<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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7SXJvbiZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O0lyb24mcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" 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>Sustainable utilization of iron tailings stabilized with pond ash for pavement applications: Strength, microstructural and environmental evaluation</title>
      <link>https://trid.trb.org/View/2696667</link>
      <description><![CDATA[Large volumes of iron ore tailings (FeT) are generated annually and are often disposed of in rivers, oceans, landfills, and quarries, which adversely affects the environment. This study investigates the potential application of FeT stabilized with pond ash (PA) for pavement applications. Mechanical performance was evaluated through unconfined compressive strength (UCS), split tensile strength (STS), and California Bearing Ratio (CBR) tests. Fourier transform infrared spectroscopy (FTIR) and integrated FESEM-EDS were used to conduct the chemical and microstructural properties, respectively. Based on the experimental results, the addition of 10% PA significantly improved the strength properties of the FeT-PA mixture. The UCS increased from 0.184 to 0.892 MPa, and the STS from 0.048 to 0.362 MPa, illustrating enhanced tensile behavior of the stabilized matrix. Similarly, the soaked CBR value increased from 4% to 13.98%, indicating improved resistance against penetration. The stabilized material is feasible as a supporting fill, shows UCS values above 0.30–0.70 MPa and meets the IRC: SP:72 subgrade criterion for low-volume roads (CBR >5%). In addition, Response Surface Method (RSM) was used to develop non-linear equations for UCS and CBR considering PA (5, 10 & 15) and curing periods (0, 7, 14 & 28) as input variables. The proposed equations showed good agreement with the experimental values, with errors below 10%. Furthermore, optimization using Design-Expert software indicated that 10% PA with 28-days of curing yielded optimal results, producing a UCS of 0.871 MPa and a CBR of 13.8%. IITPAVE analysis further showed that the stabilized subgrade reduced pavement thickness by approximately 43% compared with the untreated condition. In addition, energy consumption (1.056 ×106 MJ), CO2 emissions (307.74 tons CO2), and overall construction cost were reduced by about 37.5%, demonstrating the sustainability of the proposed approach.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:35:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696667</guid>
    </item>
    <item>
      <title>Deicing Properties of Magnetite Concrete Driven by Microwave Thermal Effect Characteristics</title>
      <link>https://trid.trb.org/View/2696810</link>
      <description><![CDATA[To improve the microwave deicing efficiency of concrete, magnetite as an absorbing material was used to prepare magnetite concrete (MC). Its mechanical properties and durability were studied. Furthermore, its microwave thermal effect ability (MTEA) was systematically investigated, including microwave absorption, heating efficiency, and thermal transfer properties. Based on this, the changes in deicing properties of MC under different influencing factors was systematically studied, and its applicability was verified through field deicing operation. The study results show that magnetite significantly improved the mechanical properties and freezing resistance of concrete by refining the pore structure and reducing the porosity. Compared with the control group (CG), the flexural and compressive strength of concrete with 100% magnetite content (MC4) were increased by 21.05% and 14.57%, and the frost resistance index was increased by 19.16%. Moreover, the MC4 showed superior MTEA, with microwave absorption, heating, and thermal transfer efficiency reaching 1.34, 3.07, and 4.89 times that of the CG, respectively. During microwave deicing, the icing temperature and magnetite content significantly affected the deicing efficiency of concrete. When the icing temperature was −5°C and −30°C, the deicing efficiency of MC4 was 2.15 and 2.26 times higher than that of the CG, respectively. In addition, the microwave heating effect of MC4 pavement could reach 2.70 times that of ordinary concrete pavement, and its surface ice layer could completely melt within 60 s of heating.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696810</guid>
    </item>
    <item>
      <title>Innovative Friction Modifier for Copper-Free Brake Pad Applications</title>
      <link>https://trid.trb.org/View/2742684</link>
