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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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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Road surface monitoring equipment evaluation 2024 in Cologne : the duraBASt test</title>
      <link>https://trid.trb.org/View/2751959</link>
      <description><![CDATA[This study evaluates the technical performance of various road monitoring systems, focusing on their validity and repeatability. Road monitoring is crucial for effective maintenance planning, requiring reliable and comprehensive data on road conditions. Modern trends emphasize collecting multiple types of data in a single pass, which increases efficiency, reduces environmental impact, and lowers costs. The systems tested are divided into three categories: Profilometers - Typically use line laser technology for profiling and crack detection. Mobile Mapping Systems - Often employ Lidar scanners and can use either terrain models or point laser/accelerometer combinations for profile measurement. Connected Vehicle Systems - Rely on vehicle sensors, additional accelerometers, or smartphone-based data collection. The assessment was conducted at the duraBASt test facility, following methods established by Swedish and Finnish road authorities. Validity was measured by comparing participant results with two references: dedicated reference system measurements and the average of all participants (excluding outliers). Repeatability was evaluated by the standard deviation across repeated test runs.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:34:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751959</guid>
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    <item>
      <title>Objektiva metoder vid kontroll av entreprenader : vägytans tillstånd</title>
      <link>https://trid.trb.org/View/2751956</link>
      <description><![CDATA[This report focuses on the objective assessment of functional requirements and condition evaluation of road surfaces, aiming to develop methods and tools for measuring and assessing the condition and functionality of road surfaces. The project, funded by the Swedish Transport Administration (Trafikverket) and the Development Fund of the Swedish Construction Industry (SBUF), has been conducted in collaboration with Ramboll and NCC, building on previous work in the field. An important part of the project has been the integration of technical and functional requirements to create a comprehensive overview of road surface development and status, with the goal of improving long-term sustainability and efficiency within road infrastructure. The report outlines the background to the need for new metrics describing functions that had not previously been objectively assessed within a performance-based contract. Furthermore, it describes the approach to measuring and calculating these metrics and how the application of the methods can be presented in a design-build contract context. A key part of the report addresses the precision of the new metrics, which needs to be determined to eventually set formal requirements. The new metrics have been demonstrated in a field trial, providing practical examples of how far along these metrics are in being effectively applied. The report also addresses initial values for new pavements as well as the normal progression rates for rut depth. Rut depth is central to assessing the performance of road surfaces over time and ensuring that pavements meet the expected requirements for durability and functionality in a design build contract. Understanding these initial values and their development trends constitutes an important foundation for design and planning within road infrastructure.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:34:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751956</guid>
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      <title>U-MicroPaver: Novel Laboratory Paving System for Slurry Surfacing Mixtures</title>
      <link>https://trid.trb.org/View/2673021</link>
      <description><![CDATA[The need for sustainable and cost-effective pavement maintenance has increased interest in slurry surfacing (SS), a family of surface treatments designed to restore the functional properties and extend pavement service life. Despite the existence of international standards for mix design and application, a major limitation in research is the lack of laboratory equipment capable of replicating SS laying. This gap has limited prequalification studies on expected surface performance, making field trials the only viable but costly and time-consuming option. This study introduces the U-MicroPaver, an innovative and patented laboratory prototype designed to simulate SS laying under controlled conditions. To evaluate its reliability, two microsurfacing mixtures with distinct gradations (BA06 and BA08) were employed, and their surface performances were systematically analyzed through a statistical evaluation on texture profiles collected via laser profilometer. Additionally, skid resistance (pendulum test), volumetric texture depth (sand patch test), and drainability were examined. Statistical analysis of laser data confirmed that the U-MicroPaver achieves a consistent and uniform application, with surface texture measurements following a normal distribution and homoscedasticity (p-values>0.05). Specifically, Mixtures BA06 and BA08 reported mean profile depth values of 1.798 and 2.224, with standard error-based 95% confidence interval of ±0.115 and ±0.096, respectively. The results confirmed that the mixture’s surface properties align with the existing literature. Additionally, the study provides an initial contribution to the study of the hydraulic conductivity of microsurfacing mixtures. Particularly, BA08 showed outflow times approximately 2.5 times shorter than BA06 and nearly 12 times faster than a common dense-graded friction course. By enabling detailed prequalification studies, the U-MicroPaver supports the mix design process and bridges critical gaps in the evaluation of SS functional characteristics. This innovation represents a significant step forward in promoting a broader adoption of sustainable pavement maintenance techniques through efficient and reliable surface treatment assessments.]]></description>
