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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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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Evaluation of Silica Fume High Density Thin Bonded Overlays</title>
      <link>https://trid.trb.org/View/2666606</link>
      <description><![CDATA[Microsilica fume, commonly called silica fume, is made up of particles which are 100 times smaller than those which make up cement. When silica fume is added to Portland Cement Concrete (PCC), its small size allows it to fill voids, producing a denser, less permeable, PCC. In September 1999, the Oklahoma Department of Transportation (ODOT) experimentally placed overlays of silica fume modified PCC on two bridge decks. The two bridges are located on 1-35 in Carter County. The overlays have been evaluated since placement. Surveys for the evaluation included collecting data from the following tests: Half-cell potentials, smoothness measurements, crack surveys, and general condition surveys. In the three years since the overlays were placed, corrosion activity measured by half-cell potentials has remained low and smoothness measurements have indicated a good ride. Cracking has increased over three years, but cracks have not exceeded "hairline" width. The bridge deck had remained in good condition.]]></description>
      <pubDate>Sun, 08 Mar 2026 16:14:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666606</guid>
    </item>
    <item>
      <title>Alkali-Silica Reaction (ASR) Mitigation in High-Alkali Content Cements</title>
      <link>https://trid.trb.org/View/2666589</link>
      <description><![CDATA[This study presents a comprehensive evaluation of alkali-silica reaction (ASR) in concrete mixtures, focusing on the performance-based specifications and the critical role of supplementary cementitious materials (SCMs) in mitigation. A modified version of American Association of State Highway and Transportation Officials (AASHTO) T380 was developed to assess ASR susceptibility in job-specific mixtures. A moderately reactive aggregate, i.e., R1 aggregate reactivity class per ASTM C1778, was used, as this is representative of reactive aggregates in Virginia. Concrete prisms were prepared using actual project mix designs, immersed in alkaline host solutions matched to expected pore solution chemistry, and monitored for expansion over 84 days. The results demonstrated that increased cement content—and thus higher alkali loading—consistently led to greater expansion, whereas plain concretes without SCMs remained vulnerable to ASR regardless of cement alkali content or total alkali loading. These findings highlight that prescriptive specification restricting alkali content of cement or total alkali loading, as several state departments of transportation have historically practiced, is not a reliable standalone strategy. Indeed, infrastructure performance revealed that low-alkali cements and alkali loading limits alone do not prevent ASR when reactive aggregates are present. However, for simplicity, prescriptive specifications with appropriate safety factors can be considered. The proposed modified AASHTO T380 method also provides a more realistic framework for determining SCM dosages. By calibrating SCM levels against specific alkali loadings and aggregate reactivity in job mixtures, this approach supports a performance-based framework for ASR mitigation. SCMs such as fly ash, slag, and silica fume were confirmed to be highly effective in mitigating ASR when applied in sufficient dosages. However, their effectiveness is mix-specific, depending on alkali loading, aggregate reactivity, and SCM type. The results also indicate that cements with higher alkali contents can be used safely when appropriate SCM dosages are incorporated, providing greater flexibility and sustainability in mix design.]]></description>
      <pubDate>Sat, 07 Feb 2026 12:17:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666589</guid>
    </item>
    <item>
      <title>Evaluation of Silica Fume High Density Thin Bonded Overlays - Interim Report</title>
      <link>https://trid.trb.org/View/2635968</link>
