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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>Identification of Damage Mechanisms in Cold-Mixed SFP using Acoustic Emission Monitoring</title>
      <link>https://trid.trb.org/View/2727261</link>
      <description><![CDATA[Semi-flexible pavement (SFP) combines the load-bearing capacity of cementitious materials with the flexibility of asphalt mixtures; however, conventional grouted SFP (G-SFP) suffers from construction complexity and interfacial durability concerns. Although cold-mixed semi-flexible pavement (C-SFP) is characterized by a simplified production process and favorable material compatibility, limited attention has been paid to its fracture characteristics and the mechanisms governing damage evolution. This paper investigates the fracture features and damage evolution of C-SFP using semi-circular bending (SCB) tests integrated with acoustic emission (AE) monitoring, with G-SFP included for comparison. A series of C-SFPs with varying emulsified asphalt contents and cementitious binder dosages were prepared and tested. AE signals recorded during SCB loading were analyzed using clustering techniques and rise angle–average frequency (RA–AF) characteristics to identify dominant damage mechanisms and their evolution throughout the fracture process. The results indicate that fracture in C-SFP is primarily governed by tensile-dominated cohesive cracking within the cement–asphalt composite matrix, leading to rapid crack localization and abrupt post-peak failure. Increasing grout content enhances peak strength but intensifies brittle fracture behavior, whereas higher effective asphalt content promotes delayed crack initiation and improved energy dissipation. In contrast, G-SFP exhibited a higher proportion of shear-related AE events associated with progressive interfacial debonding and frictional sliding, resulting in more stable crack propagation and greater fracture energy. Macroscopic fracture indices from SCB tests, together with post-failure observations, were consistent with AE-based damage identification. Overall, the results demonstrate that cracking in C-SFP is matrix-controlled, whereas fracture in G-SFP is dominated by interface-related damage mechanisms. This study highlights the critical role of damage evolution characteristics in controlling fracture behavior and provides mechanistic guidance for optimizing the material design of C-SFP.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:56:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727261</guid>
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    <item>
      <title>Evaluating cracking resistance of fibre-reinforced asphalt mixes using a repeated cyclic SCB test</title>
      <link>https://trid.trb.org/View/2768636</link>
      <description><![CDATA[Cracking resistance is a critical performance attribute of asphalt concrete mixtures and is essential for achieving durable and long-lasting pavements. Balanced Mix Design (BMD) seeks to optimise this performance by ensuring sufficient stiffness to resist permanent deformation while maintaining adequate flexibility to mitigate cracking. Fibre reinforcement is well established as an effective means of improving cracking resistance, whereas higher air void content generally leads to reduced cracking performance. However, many existing cracking test protocols fail to reliably capture these effects. This study compares current monotonic tests such as the Ideal Cracking Test (Ideal-CT) and the Semi-Circular Bend (SCB) test with a newly developed repeated cyclic SCB test. The proposed cyclic SCB test was conducted under load-controlled conditions using a haversine waveform at a frequency of 10 Hz. Dense-graded AC14 asphalt mixtures were produced using PG64-16 and PG58-22 binders and compacted with a Superpave gyratory compactor. Both control and aramid fibre-reinforced mixtures were evaluated across a range of air void contents (%VTM). The results show that the monotonic Ideal-CT and SCB tests did not consistently capture the effects of air void content or fibre reinforcement on cracking resistance. In contrast, the cyclic SCB test effectively distinguished both influences. Fibre-reinforced mixtures exhibited significantly enhanced cracking resistance, evidenced by higher cracking numbers (CN) and lower crack growth rates (CGR), demonstrating the ability of fibres to reduce crack propagation. Furthermore, the cyclic test reliably reflected the expected reduction in cracking resistance with increasing air void content. Overall, the cyclic SCB test demonstrates strong potential method to evaluate cracking resistance for asphalt concrete mixture.]]></description>
      <pubDate>Wed, 16 Sep 2026 16:15:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768636</guid>
    </item>
    <item>