      <pubDate>Fri, 15 May 2026 09:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673021</guid>
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    <item>
      <title>Sustainable Low Impact Design (SLID) in Playground Pavement</title>
      <link>https://trid.trb.org/View/2672994</link>
      <description><![CDATA[Playground surfaces are crucial to child safety, public health, and urban environmental quality. This review explores the application of SLID principles in playground pavements, integrating civil engineering, environmental health, and urban planning to overcome the limitations of conventional materials. While traditional rubberized and synthetic surfaces meet impact standards, they often pose risks from toxic emissions, thermal hazards, and poor permeability. Drawing on 70+ peer-reviewed studies, manuals, and municipal guidelines, the review assesses materials across six SLID dimensions: ecological sensitivity, material safety, thermal performance, inclusive design, life-cycle sustainability, and multifunctionality. Findings show that synthetic surfaces can reach extreme temperatures and contain hazardous PAHs, heavy metals, and microplastics. In contrast, SLID-compliant materials like permeable pavers, engineered wood fiber, and rubber-natural hybrids offer safer, eco-friendly alternatives. Yet, inconsistent regulations, insufficient long-term data, and limited child-focused metrics remain obstacles. The study recommends integrating SLID into playground standards, prioritizing non-toxic, permeable, thermally stable materials, and promoting interdisciplinary collaboration and participatory design. SLID emerges not just as a risk mitigation tool but as a strategy for inclusive, resilient, and climate-adaptive urban spaces.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672994</guid>
    </item>
    <item>
      <title>Skid resistance of pavement surface aggregates in Quebec: effect of polishing time, wear mechanisms, and aggregates properties</title>
      <link>https://trid.trb.org/View/2669554</link>
      <description><![CDATA[The MTMD LC 21-102 test method is an accelerated polishing by projection test, used in Quebec (Canada) to simulate the wear of coarse aggregates used in pavement surface layers, regarding skid resistance. Their suitability for use in construction is then evaluated by measuring their residual friction coefficient using a British pendulum. This study aims to investigate the effect of polishing time, better understand the wear mechanisms through microtexture evolution, identify the intrinsic properties of aggregates that govern polishing resistance and develop predictive models based on these influential properties. The research was carried out in two phases. The first focused on four aggregates and involved monitoring microtexture and friction parameters at incremental polishing stages. The second involved eighteen aggregates and focused on identifying the most influential properties using a broader dataset. The friction and microtexture parameters were measured before and after polishing. Mineralogical, petrographic and mechanical properties were assessed through optical microscopy, X-ray diffraction (XRD), Los Angeles and Micro-Deval tests. A 3D laser microprofilometer was used to capture the surface relief of aggregate particles and to determine their microtexture parameters such as peak density, shape and height. A British pendulum was used to measure the friction coefficient. The results show that the current standard polishing time may underestimate aggregate wear: friction continued to decrease beyond the specified duration, suggesting the need to extend the polishing time to reach maximum wear. Polishing by projection also revealed distinct wear mechanisms compared to other well-known methods: it acts more by indentation, digging into the aggregates surface and generating a new microtexture with, on average, less dense but taller and sharper peaks. Hard aggregates such as granites, greywackes and gneiss showed superior polishing resistance and better microtexture regeneration compared to softer materials like basalts, dolostones and limestones. The most influential properties were relative hardness (RHD), differential hardness (DH), mineral contents (quartz, feldspars, calcite), average mineral size (φm) and grain size distribution parameters (coefficient of variation CV and Gini-style index GSI), which showed the highest Pearson correlation coefficients with the final British Pendulum Number (BPNf). Predictive models developed with these properties achieved high accuracy (R² = 0.89 to 0.94), offering valuable tools for selecting aggregates with adequate skid resistance without performing polishing tests.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669554</guid>
    </item>
    <item>
      <title>Maintenance Preservation Solution Matrix (MPSM)</title>
      <link>https://trid.trb.org/View/2671997</link>
