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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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    <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>Accelerated Mineral Carbonation to Stabilize Non-Plastic Soils with Lime</title>
      <link>https://trid.trb.org/View/2666582</link>
      <description><![CDATA[Accelerated mineral carbonation offers a promising low-carbon alternative for stabilizing non-plastic soils traditionally treated with cement. This study investigates the feasibility of using hydrated lime and carbon dioxide to form calcium carbonate binders that enhance the strength and stiffness of sands and silts. Elemental laboratory testing evaluated the influence of density, water content, degree of saturation, and gas mobility on carbonation rate and mechanical performance. Results show that substantial strength gains—comparable to cement-stabilized soils—can be achieved through carbonation, with optimal reaction rates occurring under partially saturated conditions that maintain a continuous gas phase. Large-scale soil box experiments demonstrated the scalability of surface carbonation and assessed durability under soaking and freeze–thaw cycling. Carbonated soils exhibited strong resistance to environmental degradation, retaining improved mechanical properties. Overall, the findings demonstrate that accelerated carbonation of lime-treated non-plastic soils is a promising approach with significant potential to reduce the carbon footprint associated with soil stabilization for transportation infrastructure. The next challenge will be to develop enablement schemes such that this technology can be deployed at scales relevant to civil infrastructure.]]></description>
      <pubDate>Mon, 09 Feb 2026 08:42:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666582</guid>
    </item>
    <item>
      <title>Frost resistance of concrete : experience from long-term field exposure</title>
      <link>https://trid.trb.org/View/2666509</link>
      <description><![CDATA[To acquire experience with respect to the frost and salt-frost resistance of concrete from representative outdoor environments an investigation was started in Sweden in the mid-nineties which was a national collaborative project called “Beständighet Tösaltad Betong” (Durability of concrete exposed to saline highway environment). Both in 1996 and in 1997 a large number of concrete mixes with different binder types and combinations, water-to-binder ratios and air contents were exposed at the field test site along the highway 40, in the south-western part of Sweden close to the city of Borås. The aim with this project is to investigate the resistance to external and internal frost damage in combination with aging effects (mainly carbonation) of concrete specimens placed at the field test site in 1997. And further, to compare the salt-frost resistance from the field exposure with the accelerated laboratory test that was carried out on parallel specimens at young age at the same time as the specimens were placed at the field site. To be able to detect both external and internal frost damage, the change in volume and ultrasonic pulse transmission time were measured. This has been done on several occasions previously, the last time this was carried out was after 12 years of exposure, in this project a follow-up of these measurements has been carried out after 24 years of exposure. In conjunction with the above measurements also visual examination of all specimens was performed and classified depending on the degree of degradation.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666509</guid>
    </item>
    <item>
      <title>Multiphase carbonation engineering of RCA via CO₂-enriched cement slurry treatment: Mechanistic insights into carbonation efficiency and asphalt pavement performance enhancement</title>
      <link>https://trid.trb.org/View/2602675</link>
      <description><![CDATA[The growing demand for sustainable pavement materials necessitates innovative approaches to enhance recycled concrete aggregates (RCA), whose surface defects critically undermine asphalt bonding performance. Given its high porosity and loosely bound structure, calcium silicate hydrate (C-S-H) is identified as the primary factor undermining RCA performance and thus the key target of modification. This study proposes a CO₂-enriched cement slurry treatment under ambient conditions to engineer the RCA microstructure through controlled carbonation of C-S-H. The treatment integrates three mechanistic pathways: hydration-induced hardening of unhydrated cement phases, carbonation curing of setting slurry, and targeted carbonation of residual microstructural pores on the RCA surface. The multiscale validation combines microstructural characterization, macroscale experiments, and molecular dynamics simulations to elucidate the interfacial mechanisms, complemented by