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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7TmF0aW9uYWwgQ2VudGVyIGZvciBBc3BoYWx0IFRlY2hub2xvZ3kmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtOYXRpb25hbCBDZW50ZXIgZm9yIEFzcGhhbHQgVGVjaG5vbG9neSZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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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      <title>Comprehensive Laboratory and Field Evaluation of a High-RAP Asphalt Mixture Containing a Soybean-Based Rejuvenator at the NCAT Test Track</title>
      <link>https://trid.trb.org/View/2736650</link>
      <description><![CDATA[This study evaluates the laboratory and field performance of a high reclaimed asphalt pavement (RAP) mixture incorporating a soybean-oil-based rejuvenator. A dense-graded asphalt mixture containing 50% RAP was designed using a balanced mix design (BMD) approach, with the optimal rejuvenator dosage selected to satisfy both cracking and rutting thresholds. Two mixtures were produced at the plant: one with rejuvenator (R) and the other with no rejuvenator (NR). Only the R mixture was paved at the National Center for Asphalt Technology test track for field evaluation, while both were tested in the laboratory. BMD test results indicated that adding the rejuvenator significantly improved cracking resistance while maintaining rutting performance within acceptable limits. Results from the stress sweep rutting test also showed lower rutting resistance for the R mixture. Nonetheless, cyclic fatigue test results indicated only slight improvement in fatigue resistance, and FlexPAVE™ pavement modeling predicted no notable difference in damage between the R and NR mixtures. Testing of extracted binders showed that the use of rejuvenator enhanced rheological behavior by reducing stiffness, increasing phase angle, and lowering the binder Glover-Rowe parameter after extended aging, which suggests improved long-term durability. After 1 year of accelerated loading, the test section paved with the R mixture exhibited excellent field performance, with no cracking, minimal rutting, and stable ride quality. These findings support the potential of the bio-based rejuvenator to facilitate higher RAP usage while achieving both performance and sustainability objectives.]]></description>
      <pubDate>Thu, 30 Jul 2026 09:59:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736650</guid>
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    <item>
      <title>Forensic Evaluation of a Dry-Process Rubber-Modified Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2701109</link>
      <description><![CDATA[Atypical horizontal cracking and shear distress, paired with extensive bottom-up fatigue cracking, were identified in a dry-process rubber-modified flexible pavement section belonging to the Additive Group experiment at the National Center for Asphalt Technology Test Track. Exposed to the same accelerated trafficking level, the wet-process styrene butadiene styrene- modified control section displayed no such distress. An initial forensic evaluation characterized the distress and proposed mechanism(s) for distress initiation/propagation using analyses of the asphalt mixtures, backcalculated layer moduli, measured pavement responses, structural response simulation via Waterways Experiment Station Layered Elastic Analysis (WESLEA) for Windows 3.0 (WFW), and fatigue cracking damage evolution simulation via FlexPAVE 1.1 (FP). The objective of this paper was to provide support for the theories established in the previous investigation (on the mechanisms responsible for distress). Therefore, shear strength testing of the mixtures was performed, where a significant reduction in shear stress resistance was observed for the rubber-modified material versus the control material. Structural response simulation via FP confirmed the presence of significant internal horizontal shear stress development with the asphalt concrete (AC) layer under dual-tire loadings similar to the conditions found at the Test Track. Therefore, this could have led to the initiation and propagation of horizontal cracking and shear distress, given the rubber-modified mixture’s reduced capacity for shear resistance. The horizontal cracking condition in the rubber-modified section was modeled via WFW. The resulting tensile strain responses showed the best agreement with the field-measured quantities, indicating that horizontal cracking in the rubber-modified AC layer magnified the measured tensile strain responses.]]></description>
      <pubDate>Mon, 11 May 2026 08:51:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701109</guid>
    </item>
    <item>
      <title>Initial Forensic Evaluation of a Dry-Process Rubber-Modified Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2606626</link>
      <description><![CDATA[The Additive Group (AG) experiment at the National Center for Asphalt Technology (NCAT) Test Track includes a section paved with a dry-process rubber-modified asphalt mixture (GTRDry) which has displayed severe levels of cracking after 10?million equivalent single-axle loads (ESAL) of accelerated trafficking. In the same period, the styrene–butadiene–styrene (SBS) modified control mixture displayed no cracking. Both mixtures displayed similar laboratory evaluated dynamic modulus |E*| and fatigue properties. The objective of this investigation was to determine the cause of the unexpected cracking observed in the GTRDry test section via forensic analysis, laboratory data, measured structural responses, and structural simulation. It was found that GTRDry had significantly lower foundation support relative to the control, and its average temperature-corrected asphalt concrete (AC) modulus (E68) was lower than expected (based on the results of |E*| testing). Both factors contributed to the high tensile strains at the bottom of the AC layer (double those of the control). This was assumed to be the sole cause of the GTRDry cracking (a traditional bottom-up fatigue cracking mechanism), until forensic coring revealed mid-depth, horizontal cracking, prompting structural simulations via WESLEA. The results indicated that the lower AC and support moduli of the GTRDry section resulted in higher flexural strain responses. Peak shear stresses occurred near the location of mid-depth cracking; however, the magnitudes were found to be independent of the layer moduli, remaining relatively similar between the two sections. It was, therefore, concluded that the paved N1 (GTRDry) mixture was potentially more susceptible to horizontal cracking and bottom-up fatigue cracking distresses than the SBS-modified control.]]></description>
