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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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    <item>
      <title>Evaluation of Marshall Properties of Asphalt Concrete and Stone Mastic Asphalt for Nigerian Roads</title>
      <link>https://trid.trb.org/View/2671100</link>
      <description><![CDATA[Asphalt concrete is mainly used for the surfacing layer of road pavements in Nigeria. It has been reported to fail prematurely, and the early failure has been attributed to the fact that the road is the main transportation mode in Nigeria, thus exerting pressure on the transportation facilities. It is important to evaluate the properties of stone mastic asphalt as an alternative pavement surfacing material for flexible pavement in Nigeria to address the problem. Therefore, this study involves a comparative analysis of the conventional asphalt concrete and stone mastic asphalt using the Marshall mix design, the main method used to design bituminous mixtures in Nigeria. The asphalt concrete was prepared following the specifications in the General Specifications, Road and Bridges prepared by the Federal Ministry of Works and Housing, Nigeria, while the stone mastic asphalt was prepared following the British standard. The aggregates used were examined, and the aggregate abrasion value (AAV), aggregate impact value (AIV) and aggregate crushing value (ACV) were found to be within the values specified. The 60/70 penetration grade bitumen commonly used in Nigeria was used for both mixtures. Marshall test was carried out on the asphalt concrete and stone mastic asphalt, and the stability, flow, density, air voids, voids in mineral aggregates and voids filled with bitumen were determined. The results indicated that the values obtained were within the acceptable limits in the specifications. Also, it was found that the stone mastic asphalt has slightly higher stability, indicating its better fatigue resistance compared to conventional asphalt concrete. Again, the stone mastic asphalt has a lower flow value, implying it possesses better resistance to permanent deformation than asphalt concrete. However, further investigation, such as the skid resistance test, indirect tensile fatigue test (ITFT), indirect tensile stiffness modulus (ITSM), and repeated load axial test (RLAT) will be carried out to establish the performance of the stone mastic asphalt.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671100</guid>
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    <item>
      <title>Eco-efficient Structure-Material Integrated Optimization of Basalt Fiber-Reinforced SMA-13 for Sustainable Pavements Using Adaptive Chaotic PSO and Phenomenological Constitutive Models</title>
      <link>https://trid.trb.org/View/2704217</link>
      <description><![CDATA[Mitigating the life-cycle environmental footprint and resource depletion caused by frequent pavement rehabilitations is a critical challenge for cleaner production in transportation infrastructure. A structure-material integrated optimization model for high-strength stone mastic asphalt (SMA-13) reinforced with basalt fiber (BF) was proposed. Mechanical responses and fatigue evolution of mixtures with varying BF contents (0–0.4%) and PG88/PG100 binders were characterized through dynamic modulus and three-dimensional strength tests. The inherent tension-compression asymmetry of asphalt mixtures was significantly mitigated by BF incorporation. An optimal BF threshold was identified at 0.2%, where the microscopic bridging effect was maximized, promoting a failure mode transition from brittle fracture to quasi-ductile damage. Gaussian decay and exponential saturation phenomenological constitutive models were introduced to characterize the critical threshold features of BF. Furthermore, an adaptive chaotic particle swarm optimization (ACPSO) algorithm coupled with the finite element method (FEM) was developed. The global optimal solution was determined as PG100 binder, 0.23% BF, and 4cm thickness. A 10.3% cost reduction was achieved by ACPSO compared to conventional particle swarm optimization (PSO). Although the initial construction cost increased by 25.8% over the traditional benchmark, the predicted fatigue life was extended by 220%, reducing the cost-effectiveness ratio (CER) by 60.8%. Ultimately, by significantly minimizing future maintenance frequency and raw material consumption, this value engineering approach provides a practical cleaner production framework for reducing the life-cycle environmental burden of perpetual pavements.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:20:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2704217</guid>
    </item>
    <item>
      <title>Effects of Inert and Active Fillers and Their Physicochemical Properties on Asphalt Mixture Performance</title>
      <link>https://trid.trb.org/View/2717195</link>
