<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>A novel strategy for diffusion enhancement of rejuvenator in fine recycled asphalt pavement using supercritical carbon dioxide</title>
      <link>https://trid.trb.org/View/2588846</link>
      <description><![CDATA[Due to the rich binder content and high economic benefits of fine recycled asphalt pavement (RAP), efficient recycling of the oil-rich fine RAP has become increasingly critical. Unfortunately, incomplete activation of aged asphalt restricts the high content reuse of fine RAP in recycling asphalt mixture. Therefore, this study adopts a supercritical carbon dioxide (scCO₂) treatment method to enhance the diffusion of rejuvenator in fine RAP. It was found that morphological changes were observed in aged asphalt binder, aged asphalt mastic, and extracted fine RAP induced by scCO₂ at 45 ℃ and 9 MPa for 45 min. Laboratory tests on asphalt mastic, asphalt mortar, as well as asphalt mixture were performed to investigate rejuvenator diffusion efficiency. Experimental results showed that recovery of aged asphalt mastic after scCO₂ treatment was closer to that of unaged asphalt mastic, and its cracking resistance ability at low temperature was superior to that of aged asphalt mastic without scCO2₂treatment. Besides, compression strength, tension strength, shear strength, and fracture energy of asphalt mortar incorporated with scCO₂-treated fine RAP decreased compared to those of asphalt mortar incorporated with untreated fine RAP. Moreover, semi-circular bending and splitting test results showed that scCO₂ treatment improved crack resistance of recycled asphalt mixture. In addition, molecular dynamics simulation results demonstrated that rejuvenator diffusion ability was significantly improved in scCO₂ environment. The proposed method provides a new approach to make the oil-rich fine RAP more sustainable.]]></description>
      <pubDate>Thu, 18 Sep 2025 09:47:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2588846</guid>
    </item>
    <item>
      <title>Application of Low-Carbon Cement with Recycled Concrete Aggregate Fines for Enhancing Sustainability and Durability of Transportation Infrastructure</title>
      <link>https://trid.trb.org/View/2516830</link>
      <description><![CDATA[Transportation infrastructure such as pavements over weak subgrades suffer distress from cyclic environmental stressors that affect long-term serviceability and durability. Traditionally, Ordinary Portland Cement (OPC) is used to improve such soils to improve the resiliency of the pavement foundation systems. However, the production and use of OPCs are often associated with significant carbon dioxide emissions, which affects the sustainability goals of such applications. Using recycled concrete aggregate (RCA) fines (fRCA), a byproduct of the demolition of concrete structures, as a sustainable co-additive with low-carbon cement stabilizers could lead to the use of millions of tons of concrete waste that is produced annually and otherwise landfilled. Therefore, a research study was performed to evaluate the use of fRCA as a co-additive with low-carbon Portland limestone cement (PLC) stabilizer to treat problematic expansive soils through engineering studies. First, the dosage of cement and cement with fRCA was optimized using the unconfined compressive strength. Subsequently, laboratory studies, including wet-dry and freeze-thaw durability tests, were performed on untreated, PLC-treated, and PLC-fRCA-treated soil specimens after a target curing period. Ten percent PLC by dry weight of soil was determined as the required dosage for target performance, whereas 15% and 30% fRCA with a lower cement dosage were found to provide comparable performance as 10% PLC-treated soils. fRCA co-additive application was found to be effective in significantly improving both strength and durability after 7 days of curing. Overall, the application of fRCA with PLC was noted to be an eco-friendly solution to enhance the properties of problematic subgrades for effectively mitigating long-term serviceability and durability issues.]]></description>
      <pubDate>Thu, 08 May 2025 09:56:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516830</guid>
    </item>
    <item>
      <title>A comparison on the effects of coal fines and sand fouling on the shear behaviors of railway ballast using large scale direct shear tests</title>
      <link>https://trid.trb.org/View/2491549</link>