      <pubDate>Mon, 06 Oct 2025 14:29:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606626</guid>
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    <item>
      <title>Local Verification of AASHTOWareTM Pavement ME Design for Flexible Pavement</title>
      <link>https://trid.trb.org/View/2427602</link>
      <description><![CDATA[This research project conducted a local verification to assess the accuracy of globally calibrated Pavement ME Design distress and smoothness models for asphalt pavements in Alabama. Pavement sections included LTPP test sections in Alabama and neighboring states, as well as sections tested at the NCAT Test Track. Results showed significant bias in the rutting prediction model for both LTPP and NCAT Test Track sections. The PMED software underpredicted fatigue cracking percentages for general LTPP pavement sections while overpredicting fatigue cracking percentages for NCAT Test Track pavement sections. The IRI prediction model also exhibited significant bias, indicating higher predicted values than measured values. Based on the findings, local calibration of the PMED performance models is essential for accurate predictions under Alabama conditions. Other implementation activities may include validation with independent datasets and training on Pavement ME Design. This project highlights the importance of local verification and calibration to improve prediction accuracy, ensuring more reliable and cost-effective pavement structures.]]></description>
      <pubDate>Fri, 13 Sep 2024 10:33:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427602</guid>
    </item>
    <item>
      <title>Design, Placement, and Laboratory and Field Evaluation of Rejuvenated Cold Recycled Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2366312</link>
      <description><![CDATA[Cold recycled (CR) pavements, the combination of reclaimed asphalt pavement and a recycling agent (foamed or emulsified asphalt) at ambient temperatures, can provide a sustainable method to rehabilitate, reconstruct, and construct roadways. However, CR pavement is not a one-for-one replacement of typical asphalt base mixtures. To utilize CR pavements as an alternative to a typical asphalt base mixture or surface course, additional materials such as rejuvenating agents may be needed. This research focuses on the formulation, plant production, and placement on the National Center for Asphalt Technology pavement test track off-ramp, and laboratory evaluation of three rejuvenated CR mixtures, one foamed asphalt CR mixture, and an engineered emulsion CR mixture. These mixtures were subjected to strength and moisture susceptibility testing, along with the indirect tensile asphalt cracking test (IDEAL-CT) and high-temperature indirect tensile test (HT-IDT). The influence of laboratory production versus plant production and the impact of rejuvenators on mixture performance and density were investigated. International roughness index and rut depth data for the off-ramp sections indicate adequate performance, except for the anionic emulsion with bio-based rejuvenator section. Laboratory test results indicate that the addition of rejuvenators into two of the three CR mixtures increased density and decreased moisture susceptibility and increased the CTIndex by at least 35% compared to non-rejuvenated CR mixtures. HT-IDT strengths revealed that two of the three rejuvenated mixtures performed slightly below the non-rejuvenated mixtures.]]></description>
      <pubDate>Thu, 18 Apr 2024 09:26:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2366312</guid>
    </item>
    <item>
      <title>Accelerated Performance Testing on the 2024 NCAT Pavement Test Track with MnROAD Research Partnership</title>
      <link>https://trid.trb.org/View/2368005</link>
      <description><![CDATA[The primary objectives of the pooled fund project described herein will be: 1) Constructing, maintaining, and/or rebuilding experimental pavements on the existing 1.7-mile National Center for Asphalt Technology (NCAT) test oval and the MnROAD mainline bypass that are representative of in-service roadways on the open transportation infrastructure; 2) Applying accelerated performance truck traffic after construction for the duration of the 3-year research cycle; 3) Assessing/comparing the functional and structural field performance of trafficked sections on a regular basis via surface and subsurface measures; 4) Validating/calibrating new and existing methodologies for analysis and design using pavement surface condition, pavement load response, precise traffic and environmental logging, and cumulative damage; 5) Correlating field results with laboratory data for both mix and structural performance; and 6) Answering practical questions posed by research sponsors through formal (i.e., reports and technical papers) and informal (e.g., one-on-one responses to sponsor inquiries) technology transfer.  For example, can pavement thickness be reduced as a result of the addition of mix additives, and if so does the thickness reduction offset any additional cost of construction?  
