<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Toward Advanced Field-Evaluation Methods for Load Transfer (LT) Capacity in Portland Cement Concrete Pavements (PCCPs): A Review</title>
      <link>https://trid.trb.org/View/2709353</link>
      <description><![CDATA[Portland cement concrete pavements (PCCPs) are widely used for their durability, long service life, and ability to withstand heavy traffic. To ensure performance and reduce maintenance costs, regular evaluation of joint load transfer (LT) capacity is essential. Traditional destructive tests (DTs) provide direct LT data but are localized, time-consuming, costly, and damaging to the pavement. In contrast, nondestructive tests (NDTs) allow broader and non-invasive evaluation, though they require careful interpretation. NDT methods can be divided into discrete and continuous testing devices. Discrete devices, such as the Benkelman beam deflectometer and falling weight deflectometer, stop to apply forces and measure deflections at selected locations. Continuous devices, including the rolling dynamic deflectometer (RDD), rolling weight deflectometer (RWD), and traffic speed deflectometer (TSD), measure pavement deflections while moving at traffic speeds. These continuous systems offer significant advantages by enabling large-scale, traffic speed assessment; however, they generate vast datasets that pose challenges in processing, calibration, and test condition sensitivity. Recent advancements are improving the accuracy and efficiency of LT assessment. Modern high-speed deflectometers integrate advanced technologies such as Doppler velocity sensors for real-time monitoring, ground-penetrating radar for subsurface characterization, traffic-induced excitation as an alternative to impulse loading, and machine learning algorithms for automated data processing. Further, artificial intelligence combined with geographic information systems enhances pavement management systems, enabling smarter decision-making and cost-effective maintenance planning. Future developments in LT evaluation are expected to focus on refining RDD, RWD, and TSD technologies, improving calibration protocols, integrating multi-sensor data, and establishing standardized procedures. Special attention should also be given to applying these advanced methods to precast concrete pavements, where joint performance plays a critical role in service life. Overall, emerging NDT solutions offer great potential for more reliable, efficient, and sustainable pavement monitoring.]]></description>
      <pubDate>Wed, 26 Aug 2026 10:13:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709353</guid>
    </item>
    <item>
      <title>Early-strength behaviour and microstructural evolution of calcium sulfoaluminate cement concrete under vehicle–bridge coupled vibration</title>
      <link>https://trid.trb.org/View/2677773</link>
      <description><![CDATA[To meet the demand for ultra-early-strength and vibration-resistant concrete in bridge widening projects driven by the rapid expansion of road networks in China, calcium sulfoaluminate (CSA) cement-based concrete has been proposed as a promising solution for early-age strength development. However, under uninterrupted traffic conditions, the early-age response of CSA-based concrete subjected to vehicle–bridge coupled vibration—particularly the coupled relationship among vibration intensity, pore structure evolution, and mechanical performance—has not yet been sufficiently understood. In this study, the effects of vehicle–bridge coupled vibration on the early-age mechanical behavior and microstructural evolution of CSA cement-based concrete were systematically investigated. The results show that a composite CSA–OPC binder system with a mass ratio of 7:3 was optimized based on early-age strength development and strength stability, achieving a compressive strength of 44.5 MPa within 4 h. In contrast, silica fume in this system primarily acted as a lubricating filler, which compromised early-age strength development. Mechanical test results indicate that low-intensity vibration (2 Hz, 2–6 mm) promotes pore refinement and interfacial densification, resulting in an approximately 5% increase in compressive strength compared with static conditions. Conversely, high-intensity vibration (6 Hz, 4–10 mm) induces pore coarsening and vertical aggregate segregation, leading to a significant reduction in flexural strength of up to 24.75%. Quantitative X-CT analysis further reveals that porosity, expressed as volume fraction, increases from 0.0358 to 0.0478 under high-intensity vibration. Multi-scale characterization using SEM, XRD, and X-CT demonstrates that although vibration does not alter the types of hydration products—with ettringite remaining the dominant crystalline phase—it significantly disrupts the spatial distribution and ordering of C–S–H and AH₃ gels. This disruption weakens their pore-filling capability and exacerbates interfacial defects. Overall, this study elucidates the coupled effects of vibration intensity, pore structure evolution, and mechanical performance, and provides quantitative mechanistic insight and an evidence-based framework for managing early-age vibration exposure of CSA concrete under dynamic traffic loading.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2677773</guid>
