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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>
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    <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>The stress resilient membrane (SRM bit) for concrete, paved and asphalt surfaces</title>
      <link>https://trid.trb.org/View/2675934</link>
      <description><![CDATA[The functionality of infrastructure and roads has an impact on road safety, the economy and people’s quality of life. The poor condition of roads in some places is due to a number of factors, including the high volume of traffic, ageing, lack of investment and extreme weather conditions in some places. However, particularly in the context of maintenance and/or repair, wrong decisions are often made in the chosen procedure. For example, due to economic considerations or political decisions, existing road structures are increasingly being rehabilitated or overbuilt with a new asphalt surface course in the course of replacing the top asphalt layer, regardless of the existing condition. However, new asphalt layers that are built over (old) cracked asphalt, concrete or paved surfaces often suffer from reflection cracks after a relatively short period of use, which are caused by the horizontal movements and thermal expansion of the underlying concrete or paved base. This effect is exacerbated by the existing traffic load. The resulting cracks in the asphalt surface layer then allow moisture/water to enter the structure and inevitably lead to an acceleration of crack propagation up to complete system failure. As a result, this process leads to traffic restrictions for road users and to premature and costly renewal measures.  One possible solution is the complete elastic decoupling of two otherwise incompatible layers (e.g. asphalt on concrete/paving etc.). A special stress-relieving and stress-resistant membrane (SRM-bit) based on a bituminous waterproofing mastic with a highly branched polymer matrix was developed for this purpose. This acts as a highly elastic, crack-bridging and water pressure-tight membrane over the entire service temperature range.  The special properties of the SRM-bit across the entire service temperature range were demonstrated in laboratory tests using physical and rheological analyses and dynamic and static tests on composite systems. The enormous elastic potential, the extreme adhesion and cohesion forces and self-healing effects were demonstrated. In addition, these results have already been validated in several construction projects.  Sustainable construction methods that are both resource-saving and economical are required to maintain the infrastructure. A newly developed stress-resistant membrane for asphalt, concrete and paved roads can be used for this purpose, which guarantees very good performance properties at low and high temperatures. Laboratory and practical results will be shown.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675934</guid>
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      <title>An Investigation of the Impact of Asphalt Mix Types on Predicted Distresses Using the PMED Software</title>
      <link>https://trid.trb.org/View/2673031</link>
      <description><![CDATA[The specifications for asphalt concrete (AC) mixes and resulting mix designs vary among and within highway jurisdictions. The performance of each mix type depends on materials composition and quality, traffic loads, climatic exposures, etc. The AASHTOWare Pavement ME Design (PMED) software is a comprehensive tool for the design and analysis of pavement structures incorporating various design input parameters including different properties of AC mixes. In this study, design trials were completed using the PMED software v3.0 to investigate the impact of different AC mix types on the predicted distresses in new flexible pavements and the suitability of the PMED software for this impact assessment. The trials included four different AC mixes for the surface AC layer and three different AC mixes for the base AC layer from Manitoba and Ontario. This resulted in design trials for 12 combinations of AC surface and base layers. For each combination, design trials were run for 11 weather stations across Canada, which resulted in a total of 132 design runs for the investigation.  The results from this study indicated that a higher effective binder (i.e., increased VMA) content in surface layer AC mixes results in increased AC layer rutting and bottom-up fatigue cracking (BUFC). A higher density of surface AC layer mixes results in a reduced amount of AC layer rutting and BUFC. The effects of AC mix properties on the predicted top-down fatigue cracking (TDFC) and transverse cracking (TC) were inconsistent and the reason for such inconsistent variations is unclear. The properties of base layer AC mixes have no or minimal effect on the predicted distress, except for the density of base AC layer that show some effect on the predicted BUFC. The predicted total rutting followed the similar trends as the AC layer rutting. Varied climatic exposures has significant or noticeable effect on the predicted distresses. In general, a higher maximum air temperature results in increased rutting in AC layer, a higher mean air temperature results in reduced BUFC and TDFC, a colder air temperature in winter results in increased TC. The predicted International Roughness Index (IRI) depends on predicted total rutting, total fatigue cracking (BUFC plus TDFC) and TC. The freezing index and amount of precipitation have minimal effect on the predicted IRI.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673031</guid>
