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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Evaluation of the Characteristics of the Interface between Saline–Alkaline Solutions and Bitumen through Molecular Dynamics Simulations</title>
      <link>https://trid.trb.org/View/2437326</link>
      <description><![CDATA[Saline–alkaline solutions have a detrimental impact on the durability of bituminous pavements. Thus, it is important to understand the interaction between saline–alkaline environments and bitumen and investigate the corresponding interfacial characteristics. In this study, molecular dynamics simulations were carried out to evaluate the interfacial interaction behavior between different saline–alkaline solutions and bitumen. The interaction energy, mean square displacement, interfacial molecular arrangement, and Na+ distribution were analyzed for different bitumen-solution systems. The results revealed that the interaction between bitumen and alkaline salt solutions is more powerful than between bitumen and neutral salt solutions. The damaging impact of different solutions on bitumen can be written as: alkaline salt solution > neutral salt solution > deionized water. Oxidative aging can further strengthen the interaction between saline solutions and bitumen. Bitumen molecules diffusion is the fastest in an alkaline salt solution, as indicated by the high diffusion coefficient. Furthermore, adsorption occurs at the interface between a neutral salt solution and bitumen, leading to interspersing of the salt and bitumen molecules. The water molecules and Na+ ions in an alkaline salt solution can penetrate the bitumen surface, leading to a more chaotic molecular arrangement at the interface. The interfacial film formed in the bitumen-alkaline solution system has the highest thickness owing to the extremely strong interaction. Furthermore, Na+ ions aggregate at the bitumen surface, and aging accelerates the diffusion of Na+ ions toward the bitumen surface.]]></description>
      <pubDate>Wed, 30 Oct 2024 11:08:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2437326</guid>
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    <item>
      <title>Evaluating the Performance of Expansive Soil by Using Rice Husk Ash and Liquid Alkaline Activator</title>
      <link>https://trid.trb.org/View/2419893</link>
      <description><![CDATA[This paper presents the strength, swelling, and microstructure characteristics of the expansive soil (ES) amended with rice husk ash (RHA) and liquid alkaline activator (LAA) for pavement subgrade performance. Sodium metasilicate (Na₂SiO₃.9H₂O) and sodium hydroxide (NaOH) were used to prepare a liquid alkaline activator (LAA). The LAA facilitates the chemical reaction among ES, RHA, and LAA to form cementitious compounds in the treated soil. The effectiveness of the RHA with LAA was determined by performing an unconfined compressive strength (UCS) test, California bearing ratio (CBR) test, and field emission scanning electron microscopy (FESEM) test on the natural and amended ES with the different curing periods of 7, 14, and 28 days. The UCS and CBR of the amended ES specimens were found to be increasing with increase in the RHA content with optimum liquid alkaline activator content (OLAAC) up to a specific limit. After that, it was found to be decreasing with an increase in RHA with OLAAC. The strength increases due to the formation of cementitious compounds. The swelling characteristics of the treated ES with RHA and OLAAC are determined in terms of swelling pressure and percentage swell. It increases with the soaking time, and it decreases with an increase in the RHA content with OLAAC. The thickness of the pavement layers decreases as increase in the RHA with OLAAC at 28 days of the curing period. The construction cost is also reduced as the strength of the pavement subgrade increases. The relationship between compaction characteristics, i.e., maximum bulk density (MBD) and OLAAC, or strength characteristics, i.e., UCS and CBR, has been developed.]]></description>
      <pubDate>Thu, 03 Oct 2024 09:37:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2419893</guid>
    </item>
    <item>
      <title>Performance deterioration of asphalt mixture exposed to salt-water-temperature-ultraviolet coupling effect</title>
      <link>https://trid.trb.org/View/2310333</link>
      <description><![CDATA[The intense ultraviolet radiation and large amount of saline-alkali soil in the Golmud region of Province, China, have deteriorated the performance of asphalt pavement. Given the effect of adverse conditions in this area, this paper investigated the collective and interaction effects of salt chemicals, air temperature, and ultraviolet radiation on asphalt and asphalt mixture through laboratory experiments under controlled conditions. In particular, using different concentrations of Na2SO4 and NaCl solutions, simulated salt chemicals for asphalt and asphalt mixture performance impact. The mechanism of performance deterioration of the asphalt mixture suffered from salt attack was explored. The results show that the original asphalt's storage and loss modulus are higher than the modified asphalt at different temperatures with the multi-factors effect. In addition, the modified asphalt's phase angle is 5%~10% higher than the original asphalt below -2°C. At the same time, strength loss rates of asphalt mixture increase with the cycles and solution concentration, varying from 20%-40%. Wet-dry cycles and the concentration of salt solution are positively correlated with the deterioration of asphalt mixture strength. This research provides the durability prediction and the more reasonable composition design of the asphalt mixture applied in salt enrichment regions.]]></description>
