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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Evaluating the mechanical performance and durability of cement-treated base mixtures containing 100% Reclaimed Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2647013</link>
      <description><![CDATA[This study has evaluated the mechanical performance of 100% Reclaimed Asphalt Pavement (RAP) stabilised under various curing periods. To this end, 540 different-age, cement-treated base (CTB) samples were made by using cement and Nicoflok mineral polymer (NMP) additive, and tested for unconfined compressive strength (UCS). Results of machine learning analyses revealed that the age, cement, NMP, water, and the compaction method, respectively, had the greatest effect on the UCS. Next, indirect tensile strength (ITS) tests were performed on 90 samples and then durability tests were done on some selected samples to find the volume change, weight loss, UCS and ITS. Then, triaxial resilient modulus (MR) tests were conducted on 2 large-diameter samples. According to the results, these samples had significant strength, durability and resilient modulus, and NMP-cement stabilised samples, compared with the cement-only case, not only increase the durability and strength, but also reduce the construction time of CTB layers.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647013</guid>
    </item>
    <item>
      <title>Mechanical behaviour analysis of the asphalt pavement with a novel prefabricated concrete base utilising small-scale model experiments</title>
      <link>https://trid.trb.org/View/2643576</link>
      <description><![CDATA[A novel prefabricated road base stands out for its high strength and rapid construction. The cost and difficulty of full-scale experiments are high, which poses obstacles to the mechanical behaviour analysis of prefabricated base asphalt pavements. This study employs small-scale model experiments to analyse the mechanical behaviour of the novel prefabricated base pavement. Firstly, a 1/4-scale experimental method of prefabricated base asphalt pavement based on the similarity theory was proposed and verified. Secondly, the mechanical properties of the prefabricated base pavement under various loads and pavement combinations were analysed, leading to design recommendations. Lastly, the load transfer capabilities of mortar during various curing stages were explored to determine the traffic opening time. The findings suggest that the optimal choice for the prefabricated base asphalt pavements would be those with a precast block modulus of 28 GPa, coupled with a subbase thickness of at least 300 mm. Light and medium vehicles can be allowed to pass after the curing time of prefabricated base course which is over 3 days.]]></description>
      <pubDate>Sat, 10 Jan 2026 18:02:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643576</guid>
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    <item>
      <title>Optimization of Geometry and Material Properties in Jointed Plain Concrete Pavement (JPCP)</title>
      <link>https://trid.trb.org/View/2627499</link>
      <description><![CDATA[This study evaluates the influence of slab geometry and subbase type on the fatigue performance of jointed concrete pavements, using allowable load repetitions as the primary performance indicator. Four design scenarios featuring different slab widths, lengths, and subbase materials were analyzed using EverFE finite element modeling and the PCA fatigue criteria. The results demonstrate that pavements with a stabilized crushed stone subbase consistently achieve higher allowable repetitions compared to those with a lean concrete subbase. Furthermore, configurations with three slabs outperform two-slab setups regarding fatigue resistance. Optimal performance within each scenario is associated with a low length-to-thickness ratio, which in this study was limited to a minimum value of 25, and a length-to-width ratio close to 1.14. The highest fatigue performance overall was observed for a length-to-width ratio of 1.24 combined with the lowest length-to-thickness ratio tested. These findings highlight the significant impact of slab configuration and subbase selection on pavement fatigue life, providing valuable guidance for early-stage pavement design to enhance durability.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627499</guid>
    </item>
    <item>
      <title>Optimization of Flexible Pavement Layer Composition Considering Fatigue and Rutting Distresses</title>
      <link>https://trid.trb.org/View/2627497</link>