      <title>Mechanisms of thermo–hydro–mechanical coupling in multilayer asphalt concrete pavement embankments of permafrost regions: Triggering processes of directional deformation and cracking</title>
      <link>https://trid.trb.org/View/2706684</link>
      <description><![CDATA[Multilayer asphalt concrete pavement (MACP) embankments in permafrost regions are highly susceptible to pronounced deformation and crack evolution induced by freeze–thaw cycles, posing significant challenges to the long-term safety and serviceability of highways. The high heat-absorption capacity and low permeability of MACP substantially alter the thermo–hydrological regime and the mechanical response pathways within the embankment. However, the intrinsic mechanisms by which these disturbances are translated into directional deformation and crack development remain insufficiently understood. This study investigates a representative MACP embankment located in the Northeast–Inner Mongolia permafrost region. Based on long-term in situ monitoring data of temperature, volumetric water content, pore-water pressure, and vertical deformation, this study examines the coupled embankment responses during seasonal freeze–thaw cycles, with particular focus on deformation and crack evolution governed by the MACP structure. The results indicate that the pot cover effect induced by the MACP surface layer significantly enhances the spatial heterogeneity of the underlying permafrost active layer, resulting in a constrained thermal transfer regime characterized by persistent warming in the upper embankment and inhibited freezing at depth. Under the combined influence of the pot cover effect and sunny–shady slope asymmetry, the embankment center and the right slope foot experience intensified warming, water accumulation, and pore-water pressure buildup during the thawing period. These coupled processes lead to cumulative seasonal freeze–thaw settlement at the right slope foot and induce undulating longitudinal deformation along the embankment axis, thereby generating distinctly directional cracking patterns. Specifically, longitudinal cracks preferentially develop along zones of differential settlement, whereas transverse cracks tend to concentrate in regions exhibiting pronounced freeze–thaw phase offsets. Overall, the observed deformation and cracking behavior demonstrates that the continuous upward propagation of internal thermo–hydrological imbalances drives the progressive degradation of embankment mechanical performance and accelerates pavement cracking. These findings provide new insights into the mechanisms governing deformation and crack development in highway embankments in permafrost regions and offer scientific support for structural design optimization and long-term performance assessment under climate warming conditions.]]></description>
      <pubDate>Mon, 14 Sep 2026 17:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706684</guid>
    </item>
    <item>
      <title>Practical Long-Term Oven-Aging Protocols for Balanced Mix Design: From Mixture Design to Production</title>
      <link>https://trid.trb.org/View/2767455</link>
      <description><![CDATA[The implementation of balanced mix design (BMD) frameworks by state highway agencies has increased the emphasis on performance-indicative tests for asphalt mixture design and production. However, although short-term oven aging (STOA) is routinely applied to simulate production and early-life conditions, long-term oven aging (LTOA) methods remain underutilized owing to their logistical complexity. To address this gap, the Virginia Department of Transportation (VDOT) evaluated streamlined LTOA protocols for dense-graded asphalt surface mixtures with unmodified binders. Laboratory-mixed and laboratory-compacted mixtures, as well as plant-mixed and laboratory-compacted specimens, were tested using the indirect tensile cracking test under various aging regimes. Binder rheological indices, Glover–Rowe parameter, phase angle at |G*| = 10 MPa, and ΔTc, were also evaluated to establish binder–mixture linkages. The results showed that 6 h of oven aging at compaction temperature (inclusive of 4-h STOA) corresponded to approximately 6 to 8 years of field aging. A preliminary cracking tolerance index threshold of 55 was recommended for LTOA evaluation, supported by binder index correlations and regression-based estimates of field cracking. The study also demonstrated the decisive role of binder quality, with underperforming mixtures substantially improving when refabricated with a higher-quality binder source. Finally, comparisons between design and production aging revealed that nonreheat production was roughly equivalent to 2 h of STOA, requiring an additional 4 h to match design LTOA, whereas reheated production required 2 h of additional conditioning after reheating. Collectively, the findings provide a practical and performance-based framework for incorporating LTOA into VDOT’s BMD practice.]]></description>
