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    <title>Transport Research International Documentation (TRID)</title>
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Microplastics from road markings: the loss of drop-on glass beads as a signal of emissions</title>
      <link>https://trid.trb.org/View/2647827</link>
      <description><![CDATA[Abrasion of road markings was reported as a meaningful sources of microplastic pollution. Whereas field research indicated that it was a rare event because of the protective role of glass beads always strewn on the surface of road markings, laboratory research under controlled conditions was due. To fulfil this knowledge gap, two exemplary road marking paints were tested with a wear simulator and the collected abraded material was analysed for the presence of microplastic particles. The outcome indicated major dissimilarities between the paints in terms of resistance to abrasion and a clear correlation between the extraction of the glass beads from the film and the emissions of microplastics. Hence, the protective role of glass beads was confirmed: if renewed promptly, road markings should be considered as negligible contributors to microplastic pollution.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647827</guid>
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    <item>
      <title>Investigation of changes in aggregates morphological characteristics and abrasion resistance before and after abrasion</title>
      <link>https://trid.trb.org/View/2643784</link>
      <description><![CDATA[Skid resistance is vital for pavement safety, with aggregate morphology playing a key role in long-term abrasion performance. However, limited research has examined how these morphological characteristics evolve during abrasion and relate to intrinsic material properties. This study investigates the morphological changes and abrasion resistance of six high antislip aggregates: calcined bauxite (CB), basalt (BA), steel slag (SS), silicon mullite brick (SMB), castable (CA) and high-voltage electric porcelain (HVEP). Los Angeles (LA) abrasion tests were conducted—excluding steel balls—to simulate aggregate-on-aggregate wear. Morphological indices, including angularity, Form 2D, sphericity, flatness, elongation and microtexture, were quantified before and after abrasion using the Aggregate Image Measurement System (AIMS II). The results show significant changes in morphology, especially in angularity and Form 2D. Aggregates with higher initial angularity and microtexture, such as CB and SMB, exhibited superior abrasion resistance. Conversely, CA and HVEP showed greater morphological degradation. Furthermore, correlations between morphological evolution and physical parameters—such as crushing value and Polished Stone Value (PSV)—were established. High-Al2O3, low-crushing-value aggregates demonstrated improved durability. These findings provide valuable guidance for selecting aggregates in high-performance pavements, emphasising the influence of mineralogical and mechanical properties on long-term skid resistance.]]></description>
      <pubDate>Mon, 26 Jan 2026 08:41:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643784</guid>
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    <item>
      <title>Evaluating the Performance of Cold Mix Asphalt Utilizing 100% Reclaimed Asphalt Pavement and Biobased Rejuvenator</title>
      <link>https://trid.trb.org/View/2601488</link>
      <description><![CDATA[The growing demand for sustainable and cost-effective pavement solutions has driven interest in 100% reclaimed asphalt pavement (RAP) for cold mix asphalt applications. This study evaluates the performance of a biobased rejuvenator in enhancing the mechanical properties and durability of 100% RAP mixtures. Experiments were conducted on dry RAP at rejuvenator dosages of 0.5%, 0.75%, 1.0%, and 1.5%. Additionally, the influence of RAP moisture content (1%, 2%, and 3%) was evaluated at the lower rejuvenator dosages. Results revealed that for dry RAP, 0.75% rejuvenator dosage optimized rutting resistance and indirect tensile strength, while abrasion resistance and cracking resistance (CT index) increased with rejuvenator dosage. In wet RAP, moderate moisture levels of between 1% and 2% enhance binder distribution and workability, resulting in fewer air voids and higher cracking, rutting, and abrasion resistance. Higher RAP moisture (3%) on the other hand, negatively impacted rutting resistance and shear strength. These findings support the development of standardized practices for implementing 100% RAP cold mix asphalt with biobased rejuvenators, advancing sustainability in pavement construction.]]></description>
      <pubDate>Fri, 07 Nov 2025 11:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601488</guid>
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    <item>
      <title>Steel slag aggregate as a sustainable alternative to railway ballast: field and laboratory evaluation</title>
      <link>https://trid.trb.org/View/2599013</link>