a life cycle assessment. Results confirm the high efficiency of this multiphase carbonation strategy, achieving a 13.37 % reduction in RCA water absorption, 1.62 MPa bond strength enhancement, and 40.33 % increased Marshall stability. Nanoscale characterization reveals calcium carbonate precipitation reducing average pore diameter. Molecular dynamics confirms the interfacial binding energy between asphalt and RCA increased by 24.65 % and 28.99 % under dry and wet conditions. The number of hydrogen bonds formed between water molecules and the RCA surface decreases by 151, indicating enhanced moisture resistance and a reduced potential for water migration at the interface. Environmental analysis based on life cycle assessment demonstrates a substantial reduction in global warming potential and particulate emissions. This efficient carbonation approach converts construction waste into high-performance pavement materials while maximizing environmental benefits.]]></description>
      <pubDate>Tue, 11 Nov 2025 09:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2602675</guid>
    </item>
    <item>
      <title>Mechanistic and environmental benefits of accelerated carbonation in low-cement recycled concrete powder aggregates for sustainable asphalt pavements</title>
      <link>https://trid.trb.org/View/2590964</link>
      <description><![CDATA[This study proposes an innovative approach to sustainable asphalt pavement construction by developing low-cement recycled concrete powder (RCP)-based artificial aggregates through accelerated carbonation. The integration of granulation technology with CO₂ sequestration demonstrates dual environmental benefits in construction waste valorization and carbon footprint reduction. Experimental investigations systematically evaluated the enhanced physical properties of carbonated aggregates, including 71.88 % strength improvement and 5.66 % density increase, through comprehensive testing protocols (compressive strength, water absorption, XRD). Marshall stability tests revealed 8.95 % performance enhancement in asphalt mixtures with 40 % aggregate replacement rate, accompanied by 0.28 % asphalt consumption reduction. Durability test results indicate that the aging resistance of the asphalt mixture decreases progressively with increasing artificial aggregate content. Moreover, the incorporation of artificial aggregates reduces the moisture damage resistance to some extent, with a maximum acceptable replacement level of 40 %. Molecular dynamics simulations elucidated the interfacial reinforcement mechanism, showing 13.28–61.89 % binding energy enhancement through CaCO₃-induced asphalt-aggregate adhesion. Life cycle assessment further validated the environmental viability, achieving 10 % cement reduction while maintaining cost parity with conventional methods. This carbonation-activated strategy establishes a techno-environmental framework for circular construction, simultaneously addressing resource efficiency in built environment and decarbonization imperatives.]]></description>
      <pubDate>Thu, 16 Oct 2025 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2590964</guid>
    </item>
    <item>
      <title>Mechanical Properties of Concrete Under the Alternate Carbonation and Freezing–Thawing Actions</title>
      <link>https://trid.trb.org/View/2407650</link>
      <description><![CDATA[Three concrete mixes with different water-to-binder ratios and dosages of cement replacement materials (fly ash and slag powder) were exposed to alternate carbonation and freezing–thawing actions. The compressive strength, dynamic elastic modulus and mass of all specimens were measured and analyzed, also compared to the results obtained from the carbonation-only and freezing–thawing-only cases. Test data show that the relative compressive strength, the relative dynamic elastic modulus and the mass of concrete specimens exposed to carbonation-only cases increase with the carbonation time due to sufficient carbonation reaction, whereas they decrease with the corresponding testing time whenever they are exposed to freezing–thawing-only cases or alternate regimes. Additionally, under the same freezing–thawing numbers, the concrete specimens exposed to alternate regimes have slightly higher relative compressive strength, lower relative dynamic elastic modulus and larger mass loss than that exposed to freezing–thawing-only cases. Based on the obtained dynamic elastic modulus from the above different environmental cases, a damage mechanics fitting model of concrete considering alternate carbonation and freezing–thawing actions were established with high reliability.]]></description>
      <pubDate>Mon, 18 Aug 2025 08:51:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407650</guid>
    </item>
    <item>
      <title>Carbonation-activated steel slag recycling for low-carbon pavements: Mechanistic insights into interface stabilization and road performance enhancement</title>