      <pubDate>Thu, 27 Aug 2026 14:26:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2767455</guid>
    </item>
    <item>
      <title>Experimental assessment of hot mixtures of asphalt concrete (HMAC) properties after the use of polyester fibers</title>
      <link>https://trid.trb.org/View/2726671</link>
      <description><![CDATA[Cracks are one of the principal distress mechanisms in asphalt pavements that substantially reducing their long term durability and service life. The use of substandard materials in production of Hot Mixtures of Asphalt Concrete (HMAC) affects the performance of asphalt pavement. Polyester fibers have been incorporated into HMAC to improve its resistance to cracking. Polyester fibers act as a three dimensional reinforcing network connects the components of HMAC together thus helping to reduce the occurrence of thermal and fatigue cracks under various climatic conditions and repeated loading. In this research, three different ratios of polyester fibers were selected (0.4, 0.5 and 0.6%). A total of forty eight (48) specimens were created and subsequently examined to evaluate optimum asphalt content (OAC) for the control mixture and three asphalt mixtures containing polyester fibers. Following the determination of OAC, twenty four (24) specimens were produced and tested to assess the behavior of polyester fibers and its impact on the characteristics of HMAC using the Marshall and indirect tensile strength tests. The laboratory results revealed that the addition of polyester fibers to HMAC improves the cracking resistance of the mixture by increasing its flexibility and ability to withstand repeated stresses and strains. The results further indicate that the mixtures incorporating polyester fibers exhibited higher values of ITS relative to the control mixture. Polyester fibers also showed potential sustainability benefits through improved pavement durability. The research results confirmed good agreement with the findings established in previous European studies on the polyester fibers asphalt mixtures. Finally, statistical analysis of data confirmed that the observed differences were significant and reliable.]]></description>
      <pubDate>Wed, 12 Aug 2026 15:14:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2726671</guid>
    </item>
    <item>
      <title>Comprehensive Laboratory Testing for Reducing Low-Temperature Cracking of Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2695793</link>
      <description><![CDATA[This paper assesses the effects of aggregate, binder, reclaimed asphalt pavement (RAP), and asphalt mixture properties on asphalt roadway low-temperature cracking resistance. A comprehensive laboratory testing program was conducted to identify the factors affecting low-temperature cracking performance. The testing factorial examined the effects of the aggregate, binder, and RAP properties on Ohio’s low-temperature cracking of various asphalt mixtures. Binders were tested using Dynamic Shear Rheometer, Bending Beam Rheometer (BBR), and Asphalt Binder Cracking Device (ABCD). The low-temperature cracking potential of asphalt mixtures was assessed using the Asphalt Concrete Cracking Device, Ohio CTE Device, and the Thermal Stress Restrained Specimen Testing tests. The propensity of all selected asphalt mixtures to fatigue cracking was evaluated using the Indirect Tensile Asphalt Cracking Test. Finally, the Hamburg Loaded Wheel Tracking test was used to evaluate rutting performance. The laboratory test results indicated that holistic binder grading incorporating ABCD and BBR testing provides a better understanding of binder performance and a more accurate prediction of low-temperature mixture performance. In addition, the results suggested that binder properties had the most significant effect on the asphalt mixture’s low-temperature cracking. Increasing RAP content from 20% to 30% showed a slight decline in low-temperature cracking resistance. This decline was more pronounced when using highly aged RAP material. Based on the results of this study, DOT officials have more information at their disposal when considering the materials used within a selected asphalt mixture.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:03:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695793</guid>
    </item>
    <item>
      <title>Medium-Term Oven Aging and Rapid Medium-Term Oven Aging for the Implementation of Balanced Mix Design</title>
      <link>https://trid.trb.org/View/2711995</link>