      <description><![CDATA[Sustainable construction practices are increasingly prioritized in civil engineering. In parallel, concerns about the depletion of natural aggregates have stimulated research into alternative materials, particularly for railway infrastructure. This study investigates the technical feasibility and environmental suitability of stabilized steel slag aggregate (SSA) as railway ballast, comparing its performance with conventional gneiss ballast. Comprehensive laboratory tests were performed, including particle size distribution, Los Angeles abrasion resistance, Treton impact resistance, X-ray diffraction (XRD), X-ray fluorescence (XRF), and scanning electron microscopy coupled with energy-dispersive spectroscopy (SEM-EDS). Additionally, environmental assessments through leaching and solubilization tests were conducted to evaluate potential risks related to toxic metal mobilization. Continuous in situ monitoring of electrical resistivity from July 2022 to January 2025 was performed under actual railway operating conditions to assess compatibility with railway signaling systems. The results indicated that SSA exhibits superior mechanical properties, with significantly lower abrasion and impact indices compared to gneiss aggregate. Furthermore, the SSA displayed consistently higher electrical resistivity, with no interference detected in railway signaling circuits throughout the monitoring period. It is concluded that stabilized steel slag aggregate demonstrates technical and environmental advantages for railway ballast applications, providing a mechanically resilient and environmentally compliant alternative to conventional aggregates, particularly regarding mechanical strength, environmental safety, and compatibility with railway operations.]]></description>
      <pubDate>Tue, 04 Nov 2025 10:27:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2599013</guid>
    </item>
    <item>
      <title>Freeze–thaw resistance of pervious concrete produced with different aggregates and fibres</title>
      <link>https://trid.trb.org/View/2582174</link>
      <description><![CDATA[This study investigates the freeze–thaw (F-T) resistance of pervious concrete mixtures produced with various aggregates and fibres. Moreover, compressive strength, Bohme abrasion resistance, and infiltration rate tests were performed along with the X-ray computed tomography (CT) and scanning electron microscope (SEM) analyses to evaluate the mixtures’ performance and microstructural properties. Basalt, limestone, travertine, and pumice aggregates were used with steel and polypropylene fibres. The findings revealed that aggregate and fibre contents had crucial importance on F-T resistance. While pervious concretes containing basalt failed by the 7th day, those with limestone remained stable after 56 F-T cycles. Polypropylene fibre notably enhanced F-T resistance by holding the matrix together and increased the infiltration rate up to 3-fold. Steel fibre significantly improved mechanical properties, while polypropylene fibre had limited impact. Combining steel and polypropylene fibres is recommended to achieve superior mechanical properties, high F-T resistance, and optimal infiltration in pervious concrete.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:53:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582174</guid>
    </item>
    <item>
      <title>Joint improvements of skid and abrasion resistance of concrete pavements through manufactured micro- and macro-textures</title>
      <link>https://trid.trb.org/View/2563288</link>
      <description><![CDATA[Pavement surface texture is crucial for skid and abrasion resistance, influencing traffic safety throughout a roadway's lifespan. Traditional texturing methods often yield random patterns, hindering consistent high-performance textures. However, 3D printing technology enables the creation of custom, precise, and uniform textures on concrete pavements. This study evaluated 26 3D-printed concrete pavement texture configurations for their skid and abrasion resistance and their relationships with surface topography and materials. Results show that micro-texture wavelengths of 125.6–500 μm significantly impact both low-speed and high-speed friction, while wavelengths of 62.8–125.6 μm are vital for high-speed friction. Additionally, appropriate aggregates like emery enhance skid and abrasion resistance, improving the performance of these manufactured textures.]]></description>
      <pubDate>Tue, 22 Jul 2025 14:42:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563288</guid>
    </item>
    <item>
      <title>Enhancing the abrasion resistance of cement concrete pavement through in-situ precipitation of hydroxyapatite</title>
      <link>https://trid.trb.org/View/2563130</link>
