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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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    <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>
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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>Field Evaluation of High-Performance Cold Mix (HPCM) Products</title>
      <link>https://trid.trb.org/View/2752097</link>
      <description><![CDATA[This research project evaluated the field performance of nine High-Performance Cold Mix (HPCM) products from various producers to determine suitability for inclusion on ARDOT’s Qualified Products List (QPL). The test section was constructed in September 2024 on Hwy 338 (Sweet Home Cutoff/Dixon Road) in south Little Rock. Nine unique HPCM products, both bagged and plant-produced, were installed in simulated potholes and monitored over 12 months. Monthly inspections assessed durability, compaction retention, rutting, and adhesion performance. All nine products demonstrated satisfactory performance with minimal degradation through one full freeze-thaw cycle and a summer season. Based on the results, all tested products were approved for inclusion on the Department’s QPL for HPCM. The research also established evaluation criteria for future product submissions, enabling ARDOT to adopt HPCM materials into maintenance and construction projects without requiring individual project-based approvals.]]></description>
      <pubDate>Wed, 12 Aug 2026 09:58:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752097</guid>
    </item>
    <item>
      <title>Design and Optimization of Diesel Engine Cold Start Heating System under Extreme Cold Conditions</title>
      <link>https://trid.trb.org/View/2742610</link>
      <description><![CDATA[With the goal of enhancing diesel engine adaptability to low-temperature environments and exploring cold-start potential at - 50 °C, this paper develops a one-dimensional simulation model for the cold-start system. The model is based on a method that utilizes a diesel heater to warm the coolant, which in turn heats the engine block and oil. The heating condition of coolant and oil of a 10-cylinder V-type engine within a specified time under a -50 °C environment is studied through simulation. We further optimized the cold-start process by enhancing the coolant flow distribution within each circulation circuit to improve overall thermal management and start-up efficiency. The results show that: at an ambient temperature of -50 °C, with a heating power of 80 kW, a total flow rate of 110 L/min, and an engine block flow rate of not less than 54 L/min, the diesel engine can raise the coolant temperature at the engine outlet to 40 °C and the oil temperature to -35 °C within 20 minutes. Through flow optimization, by maximizing the flow rate of the engine block heating circuit and reducing the flow diversion of the intercooler, the coolant temperature at the engine outlet can reach 40 °C in 18.9 minutes, while the oil is heated to -34.9 °C, and the final heating coolant temperature reaches 44.4 °C at 20 minutes. Compared to the situation without flow optimization, the time for the engine outlet coolant temperature to reach 40 °C was shortened by 0.55 minutes, and the final heating coolant temperature increased by 2.2 °C. Based on relevant experiments and the dynamic viscosity curve of 5 W engine oil, this paper holds that the starting conditions of a diesel engine can be met when the engine outlet coolant temperature reaches 40 °C, and the engine oil temperature reaches -35 °C.]]></description>
      <pubDate>Mon, 03 Aug 2026 15:42:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742610</guid>
    </item>
    <item>
      <title>Design of an Automatic Device for Snow Clearing of Solar Greenhouses</title>
      <link>https://trid.trb.org/View/2742537</link>
      <description><![CDATA[Solar greenhouses in winter or mountainous areas can be at risk of roof snow accumulation, leading to collapse, poor lighting, and sudden drops in temperature. The snow removal technologies presently employed on these greenhouses have the disadvantages of being cumbersome to adjust, being intricately structured, having a high cost, having high energy consumption, and being poorly adaptable to the curvature of the plastic. An intelligent snow removal device for removing snow on a northern solar greenhouse roof, and an automatic alarm safety system were designed to solve the problems. The device consists of a snow-clearing mechanism, a traversing mechanism, and detection-alarm modules. The mechanism for snow removal consists of a crank-slider with a curved guide rail. The snow removal rod is driven by the gear motor, which goes back and forth on the arched top. A