      <description><![CDATA[Railway ballast is easily contaminated by different fouling material and the fouled ballast always causes the deterioration of railway track. Many previous studies focused on the effect of a certain kind of fouling material on ballast performance, but few studies compared the influence of different fouling material. This paper presents a series of direct shear tests on the clean ballast and the fouled ballast mixed with coal fines or sand to understand the effects of different fouling material. A unified empirical model is proposed to well capture the shear stress-displacement responses of the clean and fouled ballast. Empirical equations are also obtained to characterize the variation of the nonlinear shear strength envelope of the fouled ballast with the fouling content. Based on these equations, a simple method is proposed to predict the shear strength of the fouled ballast using the shear test results of clean ballast. The measured results demonstrate significant differences between the effects of coal fines and sand on the shear behaviors of ballast, to which particular attention should be paid in order to take targeted maintenance measures for the fouled ballast. The mechanisms for the different effects of coal fines and sand are also analyzed to understand the roles that various fouling material plays in the fouled ballast.]]></description>
      <pubDate>Mon, 27 Jan 2025 08:55:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491549</guid>
    </item>
    <item>
      <title>Internal Friction Angle of Sands with High Fines Content</title>
      <link>https://trid.trb.org/View/2458978</link>
      <description><![CDATA[A comprehensive laboratory testing program that included small and large direct shear tests (DST) was performed in this study to evaluate the effect of fines content on the internal friction angle (ɸ) of sand mixed with fines, as well as the interface friction angle (δ) between sand soils mixed with fines and the concrete pile face. Small DSTs were performed to evaluate the ɸ for sand soils mixed with different fines contents (10% to 70%), different relative densities, and different moisture contents (omc, omc+2%, omc+4%, omc+6%), while large DSTs were conducted to evaluate the δ between sand soils mixed with fines and the concrete pile surface. Four different soils (Soil 2 to Soil 5) were employed to mix the original sand soil (Soil 1) with fines at different fines contents. Scanning Electron Microscope (SEM) tests were performed to examine the particle shapes and measure the roundness (R) for the different sand-fines samples. The results of DSTs showed that the ɸ and δ for the sand-fines mixtures decreased when increasing the fines content (mainly silt content), decreased when increasing the fine sand content, decreased when increasing the moisture content, and decreased when decreasing the relative density. The coefficient of interface friction between the sand soil mixtures and concrete surface ranged from 0.65 to 0.76, with an average of 0.69. A reduction factor (Ψ) was introduced and calculated to account for the effect of silt and fine sand, which represents the ratio between the interface coefficient of friction for clean sand and sand with fines content, and the results suggest that a sand mixture with approximately 60% silt or approximately 20% fine sand will reduce the interface coefficient of friction to approximately 80% of the value for clean sand. This study also focused on modifying the Schmertmann and Japan Road Association (JRA) of SPT-ɸ correlation equations and charts to estimate the ɸ considering fines content and other soil parameters. Non-linear regression analysis was performed using the fines (silt) content, fine sand content, relative density, moisture content, and R to modify the Schmertmann and JRA equations to estimate the ɸ for sand-fines mixtures. Artificial Neural Network (ANN) models were also developed to estimate the ɸ of the sand-fines mixtures. The developed regression equations were verified using two problematic sites in Louisiana with sand mixed with high fines content (mainly silts), which showed an error of ≤5% at one site and <10% at the second site. The results from selected literature and this study were also explored to provide guidelines to evaluate the threshold percentage of fines content (silt or clay) beyond which sand soils mixed with fines behave differently than clean sand with <5% fines.]]></description>
      <pubDate>Thu, 05 Dec 2024 09:38:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2458978</guid>
    </item>
    <item>
      <title>Quantifying Soil Moisture Reduction by Wicking Geotextile to Minimize Pavement Distresses</title>
      <link>https://trid.trb.org/View/2440271</link>