      <description><![CDATA[In September 1999, Bridges "A" and "B" of contract TBOI-0035-1(110)044 were overlaid with a silica fume concrete surface. The Oklahoma Department of Transportation (ODOT) has been exploring ways to stop or slow chloride-induced corrosion of uncoated reinforcing steel in bridge decks. Silica fume concrete additive has demonstrated success in reducing chloride intrusion. After one year of testing, the ride quality decreased slightly, skid test results show an adequate amount of friction characteristics, and both bridges are in good condition based on reinforcing steel corrosion activity. Overall, silica fume modified PCC overlay is performing well.]]></description>
      <pubDate>Mon, 05 Jan 2026 09:57:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635968</guid>
    </item>
    <item>
      <title>Fatigue Analysis of Silica Fume and GGBS Admixed Concrete Pavement of Single and Composite Section</title>
      <link>https://trid.trb.org/View/2601662</link>
      <description><![CDATA[Due to the rapid increase in traffic and travel demand, there is always a need for improvement in the construction of rigid pavements. Rigid pavements can bear high magnitudes of loads coming onto them but they have economic and environmental constraints. Cement is known to harm the environment by emitting carbon dioxide into the atmosphere. Hence in the past few decades, researches on replacing cement partially with waste powders to make it economical and sustainable have been carried out. Along with that pavement should be strong enough to resist a repeated number of loads coming onto them throughout the life period. So, a pavement section consisting of two different concrete layers known as the composite section is proposed. The utilization of silica fume significantly affected ventures, capacity to regularly and industrially produce silica fume changed cement of stream capable in nature yet stay firm, which thusly creates high early and later age strength including impervious to forceful conditions. Ground Granulated Blast Furnace Slag (GGBS)  is a result in the steel producing industry and it very well may be utilized as an elective material to Ordinary Portland Cement (OPC) because of its intrinsic restricting properties. In the present study, Silica Fume and GGBS are used to examine the strength of the concrete. 12% of the cement is replaced by Silica Fume in the concrete mix containing Silica Fume. In the concrete mixes containing GGBS, 30% of the cement is replaced by GGBS for studying the changes in the strength of M40 grade of concrete. An exploratory program was done on single and composite sections to investigate their strength properties by compressive strength test, flexural strength test and flexural fatigue test. Specimens are cured for a period of 7 days and 28 days before performing tests on them. Various strength properties of the concrete are examined by conducting tests like compression and flexural strength tests on the concrete cubes and beams, after 7 and 28 days of curing period. A fatigue test is then performed on beams for various stress ratios like 0.85, 0.75, and 0.65. It is concluded from the study that composite concrete sections can withstand higher number of load repetitions compared to conventional concrete.]]></description>
      <pubDate>Wed, 03 Dec 2025 16:14:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601662</guid>
    </item>
    <item>
      <title>State of Practice of Pozzolanic Concrete in Infrastructure Projects



</title>
      <link>https://trid.trb.org/View/2600544</link>
      <description><![CDATA[With the understanding of the advancements in the use of pozzolanic concrete to reduce carbon dioxide emissions, the Senate Committee on Environment and Public Works has requested reports on the use of low-carbon materials, including pozzolanic concrete, in federally funded projects. The request noted that the report should include steps taken to assess the durability, strength, cost, and environmental impacts of pozzolanic concrete compared with existing concrete products. The U.S. Department of Transportation Office of the Assistant Secretary for Research and Technology (US DOT OST-R), in coordination with the Federal Highway Administration (FHWA), will submit to the Committee a report on the use of pozzolanic concrete in federally funded infrastructure projects. The US DOT OST-R requested the TRB Cooperative Research Programs (CRP) to facilitate the conduct of this work and the preparation of the requested report. Research is needed to document the use of pozzolanic materials in concrete used in infrastructure projects and prepare the requested report.

