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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <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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      <title>Recycled Asphalt Materials: Binder Availability and Its Impact on Mix Performance</title>
      <link>https://trid.trb.org/View/2680125</link>
      <description><![CDATA[The objective of this research was to identify or develop methods to (a) quantify binder availability from recycled asphalt materials and (b) based on availability, measure the impact of recycled asphalt materials incorporated in asphalt mixtures prepared with a range of virgin, rubberized, and modified asphalts on mixture performance. These methods shall be used to improve mix design procedures and specifications by accounting for binder availability and its impact on performance. This report is organized into four chapters. Chapter 1 defines the problem statement and research objectives. Chapter 2 describes the research approach followed to address the problem. Chapter 3 presents detailed documentation of the research results, findings, and applications. Finally, Chapter 4 presents a summary of the project, including key findings and conclusions, and recommendations for suggested research.]]></description>
      <pubDate>Sat, 14 Mar 2026 18:18:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680125</guid>
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    <item>
      <title>Full-Depth Reclamation with Asphalt Binders Construction Guidelines Materials and Tests Division: Soils and Aggregate Section</title>
      <link>https://trid.trb.org/View/2521598</link>
      <description><![CDATA[Full-depth reclamation (FDR) has been used by Texas Department of Transportation (TxDOT) on numerous projects to strengthen the load carrying capability of an existing pavement, to rework the roadway to remove a variety of pavement distresses or to become a part of a roadway widening and strengthening process. The use of recycled asphalt pavement (RAP), base, subbase and possibly subgrade materials in recycling operations will reduce costs; conserve energy; reduce emissions and hence greenhouse gases; and reduce the consumption of natural resources, including aggregates and asphalt binders, while reducing project completion time. This document explains the steps of the FDR process and rationale behind the specifications to ensure successful projects for TxDOT and the residents of Texas. The target audiences for this document are TxDOT district staff and contractor field construction and quality control/quality assurance (QC/QA) personnel. The following appendices support this document’s main text: A: Troubleshooting FDR with Asphalt Binders, B: FDR Field Support List, C: Example QC Data Sheet, and D: Moisture Correction for Nuclear Density Gauge.]]></description>
      <pubDate>Mon, 17 Mar 2025 09:18:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521598</guid>
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      <title>Evaluation of Recycled Portland Cement Concrete Pavements for Base Course and Gravel Cushion Material</title>
      <link>https://trid.trb.org/View/2434121</link>
      <description><![CDATA[Recyclable materials from construction and demolition operations were once disposed of in landfills. However, available landfill space continues to diminish. There is a need to use recyclable materials as recycled aggregate as a supplement to natural aggregates in order to conserve natural resources and to keep these products out of landfills. Recycled portland cement concrete has been successfully used throughout the world in pavement construction. These materials have been used in unbound base layers as well as replacement aggregates in both portland cement concrete and hot mix asphalt. The South Dakota Department of Transportation wishes to investigate the potential of using recycled concrete aggregate produced from rigid pavements. Therefore, the objectives of this project are: 1) Determine if recycled portland cement concrete pavements should be used as a base course and/or gravel cushion; 2) Develop materials guidelines and specifications for construction of pavements using recycled concrete aggregates; and 3) Develop laboratory and field material testing requirements for recycled concrete. Based upon the work conducted in this study, it was concluded the recycled portland cement concrete pavements are available as an option for the construction of gravel cushion and aggregate base course layers. Recommendations were provided for material guidelines and construction of pavement layers using recycled concrete aggregates.]]></description>
      <pubDate>Mon, 30 Sep 2024 11:43:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434121</guid>
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    <item>
      <title>Cold Asphalt Recycling Technologies Using Rejuvenating Asphalt Emulsion: Impact, Implementation, Specification</title>
      <link>https://trid.trb.org/View/2431179</link>
      <description><![CDATA[Cold-recycling processes such as Cold in Place Recycling (CIR) and Cold-Central Plant Recycling (CCPR) offer opportunities for innovation through the use of recycling additives (RAs). The objective of this project was to evaluate the efficacy of rejuvenating asphalt emulsions in the CIR and/or CCPR process in terms of potential performance benefits relative to existing stabilization options. An experimental matrix was designed to include several of the mix design factors known or thought to control mix performance. Rejuvenating asphalt emulsions containing both Bio-based and petroleum-based RAs were produced and compared to a control engineered emulsion with a proven field history of performance. Inclusion of RAs did not negatively impact mixture stability or the mechanism of strength, while generally improving the CT Index of the tested cold recycled mixes compared to the use of a similarly graded control emulsion. The concept of utilizing a “Balanced Mix Design” approach was explored to quantify the performance attributes of these materials. Mixture stability at 40 °C and mixture IDEAL CT Index at 25 °C were ultimately selected as the performance tests used in the balanced mix design framework. To aid rapid implementation of the results, the recommendations were also written in the form of a specification amendment document, included in the appendix of this report.]]></description>