    </item>
    <item>
      <title>Evaluation &amp; Mitigation Methods for the Prevention of Cement Concrete Deterioration due to Pyrrhotite: Part 2</title>
      <link>https://trid.trb.org/View/2714457</link>
      <description><![CDATA[Sulfide-bearing minerals, particularly pyrrhotite when present in aggregates used in Portland cement concrete, can oxidize and trigger premature deterioration. There is a critical need to investigate concrete mixture design parameters and treatment strategies that can mitigate these reactions and reduce the risk and progression of premature concrete distress. OBJECTIVE: The primary objective of this project is to evaluate how concrete mixture design strategies and selected treatments can mitigate degradation mechanisms and slow the rate of damage in concrete affected by oxidation of pyrrhotite-bearing aggregates.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:43:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714457</guid>
    </item>
    <item>
      <title>Laboratory Study on Stiffness and Strength of Cement Stabilized Clay Subjected to Four-Season Durability Cycles</title>
      <link>https://trid.trb.org/View/2678451</link>
      <description><![CDATA[The Unified Facilities Criteria (UFC) 3-250-11 is a widely recognized standard among United States government agencies for providing guidelines on soil stabilization in pavement construction, including applications for aircraft and heavy military vehicles. To assess long-term strength degradation due to environmental stressors, the UFC 3-250-11 mandates wetting-drying and freezing-thawing durability cycles for the design of cement-stabilized soils. However, a limitation of this standard is that the prescribed methodologies, derived from the American Standard for Testing and Materials (ASTM), may not fully represent the conditions experienced in regions with all four seasons, such as the midwestern United States. This research addresses this limitation in adjacent with the ongoing need to investigate carbon-friendly stabilizers for soil such as Portland Limestone Cement (PLC). This study examines the effects of combined wetting-drying-freezing-thawing (WDFT) and freezing-thawing-wetting-drying (FTWD) environmental stressors on the engineering properties of cement-treated soil stabilized with Ordinary Portland Cement (OPC) Type I and PLC. A low plasticity clay (CL) soil was treated with both OPC and PLC at an 11% dosage under modified Proctor compaction conditions. Following a seven-day curing period, durability studies were conducted. WDFT and FTWD durability methods were developed by integrating the wetting-drying and freezing-thawing conditions as specified by UFC 3-250-11 for a total of 10 cycles. Post-durability engineering tests included repeated load triaxial testing to determine the resilient modulus and unconfined compressive strength (UCS) tests. Results indicated that durability cycles caused an increase in specimen volume for both stabilizers. Engineering tests showed reductions in stiffness and strength as durability cycles progressed. Specifically, repeated load triaxial testing and unconfined compressive strength results demonstrated reduced stiffness and strength, respectively, for all cement-treated specimens. Notably, PLC-treated specimens exhibited lower stiffness and strength compared to OPC-treated specimens. The findings suggest that while PLC warrants a promising alternative to OPC, its resistance to environmental degradation under four season durability conditions warrants further investigation into its suitability as a soil stabilizer as it may not be as durable as OPC.]]></description>
      <pubDate>Fri, 12 Jun 2026 15:59:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678451</guid>
    </item>
    <item>
      <title>Optimization of passive fire protection in cut-and-cover concrete tunnels through numerical structural analysis</title>
      <link>https://trid.trb.org/View/2712638</link>