The objective of this project is to document the use of pozzolanic materials in concrete used in infrastructure projects and prepare reports on the state of practice of pozzolanic concrete in infrastructure projects and in federally funded infrastructure projects. The latter report shall be prepared in a format appropriate for submission to the U.S. Congress. The research shall consider the use of fly ash, silica fume, and other pozzolans, both singularly and in combination. The documentation shall include the criteria and methods used to assess suitability of these materials for use in concrete structures, e.g., concrete properties such as durability and strength, estimated service life, economic considerations, and environmental impacts. For this project, pozzolanic concrete is defined as concrete containing pozzolanic materials. The research shall consider FHWA funded projects, projects located on federal lands, and projects using the formula and discretionary grants funds.]]></description>
      <pubDate>Thu, 18 Sep 2025 16:08:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2600544</guid>
    </item>
    <item>
      <title>Use of Supplementary Cementitious Materials for Concrete</title>
      <link>https://trid.trb.org/View/2582400</link>
      <description><![CDATA[The use of supplementary cementitious materials (SCMs) in concrete mixtures has been a common practice of state departments of transportation (DOTs) since the early 1980s. SCMs are nonorganic additives used in concrete mixtures, either as a partial replacement of Portland cement in the mixture or as a preblended material with the cement. Commonly used SCMs include fly ash, slag cement, and silica fume. Due to the increasing unavailability of fly ash in many regions, state DOTs have been considering and using alternative SCMs. The objective of this synthesis is to document state DOT practices for specifying and using SCMs in concrete. Information for this study was gathered through a literature review, a survey of state DOTs, and follow-up interviews with selected DOTs. Case examples of five state DOTs provide additional information on the use of SCMs for concrete.]]></description>
      <pubDate>Thu, 31 Jul 2025 15:26:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582400</guid>
    </item>
    <item>
      <title>Influence of PET fibres on the tensile characteristics of cemented sand treated with silica fume</title>
      <link>https://trid.trb.org/View/2548843</link>
      <description><![CDATA[Reinforcement materials are employed to strengthen cementitious composites for better tensile strength particularly under repeated loading (such as highways). This research evaluates the effects of silica fume (SF) and randomly distributed discrete waste plastic polyethylene terephthalate (PET) fibres on the tensile and microstructural characteristics of cemented sand. Laboratory tests were conducted on specimens with varying cement, SF, and PET fibre contents. The samples were cured for different durations and analyzed for tensile strength, microstructure, and other characteristics. Based on the results, the sample with 0.5% SF and 0.75% PET fibres had the highest tensile strength after 42 days. The stiffness of the cemented sand increased with SF inclusion but decreased with PET fibre incorporation. Energy absorption capacity also improved with SF and PET fibre addition. The findings were confirmed by Scanning Electron Microscopy (SEM) and X-ray diffraction (XRD) tests, suggesting the potential for utilizing SF and PET in engineering applications.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:42:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548843</guid>
    </item>
    <item>
      <title>Supplementary Cementitious Materials for Chloride Resistance of Bridge Decks</title>
      <link>https://trid.trb.org/View/2563708</link>
      <description><![CDATA[The purpose of this report is to present the measured properties and comparison between concrete mixtures consisting of different available supplementary cementitious materials (SCMs) for the purpose of understanding which SCM provides the best chloride resistance for bridge decks in Utah. The concrete batches were created in the Utah Valley University laboratory, with the original mix design aimed at replicating the proportions used in the Salt Lake City Airport parking garage constructed in 1990. This original design consisted of 9% of the replacement of cement by a silica fume. The recreated mixtures consisted of up to 15% replacement of cementitious content. The SCMs studied including three types of silica fume found across the country, two fly ash sources, a local pozzolan, and a locally collected waste glass dust. A control with no SCMs was also created for comparison. Properties measured were slump, unit weight, air content, compressive strengths at 7 and 28 days, and rapid chloride permeability after 1 year age. Overall, the study showed the silica fume mixtures outperformed in strength and rapid chloride permeability significantly over the other SCMs.]]></description>