      <description><![CDATA[This study investigates the impact of pavement layer and material composition on the structural durability of flexible road surfaces, focusing on fatigue cracking and rutting resistance. Based on Flemish Class B6 roads, eight pavement design scenarios were modeled using 3D-Move Analysis software under static triple-axle truck loading conditions. Variations included surface materials (SMA-C, ZOA-B), asphalt layer thickness, and base stabilization methods (cement, lime, or unbound). Results demonstrate that cement-stabilized crushed stone bases significantly outperform lime-treated and unbound stone bases, reducing rutting and fatigue strain values. Fatigue damage was most influenced by horizontal strains at the bottom of the asphalt layers, while rutting correlated with vertical strains in the base layer. Cement-bound bases showed up to 36 times longer fatigue life and 54% better rutting resistance compared to unbound stone. Although surface layer properties had a secondary effect, minor material changes could still shift performance by hundreds of thousands of load repetitions. The findings underline the dominant role of base layer treatment in enhancing pavement longevity and advocate for the inclusion of cement-stabilized bases in future sustainable road designs.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627497</guid>
    </item>
    <item>
      <title>Waste Clay Brick Binders for Rigid Pavement Subbase and Base Concretes</title>
      <link>https://trid.trb.org/View/2407999</link>
      <description><![CDATA[Both base and subbase layers of rigid pavements are currently constructed with concrete based on ordinary Portland cement (OPC). The OPC manufacturing process is heavily carbon intensive and has severe negative impacts towards the environment and sustainability. Geopolymer as an alternative is promising, in terms of both performance and sustainability. This study used waste clay bricks (WCB) blended with fly ash and slag precursors to produce one-part geopolymer binders with the aim of replacing OPC in pavement concrete. One-part binders were prepared by combining activators and the precursor at a 1:9 ratio by weight. Within the precursor, fly ash content was varied at 0%, 10%, 20% and 30% by weight. In the remaining precursor, WCB was replaced with slag at 20%, 40%, 60% and 80% replacements. All blends of WCB with fly ash and slag showed significantly higher strengths than their unblended counterparts. The highest 28-day compressive strength of 92 MPa was recorded for the sample with 30% fly ash and with 80% replacement of WCB with slag on the remaining precursor. Additionally, the WCB based geopolymer binders showed a high early strength development, achieving more than 50% of its 28-day compressive strength within 72 h. Aggregates were then introduced to the selected binders to prepare geopolymer concrete (GPC). The compressive strength of GPC samples was recorded after 28 days of aging. Initial GPC trial mixes were able to achieve compressive strengths up to 41 MPa, demonstrating the feasibility of using WCB based binders for developing pavement concretes.]]></description>
      <pubDate>Wed, 24 Sep 2025 08:57:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407999</guid>
    </item>
    <item>
      <title>Design of pavement structures consisting of paving slabs with hydraulically bound joints and bedding</title>
      <link>https://trid.trb.org/View/2511203</link>
      <description><![CDATA[To meet the needs for higher-ranked roads and traffic loads, rigid slab pavements with cement-bound bedding material and joints were analysed instead of the traditionally used unbound construction method. Since the bearing capacity and drainage of the upper base course are essential, the results of recently introduced laboratory fatigue tests for permeable concrete were considered. Additionally, fatigue tests were also conducted on concrete and natural stone slabs. The structural response of the superstructure was determined by introducing an finite-element-model that considers bound behaviour in the joints and between the slab-bedding-interface. With the derived fatigue criterions and the structural primary response of the FE Model, the deterioration under traffic load can be evaluated. The main objective of this paper is the development of a design procedure for slab pavements with cement-bound joints and bedding on a pervious concrete base course to deduce suitable standard structures in accordance with Austrian directives.]]></description>
      <pubDate>Fri, 28 Feb 2025 16:44:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2511203</guid>
    </item>
    <item>
      <title>Field Performance of Pavements Made with High-Modified Hot Mix Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2468830</link>
      <description><![CDATA[The objectives of this research project are to: (1) measure the mechanical response to traffic loads of the High-Modified Hot-Mix Asphalt over rubblized concrete base on a portion of the I-215 west belt project near Salt Lake City, Utah, (2) measure the deformation of rubblized base and existing base due to traffic loads (3) document the short-term performance of the pavement system, and (4) verify the models and assumptions used to design this pavement section by comparing the predictions to actual measurements. At the conclusion of this project, Utah Department of Transportation (UDOT) pavement and materials engineers will have a better understanding of the behavior, and thus the applicability, of high modified hot-mix asphalt mixtures to high-value roads.]]></description>