      <pubDate>Sat, 13 Apr 2024 20:06:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2310333</guid>
    </item>
    <item>
      <title>Alkali resistance of selected waste fibres to model cement environment</title>
      <link>https://trid.trb.org/View/2300379</link>
      <description><![CDATA[Synthetic fibres are often used to reinforce cementitious composites. However, their production has significant negative environmental impact. An ecological alternative could be to use waste fibre if their properties are found to be satisfactory. Therefore, the main objective of this study was to determine if selected waste fibres could withstand an aggressive and highly alkaline environment of cementitious composites. Three types of production waste fibres (alkali-resistant glass fibres, AR-GF, basalt fibres, BF and carbon fibres, CF and recycled tyre polymer fibres RTPF) were exposed to a synthetic pore solution simulating the cement matrix condition for 90 days. The mechanical properties of the production waste fibres and the morphology determined by scanning electron microscopy were the best predictors of fibre resistance. The sizing of the treated production waste fibres partially (CF) or completely (AR-GF, BF) decomposed. The pronounced deterioration of the BF structure was accompanied by a complete deterioration of the mechanical properties. A slight deterioration of mechanical properties was also observed in CF and to an even greater extent in AR-GF. The RTPFs were too short for mechanical measurements, so a combination of Fourier transform infrared spectroscopy and thermal analysis was required to evaluate effects of exposure to synthetic pore solution. The retained properties of treated RTPF seemed to be at least equivalent to those of AR-GF. Overall, the alkaline resistance of all studied waste and recycled tyre polymer fibres appears to be sufficient to restrain early age deformation of cementitious composite.]]></description>
      <pubDate>Fri, 26 Jan 2024 10:03:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2300379</guid>
    </item>
    <item>
      <title>Study on the synergistic regulation strategy of load range and electrolysis efficiency of 250 kW alkaline electrolysis system under high-dynamic operation conditions</title>
      <link>https://trid.trb.org/View/2315402</link>
      <description><![CDATA[Alkaline water electrolysis (AWE) has the highest technological maturity among all the water electrolysis technologies for hydrogen production, however, reducing the minimum load boundary and improving the electrolysis efficiency are the technical challenges of the AWE system that still exist and urgently require optimization. The minimum load is primarily limited by the hydrogen to oxygen (HTO) from cross-diaphragm transfer and lye mixing, with HTO above 2.0% being a significant safety risk. Reducing the lye flow rate and pressure are effective while two of the few ways by regulating the operating parameters to improve the HTO thus extend the minimum load boundary, but will worsen electrolysis efficiency. Therefore, this study proposes a synergistic regulation strategy of pressure and lye flow rate: maximizing pressure and lye flow rate during high load period to ensure high electrolysis efficiency; adjusting lye flow rate and pressure during medium load period to ensure HTO≤2.0% and maximize the electrolysis efficiency; and reducing lye flow rate and pressure to a low level during the low load period to broaden the minimum load so as to improve overall efficiency of AWE system when loading with fluctuant green electric. This work elaborates the HTO routes, influencing factors and parameter optimization mechanism by building a system-level steady-state and dynamic gas purity model. The optimal combination curve of pressure and lye flow rate is obtained and its control effect on performance parameters, in terms of minimum load, system energy consumption, energy utilization, electrolysis efficiency and so on, is compared and verified in high dynamic wind and photovoltaic (PV) power scenarios. Finally, the optimal wind & PV power ratios are explored based on the optimal operation curve, which will provide a reference for the future large-scale development of hydrogen production scenarios direct-coupled with wind and PV power. The minimum load is extended from 42.0% in the lye flow rate alone control to 21.2% in the pressure alone control and finally to 15.6% in the lye flow rate and pressure synergistic control method. In the absence of electrical replenishment, wind and PV energy utilization efficiency can reach up to 98.3% and 95.6%, respectively.]]></description>
      <pubDate>Thu, 18 Jan 2024 11:37:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2315402</guid>
    </item>
    <item>