      <description><![CDATA[The primary objective of this study is to assess the impact of various inert and active fillers, along with their physicochemical properties, on the laboratory performance of asphalt mixtures. To achieve this objective, various fillers, including active fillers derived from industrial wastes, are sampled, processed, and evaluated. Two state-approved asphalt mixes, a stone matrix asphalt (SMA) and a surface mixture, were selected. For each selected filler, the study characterizes its physical and chemical properties and its influence on the mixture’s laboratory performance against major distresses, specifically, rutting, durability, moisture resistance, and cracking. Results indicate an acceptable correlation between the physical and chemical characteristics of the fillers and the performance of the mixes prepared with these different filler materials. Concerning laboratory-mixed performance, mixes containing industrial fillers, particularly fly ash and steel slag, exhibit better rutting and cracking performance than the control mixes for SMA and surface mixes. In relation to durability, the control mix and steel slag appear to enhance the durability of the surface mixtures. SMA, on the other hand, consistently demonstrates robust performance across filler types. For moisture-damage resistance, the tensile-strength ratio is higher for the different industrial filler materials, especially fly ash and steel slag, than for the control filler. In summary, this study recommends using fly ash and steel slag powder as replacements for mineral fillers in asphalt mixtures. These industrial waste-derived fillers are found to outperform conventional fillers while allowing the reuse of industrial waste in the road infrastructure.]]></description>
      <pubDate>Wed, 24 Jun 2026 10:29:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717195</guid>
    </item>
    <item>
      <title>Investigation of surface treatments and bonding materials on static and dynamic shear bonding performance at UHPC–SMA bridge deck interfaces</title>
      <link>https://trid.trb.org/View/2682554</link>
      <description><![CDATA[Early-stage issues such as slippage and bulging in ultra-high-performance concrete-stone mastic asphalt (UHPC-SMA) composite bridge decks often arise from the smooth surface of UHPC after curing, resulting in insufficient interfacial strength and reduced fatigue life. This study quantitatively evaluates the effects of three bonding materials—epoxy resin (E), high-viscosity high-elasticity asphalt (HVHE), and epoxy asphalt (EA)—combined with three surface roughening methods—shot blasting (SB), transverse grooving (TG), and stone embedding (SE)—on interlayer mechanical behavior. Comprehensive performance assessments are conducted using static shear, intermittent shear fatigue, and dynamic fatigue shear tests. Results show that E provides the highest static shear strength and modulus, while HVHE delivers superior dynamic fatigue life due to its balanced rigid–flexible properties. Among the surface roughening techniques, SE significantly enhances interlayer shear performance through a three-dimensional anchoring effect, surpassing both SB and TG in shear strength and fatigue life. Furthermore, increasing the temperature from 10 °C to 60 °C reduces interlayer shear strength by more than 60%, underscoring the necessity of cooling measures for bridge decks in high-temperature regions. A power function relationship between shear fatigue life and stress level is established, and the axle load conversion coefficient is determined based on shear fatigue life for composite pavement design. These findings provide a theoretical foundation for bridge deck pavement design. Ultimately, this research offers important guidance for improving the bond performance between UHPC bridge decks and SMA pavement layers, thereby enhancing the durability of UHPC bridge structures.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682554</guid>
    </item>
    <item>
      <title>Application and Performance of UHPC–SMA Bonding System in Steel Bridge Deck Pavements under Temperature Effects</title>
      <link>https://trid.trb.org/View/2711441</link>
      <description><![CDATA[The interfacial shear performance between ultra-high performance concrete (UHPC) and stone mastic asphalt (SMA) plays a critical role in determining the service performance of steel–UHPC composite bridge decks. To investigate the interfacial static and fatigue behavior of the UHPC–SMA system, inclined shear static and fatigue tests were conducted under varying temperature conditions. Based on the experimental results, a temperature-dependent Δτ–Nf shear fatigue life prediction model was developed. In addition, an interfacial fatigue damage evolution model based on shear stiffness degradation was proposed. The proposed models were validated through finite element analysis and subsequently applied to a composite pavement segment model of a steel bridge deck to examine the damage evolution of the interfacial interlayer under vehicular loading. The static and fatigue test results indicate that increasing temperature significantly reduces the interfacial shear strength, shear stiffness, and fatigue life of the UHPC–SMA system. The finite element results further show that interfacial degradation leads to an increase in the principal stress in the UHPC layer, as well as a slight increase in the principal stress at the weld toe of the steel–UHPC composite deck.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:14:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711441</guid>