    </item>
    <item>
      <title>The Impact of Heat Waves on Predicted Ontario Pavement Performance using Pavement Mechanistic Empirical Design Software</title>
      <link>https://trid.trb.org/View/2672510</link>
      <description><![CDATA[The consequences of climate change have begun to manifest globally, with noticeable impacts in Canada. An increase in frequency and severity of extreme weather events, such as floods, wildfires, and heat waves, has been prominent in the recent Canadian landscape. Canadian infrastructure may be compromised under these extreme weather events, if not properly designed and constructed. Flexible pavements may be particularly sensitive to extreme heat waves due to the viscoelastic properties of the asphalt binder. Previous work has examined the impact of heat waves on pavements in Southern and Southeastern Ontario to identify the critical conditions predicted to cause the greatest increase in rutting. Pavement performance under various heat wave scenarios has been predicted using Pavement Mechanistic Empirical Design (PMED) software for a typical Ontario highway cross-section. This study seeks to expand on the previous work by also considering Northern Ontario conditions, thus better representing all of Ontario’s binder grade zones. Furthermore, the analysis has been repeated with an increased asphalt binder grade to assess the potential for better rutting resilience. The study identified that heat wave return-period was of greater risk to pavement performance than heat wave intensity. Furthermore, it was identified that increasing the asphalt binder grade and increasing the asphalt binder lift thickness were potential methods for increasing rutting resiliency.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672510</guid>
    </item>
    <item>
      <title>Development of a Novel Lightweight Asphalt Concrete Mixture with Improved Insulation and Strength Characteristics</title>
      <link>https://trid.trb.org/View/2665664</link>
      <description><![CDATA[This study investigates the effects of substituting 70% of natural aggregate particles with Foamed Glass Synthetic Lightweight Aggregate (FG-SLA) in Hot Mix Asphalt (HMA), focusing on changes in the mixture’s cracking resistance, tensile strength, resistance to moisture-induced damage, and thermal conductivity. The results show that the inclusion of FG-SLA significantly reduces thermal conductivity, offering a potential benefit in improving frost protection. The substitution also led to improved cracking resistance in the mixture. Additionally, it enhances the mixture’s resistance to moisture-induced damage, as indicated by higher tensile strength ratios compared to the control mixture. However, a decrease in the dry tensile strength of the lightweight HMA can be recognized, highlighting a trade-off between moisture resistance and mechanical strength. These findings underscore the potential of FG-SLA in improving HMA performance, especially in applications where thermal properties and moisture resistance are critical. Although the results from this preliminary study are found to be promising, further research is needed to better understand the effects of varying levels of FG-SLA substitution, as well as its broader implications on thermal conductivity, mechanical properties, and economic feasibility.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665664</guid>
    </item>
    <item>
      <title>Tracking GHG Emissions Across the Life Cycle of Asphalt Pavements under Climate Change Considering Quasi-Level 1 Inputs for PMED</title>
      <link>https://trid.trb.org/View/2665660</link>
      <description><![CDATA[As climate change intensifies, developing sustainable and resilient asphalt pavements is crucial to enhance infrastructure durability while reducing their carbon footprint. This study evaluated two asphalt mixes using AASHTOWare Pavement ME Design under future climate scenarios: a standard mix with an unmodified binder and a mix with a polymer-modified binder (PMB). Dynamic modulus testing provided Level-1 mechanical property inputs, offering insights into each mix’s performance under variations in temperature and frequency. Additionally, life cycle assessments (LCA) were conducted, incorporating maintenance activities to estimate the long-term greenhouse gas (GHG) emissions associated with each pavement design. Although the PMB mix exhibited higher initial embodied carbon, based on Environmental Product Declarations (EPDs), its enhanced mechanical properties translated into improved predicted performance under future climate conditions, extending pavement service life and reducing annualized GHG emissions. This case study, conducted for an urban pavement setting, demonstrates a comprehensive methodology for evaluating new materials in asphalt pavements. The findings underscore the value of combining advanced material testing, performance simulation and LCA to assess the sustainability and climate resilience of innovative materials for infrastructure solutions.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665660</guid>
    </item>
    <item>
      <title>Optimizing Geosynthetic Interlayer Systems for Reflective Cracking Mitigation: Mechanical Performance, Economic Analysis, and Environmental Benefits</title>
