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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Rheological performance of asphalt binders modified with framework-supported high-latent-heat composite phase change materials</title>
      <link>https://trid.trb.org/View/2674809</link>
      <description><![CDATA[Leakage resistance and latent heat capacity are critical factors determining the applicability of phase change materials (PCMs) in asphalt pavements. In this study, paraffin wax was used as the core material and melamine–urea–formaldehyde (MUF) resin as the shell to fabricate microcapsules, while expanded graphite (EG) served as a structural scaffold to develop two composite PCMs, PW-MPCM-EG and PW/EG-MPCM. Pure paraffin and MPCM were also incorporated into 90# asphalt at 3–12 wt%, and their thermal, rheological, and chemical properties were evaluated through conventional binder tests, DSC, DSR, and BBR. Pure paraffin caused pronounced softening of the asphalt binder, whereas microencapsulation and EG hybridization effectively mitigated this effect. With increasing dosage, PW-modified asphalt exhibited strong softening, while PW-MPCM and EG-containing composites showed continuous reductions in penetration and ductility. At 12 wt%, the heat-absorption enthalpies of PW, PW-MPCM, PW-MPCM-EG, and PW/EG-MPCM were 10.6, 5.5, 4.6, and 7.7 J/g, respectively. DSC-25 and DSR results confirmed that excessive PCM addition significantly deteriorated low-temperature rheological resistance. Overall, a 6 % PCM dosage provided the optimal balance between latent-heat storage capacity and binder performance. Among all systems, PW/EG-MPCM exhibited superior enthalpy retention, improved thermal behavior, and minimal rheological degradation, indicating strong potential for temperature-regulated asphalt applications.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674809</guid>
    </item>
    <item>
      <title>Freeze-thaw performance of phase change material (PCM) incorporated pavement subgrade soil</title>
      <link>https://trid.trb.org/View/2606008</link>
      <description><![CDATA[Phase Change Materials (PCMs) can store and release large amounts of energy in the form of latent heat during their phase changes, which could be utilized in controlling the freeze-thaw impact on pavement foundation systems. Untreated, and Class C fly ash-treated loess soil amended with three different dosages of paraffin-based liquid, and microencapsulated PCMs were evaluated using unconfined compression, volume change, and frost heave tests. The results of this research support the use of PCMs in controlling the freeze-thaw effect on subgrade soil. Further recommendations are provided on PCMs selection, composite type PCMs, incorporation method, and chemical stability.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:23:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606008</guid>
    </item>
    <item>
      <title>Performance and evaluation models for different structural types of asphalt mixture using shape-stabilized phase change material</title>
      <link>https://trid.trb.org/View/2156625</link>
      <description><![CDATA[The vulnerability of road infrastructure to changes in environmental conditions has received increasingly widespread attention. The ability to absorb and release latent heat using phase change material (PCM) can confer ability to store thermal energy in asphalt pavements. This mitigates the effects of environmental fluctuations on pavement performance. In this study, the influences of PPGC-PCM, a shape-stabilized phase change material, on the mechanical properties, moisture resistance, high temperature stability and low temperature crack resistance of different structural types of asphalt mixture (AC-13, SMA-13) were discussed. A test platform of unsteady thermal conductivity was established to analyze the effects of PPGC-PCM on the thermal conductivity and specific heat capacity of asphalt mixture with different structure types. An evaluation model was constructed using response surface methodology (RSM), and the impacts of PPGC-PCM and gradation type on the comprehensive performance of asphalt mixture were analyzed. The results showed that the addition of PPGC can improve the thermal insulation performance and heat storage efficiency of asphalt mixture. With the increase of PPGC-PCM addition, the mechanical properties and moisture resistance of the asphalt mixture first improved and then deteriorated. Compared with the control group, the Marshall stability and residual stability of the AC-13 and SMA-13 PPGC-PCM asphalt mixture could be improved by 3.7%, 3.3% and 6.7%, 7.5%, respectively. Addition of PPGC-PCM could obviously improve the insulation performance and heat storage efficiency of the asphalt mixture. The specific heat capacity of asphalt mixture increased significantly in the PPGC-PCM phase change temperature range. However, PPGC-PCM had negative effects on the long-term high-temperature stability and low-temperature cracking strength of asphalt mixture. For different structural types, the effect of PPGC-PCM addition on the mechanical and thermomechanical properties of asphalt mixtures was more pronounced as the continuity of gradation increased. Continuous-graded asphalt mixture can achieve better performance with lower PPGC-PCM addition, while gap-graded asphalt mixture can accommodate more PPGC-PCM particles and has better comprehensive performance. According to the performance evaluation model, the recommended additions of PPGC-PCM in AC-13 and SMA-13 asphalt mixture were 5.5%∼8.5% and 7.5%∼10.5%, respectively. Engineering application proved that when PPGC-PCM was added at 7.5% in asphalt pavement, the maximum temperature of the pavement in summer was reduced by 8.9 ℃ with a time delay of 60 min compared to ordinary asphalt pavement. In winter, the experimental road section showed the potential to melt the snow more efficiently.]]></description>