bevel gear transmission system drives the gear motor mechanism. Due to this, the transverse mechanism moves with an interrupting jump-action on transverse rails around many different zones. The system for monitoring snow pressure has a distributed sensor that is programmed as a shield using an Arduino software system. The sensors detect the pressure of the snow in real-time. When the snow pressure hits the threshold, it activates the mechanism for coordinated functioning. This mechanism triggers snow clearing when the pressure threshold is achieved to avoid energy consumed through “premature clearing”. It also fits well on the curved surfaces of the greenhouse without any jamming. The snow removal machine’s various components and operations would accomplish full span snow removal and make it possible to overcome high labour intensity, slow manual response, energy waste, and others. The technology can enhance the safety of winter production of northern greenhouse crops and improve the disaster-resistant capacity of modern agriculture facilities. This technology has been granted a patent for invention.]]></description>
      <pubDate>Mon, 03 Aug 2026 15:36:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742537</guid>
    </item>
    <item>
      <title>Numerical evaluation of wall-guided spark assistance for cold operations in a heavy-duty gasoline compression ignition engine</title>
      <link>https://trid.trb.org/View/2689371</link>
      <description><![CDATA[This study focused on conducting three-dimensional (3D) computational fluid dynamics (CFD) simulations to evaluate the impact of wall-guided spark plug ignition assistance on gasoline compression ignition (GCI) combustion performance during cold operations. The numerical simulations were performed on a 6-cylinder, 15 L heavy-duty diesel engine operating at a compression ratio (CR) of 16.5 using RON92 E0 gasoline. Spark assistance was simulated by incorporating an ignition model with the necessary spark energy to ensure stable combustion during cold operations. Initially, closed-cycle 3D CFD combustion simulations, based on a design of experiments (DoE) campaign, were employed to investigate a lean spark-assisted CI strategy during the cold-to-warm transition. A numerical optimization approach, based on a Response Surface Model (RSM), was adopted to optimize injector spray patterns, fuel injection strategies, and in-cylinder swirl motion to achieve the best performance of wall-guided spark assistance combustion. The optimized injector spray pattern, fuel injection strategy, and swirl ratio were predicted to provide 12 percentage points increase in combustion efficiency over the baseline, while meeting constraints for maximum pressure rise rate (MPRR) and NOₓ emissions (MPRR < 5 bar/CAD and NOₓ < 2 g/kWh). Building on the aforementioned optimal design, an open-cycle 3D CFD analysis was subsequently carried out to simulate engine starts at various cold ambient temperatures using a stoichiometric, spark-initiated flame propagation strategy. The results showed that with the optimized design, reasonable GCI combustion during engine starts was achieved at cold ambient temperature of 300 K. Notably, as the ambient temperature decreases from 300 to 243 K, the emergence of a noticeable fuel film was observed, presenting an undesirable potential for increased engine-out unburned hydrocarbon and smoke emissions. Considering the specific emission requirements at lower ambient temperatures, further investigations are warranted to assess the significance of the observed fuel film in relation to these criteria.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689371</guid>
    </item>
    <item>
      <title>Study on synergistic damage amplification mechanism and ductile–brittle transition in water-bearing freeze–thaw sandstone</title>
      <link>https://trid.trb.org/View/2694658</link>
      <description><![CDATA[Freeze-thaw (F-T) cycles have been proven to be a significant factor affecting the safety of engineering structures in cold regions and contributing to the occurrence of sudden natural disasters. This study, based on SHPB (Split Hopkinson Pressure Bar) impact tests performed on sandstone specimens with varying saturation levels and subjected to different numbers of freeze-thaw cycles, investigates the mechanical response, energy evolution, and fragmentation morphology of water-bearing freeze-thaw sandstone under dynamic loading. It analyzes the ductile-to-brittle transition trends of sandstone under different water-freeze-thaw conditions, constructs a model for discriminating rock ductility-brittleness based on various machine learning algorithms, and reveals the damage modification and synergistic amplification mechanism induced by coupled water-freeze-thaw action on