<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>Freezing Point of Hydrocarbon Fuels from Single Species Concentrations</title>
      <link>https://trid.trb.org/View/2582456</link>
      <description><![CDATA[The freezing point is an important property for determining the operating range of liquid hydrocarbon fuels. Many thermodynamic properties, like density, viscosity, and vapor pressure, have simple blending rules that can accurately predict the properties of a complex mixture. Freezing point, however, does not behave this way and shows nonlinear and noncontinuous responses to mixture composition. As a result, available models for freezing point predictions are generally not very effective on fuel compositions that are dissimilar to petroleum fuels. In this work, the authors explore a thermodynamically derived equation of state model predicting the freezing point to develop a method to predict the freezing point of mixtures from composition. The freezing point is primarily determined by the first species to freeze. Experimental control curves are used to replace complex equations to simplify the thermodynamic model. These control curves function as a strong first-order prediction of the freezing point (mean absolute error = 4.4 °C). The remaining uncertainty is attributed to the solvency effect caused by the entropy of the mixing term in the thermodynamic derivation. Utilizing the findings from this research, a 100% n-alkane fuel with a freezing point of −40.7 °C is blended. Using previous models built around data from conventional fuels, the closest prediction out of nine models was −12.8 °C, a 27.9 °C error. The proposed approach predicts −44.1 °C.]]></description>
      <pubDate>Mon, 25 Aug 2025 13:42:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582456</guid>
    </item>
    <item>
      <title>Understanding Freeze–Thaw in Soils: Analysis of Salt Effects Using Different Freeze–Thaw Protocols</title>
      <link>https://trid.trb.org/View/2552340</link>
      <description><![CDATA[Freeze–thaw cycles significantly affect soil behavior, leading to pavement failures and infrastructure damage, especially in seasonally freezing regions. The application of road salt for deicing operations introduces high salt concentrations into soils, which can alter their physical properties. Salt in soils affects their freezing point, moisture migration, and overall freeze–thaw behavior. This study investigates the effects of varying sodium chloride (NaCl) concentrations on sandy soil using both the ASTM and low-temperature-gradient methods to simulate different freezing protocols. The methodology involved subjecting soil specimens with 0%, 0.2%, 1%, and 5% salt concentrations to freeze–thaw cycles and measuring parameters such as heave rate, maximum heave, water intake, moisture content, and salt migration. The results revealed that increasing salt concentration leads to a reduction in the freezing point, with the 5% NaCl concentration showing the most significant depression at 2.96°C. The heave rate and maximum heave decreased with higher salt concentrations: the 5% NaCl concentration reduced the heave rate to 11.3?mm/day (ASTM method) and 1.5?mm/day (low-temperature-gradient method) from 22.5?mm/day (ASTM method) and 17.2?mm/day (low-temperature-gradient method) in control. Salt migration analysis indicated more variability in salt distribution within the soil profile under the low-temperature-gradient method, especially at higher salt concentrations. This variability is linked to osmotic suction effects, which retain more water within the soil matrix during freeze–thaw cycles. The study highlights the importance of considering both salinity and freezing protocols in understanding soil behavior under freeze–thaw conditions.]]></description>
      <pubDate>Wed, 14 May 2025 09:16:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552340</guid>
    </item>
    <item>
      <title>Effects of Additives in Deicing Salts at Lower Temperatures</title>
      <link>https://trid.trb.org/View/2529656</link>
      <description><![CDATA[The goal of this project was to investigate the effects of additives commonly used in deicers for winter road maintenance operations, explore the qualitative and quantitative benefits of these additives, laboratory and performance data, impacts, and relative performance to sodium chloride (NaCl). Additionally, evaluate the impact additives have on solid rock salt performance measured as eutectic temperature. To accomplish a literature review, surveys of state and local agencies and deicing product vendors and manufacturers, and laboratory testing including eutectic temperature and or freezing point, a modified ice melting capacity Rocker Test Method for solids and measuring pavement friction were completed. Conclusion, recommendations, and suggested future research to support this effort are provided.]]></description>
