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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>
    <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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      <title>Sustainable anti-skid granules from recycled construction waste with controlled salt release for eco-friendly winter road maintenance</title>
      <link>https://trid.trb.org/View/2693971</link>
      <description><![CDATA[Winter road icing severely threatens traffic safety and increases accident risks, while traditional deicing salts and anti-skid sand often cause secondary environmental pollution and low efficiency. To address these issues, this study develops sustainable anti-skid granules (SAGs) fabricated from recycled construction waste, including steel slag, recycled concrete powder, ground granulated blast furnace slag, and phosphogypsum. The aim is to create a material that integrates both effective deicing and enhanced surface friction, offering a more sustainable solution compared to traditional methods. The SAGs feature a core–shell structure in which steel slag provides mechanical strength, and the alkali-activated shell composed of nanoporous calcium silicate hydrate (C–S–H) enables salt adsorption and controlled release. Multiscale experimental analyses, including SEM, XRD, and adsorption–release tests, were performed to evaluate their structural, physical, and functional properties. The optimized SAGs formulation exhibited low wear rate (15.77%), reduced water absorption (6.78%), and high long-term deicing efficiency (43.67 wt%). Furthermore, the selective ion adsorption and diffusion within C–S–H nanopores govern the pressure-responsive salt release mechanism, highlighting the sustained deicing behavior of the SAGs over time. This work provides a green, durable solution for winter road maintenance, converting industrial waste into high-performance anti-skid granules and offering practical applications for eco-friendly pavement maintenance and low-carbon transportation infrastructure.]]></description>
      <pubDate>Fri, 24 Jul 2026 08:40:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693971</guid>
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    <item>
      <title>CMA: De-Icing Without Damage [video]</title>
      <link>https://trid.trb.org/View/2727291</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) moves forward with calcium magnesium acetate (CMA) as a de-icing alternative to salt, due to the environmental impacts of salt. Lake Tahoe is featured as a case study.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:48:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727291</guid>
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    <item>
      <title>Development of a road snow and ice condition model considering deicing agent and passing vehicles</title>
      <link>https://trid.trb.org/View/2686755</link>
      <description><![CDATA[A model for predicting road snow and ice conditions that takes into account the effects of deicing agent application and passing vehicles (an RSIC-SV model) was developed in this study for predicting the state of snow and ice on roads. This model was created by taking into account the effects of mechanical snow removal and deicing agent application, and the thermal and physical effects of passing vehicles. The entrainment of snow and ice on roads by passing vehicles, which was quantitatively evaluated through field tests in this study. The factors in developing the model were heat balance, air volume balance, and mass balance of water/ice/solid-phase salt/liquid-phase salt. Field observations were conducted to compare measured values and analytical values related to the conditions of snow and ice on roads. Then, the accuracy of the model's predictions of snow and ice conditions on the road was verified.Consequently, the entrainment flux due to the passing of a small truck or a passenger car was formulated by using the thickness of the snow-and-ice layer on the road. Additionally, it was proved that the application of a deicing agent and entrainment by passing vehicles were anthropogenic factors that could not be ignored in analyzing the conditions of snow and ice on the road. The RSIC-SV model had an analysis accuracy of up to 70%.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686755</guid>
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    <item>
      <title>Closing the chloride loop: Halophyte biomass for circular road salt management</title>
      <link>https://trid.trb.org/View/2713193</link>