      <description><![CDATA[The development of copper-free brake pads poses a significant challenge because copper plays a critical role in tribofilm formation and friction stability. This study proposes a novel approach using a recycled flake iron oxide material, characterized by high thermal stability and a unique plate-like morphology, as a sustainable alternative. The material acts as a friction modifier, promoting the formation of stable tribofilms and serving either as a copper substitute or a functional additive. Its iron-oxide composition ensures strong compatibility with the counterface tribofilm, enhancing adhesive friction, while its role as a primary plateau contributes to friction stability and reduced wear.Three application scenarios were investigated: (i) copper substitution in Low-Steel (LS) and Non-Asbestos Organic (NAO) formulations, (ii) partial replacement of steel fibers in copper-free LS formulations, and (iii) synergistic use with iron sulfide in copper-free NAO formulations. Tribological performance was evaluated using a tribometer, and worn surfaces were analyzed by SEM and EDS to characterize tribofilm formation.Results demonstrate that the proposed material provides friction stability and wear resistance comparable to copper in both LS and NAO formulations. Partial substitution of steel fibers improved wear resistance by up to 75%, while synergistic addition with iron sulfide further enhanced friction and wear performance in copper-free NAO pads.These findings highlight the potential of this recycled material as a sustainable and effective alternative for copper-free brake pads, offering both environmental benefits and high tribological performance while reducing reliance on critical raw materials.]]></description>
      <pubDate>Mon, 03 Aug 2026 15:49:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742684</guid>
    </item>
    <item>
      <title>Characterization and Fatigue Life Validation of a Mass-Reduced Drum Brake Spider Made from a Modified and Nanostructured Cast Iron</title>
      <link>https://trid.trb.org/View/2742672</link>
      <description><![CDATA[This study aimed at the characterization and validation of a drum-brake spider with mass reduction, using a new concept of a nanostructured ductile cast iron alloy. There is a well-known effort in developing lighter, more competitive products with higher safety and longer service life for brake systems. One of the approaches that enables this type of development is the use of new materials capable of delivering superior performance. Conventional ductile cast iron alloys used in brake spiders exhibit limited mechanical properties, which restricts mass reduction while still ensuring high durability in service. One way to obtain high-performance ductile cast iron alloys is through heat treatments such as austempering (ADI), which provides significant gains in mechanical strength but involves high cost and environmental liabilities due to the use of salt baths. The modified and nanostructured ductile cast iron alloy proposed in this work exhibited mechanical properties in the as-cast condition that meet the standards for ADI-treated ductile irons, showing an increase of 102% in tensile strength and 78% in yield strength compared to the baseline spider. Based on this new material, a topology optimization was performed on the baseline spider model, resulting in an optimized design with a 40% mass reduction. The model was validated using casting simulation software, and tooling was manufactured for producing the new optimized spider samples in the nanostructured ductile cast iron alloy. Static mechanical properties and microstructure were determined and approved, allowing the fatigue testing phase to proceed. Initially, the spider samples were instrumented with electrical strain gauges and subjected to the standard structural bench test known as the Chuker test, which can simulate real operating conditions of the brake system. Considering that this test requires extended bench time, an accelerated durability test was developed for the new spider model using three servo-controlled hydraulic cylinders, based on the stress levels obtained. The results from the accelerated durability bench test demonstrated superior fatigue life for the optimized spider compared to the baseline model, also validating the new testing procedure.]]></description>
      <pubDate>Mon, 03 Aug 2026 15:49:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742672</guid>
    </item>
    <item>
      <title>Steel Producing and Automotive Industry Depending on Geopolitical Circumstances – a Case Study for Inland Navigation</title>
      <link>https://trid.trb.org/View/2698294</link>
      <description><![CDATA[This document focuses on a logistical chain that uses multimodal transport, including rail, inland waterways, bulk transport and general freight transport. The article describes the logistics of iron ore drilling and its transport as the basic raw materials of steel production. The process also oversees the distribution of final products in the automotive industry, namely galvanised steel rods, the highest-quality and expensive products in the steel industry. The authors used statistical tools to analyse the throughput of Danube River ports and the impact of the war conflict in Ukraine on their throughput.]]></description>