      <pubDate>Mon, 07 Apr 2025 08:52:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2529656</guid>
    </item>
    <item>
      <title>Instrument for Field Monitoring of Carboxylate Coolants and Heat-Exchange Fluids</title>
      <link>https://trid.trb.org/View/1787968</link>
      <description><![CDATA[For several years now, organic acid based coolants and heat exchange fluids have been introduced on the automotive and industrial market place. The organic acid based coolants provide improved high temperature aluminum corrosion protection and longer drain intervals when compared to traditional coolants. In order to evaluate the organic acid based coolant quality in the field; the end user needs to be able to check several physico-chemical parameters of the coolant. First of all the amount of carboxylate based inhibitors should be determined because the customers can top the system with water. As a result the carboxylates can drop under the minimum required inhibitor level. Secondly, contamination levels from traditional phosphate or borate containing coolants or from the frequently used hybrid coolants-which contain both carboxylates and traditional inhibitors- need to be determined, to give the user an indication about the possible interference of corrosion inhibition technologies used in the examined coolant. Thirdly, the pH of the used coolant provides information on further suitability for use. pH values that are too high or too low may be detrimental to some engine- or heat-exchange system materials. Finally a check on the freezing point of the coolant will provide information on frost protection.         In this paper the authors show the possibilities of an acid-base titration to determine the total carboxylic acid inhibitor content and the presence of contamination in coolants. A refractive index probe is used to measure the glycol content of aqueous coolant mixtures. Further, based on the two above described techniques a user-friendly quality-checking coolant instrument is described which allows measurements of the pH; the contamination level and the total carboxylate based inhibitor content of the test solution. An integrated refractometric determination of the freezing point can also be performed on the same coolant sample. The instrument will allow the user to determine within minutes the essential parameters of an organic acid based coolant on which the user can make well founded decisions on the quality of the coolant at hand.]]></description>
      <pubDate>Mon, 24 Jun 2024 15:47:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787968</guid>
    </item>
    <item>
      <title>Effect of Salt Concentrations on the Freeze–Thaw Behavior of Soils</title>
      <link>https://trid.trb.org/View/2378842</link>
      <description><![CDATA[The occurrence of freeze–thaw cycles within the soil can result in adverse consequences such as frost heaving and a reduction in stiffness during thawing. The freezing behavior and subsequent thaw-weakening of soils can be influenced by the salt concentration in soils, which is affected due to road deicing operations during the winter. The presence of salt concentrations in soils induces a phenomenon known as freezing point depression, resulting in a decrease in the formation of ice within the soil. Concurrently, an elevated concentration of salt triggers osmotic suction as a result of the expulsion of ions towards the freezing front during the process of ice formation. These two phenomena can potentially result in either a decrease or an increase in the vulnerability of soils to frost action. The present study aims to examine the influence of varying salt concentrations on the freeze–thaw susceptibility of soil. The soil samples were treated with various salt concentrations, including 0.2%, 1%, and 5% NaCl solutions, as well as a control prepared with deionized water. The experiment involved determining the freezing point depression resulting from the presence of salt, and it was observed that the degree of depression increased in proportion to the concentration of salt. The specimens underwent a freeze–thaw test in a one-dimensional manner. During the experiment, measurements were taken for heave, temperature, and water intake. Additionally, the moisture content of the specimen was determined at various depths following the freeze–thaw test. In order to comprehend the distribution of salt within the specimen following a freeze–thaw cycle, the salt concentration of the specimens was assessed