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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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    <item>
      <title>Laboratory characterisation of foamed bitumen stabilised recycled material blends</title>
      <link>https://trid.trb.org/View/2427538</link>
      <description><![CDATA[There is an increasing focus on the use of recycled materials as a replacement for high-quality aggregates for pavement applications. Foamed bitumen stabilisation has been growingly employed in pavement construction and rehabilitation treatment. However, the potential use of recycled materials for foamed bitumen stabilisation (FBS) has not been well studied. The objective of this paper is to investigate the mechanical properties of recycled material blends treated with foamed bitumen using a range of laboratory experiments. Eight recycled host material blends were selected for the laboratory assessments, comprising of three recycled crushed concrete (RCC) types; 100% RCC, 70% RCC and 40% RCC blends. RCC proportions were replaced by other recycled materials (reclaimed asphalt pavement, recycled crushed brick, and recycled crushed glass) to produce additional blends. The laboratory investigation included indirect tensile modulus (ITM), indirect tensile strength (ITS) and unconfined compressive strength (UCS) tests on foamed bitumen stabilised materials and cured at two durations. Assessing laboratory test results against the Queensland Department of Transport and Main Roads specification requirements for FBS has shown that foamed bitumen stabilisation of recycled host material blends can meet the mix design requirements. This work shows that recycled materials are a viable option that can be enhanced with foamed bitumen for pavement applications. However, due to the complexities of the various properties of any given recycled material blend on the mix design process, it is recommended that individual mix designs be performed for FBS RCC blends to ensure suitability and success of treatment in pavements. If the due mixture design processes are followed, it is expected that reduced usage of scarce resources will lead to significant environmental and cost benefits.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:19:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427538</guid>
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    <item>
      <title>Foamed bitumen stabilisation of basecourse on Brand Highway, Western Australia</title>
      <link>https://trid.trb.org/View/2427514</link>
      <description><![CDATA[Brand Highway (H004) forms part of a major road network linking Perth with the regional centre of Geraldton and the North-West of Western Australia. The Highway is a strategic restricted access vehicle (RAV), Category 7 freight route, as well as a local access between town sites and rural access areas. Brand Highway has been constructed in various stages from 1962 using a variety of locally-sourced materials such as crushed limestone, laterite and crushed granite in the subbase and basecourse layers. The section that was investigated as part of the initial project is situated between SLK 4 and SLK 50, directly north of the Muchea Road Train Assembly Area. The posted speed of this section of road is 110 km/h and it consisted of a two lane, two-direction bituminous sealed surface with 3.5 m lane widths. Sealed shoulder widths varied from 0.5 m to 1.5 m. Apart from the geometric improvements required to widen the surface width to include a 1.0 m wide median strip for riding quality and safety reasons, one of the project objectives was to increase pavement life expectancy with a cost-effective rehabilitation design. In situ recycling of 250 mm of the existing basecourse and subbase layers together with 50 mm imported crushed rock to facilitate shape correction and improve drainage, using foamed bitumen and lime proved to be the optimum solution. This paper will give an overview of the pavement rehabilitation design conducted, describe the construction methodology followed and quality control testing conducted on site.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427514</guid>
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    <item>
      <title>Use of foamed asphalt and foamed bitumen for recycled asphalt mixtures: a review</title>
      <link>https://trid.trb.org/View/2348517</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 05 Mar 2024 13:48:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348517</guid>
    </item>
    <item>
      <title>Review of the design, characterisation and production of foamed bitumen stabilised base courses for pavement construction</title>
      <link>https://trid.trb.org/View/2112888</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 06 Feb 2023 15:42:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2112888</guid>
    </item>
    <item>
      <title>Characterisation of fatigue performance in foamed bitumen stabilised materials for pavement design</title>
      <link>https://trid.trb.org/View/1938176</link>