      <description><![CDATA[The goal of this study was to identify optimal preventative treatment types and timing of treatments throughout the service life cycles of pavements. The research was carried out in two phases. Phase 1 involved a comprehensive literature review to examine factors that influence the service life of pavements, including treatment application timing, traffic volume, climatic conditions, material properties, and pre-treatment conditions. The review also documented both traditional and innovative maintenance practices adopted by peer Departments of Transportation (DOTs). Findings from the literature indicated that the service life of a treatment can vary significantly depending on factors such as traffic, climate, construction methods, and materials. The timing of treatment application was found to be a key factor affecting pavement performance. Additionally, a questionnaire was distributed to gather information on innovative treatments implemented by peer DOTs over the past decade. Responses revealed that techniques such as micropaving, microsurfacing, mastics for crack sealing, and sealcoats were among the most widely used preventative maintenance treatments. Phase 2 focused on studying the optimal types and timing of maintenance treatments commonly applied in Pennsylvania. Treatments considered in this phase included seal coats, crack seals, micro-surfacing, and Novachip. Ten years of performance and construction data were analyzed to develop pre- and post-treatment performance curves. These curves were used to assess service life extension for the treatments across different climatic zones and Business Plan Networks (BPNs). Results showed that the extension of service life due to preventative treatments varied based on climatic zone and BPN. Specifically, treatments applied in warmer climates and to pavement networks with higher maintenance priorities (M&R) resulted in greater service life extensions compared to those applied in colder regions with lower M&R priorities. Additionally, the pretreatment Overall Pavement Index (OPI) and pavement age were found to play a critical role in determining service life extension. When treatments were applied within an optimal range of OPI and age, 2-3-fold increase in service life extension was observed across different preventative treatments. Based on the findings, a preliminary Excel®-based tool was developed to assist in selecting the optimal maintenance treatment types and timings, considering factors such as climatic zones, BPNs, pre-treatment OPI, and pavement age. A one-page implementation guideline was created to help PennDOT make informed decisions about the optimal timing and types of preventative maintenance treatments.]]></description>
      <pubDate>Wed, 25 Feb 2026 16:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671997</guid>
    </item>
    <item>
      <title>Effect of Parameters of Rubber Powder and Fiber on Road Performance of Low Noise Micro-Surfacing</title>
      <link>https://trid.trb.org/View/2669731</link>
      <description><![CDATA[Micro-surfacing is often regarded as an effective preventive maintenance method of pavement, as it has several advantages; as a result, it is widely used in highway maintenance worldwide. For a systematic study of the effect of rubber powder and fiber on the road performance and noise reduction of micro-surfacing, rubber powder and fiber were added separately to micro-surfacing mixture, to study the effect of rubber powder content and fineness, as well as fiber content and length, on the mixing time, cohesion, wear resistance, rutting resistance, and crack resistance of the micro-surfacing mixture. The results show that different properties of rubber powder and fiber have different effects on the mixture properties; the addition of 3% of 40 mesh rubber powder and 0.2% of 6?mm polypropylene monofilament fiber is recommended in the preparation of micro-surfacing. Furthermore, wet wheel wear noise tests and load wear noise tests were conducted to verify the noise reduction and validate the noise reduction efficacy. The results indicate that rubber powder–fiber micro-surfacing demonstrates superior noise reduction, compared with ordinary conventional pavements. This study serves as a valuable reference for enhancing micro-surfacing performance and facilitating the further promotion of micro-surfacing.]]></description>
      <pubDate>Wed, 18 Feb 2026 08:50:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669731</guid>
    </item>
    <item>
      <title>Sustainable steel slag in micro-surfacing: A mechanistic, performance, and environmental evaluation</title>
      <link>https://trid.trb.org/View/2652309</link>
      <description><![CDATA[Replacing natural fillers with industrial by-products can enhance pavement sustainability by conserving resources and reducing environmental impact. This study evaluated steel slag as a filler replacement ranging from 0 % to 100 % in asphalt mastics and micro-surfacing. Surface free energy analysis linked the slag’s mineralogical and morphological features to improved binder–filler adhesion. Mechanical performance was assessed via wet track abrasion, cohesion, and loaded wheel tests. Safety and sustainability were examined using the Toxicity Characteristic Leaching Procedure (TCLP) and a cradle-to-gate life cycle assessment (LCA). At 100 % slag replacement, the work of cohesion increased by 28.7 %, moisture susceptibility declined by 45.9 %, and deformation and bleeding were reduced by over 40 %. The LCA indicated reductions in global warming potential (11.54 %), acidification potential (12 %), and cumulative energy demand (10.92 %), due to avoiding virgin filler production and lowering bitumen consumption. TCLP confirmed leached heavy metals below regulatory limits, supporting environmental safety and circular economy goals.]]></description>
