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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>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>
    </item>
    <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>Investigation of the Adhesion Properties of Bituminous Emulsion on Flexible Pavements</title>
      <link>https://trid.trb.org/View/2344469</link>
      <description><![CDATA[In chip seal or micro-surfacing construction, asphalt emulsions are generally used quite successfully and extensively. However, there are many documented cases where emulsion takes an excessively long time to cure, and so good bonding is delayed. This contributes to shelling the stones from the surface of the ground, sometimes within a few days or even hours after completion. Both forms of deficiencies cut deeply into the budget for highway maintenance / resurfacing. The research project presented here was developed to study the adhesion properties of different bituminous emulsion on different asphalt pavement surfaces. Three different emulsions were tested on a single hot mix asphalt surface mix. The surface mix was made with four different bitumens to test the interaction between different binders. Adhesion strength was calculated between asphalt pavement and the bitumen emulsions by using a Pneumatic Adhesion Tensile Testing Instrument also known as PATTI. Adhesion tests were performed on dry and wet cured specimens. Tests were also performed on mixes that were artificially aged in the laboratory. The results have shown that the bonding strength observed with emulsion differs according to time, to the substrate and according to the cure (wet or dry). The PATTI test was useful to differentiate adhesion characteristics between different emulsion and between different surfaces. It shows that the interaction between the emulsion and the substrate should be studied in more details.]]></description>
      <pubDate>Wed, 28 Feb 2024 14:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344469</guid>
    </item>
    <item>
      <title>Evaluation of Low and High Temperature Performance of Asphaltenes Modified Stabilized Base Course</title>
      <link>https://trid.trb.org/View/2344465</link>
      <description><![CDATA[Pavement service life performance depends on the quality of underlying soils and sub-layers such as base courses. Recently, providing enhanced long-term performance has become a concern for the road industry. Stabilization of the base course using an asphalt emulsion is one method for pavement quality enhancement in order to have adequate response to traffic loading during service. In this study, the application of asphaltenes modified asphalt emulsion to granular base course aggregates is studied. Asphaltenes derived from Alberta oil-sand bitumen is a waste material with no significant existing economic value, but has the potential for beneficial application in the road industry. Modified mixes were prepared by adding different amounts of asphaltenes in dry powder form to an asphalt emulsion, which was then mixed with aggregates at ambient temperatures. Low-temperature performance properties of the mixtures was investigated using the Indirect Tensile test (IDT) while Hamburg wheel-tracking testing evaluated the high-temperature properties. The results of this study indicate that the addition of asphaltenes to an asphalt emulsion stabilized mix significantly improved rutting resistance with a slight increase in moisture sensitivity. However, the IDT test results revealed that the modified mixes were more prone to low-temperature cracking compared to the unmodified mixes.]]></description>
      <pubDate>Wed, 28 Feb 2024 14:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344465</guid>
    </item>
    <item>
      <title>Testing Tack Coats for Curing, Tracking and Bond Strength</title>
      <link>https://trid.trb.org/View/2319929</link>
      <description><![CDATA[Asphalt emulsion is the most widely used tack (bond) coat material in the United States. The main objective of this study is to investigate factors that may affect the curing time, tracking performance, and bond shear strength of asphalt emulsion tack coats. The effect of critical factors including emulsion type, humidity, curing temperature and time residual application rate and dilution rate on the curing time and tracking performance of different tack coats were investigated using mass loss measurements, wheel tracking, and Interlayer Shear Strength Testing, respectively. Results show that the tracking performance is mainly dependent on the rheological properties of the residue and only marginally on the curing rate. Results of the shear bonding study yielded a direct relationship between the roughness (texture) of the existing surface and-the interlayer shear strength between two surfaces and that even when no tack coat is used in the interface, considerably high shear strength is measured in the laboratory. Findings from the study question the value of shear testing in the laboratory while the tracking and curing findings can be used to modify the existing tack coat specifications and allow better handling of tracking and timeliness of opening for traffic during construction.]]></description>