      <pubDate>Mon, 03 Aug 2026 09:23:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698294</guid>
    </item>
    <item>
      <title>Pore-structure evolution and pore-water seepage in iron ore concentrates: Implications for cargo liquefaction and ship stability</title>
      <link>https://trid.trb.org/View/2721060</link>
      <description><![CDATA[Iron ore concentrate is susceptible to liquefaction under vessel motions, posing a threat to ship stability. In this study, CT analysis was used to quantify pore-structure changes following shaking-table tests simulating ship-induced cyclic loading. Liquefaction reduced porosity and increased pore isolation, indicating lower pore connectivity. The associated restriction of drainage pathways was consistent with pore-pressure accumulation and may contribute to cargo instability and shifting. Increased pore roundness promoted directional water discharge. Two-phase flow simulations based on reconstructed pore networks showed that liquid-bridge evolution governed capillary dynamics, while wettability affected bridge stability and interfacial tension. Seepage responses varied non-monotonically with loading frequency and direction. Higher frequency promoted early-stage pore-water migration but reduced later-stage seepage efficiency under x-directional loading, whereas y-directional loading enhanced later-stage migration within the selected frequency range. These findings link mesoscale pore reconfiguration to macroscopic liquefaction behavior and provide mechanistic insights for pore-water seepage prediction and risk assessment in marine cargo transport.]]></description>
      <pubDate>Mon, 27 Jul 2026 09:46:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721060</guid>
    </item>
    <item>
      <title>Experimental study on the liquefaction and various movement forms of solid bulk cargo during maritime transportation</title>
      <link>https://trid.trb.org/View/2721500</link>
      <description><![CDATA[The transportation safety of liquefiable solid bulk cargoes like iron ore fines (IOF) is threatened by cargo liquefaction and shifting, which have been identified as the leading cause of fatalities in bulk carrier accidents and catastrophic capsizing in maritime transportation. In this study, a series of forced rolling model tests were conducted using a 1:40 scaled cargo hold model mounted on a six-degree-of-freedom motion platform. The evolution of pore water pressure and moisture content of IOF under regular rolling excitation with gradient initial moisture contents was systematically examined. IOF was found to exhibit highly moisture-sensitive liquefaction behaviors, with a critical solid-fluid transition range lying between the transportable moisture limit and the flow moisture point. Two typical movement modes, overall sliding (driven by a wet base) and slope sliding (driven by a wet slope), were successfully reproduced via localized high-moisture zone configuration. Overall sliding was verified to induce sudden high-impact loads on the side shell plating, while slope sliding generated sustained progressive loads on the hopper side plating; both modes were confirmed as critical precursors to full cargo liquefaction and overall viscous sloshing. The dynamic mechanisms of IOF liquefaction and shifting were elucidated, with technical insights provided for bulk carrier design, cargo loading optimization, and maritime safety regulation development.]]></description>
      <pubDate>Mon, 27 Jul 2026 09:46:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721500</guid>
    </item>
    <item>
      <title>Capesize iron ore freight rates equilibrium and time charter equivalent earnings given Decarbonization targets</title>
      <link>https://trid.trb.org/View/2720651</link>
      <description><![CDATA[The objective of this research is to assess the interaction of maritime decarbonization policy with Capesize iron ore freight rates and optimal speeds in order for shipowners to maximize Time Charter Equivalent (TCE) earnings in the spot market. Error Correction Models (ECMs) are developed for estimating the equilibrium relationship of freight rates with bunker prices and a proxy for China’s steel margins, for two major trade routes, namely Australia-China and Brazil-China. Freight rates are forecast in scenario analysis and optimal speeds are modeled before and after the International Maritime Organization’s (IMO) Greenhouse Gas Fuel Intensity (GFI) targets and the accompanying Greenhouse Gas (GHG) pricing