      <title>Influence of acidity and alkalinity of water environments on the water stability of asphalt mixture: Phase I - molecular dynamics simulation</title>
      <link>https://trid.trb.org/View/2307452</link>
      <description><![CDATA[The pH of water environments surrounding asphalt pavements is not constant at 7.0. Previous studies have demonstrated that the erosion of asphalt mixtures is more severe in acidic or alkaline water environments. However, the underlying mechanism remains unclear. To fulfill this research gap, the molecular dynamics (MD) simulation was employed in this study to explore the erosion influence of three different aqueous solutions on asphalt and asphalt-aggregate interface. Asphalt-solution systems and asphalt-aggregate systems under the different water environments were established. Through investigating the nanostructure change of the asphalt and asphalt-aggregate interface, the relative concentration (RC) and mean square displacement (MSD) of asphalt molecules, and the adhesion work between asphalt and aggregate were analyzed. The results show that the nanostructure of asphalt changes under acidic and alkaline water conditions, which further results in the decrease of the asphalt cohesion. In addition, the study revealed that the acidic and alkaline water solutions promote the molecular migration of SARA (saturates, aromatics, resins, and asphaltene) components, leading to the molecule reorganization at the asphalt-aggregate interface, finally affecting the bonding performance of asphalt-aggregate and the water stability of asphalt mixtures. These findings are anticipated to provide new insights into the influence of acidic and alkaline water environments on the water stability of asphalt mixture from the molecular scale perspective.]]></description>
      <pubDate>Thu, 21 Dec 2023 16:35:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2307452</guid>
    </item>
    <item>
      <title>Quantitative Characterization of Aggregates and Their Chemical Constituents in Terms of Acid and Alkaline Indicators</title>
      <link>https://trid.trb.org/View/2158815</link>
      <description><![CDATA[The acidity and alkalinity of aggregates greatly affect the stability, demulsification rate, and road performance of asphalt mixtures. To study the effect of acidity and alkalinity and chemical composition of aggregates, five aggregates, namely limestone (S1, S2, S3, S4) and basalt (X), were studied. The pH and alkalinity values of aggregates and their main chemical compositions (MgO, Al2O3, CaO, Fe2O3, and SiO2) were tested. The pH/alkalinity measured values and pH/alkalinity composite values of the aggregates were analyzed using grey correlation and principal component analyses. The findings indicated a strong correlation between the composite and measured values for aggregate acidity and alkalinity indexes (pH: 0.9105, alkalinity: 0.9241). Additionally, the principal component analysis demonstrated that the composite values were in good agreement with the measured values (pH: R2 = 0.746, alkalinity: R2 = 0.992), which corroborated the grey correlation and regression model results, confirming significant correlations. This result indicates that the pH/alkaline index of the chemical constituents of the aggregate can be used to characterize the pH/alkaline index of the aggregate. The relationship model between aggregate and their chemical constituent’s acid and alkaline indexes can provide a theoretical reference for the in-depth study of the application of aggregate acid and alkaline in road engineering.]]></description>
      <pubDate>Thu, 25 May 2023 17:41:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2158815</guid>
    </item>
    <item>
      <title>Development of Pore Solution Sensor for Concrete</title>
      <link>https://trid.trb.org/View/2077938</link>
      <description><![CDATA[This study features the advance development of a sensor to determine the electrical properties of the pore solution of cement based materials.]]></description>
      <pubDate>Tue, 06 Dec 2022 09:48:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2077938</guid>
    </item>
    <item>
      <title>Research on a multivariate non-linear regression model of dynamic mechanical properties for the alkali-activated slag mortar with rubber tire crumb</title>
      <link>https://trid.trb.org/View/2004923</link>
      <description><![CDATA[As the inappropriate disposal of used tires will cause various environmental problems, rubber tire crumb (RTC) can be processed to replace fine aggregate in mortar. The content and particle size of RTC in mortar are the main influencing factors for the strength of rubber concrete. Alkali-activated slag mortar (AASM) can be used to replace ordinary Portland cement, which can improve the early strength and environmental friendliness of engineering. For this reason, the separating Hopkinson pressure bar (SHPB) test system was used to explore the effect of multi-factor coupling on the dynamic compressive strength of AASM. Besides, the significance analysis and multivariate non-linear regression analysis were carried out on the experimental results to determine the significance of each factor to the dynamic compressive strength of mortar. On this basis, The multivariate non-linear regression model was established for AASM dynamic compressive strength. The microstructure characterization and Statistics of chord length distribution of pore of AASM specimens were performed to explore the mechanism of strength deterioration experienced by rubber aggregate mortar. According to the experimental results, the surface of RTC can be modified in high alkaline environment, and the dynamic compressive strength of mortar would decline gradually with the increase of aggregate replacement ratio. In the optimal test group, the dynamic compressive strength of AASM is higher than that of the control group.]]></description>