    </item>
    <item>
      <title>Optimizing acoustic and mechanical properties of stone matrix asphalt for enhanced noise reduction using response surface methodology</title>
      <link>https://trid.trb.org/View/2680361</link>
      <description><![CDATA[The complex interplay of constituents in asphalt mixtures complicates the prediction of acoustic performance. This study employs Response Surface Methodology (RSM) to systematically model and optimize the composition of Stone Mastic Asphalt (SMA-13) for enhanced noise reduction and mechanical durability. This study developed highly significant (p < 0.0001) second-order polynomial models (R² > 0.95) that accurately capture the nonlinear relationships between mix design and key performance indicators: sound absorption coefficient, dynamic stability, freeze-thaw splitting strength ratio, and tire-pavement vibration damping. Analysis revealed distinct mechanistic influences: sound absorption was governed by the fine-aggregate-and-bitumen-mediated air-void network, whereas dynamic stability depended on a balanced coarse aggregate skeleton. These models enabled the successful formulation of an optimized mixture, which was experimentally validated to exhibit enhanced performance, with: noise absorption coefficient of 0.175, dynamic stability of 6699 Times/s, tensile strength ratio of 92.8%, and damping capacity of 7.48—with all predicted values falling within 5% of experimental results.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680361</guid>
    </item>
    <item>
      <title>Optimizing the Use of Local Aggregate in Stone-Mastic Asphalt</title>
      <link>https://trid.trb.org/View/2701088</link>
      <description><![CDATA[This study investigated the potential pavement performance, resiliency, cost-effectiveness, and environmental efficiency of incorporating locally sourced Illinois aggregates into stone-mastic asphalt (SMA) through an integrated laboratory and full-scale assessment. SMAs were designed using local aggregates with different lithology and durability levels. The potential performance of SMAs with local aggregates was benchmarked against those using imported aggregates. Optimized SMA designs with local aggregates were developed, and aggregate degradation was quantified at successive stages of mixture production, construction, and loading. Full-scale pavement sections were built; six SMAs were placed on top of a 2 in hot-mix asphalt binder layer overlaying continuously reinforced concrete pavement. The sections were instrumented and tested using the Illinois Accelerated Pavement Tester. Varying loading configurations and temperatures were applied to measure the response of each section. Then, the pavement was loaded under constant tandem loads at approximately 80°F. Pavement performance was interpreted using SMA strains and surface rut depth. Peak transverse tensile strain proved effective for characterizing viscoelastic recovery and distinguishing mixture behavior under repeated loading. The strain-based recovery measurements were incorporated into a viscoelastic-based rutting progression framework and used to compare SMA performance. Aggregate breakage was measured and was primarily associated with compaction and laboratory loading processes, whereas accelerated traffic loading produced negligible additional degradation, indicating that aggregate stability was governed by mixture design and construction rather than in-service loading. Life cycle assessment and life cycle cost analysis suggested that using local aggregates is not only cost effective, but also reduces negative environmental impacts while maintaining SMA’s expected performance and resiliency. Through integrated laboratory mixture design and performance testing, full-scale pavement construction, accelerated pavement testing, instrument responses, and life cycle cost analysis and environmental assessment, this study demonstrated that SMA incorporating locally sourced Illinois aggregates could achieve performance comparable to conventional SMA while reducing costs and environmental impact. Hence, this study recommends designing and adopting 50 gyration SMA with local aggregates.]]></description>
      <pubDate>Tue, 12 May 2026 09:47:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701088</guid>
    </item>
    <item>
      <title>Study on multiscale evaluation of moisture resistance of a high-performance cold stone matrix asphalt: An extensive laboratory investigation</title>
      <link>https://trid.trb.org/View/2668671</link>