      <description><![CDATA[Excessive moisture in pavement foundations including base courses and subgrade is one of the major causes for pavement distresses, which often pose safety risks to vehicles and drivers and increase the cost for maintenance and reconstruction. Moisture can weaken pavement foundations and become a source for freeze-thaw problems in cold regions, which accelerate the deterioration of pavements with time. Therefore, pavement drainage is critical to pavement performance. Typical drainage systems are effective for saturated soils but become less effective or ineffective for unsaturated soils. Wicking geotextile that contains deep-grooved fibers can generate suction when in contact with water and reduce moisture in unsaturated soils. However, the effectiveness of the wicking geotextile in reducing moisture depends on several factors including the percentage of fines in soils. So far, no simple test method is available to evaluate the effectiveness of the geotextile in reducing moisture in soils including those with fines and no fines content limit has been established for the wicking geotextile to be effective. This research evaluated wettability of geotextiles with contact angles and developed a simple soil column test method to quantify the effectiveness of the wicking geotextile in reducing moisture in sands at different fines contents and the influence distances from the geotextile as compared with the non-wicking geotextiles. The measured contact angles for the wicking geotextile decreased quickly to less than 90° and were smaller than those for the non-wicking woven geotextile and the nonwoven geotextile, indicating its better wettability. The soil column tests first determined field capacities of silty sands at different fines contents and then evaluated moisture reduction by geotextiles by measuring moisture contents at different distances from the geotextile location at different time periods. These tests demonstrated the effectiveness of the wicking geotextile and determined the amount of moisture reduction and the distance of influence, and the fines content limit for the wicking geotextile to be effective.]]></description>
      <pubDate>Wed, 30 Oct 2024 17:16:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440271</guid>
    </item>
    <item>
      <title>Thermo-mechanical response of sand-silt mixtures</title>
      <link>https://trid.trb.org/View/2425786</link>
      <description><![CDATA[The thermo-mechanical response under undrained conditions is crucial in evaluating the mechanical behaviors of sand-silt mixtures. A series of consolidated undrained triaxial shear tests were conducted to investigate the mechanical response of sand-silt mixtures with different fines contents, temperatures, and initial mean effective stresses. The results showed that the volume shrinkage was observed in all specimens during heating. The amplitudes of volume shrinkage were dependent on the fines content and initial mean effective stress. Moreover, the fines content and temperature significantly influence the peak strength, flow behavior, stress ratio at the undrained instability state, and collapsibility index. Furthermore, a unified critical state line has been established in the compression plane for both clean sand and binary mixture under different temperatures and fines contents. It is reliable and suitable to use the equivalent skeleton void ratio to illustrate the thermo-mechanical response of sand-silt mixtures under undrained conditions.]]></description>
      <pubDate>Mon, 07 Oct 2024 16:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2425786</guid>
    </item>
    <item>
      <title>Excess pore water pressure generation in crushed and fine granular materials under cyclic traffic loads</title>
      <link>https://trid.trb.org/View/2389023</link>
      <description><![CDATA[Excess pore water pressure can develop in subgrades of railway and pavement substructures due to cyclic loading from heavy traffic, leading to the migration of fine particles into upper layers. This migration can clog pores and diminish the drainage capacity of upper layers, negatively impacting the long-term performance of sub-structures and service life, ultimately risking failure. Therefore, understanding the mechanisms behind the accumulation of excess pore water pressures and the migration of fine particles under cyclic loading is essential for efficient and cost-effective maintenance methods. The main objectives of this research include (1) investigating excess pore water pressure generation in crushed and fine granular materials under cyclic loading, (2) evaluating the migration of these materials into upper layers under cyclic loading, and (3) simulating a practical application using an advanced model to provide valuable insights into the operation of structures subjected to cyclic traffic loads while considering real-world factors from the field. A series of cyclic triaxial tests were conducted to investigate the generation of excess pore water pressure in fine granular materials. Two types of fine granular materials, tailings (a crushed material) and railway sand (a fine granular material) were selected for this investigation. The cyclic characteristics of these materials, including cyclic axial strain and excess pore water pressure, were evaluated in terms of number of cycles and applied cyclic stress ratios (CSR). As a result, the cyclic axial strain and excess pore water pressure were observed to accumulate over time due to cyclic loading. However, the extent of accumulation was found to be significantly dependent on CSR values and material types. In addition, a relationship between excess pore water pressure and cyclic axial strain of the fine granular materials was established and proposed based on the results from the undrained cyclic triaxial tests (including both tailings and railway sand samples).]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389023</guid>