      <pubDate>Wed, 31 May 2023 08:03:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2156625</guid>
    </item>
    <item>
      <title>Investigating bitumen’s direct interaction with Tetradecane as potential phase change material for low temperature applications</title>
      <link>https://trid.trb.org/View/1746865</link>
      <description><![CDATA[Temperature is significantly influencing the behaviour of asphalt road surfaces. In case of cooling, asphalt pavements become stiffer eventually reaching a brittle state at which thermal cracking may occur. Phase change materials (PCM) respond to the environmental changes by actively altering their own properties by absorbing, storing, or releasing heat without changing their own temperature. Nevertheless, the application of phase change materials in thermoplastic materials, such as asphalt, has drawn attention only recently. The current study aims with an innovative approach for buffering and controlling extreme low temperatures in asphalt road surfaces by incorporating PCM as an additive for storing heat energy in a latent form. However, the results showed that the addition of Tetradecane as raw PCM material into the bitumen 10/20, 70/100 and 160/220 drastically increased penetration and decreased the conventional characteristics such as softening temperature as well as the complex modulus. The results of this study reveal that the direct interaction of Tetradecane with bitumen significantly affects the rheological properties of bitumen without storing heat energy in a latent form. Therefore, the choice of a suitable PCM and its incorporation in bitumen (e.g. microencapsulation, shape stabilisation) and possible leakage of protected PCM due to breakage of shell is very important in the context of bitumen modification.]]></description>
      <pubDate>Thu, 19 Nov 2020 14:22:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1746865</guid>
    </item>
    <item>
      <title>Application of phase change material in asphalt mixture – A review</title>
      <link>https://trid.trb.org/View/1726966</link>
      <description><![CDATA[The use of latent heat storage capacity from phase change material (PCM) to regulate asphalt pavement temperature is an innovative way to mitigate temperature-related pavement distresses, such as thermal cracking and rutting. In this review, a detailed discussion on the classification and incorporation methods of PCM in asphalt mixture is presented. Further, the physical and chemical performances of PCM modified asphalts were reviewed, followed by their thermal and mechanical properties. It was observed that temperature related performance of asphalt mixtures can be well controlled in the phase change temperature range. Polyethylene glycol (PEG) and n-Tetradecane have been generally used to regulate the high and low temperatures of asphalt pavement, respectively. Mixed results were obtained on rheological properties of binders with PCMs as well as on road performance properties of asphalt mixtures with PCMs. It is important to note that PCMs with high latent heat and thermal conductivity are preferred for effective thermal regulation.]]></description>
      <pubDate>Thu, 27 Aug 2020 10:16:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1726966</guid>
    </item>
    <item>
      <title>HCCI with Wet Ethanol: Investigating the Charge Cooling Effect of a High Latent Heat of Vaporization Fuel in LTC</title>
      <link>https://trid.trb.org/View/1704327</link>
      <description><![CDATA[The combustion phasing of Homogeneous Charge Compression Ignition combustion is incredibly sensitive to intake temperature. Controlling the intake temperature on a cycle-to-cycle basis is one-way to control combustion phasing, however accomplishing this with an intake air heater/intercooler is unfeasible. One possible way to control the intake temperature is through the direct injection of fuel. The direct injection of fuel during the intake stroke cools the charge via evaporative cooling. Some heat is absorbed from the incoming air, lowering the in-cylinder temperature, while some heat is absorbed from the piston/cylinder walls if the spray reaches the walls. The amount of heat that is absorbed from the air vs. the walls depends on the spray penetration length. The available spray penetration length can be controlled by the injection timing during the intake stroke. Therefore, if a high latent heat of vaporization fuel is used, the intake valve closing temperature will become very sensitive to injection timing, allowing for cycle-to-cycle control of combustion phasing.         Ethanol is a fuel with a high latent heat of vaporization and therefore possesses a large charge cooling potential. Wet ethanol, a mixture of ethanol and water, offers an even higher charge cooling potential. The use of wet ethanol also provides the opportunity to save energy during the production of a biofuel. Using a blend of 80% ethanol and 20% water by mass, cycle-to-cycle control of the intake temperature over a range of greater than 50K is established. The effect of injector spray angle and wall temperature on the intake temperature range is also examined. Finally, a MATLAB thermodynamic engine cycle simulation is used to predict the exact fraction of fuel that evaporates in the air as a function of injection timing, showing that wet ethanol 80 is an ideal fuel candidate for this intake temperature control strategy.       ]]></description>
