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    <title>Transport Research International Documentation (TRID)</title>
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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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    <item>
      <title>Strength-Durability-Sustainability-Based Assessment of Hybrid Fiber-Reinforced Recycled Aggregate Concrete with Ground Granulated Blast Furnace Slag for Whitetopping Application</title>
      <link>https://trid.trb.org/View/2781253</link>
      <description><![CDATA[The rising environmental impact of cement production and depletion of natural aggregates pose significant challenges to sustainable pavement construction. In this study, these concerns are addressed through an evaluation of hybrid fiber-reinforced recycled aggregate concrete (RAC) incorporating ground granulated blast furnace slag (GGBS) for whitetopping applications. Two hybrid fiber combinations were considered—micropolypropylene with macrosteel and microglass with macrosteel. Experimental investigations were conducted to assess compressive strength, flexural toughness, abrasion resistance, and water sorptivity. The inclusion of recycled concrete aggregates alone decreased strength and durability, while GGBS substitution moderately improved performance. However, the addition of hybrid fibers significantly enhanced all properties, enabling RAC mixtures to meet strength and durability requirements and reducing whitetopping thickness by up to 60%. A cradle-to-gate lifecycle assessment demonstrated substantial reductions in cumulative energy demand and carbon dioxide emissions in the designed concrete mixtures. A multicriteria decision-making framework to rank the concrete mixtures based on mechanical, durability, and sustainability parameters was developed. This study confirms the feasibility of producing sustainable pavement concrete with sufficient structural integrity using recycled materials and industrial byproducts, contributing to circular economy goals.]]></description>
      <pubDate>Mon, 28 Sep 2026 08:35:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2781253</guid>
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    <item>
      <title>Moisture-dependent mechanical response and multi-scale failure mechanisms of crushed stone cemented by a rapid-setting subaqueous grout</title>
      <link>https://trid.trb.org/View/2698651</link>
      <description><![CDATA[Reinforcement of fractured rock masses and granular subgrades in water-rich environments remains a key challenge in transportation geotechnics, as conventional grouting is often compromised by dispersion and inadequate interfacial bonding. This study introduces a novel underwater non-dispersible polymer (UNDP) grout and evaluates the resulting polymer-cemented crushed stone (PCS) under dry and saturated conditions. A comprehensive multiscale testing program was conducted, integrating uniaxial compression, acoustic emission (AE) monitoring with Gaussian Mixture Model (GMM) classification of cracking modes, and a custom-developed quantitative scanning electron microscopy (SEM) image-analysis framework to characterize microcrack morphology. The results show that the UNDP enables rapid strength development, achieving approximately 9.3 MPa under saturated conditions after only 4 h of curing—satisfying the demand for urgent stabilization. Compared with dry specimens, saturated PCS exhibited an approximate 20% reduction in compressive strength. AE–GMM analysis indicated tensile cracking as the primary failure mode, while saturation promoted a higher proportion of shear-related damage due to weakened grout–aggregate bonding. Quantitative SEM confirmed a morphological transition from a distributed “multi-crack, narrow-width” pattern in dry specimens to a localized “few-crack, wide-width” mode under saturation, revealing that moisture-weakened interfaces act as preferential failure paths. A piecewise analytical stress–strain model (PASM) was developed to reproduce the full macroscopic response, relating its key parameters to moisture state and curing age. This research provides a scientific basis for designing and assessing rapid reinforcement systems in challenging hydrogeological conditions and establishes a foundation for further modeling and analysis of grout–aggregate systems under saturated environments.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:35:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698651</guid>
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    <item>
      <title>Interface Test Study on Asphalt Concrete Full-Section Waterproof Sealing Structure of High-Speed Railway</title>
      <link>https://trid.trb.org/View/2113120</link>
      <description><![CDATA[High-speed railways have extremely high requirements for smoothness and safety. The full-section asphalt concrete sealing layer is a new type of waterproof structure that can be used for high-speed railway subgrades. Therefore, higher requirements are put forward for the stability of the structural layer interface. In this paper, the interface relationship between the asphalt concrete layer and the base-slab of the track structure, the asphalt concrete layer and the surface layer of the subgrade, and the interface behavior of asphalt concrete layer with different engineering measures are studied through the interface test of the Beijing–Zhangjiakou high-speed railway. After compared with the interface effect of current high-speed railway concrete layer and graded gravel layer, the comparison results shown that the interface effect of asphalt concrete is sufficiently safe, which could provide an important reference for the application of full-section asphalt concrete in high-speed railways.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113120</guid>
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    <item>
      <title>Opportunities of Using Additive Manufacturing Waste Materials in Asphalt Concrete</title>
      <link>https://trid.trb.org/View/2562178</link>
