This project consisted of comparing Cold-In-Place Recycled asphalt (CIR) with varying depth and no overlay. Two CIR sections were implemented, 91.4 mm CIR, and 61 mm CIR, respectively. This project is classified as a formal experimental project through the year 2001. The Federal Experimental number is MT-97-01.]]></description>
      <pubDate>Sun, 02 Nov 2025 17:49:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601516</guid>
    </item>
    <item>
      <title>Hays-North, 10 Miles North of Hays, South of Harlem</title>
      <link>https://trid.trb.org/View/2601513</link>
      <description><![CDATA[The above projects were constructed in 1995. This project consisted of Cold-In-Place recycled asphalt. Two CIPR sections were implemented; 61 mm CIPR, 46 mm (0.15) and 61 mm CIPR, respectively. Two control sections were also included; 61 mm (0.2) 85/100 grade B and 30 mm (0.5′′) HMA (Maintenance Overlay). This project is classified as a formal experimental project through the year 2001. The Federal Experimental number is MT98-01.]]></description>
      <pubDate>Sun, 02 Nov 2025 17:49:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601513</guid>
    </item>
    <item>
      <title>An innovative stage mixing approach for emulsified asphalt cold recycled mixtures</title>
      <link>https://trid.trb.org/View/2597938</link>
      <description><![CDATA[Cold recycled asphalt mixture is an environmentally friendly pavement material produced by reprocessing reclaimed asphalt pavement (RAP) at ambient temperatures, typically uses emulsified asphalt as a binder. Driven by the need for high RAP utilization, reduced energy consumption, and lower environmental emissions, emulsified asphalt cold recycled mixtures seen increasing adoption globally. For cold recycled asphalt mixture, conventional mixing processes fail to account for the disparity in emulsified asphalt adsorption between virgin and RAP aggregates. As a result, the simultaneous incorporation of both materials during the mixing process leads to non-uniform asphalt film distribution on aggregate surfaces, which negatively affects the performance of the cold recycled mixture. For this purpose, the present study proposed an innovative stage mixing process of cold recycled mixtures based on the specific surface area of the aggregate to address the significant differences in the adsorption capacity of emulsified asphalt by fine and coarse aggregates. Then, the superiority of the proposed mixing process was verified through comprehensive laboratory evaluations, including assessments of high-temperature rutting resistance, low-temperature cracking resistance, and moisture susceptibility, complemented by microstructural characterization via X-ray computed tomography(CT). Results showed that compared to conventional processes, the splitting strength, freeze-thaw splitting strength ratio, fracture work, and fracture energy of cold recycled mixtures prepared by the staged mixing process were increased by at least 14 %, 12 %, 42 %, and 15 %, respectively. The performance improvement was attributed to the optimized internal structure of the mixtures, as revealed by detailed analyses of void characteristics-including their spatial distribution, vertical (longitudinal) alignment, size gradation, and fractal geometry-obtained from mixtures produced using different mixing processes. Finally, a T-type fractional mixing system was developed utilizing an ant colony proportional-integral-derivative(PID) control algorithm to optimize the material feeding process of on-site mixing equipment, thereby facilitating the practical application of the stage mixing process in production. Using the developed fractional mixing system, a trial section was successfully constructed in China. Field evaluations confirmed that the optimized staged mixing equipment markedly enhanced the performance and compaction quality of plant-mixed cold recycled mixtures.]]></description>
      <pubDate>Thu, 23 Oct 2025 09:23:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597938</guid>
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