      <pubDate>Thu, 26 Sep 2024 08:53:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431179</guid>
    </item>
    <item>
      <title>Road agency implementation to enable greater RAP usage in NSW heavy duty dense graded asphalt</title>
      <link>https://trid.trb.org/View/2427504</link>
      <description><![CDATA[Transport for NSW asphalt sustainability initiatives include improving design and construction of road pavements to result in longer service life, enabling circularity of asphalt and bituminous materials, adoption of greater recycled/secondary material replacements for virgin materials and finally strategies to reduce pavement roughness. This paper will discuss a road agency case study on an initiative deployed to try to improve TfNSW RAP usage and overcome some of the challenges encountering both government and industry. To undertake this TfNSW utilised Austroads TT1817 ‘Maximising the re-use of reclaimed asphalt pavement’ and calibrated the findings to the local RAP binder properties. TfNSW developed a new standard, TD:00018:2021 which provides a pathway to greater RAP usage in NSW. By utilising an improved procedure for material characterisation, blending methodology and enhanced RAP management, greater proportions of RAP can now be utilised in asphalt mixes without unduly risking the performance of NSW pavements in-service. Through the implementation of TD: 00018:2021 TfNSW will also share some recent lessons learnt from progression to higher RAP usage.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:18:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427504</guid>
    </item>
    <item>
      <title>Development of a technical specification for processed solid organic waste for road infrastructure applications</title>
      <link>https://trid.trb.org/View/2404168</link>
      <description><![CDATA[Processed solid organic waste is produced from natural or biodegradable materials, including wastes derived from animal and plant matter, and is considered a priority for waste management in Victoria. Processed solid organic waste can have a wide range of sources including residential, commercial and industrial, and agricultural. These can be either post-consumer organic wastes, such as household organics, or pre-consumer organic wastes, such as those from food production processes. The National Waste Policy has set the target of halving the amount of organic waste sent to landfill for disposal by 2030. Major Road Projects Victoria (MRPV) has identified opportunities to utilise recycled processed solid organic waste and relevant by-products within road infrastructure works in Victoria. To enable this, MRPV engaged the National Transport Research Organisation (NTRO) to develop a technical specification and guidelines for the use of processed solid organic waste in road infrastructure. Following review of national and international specifications and guidelines, as well as consulting various stakeholders, the specification was developed with the three main applications identified as ‘Landscaping’, ‘Erosion Control’ and ‘Biofiltration’. The specification details the requirements for each application. By developing this specification, road agencies and practitioners will be able to effectively incorporate processed solid organic waste materials into their road and transport infrastructure. This will contribute to reducing the issue of organic waste, moving towards achieving the target set by the National Waste Policy and circular economy outcomes.]]></description>
      <pubDate>Thu, 18 Jul 2024 10:48:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404168</guid>
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    <item>
      <title>Recycled Binder Availability Considerations for Mixing and Recycled Binder Replacement Percentage (RBR%) Specifications </title>
      <link>https://trid.trb.org/View/2262842</link>
      <description><![CDATA[Past and on-going North Carolina Department of Transportation (NCDOT) research projects have provided insights on critical aspects of the performance of asphalt mixtures containing recycled asphalt materials (RAM). NCDOT RP 2019-21 found that agglomerations of RAM particles exist in asphalt mixtures. These agglomerations act as ‘black rocks’ and prohibit complete recycled binder availability. However, all experiments conducted in NCDOT RP 2019-21 employed a laboratory bucket mixer to prepare asphalt mixture samples, which may not reflect mixing in an asphalt plant. Furthermore, the NCDOT does not currently specify how to preheat virgin aggregate and RAM when producing asphalt mixtures in the laboratory, which may affect recycled binder contribution. NCDOT RP 2019-21 identified three adjustments to mixture design to account for recycled binder availability, termed availability adjusted mix design (AAMD). One of the proposed changes was to use only the available recycled binder to calculate the ‘effective’ rather than total recycled binder replacement percentage (RBR%). The effective RBR% is lower than the total RBR% for a given mixture. Consequently, the reliance on the total RBR% may result in an effective binder system that is softer than what was expected. Shifting to specifications based on the effective RBR% would increase the amount of RAM that can be used in a mixture without adjusting to a PG 58-28 virgin binder and increase the maximum RAM that can be incorporated into a mixture without exceeding maximum limits. However, the performance implications of specifying the effective rather than the total RBR% have not been assessed.