      <pubDate>Fri, 19 Jun 2020 14:18:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1704327</guid>
    </item>
    <item>
      <title>Effect of lightweight aggregate gradation on latent heat storage capacity of asphalt mixture for cooling asphalt pavement</title>
      <link>https://trid.trb.org/View/1696676</link>
      <description><![CDATA[Phase change materials (PCMs) can regulate the temperature of asphalt pavement through latent thermal energy storage. Composite phase change materials using lightweight aggregate as supporting material have been used in asphalt pavement. This work aims at investigating the effect of lightweight aggregate gradation on latent heat storage capacity of asphalt mixture for achieving satisfactory cooling effect. Polyethylene glycol (PEG) was incorporated in three kinds of fly ash ceramsite (FACS) with different particle size ranges (2.36–4.75 mm, 4.75–9.5 mm and 9.5–13.2 mm) to prepare composite PCMs (PEG/FACS) by a vacuum adsorption method. The results of differential scanning calorimeter test showed that the composite PCMs with smaller particle size had larger latent heat. The leakage experiment confirmed that the composite PCMs coated with cement paste (C-PEG/FACS) had good thermal exudation stability. Two kinds of asphalt mixture, AC-13 and SMA-13, were prepared by replacing aggregate with C-PEG/FACS. For AC-13 gradation, the asphalt mixture prepared with C-PEG/FACS (2.36–4.75 mm) presented the best cooling effect and the lowest strength reduction, compared with control asphalt mixture. As for SMA-13 gradation, the asphalt mixture using C-PEG/FACS (4.75–9.5 mm) had the best cooling effect, but the asphalt mixture prepared with C-PEG/FACS (2.36–4.75 mm) presented the lowest strength reduction. The results of the paper indicated that it is necessary to select reasonable lightweight aggregate gradation as PCM-supporting material for different types of asphalt mixture, in order to achieve satisfactory cooling performance and minimize the strength reduction of asphalt mixture.]]></description>
      <pubDate>Tue, 26 May 2020 10:16:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1696676</guid>
    </item>
    <item>
      <title>Phase change materials for pavement applications: A review</title>
      <link>https://trid.trb.org/View/1692306</link>
      <description><![CDATA[Elevated pavement temperature contributes to urban heat island effect and thermal distresses in pavements. The extreme low temperature in pavements causes freeze and thaw damage and low temperature cracking. Incorporation of phase change materials (PCMs) in pavements to restrict the temperature extremities is emerging as a field of research importance. Incorporation of PCM can restrict both the higher and lower temperature extremities in pavements. PCMs can store energy in the form of latent heat without any rise in temperature and with minimum change in volume. Encapsulated PCMs are used in pavements to minimize the PCM leakage. This paper provides a general outlook on different PCMs and their encapsulation techniques used for pavement applications. Moreover, a detailed review is included on the effect of incorporating PCMs in asphalt and concrete pavements. Being the first literature review in this area, discussing in detail about the incorporation of PCMs in both concrete and asphalt pavements, the current paper act as a firm foundation for future developments in this field.]]></description>
      <pubDate>Thu, 23 Apr 2020 15:58:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1692306</guid>
    </item>
    <item>
      <title>Thermoregulation Effect Analysis of Microencapsulated Phase Change Thermoregulation Agent for Asphalt Pavement</title>
      <link>https://trid.trb.org/View/1631405</link>
      <description><![CDATA[To analyze the latent heat thermoregulation effect of the microencapsulated phase change material (Micro-PCM) on the pavement asphalt mixture, 300 mm × 300 mm × 300 mm outdoor cubic specimen made up of asphalt mixture with the Micro-PCM was prepared. By arranging a sufficient number of temperature sensors inside the specimen, a real-time monitoring system was established to record the temperature variations of the specimen. Two indices, the latent heat accumulated temperature value (LHATV) and latent heat thermoregulation index (LHTI) were proposed to evaluate the latent heat thermoregulation performance of the Micro-PCM under heating and cooling processes. The results showed that the solar radiation and air flow conditions were the important factors affecting the latent heat effect of the Micro-PCM. The responses of the heat transfer process of the Micro-PCM varied at different locations inside the specimen, which caused a difference in the latent heat efficiency. Meanwhile, under the conditions where the ambient temperature changed rapidly, the phase change response inside the specimen would be relatively lagged, the process of latent heat storage was hindered, and the heat couldn’t be completely converted to the latent form. It can be conclude that the excessive heating and cooling rates will affect the process of latent heat, the thermoregulation efficiency of the Micro-PCM can be maintained at a high level under the appropriate variable temperature conditions, a medium temperature range and time span. Under these conditions, the Micro-PCM can exert an effective latent heat thermoregulation function to asphalt mixture.]]></description>