      <description><![CDATA[The rapid proliferation of Additive Manufacturing (AM) has revolutionized manufacturing, but research indicates that approximately 33% of all AM materials, mainly polymers, result in waste. Innovative practices are being explored to address these challenges, such as using AM waste to produce Asphalt Concrete (AC). This approach integrates polymers based on their thermal properties, mixing methods, and physical forms to enhance the performance of AC. Common AM polymers include Polylactic Acid, Polypropylene, and Styrene-Butadiene-Styrene, which can be used in AC. These polymers would improve the elasticity, resistance to cracking and rutting, and overall durability of the asphalt, extending its service life. However, not all AM polymers are suitable for use in AC, such as Polyvinyl Chloride, Polystyrene, and certain thermoplastic elastomers can degrade properties and compromise the integrity of the AC due to the polymers’ low thermal stability, improper mixing characteristics, or unfavorable physical forms.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562178</guid>
    </item>
    <item>
      <title>A review of high-performance fiber concrete for airport pavements</title>
      <link>https://trid.trb.org/View/2573699</link>
      <description><![CDATA[This study investigates the significance and prospects of utilizing high-performance fiber-reinforced concrete in airport pavements. With the rapid development of the aviation industry, higher performance demands are placed on airport pavements. Traditional airport pavements are predominantly made from ordinary cement concrete, but this material exhibits significant issues of brittleness and low durability when subjected to heavy aircraft and harsh weather conditions. Consequently, fiber-reinforced concrete, known for its exceptional strength and toughness, has garnered considerable attention. This paper discusses in detail the application of various types of fiber materials in strengthening concrete, including steel and basalt fibers. These fibers, based on their chemical and physical properties, play distinct roles in the concrete, thereby enhancing its overall performance. For instance, steel fibers possess a high modulus of elasticity and tensile strength, but are prone to corrosion in acidic environments, while carbon fibers are renowned for their light weight, high strength, and stability. Additionally, the paper emphasizes the importance of mix design methods, as the incorporation of fibers alters the composition and structure of the concrete. Appropriate concrete mix design methods need to be selected. Although fiber-reinforced concrete is widely used in the field of construction engineering, its research and application in airport pavements are not yet sufficiently extensive. Studies should go beyond laboratory tests to explore the evolution of concrete performance in actual usage environments. Consideration should also be given to the unique usage scenarios and stress characteristics of airport pavements to select suitable types of fibers. Moreover, research on the dynamic mechanical properties of fiber-reinforced concrete is a key aspect in enhancing the performance and service life of airport pavements.]]></description>
      <pubDate>Mon, 28 Jul 2025 13:51:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573699</guid>
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    <item>
      <title>Guide to pavement technology part 2: pavement structural design</title>
      <link>https://trid.trb.org/View/2536145</link>
      <description><![CDATA[Knowledge of pavement technology is of critical importance for all transport agencies in Australia and New Zealand. Austroads and others (e.g. state and territory road agencies, local government, and industry) have amassed a great deal of knowledge on pavement technologies, techniques, and considerations. The purpose of the Austroads Guide to Pavement Technology is to assemble this knowledge into a single authoritative electronic publication that will be a readily available, accessible and comprehensive resource for practitioners in Australia and New Zealand. The target audience for the Austroads Guide to Pavement Technology includes all those involved with the management of roads, including industry, and students seeking to learn more about the fundamental concepts, principles, issues and procedures associated with pavement technology. Guide to Pavement Technology Part 2: Pavement Structural Design provides advice for the structural design of sealed road pavements. The advice has been generally developed from the approaches followed by the Austroads member agencies. However, as it encompasses the wide range of materials and conditions found in Australia and New Zealand, some parts are broadly based. This Part covers the assessment of input parameters needed for design, design methods for flexible and rigid pavements and gives guidance on the economic comparisons of alternative pavement designs. economic comparisons of alternative pavement designs.]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536145</guid>
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    <item>
      <title>Bond performance between substrate concrete and repair mortar: Effect of carbon fibre and expansive agent</title>
      <link>https://trid.trb.org/View/2454445</link>