      <description><![CDATA[Tunnel fires are catastrophic events that can compromise structural integrity, causing significant economic and safety risks. In reinforced concrete tunnels, spalling – the explosive detachment of the concrete surfaces – can exacerbate fire damage by reducing the structural cross-sections and by directly exposing the reinforcing steel to high temperatures. Although prior research has thoroughly explored spalling in tunnels with circular cross-sections, there is limited research on its effect in shallow cut-and-cover rectangular tunnels, common in urban settings. This study investigates the influence of spalling location on the structural fire response of a cut-and-cover rectangular tunnel, and explores the optimal application of passive fire protection to prevent structural collapse. Numerical analyses, using the SAFIR finite element software and a custom Python script, were conducted to simulate fire exposure under the Rijkswaterstaat (RWS) fire curve. Six localized spalling scenarios were analyzed to evaluate how spalling in specific regions (roof slab, outer wall, and inner wall) impacts the tunnel’s structural response. Based on the results of these analyses, an optimized passive fire protection design can be derived.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:31:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712638</guid>
    </item>
    <item>
      <title>Novel Four-Season Durability Methods for Cement-Stabilized Clays</title>
      <link>https://trid.trb.org/View/2712016</link>
      <description><![CDATA[The durability of stabilized subgrades is the backbone for ensuring pavement’s longevity. Its realistic evaluation is the key to accurate prediction of a pavement’s performance, aiding in the planning of maintenance and rehabilitation. Current ASTM standards for durability assessment of cement-treated soils discuss wetting–drying (WD) and freezing–thawing (FT) separately (in ASTM D559 and ASTM D560, respectively) and do not account for sequential interactions between moisture and temperature fluctuations. With weather patterns becoming more complex, most regions have already started experiencing all four seasons with varying intensities and frequencies. This makes the need for coupled durability assessments highly relevant to mimic the sequential interactions between environmental stresses induced by all four seasons. This paper thus presents two novel coupled durability methods, namely, wetting-drying-freezing-thawing (WDFT) and freezing-thawing-wetting-drying (FTWD), developed by a sequential combination of the existing ASTM standards for WD and FT. Low-plasticity clay specimens stabilized with two stabilizers, ordinary Portland cement (OPC) and Portland limestone cement (PLC), were considered for the coupled durability studies. The influence of the WDFT and FTWD cycles (0, 3, 7, and 10) on the performance of stabilized soils is determined through conventional volumetric and mass measurements. Additionally, rigorous engineering strength evaluations, including the unconfined compressive strength and resilient modulus, were employed, with pavement applications as the primary focus. Findings revealed that the sequence of environmental stressors greatly influences the performance, with WDFT being more detrimental by causing rapid volumetric changes and faster stiffness degradation in both OPC and PLC-stabilized soils, the effect being more pronounced in the latter case.]]></description>
      <pubDate>Wed, 10 Jun 2026 09:06:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712016</guid>
    </item>
    <item>
      <title>Review of the structural fire resistance in tunnels</title>
      <link>https://trid.trb.org/View/2707954</link>
      <description><![CDATA[The standard fire ISO 834-1 (EN 1363-1 in Europe) developed at the end of 19th century drove the structural fire resistance of building and infrastructures. In particular, increased safety in construction. Prescriptive regulations were based on an ISO-Fire rating. European harmonisation allowed a Eurocode development for structural design and in particular structural fire design. However, large tunnel fires occurring at the end of the 20th century and the beginning of the 21st century have identified phenomenon which have not observed in ISO conventional fire conditions. New research was conducted notably for assessing the concrete spalling due to higher fire kinetics. RWS was initiated, and development of passive fire protection or a new design of concrete which may sustain direct exposed to fire. This phenomenon seems more or less contained, as we have observed less research on this topic which focuses on design details (equipment, structural supports, ..). However, when a risk can be monitored, new ones are appearing with a high fire kinetics and possibly combined with explosion effects. Structural fire research must continue. An ethos of continuous fire safety improvements should be implemented on existing high category tunnels. In addition, climate changes are limiting city expansions which increases the need to build over roads and rails creating new tunnels with a new specific structural fire safety objective of no collapse, even for small tunnels.]]></description>
      <pubDate>Thu, 28 May 2026 11:20:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2707954</guid>
    </item>
    <item>