      <description><![CDATA[This study investigates the moisture damage resistance and mechanistic performance of newly developed Cold Stone Matrix Asphalt (CSMA) incorporating two aggregate types (basalt and granite), four cationic- slow and medium setting (SS and MS) emulsions (SS10, SS30, MS10, MS30), and lime dosages (0, 2 %, 4 %). The aim was to establish a multi-scale performance framework linking chemical, mechanical, and microstructural behaviour to moisture tolerance in CSMA systems. Evaluations were conducted through Retained Marshall Stability (RMS), Tensile Strength Ratio (TSR) under water, freeze–thaw, and moisture induced stress test (MIST) conditioning, and rutting tolerance ratio (RTR) and rut depth ratio (RDR) derived from indirect tensile rutting test (IDEAL-RT) and Hamburg Wheel Tracking Tests (HWTT). Advanced characterization tools, including Surface Free Energy (SFE), Fourier Transform Infrared Spectroscopy (FTIR), and Field Emission Scanning Electron Microscopy–Energy Dispersive Spectroscopy (FESEM–EDS), quantified adhesive–cohesive energy balance, hydration index (HI), and calcium to silica (Ca/Si) ratio. Results showed that slow-setting emulsions, particularly SS30, and basalt aggregates enhanced adhesion and moisture resistance due to superior electrochemical compatibility and mastic densification. Lime addition further improved interfacial bonding through C–S–H formation and microstructural densification, resulting in higher RMS, TSR, and RTR, and lower RDR values. The Ca/Si ratio and HI exhibited strong correlations with durability indices, confirming the chemo-mechanical coupling governing moisture resistance. Grey Relational Analysis (GRA) provided a unified ranking, identifying SS30–basalt–4 % lime as the optimal mix. Overall, this study establishes a novel, mechanistically grounded framework for evaluating CSMA, demonstrating its strong potential as a durable, sustainable, and field-suitable cold-mix alternative for modern pavement construction.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668671</guid>
    </item>
    <item>
      <title>Influence of Pre-Overlay Pavement Condition on Service Life and Cost-Effectiveness of Stone Matrix and Hot Mix Asphalt Overlays for Preventive Maintenance</title>
      <link>https://trid.trb.org/View/2698378</link>
      <description><![CDATA[Timely and appropriate pavement maintenance is essential for extending service life and minimizing long-term costs. Achieving these outcomes requires reliable performance models to evaluate treatment effectiveness. Pre-overlay conditions affect asphalt overlay performance, so including them in modeling is important for cost-effective selection. This study evaluates and compares the performance and cost-effectiveness of stone matrix asphalt (SMA) and hot mix asphalt (HMA) overlays in Indiana, U.S., using the International Roughness Index (IRI) as a deterioration indicator to estimate service life. A central focus is the influence of pre-overlay conditions on service life and economic viability. Both deterministic and probabilistic life cycle cost analysis (LCCA) are employed: the former uses fixed input parameters, while the latter accounts for uncertainty in performance, costs, and discount rates through Bayesian inference and Markov chain Monte Carlo simulation. The results indicate that HMA overlays deteriorate significantly faster than SMA overlays. Additionally, SMA performance is more sensitive to pre-overlay IRI levels. Despite higher unit costs, SMA is more cost-effective over the evaluation period, yielding a slight (2.08%) saving over HMA. An IRI threshold of approximately 111 in./mi was identified where the life cycle costs of SMA and HMA converge. Below this threshold, SMA is more cost-effective; above it, HMA becomes the more economical option for severely deteriorated pavements. Although the cost difference is small below the threshold, it becomes increasingly pronounced as pavement deteriorates. Probabilistic LCCA revealed substantial variability in outcomes, with equivalent uniform annual cost uncertainty increasing with pre-overlay IRI, particularly for SMA, which indicates elevated financial risk when applied to poorly maintained pavements.]]></description>
      <pubDate>Tue, 05 May 2026 10:16:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698378</guid>
    </item>
    <item>
      <title>Experimental and Numerical Evaluation of Utilizing Recycled Concrete Aggregates in Stone Column</title>
      <link>https://trid.trb.org/View/2688723</link>
      <description><![CDATA[Stone columns improve bearing capacity and reduce settlement. This study evaluates recycled concrete aggregate (RCA) as stone-column backfill using large-scale physical modeling and a 3D finite-element (FE) model. A combined experimental validation and 3D calibrated parametric design assessment of RCA-filled stone columns, including group and cap effects under plate loading, was made. Three plate-loading tests were performed in a 1.0 m-diameter tank on loose, dry sand: untreated soil, a single natural aggregate (NA) column, and a single RCA column (D = 80 mm, L/D = 6). Experimentally, RCA increased bearing stress by ~ 50% at 25 mm settlement (vs. ~23% for NA), demonstrating that RCA can match or outperform NA under identical installation and loading conditions. The 3D FE model reproduced the measured response with < 3% deviation at the reference settlement. Numerically, the study identified an optimal column length of ~ 4–6D, quantified spacing-dependent group efficiency losses at practical spacings (≤ 2D) due to stress overlap, and showed that cap layers can enhance NA performance but may not benefit RCA columns under the tested footprint. These findings provide design-relevant guidance for adopting RCA in stone columns while accounting for geometry, group interaction, and capping effects.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:09:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688723</guid>