      <description><![CDATA[This study introduces a bio-inspired approach aimed at improving the abrasion resistance of Portland cement concrete (PCC) pavements. The method involves the in-situ precipitation of hydroxyapatite (HAP), the hardest mineral in the human body, on the concrete surface through repeated treatments with diammonium phosphate (DAP) solution. Experimental results demonstrate a significant reduction in mean profile depth (MPD) loss under accelerated wheel loading, with a remarkable 90.56 % decrease after 90,000 wheel loads compared to the untreated surface. In the rotating wear test, mass loss was reduced by more than 50 % following DAP treatment. Additionally, the compressive strength of the PCC increased notably, with a maximum improvement of 15.80 %, accompanied by a rise in surface Leeb hardness. Importantly, the DAP treatment preserved both the friction coefficient and surface texture of the pavement, as evidenced by 3D texture mapping and field tests. Thermogravimetric analysis confirmed the precipitation of HAP on the PCC surface through an in-situ reaction between DAP and calcium-rich minerals, primarily calcite, present in the concrete. Scanning electron microscopy analysis revealed a denser microstructure, primarily attributed to the formation of HAP that fills the pores. As a result, significant increases in the average indentation hardness values of the concrete surface were observed after DAP treatment. Overall, this bio-inspired method proves highly effective in enhancing the abrasion resistance of PCC surfaces, thereby significantly extending the service life of PCC pavements.]]></description>
      <pubDate>Wed, 16 Jul 2025 09:51:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563130</guid>
    </item>
    <item>
      <title>Evaluation of Chemical Compounds and Abrasion Resistance Characteristics across Various Aggregate Sources and Types</title>
      <link>https://trid.trb.org/View/2562034</link>
      <description><![CDATA[The texture of the aggregate surface, including macrotexture and microtexture, plays a significant role in controlling abrasion resistance. Therefore, the appropriate selection of aggregates is critical in maintaining adequate abrasion resistance. The significance of this study lies in its focus on selecting aggregate properties to provide adequate abrasion resistance, which will be critical for the designers to use these aggregates in flexible and rigid mixtures. The experimental plan of aggregate properties involved X-Ray Fluorescence spectrometry (XRF), Los Angeles Abrasion (LAA), and Micro-Deval Abrasion (MDA). Results of the XRF test showed that higher SiO₂, higher Al₂O₃, and lower CaO proportions are an indication of potential abrasion resistance of aggregates. The outcomes of the LAA test showed that 29% of the aggregate had below 20% mass loss. The results of the MDA mass losses were between 5% and 25%. Overall, Pearson Coefficient Correlation (PCC) was conducted to evaluate the abrasion resistance of aggregates.]]></description>
      <pubDate>Tue, 08 Jul 2025 09:57:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562034</guid>
    </item>
    <item>
      <title>Assessing Moisture Susceptibility of Open-Graded Friction Course Mixes Containing Styrene-Butadiene-Styrene and Epoxy Modified Asphalt Binders under Varied Aging and Moisture Conditioning Levels</title>
      <link>https://trid.trb.org/View/2563784</link>
      <description><![CDATA[Open-graded friction course (OGFC) is a thin asphalt mixture surface layer designed primarily to improve the functionality of a roadway. It is designed with a special aggregate structure with high air voids and stone-on-stone contact that accelerates rainwater drainage. It has many advantages, such as reducing hydroplaning, splashing, and spray, and enhancing roadway visibility and skid resistance under wet weather conditions. However, these mixtures exhibit premature failures and moisture damage that limit their usage in pavement construction. Further, the current specifications might inaccurately reflect field conditions. Therefore, this study was aimed at evaluating and comparing the effect of various asphalt binder types on the performance of OGFC mixtures under different aging and moisture conditions. Three types of asphalt binder were utilized: conventional styrene-butadiene-styrene asphalt binder performance grading (PG) 76-22M and diluted epoxy asphalt (EA) binder with two different dosages. A suite of physical and mechanical tests was conducted to evaluate OGFC mixtures, namely, draindown, permeability, Hamburg wheel tracking (HWT) test for rutting and moisture susceptibility, Cantabro abrasion loss test for durability, semi-circular beam (SCB) for fracture resistance, and indirect tensile strength (ITS) test for tensile strength and moisture susceptibility. Results indicated that EA mixtures exhibited improved draindown results, compared with 76M mixture. Further, the developed cross-linked network associated with EA binder might explain the improved rutting and abrasion loss resistance. EA mixtures showed significantly better moisture resistance, as measured by HWT, ITS, and SCB tests. Cost-effectiveness ratio results showed higher effectiveness for EA mixtures than conventional 76M mixture.]]></description>
      <pubDate>Mon, 16 Jun 2025 11:26:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563784</guid>
    </item>
    <item>
      <title>Microtexture Characterization of Bulk-Aggregate Samples for Application in High-Friction Surface Treatments</title>
      <link>https://trid.trb.org/View/2470817</link>