rocks. The results indicate that with an increasing number of freeze-thaw cycles, mechanical parameters (dynamic compressive strength, dynamic elastic modulus, residual bearing stress, residual bearing strain, yield stress, strain in the plastic deformation stage), energy parameters (energy transmissivity, energy absorption rate, fragmentation energy absorption density), and morphology parameters (equivalent crushing block degree) all decrease. In contrast, peak strain, strain in the yield stage, and fractal dimension increase. Consequently, freeze-thawed rock undergoes a transition from ductile to quasi-cleavage and finally to brittle behavior. With increasing saturation, the trends in morphological parameters align with those observed for different freeze-thaw cycle numbers, except for energy transmissivity which behaves differently, and the rock shifts from ductile to quasi-cleavage behavior. Furthermore, freeze-thaw action alone (without water) has a limited damaging effect on rock, whereas the presence of water alone can inflict more damage than 40 freeze-thaw cycles applied to dry rock. Water is the dominant factor in the deterioration of unsaturated freeze-thawed rock. Once the rock becomes saturated, water and freeze-thaw cycles synergistically amplify the rock damage. After more than 40 freeze-thaw cycles under saturated conditions, the damage to dynamic compressive strength reaches 0.424, the damage to dynamic elastic modulus reaches 0.6, the fragmentation energy absorption density decreases by 23%, and the fractal dimension increases by 4.65%, indicating the maximum level of deterioration. This reflects the synergistic damage amplification effect of coupled water-freeze-thaw action. Additionally, the developed model for discriminating the ductility-brittleness of freeze-thawed rock achieved approximately 98.9% training accuracy and 95.7% testing accuracy. It can be used for rapid discrimination and probabilistic assessment of the ductile-brittle behavior of new specimens.]]></description>
      <pubDate>Thu, 30 Jul 2026 10:07:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694658</guid>
    </item>
    <item>
      <title>Preparation and toughening mechanism of high-toughness cold-mixed epoxy asphalt</title>
      <link>https://trid.trb.org/View/2694111</link>
      <description><![CDATA[This study presents a formulation and preparation process for high-toughness cold-mixed epoxy asphalt (HTCEA). The optimal formulation was determined as: 140 parts epoxy resin, 80 parts curing agent, 40 parts epoxy diluent, 10 parts toughening agent, and 20 parts compatibilizer, through analyzing the influence of these components on HTCEA performance. Following this, the preparation process for Component A (composed of epoxy resin, diluent, toughening agent, and compatibilizer) and Component B (composed of base asphalt, asphalt diluent, and curing agent) was optimized. The established parameters involved stirring Component A at 60 °C and 500 r/min for 30 min, followed by mixing Components A and B at 500 r/min for 3 min. The optimized formula and process resulted in an HTCEA with a tensile strength of 2.45 MPa, an elongation at break of 166.28%, and a pot life of 50 min. Compared with conventional CEA, the tensile strength increased by 93% (from 1.27 MPa to 2.45 MPa) and the elongation at break improved by 35% (from 123.60% to 166.28%). It exhibits excellent mechanical properties and processability. The mechanical behavior and toughening mechanism were further investigated at the microscopic scale using molecular dynamics simulation. The simulation results indicate that the optimized HTCEA possesses a bulk modulus of 2.71 GPa, a shear modulus of 0.83 GPa, and a Young's modulus of 2.97 GPa, confirming excellent micro-mechanical properties. The enhancement is primarily attributed to the incorporation of flexible chain segments from the polyurethane toughening agent, which modifies the epoxy cross-linked network. At the same time, it significantly enhances the intermolecular interactions and entanglements, promoting the formation of a more uniform and dense three-dimensional network. Consequently, it effectively improves the material's toughness, crack resistance, and overall structural stability. This research focused on the formulation design, process optimization, and microscopic mechanism analysis of cold-mixed epoxy asphalt. It provided effective solutions and theoretical basis for developing cold-mixed epoxy asphalt with high toughness and ease of operation.]]></description>
      <pubDate>Tue, 28 Jul 2026 08:40:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694111</guid>
    </item>
    <item>
      <title>Components optimization and curing characteristics of cold-mixed polyurethane-modified asphalt based on response surface methodology</title>