      <title>Large-scale recycling of original phosphogypsum in aggregate-free base course for pavement: From macro- and micro- performance evaluation to mechanism analysis</title>
      <link>https://trid.trb.org/View/2666319</link>
      <description><![CDATA[Phosphogypsum (PG) is widely utilized as a filler or supplementary cementitious material in basecourse layers. However, its use as the primary component often leads to challenges such as inadequate water stability, reduced strength, and poor bonding performance. To address these issues, this study proposes the stabilization of PG using Ordinary Portland Cement (OPC) and Ground Granulated Blast-Furnace Slag (GGBS) while incorporating emulsified asphalt (EA) as an additive to enhance the water resistance and crack resistance of the material. The impact of EA on the pavement performance of PG base course material (PGBCM) was evaluated through unconfined compressive strength (UCS) tests, indirect tensile strength (ITS) tests, and water stability assessments. Characterization techniques, including X-ray diffraction (XRD), infrared spectroscopy (FTIR), thermogravimetry–differential thermogravimetry (TG-DTG), and scanning electron microscopy – energy dispersive X-ray spectroscopy (SEM-EDS), were employed to investigate the mechanisms through which EA influences the PGBCM. The findings revealed that incorporating 1.5 % EA markedly enhanced the UCS, ITS, and ICS of PGBCM, raising 28d UCS from 15.5 to 25.2 MPa and ITS from 0.7 to 3.0 MPa. EA promoted OPC and GGBS reactivity, partially consumed PG, and generated additional hydration products, while simultaneously filling pores, sealing cracks, and forming a dense surface film. These effects improved mechanical strength, water resistance, and crack resistance, demonstrating a practical approach for large-scale PG use in base course materials.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666319</guid>
    </item>
    <item>
      <title>Testing and Microcracking Assessment of Cement-Treated Full-Depth Reclamation</title>
      <link>https://trid.trb.org/View/2695843</link>
      <description><![CDATA[Full-depth reclamation (FDR) has gained increasing recognition as an efficient and cost-effective pavement rehabilitation method by recycling up to 100% of existing materials on-site, with Portland cement-stabilized FDR (FDR–PC) providing enhanced structural integrity. A comprehensive understanding of the mechanical properties of FDR–PC is essential to optimize its design and improve implementation efficiency. This study investigated the mechanical characteristics of FDR–PC, the interrelationships among various tests, and assessed the use of microcracking on constructed accelerated pavement test sections. Tests conducted included compressive strength (CS), flexural strength, elastic modulus, and shrinkage behavior in the laboratory, and deflection testing using a falling weight deflectometer. Four constructed FDR–PC pavement sections, including 3.25% and 5.5% cement content (by weight), both with and without induced microcracking, were built to study the shrinkage concerns observed during practice associated with FDR–PC. In addition, the influence of the microcracking technique was evaluated. The findings include: (1) a correlation factor of 1.46 to account for specimen-size effects in FDR–PC CS testing; (2) a slower loading rate than that specified in ASTM C469 may be more appropriate for characterizing FDR–PC; (3) the American Concrete Institute-based modulus predictions tend to overestimate FDR–PC stiffness; (4) the American Association of State Highway and Transportation Officials model provided the most accurate 7-day modulus of rupture (MoR) estimates; (5) length change test results were influenced by density and cement content; (6) strong correlations were observed among all evaluated mechanical properties; and (7) microcracked mixtures gained stiffness over time, with greater initial reduction in the lower-stiffness FDR–PC and significant stiffness recovery in the high-stiffness FDR–PC.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695843</guid>
    </item>
    <item>
      <title>The Construction of a Pyrament Bridge Deck Overlay</title>
      <link>https://trid.trb.org/View/2680624</link>