mechanism are assumed to be implemented. It is found that when the GHG pricing is internalized into bunker prices in 2030, the rise in freight rates may be able to absorb the GFI compliance costs at varying rates across the speed-fuel consumption curves of different conventional Capesize engine specifications. As a result, the incentive to adjust optimal speeds downwards is mitigated, particularly for eco Capesize without scrubber. Instead, when shipowners fully absorb the GFI compliance costs (i.e. GFI costs are treated as external to bunker prices), downward adjustment of optimal speeds may be incentivized more. In addition, the speed that optimizes the Carbon Intensity Indicator (CII) rating is calculated and compared with the optimal speed, in order to establish the trade-off with optimal earnings. Optimizing the CII rating using speed only is found to require a higher deviation from optimal speeds in 2030 compared to 2026.]]></description>
      <pubDate>Mon, 27 Jul 2026 09:46:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720651</guid>
    </item>
    <item>
      <title>Influence of iron corrosion products on the rheological and chemical evolution of bitumen under accelerated weathering simulation</title>
      <link>https://trid.trb.org/View/2693950</link>
      <description><![CDATA[This study investigates the influence of iron corrosion products on the chemical and rheological evolution of bitumen under accelerated weathering simulation. A programmable xenon-arc accelerated weathering system was employed to simulate the coupled effects of irradiation, temperature, oxygen, and humidity during long-term service conditions. Bitumen samples with and without steel wool were subjected to different weathering durations, and their physicochemical properties, rheological behavior, and microstructural evolution were systematically characterized using conventional physical tests, dynamic shear rheometry (DSR), bending beam rheometry (BBR), Fourier transform infrared spectroscopy (FTIR), gel permeation chromatography (GPC), differential scanning calorimetry (DSC), and scanning electron microscopy (SEM). Results indicate that accelerated weathering significantly promotes bitumen oxidation and hardening, evidenced by decreased penetration and ductility, increased softening point and viscosity, and progressive deterioration of low-temperature performance. FTIR results indicate that adding steel wool does not generate new functional groups and that carbonyl and sulfoxide remain the dominant oxidation products. This suggests that steel wool affects the rate of aging rather than the fundamental chemical aging pathway. SEM observations show progressive corrosion of the steel wool during prolonged weathering, accompanied by the release of iron oxide particles into the bitumen matrix as discrete solid phases. These particles exhibit a dual effect on rheological behavior: enhancing high-temperature deformation resistance while aggravating low-temperature embrittlement. Overall, the performance evolution of bitumen containing steel wool is governed by a stage-dependent coupling of radiation shielding and rust-particle filling effects. This mechanism helps explain the long-term behavior and potential performance risks of steel-based functional materials in bitumen systems.]]></description>
      <pubDate>Fri, 24 Jul 2026 08:40:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693950</guid>
    </item>
    <item>
      <title>Optimization of a Halbach array as NVH Mitigation Technique in a Yokeless and Segmented Armature Axial Flux Machine</title>
      <link>https://trid.trb.org/View/2724740</link>
      <description><![CDATA[This paper presents the optimization of a Halbach magnet array applied to an axial flux machine (AFM) in a 12-pole, 18-slots yokeless and segmented armature (YASA) topology, evaluated in the torque–speed characteristics diagram. AFMs offer significant advantages in terms of compact design and high torque density compared to other permanent magnet machine topologies. However, noise, vibration, and harshness (NVH) performance is strongly influenced by cogging torque, electromagnetic torque ripple, and tooth forces. While Halbach magnet arrays are well established in high-performance radial flux machines, only limited research has investigated their influence in AFMs. A Halbach array concentrates magnetic flux on one side of the magnet arrangement, leading to increased air gap flux density and a strongly reduced need of a back iron yoke under the magnets. By using a Halbach array, the magnetic field distribution in the air gap becomes more sinusoidal, thereby reducing harmonic components. Previous studies have primarily focused on further torque enhancement or mass reduction through the elimination of back iron. Given that AFMs already exhibit high