    </item>
    <item>
      <title>Research on No-Fines and Permeable Concrete Applying in Longkou Harbor Multi-Purpose Berth Engineering</title>
      <link>https://trid.trb.org/View/2281833</link>
      <description><![CDATA[Construction ratio of mixture of no-fines and permeable concrete (NFPC) placing underwater is defined in this paper after the experimental research which simulated placing NFPC underwater and measured its permeability coefficient, slump and porosity; construction quality control method is put forward combined with actual application of NFPC in LONGKOU harbor multipurpose berth engineering; the problems of cement paste loss and aggregate separation are solved perfectly in the NFPC construction underwater. And the purposes of protecting cement paste and preventing segregation have been achieved. NFPC has been used in LONGKOU harbor multipurpose berth engineering successfully.]]></description>
      <pubDate>Fri, 19 Apr 2024 09:38:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2281833</guid>
    </item>
    <item>
      <title>The effect of ballast moisture content and fouling index on railway track settlement</title>
      <link>https://trid.trb.org/View/2334263</link>
      <description><![CDATA[A primary function of railway ballast is to maintain vertical track geometry, however over time it becomes contaminated with fines which reduce its ability to free-drain. Then, in the presence of moisture, the individual particles have greater scope for rearrangement thus leading to increased track settlement. This behaviour has received limited studied from a differential settlement viewpoint despite track geometry being the dominant metric used for scheduling railway maintenance. Therefore this paper presents a novel numerical modelling approach capable of simulating the effect of ballast fouling and moisture content on the evolution of track geometry. First the model is presented, which uses a 2.5D finite element approach with perfectly matched layers to simulate static and dynamic stress fields from trains. Non-linear track-soil effects are considered and loading is applied using a multi-body vehicle with train-track coupling. Differential track settlement is calculated in an iterative manner, being updated after every train passage. It is used to perform four analyses, the first of which is to investigate the effect of ballast fouling considering dry conditions. Next the effect of moisture of fines is studied. Then, the effect of earthwork stiffness and train speed is analysed. It is shown that elevated levels of ballast fouling lead to faster deterioration in track geometry, particularly in the presence of moisture. When the ballast is heavily fouled and the moisture of fines is high, rapid deterioration occurs. In contrast, when the ballast is kept dry, the increase in degradation rate for fouled ballast is limited. Higher train speeds and lower earthwork stiffness’s make this effect more pronounced.]]></description>
      <pubDate>Mon, 11 Mar 2024 15:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2334263</guid>
    </item>
    <item>
      <title>Quantifying Soil Moisture Reduction by Wicking Geotextile to Minimize Pavement Distresses</title>
      <link>https://trid.trb.org/View/2341500</link>
      <description><![CDATA[Excessive moisture in pavement foundations including base courses and subgrade is one of the major causes for pavement distresses, which often pose safety risks to vehicles and drivers and increase the cost for maintenance and reconstruction. Moisture can weaken pavement foundations and become a source for freeze-thaw problems in cold regions, which accelerate the deterioration of pavements with time. Therefore, pavement drainage is critical to pavement performance. Typical drainage systems are effective for saturated soils but become less effective or ineffective for unsaturated soils. Wicking geotextile that contains deep-grooved fibers can generate suction when in contact with water and reduce moisture in unsaturated soils. However, the effectiveness of the wicking geotextile in reducing moisture depends on several factors including the percent of fines in soils. So far, no simple test method is available to evaluate the effectiveness of the geotextile in reducing moisture in soils including those with fines and no fine content limit has been established for the wicking geotextile to be effective.  