      <description><![CDATA[Road salt contamination is an increasing environmental concern in cold-climate cities, where repeated applications lead to long-term chloride accumulation in soils and waterways. Salt-tolerant vegetation (i.e., halophytes) can help intercept this chloride, but the resulting salt-laden biomass presents a secondary management challenge. This study evaluates the feasibility of recovering chloride from the biomass of the grasses Panicum virgatum and Sporobolus michauxianus using two water-based leaching approaches. Passive rinsing removed up to 70% of chloride at high water volumes, while active leaching achieved near complete (≈100%) recovery with fourfold less water. Based on plant densities and tissue chloride concentrations measured at a Canadian field site, preliminary estimates indicate that halophyte stands could recover 4–21 g Cl⁻/m² annually, comparable to the salt applied during a single winter road treatment. To our knowledge, this study is the first to demonstrate a scalable approach to reclaim road salt from phytoremediation biomass. Scaling considerations—including biomass collection and transport, volume reduction, dewatering, pre-treatment, water reuse, and brine concentration—suggest that the system could be integrated into existing vegetation management infrastructure. Life-cycle assessment and cost-benefit analysis are significant next steps. Implementing circular biomass-based salt recovery could reduce salt procurement, improve resilience to supply disruptions, and support more sustainable winter maintenance practices.]]></description>
      <pubDate>Tue, 16 Jun 2026 17:50:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2713193</guid>
    </item>
    <item>
      <title>Field Study to Determine Salt Usage Efficiency and Transport to the Surrounding Environment on Two Pavement Types</title>
      <link>https://trid.trb.org/View/2711630</link>
      <description><![CDATA[The purpose of this study was to collect and analyze field data to determine whether winter salt applications on Open Graded Friction Course (OGFC) and Dense Graded (DG) pavement types are appropriate, deficient, or excessive. The study aimed to provide the Massachusetts Department of Transportation (MassDOT) with evidence-based guidance for optimizing winter maintenance practices for these pavement types.  MassDOT had a unique opportunity to investigate salt usage efficiency on both pavement surfaces at an existing field site located consecutively along I-95 (Rt. 128) southbound in Needham, Massachusetts. The methodology for evaluation of both pavement types, with respect to winter maintenance, included: field site instrumentation, documenting winter maintenance activities at the field location, direct friction measurements, analysis of crash data, photograph comparison, and data analysis.  The overall combined data analysis could not be completed as there were gaps in a crash data and photographs. The winters of 2023-2024 and 2024-2025 were less harsh than historically anticipated for the region, thus yielding limited data to analyze. In fall 2024 the research team proposed a no-cost time extension so that another winter of data could be collected, but there was no formal response to that extension request.  The internet based survey showed that only 12.5% of respondents currently place OGFC in their state. The reasons noted for opting not to use OGFC included snow and ice concerns, durability issues, project failures, cost, and poor performance issues.  Limited field instrumentation data combined with winter maintenance treatment application data indicated that the OGFC and DG pavement surfaces responded similarly to the winter maintenance in terms of pavement temperature and friction (base d on data from both invasive and non-contact sensors). The safety implications related to winter maintenance activities for both OGFC and DG pavement types could not be investigated due to incomplete crash data and limited direct friction measurements. No changes could be recommended to winter maintenance treatment application rate for either pavement type based on this study. Generally the data collected in this study indicated OGFC and DG pavement types perform similarly when the same winter maintenance was applied.]]></description>
      <pubDate>Mon, 08 Jun 2026 08:32:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711630</guid>
    </item>
    <item>
      <title>Concentration Preserving Deicing Solutions for Higher Ice Melting</title>
      <link>https://trid.trb.org/View/2701276</link>