      <pubDate>Wed, 21 Aug 2019 09:35:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1631405</guid>
    </item>
    <item>
      <title>Analysis of Thermoregulation Indices on Microencapsulated Phase Change Materials for Asphalt Pavement</title>
      <link>https://trid.trb.org/View/1591465</link>
      <description><![CDATA[Phase change materials (PCMs) can effectively adjust the temperature of asphalt pavement and have broad application prospects. Microencapsulated phase change materials (micro-PCMs) can solve the leaking problem of PCMs, which easily occurs during the heating process of the asphalt mineral mixture. This paper is intended to provide two indices to evaluate the temperature regulation effect of micro-PCMs: the latent heat accumulated temperature value (LHATV) and latent heat thermoregulation index (LHTI). The LHATV reflects the thermal regulation capability of micro-PCMs and the accumulation in temperature difference in a certain time range. The LHTI represents the completion degree of latent heat in unit time and unit temperature, and it reflects the efficiency of latent heat thermoregulation. The outdoor cube model test was conducted on two cube models with dimensions of 30 cm × 30 cm × 30 cm. Each cube model consisted of three asphalt specimens with dimensions of 30 cm × 30 cm × 10 cm. The first cube model, which was mixed with 0.3% wt of micro-PCMs, served as the experimental group, and the other cube model without micro-PCMs addition served as the control group. Inside the two cube models, sufficient temperature sensors were placed to monitor the temperature. The analysis results show that there is a transformable relationship between the latent heat time domain and the temperature domain. In the moderate temperature range and time span, the latent heat thermal stabilization of micro-PCMs can be efficient.]]></description>
      <pubDate>Thu, 18 Apr 2019 11:04:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1591465</guid>
    </item>
    <item>
      <title>A Study on Implementation of Vapour Absorption Air Conditioning System (VAAcS) Using LiBr-H2O in Commercial vehicles</title>
      <link>https://trid.trb.org/View/1461943</link>
      <description><![CDATA[The modern day automobile customers’ expectations are sky-high. The automotive manufacturers need to provide sophisticated, cost-effective comfort to stay in this competitive world. Air conditioning is one of the major features which provides a better comfort but also adds up to the increase in operating fuel cost of vehicle. According to the sources the efficiency of internal combustion engine is 30% and 70% of energy is wasted to atmosphere.         The current Air conditioners in automobiles use Vapour compression system (VCS) which utilizes a portion of shaft power of the engine at its input; this in turn reduces the brake power output and increases the specific fuel consumption (SFC) of the engine. With the current depletion rate of fossil fuels, it is necessary to conserve the available resources and use it effectively which also contributes to maintain a good balance in greenhouse effect thus protecting the environment.         This paper discusses about the study on implementing VAAcS (Vapour Absorption Air conditioning System) in automobiles using the waste heat from the engine exhaust which is generated in the process of fuel combustion, and then “dumped” into the environment even though it could still be reused for some useful and economic purpose. The use of vapour-absorption Air conditioning system for automobile air-conditioning can drastically cut down the shaft power and thus save the precious fuel and also provides better fuel consumption. Among various absorbent and refrigerant pairs used, Libr (Lithium Bromide) - Water is the most promising in this application due to high safety, high volatility ratio, high affinity, high stability and high latent heat.       ]]></description>
      <pubDate>Tue, 01 Aug 2017 10:08:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1461943</guid>
    </item>
    <item>
      <title>Experimental study on performance characteristics of cold storage heat exchanger for ISG vehicle</title>
      <link>https://trid.trb.org/View/1426301</link>
      <description><![CDATA[The Idle Stop and Go (ISG) system is very useful in the automobile industry because it increases fuel consumption and reduces green house gas emissions. However, when the engine is on standby, the air-conditioning system does not work due to compressor inactivity, causing thermal discomfort to passengers. This study examines the thermal storage system, which is a cold storage heat exchanger integrated with a current evaporator. The experiments were conducted for an optimum cold storage heat exchanger design with various fin heights and densities, a number of stacking evaporator plates, refrigerant flow circuits inside the evaporator, and Phase Change Materials (PCMs) in the heat exchanger. The effects of coldness-release performance were examined with various ambient temperatures and air flow volume rates to the cold storage heat exchanger. The visualization of PCM’s freezing and melting was conducted with the cold storage heat exchanger. From the results, the authors found that the air discharge temperature of the air-conditioning system that was applied to the optimum cold storage heat exchanger was delayed around 540 seconds compared to the current air-conditioning system to reach 24 °C. Thus the authors can say that the cold storage heat exchanger integrated with an evaporator is an effective solution for ISG vehicles in maintaining thermal comfort in vehicle cabins during short engine stops.]]></description>