      <link>https://trid.trb.org/View/2694116</link>
      <description><![CDATA[The cold-mixed polyurethane-modified asphalt (CPUA) can be utilized at ambient temperatures, along with excellent mechanical properties, which make it a preferred choice for high-performance pavements and rapid repair projects. The composition of CPUA was optimized using a Box-Behnken design within response surface methodology, followed by analyzing the microstructure morphology and curing behavior of the binder. All factors were found to be significant (p < 0.005), with biodiesel exerting the strongest influence on viscosity, tensile strength, and elongation at break, followed by polyurethane (PU) and the latent curing agent. The optimized formulation (20% biodiesel, 100% PU, 3.5% latent curing agent) yielded a close agreement between prediction and experiment. During the curing process, concurrent with the reaction of isocyanate groups with water to form urea bonds, the asphalt phase size was reduced, the uniformity of the two-phase structure and the crosslinked density were increased. The CPUA mixture was rapidly cured at −10 °C, achieving a Marshall stability higher than 30 kN and thus demonstrating considerable low-temperature strength development capability. The findings offer important theoretical insights and practical guidance for the design and application of CPUA materials.]]></description>
      <pubDate>Tue, 28 Jul 2026 08:40:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694116</guid>
    </item>
    <item>
      <title>A review of the composition, regeneration mechanism, and performance of cold recycled asphalt mixture</title>
      <link>https://trid.trb.org/View/2714522</link>
      <description><![CDATA[This review aims to enhance the mechanical and road performance of cold recycled asphalt mixture, and advocate the application of cold recycling technology, which features lower energy consumption and reduced carbon emissions. The properties of composition materials were initially studied for cold recycled asphalt mixture, meanwhile which regeneration mechanism was subsequently revealed. Additionally, a summary of the impact of complex factors on the mechanical and road performance of cold regenerated mixtures was provided, along with a proposed method for optimizing their performance. This review summarizes the main challenges of current cold recycling technologies and discusses future research directions. From numerous studies, it is found that the composition of cold recycled asphalt mixture significantly impacts its performance. The gradation variability and dosage of reclaimed asphalt pavement (RAP) material are the main factors affecting the performance of cold recycled material. The bonding property of binder has a significant effect on the mechanical properties of the mixture. The cold regeneration mechanism of waste asphalt mixture includes the rejuvenation of aged asphalt, the bonding mechanism of binder and the enhancement impact of additives. There are many factors affecting the performance of cold reclaimed asphalt mixture. Currently, improvements in mechanical and road performance can primarily be achieved through three main avenues: controlling the quality of RAP material, modifying the binders, and incorporating high-performance additives. However, the cold recycled asphalt mixture still faces several challenges, including a low utilization rate of RAP and limited application structure layers. In addition, insufficient early strength delays the opening of traffic. In the future, it is still necessary to propose more reasonable and efficient approaches to optimize the performance of cold reclaimed asphalt mixture, diverging from traditional methods. Moreover, the intelligent monitoring, evaluation, and prediction of performance for cold recycled asphalt pavement is also highly essential.]]></description>
      <pubDate>Mon, 27 Jul 2026 09:46:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714522</guid>
    </item>
    <item>
      <title>Cold-climate-resilient sustainable concrete with microencapsulated PCM and industrial slags for pavement infrastructure: Mechanical, thermal, and durability evaluation</title>
      <link>https://trid.trb.org/View/2726468</link>