      <pubDate>Fri, 20 Jun 2025 17:03:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563708</guid>
    </item>
    <item>
      <title>Salt-frost resistance mechanisms and improvement of surface concrete with mineral admixtures in two-lift airport pavement</title>
      <link>https://trid.trb.org/View/2558769</link>
      <description><![CDATA[A two-lift gradient design for airport pavements has been proposed to mitigate the functional degradation, especially the salt-frost (S-F) damage induced by deicing salt fluids. Herein, this study focuses on elucidating the mechanism and improvement of incorporating mineral admixtures in the development of a novel S-F resistant surface concrete material, which is of great significance for delaying the functional deterioration of pavement surface in northern China. The results indicated that the filling effect and "secondary hydration" reaction between the fly ash (FA) and silica fume (SF) and cement hydration products results in a dense spatial network structure, effectively reducing porosity and optimizing pore structure. It was found that SF can effectively improve the frost resistance and salt corrosion resistance of cement mortar, while the influence of FA depends on its content and environmental conditions. The incorporation of FA and SF significantly enhanced the structural density of cement concrete and reduced chloride ion permeability. The improvement in impermeability is most pronounced when both FA and SF are used in combination. In addition, a fitting equation between the admixture content and chloride ion permeability has been established, demonstrating good fitting results. In non-frozen saline soil areas, a large amount of FA or SF could be incorporated; in seasonally frozen areas, the priority should be given to SF to ensure salt corrosion resistance and frost resistance. The findings of this study provide a scientific basis for sustainable airport pavement construction in northern China.]]></description>
      <pubDate>Fri, 20 Jun 2025 11:58:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2558769</guid>
    </item>
    <item>
      <title>Potential use of high-volume of slag in pervious concrete: technical assessment and sustainability analysis</title>
      <link>https://trid.trb.org/View/2487633</link>
      <description><![CDATA[Large porosity and interconnected pore structure allow pervious concrete to find interesting applications in urban pavement. At the same time, accounting for the exorbitant greenhouse gas emissions associated with Portland cement production, the application of supplementary cementitious materials (SCMs) in pervious concrete has received significant attention in studies. This research investigates the feasibility of developing pervious concrete by substituting a high volume of Portland cement with slag. Different mixtures were made to investigate the effects of high-volume slag content (60% and 80%), fine aggregate incorporation (10% and 15%) and combined use of SCMs (high-volume slag + silica fume) in pervious concrete. Concretes were tested for void content, compressive strength, permeability and abrasion resistance. Based on the results, although the compressive strength of pervious concrete was decreased by the inclusion of high-volume slag, it can be compensated to some extent by increasing the curing age. Furthermore, by decreasing the material cost and CO₂ emissions up to 8.2% and 61.2% over plain pervious concrete, respectively, utilisation of high-volume slag can produce relatively more cost-effective and eco-friendly pervious concrete. In general, combined use of slag + silica fume or incorporation of fine aggregate at the optimum replacement ratio can be suggested to obtain higher strength and acceptable permeability in high-volume slag pervious concrete.]]></description>
      <pubDate>Tue, 04 Feb 2025 15:15:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487633</guid>
    </item>
    <item>
      <title>Effect of curing temperature, silica fume, and waste tire rubber aggregate on material characterization of lightweight geopolymer composite</title>
      <link>https://trid.trb.org/View/2451543</link>
