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    <title>Transport Research International Documentation (TRID)</title>
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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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      <title>Current Methods for Determining the Influence of Hydrogen in Metallic Materials and Their Limits</title>
      <link>https://trid.trb.org/View/2579347</link>
      <description><![CDATA[The selection of materials under the influence of hydrogen can be carried out using a variety of different testing and evaluation methods. The respective methods differ significantly in terms of their relevance to reality, informative value and technological and financial expenditure. In order to select a suitable method for material qualification and service life estimation for the respective application, a deeper understanding is required, as there is no scientific consensus on the existing damage mechanisms under the influence of compressed hydrogen and there are no internationally valid standards for the qualification of metallic materials for compressed hydrogen applications. The present work represents a literature study in which selected common methods for the qualification of metallic materials are taken up. Advantages and disadvantages are taken up and discussed on the basis of scientific work.]]></description>
      <pubDate>Mon, 13 Jul 2026 10:46:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579347</guid>
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      <title>Enhancing Rail Vehicle Structural Performance Through High-Recyclability Thermoplastic Composite Lightweight Components</title>
      <link>https://trid.trb.org/View/2580039</link>
      <description><![CDATA[In numerous industries beyond rail vehicle technology, the utilization of continuous fiber reinforced plastics (FRP) has already gained prominence alongside conventional metallic materials due to their exceptional lightweight potential. However, the application of such materials in rail vehicles encounters limitations, including stringent fire protection requirements, the need to establish new repair processes, feasibility of recycling, and higher manufacturing costs. To address these challenges and facilitate the structural implementation of FRP in rail vehicles, a comprehensive approach has been developed. This approach primarily encompasses material selection, design, simulation, and relevant manufacturing technologies, while also considering the intricate interactions among these factors. Through the successful application of this approach, a remarkable breakthrough has been realized: the design and fabrication of an exceptionally robust, high-impact structure positioned beneath the car body of a high-speed train. One cornerstone of this approach is a multi-stage material selection process that meticulously evaluates both general and rail-specific requirements. These encompass fire safety, thermal stability within operational temperature ranges, recyclability, static strength, fatigue resistance, manufacturability, and numerous other critical factors. Leveraging the outcomes of this rigorous material selection process, an innovative design strategy guided by advanced simulation techniques was employed to craft a resilient and cost-effective component using carbon fiber-reinforced thermoplastics (CFRTP).]]></description>
      <pubDate>Thu, 30 Apr 2026 09:06:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2580039</guid>
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    <item>
      <title>Traffic Data for Network Level Pavement Structural Assessment and Performance Grade Asphalt Selection</title>
      <link>https://trid.trb.org/View/2688791</link>
      <description><![CDATA[ruck traffic is an important input for pavement design and analysis. Proper characterization of traffic patterns contributes to the design of reliable and cost-effective pavement structures. Axle load spectra obtained from the Long-Term Pavement Performance (LTPP) database, together with local Annual Average Daily Traffic (AADT) data from Tennessee, were analyzed to establish regional Level-2 traffic inputs for the Mechanistic-Empirical Pavement Design in Tennessee. Hierarchical clustering was performed to characterize the traffic patterns among the analyzed Weight-in-Motion (WIM) sites, followed by the sensitivity analysis to evaluate the impact of generated traffic inputs. Truck factors derived from National Cooperative Highway Research Program (NCHRP), LTPP Typical, LTPP Global, and cluster-based datasets were compared with TDOT default values. Results demonstrate that cluster-based level 2 provides the closest performance predictions compared with those from the site-specific level 1 data. TDOT’s truck factors generally underestimate the structural number (SN) compared with the national datasets, whereas cluster-based local calibration tends to yield more conservative SN estimates for new pavement design. Additionally, the distribution of ESALs estimated from TDOT’s default data was employed to classify traffic into four loading levels (standard, heavy, very heavy, and extreme) to support network-level binder selection. This classification attempts to provide a more rational basis for selecting Performance-graded (PG) asphalt binder consistent with expected loading conditions. The backcalculated SN values, derived by the estimated ESALs, serve as a valuable benchmark for evaluating required pavement structural capacity and supporting both new design and rehabilitation planning at the network level.]]></description>
      <pubDate>Thu, 09 Apr 2026 11:37:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688791</guid>
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    <item>
      <title>Quantitative Evaluation of Select Materials in Subgrade Alternatives</title>
      <link>https://trid.trb.org/View/2671990</link>