      <description><![CDATA[Chloride-based brine deicers are widely used to maintain winter roadway safety, but their performance drops in extreme cold as meltwater dilutes the brine, and their runoff accelerates concrete deterioration, rebar corrosion, and ecological harm. This report investigates sustainable, high-performance deicing formulations that enhance low-temperature ice melting while limiting infrastructure damage and preserving pavement friction. Both concentration-preserving and oversaturated deicing formulations have been considered. Superabsorbent polymers (SAPs) and corn-derived polyols were used to prepare concentration-preserving and oversaturated deicing formulations, respectively. Superabsorbent polymers (SAPs) are introduced to brines to retain meltwater and sustain salt concentration at the ice–solution interface. Their swelling behavior is quantified using both bulk absorption tests and optical microscopy with 3D reconstruction of individual particles in distilled water and saline solution, revealing strong particle-size dependence and rapid uptake primarily within the first five minutes. Deicer performance is evaluated through freezing-point depression and ice-melting capacity tests at 0, −10, −20, and −30 °C using controlled laboratory setups. The results showed that adding 5% large-particle-sized SAPs increased ice-melting capacity by up to 80% compared to the brine solution at − 30°C. This improvement in ice-melting capacity occurred by preserving the salt concentration in the SAPadsorbed water. Corn-derived polyol additives (erythritol and xylitol) are assessed in salt brines for freezing-point reduction and enhanced melting, achieving freezing points near −37.5 °C and improved ice-melting capacity at subzero temperatures relative to conventional brines. Skid resistance is evaluated using British Pendulum testing on asphalt and Portland cement concrete, showing negligible friction loss with optimized SAP brine formulations and comparable or slightly improved skid resistance with select polyol brine mixtures. Corrosion mitigation is evaluated for low-carbon, high-strength steel exposed to aggressive chloride environments using visual inspection and potentiodynamic polarization tests. Polyols act as mixed-type inhibitors that adsorb onto steel surfaces, markedly reducing corrosion rates. Overall, the results demonstrate that tailoring the additive type, concentration, and SAP particle size can simultaneously improve extreme-cold deicing effectiveness, maintain skid resistance, and reduce chloride-driven corrosion.]]></description>
      <pubDate>Mon, 18 May 2026 10:59:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701276</guid>
    </item>
    <item>
      <title>Flammability Characteristics of TKS Anti-Icing Fluid</title>
      <link>https://trid.trb.org/View/2694508</link>
      <description><![CDATA[TKS anti-icing fluid is being used in a variety of platforms to provide anti-/deicing capability for smaller commercial aircraft. The flammable liquid is comprised of 85 percent ethylene glycol, 10 percent water, and 5 percent isopropyl alcohol, and questions about its potential hazards have been raised. These hazards include, but are not limited to, the heating of small puddles of fluid that were either spilled or leaked, dripping of the fluid on hot surfaces, and the contact of the fluid mist with ignition sources. Simple tests were performed to allow for a more basic characterization of the TKS anti-icing fluid flammability. These tests were (1) an ASTM D 56-87 flash point test, (2) a hot-pan flammability test, (3) a hot-surface ignition test, and (4) a spray flammability test. As expected, TKS anti-icing fluid is flammable under the correct conditions. The flash point was found to be approximately 150°F, but the fluid appears to have a very low energy release when reacting. The fluid will burn if heated in a pan to approximately 250°F and subjected to an ignition source, but burns relatively cool. When dripped onto a hot surface, the fluid does not react but will probably display relatively violent characteristics if heated in a confined space above 750°F (approximate autoignition temperature). The fluid will burn in a mist at ambient temperature and pressure when exposed to a flame, but will not sustain a reaction when the flaming ignition source is removed. Only sporadic ignitions (no fireball) confined to small areas were observed when the mist was ignited with a spark.]]></description>
      <pubDate>Tue, 12 May 2026 10:25:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694508</guid>
    </item>
    <item>
      <title>Long Short-Term Memory Modeling of Road Surface Grip for Salt Application in Winter Roadway Maintenance</title>
      <link>https://trid.trb.org/View/2645432</link>