at various depths. This was achieved by measuring the electrical conductivity of pore water using a 1:5 soil-to-water extraction method. The findings indicated that the freezing point depression exerted a greater influence compared to osmotic suction, resulting in a decrease in the formation of ice within soils. The specimens treated with salt exhibited a reduction in the heave of up to 31% when compared to the control prepared with deionized water, due to lower ice segregation. Large variations in moisture content and salt concentration were observed between different specimens and along the specimen height after the freeze–thaw test. It can be concluded that freezing point depression has a greater influence over osmotic suction at above salt concentrations during freeze–thaw. Hence, the presence of salt can aid in the mitigation of freeze–thaw damage in soils.]]></description>
      <pubDate>Wed, 29 May 2024 09:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378842</guid>
    </item>
    <item>
      <title>Performance evaluation of temperature-regulating asphalt mixture with thermochromic materials and low freezing point materials</title>
      <link>https://trid.trb.org/View/2082987</link>
      <description><![CDATA[Asphalt pavement absorbs a lot of heat in the summer because of its dark surface, which makes it susceptible to high-temperature. By altering the asphalt pavement’s ability to reflect solar radiation, thermochromic materials can regulate the temperature of the road. However, the thermochromic modified asphalt’s ability to regulate temperature is weak during the winter, when the road surface is covered in snow and ice or when there is no direct sunlight. Materials with low freezing points can lower the pavement’s freezing temperature and produce the snow melting and deicing effects. A type of temperature-regulating road asphalt material can be created by mixing low freezing point material and thermochromic material in a certain ratio with road asphalt. The blue thermochromic materials of 3%, 5% and 7% by weight were applied to the matrix asphalt to prepare thermochromic asphalt binders, respectively. The low freezing point materials replaced 25%, 50% and 75% of the mineral filler volume. The pavement performance, deicing performance and cooling performance of the tempering asphalt mixture were evaluated by orthogonal test design. According to the findings, the temperature-regulating asphalt combination performs substantially better at cooling and deicing than the unmodified asphalt mixture. When the replacement rate of low freezing point materials changes from 25 % to 75 %, the bond strength loss of modified asphalt mixture increases from 46 % to 75 %. The pavement surface temperature can be reduced by a maximum of 4–9 °C during the day by using a temperature-regulating asphalt composition. In this study, it is advised to use 5 % thermochromic dosage and 50 % replacement rate of low freezing point materials, taking into account the overall balance of performance enhancement.]]></description>
      <pubDate>Tue, 24 Jan 2023 09:31:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2082987</guid>
    </item>
    <item>
      <title>Preparation, Characterization, and Anti-Icing Properties of Sustained-Release Low-Freezing-Point Asphalt Mixture</title>
      <link>https://trid.trb.org/View/1957156</link>
      <description><![CDATA[Pavements covered with snow and ice in winter will reduce antiskid performance, which may cause harm to road operation safety. In this study, an asphalt mixture containing a low-freezing-point additive (LFPA) was developed for pavement applications, and its antifreezing properties were evaluated experimentally. Eight kinds of porous materials including volcanic rock, fly ash, zeolite, diatomite, and modified diatomite were selected as carriers. The optimum salted carrier and surface modifier and the preparation conditions of LFPA were studied by conductivity test, rapid determination of chloride ion test, laser size distribution apparatus (LSDA), scanning electron microscopy (SEM), and X-ray diffraction (XRD). The asphalt mixture containing LFPA by volume displacement method was prepared by the Marshall test, and its pavement performance and antifreezing properties were evaluated. The results showed that modified diatomite (ground for 10 min) exhibits high chloride adsorption capacity, and Span 60 (Sorbitan Monostearate) is the optimum surface modifier of the coated carrier. The ratio of surface modifier and carrier salt is 1∶5, and the modification temperature of surface modifier is 80°C. Moreover, when the mineral fillers in the styrene-butadiene-styrene (SBS) asphalt mixture are partially replaced by the LFPA, the rutting resistance increases at first and then decreases, and low-temperature stability and water stability decrease with increasing LFPA content. Finally, the deicing performance evaluation showed that the ice-melting ratio can be significantly improved by adding LFPA to the mixture. At a content value of sustained-release LFPA of 20%, the ice-melting ratio was maximized.]]></description>