      <description><![CDATA[Wisconsin Department of Transportation (WisDOT) has had a statewide policy in place for approximately 20 years where a select materials layer should be included beneath the pavement section in areas deemed difficult for subgrade construction. These areas are well-distributed throughout the state and notably include subgrades comprising silty soils, silty clay soils, soft clay soils, soils with high organic content, and other soils with a history of problems for construction. The WisDOT Facilities Development Manual (FDM) identifies and maps areas where problematic subgrade soils predominate in the form of Standard Inclusion Areas and warrant the design and application of a select materials layer. Ten select materials alternatives are provided in the FDM 11-5 and are assumed to provide an equivalent level of subgrade improvement. While the FDM provides 10 “equivalent” options, there is uncertainty regarding the true equivalency of each alternative. There is an urgent need to systematically and quantitatively evaluate the equivalency of alternative materials and options to address this limitation. Doing so will (1) provide cost savings by mitigating expenses and limited availability of select materials in many locations of the state, (2) provide designers with the confidence that alternatives will effectively perform, (3) reduce energy consumption and transportation emissions (e.g., long hauling distances) by more frequent use of locally sourced materials, and (4) foster sustainable development with beneficial use of alternatives including industrial by-products and recycled materials.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671990</guid>
    </item>
    <item>
      <title>Vertical and Overhead Concrete Patches</title>
      <link>https://trid.trb.org/View/2671984</link>
      <description><![CDATA[Bridge elements undergo various types of damage throughout their service life requiring rehabilitation with vertical and overhead patch repairs. Wisconsin Department of Transportation (WisDOT) guidance is limited to horizontal concrete surface repairs. Vertical and overhead patches typically include using different strategies, patch materials and repair reinforcements such as mechanical anchors, wire reinforcement, or fiber-reinforced polymer wraps. The field engineers mostly rely on manufacturer's repair recommendations and engineer discretion for guidance. The development of complete guidance protocols including patch-repair materials installation specifications, inspection requirements, and acceptance criteria is required to provide consistency and ensure the durability of concrete patches. The development of the protocols, specifications and an approved products list would be beneficial to ensure WisDOT delivers longer-lasting repairs. The researcher will investigate and provide material selection guidance, patch-repair materials installation specifications and repair strategies for concrete surface repairs in the vertical and overhead positions using different strategies, patch materials and repair reinforcements. This project will provide complete guidance protocols for minor to intermediate vertical and overhead concrete patch repairs in concrete bridge decks, slabs, prestressed concrete girders, piers and abutments located above and away from traffic. They will subject patch repairs to stress tests to evaluate patch durability. The researcher will develop patch-repair materials installation specifications, inspection requirements, and acceptance criteria. The researcher will develop repair specification recommendations and an approved products list, providing consistency and ensuring the durability of concrete patches.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:21:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671984</guid>
    </item>
    <item>
      <title>Develop and Demonstrate an Evaluation Process for Acceptance of Additives for Use in Forensic Analysis in Hot Mix Asphalt</title>
      <link>https://trid.trb.org/View/2666836</link>
      <description><![CDATA[Although additives, modifiers, and extenders are commonly used in hot mix asphalt (HMA) designs, a robust and structured laboratory evaluation process is needed to assess their impact on performance and minimize the risk of incorporating these materials in routine use. The research team will develop a framework to evaluate new products in the context of asphalt materials, leveraging insights from existing methodologies such as NCHRP 1-130. The study will assess asphalt binders and mixtures, considering material selection, laboratory performance, and field validation using test sections. The final deliverables will include a laboratory assessment framework, performance-based criteria, and a template for long-term monitoring of additives in HMA.]]></description>
      <pubDate>Tue, 10 Feb 2026 14:43:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666836</guid>
    </item>
    <item>
      <title>Novel concretes made using supplementary cementitious materials and seawater (UM)</title>
      <link>https://trid.trb.org/View/2663226</link>
      <description><![CDATA[The production and curing of concrete utilizes billions of tons of freshwater every year. This is a major concern, especially in regions with water shortfalls. The research team has previously explored seawater-mixed concretes, and shown promising performance of such concrete, as long as steel reinforcement is not used. The objective of this research project is to show a proof-of-concept of using supplementary cementitious materials (SCMs) and seawater. Specifically: (1) Cement pastes will be designed with 60% PLC, 20% limestone, and 20% fly ash as binder. Freshwater and seawater will be compared. Cement paste hydration will be studied using isothermal calorimetry (7 days), thermogravimetric analysis and Fourier-transform infrared spectroscopy (up to 91 days). (2) Cement mortars will be made and the flow measured in fresh state; and strength and bulk resistivity will be measured up to 91 days. (3) Concretes will be made and their slump, air content, and density measured in fresh state, and strength, and bulk resistivity will be measured up to 91 days. (4) In total four mixtures with varying water types will be tested to develop concrete utilizing SCMs and seawater that maintains performance with respect to control concrete mixtures.