      <description><![CDATA[Road surface grip during snowstorms is critical for traffic mobility and safety. It is important to incorporate surface grip as a quantitative indicator for effective decision-making in winter roadway maintenance. However, the timing of salt application and its influence on grip are rarely considered in decision-making to improve the efficiency of winter maintenance. To address this gap, data-driven approaches were developed to predict road surface grip (friction) for salt application in winter roadway maintenance. An advanced recurrent neural network (RNN) model, long short-term memory (LSTM), was developed with hyperparameter tuning. The LSTM model considers sequential effects of surface temperature, atmospheric condition, and salt application on the time-dependent evolution of road surface grip. Sensitivity analysis results show that road surface grip changes to a higher level more quickly when a 50–100 lb/mi higher salt application rate is applied as compared to current practice. The interaction effects of salt application and climate condition on road surface grip were further analyzed. It was found that the grip change became more sensitive to salt application rate when road surface temperatures were 4°C lower. The use of the LSTM model enables event-based decision-making for salt application in winter roadway maintenance.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645432</guid>
    </item>
    <item>
      <title>The chemical evolution of tributaries to Lake George (Essex County), New York (USA), 1970–2024: Recovery from acidic atmospheric deposition and the impact of road salt</title>
      <link>https://trid.trb.org/View/2661986</link>
      <description><![CDATA[Acidic atmospheric deposition from air pollution (elevated sulfate, nitrate) and salinization from highway deicing (normally sodium chloride) have significant impacts on terrestrial and aquatic ecosystems. Lake George, New York (USA), is the largest waterbody totally within the Adirondack Park, a U.S. region identified by the National Acid Precipitation Assessment Program as containing surface waters sensitive to acidification. Lake George also is typical of temperate lakes at risk for elevated sodium and chloride concentrations from winter deicing. We evaluated the ionic composition of 18 Lake George tributaries using >4300 samples, intermittently collected from 1970 to 2024. Sulfate, in response to the Clean Air Act and Amendments, declined above road salting areas, reaching “steady state” about 2019 for sulfate (a 90% decline) and base cations. Chloride from road salt has increased irregularly, starting before 1970. Watershed soil accumulated considerable Na⁺ during ion exchange by 2016, displacing Ca⁺², Mg⁺², and K⁺ from soils to Lake George. This trend then reversed as total (Ca⁺² + Mg⁺² + K⁺) declined more than Na⁺, which converged on Cl⁻. Consequently, the Ca⁺², Mg⁺², and K⁺ concentrations in Lake George now are being diluted but remain elevated. Continued salt loading since before 1970 has resulted in soil depletion of exchangeable Ca⁺², Mg⁺², and K⁺, even as Na⁺ and Cl⁻ declined from reduced salt use. Base cations in runoff from some salt-impacted tributaries are approaching the weathering rate. Elevated Ca⁺² made Lake George susceptible to invasion by non-native bivalve species. The Lake George outlet lags behind tributary chemistry changes by a few years.]]></description>
      <pubDate>Wed, 22 Apr 2026 14:04:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661986</guid>
    </item>
    <item>
      <title>Reducing the Dependency on Chlorides and Impacts</title>
      <link>https://trid.trb.org/View/2685593</link>
      <description><![CDATA[This study examined the performance and environmental impacts of various deicing materials, assessed their short- and long-term effects on infrastructure, soil, and water quality, and identified opportunities for operational improvement within Indiana Department of Transportation's (INDOT’s) winter maintenance practices. The study used a comprehensive methodology that included an extensive literature review, a detailed survey of INDOT personnel (both field crews and supervisory staff), in-depth interviews, and rigorous statistical analysis. Additionally, a multi-criteria decision analysis framework was developed and used to evaluate alternative deicing materials based on performance, cost, environmental impact, and ease of application. The results and findings suggest that sodium chloride remains the predominant deicing agent because of its cost efficiency and wide availability, despite its significant drawbacks such as corrosion and environmental degradation. Alternatives like calcium chloride, magnesium chloride, and environmentally benign deicers offer superior performance under extreme conditions, but face challenges related to higher cost and supply limitations. The survey provided indications of the benefits of specific practices including pre-plowing and reduced driving speeds, and highlighted issues with material overuse and inconsistent application rates. The study recommends greater integration of advanced technologies, more rigorous equipment calibration, enhanced route planning, and comprehensive training of staff, and the development and adoption of standardized guidelines for leftover-salt management, to optimize winter deicing operations.]]></description>