      <pubDate>Thu, 14 Jul 2022 09:25:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957156</guid>
    </item>
    <item>
      <title>Characterization and Discrimination of Aircrafts and Runways Winter Maintenance Anti-Icing Fluids</title>
      <link>https://trid.trb.org/View/1835989</link>
      <description><![CDATA[Aircrafts and runways de-icing operations with anti-icing fluids are still the most commonly used methods. In the specific case of aircrafts, they do contain glycols. Nevertheless, since two decades now, major environmental concerns are raised, along with important associated costs. Furthermore, once applied either on aircrafts or on runways, these fluids are diluted because of water brought from adverse weather conditions (rain, snow, icy conditions), conducting to increasing the freezing point from a subzero level to 0°C. The characterization of the freezing points of these fluids is indeed crucial for safety reasons. For years now, Raman spectroscopy is used for the characterization of these fluids, specifically the freezing point. But the presence of dyes did perturb the usual spectroscopic characterization. Three fluids, from their pure commercial form to highly diluted rate, were then studied by means of Raman spectroscopy at a new laser wavelength, and with the support of multivariate data analysis (MDA). Each fluid belonged to a specific type of aircraft anti-icing fluid (I, II and IV). The discrimination of the fluids between each other was obtained. Spectroscopic data were organized through MDA in such a way that neither the presence of a dye nor the dilution would allow any confusion. The identification of the evolution of freezing temperatures with dilution was elaborated, with their rapid increase as dilution increased too. MDA allowed also the elaboration of prediction models, and such tool conducted to the forecast of concentration in anti-icing, or of its freezing temperature on the basis of the Raman signature of the considered fluid, with a given degree of confidence.]]></description>
      <pubDate>Mon, 30 May 2022 21:29:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1835989</guid>
    </item>
    <item>
      <title>Freezing mechanism of NaCl solution ultra-confined on surface of calcium-silicate-hydrate: A molecular dynamics study</title>
      <link>https://trid.trb.org/View/1905346</link>
      <description><![CDATA[Cement-based materials in cold regions usually suffer deicer-frost deterioration. To better understand the frozen behavior of the calcium silicate hydrate (C-S-H), molecular dynamics is utilized to investigate the freezing processes of gel surface NaCl solution. The presence of C-S-H substrate significantly reduces the freezing temperature of water molecules ultra-confined on the C-S-H surface, which is 17 K lower than that of bulk water. While majority of random distributed water molecules crystallize to hexagonal ice (Ih) structure, molecules within 0.6 nm of C-S-H substrate cannot form ordered ice crystal at 225 K. The non-icing water layer and lower freezing point are mainly due to oxygen atoms on the silicate chains that provide strong hydrogen bonds with neighboring water and restrict the water orientation. Ionic clusters formed in unfrozen solution are important influence factor for water freezing. Hopefully, this work can provide molecular insights of cement-based materials design in cold regions.]]></description>
      <pubDate>Tue, 25 Jan 2022 17:52:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1905346</guid>
    </item>
    <item>
      <title>Trials of higher brine share pre-wetted treatments</title>
      <link>https://trid.trb.org/View/1881513</link>