      <description><![CDATA[This study investigates the potential effect of curing temperature (80 °C and 100 °C), the effect of using waste tire rubber aggregates (WTRA), and silica fume (SF) on the properties of lightweight geopolymer (LG) composite. In LG, SF replaced 20 % of the ground granulated blast furnace slag (GGBS), and WTRA replaced pumice aggregate to varying degrees (15 %, 30 %, and 45 % by volume). The physical properties of the LG composite were assessed through apparent porosity, water absorption, and hardened density. The mechanical properties were examined by testing compressive strength (CS) and flexural strength (FS). The effect of high temperature (300 °C and 600 °C) was examined on CS and mass loss of LG composite. The durability of the LG composite was analyzed using mercury intrusion porosimetry (MIP), capillary water absorption, freeze-thaw, and thermal conductivity. The material characterization of the composite was done using scanning electron microscopy (SEM), X-ray diffraction (XRD), thermogravimetric analysis (TGA), and differential thermogravimetry (DTG) curves. After 28 days, LG composites showed increased porosity and water absorption with the increased WTRA and SF, with higher values at 100 °C. Compressive and flexural strengths decreased with the increased WTRA and SF, especially at higher temperatures. The TGA-DTG curves show that the LG-0–80 mix had the lowest mass loss (15.25 % at 400°C and 19.36 % at 600 °C), while the LG-SF-45–100 mix had the highest mass loss (22.22 % and 24.53 %, respectively). XRD and TGA-DTG analyses reveal that using SF increases Ca(OH)₂ peaks and alters the geopolymer composition, improving the mechanical performance of the LG-SF-0–80 mix and enhancing the thermal stability of the composites.]]></description>
      <pubDate>Wed, 27 Nov 2024 13:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2451543</guid>
    </item>
    <item>
      <title>Rheological and adhesive improvements of terminal blend rubberized asphalt via fumed silica nanoparticle modification</title>
      <link>https://trid.trb.org/View/2441297</link>
      <description><![CDATA[Due to the high degree of desulfurization and depolymerization of crumb rubber (CR) particles in terminal blend rubberized asphalt (TBRA), their elasticity and adhesive performance are insufficient. To address this, the study utilized low-cost fume silica nanoparticles (FSNPs) to enhance the elasticity and adhesive properties. TBRA binders with varying CR contents (30 %, 40 %, 50 %) were modified using different dosages of FSNPs (2 %, 4 %, 6 %). The microstructure of FSNPs was examined through TEM and SEM. Using a dynamic shear rheometer (DSR) test, contact angle test, and atomic force microscope (AFM) test, the effects of FSNPs on the rheological properties, surface energy, and adhesive properties of TBRA binders were evaluated. The results showed significant improvements in the deformation resistance and elasticity of the TBRA binders modified with FSNPs. This is attributed to the branched network structure of FSNPs, which notably enhances the binder's cohesion, thereby strengthening its resistance to shear deformation and improving elasticity. FSNPs effectively reduce the moisture sensitivity of TBRA, due to the hydrophilic hydroxyl groups on FSNPs being replaced by hydrophobic methyl groups (-CH3). The inadequate bonding performance of TBRA can be attributed to the high levels of extensively depolymerized and desulfurized CR particles, which reduce the cohesiveness of the binder. The addition of FSNPs, although it lowers the surface energy of TBRA binders, significantly enhances their cohesiveness due to the branched network structure, thereby improving their bond performance. AFM results indicate that FSNPs enhance the adhesive strength of the TBRA binder surface due to their high specific surface area, which provides more van der Waals forces and electrostatic interactions. For economic efficiency, an addition of 4 % is recommended for TB30, and 2 % for TB40 and TB50. At these specified concentrations, the bond strength of the TBRA binder can be increased by 45–55 %.]]></description>
      <pubDate>Fri, 25 Oct 2024 09:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441297</guid>
    </item>
    <item>
      <title>Sustainable Pervious Concrete with Silica Fume as Cement Replacement: A Review</title>
      <link>https://trid.trb.org/View/2414257</link>
      <description><![CDATA[Pervious concrete is a unique type of concrete with high porosity that allows water to pass through. This characteristic makes it beneficial for various applications, such as stormwater management, groundwater recharge, and reduced heat island effect. However, pervious concrete typically requires more cement than conventional concrete because of its mix design. This increased cement content can be partially replaced with supplementary cementitious materials, such as silica fume. This review article investigates the influence of silica fume on the properties of pervious concrete, including the mechanical properties (compressive strength, splitting tensile strength, and flexural strength), durability (resistance to freeze–thaw cycles and abrasion), and environmental aspects. The article highlights that silica fume can improve the mechanical properties and durability of pervious concrete up to an optimal replacement level. The optimum replacement level of cement with silica fume was found to be 10%–15%. Beyond this level, the performance of pervious concrete decreases. The pervious concrete containing silica fume showed superior abrasion resistance and improved freeze–thaw resistance compared to conventional pervious concrete. In addition, incorporating silica fume in pervious concrete reduces cement usage, leading to a lower environmental impact and more sustainable construction practices. The article also analyzes the limitations of using silica fume, such as the potential for reduced workability because of its fine particle size. Overall, the review suggests that silica fume is a promising supplementary cementitious material for enhancing the performance and sustainability of pervious concrete.]]></description>