Correspondingly, the objectives of the proposed research are to: (1) verify or adjust recycled binder availability findings of past and ongoing NCDOT funded research by studying asphalt mixtures produced under conditions that reflect those in an asphalt plant; (2) identify an appropriate laboratory virgin aggregate and RAM preheating procedure for standardization; (3) evaluate the implications of using the effective RBR% for specifying virgin binder grades and limiting maximum RAM contents. The objectives will be accomplished by executing the following five tasks: (1) A literature and operational review will be conducted to identify the state of the knowledge and practice on recycled binder availability considerations in RBR% specifications and both laboratory and plant mixing procedures. (2) A temperature-controlled laboratory pugmill mixer will be used to evaluate the effects of the following plant conditions that may differ from conventional laboratory mixing on recycled binder contribution: (1) the use of superheated virgin aggregate combined with ambient temperature RAM, (2) the use of wet rather than pre-dried RAM, and (3) mechanical aggregate degradation from mixing. Comparative experiments will be conducted in a conventional laboratory bucket mixer. The results will inform whether or not the findings of NCDOT RP 2019-21 are likely extensible to plant-produced mixtures or require adjustment. The findings will also be used to identify a material preheating procedure for standardization. (3) The performance and cost implications of applying the current NCDOT RBR% limits for virgin binder grades and maximum RAM contents to the effective RBR% will be assessed for six asphalt mixtures under both current NCDOT and AAMD mixture design methods. (4) The results from the previous tasks will be used to recommend specification changes for determining or assuming recycled binder availability values, laboratory material preheating, and recommendations to either use of effective or total RBR% for virgin binder grade and maximum RAM content limits. (5) A final report will be prepared based on the results of the previous tasks. 
The research results are expected to yield specification changes that will improve the overall usage, consistency, and performance of RAP/RAS mixtures in North Carolina. Increasing permissible RAM contents through effective RBR% specification could potentially reduce costs and waste while better preserving the environment. 
]]></description>
      <pubDate>Fri, 06 Oct 2023 14:54:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2262842</guid>
    </item>
    <item>
      <title>The use of recycled glass in pavements: Year 2 (2019–20)</title>
      <link>https://trid.trb.org/View/1947982</link>
      <description><![CDATA[In 2018, the Queensland Government sponsored a multi-year project under the National Asset Centre of Excellence (NACoE) research program with the aim of increasing the use of recycled crushed glass (RCG) in pavement applications, including both unbound granular pavement layers and asphalt layers. This report outlines the second year of the multi-year project, building on the findings of the first-year report by Latter and Coomer (2021). The second-year project objectives and approach are summarised as follows: undertaking a laboratory testing regime on an asphalt mix incorporating RCG at 0%, 5% and 10%; development of an RCG specification for TMR, to be used for the Year 3 demonstration project as well as updating current TMR guidance and specifications; presenting the findings based on the project outcomes; determining the variability of RCG between recyclers in Queensland and whether it is suitable for usage in pavement applications; establishing the risk of silicosis from RCG usage; inclusion of enRiskS Recycled Glass Specification and Test Results: Technical Review document.]]></description>
      <pubDate>Wed, 04 May 2022 15:40:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1947982</guid>
    </item>
    <item>
      <title>Transferring crumb rubber modified gap-graded asphalt technology to Queensland: Year 2 (2019–20)</title>
      <link>https://trid.trb.org/View/1947977</link>
      <description><![CDATA[Millions of vehicle tyres reach the end of their life in Australia annually. Rubber obtained from these tyres is considered a valuable resource that has a proven history of improving the performance of bituminous binders used in sprayed seals and asphalt. International studies have shown that crumb rubber modified gap-graded asphalt (CRM GGA) can provide increased crack resistance compared to conventional asphalt mixes. This superior performance, together with the sustainability benefits of re-using end-of-life tyres makes CRM GGA an ideal surfacing when overlaying or rehabilitating existing cracked pavements. A previous NACOE project developed a new pilot technical specification for the manufacture and placement of CRM GGA mixes in Australia. This specification was primarily based on the CRM binder requirements adopted by the Arizona Department of Transportation and the asphalt mix design requirements used by the State of California, but with some modifications to reflect local materials and construction practices. Concerns were raised that the locally produced CRM binders may not necessarily achieve the same level of performance as the binders used in the USA given these modifications. In response to these concerns, this project benchmarked the laboratory performance of 3 locally manufactured CRM binders against the performance of 2 commercial binders sourced from California. The performance-related binder properties determined as part of the study showed that the Australian binders and Californian binders containing similar rubber contents exhibited comparable performance. In addition, the asphalt performance tests undertaken using these binders also showed comparable laboratory performance at similar rubber contents. Based on the findings of the limited testing to date, it does not appear to be necessary to tighten the binder specification requirements to be more consistent with the specifications used in California with regard to particle size distribution of the rubber particles, requirements for a minimum natural rubber content or the use of combining oils. It is recommended, however, that the manufactured CRM GGA be monitored during the implementation phase to assess the performance of these mixes in-service.]]></description>