      <description><![CDATA[This study aims to investigate the impact of an expansive agent and carbon fibre in repair mortar (overlay) on the bond strength at different water-to-binder ratios (w/b). Measurements of the flexural and compressive strengths, drying shrinkage, and mercury intrusion porosimetry (MIP) were used to evaluate the properties of the overlays, and the compressive strength, drying shrinkage, and splitting tensile strength were adopted to evaluate the properties of substrate. The exposure surface after splitting a cube into two halves was used as repair surface of substrate. The bond strength was evaluated by a splitting tensile test, and backscattered electron images were acquired to observe micro-cracks of the repair bond. The experimental results indicated that the drying shrinkage of the repair mortar was reduced by the carbon fibre and expansive agent. The total porosity of the repair mortar was increased and the compressive strength was decreased by the expansive agent. Interface failure accompanied by partial substrate failure and repair mortar failure accounted for 85.7% of bond failures. The incorporation of the expansive agent and carbon fibre in the repair mortar resulted in growth rates of 25.18% and 33.56%, respectively, for the splitting tensile bond strength at w/b of 0.30. This enhancement decreased as the w/b decreased. The repair effectiveness improved as the compressive strength ratio (repair mortar/substrate concrete) increased with a certain range (no more than 1.45). Therefore, the expansive agent and carbon fibre have the potential to improve the bond strength when the strengths of the substrate and of the repair material are equivalent and the repair bond under splitting tensile stress.]]></description>
      <pubDate>Wed, 11 Dec 2024 10:39:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2454445</guid>
    </item>
    <item>
      <title>The Study of the Effect of Heat Mains Laid in the Automobile Road Embankment Pavement on Its Base</title>
      <link>https://trid.trb.org/View/1972868</link>
      <description><![CDATA[The article provides a way to prevent deformation of linear structures in connection with the laying of the heat mains, which contributes to the formation of ice. The considered pavement design when laying the heating system is being erected on a section of the highway belonging to category III roads. The results of scientific research and engineering calculations of the parameters of rational road structures when laying a heating network are presented using the example of the Far Eastern section of the highway. Development is a generalization of the results of solving engineering, scientific and computational-applied problems. In the considered area, a heating network is laid, which will subsequently warm the outer surface of the asphalt concrete due to the heat generated by the pipes, which will cause ice formation on the outer surface of the asphalt concrete in the period with negative temperatures.]]></description>
      <pubDate>Wed, 23 Oct 2024 13:14:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1972868</guid>
    </item>
    <item>
      <title>A Method of Maximum Thickness for Flexible Pavement Design</title>
      <link>https://trid.trb.org/View/2423001</link>
      <description><![CDATA[The Alabama Department of Transportation (ALDOT), like most state agencies in the U.S., currently uses the 1993 AASHTO Design Guide for new pavement and overlay thickness design. ALDOT does not currently have a process or policy on maximum asphalt pavement thickness that, in some situations, could lead to overdesigned pavement structures. Regardless of the design approach used, there is a need to have a methodology or design check to determine the maximum thickness for any given design. Given the needs described, this project has three primary objectives: (1) Develop a methodology for ALDOT to determine maximum asphalt concrete (AC) thicknesses. The approach should serve as a design check of the existing pavement design policy and procedures. (2) Verify the methodology using existing pavement sections in Alabama. (3) Recommend ranges of maximum thickness for a range of ALDOT design conditions.]]></description>
      <pubDate>Wed, 04 Sep 2024 17:08:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2423001</guid>
    </item>
    <item>
      <title>Full-scale life cycle assessment of asphalt concrete base course containing RAP under different temperature conditions</title>
      <link>https://trid.trb.org/View/2387197</link>
      <description><![CDATA[Asphalt concrete layers deteriorate by traffic, environmental conditions, and material-related properties. While there have been studies on asphalt crack performance, research on fatigue life is still limited since they are mostly based on laboratory experiments. The main objective of this study is to assess the life span and crack performance of an innovative base layer material containing 40% RAP. It is accomplished by analysing the data collected from a constructed test pavement using a full-scale accelerated traffic load simulator MLS10. Significant instrumentation was embedded in the surface and base layers. Experimental campaigns were conducted with around 1 100 000 cumulative load passes applied to the base course under different climatic conditions. Based on the ﬁndings, the fatigue life and the crack position are determined for the base layer. Base course material with a recycled binder ratio of 40% survived 800 000 load cycles in severe thermal conditions before crack initiation.]]></description>
      <pubDate>Tue, 18 Jun 2024 09:36:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2387197</guid>
    </item>
    <item>
      <title>Effect of constituent materials in cementitious composites on the durability of military airfield rigid pavements</title>
      <link>https://trid.trb.org/View/2389450</link>
      <description><![CDATA[Military airbases face challenges such as high temperatures from jet exhaust, spills of aviation oil during refuelling and maintenance, and other factors. The combination of these factors leads to spalling, which is the deterioration of the concrete pavement. Spalling creates debris that poses a risk to jets and maintenance crews. This research aims to understand the causes of spalling in military pavements and develop suitable cementitious materials by adjusting the binder, aggregate, and incorporating different types of fibres. To simulate airfield conditions, the laboratory used an electric oven to generate heat similar to jet exhaust and spills of aviation fuel, engine oil, and hydraulic oil on the pavement. Various concrete specimens like cylinders, cubes, and beams were tested for their mechanical and thermal properties. The research focused on creating spalling-resistant cementitious