]]></description>
      <pubDate>Tue, 16 Apr 2024 19:25:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2368005</guid>
    </item>
    <item>
      <title>Accelerated Pavement Testing of Re-Recycled Cold Central Plant Recycled Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2362033</link>
      <description><![CDATA[Cold central plant recycled asphalt mixtures (CCPR) have been shown to provide a high-quality, economical, and environmentally conscious asphalt base mixture. Existing literature, however, does not indicate what would be an appropriate future rehabilitation method for a pavement that includes CCPR. Given the previously cited benefits of CCPR, it is logical to ask whether a CCPR can be re-recycled and, if so, how will it perform? This paper presents a study of a test section containing a re-recycled CCPR placed at the National Center for Asphalt Technology Test Track. CCPR from a Virginia Department of Transport study on the Test Track was recovered, re-recycled, and placed at 5-in. thick with a 2-in. asphalt concrete (AC) overlay. In preparing for a re-recycled CCPR layer, milling an existing CCPR layer resulted in a coarser gradation and lower indirect tensile strength values. Initially, the re-recycled CCPR test section did not perform well owing to moisture in the aggregate base present during construction of the re-recycled CCPR layer. It is suspected that this moisture negatively affected the curing of the re-recycled CCPR layer. Thus, the re-recycled CCPR layer was milled and re-recycled again (3rd generation re-recycled CCPR) and placed at 5-in. thick with a 2-in. AC overlay. The 3rd generation re-recycled CCPR performed well through 3?million equivalent single axle loads (ESALs), the same number of ESALs that resulted in fatigue cracking and rutting failures in the initial re-recycled CCPR.]]></description>
      <pubDate>Thu, 04 Apr 2024 16:39:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2362033</guid>
    </item>
    <item>
      <title>Evaluation of locked-wheel skid trailer and SCRIM friction measurements at NCAT test track</title>
      <link>https://trid.trb.org/View/2310420</link>
      <description><![CDATA[This study aimed to evaluate the repeatability of locked-wheel skid trailer (LWST) and sideway-force coefficient routine investigation machine (SCRIM) measurements and investigate the influences of test speed and test temperature on the friction measurements. This study selected 14 test sections from the NCAT Test Track with different surface texture and friction characteristics. The LWST and SCRIM tests were conducted at different test speeds and test times (or temperatures) on the two consecutive days. The repeatability analysis indicates that both LWST skid number (SN) and SCRIM reading (SR) measurements were most repeatable at a test speed of 50 mph and tangent section. The SN measured in the late afternoon and SR measured at noon were more repeatable than those measured at other times. This study recommended an acceptable precision of friction measurement be within 2.5 SN or 3 SR units. In addition, this study concluded that the SN and SR had a good linear correlation. The statistical regression analysis demonstrates that test speed, air temperature, pavement mean profile depth, and pavement type were significant variables affecting asphalt pavement friction. The developed regression models for SN and SR were helpful to correct the friction measurements to a reference speed or temperature.]]></description>
      <pubDate>Sat, 23 Mar 2024 18:19:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2310420</guid>
    </item>
    <item>
      <title>Laboratory Characterization of Additive-Modified Asphalt Concrete Mixtures</title>
      <link>https://trid.trb.org/View/2338876</link>
      <description><![CDATA[There is a need for a more rapid system of evaluation and implementation for new and existing asphalt additives, especially because of the prohibitive cost of full-scale performance evaluations. To help to meet this need, the Additive Group (AG) experiment at the National Center for Asphalt Technology (NCAT) was developed and began in 2021. A comprehensive laboratory evaluation of six mixtures, each modified with a popular additive type selected by the AG state DOT sponsors, was conducted. Simultaneously, full-scale test sections were constructed at the NCAT test track to evaluate the field performance and structure behavior of each modified mixture. Trafficking of these test sections is currently underway, and estimated to be completed in 2024, at which point an investigation linking the laboratory and field results will be done. This paper presents the completed laboratory evaluation of each AG mixture via complex dynamic modulus (E*), direct tension cyclic fatigue, and bending beam fatigue testing. The wet-process rubber modified mixture was found to have reduced E* and initial flexural stiffness, but increased fatigue resistance, relative to the styrene-butadiene-styrene (SBS)-modified control mixture. The dry-process rubber-modified mixture displayed similar trends, though to a lesser degree. Conversely, the dry-process plastic-modified mixture was found to have increased E* and initial flexural stiffness, but reduced fatigue resistance, relative to the SBS-modified control mixture. The other AG mixtures—a dry-process fiber and a wet-process plastic-modified mixture—were found to display E*, initial flexural stiffness, and fatigue resistance similar to that of the SBS-modified control mixture.]]></description>