      <pubDate>Thu, 09 Apr 2026 13:41:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685593</guid>
    </item>
    <item>
      <title>Protection of Precious Waters from Road Salt: Mitigation Through Roadside Ditch Capture</title>
      <link>https://trid.trb.org/View/2686621</link>
      <description><![CDATA[Roadway deicers are essential to the functioning of daily life in northern states in winter. After plowing, roadway salting is currently the most practical way of making safe transportation possible in winter. However, road deicer chloride (salt) has a severe negative effect on surrounding watersheds. Yet, currently no methods or procedures have been developed to capture the chloride. The situation is particularly dire where highways cross small receiving streams that are the habitat of endangered and threatened species, such as the Topeka Shiner, because the high concentration of chloride in the highway runoff does not dilute sufficiently to prevent toxicity in the hatching and juvenile rearing areas of the streams. This project developed in-ditch salt capture techniques based on mitigation of chloride migration through absorption and capture in a manufactured backfill media. Chloride mass in drainage water was observed and monitored at a range of concentrations before and after percolation through granular soil mixtures “manufactured” to capture chloride and deployed in flow-through sandbags. Absorbance of chloride was quantified by manufactured soil sandbags in ditch-deployed configurations, allowing optimization of the deployed geometry. Field test installation approaches were designed and tested for chloride capture from actual winter maintenance operations.]]></description>
      <pubDate>Thu, 09 Apr 2026 11:37:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686621</guid>
    </item>
    <item>
      <title>Fast-Track Bridge Redecking: Route 64 over Pomme de Terre Lake</title>
      <link>https://trid.trb.org/View/2235325</link>
      <description><![CDATA[The bridge over Lake Pomme de Terre was originally designed and built by the Corps of Engineers in 1962. The bridge roadway is 22'–0" wide and carries two 11' lanes. The superstructure consists of four composite continuous steel stringers (W36 x 150). There are seventeen 90'–0" spans and end spans of 76'–10". The superstructure comprises five units (a typical unit is 360' long) that are joined by a pin and hanger connection located 18'–0" from the pier. The grade of the bridge is level (0% grade). The substructure consists of two column bents with spread footings. Because of the tall pier heights, the superstructure girders are post-tensioned to the pier capbeams. Although the stringers and substructure were in good condition, the six inch composite deck was rated deficient by the owner, Missouri Department of Transportation (MoDOT), because of advanced deterioration brought on by deicing salts. Because the bridge connects the towns of Pittsburg and Nemo, and the length of the nearest detour route was 28 miles, MoDOT deemed it essential that the bridge remain in service during construction. Additionally, the local economy of these towns is very reliant on the tourism industry and most of their income is generated during the summer months.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235325</guid>
    </item>
    <item>
      <title>Dual stressors in freshwater ecosystems: A critical review of the independent and combined effects of pesticides and road salts on phytoplankton</title>
      <link>https://trid.trb.org/View/2642855</link>
      <description><![CDATA[Freshwater ecosystems rely heavily on phytoplankton, which are primary producers and play a crucial role in regulating nutrient processes. The health and productivity of phytoplankton are facing increasing threats from human-induced environmental stressors, including pesticides and road de-icing salts. The study reviews the individual and combined effects of these stressors on freshwater phytoplankton, with a focus on chlorophyll production, as well as changes in growth and biomass. Experimental and field-based studies demonstrate that pesticides disrupt photosynthesis and cause growth inhibition, while salts trigger osmotic imbalances and disrupt critical ion equilibrium. The existing research establishes that these independent stressors expose sensitive phytoplankton species to distinct threats. The combined effects of pesticides and salinity exposure on phytoplankton need further scientific investigation. The growing studies demonstrate that these stressors interact and result in synergistic or antagonistic effects. The key interacting mechanisms between these stressors include membrane permeability changes and pesticide solubility variations, combined with oxidative stress production. Phytoplankton communities exposed to compounded challenges will likely experience shifts in species composition where tolerant species dominate sensitive ones, which could affect ecosystem functions. The present review underscores the urgent requirement to explore the intricate relationships between pesticide exposure and road salt while examining their cumulative effects on freshwater habitats. Scientists need targeted studies to investigate critical knowledge gaps that encompass both long-term ecological effects and the biological mechanisms that govern stressor interactions.]]></description>