torque and power density, the objective of this paper is the reduction of NVH factors such as cogging torque, torque ripple amplitudes and tooth forces while minimizing the required magnet mass and maintaining the specified performance criteria. In the optimization process, in addition to the segmentation of the pole and transition magnets, the magnet height as well as the required thickness of the back iron yoke are optimized. For the design and optimization of the Halbach array, two-dimensional (2D) and three-dimensional (3D) finite-element (FE) models are combined with surrogate modeling techniques. In addition to the impact on torque ripple, further potential benefits of the Halbach configuration, including improvements in efficiency and reductions in overall motor weight, are analyzed and discussed.]]></description>
      <pubDate>Tue, 21 Jul 2026 11:41:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724740</guid>
    </item>
    <item>
      <title> Evaluate PVC Water Main Materials in Roadway Projects</title>
      <link>https://trid.trb.org/View/2731924</link>
      <description><![CDATA[Water main breaks within Michigan Department of Transportation (MDOT) R.O.W. pose significant risks to the Department and stakeholders, including complete road
closures, detours, as well as boil water advisories. MDOT is obligated to replace municipal water mains that are impacted by
Road and Bridge projects, typically at Project costs. The Department currently only specifies ductile iron water main (DIWM)
materials within the influence of its roadways. Rising costs of and supply issues with DIWM in recent years have caused
significant project delays. Municipalities are increasingly requesting the use of PVC water main materials within MDOT R.O.W.
to maintain material continuity of their facilities. Allowing use of alternative materials could reduce costs and/or delays to the
Department. MDOT needs data to address Municipal Engineers and Industry questions on the suitability of allowing PVC water
main on MDOT projects. Several factors must be evaluated in comparison to DIWM; the durability and expected design life,
historical leakage and breakage rates, cause of failures, the long-term safety of PVC water main materials on public health,
and life cycle costs. The research must provide data guidance and recommendations on the advantages and disadvantages of
PVC versus DIWM to allow consideration of a change to current policy.]]></description>
      <pubDate>Fri, 17 Jul 2026 14:29:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2731924</guid>
    </item>
    <item>
      <title>Molecular dynamics and experimental study on the interfacial adhesion of silane coupling agent-modified all-iron-tailings asphalt mixture</title>
      <link>https://trid.trb.org/View/2682931</link>
      <description><![CDATA[Iron tailings (IT) have gained extensive utilization as aggregate in asphalt pavement. However, their implementation faces constraints due to inadequate adhesion with asphalt binder and suboptimal low-temperature performance. This study endeavors to augment the interfacial adhesion between IT and asphalt within fully substituted IT asphalt mixtures through the application of silane coupling agents (SCA), thereby improving water stability and low-temperature stability. Initially, the characteristics of IT were analyzed by XRD and XRF. Based on molecular structure theory, SCA-S75X was selected as the optimal SCA for interfacial enhancement. MD simulations calculated the adsorption energy (E) and interfacial transition zone length (L) between asphalt and IT at varying modification degrees, while Marshall tests, immersion Marshall tests, and freeze-thaw splitting tests experimentally validated the low-temperature and water stability. Simulation results indicate that an optimal SCA dosage exists to maximize interfacial strength. Experimental findings reveal that, compared to KH-550, SCA-S75X achieves the required adhesion performance at a lower content (1%), significantly enhancing both the water stability and low-temperature stability of the IT asphalt mixture. The combined approach of molecular structure-based SCA screening and MD simulation provides a novel strategy for promoting the widespread application of full IT asphalt mixtures in pavement engineering. This study also opens a new pathway for high-value utilization of iron tailings and supports sustainable resource management.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682931</guid>
    </item>
    <item>
      <title>Feasibility Study of Raman Piezo-Spectroscopy as a Mobile Method for Measuring Longitudinal Rail Stress</title>
      <link>https://trid.trb.org/View/2694289</link>