      <pubDate>Mon, 02 Dec 2024 19:25:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2468830</guid>
    </item>
    <item>
      <title>Vibration Reduction of Phononic-Like Crystal Metaconcrete Track Bed for Underground Railway</title>
      <link>https://trid.trb.org/View/2189196</link>
      <description><![CDATA[Train vibrations can travel through the track, tunnel structure, and surrounding strata as well as into the structure of buildings near tunnels, where they can be radiated as low-frequency vibration waves and noises inside the building. Low-frequency vibration reduction is a major challenge for vibration control technology. Herein, the new phononic-like crystal metaconcrete material was invented to make the track bed for decreasing vibration induced by trains because it can open low-frequency bandgaps to reduce the low-frequency vibration in actual subway engineering. First, the original phononic-like crystal model was optimized to improve the vibration reduction effect for low-frequency bandgaps. Second, the metaconcrete track beds were conducted according to the new phononic-like crystal model based on the vibration reduction need. Finally, the metaconcrete track beds were installed in the Ning-Ju line of Nanjing Metro in Nanjing, China, and the vibration reduction effect was monitored. The monitoring results in the Ning-Ju line demonstrate that the new phononic-like crystal structure metaconcrete track bed has excellent vibration reduction performance for rail transportation.]]></description>
      <pubDate>Fri, 30 Jun 2023 11:28:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2189196</guid>
    </item>
    <item>
      <title>Noncomposite concrete deck bracing effects on continuous steel stringer lateral torsional buckling resistance</title>
      <link>https://trid.trb.org/View/2138183</link>
      <description><![CDATA[Louisiana’s bridges used two-girder or truss systems in the 1950 s and 1960 s, in which floorbeams are carried by main members and continuous stringers are supported by the floorbeams. The main members are either two edge (fascia) girders or trusses. Continuous span stringer bottom flanges are in compression in their negative moment regions, which could result in lateral torsional buckling (LTB). When these stringers are load rated using AASHTOWare Bridge Ratingᵀᴹ analysis software, lateral torsional buckling (LTB) resistance is calculated in accordance with the AASHTO LRFD Bridge Design Specifications, which the authors have determined may not adequately account for bracing effects provided by a noncomposite deck, and therefore could underestimate the flexural strength. Resulting ratings may be low enough to require restrictive, and possibly unnecessary, load postings or even bridge closures. This issue affects more than 20 significant bridges that are key parts of Louisiana’s highway system. To address the challenge of underestimated stringer LTB resistance and assess bracing effects provided by a concrete deck, experimental and analytical studies were performed on a two-span, continuous, steel stringers in a grillage system, which included three stringer lines, an interior transverse support (floorbeam), and transverse diaphragms at the end supports. The tests encompassed a variety of configurations, with and without a concrete deck. This paper describes laboratory testing setups and discusses experimental results, focusing on bracing effects on LTB resistance due to the presence of a noncomposite concrete deck. Finite element models using ANSYS were calibrated, validated using test results and used to simulate stringer behavior in Louisiana’s representative bridges. Finite element analyses of various tests showed generally comparable results to test data, and provided a feasible approach to load rate continuous stringers if a refined analysis is deemed necessary. The studies showed that stringer LTB resistance could possibly be tripled when noncomposite deck bracing effects are considered.]]></description>
      <pubDate>Wed, 29 Mar 2023 16:48:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2138183</guid>
    </item>
    <item>
      <title>Influence of stiffness of dry lean concrete base on load stresses in the plain cement concrete slab of concrete pavements</title>
      <link>https://trid.trb.org/View/1991593</link>
      <description><![CDATA[The transformation in axle loads of vehicles along with environmental factors requires stiff base layer for concrete pavement and one such stiff layer is dry lean concrete (DLC). The DLC would have variable stiffness as a result of the construction practices. The present study focuses on understanding the influence of DLC stiffness on the tensile stresses in plain cement concrete (PCC) slab using Finite Element (FE) analysis. The PCC slabs are analyzed considering various cases: bonded and un-bonded base with positive and negative temperature differentials. From FE analysis, it is observed that an improved DLC base stiffness has a more pronounced effect on stresses to recede in the PCC slab of bonded concrete pavement with a positive temperature differential. The influence of DLC stiffness was less in the bonded concrete pavement with a negative temperature differential, while marginal in un-bonded concrete pavement with positive and negative temperature differentials.]]></description>