      <description><![CDATA[This thesis examines the behaviour of foamed bitumen stabilised road pavements through laboratory and field testing. Based on the experimental observations, it develops analytical procedures for more rational foamed bitumen pavement design. The thesis highlights that new design method is superior to existing approaches since it can transfer the laboratory results to the field behaviour considering both environmental and traffic load conditions.]]></description>
      <pubDate>Mon, 04 Apr 2022 15:44:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1938176</guid>
    </item>
    <item>
      <title>Fatigue performance of foamed bitumen stabilised pavements under full-scale accelerated loading</title>
      <link>https://trid.trb.org/View/1938171</link>
      <description><![CDATA[This report presents the findings of a project that evaluates the fatigue performance of foamed bitumen stabilised (FBS) pavements under accelerated loading. Using accelerated pavement testing, the project evaluated three FBS host materials (100% crushed rock and two blends with 50% reclaimed asphalt pavement, and 80% previously cemented material). Each host material was stabilised with 3% bitumen and 2% hydrated lime. Accelerated loading cumulated over 3.6 million axle passes applied through a dual-wheel assembly initially loaded to 40 kN, and later increased to 60 kN. The inclusion of 50% RAP increased the fatigue performance without detrimental effect on rut resistance. Whilst the average field fatigue performance of the previously cemented stabilised mix was similar to that of 100% crushed rock, performance variability needs further consideration on a risk-based basis for highly stressed applications. This report proposes a new definition for FBS design modulus and developing improved in-service fatigue relationships for structural thickness design of FBS layers. These relationships will utilise new laboratory fatigue relationships together with laboratory-to-field shift factors developed to reflect in-service performance.]]></description>
      <pubDate>Mon, 04 Apr 2022 15:44:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1938171</guid>
    </item>
    <item>
      <title>Laboratory fatigue characterisation of foamed bitumen stabilised materials</title>
      <link>https://trid.trb.org/View/1925771</link>
      <description><![CDATA[This report documents a project to develop a new laboratory fatigue relationship to predict the performance of foamed bitumen stabilised (FBS) materials. The project focused on extensive laboratory experiments including indirect tensile testing and flexural testing to determine the modulus, strength, and fatigue characteristics of FBS samples prepared and cured in the laboratory (cylinders and beams). A comprehensive testing program and procedures to measure and analyse the fatigue life of FBS materials were developed. Five different host materials were selected for the laboratory investigation including three crushed rocks and two recycled blends (i.e. reclaimed asphalt pavement and previously cement-treated material). The fatigue relationships were derived for each individual mix using strain-based and stress-based analyses. The results showed that the average strain damage exponent of the tested mixes is 7.8 and suggested that a combination of different properties that were found to be correlated to fatigue performance can provide a means of predicting the fatigue life for different FBS mixes. New laboratory fatigue relationships were developed for the FBS materials using regression analysis of a wide range of data obtained from different phases of the laboratory testing. The fatigue lives of the mixes were then predicted using the developed models. The predictions using the strain-based relationship showed a generally acceptable conformity with the laboratory-measured data. A slightly lower prediction quality was found for the stress-based relationship. However, the predicted life from the stress-based analysis was still in reasonable agreement with the FBS measured fatigue life with limited exceptions.]]></description>
      <pubDate>Thu, 10 Mar 2022 08:43:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925771</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>The use of geopolymer as supplementary binder in foamed bitumen stabilisation</title>
      <link>https://trid.trb.org/View/1655077</link>