      <description><![CDATA[The authors used sensor measurements and road condition records to assess the conditions under which effective treatments were performed using pre-wetted salt with a 50:50 ratio of dry salt to brine, and compared this with standard pre-wetted treatments. The measurements showed that comparable freezing point temperatures were achieved by the FS 30 and FS 50 pre-wetted salt, with a minimum freezing point around -20⁰C on damp roads and -15⁰C on wet roads. The amount of salt that can be spread by FS100 provides effective treatments to -5⁰C on wet roads, and at much lower temperature on dry and damp roads. FS 70 provides effective treatments to around -7⁰C on wet roads. As pavement wetness increases, all treatments show reduced freezing points of surface moisture, tending towards very low suppression at around 0.5mm water thickness and 2mm of rain. In all treatment methods, freezing point behavior has a much flatter response. The initial dissolution of salt will decrease the freezing point, and the decrease appears to be maintained over the duration of the treatment for damp and wet roads. Salt may be lost as solution, resulting in the reduction in salt amount shown by the sensors, but the freezing point of the remaining solution is maintained, except on very wet roads where rain or heavy dew will dilute or wash away the salt solution.]]></description>
      <pubDate>Fri, 29 Oct 2021 15:40:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1881513</guid>
    </item>
    <item>
      <title>The evaluation of chemical admixtures on the performance of cement stabilized materials in cold weather</title>
      <link>https://trid.trb.org/View/1866426</link>
      <description><![CDATA[The application of cement stabilized materials (CSM) in cold weather is prohibited by many federal and state agencies, as low temperatures can mitigate the cement hydration efficacy and retard the strength and stiffness growth of CSM. Due to the similarities between concrete and CSM, chemical admixtures that make concrete achieve full service capabilities under extreme conditions are quite likely to be successful in soil stabilization. This study evaluated the effect of four types of promising admixtures on the freezing point (FP) and strength development of CSM under cold temperature. The laboratory results indicated that all the admixtures made the FP values decrease with dosage increase, and the optimum dosages existed on three admixtures, which could provide the peak unconfined compressive strength (UCS). AC122 and AC534 were more effective on reducing the FP values, thus they were combined together at various percentages and used in CSM mixtures for FP and UCS tests. The results showed that the FP values decreased more from the admixture combinations than the superposition of individual admixtures. Using the measured FP data, a model was developed to predict the FP decrease at different admixture dosages. The UCS of CSM with different admixture combinations did not change significantly after 7-day curing at 35°F. In addition, for the CSM with different admixture dosages cured at the temperatures slightly above the FP, the UCS values were close to each other when the curing temperature was identical, and decreasing the curing temperature reduced the UCS.]]></description>
      <pubDate>Wed, 22 Sep 2021 12:03:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1866426</guid>
    </item>
    <item>
      <title>Effectiveness of water softening residuals as components of road deicing chemicals: Model analysis of freezing point depression</title>
      <link>https://trid.trb.org/View/1855858</link>
      <description><![CDATA[Water softening residuals disposal is a worldwide issue due to the lack of effective reuse alternatives. The current principal disposal methods of landfilling and land application are quite costly due to the dewatering and transportation costs involved, and these operations can also cause potential environmental harm from leaching of the additives used in the treatment process. This research is aimed at the use of water softening residuals in the production of biodegradable road deicers that would be beneficial in replacing the highly corrosive and environmentally harmful chloride salts that are currently used for road deicing. Experimental data developed show that calcium magnesium acetate (CMA) and calcium magnesium propionate (CMP) deicers produced using water plant sludges are effective in deicing applications. A mathematical model is developed for predicting freezing point depression of CMA and CMP deicers as a function of molal concentration. The model predictions are found to match well with the experimental data, providing confidence in the use of this model for the effective design water softening sludge based deicers. The information developed herein provides options for the sustainable management of softening residuals and the concommitant mitigation of environmental harm associated with road deicing operations.]]></description>
      <pubDate>Tue, 15 Jun 2021 12:32:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1855858</guid>
    </item>
    <item>
      <title>Analysis of Natural Environmental Freeze-Thaw Cycles along the Qinghai-Tibet Highway</title>
      <link>https://trid.trb.org/View/1728318</link>