      <link>https://trid.trb.org/View/2665447</link>
      <description><![CDATA[This study investigates the mechanical performance of various geosynthetic interlayer systems used in asphalt overlays to mitigate reflective cracking under monotonic loading conditions. Through a series of laboratory tests using a Crack Widening Device, the influence of reinforcement type (geotextile and geogrid) and placement depth (one-third, one-half, and two-thirds from the bottom of the specimen) was evaluated. Results demonstrate that reinforcement positioned closer to the crack initiation zone significantly enhances crack resistance, with the one-third placement yielding the highest fracture energy (GIC) and toughness improvement factor (TIF). Geotextile (Paving fabric-PF) reinforced specimens consistently outperformed both unreinforced controls and Carbophalt GB (glassgrid), particularly when embedded near the bottom. Conversely, reinforcements placed near the top surface showed diminished effectiveness due to delayed engagement with the fracture front. These findings underscore the importance of strategic interlayer positioning and material selection in extending pavement service life and optimizing overlay rehabilitation designs.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665447</guid>
    </item>
    <item>
      <title>Långsiktiga egenskaper och klimatavtryck av asfaltmassor med biobindemedel : laboratoriestudie och livscykelanalys</title>
      <link>https://trid.trb.org/View/2666493</link>
      <description><![CDATA[Bio-asphalt with bio-extended bituminous binder, where a renewable binder partially replaces petroleum bitumen, is a promising solution to reduce the asphalt industry's fossil dependence and climate impact. This study has investigated how a bio-binder affects the long-term performance and climate impact of asphalt mixtures. The study focused on bio-extended bituminous binders containing Tall Oil Pitch (TOP) and a polymer-modified bitumen (PMB) with a biogenic component as alternatives to conventional bituminous binders. The methods in this study include laboratory testing of binders and asphalt mixtures, such as ageing, rheology, fatigue, cracking resistance and water sensitivity. A life cycle assessment (LCA) has also been carried out to assess the climate impact from raw material extraction to pavement (construction stage, life cycle phases A1-A5 according to European standards for sustainability of construction works), with a special consideration of biogenic carbon (part of life cycle phases C/D according to the European standards). The results show that bio[1]extended binders with TOP meet technical requirements for bituminous binders. However, at a higher TOP content, brittleness and reduced fatigue resistance of asphalt mixtures can occur at low temperatures after ageing. The PMB with a biogenic component showed good performance. The LCA shows that bio-extended binders marginally increase the fossil Global Warming Potential, but biogenic carbon accounting according to an alternative method could halve the total climate impact. This study shows that bio-extended binders have the potential to contribute to more sustainable asphalt pavements. For continued development, full-scale trials are recommended, as well as further research on ageing, reuse, alternative adhesion promoter and standardisation of climate accounting for biogenic materials in asphalt.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666493</guid>
    </item>
    <item>
      <title>Phase Angle at Constant Modulus in Polymer Modified Asphalts</title>
      <link>https://trid.trb.org/View/2652156</link>
      <description><![CDATA[While refinery asphalt production in Canada remains largely focused on processing heavy asphaltic crude oils from vast reserves in Alberta and Saskatchewan, the binder formulation used in Canadian roads is predominantly driven by economic and environmental considerations rather than availability of local, high-quality refinery-produced asphalts. This has led to increased use of Polymer Modified Asphalts (PMA), a variety of recycled materials, softening oils, and bio-sourced products to mention the most common. It has been demonstrated that the SuperPave™ specification in some cases is no longer able to effectively screen out poorly performing binders. In our previous work, we identified that phase angle measured at a prescribed magnitude of constant modulus can be a reliable and reproducible parameter to screen out poor performers. In elastomer modified asphalts however, the phase angle is no longer a simple function over a range of loading times. In some cases, the validity of time-temperature superposition principle is not warranted. This study demonstrated that phase angle at the magnitude of complex modulus of 8,967 kPa can be reliably determined in PMAs. Based on the experimental and scientific evidence presented here, phase angle at constant modulus is recommended as specification parameter also for PMAs.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652156</guid>
    </item>
    <item>
      <title>Evaluating Asphalt Concrete Pavement Bond Strength on Saskatchewan's Highways</title>
      <link>https://trid.trb.org/View/2652152</link>