      <description><![CDATA[Foamed bitumen recycling is a proven solution for the rehabilitation of heavily trafficked pavements that have reached their use by dates. Despite quick lime has become the preferred supplementary binder for foamed bitumen (FB), it does not work well as a slow-setting binder in hot climates. Additionally, the powdered form of lime can be easily airborne, hence causing safety and health issues. This paper presents a preliminary study undertaken to examine the use of a geopolymer, as a substitute for lime in foamed stabilisation of a Reclaimed Asphalt Aggregate (RAP). In the study, sodium silicate was mixed with fly ash and RAP (at optimum moisture content) at varying concentrations ranging from 2.5% to 6% by mass of RAP. The use of a geopolymer containing fly ash was also as an attempt to utilise the waste product, which is abundantly available in Australia. The blend containing 4.5% of geopolymer resulted in unconfined compressive strength, which is comparable to that with 3% lime. The lime stabilised blends showed no significant strength variation under different curing temperatures, whereas the geopolymer blends showed strength increase at higher temperatures during the accelerated curing. Subsequent foamed bitumen stabilisation of the geopolymer blends indicated that the resilience modulus could be maximised at 4% geopolymer. Considering the promising results, further studies on geopolymer as a supplementary binder in FB stabilisation with sodium hydroxide as an additional accelerator are warranted.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655077</guid>
    </item>
    <item>
      <title>Fatigue behaviour of foamed bitumen stabilised materials tested under the accelerated loading facility</title>
      <link>https://trid.trb.org/View/1655065</link>
      <description><![CDATA[The fatigue behaviour of foamed bitumen stabilised materials has been assessed with the Accelerated Loading Facility (ALF). A foamed bitumen stabilised materials test pavement consisting of three test sections was constructed over a specially designed support. These included a control section made with a class 3 20 mm crushed rock (granite), a section containing 80% previously cement treated material and section containing 50% RAP. All the test sections were stabilised 3% foamed bitumen and 2% hydrated lime. The three lanes of the test pavement were trafficked with ALF of the Australian Road Research Board (ARRB). The support was designed to encourage fatigue to occur under 40 kN loading from the ALF machine. The three test strips have now been trafficked for 500,000 cycles, made up of 286,000 cycles at 40 kN and 214,000 cycles at 60 kN. After 500,000 load cycles, no sign of visual distress has been observed. A number of pavement monitoring interventions have been carried out. This paper reports the analysis of the Falling Weight Deflectometer (FWD) measurements that have been carried out on the test pavement. These measurements have been used to back-calculate the modulus values of the foamed bitumen stabilised materials in both the trafficked lanes and the adjacent untrafficked sections. This has allowed the drop in modulus due to traffic loading to be calculated. At this stage the main conclusion is that all the foamed bitumen stabilised materials have performed better than expected. However, it is difficult to make firm conclusions on their relative performance.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:32:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655065</guid>
    </item>
    <item>
      <title>Meso-scale rheological characteristics of foamed bitumen mixtures with high RAP content</title>
      <link>https://trid.trb.org/View/1602613</link>
      <description><![CDATA[This thesis is concerned with the use of the Dynamic Mechanical Analysis (DMA) testing technique as part of a comprehensive experimental methodology to evaluate the rheological response of foamed bitumen mixtures produced by the traditional mechanical foaming technique, and by the incorporation of a foaming additive based on zeolite minerals commonly used in warm mix technologies, and their behaviour in the production of mixtures containing high RAP content (i.e. 50% by total weight). In this study, FAM is defined as a combination of bitumen, with mineral aggregates of particles size smaller than 1 mm. Initially, the rheological characteristics of the FBMs produced with both foaming technologies were studied. This was followed by the evaluation of the rheological response of these mixtures with RAP material. In all cases, this evaluation included the effect of production temperature for half-warm (i.e. mixing temperatures of 90oC), warm (i.e. mixing temperatures of 120oC), and hot processes (i.e. mixing temperatures of 160oC). The present work was also intended to evaluate how the fundamental rheological properties of these FAM FBMs with RAP material are affected by several environmental conditions, such as the combined effects of water and oxidative ageing. This was achieved by applying two conditioning procedures including the BS EN 12697-12:2008 with further conditioning in a 60oC water bath at different times, and the Saturating Ageing Tensile Stiffness (SATS) protocols. It was found that in the presence of moisture and high temperature environments, the age-hardening related effects dominated the response of the FAM materials. These effects are believed to be linked to the fact that the FAM type mixtures contain more bitumen and smaller size voids compared to the full asphalt mixtures, which could impact the rate at which moisture can reach the inner portion of the testing specimens, whereas high temperatures certainly lead to some ageing and stiffening of the materials.]]></description>