      <pubDate>Wed, 10 Aug 2022 16:39:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1991593</guid>
    </item>
    <item>
      <title>Curling of Cast-in-Situ Short Slabs on Lean Concrete Base: Measured Versus Theoretical Analysis</title>
      <link>https://trid.trb.org/View/1988752</link>
      <description><![CDATA[Cast-in-situ short paneled concrete pavements (CiSPCP) are a class of innovative concrete pavements, which are being considered as a sustainable replacement for jointed plain concrete pavement. However, there is a lack of understanding of various aspects of CiSPCP such as joint spacing, long-term joint performance, dominant stresses, failure criteria, and curling behavior. In this study, the curling behavior of CiSPCP test sections with different slab sizes and thicknesses on National Highway (NH)-18 (old NH-33) were investigated during the summer of 2019 and the winter of 2020. The vertical displacements at mid-slab (longitudinally and diagonally to the slab), the effect of slab size and thickness on curling with seasonal variation were considered, along with a comparison of measured curling using theoretical analysis. The measured displacements at the edge of slabs were smaller compared with those at the center of the slab. Interestingly, the occurrence of maximum slab curl was not in tandem with the maximum temperature gradient (TG). The time lag for the response was around 2 to 4.5 h of the occurrence of a maximum TG. This observation was very significant because temperature stresses have a profound effect on stresses in concrete pavement. However, this field observation has indicated that the lag in the development of maximum TG may also lead to a lag in the development of stresses. Further, it was found that the theoretical method overestimates the curling compared with the field-measured displacements, which can be mainly attributed to the lag.]]></description>
      <pubDate>Wed, 06 Jul 2022 15:50:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1988752</guid>
    </item>
    <item>
      <title>Sustainable nHPC Mixtures for Durable Overlay of Concrete Bridge Decks in Cold Regions: Proof of Concept</title>
      <link>https://trid.trb.org/View/1856578</link>
      <description><![CDATA[The higher cement content in UHPC increases the energy and CO₂ footprints, and the use of supplementary cementitious materials (SCMs) to replace cement has been limited in the current design. Besides, the high compressive strength (> 150 MPa) of UHPC might be over-design for bridge deck overlay application. The combined use of very low w/b ratio (~ 0.2) and high dosage of fibers presents a great challenge for the construction of UHPC overlays in the field. In this context, the overarching goal of this project is to design sustainable nHPC mixtures for durable overlay of concrete bridge decks in cold regions through lowering initial cost of UHPC overlays and improving the workability and construction tolerance of UHPC for on-site application while maintaining dense microstructure and superior durability. The “n” before the HPC denotes for nano-engineering as well as the fact the durability of these mixtures will be a few times that of conventional UHPC. To achieve this goal, this study aims to: (1) identify and optimize eco-efficient mix designs for nHPC overlay, greatly reducing the use of cement, steel fiber and superplasticizer while tailoring the particle size gradation; (2) evaluate the engineering performance and durability of selected nHPC mixtures for cold-climate concrete deck overlay application; (3) enhance the thixotropy to ensure that fresh nHPC mix can hold the specified slope on the bridge deck; (4) conduct multiscale characterization of selected nHPC mixtures, to elucidate the role of individual constituents on the macroscopic behavior and performance.]]></description>
      <pubDate>Sat, 05 Jun 2021 16:55:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1856578</guid>
    </item>
    <item>
      <title>Behaviour Analysis of Concrete Base Under Asphalt Concrete Surface With Temperature Variations</title>
      <link>https://trid.trb.org/View/1743537</link>
      <description><![CDATA[The length of the composite structured pavement with the asphalt concrete surface over old concrete pavement is rapidly increased as the concrete pavement in Korea which was firstly built in 1981 and whose length has been extended to 12,562km/lane is getting older. Approximately 54% of current concrete pavement in expressway network will reach the service life limit in 2025 which means lots of road maintenance budget should be invested for future old concrete pavement rehabilitation. [2] There is an urgent need to extend a service life of the composite pavement in order to reduce the maintenance cost for old concrete pavements. Succeeding in this mission, the composite pavement can apply to an innovative design approach for new road construction as some of european countries