      <link>https://trid.trb.org/View/2569266</link>
      <description><![CDATA[Steel slag, with its superior mechanical properties and compressive strength, presents significant potential as a road construction material. However, residual free oxides within the slag cause volumetric expansion during hydration, compromising the integrity of the asphalt-slag interface. This study proposes an accelerated carbonation strategy to address these issues by converting free oxides into stable carbonates, which aids in pore filling and strengthens the interface. By systematically optimizing the carbonation duration (ranging from 0 to 60 h) and evaluating water stability, a 30-hour treatment was found to be optimal, reducing slag porosity by 22.36 % and water absorption by 35.50 %. Multi-scale analyses, including scanning electron microscopy (SEM), boiling water tests, and Marshall tests, demonstrated that carbonation improved interfacial adhesion by 24.94 %, reduced the expansion rate to 0.29 %, and increased Marshall stability by 14.91 %. Molecular dynamics simulations further clarified the molecular-scale mechanisms, showing a 23.89 % increase in interfacial binding energy due to enhanced intermolecular interactions at carbonated interfaces. These combined effects resulted in a 20.35 % improvement in overall pavement performance, effectively mitigating water infiltration and erosion. The proposed carbonation approach provides an industrially viable method for recycling steel slag into high-performance, low-carbon pavement materials, thereby contributing to the development of sustainable infrastructure.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:31:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569266</guid>
    </item>
    <item>
      <title>Upcycling waste asphalt into calcium-enriched carbonaceous adsorbent for ultrafast Cd(II) immobilization</title>
      <link>https://trid.trb.org/View/2569263</link>
      <description><![CDATA[The valorization of construction solid wastes into functional materials presents a dual opportunity for environmental remediation and sustainable infrastructure development. Herein, the authors successfully repurposed asphalt-based solid waste into calcium-enriched carbonaceous adsorbent through sequential pyrolysis (CAsp) and ball-milling (CAsp, bm) techniques for 4 h at a constant rotational speed of 550 rpm. It was noteworthy that both the CAsp and CAsp, bm demonstrated an ultrafast adsorption efficiency for Cd(II), achieving equilibrium within 5 min. The maximum adsorption capacity (207.54 mg/g) was obtained through pyrolysis at 900 ℃ followed by ball-milling (CAsp, bm-900). The adsorption process closely followed the pseudo-second-order kinetic model and Freundlich isotherm, characterized by an ultrafast adsorption phase succeeded by a slower equilibrium stage. The adsorption process was spontaneous and involved multilayer adsorption, primarily governed by chemisorption mechanisms. The analysis of ions species and characterizations revealed that both pyrolysis and ball-milling processes enhanced the removal efficiency of Cd(II) by altering the surface composition and functional groups, specific surface area, and surface defects of CAsp and CAsp, bm. The primary mechanisms for Cd(II) adsorption on CAsp, bm-900 included ion exchange with Ca(II), precipitation in conjunction with CO32-, and electrostatic attraction. Unfortunately, the presence of Cu(II) and Pb(II) significantly inhibited the removal of Cd(II), attributed to their markedly higher electronegativity. This study proposes a promising strategy for fabricating cost-effective and high-efficiency adsorbents through the upcycling of waste asphalt into functional materials, thereby enabling the effective removal of heavy metals from wastewater.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:31:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569263</guid>
    </item>
    <item>
      <title>Evaluation of shear strength improvement of recycled concrete aggregate as a high-quality pavement material utilizing CO₂ carbonation treatment</title>
      <link>https://trid.trb.org/View/2566327</link>
      <description><![CDATA[This study investigates the performance enhancement of recycled concrete aggregate (RCA) through CO₂ carbonation. RCA samples were treated with varying CO₂ concentrations in the range of 20–60 % and curing durations (T) in the range of 24–72 h. A series of large-scale direct shear tests, combined with SEM and EDS analyses, were conducted to evaluate the mechanical and microstructural changes. The optimal carbonation condition was identified as 20 % CO₂ concentration with 72-hour curing, resulting in a 51.7 % increase in friction angle and a 13.0 % increase in cohesion. In contrast, higher CO₂ concentrations (40 % and 60 %) yielded reduced strength improvements, with 60 % CO₂ treatment exhibiting diminished effectiveness. Strength