    </item>
    <item>
      <title>Optimizing Stone Column Spacing and Stiffness using Particle Swarm Optimization (PSO) for Finite Element Method (FEM) Based Settlement Prediction</title>
      <link>https://trid.trb.org/View/2688839</link>
      <description><![CDATA[This study introduced a novel integration of particle swarm optimization (PSO) with finite element modelling to optimize the design of uncased stone columns embedded in soft clay. The originality of the research lay in combining optimization and numerical modelling to systematically determine the most influential design parameters, namely column spacing and modulus of elasticity, in minimizing vertical displacement. A half-embankment model with a height of 2.6 m was simulated over a 12 m-thick clay layer reinforced with stone columns of varying stiffness and spacing, and subjected to incremental loading. The results showed that PSO identified a closer spacing combined with the highest modulus of elasticity as the optimal configuration, resulting in a 20.4% reduction in settlement. Column spacing emerged as the dominant factor influencing settlement behaviour. A multiple linear regression model was developed to generalize settlement prediction, demonstrating strong performance indices and good predictive capability.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:19:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688839</guid>
    </item>
    <item>
      <title>Characterizing dynamic modulus of styrene-butadiene-styrene (SBS) modified stone mastic asphalt (SMA) mixtures — An experimental evaluation and prediction using artificial neural networks</title>
      <link>https://trid.trb.org/View/2654576</link>
      <description><![CDATA[This study presents the dynamic modulus prediction of styrene-butadiene-styrene (SBS) modified stone mastic asphalt (SMA) wearing course using an asphalt mixture performance tester (AMPT). The experimental design includes preparing 18 SMA specimens with 6 different percentages of SBS (0%, 3%, 4%, 5%, 6%, and 7%) mixed in bitumen. Dynamic modulus (|E*|) of control and SBS-modified SMA mixtures under the compressive sinusoidal loading was determined at 4 temperatures depicting the cold and hot conditions in the field, and 6 loading frequencies were employed. SBS modification to the mix translated into an increase in mix stiffness, as a 70% increase in dynamic modulus (on average) was reported at 5% SBS than the control mixture. The optimum SBS percentage was evaluated using a master curve comparison of all 6 SBS percentages at 21 ℃ reference temperature, using the National Cooperative Highway Research Program (NCHRP) 9-29 master curve excel solver. Master curves were compared on a single graph with a 5% SBS modifier, giving the highest |E*| values. A two-level factorial method was used to evaluate the significance of factors affecting the modified SMA mixture regarding dynamic modulus. Sensitivity analysis concluded that an increase in temperature (21.1 ℃ to 37.8 ℃) leads to a 63% decrease in |E*| (on average), and a decrease in frequency (25.0 Hz to 0.1 Hz) determined a 70% reduction in |E*| (on average). The dynamic modulus of the SBS-modified SMA was predicted using artificial neural networks (ANN) and non-linear regression models, with the ANN model demonstrating superior performance.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654576</guid>
    </item>
    <item>
      <title>Sensitivity of binder- aggregate compatibility, rutting and moisture resistance performance of warm-stone matrix asphalt mixes in dry and wet condition</title>
      <link>https://trid.trb.org/View/2651637</link>
      <description><![CDATA[Aggregate–binder compatibility plays a key role in ensuring the durability and performance of asphalt mixtures. This study investigates the compatibility between binders, aggregates, and organo-silane Warm Mix Asphalt (WMA) additives in Stone Mastic Asphalt (SMA) mixtures through a systematic multi-scale experimental approach. Two binders, VG30 and PMB40 (polymer-modified), were modified with Zycotherm (ZY, 0.1 %) and Zycotherm SP2 (ZP2, 0.07 %), and combined with basalt and granite aggregates to investigate the influence of WMA modification on adhesion, moisture resistance and rutting performance. Fourier Transform Infrared Spectroscopy (FTIR) was used to identify silane induced changes in binder functional groups, while Surface Free Energy (SFE) analysis quantified interfacial bonding. Binder Bond Strength ratio (BBS) tests assessed dry and wet condition adhesion and mixture performance was evaluated using Tensile Strength Ratio (TSR%), and Hamburg Wheel Tracking Test (HWTT). FTIR