The proposed research is to develop a simple soil box test to quantify the effectiveness of the wicking geotextile in reducing moisture in sands at different fine contents and distances from the geotextile as compared with the conventional geotextiles. The soil box tests will first determine field capacities of silty sands at different fine contents and then evaluate moisture reduction by geotextiles by measuring moisture contents at different distances from the geotextile location at different times. These tests will determine the amount of moisture reduction and the distance of influence, and the fine content limit for the geotextile to be effective. The objective of this research is to develop a simple test method to quantify soil moisture reduction by geotextile and provide guidance for its use in sands with fines.  ]]></description>
      <pubDate>Sat, 17 Feb 2024 16:20:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2341500</guid>
    </item>
    <item>
      <title>Predicting the small strain shear modulus of sands and sand-fines binary mixtures using machine learning algorithms</title>
      <link>https://trid.trb.org/View/2313031</link>
      <description><![CDATA[This study aims to develop several novel machine learning (ML) evolutionary algorithms for the prediction of small strain shear modulus (Gmax) of clean sands and sand-fines binary mixtures. To this end, five key features of isotropic confining pressure (p), void ratio (e), uniformity coefficient (Cu), particle shape descriptor (ρ), and non-plastic fines content (FC) are adopted as the inputs to artificial neural network (ANN) models as well as genetic programming (GP) algorithm so as to render the maximum shear modulus of granular soils as the output. Accordingly, a comprehensive dataset containing 1055 Gmax data points is exploited to develop ML simulations. The validity of ML-based models in estimating the Gmax of clean sands and sand-silt mixtures is rigorously examined through various statistical indices and measurement criteria. The results show that a novel ML model utilizing ANN-Levenberg Marquardt (LM) in conjunction with an evolutionary optimization method named Success History-based Adaptive Differential Evolution with Linear population size reduction (LSHADE) is capable of predicting Gmax data with a very high precision rendering R2 values of 0.9833, 0.9841, 0.9802, and 0.9835 for the whole, training, validation, and test datasets, respectively. Meanwhile, using the well-established GP algorithm, a new practical model is proposed to predict the Gmax of clean sands and sand-fines mixtures containing non-cohesive silt inclusion with R2 values of 0.9323, 0.9351, and 0.9312 for the whole, training, and test datasets, respectively. Finally, the proposed models of ANN-LSHADE-LM and GP are shown to be appreciably superior, in terms of accuracy, to all commonly used empirical correlations in the literature for Gmax estimation.]]></description>
      <pubDate>Fri, 19 Jan 2024 08:52:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2313031</guid>
    </item>
    <item>
      <title>Enhancing the treatment efficiency of recycled concrete fines with aqueous carbonation</title>
      <link>https://trid.trb.org/View/2260146</link>
      <description><![CDATA[Recycled concrete fines (RCFs, 0.3 mm ≪ 2.36 mm) are the fine fractions of waste concrete generated during the recycling process. RCFs contain less natural aggregate and more residual cement paste than their coarser counterparts, thus more prone to carbonation. Although carbonation is beneficial for the microstructure and reactivity of RCFs by refining the pores and changing the phase compositions of the residual cement paste, carbonation rate is usually too slow for practical applications. In this study, two critical modifications (i.e., manipulating the initial carbonate concentrations and using elevating temperatures) were applied to aqueous carbonation of RCFs, aiming to improve the carbonation efficiency. Particularly, the rate of calcium carbonate (Cc) precipitation, the advance of Cc deposition front, the mineralogy, the development of microstructure, and the aqueous chemistry during carbonation were investigated using techniques of multiple scales. Based on the results, the rate of Cc precipitation and advancement of the Cc deposition front was significantly improved. The pore structure was drastically refined. Using elevated temperatures not only activated carbonate transport but also enhanced silicate polymerization, leading to the formation of a larger amount of silica gel as well as the increase in Q⁴/Q³ ratio, thus improving the reactivity of RCFs. A lab-scale production of carbonated RCFs was conducted, and the carbonation products were used for preparing cement mortars. Based on the compressive strength results, the carbonation treatment duration for RCFs could be reasonably reduced to hours and even minutes.]]></description>
      <pubDate>Sun, 08 Oct 2023 17:46:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2260146</guid>