      <pubDate>Fri, 09 Aug 2024 08:40:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2414257</guid>
    </item>
    <item>
      <title>Effects of fly ash and silica fume on the rheological properties of magnesium phosphate cement-emulsified asphalt (MPC-EA) composite repair materials</title>
      <link>https://trid.trb.org/View/2386354</link>
      <description><![CDATA[Fly ash (FA) and silica fume (SF) are two commonly used materials for modifying magnesium phosphate cement (MPC). MPC- emulsified asphalt (MPC-EA), a new type of pavement rehabilitation material, poses a challenge in combining MPC hydration and EA emulsion breaking to enhance its performance. In this study, FA and SF were used to modify MPC-EA, and their effects on the rheological properties of MPC-EA at different substitution amounts were analyzed. Rheological curves were obtained using an RST-SST rheometer. Three commonly used rheological models—the Bingham model, the Herschel-Bulkley (H-B) model, and the modified Bingham model—were used to fit the rheological curves. The matching relationship between yield stress and plastic viscosity in these three models was analyzed to reveal the different rheological loss mechanisms of the two dopants on the MPC-EA slurry. Results indicated that the H-B model was the most suitable for fitting the modified MPC-EA. Substituting magnesium oxide (MgO) with FA and SF did not alter the flow pattern of MPC-EA but did change its rheological parameters. In the FA and SF substitution groups, both yield stress and plastic viscosity were proportional to the substitution amount and negatively affected the fluidity of the MPC-EA slurry. By analyzing the rheological parameters, the different modification mechanisms of the two dopants at high dosages were clarified: FA provided more nucleation sites, increasing the number of flocculated structures, while SF absorbed more water, leading to increased EA emulsion breaking behavior and, consequently, an increase in the volume of flocculated structures. This study established the rheological constitutive equations of MPC-EA for the first time, considering FA and SF substitution amounts ranging from 5% to 25%. The research findings can provide theoretical support for the field application design of FA- and SF-modified MPC-EA for pavement remediation.]]></description>
      <pubDate>Mon, 08 Jul 2024 09:08:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2386354</guid>
    </item>
    <item>
      <title>Application of fume silica nanoparticles to improve high-temperature rheological performance of terminal blend rubberized asphalt</title>
      <link>https://trid.trb.org/View/2380464</link>
      <description><![CDATA[This study aims to evaluate the impact of fume silica nanoparticles (FSNPs) on the high-temperature rheological properties of terminal blend rubberized asphalt (TBRA). In this study, FSNPs were utilized to modify TBRA asphalt with three different CR contents (30%, 40%, 50%). The micro-morphology of FSNPs was observed through Scanning Electron Microscopy (SEM) experiments. The effects of FSNPs on the high-temperature rheological properties of TBRA were assessed using temperature sweep tests, Multiple Stress Creep Recovery (MSCR), and rotational viscosity tests. Furthermore, the influence of FSNPs on the chemical and thermal properties of TBRA was analyzed through Fourier Transform Infrared Spectroscopy (FTIR) and Thermogravimetric Analysis (TGA) tests. Rheological tests and SEM results indicate that FSNPs can effectively enhance the high-temperature elasticity, fatigue resistance, and deformation resistance of TBRA binders. This improvement is attributed to the unique branched network structure of FSNPs, which plays a pivotal role in enhancing the elasticity within the TBRA asphalt matrix. Additionally, the degradation of TBRA's low-temperature performance due to FSNPs is minimal. Considering the optimal viscosity for FSPN-modified TBRA, recommended ratios are: TB30/6%, TB40/4%, and TB50/2%. FTIR and TGA results demonstrate that the modification of TBRA by FSNPs is primarily physical blending, and the addition of FSNPs enhances the thermal stability of TBRA.]]></description>
      <pubDate>Tue, 21 May 2024 10:54:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2380464</guid>
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