      <pubDate>Fri, 30 Sep 2022 14:27:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2004923</guid>
    </item>
    <item>
      <title>A New Technique for Simple and Rapid Discrimination of the Stages of Used Oil Degradation</title>
      <link>https://trid.trb.org/View/1818854</link>
      <description><![CDATA[A simple colorimetric method for determination of base number (BN) [1] in used engine oil with test strips was developed. As oil ages with use, the alkalinity decreases. Thus titration methods are commonly employed for the determination of BN. In this research, test strips were constructed using a pH indicator impregnated in a membrane filter. The color of the test strip changed from pink to green with sufficient alkaline in the engine oil. When the membranes are acid pretreated, this method can discriminate among different degrees of BN loss. Thus the new technique has been successful applied to judge the degradation stage of engine oil.]]></description>
      <pubDate>Mon, 29 Aug 2022 09:27:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1818854</guid>
    </item>
    <item>
      <title>Use of aircraft in ocean alkalinity enhancement</title>
      <link>https://trid.trb.org/View/1908848</link>
      <description><![CDATA[Ocean Alkalinity Enhancement (OAE) is a proposed Negative Emissions Technology (NET) to remove atmospheric CO₂ through the dispersion of alkaline materials (e.g.: calcium hydroxide, slaked lime, SL) into seawater, simultaneously counteracting ocean acidification. This study considers aircraft discharge of SL and its consequent dry deposition, extending to the marine environment a technique used in freshwater. A feasibility analysis assesses potential, costs, benefits, and disadvantages, considering scenarios with different assumptions on aircraft size, discharge height and duration, and wind conditions. Due to the small size of SL particles (median diameter 9 μm), the dispersion from aircraft is highly enhanced by wind drift; the smallest SL particles may drift thousands of kilometres, especially if discharged from elevated altitudes. This could pose problems related to powders particles settling on remote lands. Although calcium hydroxide maximum concentration into water (from 0.01 to 82 mg L⁻¹) is for almost all the scenarios lower than the most stringent threshold for the ecosystem impacts on a 96-h exposure, the ecologically sensitive sea surface microlayer (SML) should be considered in detail. The high CO₂ emissions of the Landing to Take-Off Cycle (LTO) of the aircraft and their limited payload lead to a significant CO₂ penalty, ranging in analysed scenarios between 28% and 77% of the CO₂ removal potential; very fast discharge could reduce the penalty to 11% - 32%. Preliminary cost analysis shows that the cost of the SL discharge through aircraft is high, between € 30 and € 1846 per ton of CO₂ removed (neglecting the lime cost), substantially higher than the cost for discharge by surface vessels resulting from previous studies, which restricts the practical use of this strategy.]]></description>
      <pubDate>Wed, 23 Mar 2022 10:53:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1908848</guid>
    </item>
    <item>
      <title>Alkali-Activated Controlled Low-Strength Material Utilizing High-Calcium Fly Ash and Steel Slag for Use as Pavement Materials</title>
      <link>https://trid.trb.org/View/1853651</link>
      <description><![CDATA[This study investigated the performance of alkali-activated, cement-based controlled low-strength materials (CLSMs). The CLSM was produced by mixing fly ash, steel slag, sodium hydroxide, and water with bottom ash (BA) aggregate. Properties of fresh and hardened composites were measured, and tests were conducted to determine their microstructure characteristics. Highlighted properties including slump flow, bleeding, unit weight, unconfined compressive strength, and resilience modulus were reported. The results indicated that the inclusion of 10%–30% slag resulted in a stronger CLSM with a higher Ca/Si ratio in the cementitious matrix of its microstructure. Higher slag content in the CLSM also shortened setting time and led to a lower bleeding rate. A mixture containing slag up to 20% of fly ash was recommended for pavement applications. Finally, the economic and environmental impacts were also preliminarily studied.]]></description>
      <pubDate>Thu, 24 Jun 2021 16:42:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1853651</guid>
    </item>
    <item>
      <title>Reduction of pH Levels from Underdrain Outlets</title>
      <link>https://trid.trb.org/View/1765403</link>