      <description><![CDATA[Concrete pavements in cold regions are highly vulnerable to damage from freeze–thaw cycles, icing, and rapid temperature fluctuations, which promote cracking, moisture ingress, and surface deterioration, reducing service life and increasing maintenance needs. This study develops a sustainable, thermo-adaptive concrete incorporating microencapsulated PEG-400 phase change materials (PCM) and industrial slag aggregates, designed to stabilize temperature fluctuations while maintaining mechanical and durability performance. An interaction-based predictive model is also proposed to quantify the combined effects of PCM content, steel slag (SS), and slag cement (SC) on the thermal conductivity of concrete. Experimental results confirmed the trade-off between thermal and mechanical performance: at 10% PCM, compressive, tensile, and flexural strengths decreased moderately, whereas thermal conductivity increased by 45%; at 20% PCM, thermal conductivity increased by up to 60% with acceptable strength retention, particularly in slag-containing mixtures. The results highlight that optimal performance is achieved with 10–20% PCM and 50–100% slag, providing a robust balance among thermal efficiency, moisture resistance, and structural integrity. The proposed model offers a reliable tool for predicting and optimizing the thermal performance of PCM-modified concrete. The model was also calibrated and validated on multiple independent datasets from the literature, demonstrating excellent predictive performance, with a mean predicted-to-experimental ratio (MV) of 1.01 and a coefficient of variation (COV) of 15%.]]></description>
      <pubDate>Wed, 22 Jul 2026 09:07:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2726468</guid>
    </item>
    <item>
      <title>Optimization of Preheating Energy Distribution for Low-Temperature Cold Starts in Diesel-Electric Hybrid Vehicles</title>
      <link>https://trid.trb.org/View/2732226</link>
      <description><![CDATA[To minimize energy input and preheating time, this study first analyzed the energy consumption of intake air, lubricating oil, and coolant preheating through simulations. Temperature rise data were collected under various heating parameters. Next, simulations evaluated the hybrid power system’s resistance characteristics immediately after startup and the combustion parameters during the first cycle post-ignition under different temperatures. The temperature thresholds for successful start-up were identified, defining the feasible domain for optimization. Optimization calculations aimed to minimize preheating time and energy input, constrained by maximum preheating power. Results show that intake air heating has the greatest impact on start-up success, followed by lubricating oil heating. It is recommended to increase energy allocation to intake air and lubricating oil heating. This optimized strategy reduces preheating time and energy input by approximately 26% without changing the preheating equipment.]]></description>
      <pubDate>Tue, 21 Jul 2026 11:36:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732226</guid>
    </item>
    <item>
      <title>Influence of Fillers in Performance of Cold Mix Asphalt Using Reclaimed Asphalt Pavement Material</title>
      <link>https://trid.trb.org/View/2727674</link>
      <description><![CDATA[The present research investigated the influence of different fillers on the performance of cold mixtures using 50% and 100% Reclaimed Asphalt Pavement (RAP) materials in place of virgin aggregates stabilized with bitumen emulsion for the sub-base layer. Bitumen emulsion is a two-phase system in which water, bitumen, and one additive are added to enhance its formation and stabilization. Soft water (having a calcium amount of less than 75 ppm) is used to make an emulsion of bitumen. In the research, three different fillers, cement, fly ash, and Stabil road, were used at various dosages (1, 2, and 3% of dry aggregate weight) with cold recycled mixes to enhance the performance of mixes. Fillers are used to achieve higher strength and resistance to water damage. The results show that the 50% RAP define mixes have more stability and resilient modulus than CM and 100% RAP mixes with the same curing temperature, which depends on aggregate gradation and filler characteristics.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727674</guid>
    </item>
    <item>
      <title>Carbon-fiber-grid heated pavement for deicing and snow melting: The role of design parameters and environmental conditions</title>
      <link>https://trid.trb.org/View/2690191</link>