      <pubDate>Fri, 20 Mar 2026 14:47:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642855</guid>
    </item>
    <item>
      <title>Alternative Deicer Performance Characterization: Know Before the Snow</title>
      <link>https://trid.trb.org/View/2676828</link>
      <description><![CDATA[The Minnesota Department of Transportation (MnDOT) has been using alternative deicers (potassium chloride, magnesium chloride, and calcium chloride) to melt roadway ice at temperatures colder than sodium chloride can melt it alone. Using alternative deicers in brine form has been a way to leverage treatment techniques at temperatures below 15 degrees F. However, these alternative deicers have not yet had the “phase diagram” or “ice melt capacity relationship” developed to characterize their melting ability (potential and performance) by temperature and deicer concentration. Without these tools, MnDOT operators have been working on past observations, hunches and vendor recommendations, without the benefit of the science that guides their use of sodium chloride in rock salt brine. In colder regions of the state, the lack of scientific determination can be particularly troublesome as operators fight refreeze when either temperatures drop or deicer concentrations dilute down, which can result in either unsafe conditions or significantly extra material expense and environmental degradation. This project developed a phase diagram and assessed the ice melt capacity of the alternative deicer most in use by MnDOT, specifically: 1) Quantified the freeze point curve for each of ten mixtures at temperatures down to -34 degrees F; 2) Quantified the ice melting capacity for each of six mixtures at temperatures down to -20 degrees F; 3) Field tested and compared melt behavior of five mixtures, comparing performance and assessing synergies under actual winter maintenance operations.]]></description>
      <pubDate>Fri, 13 Mar 2026 08:45:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676828</guid>
    </item>
    <item>
      <title>Investigation of Salt-Releasing Behaviors of Salt-Storing Lignin Fiber and the Performance of Asphalt Mixture</title>
      <link>https://trid.trb.org/View/2639349</link>
      <description><![CDATA[This study investigated a self-developed salt-storing lignin fiber as an anti-icing additive for asphalt pavements. The sustained- salt-release capability and road performance of this material were systematically evaluated. Salt-release kinetics were quantified through conductivity measurements, while morphological changes and salt distribution within the asphalt mortar following freeze–thaw cycles were characterized using scanning electron microscopy with energy-dispersive X-ray spectroscopy. Performance assessments included rutting tests to evaluate high-temperature stability and semicircular bend tests to determine cracking resistance at low and intermediate temperatures, as well as postmoisture damage. Key findings revealed that incorporating a hydrophobic agent enabled the salt-storing fiber to achieve sustained salt release. Freeze–thaw cycling significantly altered the mortar surface morphology, inducing pits, pores, and salt aggregation. Correspondingly, single-cycle conductivity gradually decreased with increasing freeze–thaw cycles. However, by the sixth cycle, the mixture containing 100% salt-storing fiber exhibited an 88.9% higher cumulative conductivity, and the mixture with 100% commercial product (SG) showed a 94.1% higher cumulative conductivity, compared to the mixture with 50% replacement. Increased incorporation of anti-icing material reduced high-temperature performance; dynamic stability declined from 13,676 cycles/mm (0% replacement) to 9,773 cycles/mm (100% salt-storing fiber) and 8,690 cycles/mm (100% commercial product). Low- and intermediate-temperature cracking resistance exhibited nonlinear variation with higher replacement ratios. Following moisture damage, fracture toughness at low temperatures decreased notably with greater anti-icing material content, while fracture energy increased marginally.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:49:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639349</guid>
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