parameters increased rapidly within the first 24 h before plateauing with extended curing durations. SEM analysis revealed that the 20 % CO₂-treated RCA developed a dense and well-compacted microstructure, with CaCO₃ effectively filling pores and bridging microcracks, whereas the 60 % CO₂-treated sample exhibited excessive surface carbonation that restricted internal modification. EDS results supported these observations, showing minimal elemental intensities in untreated RCA, increased Ca and C levels in the 20 % CO₂-treated sample, and surface accumulation in the 60 % CO₂-treated sample with stable Si content. The 20 % CO2-treated RCA achieved greater strength with lower dilatancy than the untreated RCA; however, both exhibited comparable residual strength, governed primarily by particle friction. A predictive polynomial model was developed to estimate the evolution of friction angle and cohesion across varying CO₂ concentrations and curing durations, and its accuracy was confirmed through validation using the 10 % CO₂-treated RCA sample, demonstrating its reliability for practical applications.]]></description>
      <pubDate>Thu, 24 Jul 2025 11:29:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2566327</guid>
    </item>
    <item>
      <title>Soybean urease intensified magnesia carbonation for soil solidification: Strength and durability under drying-wetting and soaking conditions</title>
      <link>https://trid.trb.org/View/2564493</link>
      <description><![CDATA[Magnesia carbonation can be adopted as a soil solidification technology for geotechnical engineering. Recent studies have shown that urea decomposition under the catalyzation of ureolytic bacteria can provide a carbon source for magnesia carbonation. Although many related studies have been reported, the mechanical behaviour of the magnesia solidified soil, especially its durability and long-term performance, still require further deep investigations. Besides, the use of plant urease instead of bacteria for magnesia carbonation is also of research interest and requires further studies. In this study, we used crude soybean urease for the catalyzation of urea decomposition in order to provide carbon source for magnesia carbonation (soybean urease intensified magnesia carbonation, SIMC). The mechanical behaviour and durability of SIMC solidified soil under drying-wetting and soaking conditions in acid rain solution were investigated. For SIMC samples, the addition of urea and urease as internal carbon sources led to a much higher strength compared with those without them. The optimum urea concentration was 2 mol/L, and higher concentrations could have negative impact on the strength. As for magnesia, the highest strengths were obtained when the addition was 8 %. During the drying-wetting cycles and soaking tests with acid rain water, there was a generally moderate decreasing trend in strength for the SIMC samples with more drying-wetting cycles or soaking durations. However, the strength reduction ratio, which was defined as the long-term strength in acid environment to that in neutral environment, was much higher compared to the PC samples, implying a much stronger resistance to acid rain water. The mineralogical analysis revealed that hydrated magnesium carbonates were the major effective cementing materials.]]></description>
      <pubDate>Wed, 16 Jul 2025 19:47:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2564493</guid>
    </item>
    <item>
      <title>Carbonation Potential for Concrete Using Thermodynamic Modeling for Concrete Sustainability Calculations</title>
      <link>https://trid.trb.org/View/2556856</link>
      <description><![CDATA[The design of concrete is transitioning from mixtures that are predominately clinker based to mixtures that have less clinker with a substantial replacement with fillers and supplementary cementitious materials (SCMs). There is a growing interest in accounting for the CO2 sequestered by concrete mixtures via carbonation. This paper discusses some nuances of how material composition and mixture design are affected as industry drives toward zero carbon emission goals. This paper begins by discussing the current life-cycle assessment (LCA) approaches and outlines the complexity of determining at which step in the LCA process carbonation should be considered, a particularly important point as current environmental product declarations focus on the A1 to A3 (cradle to gate) stages and therefore “favor” forced carbonation approaches. Specifically, it highlights how upfront minimization of CO2 is generally preferable to forced or natural carbonation. It also discusses the need for clarification on carbonation in the LCA process. The paper uses thermodynamic modeling to determine similar paste performance and indicates that the potential CO2 sequestered varies from mixture to mixture. From a carbon emissions perspective, calculations show that moderately reactive SCMs might be preferable to highly reactive ones as the former allow higher clinker replacements while maintaining required concrete performance. The work illustrates how this would be affected by the paste volume of the concrete—higher paste volumes should be avoided. Carbonation potential of structures with large and exposed surfaces, such as pavements, might help reduce the global warming potential of concrete.]]></description>