      <description><![CDATA[The selection of an appropriate long-term laboratory aging protocol for implementing balanced mix design remains a concern within the asphalt industry. In this study, two different loose mix aging protocols were applied: medium-term oven aging (MTOA) and rapid medium-term oven aging (RMTOA). MTOA protocol involved loose mix aging for 20 h at 100°C, whereas a temperature of 135°C was considered for RMTOA for a quick turnaround time. To determine the equivalent aging duration for RMTOA to produce similar aging effects as MTOA, six different asphalt concrete mixes containing reclaimed asphalt pavement (RAP) and recycling agents (RA) were oven aged at different aging temperatures and durations. Aging indices of the binders extracted from these mixes were applied to the Arrhenius equation to obtain the activation energy for different mix types. Despite the mixes differing in binder sources (four refineries) and RAP contents (up to 40%), the activation energy ranged narrowly between 68.1 kJ/mol to 72.9 kJ/mol. The use of Arrhenius activation energy suggested that around 3 h at 135°C laboratory aging (RMTOA) simulated the similar aging parameters of MTOA protocol (20 h at 100°C). In the second stage of this study, indirect tensile IDEAL cracking tolerance tests were performed on both RMTOA- and MTOA-aged specimens. Seven different AC mixes containing RAP and RA were considered to characterize the age-related cracking performance after MTOA and RMTOA. The ANOVA analysis indicated that two aging procedures (MTOA and RMTOA) are expected to produce similar effects on the IDEAL-CT results.]]></description>
      <pubDate>Tue, 09 Jun 2026 10:54:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711995</guid>
    </item>
    <item>
      <title>Stiffness and Cracking Resistance Evaluation of Cold Bitumen Emulsion Mixtures Incorporated with Waste Glass Aggregates</title>
      <link>https://trid.trb.org/View/2579852</link>
      <description><![CDATA[Continuous use of hot mix asphalt (HMA) accelerates environmental deterioration, fossil fuel consumption, global warming, and depletion of natural resources. Further, waste generation and its disposal problem are also a threat to environment. The production of waste and the use of energy/virgin materials in HMA construction must be addressed concurrently. A right step toward the creation of environment-friendly road infrastructure is the use of Cold Bitumen Emulsion Mixtures (CBEMs), a form of Cold Mix Asphalt (CMA). Cold mix asphalt may be made more environment friendly by using waste materials as fine aggregates. In this study, Waste Glass (WG) is substituted for virgin fine aggregate at various percentages ranging from 0 to 100% (with 20% increments) in the binder layer of the CBEM. As per Marshall stability, Marshall flow, indirect tensile strength (ITS), and resilient modulus, the mechanical performance of CBEM-WG mixtures is assessed in this work. The performance of various CBEM-WG mixes is compared with each other, normal CBEM (NCBEM) and also with HMA. According to the findings, mechanical performance of CBEM having WG contents up to 60% was equivalent to that of normal CBEM (NCBEM) and conventional HMA, and it demonstrated superior performance at 60% plus WG content levels. The statistical analysis was performed to prove the feasibility and validity of replacing virgin materials with waste glass in terms of mechanical properties. The coefficient of determination R² > 0.9 for all properties indicated addition of waste glass has significant impact on mechanical performance.]]></description>
      <pubDate>Tue, 28 Apr 2026 16:55:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579852</guid>
    </item>
    <item>
      <title>Experimental Studies on UV Aging of Asphalt Using Rheological and Image Analysis</title>
      <link>https://trid.trb.org/View/2655487</link>
      <description><![CDATA[An inherent characteristic of asphalt is aging. Apart from thermo-oxidative aging, photo-oxidative aging predominantly causes the aging of asphalt in Asian countries due to its higher exposure to UV radiations, which constitute 3–5% of the solar spectrum. To investigate the UV aging in different binders in India, which included VG40 and PMB 70-XX binders were exposed to UV aging in the laboratory and natural exposure conditions after short-term aging. In the laboratory, 1000 μm thin asphalt film was aged, while for natural exposure conditions, 100, 500, and 1000 μm thickness were considered. 1000 μm thick specimen in the laboratory was aged at 70 °C for a duration of 7 days at a UV intensity and wavelength of 63.66 W/m² and 365 nm, respectively. During lab aging, the wind speed was maintained at 15 kmph. For natural exposure conditions, the binders were aged for 1, 3, and 6 months duration. The appearance of the binder surface after UV aging depicted a loss of luster in the lab while depicting significant cracking in the natural exposure condition. The cracked area was quantified using image analysis, which indicated a steep increase as the binder film became thinner. The rutting parameter of UV-aged binders in the lab almost increased by 100% compared to STA-aged binders after 7 days of UV aging. Further, %recovery reduced with UV aging indicating damage to the polymer chains in PMB. Overall, the study recommends that UV aging plays a major role in constructing climate-resilient pavements and should be considered in selecting appropriate asphalt types.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655487</guid>