      <description><![CDATA[High-friction surface treatments can improve roadway safety by increasing the pavement friction. Macrotexture and microtexture are primary contributors to pavement friction. Macrotexture has established protocols for measurement, but no standardized methodologies exist for direct microtexture measurement. Additionally, there is a need for standard laboratory methods for assessment of aggregate microtexture for friction applications. This study developed and assessed a novel laboratory test to directly measure the microtexture of bulk aggregate samples using high-resolution laser scanning. Five abrasion resistant aggregates were evaluated at various gradations. Laser profiles were filtered to isolate microtexture band wavelengths. Spatial (micro-MPD, micro-RMS, micro-Ra), statistical (micro-Rsk, micro-Rku), and frequency domain [Log(power spectral density slope and intercept)] parameters were evaluated for repeatability and ability to distinguish among aggregates at various gradations. The effects of Los Angeles abrasion (LAA) and microdeval (MD) abrasion on the microtexture were also assessed. Acceptably repeatable microtexture measures were produced by the test method. ANOVA showed a significant effect of gradation on microtexture parameters. The laboratory methods were able to adequately predict texture on high friction surface treatment (HFST) samples made from the same aggregate at equivalent gradation under particular conditions. MD resulted in a decrease in microtexture depth, while LAA had no statistically significant effect. Similarly, MD led to a decrease in British pendulum test friction for all aggregates while the LAA produced mixed results indicating the advantages of MD over LAA in simulating friction and texture loss due to traffic abrasion. Once calibrated, regression models of the microtexture parameters showed acceptable modeling coefficients with a logarithmic fit of micro-MPD providing the highest R2 of 0.81. In comparison with macrotexture parameters from the same profiles, microtexture was a superior predictor of friction. The laboratory method developed can augment currently relied upon aggregate quality measures such as abrasion resistance to aid in the selection of suitable HFST aggregates.]]></description>
      <pubDate>Wed, 26 Feb 2025 09:10:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470817</guid>
    </item>
    <item>
      <title>Preparation and Microwave Deicing Properties of Ferric Oxide–Modified Emulsified Asphalt</title>
      <link>https://trid.trb.org/View/2464679</link>
      <description><![CDATA[This study addresses the challenge of icy asphalt pavements in cold climates by proposing an innovative and eco-friendly deicing material. Traditional approaches, such as salt spraying and mechanical deicing, often lead to environmental concerns and increased resource usage. In response, this paper introduces a novel ferric oxide–modified emulsified asphalt (FO-EA), formulated by integrating ferric oxide (FO) powder with emulsified asphalt (EA). Experimental results, including segregation tests and fluorescence microscopy, confirm that 20% by weight of FO is evenly dispersed in the EA. Remarkably, FO-EA–coated asphalt demonstrates a 50% reduction in microwave deicing time compared to conventional asphalt, with a significant increase in the heating rate of 0.12°C/s. In addition, FO-EA surpasses standard asphalt in skid resistance and water seepage tests, meeting all specification requirements. Furthermore, its deicing efficacy remains robust after 500 abrasion resistance test cycles. Overall, FO-EA emerges as an efficient and sustainable solution for road deicing.]]></description>
      <pubDate>Wed, 19 Feb 2025 17:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2464679</guid>
    </item>
    <item>
      <title>Resistance of some outdoor pavements to destructive combined effects in cold regions</title>
      <link>https://trid.trb.org/View/2487588</link>
      <description><![CDATA[This study aims to investigate some physical and mechanical properties and resistance to triple-combined effect (abrasion, freeze-thaw and de-icing salt) of Interlocking concrete block pavement (ICBP), concrete cube pavement (CCP), concrete kerb (CK) and natural basalt stone pavement (BSP) products. The pavement products were supplied in different types/varieties from manufacturers in Erzurum-Turkey. The Bohme abrasion test was performed at the end of every 5 cycles with NaCl solution freeze-thaw cycles in addition to the physical and mechanical tests, which are important in applications. As a result, while the BSP and CK concrete pavements completed a total of 60 cycles without disintegrating with the least mass loss against the triple-combined effect, the concrete cube pavement-colourless (CCP-C) product disintegrated in the shortest time. It was determined that there can be significant differences in the mechanical and durability properties of the same type of ICBP products from different manufacturers. It was seen that the use of iron oxide-based pigments and colour type positively affect the mechanical and durability properties of Dry-cast Concrete (DCC) pavements. Additionally, it was determined that there are strong positive relationships between the durability performance of pavements and their compressive strength and Schmidt values, and negative relationships with their porosity.]]></description>