      <pubDate>Tue, 27 May 2025 10:10:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556856</guid>
    </item>
    <item>
      <title>Durability study of CRTS III slab ballastless track under the combined effects of fatigue damage and carbonation</title>
      <link>https://trid.trb.org/View/2518618</link>
      <description><![CDATA[To investigate the durability issues of CRTS III slab ballastless track concrete under the combined effects of fatigue damage and carbonation, this study develops a carbonation model for concrete and a reinforcement corrosion rate model, based on porous media theory and material transport principles, combined with experimental analyses. Numerical simulations were performed, and the results were compared with experimental data to validate the models' accuracy. The study also explores the influence of various parameters on CO₂ transport and internal reinforcement corrosion within the CRTS III slab ballastless track. The results indicate that, under fixed damage levels and carbonation durations, the carbonation depth of the self-compacting concrete layer is positively correlated with CO₂ concentration and temperature but negatively correlated with relative humidity. The average corrosion rate of the reinforcing steel anode is approximately proportional to the anode-to-cathode surface area ratio. As saturation varies, significant changes are observed in the corrosion potential at the cathode surface, whereas the anode surface shows relatively smaller changes. Additionally, the corrosion of the outermost longitudinal reinforcing steel in the self-compacting layer intensifies with increasing temperature. This model elucidates the mechanisms of CO₂ diffusion and reinforcing steel corrosion in ballastless track concrete under the combined effects of fatigue and carbonation. It provides a theoretical basis for durability analysis and assessment of CRTS III slab ballastless track systems.]]></description>
      <pubDate>Thu, 10 Apr 2025 09:21:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2518618</guid>
    </item>
    <item>
      <title>Damage mechanism of airport pavement concrete undergoing freeze-thaw: The coupling effects of low-concentration deicers and carbonation</title>
      <link>https://trid.trb.org/View/2510727</link>
      <description><![CDATA[In order to investigate the changes in pore structure, C-S-H gel structure, and its products in carbonated and non-carbonated airport pavement concrete under freeze-thaw cycles induced by airport deicers, this study examined the single-sided freeze-thaw damage of concrete exposed to five different airport deicers with a mass concentration of 3 %: potassium formate (PF), commercial potassium formate (PF-C), potassium acetate (PA), commercial potassium acetate (PA-C), and calcium magnesium acetate (CMA).Quantitative characterization techniques such as XPS NMR, and MIP were employed to evaluate the relevant parameters. The results show that carbonation improves the freeze-thaw resistance of concrete by reducing the porosity of the concrete surface layer, enhancing the polymerization degree of C-S-H gel, and increasing the Ca/Si ratio. During the freeze-thaw cycles, when carbonated or non-carbonated concrete was exposed to PF and PF-C, the harmful pores in the surface debris increased significantly, and spalling was more likely to occur in the cement paste layer with a low Ca/Si ratio, ultimately leading to more severe freeze-thaw damage. In contrast, CMA had the least impact on freeze-thaw damage. These findings provide practical insights for selecting suitable deicers and optimizing carbonation treatment to improve the durability of airport pavement concrete in cold climates.]]></description>
      <pubDate>Fri, 21 Mar 2025 09:35:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2510727</guid>
    </item>
    <item>
      <title>Low-carbon conversion of hazardous alkylphenol wastes into epoxy asphalt via interfacial miscibility-reaction hybrid processes</title>
      <link>https://trid.trb.org/View/2496824</link>