      <description><![CDATA[Many government and private highway agencies have identified the benefits of using recycled aggregate in highway construction. The use of recycled aggregates in highway construction, not only decreases the demand for virgin aggregates, it offers a sustainable solution. However, previous research has identified some environmental concerns of using recycled aggregate in highway construction. This research study aimed to identify and quantify the concerns and offer mitigating or alternative solutions. A comprehensive literature review, a survey of state-of-the-practice and review of Michigan Department of Transportation (MDOT) collected field data identified the key environmental concerns as high pH levels (> 10-11) in the pavement drainage discharge as well as high amounts of solids deposited at the drain outlets with the potential for clogging the pavement drainage layer. A field and laboratory investigation was conducted in this study to extend an existing MDOT field study. Results of this study show that Recycled Crushed Concrete Aggregate (RCCA) bases produce leachate with high calcium ion concentrations and high pH levels. Limestone (LS) and Slag Aggregate (SA) bases produce leachate with lower levels of soluble particles and pH levels. The leachate from RCCA bases can produce calcite deposits on filter fabrics and drainage pipes and outlets. At the same time, highly alkaline leachate is known to be harmful to vegetation and aquatic life. This research shows the alkalinity of the leachate quickly dissipates within 100 feet of the drainage outlet as it likely becomes diluted by rainwater runoff. Several recommendations were developed based on the accumulative findings from the field and laboratory investigation as well as the documented practices by other states. These include recommendations for RCCA base thickness, blending of RCCA with LS and SA, washing of RCCA before use, and other suggestions for planning and construction. Some of these recommendations can be readily implemented by MDOT and other recommendations can be considered for inclusion in future specifications and special provisions.]]></description>
      <pubDate>Fri, 29 Jan 2021 16:29:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765403</guid>
    </item>
    <item>
      <title>Reinforcement Corrosion in Marine Concretes—1: Initiation</title>
      <link>https://trid.trb.org/View/1663202</link>
      <description><![CDATA[Many cases of high-quality reinforced concrete structures in marine environments show little or no corrosion despite very high chloride contents in the concrete. To explain this, it is necessary to separate initiation from active corrosion because they are governed by different mechanisms. The present paper considers corrosion initiation. It reports observations for realistic model concrete specimens at intervals for up to 12 years of exposure in a high-humidity environment. Initiation of reinforcement corrosion occurred soon after first exposure and was predominantly localized (pitting) on the side away from the casting direction. The localized corrosion was consistent with air voids at the concrete steel interface. After 2 to 3 years, the rate of corrosion declined very considerably owing to oxygen depletion within the concrete. To explain these observations, a model involving electrochemical differential aeration at the air voids at the concrete-steel interface is proposed. Numerous practical implications are discussed.]]></description>
      <pubDate>Thu, 14 Nov 2019 09:32:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1663202</guid>
    </item>
    <item>
      <title>Durability of reinforced concrete bridges in marine environments</title>
      <link>https://trid.trb.org/View/1658815</link>
      <description><![CDATA[Achieving and predicting long-term durability for reinforced concrete structures particularly in marine environments remains a matter of much interest. Recent research findings based on observations from actual bridge performance and specially conducted long-term experiments for a wide variety of concretes indicate that chloride concentrations are involved only indirectly in initiating reinforcement corrosion and in serious active corrosion. For high quality concretes the critical aspect for long-term durability is the loss of concrete alkalinity, i.e. the acid neutralising capacity of the concrete, principally imparted by its cement content. Alkalinity is reduced, normally very slowly, by the rate of dissolution of calcium hydroxide. However, it is increased by chlorides. It is also increased by a greater internal surface area available for dissolution, such as in poor quality, porous, concretes. Only when the concrete pH drops sufficiently, to a level set by chemical thermodynamic conditions, will large-scale reinforcement corrosion be possible. Importantly, cracking of concrete cover through to the reinforcing bars is likely to cause accelerated localised loss of alkalinity, and thus severe very localised corrosion. Several examples of this are given, drawn from practical reinforced concrete structures. These observations have serious implications for serviceability inspections and for predicting remaining structural life.]]></description>
      <pubDate>Thu, 17 Oct 2019 16:09:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1658815</guid>
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