      <description><![CDATA[Nearly 60 years of meteorological data from six regions along the Qinghai-Tibet Highway is used to analyze the variation trends in natural environmental freeze-thaw cycles. The difference between the indoor freeze-thaw cycle test and freeze-thaw effect of actual environment is compared in this research. The classification criterion of freeze-thaw intensity is proposed based on the impact of freezing temperature and melting temperature, and freeze-thaw intensity is divided into two main types: weak freeze-thaw and strong freeze-thaw. The variation trends of monthly freeze-thaw cycles, and annual freeze-thaw cycles are analyzed. Comparison of freeze-thaw cycles in the six regions are carried out to illustrate the difference of natural environmental freeze-thaw cycles along the Qinghai-Tibet Highway. Results indicate that the freeze-thaw effect is still the main factor influencing the performance of asphalt pavement in cold regions of Qinghai-Tibet Plateau, and freeze-thaw should receive high attention during the pavement design, construction, and maintenance.]]></description>
      <pubDate>Tue, 22 Sep 2020 14:29:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1728318</guid>
    </item>
    <item>
      <title>Thermodynamic Consolidation of Ice Rubble in the Small Scale in-situ Experiment. Van Mijen Fiord, Spitsbergen, March 2016</title>
      <link>https://trid.trb.org/View/1723514</link>
      <description><![CDATA[In March 2016 ice rubble thermodynamic consolidation experiment was performed in saline Lake Vallunden connected through a narrow straight to Van Mijen Fiord, Spitsbergen. Ice blocks of 23 x 23 x 5 cm were produced from the level ice section 1 x 1 x 0.6 m and placed back into the appeared basin. Ice rubble field was equipped with thermistor string probe through it and three one-point measurement conductivity and temperature sensors. Two of them were placed inside cavities between ice blocks in the upper and lower parts of the rubble, and the third one was located in sea water below the rubble. Part of the main phase of ice rubble thermodynamic consolidation due to atmospheric cooling was observed during 14 days. The developing of the consolidated layer and salt balance processes inside rubble cavities were observed and measured. Water inside cavities was found to be supercooled up to 0.3 °C. The final thickness of the consolidated layer, as defined by isoline corresponding to sea water freezing temperature and zero temperature gradient, by mechanical drilling and by Stefan’s equation, was found to be 23, 30 and 29 cm correspondingly.]]></description>
      <pubDate>Thu, 27 Aug 2020 10:25:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1723514</guid>
    </item>
    <item>
      <title>Medium-Scale Consolidation of Artificial Ice Ridge – Part I: Surface Temperature, Thickness and Mechanical Properties</title>
      <link>https://trid.trb.org/View/1717677</link>
      <description><![CDATA[This paper is describing preparations and methods of medium-scale ridge consolidation experiment and development of ridge and surrounding level ice morphological, thermal, and mechanical characteristics for the experiment, performed in 2017 in Svalbard. It is also providing analysis and modelling of freezing rates and surface temperatures. In February–May of 2017 for 66 days, experiment on ice ridge consolidation was performed in seawater Vallunden Lake connected with Van Mijen Fjord. 55 ice blocks were cut from level ice of 50 cm thickness and placed into the open water basin of 4.9 m by 3.0 m. Both level ice and artificial ridge were equipped with temperature sensors. During 3 visits, manual measurements of uniaxial strength in vertical and horizontal directions, salinity, gas volume, ice and snow thickness were performed for both level ice and ridge consolidated layer. 42 level ice and 25 ridge small-scale compression tests were completed in situ and in laboratory conditions. The surface temperature of level ice was significantly warmer than of the ridge during most of the experiment, while the average snow thickness was higher for the ridge. During the experiment, 717°Cd were accumulated, and level ice grew from 50 cm up to 99 cm while the consolidated layer grew up to 120 cm. The analysis of the difference in consolidated layer thickness from temperature profiles in the ridge voids and blocks is given. The uniaxial compressive strength of the consolidated layer was between vertical and horizontal level ice strength for both in situ and laboratory tests.]]></description>
      <pubDate>Wed, 15 Jul 2020 09:12:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1717677</guid>
    </item>
  </channel>
</rss>