      <description><![CDATA[Hazardous alkylphenol wastes (HAPW) are a class of organic semisolid waste characterized by large production, complex composition and difficulties associated with recycling. Their generation and disposal lead to significantly environmental issues, including water and soil pollution, and present a substantial industrial challenge. To address these issues, a sustainable, low-carbon strategy for the high-value utilization of HAPW has been proposed. We take HAPW as a compatibilizer in the production of epoxy asphalt for road construction materials. Experimental results show that the HAPW-based epoxy asphalt containing 19.5 wt% HAPW exhibited optimal mechanical properties (tensile strength: 4.16 MPa; elongation at break: 164.92 %), exceeding industrial standards and outperforming epoxy asphalt produced using commercial cardanol through conventional processes. With a detailed molecular dynamics simulation, it is found that the HAPW plays two key roles in enhancing the interactions between epoxy resins and asphalt: (i) HAPW generates numerous hydrogen bonds with both asphalt and epoxy resin phases, strengthening noncovalent interactions and improving interfacial miscibility between the two phases. (ii) HAPW could react with the epoxy resin through the phenolic hydroxyl group, which further improves the interactions between epoxy resin and asphalt. This approach facilitates the treatment of hazardous organic waste in an environmentally sustainable and low-carbon way, enabling the recovery and repurposing of organic waste into high-valued products. Consequently, it promotes the resource utilization of industrial wastes while simultaneously contributing to a reduction in carbon emissions.]]></description>
      <pubDate>Tue, 04 Mar 2025 15:11:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2496824</guid>
    </item>
    <item>
      <title>An accelerated carbonization approach to prepare wasted concrete powder based artificial aggregates for sustainable asphalt mixture</title>
      <link>https://trid.trb.org/View/2496767</link>
      <description><![CDATA[Development of solid waste powder based artificial aggregates production and carbon sequestration to reduce carbon content is urgently required for solid waste resource utilization and infrastructure construction. In this work, an accelerate carbonization approach to prepare artificial aggregates and improve the aggregate-asphalt interface were used in asphalt mixture to develop a novel carbon reduction solution. The influence of carbonation on artificial aggregates-asphalt interfacial properties were characterized by using crushing strength, water absorption, contact angle, XRD and molecular dynamics. The results indicate that with increasing carbonation time, the physical properties of the artificial aggregates and their interfacial adhesion with asphalt gradually improve. The compressive strength of the artificial aggregates increased from 2.06 MPa to 3.58 MPa, while water absorption and hydrophilicity decreased by 21.7 % and 33.56 %, respectively. The asphalt stripping rate on the surface of the aggregates was reduced by 24.02 %. Molecular dynamics simulations indicate that carbonation enhances the interaction energy at the asphalt-aggregate interface, allowing more asphalt molecules to accumulate on the aggregate surface. The application of carbon sequestration on wasted concrete powder (WCP) will promote sustainable development in construction industry and have a significant positive impact on the environment.]]></description>
      <pubDate>Tue, 04 Mar 2025 15:11:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2496767</guid>
    </item>
    <item>
      <title>Quantify the effect of re-carbonation during the use-phase and end-of-life of concrete pavements</title>
      <link>https://trid.trb.org/View/2495001</link>
      <description><![CDATA[This project seeks to validate and improve quantification methods and simulation models to better understand CO₂ uptake in concrete pavements during their service life and recycled concrete aggregate at the end-of-life phase. Hydrated cement in concrete has the potential to sequester CO₂ during the use and end-of-life phases through carbonation, a mineralization process where atmospheric CO₂ reacts with alkali products like portlandite to form stable carbonates. Pavement systems have significant potential for carbonation due to their constant exposure to the environment, the use of preservation methods like diamond grinding that repeatedly expose fresh hydrated cement, and the stockpiling of crushed concrete at the end of its life, where the increased surface area can enhance carbonation. However, systematic methods for quantifying and addressing this uptake in transportation systems is lacking. In this work, the research team will use laboratory characterization of carbonation depth, analysis of factors influencing RCA carbonation in stockpiles, and validation of diffusion-based models to better inform consideration of carbon sequestration in concrete. By considering regional climate variations and assessing the impacts of preservation practices, this work aims to inform sustainable pavement management practices.]]></description>
      <pubDate>Fri, 31 Jan 2025 16:36:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2495001</guid>
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