composites by adjusting the Portland cement concrete mix ratios, geopolymer concrete, aggregates, silica fume, and steel/polyvinyl alcohol fibres. The degradation and decomposition of concrete mineral components were assessed using FTIR, XRD, and TG/DSC tests. The chemical composition of aviation oils was also analysed. The presence of fatty acid esters and phosphates in aviation oil react with concrete, forming harmful salts and reducing mechanical properties at high temperatures. Since aggregates make up a significant portion of concrete, lightweight aggregates, which perform better under high temperatures, were evaluated alongside normal-weight aggregates. Geopolymer concrete, incorporating 20% silica fume and hybrid fibres, was tested for its resistance to spalling due to its excellent fire resistance. The addition of hybrid fibres significantly enhanced the performance of the concrete. Overall, this cementitious matrix demonstrated the best performance under simulated airfield conditions. Therefore, the study recommends using geopolymer concrete with 20% silica fume, partially replacing basalt aggregate with lightweight brick chips, and incorporating 0.7% hybrid fibres for cementitious matrices in military airbases.]]></description>
      <pubDate>Wed, 12 Jun 2024 09:25:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389450</guid>
    </item>
    <item>
      <title>Experimental investigation of waste clay bricks as an alternative to cement in pavement construction</title>
      <link>https://trid.trb.org/View/2389448</link>
      <description><![CDATA[The primary sustainability challenge in the concrete pavement industry is the high energy consumption and greenhouse gas emissions associated with ordinary Portland cement (OPC) manufacturing. This research focused on developing low-carbon binder material to fully replace OPC in concrete using waste clay bricks. Waste clay bricks sourced from construction and demolition waste was processed and combined with other industrial wastes such ash fly ash and slag, and alkaline activators to produce alternative cements. This research was able to develop pavement concrete with similar or better mechanical, durability and serviceability performance and superior environmental performance compared to conventional concrete with OPC.]]></description>
      <pubDate>Wed, 12 Jun 2024 09:25:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389448</guid>
    </item>
    <item>
      <title>Rigid pavement acceleration-velocity dynamic behavior induced by traffic load</title>
      <link>https://trid.trb.org/View/2378008</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 09 May 2024 08:43:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378008</guid>
    </item>
    <item>
      <title>Joint performance and faulting of ultra-thin and thin structural-fiber reinforced concrete pavements</title>
      <link>https://trid.trb.org/View/2310363</link>
      <description><![CDATA[Structural fibers contribute to the overall performance of concrete pavements by mitigating various distresses. To understand the influence of structural fibers on the pavement structural responses and distresses, the Minnesota Department of Transportation (MnDOT) constructed two ultra-thin (3 and 4 in. thick) and three thin (5 and 6 in. thick) fiber reinforced concrete cells along with one plan concrete control test cell at the Minnesota Road Research (MnROAD) facility in 2017. These test cells have 6 ft x?6 ft concrete slabs and were constructed on the granular base layer. While the structural designs of these cells were intended for roads with low to moderate traffic volume, the cells were subjected to accelerated loading to complete the study in a short period of time. This paper summarizes the design and construction of the six test cells and provides a comprehensive discussion on the joint performance behavior and transverse joint faulting trends, emphasizing the influence of the fibers on the abovementioned. It was found that fibers can improve joint performance and decrease faulting in thin concrete pavements. Regarding the ultra-thin pavements, no conclusion was possible to be drawn on the contribution of the fibers.]]></description>
      <pubDate>Tue, 02 Apr 2024 16:43:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2310363</guid>
    </item>
    <item>
      <title>Guide to pavement technology: part 1: introduction to pavement technology</title>
      <link>https://trid.trb.org/View/2335128</link>
      <description><![CDATA[Knowledge of pavement technology is of critical importance for all transport agencies in Australia and New Zealand. Austroads and others (e.g. state road authorities, local government and industry) have amassed a great deal of knowledge on pavement technologies, techniques and considerations.  The purpose of the Austroads Guide to Pavement Technology is to assemble this knowledge into a single authoritative electronic publication that is a readily available, accessible, comprehensive and free resource for practitioners in Australia and New Zealand.  The target audience for the Guide to Pavement Technology includes all those involved with the management of roads, including industry, and students seeking to learn more about the fundamental concepts, principles, issues and procedures associated with pavement technology.  Part 1 – Introduction to Pavement Technology – provides general information regarding the purpose and function of pavements, pavement types and their components, pavement materials, the types of pavements commonly in use today and an introduction to the fundamentals of pavement behaviour.  A brief description of the other nine parts of the guide is also presented.  The development of road pavements in Australasia is briefly discussed in a commentary.  This part is not intended to be referenced as a source document but rather it provides the background to the guide as a whole.]]></description>
      <pubDate>Tue, 06 Feb 2024 09:06:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335128</guid>
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