]]></description>
      <pubDate>Sat, 31 Jan 2026 11:06:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663226</guid>
    </item>
    <item>
      <title>Development of a Process to Lower Global Warming Potential of Construction Materials</title>
      <link>https://trid.trb.org/View/2646979</link>
      <description><![CDATA[The objective of this research was to support sustainable procurement of concrete pavements by linking materials-level global warming potential (GWP) to the project level. Infrastructure owners require reliable environmental product declarations (EPDs) and methodologies for integrating GWP into the procurement process to ensure equitable decision-making. This work provided insights into high-level GWP estimation tools and EPD development tools. A benchmarking methodology was developed and implemented to establish reference values for procuring sustainable products within Minnesota. A data collection protocol and life-cycle information model (LCIM) for concrete pavement construction were developed to facilitate GWP integration into current project procurement practices. The LCIM methodology was developed and implemented to estimate the production and construction environmental impacts of five real-world concrete pavement construction projects and a joint repair project. Applying the LCIM methodology allowed this work to map GWP to pay items and incentives in specifications and provide a pathway to extend a LCIM across the life cycle. Ultimately, this research provided a framework for integrating environmental impacts into the procurement process to facilitate sustainable project procurement for infrastructure owners.]]></description>
      <pubDate>Fri, 23 Jan 2026 15:34:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646979</guid>
    </item>
    <item>
      <title>Composition Design of Geopolymer Stabilized Steel Slag Roadbase Materials Considering Surface Gelation of Aggregate: Its Preparation, Characterization and Mechanism</title>
      <link>https://trid.trb.org/View/2636233</link>
      <description><![CDATA[This study develop a geopolymer stabilized steel slag (GeoSS) roadbase material with full solid-waste reusing. And to improve its road performance, an interface enhancement method considering surface gelation of steel slag aggregate was proposed. The mechanical properties, drying shrinkage performance, carbon emission benefits, and heavy metal leaching risks of GeoSS were evaluated. In addition, the geopolymerization reaction and interface enhancement mechanism were investigated through microscopic analysis. Results show that GeoSS mixture can exhibit excellent mechanical properties; along with significantly better dry shrinkage performance and environmental benefits compared to cement stabilized stone materials C5. Addition of C6H5O7K3 solution can effectively perform surface gelation treatment on steel slag aggregates, leading to further improvement on the mechanical strength of GeoSS mixture. Microstructure characteristics tests results show that fly ash and slag powder can generate cementitious products through alkaline activation reaction. Addition of C6H5O7K3 solution can complex the inert ions in steel slag mineral, improve the hydration efficiency of doped C2S and C4AF, and produce hydrated andradite-grossular crystal and C-A-S-H gel. Furthermore, C₆H₅O₇K₃ can also change the surface charge characteristics of steel slag, thus promoting more gelling products gather on aggregate surface. These products can effectively fill the interface transition zone between steel slag and geopolymer binders, strengthening the interfacial mechanical strength of GeoSS mixture and further improving its road performance.]]></description>
      <pubDate>Tue, 30 Dec 2025 09:46:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636233</guid>
    </item>
    <item>
      <title>Composition optimization and durability evaluation of waterborne resin polymer road surface colored anti-skid overlay</title>
      <link>https://trid.trb.org/View/2633584</link>
      <description><![CDATA[To address environmental concerns over volatile organic compound emissions from solvent-based resins in colored anti-skid overlays and promote their green, durable and sustainable development, this study developed eco-friendly adhesives using waterborne polyurethane (WPU), waterborne epoxy resin (WER), and waterborne acrylic (WA). Furthermore, they were combined with organosilicon resin reinforced colored ceramic particles to prepare colored anti-skid overlay with both color visual function and road performance of skid resistance and wear resistance. The amount of the adhesives and the composition of anti-skid aggregates were optimized, and the influence of adhesive type on the durability of colored anti-skid overlay was explored. The results showed that the addition of WER and WA improved the crosslinking and curing degree of WPU, and the macroscopic mechanical, bonding, and hydrophobic properties were enhanced. The recommended contents of WER and WA are 10 %–15 % and 5 %–10 %, respectively. According to the wet track abrasion value and texture depth of the colored anti-skid overlay, the recommended adhesive application amount is 2.5 kg/m2. The colored ceramic particles only use 2.36–4.75 mm particles. The wet track abrasion value of WER/WPU/WA anti-skid overlay is the least affected by various corrosion and aging treatments. The influence of alkali solution immersion and xenon lamp aging treatment is more significant, but its growth rate is still not more than 12 %, showing better corrosion resistance and anti-aging performance. After 50,000 loading abrasion cycles, the British Pendulum Number of WER/WPU and WER/WPU/WA colored anti-skid overlay is 63–65, and the texture depth is 1.37–1.42 mm, still maintaining significant anti-skid performance.]]></description>