already did. The service life of the composite pavement is highly dependent of the resistance against the reflective cracking of asphalt surface on the joint of old concrete pavement. The initiation and propagation of the reflective cracking on the composite pavement are mainly governed by a repeated opening–closing movement of the joint of concrete slab associated with temperature variations which carry a high tensile stress to the asphalt layer bottom. The joint behaviors at the top and bottom of a concrete slab are highly different for changes of temperature gradients along the each layer thickness of composite. The present study measured the temperature variation and cracking behavior of the concrete base layer of various types quantitatively, and analyzed the cracking behavior caused by temperature changes. Also, the temperature variations along the thickness and joint behaviors of base concrete slabs were analyzed with several composite pavement sections whose thickness of asphalt surfaces are 5cm, 10cm, and 15cm. As a result, the composite pavement with the continuously reinforced concrete base has the most effective base-course structure for the suppression of reflective cracks because the movement of the cracking zone by temperature changes is trivial. And temperature changes of concrete base at the composite pavement are smaller than jointed concrete pavement due to the insulating effect of the AC layer, which increases with overlay thickness. It was found that the thicker asphalt surface reduces significantly the temperature variation and joint movement. A heat insulation effect with increasing asphalt overlay thickness on the concrete base should be considered in order to reduce a reflective cracking potential and enhance the service life of a composite pavement.]]></description>
      <pubDate>Wed, 03 Feb 2021 15:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1743537</guid>
    </item>
    <item>
      <title>Numerical assessment of the response of a heterogeneous concrete-based composite bridge deck to a near field explosion</title>
      <link>https://trid.trb.org/View/1738365</link>
      <description><![CDATA[This paper reports on numerical assessment of the blast response of a heterogeneous composite structure using LS-DYNA solver. There experimentally observed effect of heterogeneity on the overall response of the structure is numerically assessed. Multiple approaches to the introduction of material heterogeneity are proposed, modelled and tested.The numerical results are confronted with the authors’ original experimental program on a full-scale concrete structure subjected to a near field explosion. Tests were carried out on a total of three specimens. All the specimens were subjected to the same close-in blast loading from 25 kg TNT charges placed on steel chairs in the middle of each slab. The chairs provided 450 mm standoff from the top surface of the slab. Two of the analyzed specimens were reinforced concrete slabs 6 m in length, 1.5 m in width and 0.3 m in thickness. The first specimen contained basalt fiber meshes in multiple layers along the depth of the specimen. The second specimen contained two layers of recycled textile sheets 100 mm in total thickness. The third specimen was a commercial hollow-core precast prestressed panel 6 m in length, 1.2 m in width and 0.32 m in thickness.The paper aims to verify and explain the experimental findings. It was numerically proved that the highly heterogeneous concrete-based composite bridge decks consume the blast energy by layer delamination in the pre-determined damage zones. The findings are supported by PDV measurements.]]></description>
      <pubDate>Wed, 23 Sep 2020 10:53:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1738365</guid>
    </item>
    <item>
      <title>Dynamic Response of Roller-Compacted Concrete-Base Asphalt Pavement</title>
      <link>https://trid.trb.org/View/1634843</link>
      <description><![CDATA[This study aimed to investigate the dynamic response of roller-compacted concrete (RCC)-base asphalt pavement under traffic loads. Several strain and temperature sensors were embedded in a test road at different depths. The dynamic responses driven by truck passage were tested, and the effects of axle load, vehicle speed, vehicle type, and temperature on the dynamic response were investigated. The results showed that the transverse strain in asphalt surfaces was tensile, while the longitudinal strain alternated in tension and compression. The longitudinal and transverse strains in the base and subbase were in tension and compression, respectively, and the longitudinal strain was greater than the transverse strain. The tensile strain in asphalt pavement increased with decreasing vehicle speed, increasing axle load. When the axle weight of the truck was doubled, the tensile strain in the upper and lower layers of the asphalt pavement increased under low temperature and low speed conditions.]]></description>
      <pubDate>Thu, 31 Oct 2019 11:35:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1634843</guid>
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