    </item>
    <item>
      <title>Analysis of Mechanical Responses and Common Distresses in Airport Flexible Pavement Structures</title>
      <link>https://trid.trb.org/View/2613282</link>
      <description><![CDATA[Considering that high modulus modified asphalt materials can offer significant economic benefits and enable rapid construction, asphalt pavement is increasingly being adopted for airport runways. This paper establishes structural models of airport asphalt pavements using Abaqus software. Specifically, the mechanical responses of the pavement structures under three types of aircraft loads are examined in detail. On this basis, the expansion characteristics with existing cracks and the ruts distress of under thermal loads of the pavement structures are analyzed. The results indicate that the shear stress in the middle area of the pavement surface layer reaches its maximum value under the influence of each aircraft model. When the load is applied to the top of the crack, the ends of the reflection crack are subjected to compressive stress, making them less likely to expand. Furthermore, the rut depth generated in the pavement decreases as the aircraft taxiing speed increases.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613282</guid>
    </item>
    <item>
      <title>Transverse Cracking in Asphalt Pavements</title>
      <link>https://trid.trb.org/View/2658090</link>
      <description><![CDATA[This study looks at transverse cracking in asphalt pavement from three viewpoints: 1. 3-R crack repair; 2. Mix design; 3. Maintenance. Some possible alternatives are discussed to deter the formation of transverse cracks in new overlays through improved mix design and construction practices, through the use of fabrics and relief layers, and through the use of fog seals. .]]></description>
      <pubDate>Wed, 11 Feb 2026 09:18:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658090</guid>
    </item>
    <item>
      <title>Influence of gradation on cracking and rutting resistance in asphalt mixtures using the Bailey method</title>
      <link>https://trid.trb.org/View/2643623</link>
      <description><![CDATA[Aggregate gradation plays a critical role in determining asphalt mixtures’ performance. Fourteen mixes, including virgin and recycled mixes, were evaluated, to explore the impact of gradation on the mixture’s volumetric and mechanical properties. The mixes were designed using Bailey method yielding different gradations, with voids in mineral aggregate (VMA) being the key volumetric property. The cracking and rutting resistance were evaluated using the indirect tensile cracking test (IDEAL-CT) and the indirect tensile test at high temperature (IDT-HT), respectively. Bailey parameters were calculated, and their relationship with VMA, and cracking and rutting resistance, was investigated. An increased fine aggregate fraction, as measured by the percentage passing primary control sieve (% PCS), resulted in lower VMA due to less aggregate interlock. CTindex increased with increasing VMA across all mixes, exhibiting strong correlation with Bailey parameters and VMA. For rutting, the relationship between IDT-HT strength and gradation was mix-dependent, and no direct correlation with Bailey parameters or VMA was noted. However, for most mixes, % PCS influenced IDT-HT strength, and a balanced gradation that is neither too fine nor too coarse tended to improve IDT-HT strength. This study demonstrates that Bailey method can help optimise mix properties within a balanced mix design framework.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643623</guid>
    </item>
    <item>
      <title>Pavement Cracking Prediction Models Based on Deep Learning Physics-Informed Neural Network</title>
      <link>https://trid.trb.org/View/2636174</link>