      <pubDate>Mon, 22 Dec 2025 17:03:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633584</guid>
    </item>
    <item>
      <title>Comparative Study on the Utilization of Calcined Clay, Reclaimed Fly Ash, and Slag as Supplementary Cementitious Materials</title>
      <link>https://trid.trb.org/View/2608117</link>
      <description><![CDATA[Supplementary cementitious materials (SCMs) are key for the durability of transportation infrastructure. Fly ash (FA), the most used SCM in the U.S.A., is becoming scarce, creating issues for state departments of transportation. To address the FA shortage, reclaimed FA products are becoming available; however, this is only a temporary solution. A promising long-term solution is the use of calcined clay (CC) either in the form of limestone calcined clay cement (LC3) or LC3-like systems, known as LC2, where Portland limestone cement (PLC) is simply blended with CC. This study examines the particle size, chemical composition, reactivity, strength activity, and effects on workability of two CCs (CC-1 and CC-2) from U.S. sources, and compares these to reclaimed FA and slag cement (SC). CC-1 was chosen for further studies in mortars because of its commercial availability in powder form. Mortar specimens with six binder systems (LC3, LC2-30% CC, LC2-50% CC, PLC, PLC-30% FA, and PLC-50% SC) and two water-to-binder ratios (0.4 and 0.45) were produced and systematically compared. Early- and long-term strength development, heat of hydration, bound water, calcium hydroxide content, and environmental impacts were evaluated. Results suggest that LC2 and LC3 systems are promising alternatives to alleviate the FA shortage, particularly because of their comparable or superior performance in key parameters such as strength development and environmental impact compared to the PLC system.]]></description>
      <pubDate>Mon, 13 Oct 2025 08:49:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2608117</guid>
    </item>
    <item>
      <title>Identifying Regulatory and Practical Challenges in Decarbonizing New England Cement-Based Infrastructure by Using Supplementary Cementitious Materials</title>
      <link>https://trid.trb.org/View/2606774</link>
      <description><![CDATA[Solutions to lower the greenhouse gas (GHG) emissions associated with cement-based products include replacing high-emission Portland cement with low-emission materials derived from industrial by-products and waste streams, such as supplementary cementitious materials (SCMs). Despite their environmental and performance benefits, increasing SCM utilization in Department of Transportation (DOT) infrastructure faces regulatory and practical challenges. The objective of this study is to systematically identify these challenges as well as opportunities for more extensive use of SCMs. This investigation starts with reviewing DOT standard specifications and comparing DOT standard specifications with industry standard specifications for concrete. It concludes with estimating available conventional and alternative SCMs. In our review of DOT standard specifications across the New England region, we found that several applications call for 100% Portland cement. Precast and prestressed concrete applications allow for the widest range of cement types and replacement, whereas mortar and grout applications allow for the most limited range. Cement replacement in industry standard specifications tends to be higher than DOT standard specifications, with 10%, 45%, and 1% gaps for fly ash, slag, and silica fume, respectively. Using SCMs relies on having steady supplies of these materials. The availability of fly ash, slag, and silica fume amounted to 55% of Portland cement consumption in 2018, while the availability of other secondary materials including biochar, glass pozzolan, and copper tailings amounted to 320%. Even as we deplete conventional SCMs, large supplies of alternative SCMs will remain untapped.]]></description>
      <pubDate>Thu, 09 Oct 2025 11:01:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606774</guid>
    </item>
    <item>
      <title>Assessing the Influence of Material Selection and Mixture Design Parameters on Fuel-Resistant Airfield Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2589149</link>
      <description><![CDATA[Fuel-resistant asphalt (FRA) mixtures have emerged as a viable solution for resisting premature degradation from fuel exposure on airfields. Fuel resistance is generally achieved by combining a highly modified asphalt binder (namely, performance grade [PG] 88-22 or PG 82-28) with lower design air voids (i.e., 2.5% Va, des) than conventional airfield mixtures to promote lower permeability and higher effective binder volume. Both the Federal Aviation Administration and Department of Defense have adopted FRA airfield specifications, which feature multiple unique specification requirements compared to conventional airfield mixtures, relating to the asphalt binder grades, design method, Va, des level, nominal maximum aggregate size (NMAS), natural sand use, and in-place density requirements. The objective of this research was to systematically assess the influence of these FRA material selection and mixture design parameters to better inform specifications moving forward. Twenty-eight different mixture variants based on four primary airfield asphalt mixtures were designed and produced in the laboratory and characterized using fuel mass loss (FML), fuel-conditioned indirect tensile strength (St), and asphalt pavement analyzer wheel tracking. Ultimately, it was recommended that (1) no changes be made at this time to binder selection, (2) FML criteria be adjusted based on specimen size, (3) Gradations 2 and 3 (effectively 12.5 and 9.5 mm NMAS, respectively) be allowed, (4) up to 15% natural sand be permitted, and (5) future adjustments to Va, des and in-place target densities be further explored using field data.