      <pubDate>Tue, 27 Jan 2026 09:19:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652309</guid>
    </item>
    <item>
      <title>Preparation and performance of waterborne resin-based modified emulsified asphalt for micro-surfacing</title>
      <link>https://trid.trb.org/View/2643769</link>
      <description><![CDATA[To enhance the tensile, adhesion and high and low temperature rheological properties of resin-based modified emulsified asphalt for micro-surfacing, so as to comprehensively enhance the quality of anti-deformation, wear resistance and water loss resistance of micro-surfacing, a series of waterborne resin modifiers were synthesised. Based on the mechanical properties, the composition and ratio of waterborne resin modifier materials were optimised, and high-performance resin-based modified emulsified asphalt was prepared. The drying time, adhesion to aggregate, tensile properties and rheological properties of resin-based modified emulsified asphalt were systematically studied. The optimum composition ratio of resin-based modified emulsified asphalt for micro-surfacing was determined, and the road performance of different types of micro-surfacing was evaluated. The results showed that the preferred waterborne epoxy modified polyurethane (WER/WPU), waterborne epoxy modified styrene–butadiene-styrene (WER/SBS), waterborne epoxy modified ethylene-vinyl acetate copolymer (WER/EVA), waterborne epoxy modified polyurethane and ethylene-vinyl acetate copolymer (WER/WPU/EVA) and waterborne epoxy modified polyurethane and styrene–butadiene-styrene (WER/WPU/SBS) had excellent mechanical properties. The tensile strength was not less than 11.0 MPa, and the elongation at break was more than 163.0%. The bond strength was higher than 1.8 MPa, under the optimum dosage of 15% waterborne resin polymer, the drying time of WER/WPU and WER/WPU/EVA modified emulsified asphalt at 25°C was less than 108 min, and the shedding rate was less than 1.6%. The high temperature deformation resistance of the former was slightly better than that of the latter, while the fatigue resistance and low temperature toughness were the opposite. Compared with the ordinary emulsified asphalt micro-surfacing, the skid resistance values of WER/WPU and WER/WPU/EVA micro-surfacing increased by 15%, the 1 h immersion wear values decreased by 15.85% and 7.23% respectively, and the 6 d immersion wear values decreased by 46.92% and 30.84% respectively.]]></description>
      <pubDate>Mon, 26 Jan 2026 08:41:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643769</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>Effect of Heat Transfer from Overlay on Mechanical Properties of Cold Recycled Materials</title>
      <link>https://trid.trb.org/View/2652128</link>
      <description><![CDATA[There is a consensus within the Canadien road engineering community that in-situ and ex-situ cold recycling using bituminous binders is viable pavement rehabilitation technique. Despite nearly four decades of success, the engineering work related to cold recycling, particularly in pavement structural design and material engineering, remains largely empirical and not fully optimized. This paper investigates the impact of heat transfer and secondary compaction associated with placing a hot asphalt overlay on a cold recycled material layer. A model is proposed to assess heat transfer into the cold recycled material layer. Compaction gradients in cores extracted before and after overlay placement are presented to quantify the effects of heat transfer and secondary compaction on cold recycled material consolidation. The paper also proposes a novel approach to improve cold recycled material pavement structural design by accounting for heat transfer, secondary compaction, and the evolving mechanical properties of cold recycled material.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652128</guid>
    </item>
    <item>
      <title>Evaluating the Effectiveness of Geosynthetics in Reinforced Asphalt Overlays Under Different Temperature Conditions</title>
      <link>https://trid.trb.org/View/2635355</link>
      <description><![CDATA[Reflective cracking in Hot-Mix Asphalt (HMA) overlays is a common problem caused by traffic and thermal loads. These loads lead to bending, shear stresses, and increased brittleness at lower temperatures, resulting in significant maintenance costs. Geosynthetic interlayers have proven effective in delaying reflective cracking by redirecting crack propagation horizontally and dissipating energy. A laboratory test method employing the Crack Widening Device that was developed at Ecole de Technologie Superieurs (ETS) to assess geosynthetic crack resistance and differentiate load-displacement curves among various reinforced bituminous interfaces was used in this research work. The study aimed to evaluate the influence of temperature and geosynthetic placement on asphalt interfaces using bi-layer bituminous specimens with geotextile or geo-composite, compared to reference specimens. Consistent application of hot mix to both layers simulated real working conditions. Temperature significantly impacts geosynthetic effectiveness. At around 40°C, reduced asphalt viscosity can cause delamination, while at -20°C, brittleness induces contraction. At moderate room temperature (25 ± 2°C), Paving Fabric (PF) showed superior performance, with better energy dissipation and stiffness retention compared to geo-composite and control specimens. Geosynthetics placed one-third from the bottom yielded the best results, particularly with PF.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635355</guid>