      <pubDate>Tue, 30 Apr 2019 09:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1602613</guid>
    </item>
    <item>
      <title>Deformation performance of foamed bitumen stabilised pavements under full-scale accelerated loading</title>
      <link>https://trid.trb.org/View/1595680</link>
      <description><![CDATA[This report details the first phase of Austroads project TT2046 Improving the Cost Effectiveness of Foamed Bitumen Stabilised Pavements which evaluated the deformation performance of foamed bitumen stabilised materials. The project assessed a crushed rock and a 50% reclaimed asphalt pavement blend under accelerated loading using the ARRB accelerated loading facility. Early-life performance was investigated by trafficking two days after construction and sealing. The performance was also evaluated after at least three months of curing. The deformation characteristics were measured with the test pavement heated to around 40 °C at mid-depth to simulate warm weather conditions. The performance of the cured pavement was benchmarked by testing an asphalt test section of known field performance. For both conditions the accelerated loading facility was equipped with a dual-wheel assembly loaded to 50 kN. The main findings were: 1. The test pavement showed limited pavement surface deformation and low deformation rates under accelerated loading for both the early-life and cured conditions. 2. When tested at the same temperature, the 50% RAP did not impact significantly on the performance of the pavement. 3. The foamed bitumen stabilised pavements performed well compared with the asphalt control. The project concluded the overall good deformation performance of the foamed bitumen stabilised materials. Subsequent laboratory wheel-tracking tests will be performed to confirm the finding at higher temperature.]]></description>
      <pubDate>Thu, 28 Mar 2019 09:37:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595680</guid>
    </item>
    <item>
      <title>Foamed bitumen base for airport pavements</title>
      <link>https://trid.trb.org/View/1538133</link>
      <description><![CDATA[Foamed bitumen base (FBB) is bitumen stabilised base course material that relies on the foaming of a stream of hot bitumen upon contact with water, producing a workable material at ambient temperature.  The base course material can be new crushed rock or an existing granular base course material, with the fines content critical to performance.  The production of FBB can be performed in-situ (with a pulveriser/stabiliser) or ex-situ (in a specialised pugmil).  The rapid trafficability and high modulus of FBB provides significant benefit for expedient airport pavement upgrade works.  Since 2010, Australian airports have used FBB to expediently strengthen and expand airport pavements, as well as improve the moisture resistance of marginal base courses, in Western Australia, the Northern Territory, Queensland and Victoria.  Although generally successful, a range of challenges have arisen.  It is expected that increased use of FBB in airport pavement works will result from further research to improve the understanding of FBB characterisation and performance.  Therefore, further research is recommended to better align laboratory curing regimes with field curing conditions, compare in-situ and ex-situ production processes, determine the sensitivity of early life trafficability to production moisture content and to investigate the application of FBB to highly plastic base course materials for improved moisture resistance.]]></description>
      <pubDate>Thu, 23 Aug 2018 14:30:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538133</guid>
    </item>
    <item>
      <title>Design and performance of foamed bitumen stabilised pavements</title>
      <link>https://trid.trb.org/View/1538098</link>
      <description><![CDATA[There is a need to improve the Austroads procedures for mix design and structural design of foamed bitumen stabilised (FBS) materials. This final report summarises the mix design test methods developed within the context of an Austroads mix design process. The report details the construction and performance monitoring of six trial sections. It was observed that cracking was the predominant distress type and that pavement thickness design needs to consider FBS fatigue. The observed fatigue lives were reasonably consistent with the predictions of the Austroads interim method. Generally, rutting and shape loss are not dominating performance, even when the host material stabilised includes 20% recycled asphalt.]]></description>
      <pubDate>Thu, 23 Aug 2018 14:22:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538098</guid>
    </item>
    <item>
      <title>Structural design of pavements incorporating foamed bitumen mixtures</title>
      <link>https://trid.trb.org/View/1513158</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 21 May 2018 10:11:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1513158</guid>
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