      <pubDate>Thu, 15 Feb 2024 15:25:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2338876</guid>
    </item>
    <item>
      <title>Guidance for the Next Generation Accelerated Pavement Testing Facilities</title>
      <link>https://trid.trb.org/View/1962355</link>
      <description><![CDATA[Full-scale Accelerated Pavement Testing (APT) facilities are constantly evolving since their inception in terms of their contributions to research/engineering, funding, and facility operations. This paper is intended to serve as a guidance to new facilities that are being initiated, as well as a long-term vision for longstanding facilities such as the Minnesota Department of Transportation’s Road Research Facility (MnROAD) and the National Center for Asphalt Technology’s (NCAT) Pavement Test Track. The recommendations provided are based on decades of experience at both facilities. Both facilities have recognized the importance of collaboration and partnership in improving data quality, research impacts, and fiscal responsibility. The benefits of various types of collaborations and partnerships from both facilities are presented. Each facility has learned to cater their research objectives to different customer types or funding sources. MnROAD and NCAT have found it beneficial to utilize their facilities for non-pavement research to offset operating costs and improve relationships with parent agencies and sponsors.]]></description>
      <pubDate>Fri, 21 Apr 2023 09:51:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1962355</guid>
    </item>
    <item>
      <title>Temperature Normalization of Flexible Pavement Response Measurements</title>
      <link>https://trid.trb.org/View/1962348</link>
      <description><![CDATA[Full-scale accelerated flexible pavement testing often features embedded instrumentation to characterize the structural response of the pavement to changing external conditions such as tire loading, vehicle speed, temperature, aging and pavement condition. These measurements, such as horizontal tensile strain in the asphalt layers and compressive stresses in the underlying foundation layers, are often linked to distress development. A common challenge with these measurements is the confounding effect that temperature has on understanding the other effects and the need to normalize measurements to a standard reference temperature. This paper describes the approach to temperature normalization developed at the National Center for Asphalt Technology Pavement Test Track. The approach utilizes an exponential power function to develop section-specific temperature correction factors that effectively normalizes strain and pressure data to a standard reference temperature. Once temperature normalization has been completed, trends in the data related to aging and pavement damage are more easily identified and understood. Several case studies from prior Test Track investigations are presented to illustrate the normalization process and data interpretation.]]></description>
      <pubDate>Fri, 21 Apr 2023 09:51:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1962348</guid>
    </item>
    <item>
      <title>Experimental Methods for Material Selection, Quality Control, and Forensic Investigations of Asphalt Paving Materials</title>
      <link>https://trid.trb.org/View/1962333</link>
      <description><![CDATA[The Minnesota Road Research Project (MnROAD) and the National Center for Asphalt Technology (NCAT) have formed a partnership to execute asphalt mixture performance testing experiments with a nationwide implementation impact. As part of this partnership, a pooled-fund study, called MnROAD Cracking Group (CG) experiment, was conducted to identify laboratory experiments that can best address low-temperature cracking performance. The construction of the test cells at MnROAD was done in 2016 and original binders and loose mix were collected and used to prepare testing specimens for laboratory experiments. In this paper, the viability of using three test methods for asphalt mixtures and one test method for asphalt binders in the material selection process, quality control, and forensic investigations of asphalt paving materials is discussed. These test methods are the Bending Beam Rheometer (BBR) for creep and strength of asphalt mixtures; low temperature SCB (Semi-Circular Bending) fracture testing for asphalt mixtures; |E*| (Dynamic Modulus) testing of asphalt mixtures using the IDT (Indirect Tensile) configuration; and BBR strength testing of asphalt binders. First, the materials used are described and the test methods are discussed. The experimental results are presented and statistical tools are used to identify significant factors in predicting low temperature cracking resistance of the set of asphalt materials used in the CG experiment. Conclusions are drawn based on preliminary field performance data.]]></description>
      <pubDate>Fri, 21 Apr 2023 09:51:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1962333</guid>
    </item>
    <item>
      <title>Micro Surfacing Performance Under Accelerated Pavement Testing</title>