      <pubDate>Wed, 04 May 2022 15:40:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1947977</guid>
    </item>
    <item>
      <title>Optimising the use of unbound and stabilised recycled pavement materials in Queensland: Year 3 (2020–21)</title>
      <link>https://trid.trb.org/View/1938167</link>
      <description><![CDATA[Since the 2010 publication of MRTS35 Recycled Materials for Pavements, the use of recycled materials in Queensland for unbound granular and stabilised pavements has been relatively limited. There are a number of various reasons for this, of which include the perceived inferiority of recycled materials to that of virgin materials, and the barriers in material procurement associated with recycled and natural/quarried materials being specified separately. As such, this multi-year NACOE project, P94: Optimising the Use of Unbound and Stabilised Recycled Pavement Materials in Queensland was commissioned to facilitate the increased use of recycled materials in unbound pavements for the Queensland Department of Transport and Main Roads (TMR). Based on the outcomes from previous stages of this project TMR updated MRTS05 Unbound Pavements to be a single specification for natural, quarried, and recycled materials.]]></description>
      <pubDate>Mon, 04 Apr 2022 15:33:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1938167</guid>
    </item>
    <item>
      <title>Making the case for considering marginal materials for foamed bitumen stabilisation</title>
      <link>https://trid.trb.org/View/1883823</link>
      <description><![CDATA[One increasing expectation of modern society is the development of more sustainable infrastructure, including roads and other pavement structures. There has been much focus on recycling in roads in recent years, with plastic, waste, glass, toner, concrete and construction rubble all investigated to determine their effects in concrete, asphalt and granular layers. However, the conservation of existing virgin material sources is just as important and one strategy for that is to modify or stabilise marginal materials to produce a fit for purpose product out of an otherwise unacceptable granular material. This research compares foamed bitumen stabilisation of three marginal materials to otherwise identical stabilisation of a standard material. Furthermore, the marginal materials were also preimproved by blending to correct their marginality prior to stabilisation, and those results were compared. The outcomes demonstrate the potential for some marginal gravels to perform just as well as standard crushed rock after stabilisation, as well as the potential to significantly improve marginal gravels by blending with other marginal materials to precorrect their deficiency. The recommendations include a more outcome or performance based specification of foamed bitumen stabilisation to allow marginal gravels to be used when they are shown to be fit for purpose.]]></description>
      <pubDate>Thu, 07 Oct 2021 16:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1883823</guid>
    </item>
    <item>
      <title>Optimising the use of recycled materials in Queensland for unbound and stabilised products (2019/20 - Year 2)</title>
      <link>https://trid.trb.org/View/1870960</link>
      <description><![CDATA[In 2018, TMR endorsed a multi-year project under the National Asset Centre of Excellence (NACoE) research program with the aim to identify how the use of recycled materials can be optimised on TMR projects to achieve cost, sustainability and long-term performance benefits. The first year of the project, documented in P94: Optimising the Use of Recycled Materials in Queensland for Unbound and Stabilised Products Year 1 (2018/2019) (Latter, Mohammadinia & Beecroft 2020) included a literature review of existing practice in Australia. Recommendations for Year 2 of this project included sampling recycled materials from a number of suppliers in Queensland and undertaking classification and performance testing to determine compliance against specification limits. This report outlines the second year of a multi-year project where the primary objective of Year 2 was to facilitate the increased use of recycled materials in unbound pavements by updating the specification based on the performance assessment of several recycled pavement materials sourced from various suppliers in Queensland.]]></description>
      <pubDate>Fri, 06 Aug 2021 16:26:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1870960</guid>
    </item>
    <item>
      <title>Optimising the use of recycled materials in Queensland for unbound and stabilised products: Year 1 (2018/2019)</title>
      <link>https://trid.trb.org/View/1870959</link>