      <description><![CDATA[The objective of this project was to investigate the feasibility of Raman and fluorescence piezo-spectroscopy as a mobile method to measure the absolute stress in rail. This study identified Raman and fluorescence-sensitive oxides on the rail surface that can be used as an in-situ passive sensor for absolute stress measurement. From a series of material characterization tests, we observed that different iron oxide and hydroxide layers near the rail surface are Raman-sensitive materials, including Hematite (α-Fe₂O₃), Goethite (α-FeOOH), Lepidocrocite (ɣ-FeOOH) and Magnetite (Fe₃O₄). In our Raman piezo-spectroscopy test we found that the Hematite can be used to measure thermal residual stress that is induced when the Hematite layer is formed on rail surface during air quenching after milling at a high temperature. However, the Hematite layer is gradually scaled off over time, and the measurement precision needed to determine a change in stress state exceed the capabilities of the equipment. Much higher resolution equipment is needed to measure small changes in rail stress. Additional experiments were conducted using Aluminum oxide (α-Al₂O₃), commonly found in thermite weld area. Our test results show that the aluminum oxide has an excellent signal-to-noise ratio to measure rail stress without additional surface treatment. Since it is well established that high contents of aluminum oxides in steel makes the thermite weld brittle, Raman and fluorescence spectrometry could be used as a non-contact quality assurance method to inspect chemical (Al₂O₃ and iron oxides) and mechanical (residual stress) conditions of exothermic welds in field.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:55:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694289</guid>
    </item>
    <item>
      <title>Aesthetics of Central Park's Cast Iron Bridges</title>
      <link>https://trid.trb.org/View/2235375</link>
      <description><![CDATA[On July 21, 1853, the New York State Legislature passed an act setting aside land for a public park. In 1857, a public competition was held for the design of the park. The winning entry was the "Greensward Plan" by Frederic Law Olmsted and Calvert Vaux. Construction of the 843-acre Central Park was started in 1857 and completed some 20 years later. Bounded by Central Park South (59th Street), Central Park North (110th Street), 5th Avenue, and Central Park West (8th Avenue), the park has roads, paths, bodies of water (a lake, ponds, a reservoir), lawns, and meadows, over 26,000 trees, the Metropolitan Museum of Art and other buildings. Central Park has East, West, Center, and Terrace drives for highway traffic with pedestrian sidewalks; pedestrian paths; and bridle paths — for horses and pedestrians. The total length of pedestrian walkways is 58 miles. There are four submerged transverse roads, to carry cross-town traffic, in the shape of bathtubs at 65th/66th; 79th to 81st; 84th/85th; and at 96th/97th streets. These roads divide the park into five zones which are accessible only by the bridges over these roads. At present there are 39 bridges in Central Park. These bridges use a variety of structural materials including stone, brick, wood, cast iron, and reinforced concrete. Only five bridges use cast iron. Two cast iron bridges and one stone bridge were demolished in the 1930s to make way for improvements in the park.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235375</guid>
    </item>
    <item>
      <title>Sustainable dual-restoration of self-healing and drainage capabilities in porous asphalt mixture with iron tailings via microwave treatment</title>
      <link>https://trid.trb.org/View/2670418</link>
      <description><![CDATA[This study investigates the microwave-healing behavior of iron tailings asphalt mixture (ITAM) to support sustainable pavement engineering, focusing on macro- and meso-scale performance evolution under damage-healing cycles. The physicochemical properties of iron tailings were characterized, and microwave heating, multi-cycle damage-healing tests, and road performance evaluations were conducted to identify the optimal replacement ratio. CT combined with seepage simulations quantified meso-structural changes in fissures, void connectivity, and flow behavior during damage and microwave healing. Results indicate that ITAM exhibits enhanced microwave heating efficiency, reaching temperatures up to 109.4 °C, where the higher heating rate favors rapid crack repair in asphalt mixtures, and achieving a peak load recovery of 75.68 % in the first healing cycle, indicating substantial mechanical restoration. Freeze-thaw cycling significantly increased void connectivity and average void volume, whereas microwave heating partially restored the mesostructure by reducing connected voids, void volume, and flow channel length.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670418</guid>
    </item>
  </channel>
</rss>