      <link>https://trid.trb.org/View/1962277</link>
      <description><![CDATA[Micro surfacing is a treatment capable of addressing minor surface defects, protecting the pavement structure from moisture, and overall extending pavement life when applied to structurally sound pavements. This treatment is suitable for use on high traffic volume roads, providing a cost-effective alternative for state highway agencies. To better evaluate field performance of micro surfacing, a full-scale test section was placed on the National Center for Asphalt Technology (NCAT) Test Track during its fifth research cycle in 2014. An existing pavement section constructed in 2009 was identified as a suitable candidate for pavement preservation. The pavement consisted of 7 in. of asphalt concrete over 4.8 in. of aggregate base and had started to show signs of deterioration after receiving over 17.5 million equivalent single axle loads (ESALs), but was in overall good condition. The section was split into two subsections, leaving one untreated and placing a type II micro surface on the other. Both subsections have been monitored periodically, measuring performance indicators such as cracking, rutting, IRI and friction. Since treatment, an additional 17 million ESALs have been applied to the pavement over the course of five years. The observed results show that micro surfacing has been effective in slowing down pavement deterioration compared to the control section. Findings are similar to those observed on other NCAT full-scale test sections located on open roadways, which are not subjected to accelerated testing.]]></description>
      <pubDate>Fri, 31 Mar 2023 13:06:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1962277</guid>
    </item>
    <item>
      <title>Comparison of In-situ Response from Companion Asphalt Pavement Sections in Different Climates</title>
      <link>https://trid.trb.org/View/1962272</link>
      <description><![CDATA[Full-scale flexible pavement test sections were constructed as part of a national cracking group experiment on the NCAT Test Track (Auburn, Alabama) and at MnROAD (Monticello, Minnesota). These sections were intended to provide field performance data for comparison with various laboratory cracking performance tests to improve testing and cracking specifications. The sections were designed with various cracking potential and thus have differing stiffness and dynamic responses under loading. Embedded response instrumentation (i.e., strain gauges and pressure cells) were installed at both sites to evaluate in situ pavement response. The instruments, data collection and processing procedures were kept as uniform as possible to facilitate valid comparisons between sites. This paper compares dynamic pressure response measurements from similar pavement sections constructed in different climates at two accelerated pavement testing facilities. The measured pavement temperature was used to normalize the pavement response data to a reference temperature. As expected, the measured pressure response was affect by the asphalt stiffness and depth of the sensors. The coordination between testing facilities allowed for a more direct comparison of pavement response data and can be improved upon in future investigations to provide further direct comparisons between additional facilities.]]></description>
      <pubDate>Fri, 31 Mar 2023 13:06:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1962272</guid>
    </item>
    <item>
      <title>Promoting Implementation of Significant Findings from the NCAT Pavement Test Track</title>
      <link>https://trid.trb.org/View/1962263</link>
      <description><![CDATA[The National Center for Asphalt Technology’s (NCAT) Pavement Test Track is a unique accelerated pavement testing facility that has been operational for over 20 years. It is a cooperatively funded project with individual test sections sponsored by state and federal highway agencies as well as commercial interest groups. The focus of research within each section can include mix/materials, structural pavement design, and/or pavement preservation. A fleet of triple trailer trains with legally loaded axles is used to compress a design lifetime of pavement damage within each 3-year project cycle, with fleet operations suspended weekly to facilitate detailed pavement condition assessments. Off-Track pavement preservation sections were added to the program in 2012. A pavement research partnership with the Minnesota Road Research Project (MnROAD) was added in 2015 that included both pavement preservation and asphalt mix performance testing. This paper highlights a new initiative by the project team in the 2018 research cycle to promote implementation of significant findings that have the greatest relevance to sponsoring state agencies. The effort consisted of reviewing experimental outcomes from all seven research cycles, determining an implementation readiness level for each finding, seeking feedback from industry stakeholders, and working one-on-one with state agency representatives to identify the best deployment candidates to pursue successful demonstration projects.]]></description>
      <pubDate>Fri, 31 Mar 2023 13:06:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1962263</guid>
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