      <description><![CDATA[When properly applied, asphalt tack coats are effective at creating strong bonds between layers of asphalt concrete pavement. Good bonding is critical for load transfer under traffic to provide a cohesive pavement structure where the layers work together. In recent years, the Saskatchewan Ministry of Highways has adopted the interlayer shear strength test (AASHTO T 407) to evaluate bond strength between pavement layers. As part of this study, a review of the interlayer shear strength test results from pavements constructed over the past five years across Saskatchewan was conducted. Given that the standard interlayer shear strength test is a monotonic load to failure, which is not representative of the actual loadings that a pavement structure and tack coat are subject to during its in-service life, this study also analyzed tack coat field state loading conditions. A nonlinear stress-dependent, three-dimensional finite element analysis was performed on a typical rural road structure under standard truck types, and the shear strain profiles in the tack coat within the road structure were analyzed under heavy truck loadings. The shear stress condition from the finite element analysis was then compared to the results of the standard interlayer shear strength test.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652152</guid>
    </item>
    <item>
      <title>Synthesis on Structural Fibre-Reinforced Asphalt Concrete</title>
      <link>https://trid.trb.org/View/2652131</link>
      <description><![CDATA[The practice of using structural fibres to reinforce asphalt pavements has been around since the 1970's. Many studies have been performed regarding structural Fibre-Reinforced Asphalt Concrete (FRAC) relative to improved performance of the resulting mixture and enhanced pavement life through pavement analysis. The primary goal of adding reinforcement fibres to asphalt mixtures is to enhance the mechanical performance in terms of fatigue cracking, low temperature cracking, and rutting resistance. Asphalt pavements crack when the tensile strain exceeds the allowable strain of the mixture. Typically, polymers (styrene-butadiene, styrene-butadiene-styrene, etc.) are used to improve the properties of the asphalt mixture. Reinforcing fibres is an alternative to greatly improve the tensile properties of the mixture that ultimately improves performance. · Aramid and other synthetic fibres can compete in terms of cracking and rutting resistance as presented in this synthesis. Numerous studies have been performed that quantify the benefits of these fibres in asphalt mixtures. Some of these studies utilize laboratory test results while others are based on field performance. These studies typically have a control mixture to quantify the benefit of the aramid and synthetic fibres. The goal of this paper is to review, summarize, and quantify the benefits of aramid and synthetic fibre-reinforced asphalt mixtures.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652131</guid>
    </item>
    <item>
      <title>Enhancing Pavement Longevity and Structural Capacity with Aramid Fibre Reinforcement: A Case Study and Comparative Analysis</title>
      <link>https://trid.trb.org/View/2652130</link>
      <description><![CDATA[In the face of evolving transportation demands and changing climatic conditions, there is a critical need for durable pavement solutions that not only extend service life but also delay the onset of deterioration. Aramid fibres have emerged as a promising material, demonstrating significant resistance to rutting and cracking while improving asphalt pavement modulus. Despite the advantages of aramid fibres, existing literature offers limited guidance on the optimal design of asphalt mixtures that incorporate aramid fibres. This paper addresses this gap with a detailed case study of a project that successfully implemented aramid fibres across various pavement layers. Field data was analyzed, including Falling Weight Deflectometer (FWD) readings, and highlight the necessity of adopting an alternative structural coefficient for pavement design. Two independent projects that employed falling FWD and Automated Plate Loading Technology (APLT) were used to further validate findings. The limited analysis demonstrates that incorporating aramid fibre throughout the pavement structure enhances the modulus by a minimum of 58 percent and the Structural Number by at least 20 percent. These improvements significantly improve structural capacity. This paper provides insights and guidance on leveraging aramid fibres for pavement reinforcement, contributing to the goal of developing robust and long-lasting pavements.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652130</guid>
    </item>
    <item>
      <title>Effect of Aging Upon the Volumetric Properties and the Linear Viscoelastic Behaviour of Asphalt Mixes Containing Recycled LDPE Flakes</title>
      <link>https://trid.trb.org/View/2652129</link>
      <description><![CDATA[This paper investigates the effect of aging on the volumetric properties and the Linear Viscoelastic (LVE) behaviour of dense-graded mixes containing 0, 1, and 2 percent of recycled Low-Density Polyethylene (LDPE). The LDPE-modified mix design saved 0.5 · percent bitumen. An accelerated long-term aging protocol on loose mix is proposed. The volumetric properties study comprised maximum specific gravity (Gmm) and Shear Gyratory Compactor "compactability" tests. The LVE behaviour was characterised from a complex modulus (E*) test performed over a wide range of temperatures (-35 to 50°C) and frequencies (0.01 to 10 Hz). The thermal aging seemed not to affect not the LDPE, overall reducing the sensitivity to aging of plastic-modified mixes. Moreover, the Gmm and absorbed bitumen content (Pba) did not change after aging, while the compactability was kept constant or slightly improved. This allowed the preparation of comparable cylindrical samples with different aging levels. Both aging and plastic induce a stiffening effect on the mix at intermediate and high temperatures. Contrary to aging, the LDPE effect reversed and reduced the mix stiffness at low temperature due bitumen becoming stiffer than plastic particles. Overall, the LVE behaviour of LDPE-modified mixes suggests better resistance to aging and better thermomechanical performances, such as rutting and potentially thermal cracking.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652129</guid>