      <description><![CDATA[The use of recycled materials as unbound and stabilised granular pavement materials has traditionally been relatively low in Queensland, despite the Queensland Department of Transport and Main Roads (TMR) permitting the use of recycled materials. This report outlines the first year of a multi-year project where the primary objective of Year 1 was to review the use of recycled materials nationally and to identify ‘quick wins’ that could help facilitate the immediate increased use of recycled materials in unbound and stabilised granular materials in Queensland. The approach undertaken may be summarised as follows: defining the waste streams for Australia at the national level, and for Queensland at the state level to provide the context and outline of the potential barriers to implementation; reviewing the existing practice for each of the Australian state road agencies with regard to the specifications and permissible uses of recycled materials in unbound and bound pavements; reviewing and documenting the environmental requirements of using recycled materials in Australia-wide pavement applications; and summarising the findings based on the project outcomes, recommending any changes to current TMR practice and outlining the scope for Year 2 of this project.]]></description>
      <pubDate>Fri, 06 Aug 2021 16:26:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1870959</guid>
    </item>
    <item>
      <title>RAP, RAS, Rejuvenators: Economics, Environmental Sustainability, and Engineering Performance</title>
      <link>https://trid.trb.org/View/1751919</link>
      <description><![CDATA[This article explores the continuing increased use of recycled materials in asphalt pavements.  Increasing percentages of recycled materials can lead to inadequate pavement performance, notably cracking, so various strategies are being used to rejuvenate the older recycled materials and restore the rheology of the binder blend.  The author describes a recently-drafted standard practice that considers the methods for determining the appropriate rejuvenator doses for different situations. Based on a research project of the National Cooperative Highway Research Program (NCHRP), the draft AASHTO standard practice outlines methods, guidelines, and performance-based evaluation tools.  The bulk of the article consists of tables that help pavement professionals understand these draft guidelines.  Topics include recycling agent/slope rate; component materials selection and proportioning guidelines; binder blend evaluation tools for use with high recycled materials content and recycling agents; and mixture evaluation tools for use with high recycled materials content and recycling agents.  Readers are referred to the NCHRP 09-58 project page for more details (http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3645).]]></description>
      <pubDate>Fri, 20 Nov 2020 11:06:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1751919</guid>
    </item>
    <item>
      <title>Implementing Revisions to the Allowable Maximum Recycled Binder Ratio (RBR) Specification</title>
      <link>https://trid.trb.org/View/1739085</link>
      <description><![CDATA[An increase in the use of reclaimed asphalt pavement (RAP) in the design and construction of new roads must not come at the expense of reduced durability or life cycle cost of flexible pavements. In Texas, current mixture design specifications allow the use of a binder with lower high temperature grade in lieu of the specified binder when incorporating RAP into the mixture. Referred to as binder substitution, it is accompanied by other constraints that limit the maximum recycled binder ratio for different mixture types and applications. The current specifications, although straightforward, have a few gaps with regards to the allowed binder substitution and recycled binder ratio. This study evaluated those gaps to determine: (i) impact of binder substitution on performance, (ii) impact of recycled binder ratio on performance, (iii) the influence of different types of RAP on the rheological and performance related properties of asphalt binder, and (iv) efficacy of agents of additives that can potentially be used to improve the properties and performance of asphalt mixtures incorporating RAP. The performance of binders and mixtures were evaluated using systematically controlled materials prepared in the laboratory as well as materials sampled from the field. The results show that addition of RAP to a substitute binder results in an increase in stiffness, non-recoverable compliance, and rutting resistance—but also show a substantial decrease in the fatigue cracking resistance and loss of low temperature grade with an increase in recycled binder content. This is especially true when using a substitute binder grade that is two high temperature grades below the specified binder or using RAP with recycled asphalt shingles (RAS). The low temperature properties of the recycled binder from RAP can vary significantly from one source to another and have a significant effect on the properties of the binder and mixture. These results suggest that the substitute binder should have no more than one high-temperature grade lower than the specified binder and preferably also one low-temperature grade lower than the specified binder. The quality of the RAP from the specific source and interactions with the rejuvenator must also be evaluated on a case-by-case basis. This project developed fast and effective methods for such evaluation.]]></description>
      <pubDate>Mon, 28 Sep 2020 09:39:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1739085</guid>
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