      <description><![CDATA[Carbon-fiber-grid heated pavements offer a promising solution for all-weather deicing and snow melting at high-altitude, cold-region airports. However, the impact of key design parameters and environmental conditions on system performance has not been fully explored. This study investigates the deicing and snow-melting performance of carbon-fiber-grid heated pavements and the optimization of their structure through a combination of laboratory and full-scale field tests. The results show that cement concrete integrated with carbon fiber cable-reinforced composite grids enhances electrothermal conversion efficiency, high-temperature resistance, freeze-thaw durability, and mechanical strength. Adjusting design parameters, such as reducing grid embedment depth, reducing cable spacing, or increasing power density, improves temperature uniformity and deicing efficiency. However, these changes can complicate construction. Under controlled environmental conditions, deicing and snow-melting performance is reduced by lower ambient temperatures, higher wind speeds, and increased snowfall intensity. These environmental challenges can be mitigated by optimizing both structural design and operational parameters. By balancing deicing effectiveness with construction feasibility, the recommended design parameters for high-altitude, cold-region airports are an embedment depth of 10–15 cm, cable spacing of 5–10 cm, and a power density of 300–500 W/m2. This research provides valuable insights and practical guidelines to improve the performance and real-world application of carbon-fiber-grid heated pavements.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690191</guid>
    </item>
    <item>
      <title>The influence of frozen climatic conditions on railway track settlement rate</title>
      <link>https://trid.trb.org/View/2690184</link>
      <description><![CDATA[Railway trackbeds in cold climates undergo repeated freezing and thawing that can destabilise the ballast matrix structure and accelerate differential settlement, leading to increased track maintenance requirements. Further, climate projections show weather patterns are likely to shift in the future, meaning it is important to be able to assess how changes in ballast freezing and thawing may affect future maintenance requirements. Despite this, no research has been undertaken to simulate the effect of freezing on the primary driver of ballasted track maintenance, vertical track geometry. Thus, this paper presents a novel framework for predicting winter-related settlement and track geometry deterioration with explicit representation of freezing persistence and freeze-thaw cycling. To do so, a 2.5D FEM-PML train-track-ground interaction model, capable of simulating track geometry changes over long timespans is coupled with (i) an air-temperature-driven thermal/ice-content workflow and (ii) a mechanistic-empirical, ice-content-dependent settlement law calibrated from large-scale triaxial tests, in which accumulation varies continuously with ice content rather than a binary frozen/unfrozen assumption. Track geometry is updated iteratively under repeated axle passages and the standard deviation (SD) over 200 m is used as a maintenance-relevant indicator. The iterative deterioration framework is validated against longitudinal level data from a mainline railway track. Winter climate effects are then explored via scenario simulations forced with hourly air temperatures from five winters under identical traffic/loading. It is shown that the resulting track geometry has a weak relationship with frozen-day totals but a positive relationship with freeze-thaw transition count, supporting transition-based winter risk screening and tamping prioritisation. Sensitivity analysis shows effective freezing temperature governs frozen-day counts, while moisture availability controls mean ice content. The model enables the performance of comparative analyses for the purpose of informing future track geometry changes under differing climate scenarios.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690184</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>Exploring the impacts of Intelligent Winter Road Information System on travel choices in winter weather: insights from a stated-preference survey</title>
      <link>https://trid.trb.org/View/2688666</link>
      <description><![CDATA[Winter hazards can lead to traffic safety issues, often resulting from uninformed travel decisions. To address these challenges, the Intelligent Winter Road Information System (IWRIS) was developed to improve driver awareness by providing supportive information and timely alert notifications through various media platforms. This study utilizes a stated preference survey to examine how travelers respond to IWRIS and assesses its impact on driver decision-making during winter conditions. The results indicate a strong correlation between the consistent acceptance of navigation system recommendations, overall system usage, and critical variables, such as weather conditions, driver experience, route familiarity, and vehicle characteristics. The study underscores the necessity of understanding the impact of information provision on travel choices in challenging winter conditions and highlights the need for systems that effectively adapt to the unique challenges of winter.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688666</guid>
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