      <pubDate>Mon, 27 Jan 2025 11:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487588</guid>
    </item>
    <item>
      <title>Study on Ball Screw Wear Model Considering the Influence of Abrasive Particles</title>
      <link>https://trid.trb.org/View/1975776</link>
      <description><![CDATA[Wear is the main cause of the failure of the ball screw pair, which seriously affects its accuracy and service life. Therefore, it is necessary to build and analyze the wear model of ball screw pairs based on analyzing wear mechanism in depth. At present, the study of ball screw wear model mostly adopts the theory of adhesion wear. It is believed that the wear amount during normal wear period is proportional to time. But in fact, this conclusion cannot express the change of the whole wear process. Based on the wear mechanism of the ball screw pair, this paper deeply analyzes the influence of abrasive wear on the ball screw during the entire life cycle. And according to the Archard wear theory, a wear model considering the impact of abrasive particles is established. In this model, the wear of the ball screw pair is exponentially related to time. The experiments verify the applicability and accuracy of the model set out in this paper, which provides a theoretical foundation for the following research on the accuracy maintenance of ball screw pairs.]]></description>
      <pubDate>Fri, 23 Aug 2024 15:26:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975776</guid>
    </item>
    <item>
      <title>Durability evaluation of heat-reflective coatings for road surfaces: A systematic review</title>
      <link>https://trid.trb.org/View/2400717</link>
      <description><![CDATA[To mitigate urban heat islands (UHI), heat-reflective pavement coatings reflect solar radiation, significantly cooling urban surfaces. However, their effectiveness is compromised by tire abrasion, environmental aging, soiling, and UV irradiation, leading to polymer degradation and decreased cooling efficiency. This paper reviews durability aspects of heat-reflective pavement coatings, focusing on methods to assess durability, the effects of durability on optical performance and temperature reduction efficiency, and the literature on developing durable coatings to extend lifespan. Through systematic review, this study highlights how UV exposure, high temperatures, moisture, chemical pollutants, and physical abrasion degrade coatings, underscoring the importance of selecting durable coating materials. Studies indicate that durability loss significantly diminishes the cooling effect of coatings, reducing it by 13 % to 53 % after series of weathering and abrasion testing, while reflectance decreases by up to 50 % after one year. The review suggests future research should focus on formulating coating materials that are UV-nonabsorptive and resistant to abrasion and soiling. Additionally, it recommends examining spraying techniques, maintenance practices, and the need for standardized testing to accurately evaluate the durability of heat-reflective coatings. Despite the potential of these coatings to mitigate UHI effects, the challenge of extending their lifespan beyond one year remains critical.]]></description>
      <pubDate>Mon, 12 Aug 2024 10:26:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2400717</guid>
    </item>
    <item>
      <title>Quantification of Influence Factors in the Studded Tire Wear Using the Prall Device</title>
      <link>https://trid.trb.org/View/2378847</link>
      <description><![CDATA[Studded tire wear is widely considered to be a critical aspect that conditions the ride quality in cold regions. This research provides a comparative analysis of the influence of certain factors on pavement wear caused by studded tires. Abrasion resistance measurements were conducted on aggregates and asphalt specimens, using the Nordic Ball Mill apparatus and the Prall apparatus, respectively. This approach ensures an understanding of the interaction between these variables and the resultant wear response of the asphalt mixture. Tests relied on three different types of asphalt mixtures (ESG, dense-graded asphalt; EG, coarse-graded asphalt; and SMA, stone matrix asphalt), different percentages of reclaimed asphalt pavement (0%, 10%, and 20%), and different aggregate hardness. Image analysis methodology was used to assess the coarse-sectional area of the sample covered by coarse aggregates. The results showcased that harder coarse aggregates were less prone to wear. Comparisons indicate that the SMA10 yields higher abrasion resistance than the remaining mixtures used in this study. The percentage of the cross-sectional area covered by coarse aggregate influences the mixture abrasion value.]]></description>
      <pubDate>Wed, 29 May 2024 09:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378847</guid>
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