      <pubDate>Tue, 30 Jan 2024 14:00:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2319929</guid>
    </item>
    <item>
      <title>Performance Comparison of CIR and CIREAM in Ontario</title>
      <link>https://trid.trb.org/View/2301615</link>
      <description><![CDATA[In 2003, the first trial of Cold In-Place Recycled Expanded Asphalt Mix (CIREAM) was constructed adjacent to a Cold In-Place Recycling (CIR) mix on Highway 7, east of Perth, Ontario. The major difference between the two processes is that CIR uses emulsion and CIREAM uses foamed asphalt as binding agent. From this successful trial, CIR and CIREAM have become established cold recycling pavement treatments used by Ministry of Transportation Ontario (MTO). After 20 years in service, this section of highway has reached its end of lifecycle. Continuous performance monitoring of these two sections have been performed over the years. Laboratory testing was carried out to determine the resilient modulus and indirect tensile strength (ITS) of the mixes. Falling Weight Deflectometer (FWD) testing was carried out to monitor the performance, and Ultrasonic Pulse Velocity (UPV) testing was completed to assess the overall quality of the mixes. In addition, typical pavement condition performance monitoring was done using the Ministry’s Automated Road Analyzer (ARAN). This paper summarizes the pavement performance conditions and the results over the years and provides documentation of the end of lifecycle of the two sections. The results confirmed both CIR and CIREAM are performing similarly after 20 years of service.]]></description>
      <pubDate>Mon, 04 Dec 2023 16:47:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301615</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>An Experimental Study to Investigate the Effect on Tensile Strength and Dynamic Modulus of the Addition of Portland Cement to Cold In-Place Recycled Asphalt Using Indirect Tensile and Dynamic Modulus Tests</title>
      <link>https://trid.trb.org/View/1682664</link>
      <description><![CDATA[Cold In-Place Recycling (CIR) is an established pavement rehabilitation technique that involves reusing an existing asphalt pavement. The process generally utilizes 100% Reclaimed Asphalt Pavement (RAP) that is mixed with an emulsified asphalt. In this study, which is a project in partnership with the Ontario ministry of Transportation and various industry partners in Ontario, CIR mixes with a slow setting emulsion were prepared in the Centre of Pavement and Transportation Technology (CPATT) Laboratory at the University of Waterloo. In order to study the effect of Portland cement on the mechanical properties of Cold in Place Recycling, different percentages of Portland cement (0%, 0.25%, 0.5%, 0.75%, 1.5% and 3%) were added to the mixes. The mixes tested using the Indirect Tensile and Dynamic Modulus Tests to determine the strength and stiffness of the mixes. Furthermore, the moisture susceptibility was controlled by conditioning the specimens for 24 hours at 25 degrees Celsius. The results showed that increasing the percentage of Portland cement lead to an increase in the strength and the stiffness of the CIR mixes.]]></description>
      <pubDate>Tue, 04 Feb 2020 14:58:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1682664</guid>
    </item>
    <item>
      <title>Expanded Asphalt Stabilization on the Trans-Canada Highway in Ontario</title>
      <link>https://trid.trb.org/View/1657692</link>
      <description><![CDATA[The first Ministry of Transportation Ontario contract using expanded or “foamed asphalt” involved recycling 22.5 km of flexible pavement on Highway 17, south of Wawa, in 2001. Expanded asphalt was selected as the rehabilitation treatment due to a lack of aggregate availability in the area.  An end result specification for expanded asphalt stabilization was developed for this demonstration project.  The existing hot mix asphalt (HMA) and granular base were reclaimed, re-graded and compacted. Expanded asphalt stabilization was carried out to a depth of 150 mm. The expanded asphalt operation proceeded well, providing a smooth, hard, uniform surface suitable to accommodate detour traffic. Following a two-day curing period, the stabilized base was overlaid with 80 mm HMA.  Falling weight deflectometer (FWD) testing was carried out prior to and following construction. Normalized deflections were compared and the structural capacity of each pavement layer was evaluated by back-calculating the results. The expanded asphalt stabilization was found to have a resilient modulus of 1395 to 1645 MPa and a granular base equivalency of 1.50 to 1.58.  This paper presents the innovative design and construction details of this demonstration project and discusses quality assurance, FWD test results and short term post-construction monitoring.]]></description>
      <pubDate>Mon, 07 Oct 2019 14:54:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1657692</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>
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