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2589149</guid>
    </item>
    <item>
      <title>Materials, Performance Studies, and Application Progress of Fiber-Reinforced 3D-Printed Concrete</title>
      <link>https://trid.trb.org/View/2519217</link>
      <description><![CDATA[This article provides an overview of the latest developments in material selection, performance characteristics, and engineering applications of fiber-reinforced three-dimensional–printed concrete (FR3DPC). As an emerging additive manufacturing technology, FR3DPC effectively addresses the issues of cracking and fragility in traditional concrete by incorporating fibers into 3D-printed concrete. The article initially focuses on analyzing commonly used fiber materials such as steel, glass, carbon, polypropylene, and basalt fibers. These fibers are widely applied to enhance the mechanical properties and crack resistance of concrete because of their light weight, high strength, corrosion resistance, and durability. Subsequently, the key indicators of FR3DPC, including printability, mechanical performance, and durability, are discussed in detail, along with the impact of different fiber materials and process parameters on its performance. Research indicates that optimizing fiber content and concrete mix proportions can significantly improve the overall performance of FR3DPC. In terms of engineering applications, FR3DPC has achieved remarkable results in areas such as construction, road transportation, and infrastructure. Finally, the article highlights the challenges in standardization, optimization of printing processes, and integration with advanced technologies like artificial intelligence. Future research should focus on enhancing manufacturing efficiency, cost-effectiveness, and durability to further expand the application and development of FR3DPC technology.]]></description>
      <pubDate>Fri, 23 May 2025 15:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2519217</guid>
    </item>
    <item>
      <title>Durability and Cost-Benefit Assessment of Innovative Materials for Bridge Deck Maintenance and Construction</title>
      <link>https://trid.trb.org/View/2543852</link>
      <description><![CDATA[The South Carolina Department of Transportation (SCDOT) manages one of the largest state transportation networks in the US, including over 9400 bridges. For existing and newly built bridges, concrete decks are the primary area of concern for durability due to aging, increased load demands, and direct exposure to corrosive environments, especially throughout the coastline and the Lowcountry. As a result, excessive cracking (e.g., due to aging, shrinkage, overloads, exposure to chloride salts) and corrosion-related damage (e.g., concrete spalling, loss of reinforcing material) are all-too-common conditions that hinder safety, reduce capacity, and negatively affect user satisfaction.

The condition of the State’s bridge decks is reflected in the National Bridge Inventory. In 2018, for the first time, the number of bridges rated as ‘Fair’ (4855, over 50% of the total) surpassed those rated as ‘Good’. This trend shows what bridge inspectors are well aware of—that the rate of deterioration exceeds the rate of rehabilitation and replacement. The outlook is that a ‘State of Good Repair’ is increasingly challenging, despite the SCDOT’s growing maintenance efforts.

In fact, the cost and impact on mobility of bridge maintenance and new construction put a premium on accelerating the transition to innovative deck materials that offer unprecedented durability and cost benefits. Compelling examples are ultra-high performance concrete, specialty admixtures (e.g., shrinkage-control, nano-amendment), cementitious-matrix overlays, externally bonded fiber-reinforced polymer (FRP) systems, galvanized steel bars, and noncorrosive glass FRP (GFRP) bars whose cost is now on par with black steel.

In addition to bridge deck research, the proposed research will also focus on developing standard repair procedures for various bridge components. An emphasis will be placed on developing procedures that are relatively easy to perform by maintenance forces with commonly available equipment.

The proposed research aims to bridge the gap between state-of-the-art and field implementation. Doing so requires addressing a lack of familiarity by practitioners, a difficulty with assessing cost benefits, and a limited availability of SCDOT provisions and tools for design, and life-cycle cost analysis (LCCA) for asset management.

]]></description>
      <pubDate>Mon, 28 Apr 2025 09:09:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2543852</guid>
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