    </item>
    <item>
      <title>Aggregate Specification to Reduce Dust and Improve Sustainability of Local Rock-Surfaced Roads</title>
      <link>https://trid.trb.org/View/2255777</link>
      <description><![CDATA[Kansas has large rural areas, which are connected by more than 100,000 miles of county roads. Over 53,000 miles of these county roads are surfaced with aggregates. KDOT Specification Section 1112 provides three types of aggregates for surfacing of county secondary roads: crushed stone, sand-gravel, and limestone gravel. The current specifications for crushed stone surfacing include no Plasticity Index (PI) requirement, but plasticity is an important parameter for binding aggregates together for a smooth surface and limiting the amount of fines lost (dust). The Gravel Roads Construction and Maintenance Guide developed by FHWA (2015) has provided good guidelines for construction and maintenance of gravel roads in the nation and requires a PI of 4-12 for crushed rock surfacing. However, this guide was developed based on the local experiences in South Dakota and may not be fully applicable to the practice of rock-surfaced road construction and maintenance in Kansas. In fact, a certain portion of rocksurfaced roads in Kansas have underperformed and even failed, thus requiring repair and frequent maintenance. Some crushed limestone from local quarries is very porous and absorbs water; therefore, it is not durable. To address these problems, there is an urgent need to develop a specification for crushed rock surfacing that will reduce the amount of fines lost (dust), bind the rock surfacing materials together more cohesively to form a crust and shed water, and reduce required maintenance. This proposed study will be partnered with members of the Kansas Association of Counties who have expressed interest in this study.]]></description>
      <pubDate>Tue, 26 Sep 2023 16:04:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2255777</guid>
    </item>
    <item>
      <title>Morphology and Fines Type Effect on Packing of Binary Soils</title>
      <link>https://trid.trb.org/View/2196896</link>
      <description><![CDATA[Three sands with different particle shapes were mixed with non-plastic fines and plastic fines (clay), respectively, in an entire fines content from 0% to 100%. Test results on determining the maximum and minimum void ratios show that both the particle shape of host material and the plasticity of fines can delay the onset of the threshold fines content. For a given binary soil mixture, the threshold fines content decreases linearly with increasing overall regularity, which proves the feasibility of overall shape parameter in describing soil properties. Moreover, the linear equation considering two parameters was derived from test data to evaluate the variation of the maximum and minimum void ratios for sand-fines mixtures, and the effects of shape and plasticity on the two parameters were investigated.]]></description>
      <pubDate>Wed, 19 Jul 2023 09:38:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2196896</guid>
    </item>
    <item>
      <title>Alternative Materials for the Construction of Landfills and Embankments</title>
      <link>https://trid.trb.org/View/2113072</link>
      <description><![CDATA[The dynamic increase in the activity of construction industry and lack of availability of suitable in situ soils has paved the way to the use of different stabilization techniques and alternate materials. In the present study, Terrasil and cement are used as admixtures to soils with percentage fines in the range of 15–40% and liquid limit in the range of 25–40%, to study the changes in the stress–strain behavior, stiffness, cohesion (c), angle of shearing resistance (ϕ), and permeability properties of the soils to suit different applications such as foundation soil, clay liners, impermeable barriers in zoned embankments, etc. The percentage fines and liquid limit (which is indirectly a measure of clay content) of the base soil impacted the improvement in the properties of the alternate or treated soils. With Terrasil as admixture, the permeability property of all the soils decreased, and they became impermeable. More reduction in optimum moisture content (OMC) and increase in maximum dry density values are observed in soil with less liquid limit value. A 5–10° improvement in ϕ values, a slight increase in cohesion and stiffness (modulus of elasticity, E) values are observed in soils with more clay content. With Terrasil and cement as admixtures, both c and ϕ increased considerably for soil with higher liquid limit values, indicating a higher impact of clay content on improving these properties than that of the fines percentage.]]></description>
      <pubDate>Wed, 14 Jun 2023 17:09:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113072</guid>
    </item>
  </channel>
</rss>