    </item>
    <item>
      <title>Investigation of Low-temperature Properties of Fibre-modified High-performance Asphalt Concrete Mixtures</title>
      <link>https://trid.trb.org/View/2633016</link>
      <description><![CDATA[This study addresses the imperative of enhancing low-temperature performance in High-Performance Asphalt Concrete (HP AC) for pavements in cold regions. The focus is on enriching asphalt binders with asphaltenes, a by-product from Alberta oil sands, to increase stiffness, integrated with mixture modification using waste Polyethylene Terephthalate (PET) fibres to improve cracking resistance. The investigation includes evaluating the cracking resistance of control and HPAC mixes at -20, -10, and 0°C through the creep compliance and indirect tensile strength test method. The low-temperature rheology of the binder is assessed using Superpave's Bending Beam Rheometer (BBR) procedure and the Extended BBR (E-BBR) test method to simulate the effect of extended conditioning at test temperatures that are 10 and 16°C warmer than the standard low PG. Results show that, compared to the control mix, HPAC mix demonstrates superior performance in both fracture energy (improvement of up to 27 percent at -10°C) and indirect tensile strength (improvement ofup to 16 percent at -20°C). BBR results show a disadvantageous increase in the low PG by 4.1 °C from asphaltenes modification. In contrast, the E-BBR results show that the HPAC binder lost relatively little (a mere 0.4°C) when stored at -6°C for the extended period of 3 days.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633016</guid>
    </item>
    <item>
      <title>A Simplified Method to Estimate the Low Temperature Cracking Required Input for the AASHTOWare ME Using E* Data</title>
      <link>https://trid.trb.org/View/2633012</link>
      <description><![CDATA[During the late 1980s/early 1990s the use of the Indirect Tensile (IDT) creep test was developed as part of the Strategic Highway Research Program for evaluation of the cold temperature performance of asphalt mixes and then subsequently used to estimate the development of cold temperature thermal cracking of asphalt pavements. This computational procedure was then implemented in the mechanistic-empirical pavement design guide, now called the AASHTO PAVEMENT-ME. The method required that Poisson's ratio is measured, with these measurements used to estimate the creep compliance, D(t), master curve; the principal input to the prediction method. However, this method of testing has proven difficult for laboratories and there has been a slow industry adoption. Pavement life calculations within PAVEMENT-ME also make use of a complex modulus, E*, master curve. This method has become reasonably routine for laboratories with acceptable accuracy and precision. Mathematically, interconversions exist between the two measurement types. As such, this paper explores the possibility of using the E* data to provide an estimation of the D(t) data as an alternative to running the IDT creep test. This paper further describes the work performed by these researchers and a frame work is proposed for a practical implementation of this method.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633012</guid>
    </item>
    <item>
      <title>Can One Mix Do It All?</title>
      <link>https://trid.trb.org/View/2620735</link>
      <description><![CDATA[The City of Regina (City) owns and operates its own Asphalt Batch Plant and Materials Laboratory. The original batch tower, purchased in 1977 from Barber Greene (Now Astec) has seen many component upgrades and enhancements with numerous goals, including but not limited to emissions reductions, increases in mix quality, and efficiencies in production operations. The plant supports two main services (asphalt construction and asphalt maintenance), under which are three main sub-services; asphalt paving, pothole patching, and maintenance repairs (depressions, trench settlements, utility cut-repairs, etc.). The materials laboratory is responsible for hot mix asphalt designs (utilizing the Marshall Method of Mix Design in combination with the Bailey Method) and quality control testing of plant-produced mixes. Over the last 18 years, the City has been striving to find a balanced mix that will support all three sub-services of asphalt paving, pothole patching and maintenance repairs. This paper will endeavor to take you on a journey from 2006 to 2024 in our various plant upgrades and enhancements and the evolution of producing at one time up to four mixes on any given day, with the goal of one mix that can do it all.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620735</guid>
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