      <pubDate>Fri, 21 Oct 2016 16:32:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426301</guid>
    </item>
    <item>
      <title>Routine Mechanistic Pavement Design against Frost Heave</title>
      <link>https://trid.trb.org/View/1274573</link>
      <description><![CDATA[A mechanistic approach is used to predict frost heave as a function of climate, subgrade soil properties and pavement design. This is part of the Ministère des Transports du Québec's (MTQ) pavement design software and standards. The model and its implementation are presented. It is based on the concept of the segregation potential, and on the thermal balance at the freezing front. Material property variables and models are also embedded for automatic calculation of thermal conductivities, latent heat and other important material parameters. Year to year climatic variability may be considered through a statistical approach. The software has been successfully validated against field measurements and a sensitivity study has been done. A maximum frost heave criterion, based on actual data and experience, is used as threshold design criteria. The program is widely used in practice in the province of Québec.]]></description>
      <pubDate>Tue, 03 Dec 2013 09:09:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1274573</guid>
    </item>
    <item>
      <title>A Formula for the Unfrozen Water Content and Temperature of Frozen Soils</title>
      <link>https://trid.trb.org/View/904556</link>
      <description><![CDATA[The purpose of this study is to deduce a formula for the relationship between the unfrozen water content and temperature (RUWCT) of frozen soils. This deduction is based on analyzing the free energy in the frozen soil. The deduced formula, with three experimentally determined parameters, is similar to the widely-used formula, which only has two parameters. To verify the practicality of the deduced formula, this study uses documented experimental data to regressively calculate the parameters of the deduced and widely-used formulas, and to evaluate the freezing points of frozen soils. The results show that, the deduced formula can predict the RUWCT of frozen soil very well, while the widely-used formula could only predict the RUWCT of the frozen soil with lower water content. The results also indicate that the freezing point calculated from the deduced formula is closer to the experimental data. Based on the results, it is recommended that when the temperature range is not greater than 20°C and the water content of frozen soil is less than 40%, the widely-used formula should be used to predict the RUWCT of this frozen soil. Otherwise, the deduced formula is recommended to predict the unfrozen water content of frozen soil.]]></description>
      <pubDate>Tue, 17 Nov 2009 14:58:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/904556</guid>
    </item>
    <item>
      <title>A Latent Class Accelerated Hazard Model of Activity Episode Durations</title>
      <link>https://trid.trb.org/View/802313</link>
      <description><![CDATA[The Cox proportional hazard model is the most widely used model in activity episode duration analysis. A potentially limiting underlying assumption of this model class is that the explanatory variables have a proportional effect on the hazard function. There is no direct relationship between the covariates and time itself. An alternative model class is the accelerated hazard (AH) model. The coefficients in this model class reflect variations of hazard rates over time, which are accelerated or decelerated. Another issue is the problem of heterogeneity. Cox proportional hazard models that include heterogeneity are now well known. Including heterogeneity in the AH model is more complicated and under-explored, but also potentially more rewarding. The paper uses a latent class specification for the AH model to capture heterogeneity and propensity to accelerate (or decelerate) activity durations. The use of a latent class specification is beneficial for representing individual/household response differences (accelerate/ decelerate their current activity durations) to transportation policy. To contribute to this research frontier, the present paper reports their results of the development of the first latent class accelerated hazard (LCAH) model in transportation which is applied to activity diary data on three out-of-home activities (daily shopping, non-daily shopping and out-of-home leisure) and two in-home activities (in-home task and in-home leisure), collected in Eindhoven, The Netherlands. The empirical results suggest that heterogeneity is strongly related to sociodemographic variables. The presence of children and the employment status of the female spouse are the most important factors explaining heterogeneity among the derived latent classes.]]></description>
      <pubDate>Wed, 02 May 2007 13:01:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/802313</guid>
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