analysis confirmed a reduction in basic functional groups for VG30 and an increase for PMB40 after modification, indicating varying chemical interactions between silane additives and binders. SFE results revealed lower Work of Debonding and higher Work of Adhesion after modifications, validating the anti-stripping effect of both additives. BBS and TSR% trends revealed that ZY exhibited superior compatibility with VG30, whereas ZP2 showed superior compatibility with PMB40, particularly in granite mixtures. Although ZP2 exhibited slightly reduced rutting resistance in HWTT under dry conditions, wet conditioning confirmed improved rutting performance of both additives. A strong correlation (R² > 0.70) among SFE, BBS, and TSR% demonstrated consistency between micro-level adhesion mechanisms and macro-scale performance, identifying PMB40 + ZY + Basalt and PMB40 + ZP2 + Granite as the most durable combinations.]]></description>
      <pubDate>Mon, 30 Mar 2026 17:10:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651637</guid>
    </item>
    <item>
      <title>Influence of Aggregate Gradation and Binder Type on Bond Slippage Failures in Stone Matrix Asphalt under the Coupled Effect of Temperature and Moisture</title>
      <link>https://trid.trb.org/View/2645447</link>
      <description><![CDATA[The performance of stone matrix asphalt (SMA) is strongly influenced by the stone-on-stone contact (SoSc) of coarse aggregate and the properties of the asphalt binder. This interfacial contact is key to the stability of the aggregate skeleton and is affected by factors such as aggregate gradation, binder properties, temperature, and moisture. This study examines SMA performance across various aggregate gradations (coarse, mid, fine), binder types [unmodified viscosity grades VG30 and VG40, and polymer-modified binder (PMB)], and conditioning states (dry and wet) at different temperatures (25°C, 40°C, and 60°C). The basic characteristics of the SMA mixes were evaluated using SoSc and binder stripping tests, whereas mechanical properties were assessed through Cantabro abrasion loss, tensile strength ratio, and aggregate bond slippage tests. The slippage tests measured slip failure using parameters such as slip load (Ps), slip modulus (SM), and slip energy index (SEI). Additionally, statistical and correlation analysis was conducted to explore the relationship between a mixture of mechanical characteristics with material physical properties. Notably, SMA mixes with PMB and fine aggregate gradation demonstrated higher resistance to bond slippage and greater aggregate mixture stability compared to mixes with VG40 and VG30 binders given all tested temperatures and moisture conditions.]]></description>
      <pubDate>Wed, 18 Mar 2026 10:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645447</guid>
    </item>
    <item>
      <title>Effect of Various Fibers and Filler Materials on the Mechanical Performance of Stone Matrix Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2645437</link>
      <description><![CDATA[The frequent need for repairs and maintenance in conventional hot mix asphalt, caused by premature failures under heavy traffic loads, has led to increased consumption of natural aggregates and bitumen. This study explores stone matrix asphalt (SMA) technology as a solution, known for its superior rut resistance and extended service life. A key innovation of the study lies in the incorporation of various waste and natural fibers, namely, natural cellulose, jute, banana fiber, and cellulose pellets combined with two different filler materials: crusher dust and hydrated lime. These materials were selected to reduce reliance on synthetic components and to repurpose waste fibers, with the objective of checking their suitability as alternatives to synthetic fibers. To assess the impact of these materials, a range of performance tests, including binder draindown, resilient modulus, tensile strength ratio, ideal rutting tolerance, and ideal cracking tolerance tests, were conducted. Although the results showed that hydrated lime (HL) improved most performance parameters (up to 60%), it negatively affected cracking resistance (decrease up to 54%). Further, natural fibers, particularly jute and banana, enhanced the mixtures’ resilient modulus, indirect tensile strength, and rutting performance up to 27%–66%. Significant improvements in cracking resistance were observed with the use of pelletized cellulose fibers, showing up to 66% enhancement compared to other fiber types. The incorporation of these fibers not only improves the mechanical properties of the SMA mix but also contributes to reusing the waste fibers. This study underscores the potential of SMA technology to extend pavement lifespan, reduce repair frequency, and promote waste derived construction practices. The findings present a promising approach in asphalt construction by improving the durability and life span of asphalt mixtures by use of natural fibers.]]></description>
      <pubDate>Wed, 18 Mar 2026 10:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645437</guid>
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