    </item>
    <item>
      <title>Study on the texture and evolution law of micro-surfacing of cold recycled fine RAP under long-term load skid resistance</title>
      <link>https://trid.trb.org/View/2605555</link>
      <description><![CDATA[The application of cold recycling technology in micro-surfacing can not only reasonably deal with the excess RAP produced by old asphalt pavement, but also produce significant economic, environmental, and social effects. This study investigated the influence of different mix proportion designs on the long-term skid resistance of cold recycled fine RAP micro-surfacing pavement. The Straight-Line Accelerated Loading Test Device (SL-ALTD) was utilized to simulate real traffic loading conditions. Macro- and micro-texture characteristics were characterized using a monocular micro-motion method and Fourier transform analysis, respectively. Additionally, the Mean Texture Depth (MTD) was measured via the sand patch method, and the British Pendulum Number (BPN) was obtained using a pendulum friction coefficient instrument. A texture evaluation index based on Pearson correlation was established to analyze the evolution of pavement texture under loading. The results indicate that two types of cold recycled fine RAP mix proportion designs—both with an asphalt aggregate ratio of 7 %, gradation MS-3M, and regenerant dosage of 0.35 % (one with fine RAP dosage of 30 % and the other with 40 %)—exhibit good skid resistance under load. The former design demonstrates better performance on high-speed road surfaces, while the latter excels on low-speed road surfaces.]]></description>
      <pubDate>Thu, 20 Nov 2025 09:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2605555</guid>
    </item>
    <item>
      <title>Microscopic behaviour analysis using video recordings : a perspective on vulnerable road users</title>
      <link>https://trid.trb.org/View/2598597</link>
      <description><![CDATA[This thesis investigates the application of microscopic traffic data derived from video recordings to analyse the behaviour of road users, specifically focusing on pedestrians and cyclists in urban traffic environments. This research addresses the critical need for more accurate and proactive methods in the fields of traffic safety, transport system operational performance, and level of service assessment. The overall aim is to explore the potential of video technology to capture dynamic, real-time behaviours that are otherwise difficult to observe, facilitating a deeper understanding of road users' micro-level interaction with and responses to various traffic conditions. A significant portion of the thesis is dedicated to traffic safety, using conflict-based safety analysis and exploring the integration of Surrogate Measures of Safety (SMoSs) with the Safe System approach to shift the focus from reducing ‘collisions' to eliminating ‘severe injuries'. The thesis includes four research papers, each contributing to the study's overall aims and objectives. The first two papers explore methodologies for investigating the impact of physical environmental features, such as facility surfacing and outdoor lighting, on cyclist and pedestrian behaviour.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:18:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598597</guid>
    </item>
    <item>
      <title>A study on the development of Microsurfacing surface performance under laboratory-scale traffic simulation</title>
      <link>https://trid.trb.org/View/2571395</link>
      <description><![CDATA[In the field of preventative maintenance techniques, microsurfacing has gained scientific and practical interest, especially because of its effectiveness in restoring several distresses on structurally sound pavements; moreover, it provides social, economic, and environmental benefits since it is cold-applied in thin layers (less material and energy consumption), and it is fast-setting, allowing a quick reopening to traffic. Microsurfacings are also widely recognised for providing a regular and even surface texture with high skid resistance. Besides, assessing how the pavement surface performance changes over time under traffic conditions becomes essential in road pavement management. In light of the above and within the RILEM TC 280-CBE research activities framework, the work focused on optimising different bituminous cold microsurfacing mixtures: ‘Basalt 0/6’, ‘Basalt 0/8’, and ‘Granite 0/8’. The optimised mixtures were fully characterised and subjected to a laboratory traffic simulator’s action to study the development of the surface performance in terms of texture and skid resistance. A procedure has been implemented to model the relationship between the surface performance and the loading cycles, identifying the most representative phases (polishing and equilibrium) of the surface characteristics evolution. Notably, pertaining to skid resistance, the ‘Granite 0/8’ mixture achieves the same percentage decrease (about 18%) in a shorter conditioning period compared to the basalt ones. Regarding texture, the ‘Basalt 0/8’ mixture rapidly reaches the equilibrium phase but exhibits a lower drop (24.0%) compared to ‘Basalt 0/6’ and ‘Granite 0/8’ (38.0% and 39.6%, respectively).]]></description>
      <pubDate>Tue, 02 Sep 2025 08:45:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571395</guid>
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