      <description><![CDATA[This study investigates the application of physics-informed neural networks (PINNs) to predict pavement deterioration, specifically, cracking in the wheel path in asphalt concrete pavements, leveraging the Federal Highway Administration long-term pavement performance (LTPP) database. PINNs attempt to address the black-box nature of conventional deep learning models by integrating physical rules directly into the model architecture for prediction. The study employs comprehensive pavement data from the LTPP program, focusing on factors such as construction quality, traffic loads, environmental factors, and maintenance-related changes to the structure. Key findings are summarized, including the improved predictive accuracy and generalization capabilities of PINN models. Enforcing an expected positive correlation of pavement age versus cracking also increased prediction accuracy in comparison to conventional artificial neural network (ANN) results. Specifically, the fifth model that applied a positive correlation with ESAL, and a negative correlation with the number of layers, achieved the highest R2 and the lowest mean absolute error on the testing datasets. The results underscore the importance of incorporating engineering knowledge into pavement performance models, particularly, features such as ESAL, pavement age, layer structure, and precipitation. The incorporation of these domain-specific features in PINN models resulted in more accurate and robust predictions of wheel path cracking for asphalt concrete pavement.]]></description>
      <pubDate>Wed, 10 Dec 2025 11:10:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636174</guid>
    </item>
    <item>
      <title>Tools to Improve the Durability of Asphalt Pavements</title>
      <link>https://trid.trb.org/View/2607896</link>
      <description><![CDATA[In recent years, a number of new construction technologies, new asphalt materials, and new methods to control pavement temperatures have emerged as potential tools to improve the durability of asphalt materials. For example, warm mix asphalt (WMA) mixtures require lower mixing and compaction temperatures, which lower the emissions generated at the mixing plant, and at the same time, reduce the short-term aging of asphalt materials, and therefore increase their resistance to thermal cracking. Also, it has been shown that the addition of various amounts of polymer modifiers can increase the cracking resistance. A number of new materials, some based on bio-binders, have shown a reduction in the heat absorption of the pavement surface, which can reduce long term aging and increase the durability of pavements, while at the same time reducing the heat island effects that have a negative effect on people living in urban areas. In addition, studies have shown, including current studies at University of Minnesota, that tree shade can have a significant effect on pavement temperature, and therefore the durability of pavement.]]></description>
      <pubDate>Wed, 08 Oct 2025 11:34:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607896</guid>
    </item>
    <item>
      <title>Multi-physics simulation–driven assessment of environmental and cost performance in ultra-high performance concrete (UHPC) bridge deck under local climate effects</title>
      <link>https://trid.trb.org/View/2588471</link>
      <description><![CDATA[Although ultra-high-performance concrete (UHPC) is known for its superior durability, its long-term performance and environmental benefits under realistic regional conditions remain insufficiently quantified. This study integrates a coupled durability–design–emissions modeling framework to address this gap. Bridge deck deterioration under regional environmental conditions and mechanical loading was investigated. The deterioration of UHPC and normal-strength reinforced concrete bridge decks was analyzed through time-dependent finite element modeling. Regional environmental factors, including periodic applications of de-icing salts and historical local temperature fluctuations in the New Jersey area and initial structural deterioration, were incorporated into the simulations. Subsequently, the total life cycle costs, including social costs, were compared. The normal-strength reinforced concrete bridge deck exhibited corrosion-induced cracking under the combined effects of mechanical loading and environmental conditions after 30 years. In contrast, the reinforced UHPC bridge deck demonstrated negligible damage, even after 100 years of chloride exposure. The simulated results suggest that the reinforced UHPC bridge deck becomes cost-effective after 60 years, assuming the initial cost of UHPC material is four times that of normal-strength concrete. Furthermore, the reduced maintenance frequency of the UHPC bridge deck resulted in resource and energy savings in addition to cost reductions. As a result, associated life cycle greenhouse gas (GHG) emissions were 2595 kg CO₂−eq per m² for the concrete bridge deck and 952 kg CO₂−eq per m² for the UHPC bridge deck, respectively. Similarly, air pollutants were further minimized because of decreased material transportation and a lower demand for raw material production over the service life.]]></description>
      <pubDate>Wed, 17 Sep 2025 09:00:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2588471</guid>
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