      <description><![CDATA[The Oklahoma Department of Transportation (ODOT) has been using High Density Portland Cement (HDPC) overlays on reconstruction of bridge decks since 1977. At the time of introduction, the HDPC (Iowa method) was considered the best method to prevent or minimize bridge deck deterioration. Although many of the overlays have performed well, some have experienced severe cracking and delamination within ten years of service. Pyrament was chosen to be evaluated on a two inch bridge deck overlay as part of a bridge deck rehabilitation project. The performance of the overlay will be compared to the presently used HDPC overlays. Pyrament is a rapid setting, low permeability, high strength concrete developed by Lonestar Industries. Pyrament cement is a blend of 65% Portland cement, 30% fly ash, and 5% trademark additive. The 4-hour and 28-day compressive strengths were 2700 psi and 9600 psi, respectively. Proper curing of Pyrament was found to be critical. Phase I of the project developed severe shrinkage cracking. Five percent of the Phase I overlay had to be replaced due to shrinkage cracking accompanied by delaminations. The curing procedures in Phase II were changed to resin curing compound, fogging, wet burlap, cotton blankets, and plastic, all kept in place for 24 hours. The Phase II overlay shows no signs of cracking. The overlay will be tested annually and a performance report will be written in 1993.]]></description>
      <pubDate>Mon, 06 Apr 2026 16:11:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680624</guid>
    </item>
    <item>
      <title>Mechanistic and spatiotemporal evolution of alkali-pumping in newly constructed bridge pavements in subtropical environments</title>
      <link>https://trid.trb.org/View/2654764</link>
      <description><![CDATA[In hot and humid regions, early alkali-pumping frequently occurs in newly constructed asphalt pavement layer on cement concrete bridge deck, with surface whitening often observed even before the bridge is opened to traffic. This phenomenon severely compromises the durability and service performance of the bridge deck system. To elucidate its formation mechanism and dominant influencing factors, this study investigates a newly built cement concrete bridge deck located in a typical subtropical climate zone, where extensive surface whitening occurred even before the bridge was opened to traffic. A combination of field investigation, permeability testing, ground penetrating radar (GPR), computed tomography (CT) scanning, and X-ray analyses (XRD/XRF) was employed to systematically explore the water migration pathways and the spatiotemporal characteristics of alkali-pumping evolution. The results indicate that the early occurrence of alkali-pumping is closely related to insufficient interlayer compaction, moisture accumulation in structural depressions, and preferential infiltration through poorly drained zones such as shoulders and joints. CT analysis demonstrated the presence of interconnected pores within the asphalt layer, which serve as channels for upward moisture migration and calcium ion transport. XRD and XRF tests confirmed that the alkali-pumping products are primarily composed of calcium carbonate, originating from the free calcium components in the cement concrete decks. This study advances the theoretical understanding of alkali-pumping in cement concrete bridge decks under hot and humid environments and provides a scientific basis and technical reference for improving structural design and early-stage damage prevention.]]></description>
      <pubDate>Wed, 01 Apr 2026 11:46:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654764</guid>
    </item>
    <item>
      <title>Experimental Investigation on Performance of Plain Cement Concrete and Fiber Reinforced Concrete under Static and Blast Load Using Shocktube</title>
      <link>https://trid.trb.org/View/2651464</link>
      <description><![CDATA[The present study delineates the comparative performance of plain cement concrete (PCC) and fiber reinforced concrete (FRC) under static and blast loading conditions. Short basalt and steel fibers are used to prepare basalt fiber reinforced concrete (BFRC), steel fiber reinforced concrete (SFRC), and hybrid basalt–steel fiber reinforced concrete (BSFRC) with 0.5% fiber content in M50 grade concrete. The quasistatic properties of the mixes are evaluated through a uniaxial compressive strength test, splitting tensile strength test, and third point flexural test. Further, comprehensive shocktube experiments are carried out for the comparative assessment of performance of 30 and 50 mm thick PCC and FRC slabs under blast load. The dynamic response is measured using strain rosettes on the concrete surface for blast impulse in the range of 4.14–19.36 kPa-s. The improved performance of the concrete mix due to inclusion of fibers are observed in quasistatic and shocktube experiments. The improvement in ratio of tensile strength to compressive strength (ft/fc) is 21.31%, 15.75%, and 27.46% and in ratio of modulus of rupture to compressive strength (MoR/fc) is 23.81%, 19.25%, and 27.50% for BFRC, SFRC, and BSFRC respectively. The combined shear-flexural mode of failure for PCC and BSFRC slabs and flexural mode of failure for BFRC and SFRC slabs are demonstrated through the failure patterns on tensile and compressive surfaces of slabs. The performance of slabs is in the order of BSFRC>SFRC>BFRC>PCC under blast load as demonstrated through maximum strain, strain rate, and different failure modes of the concrete slabs.]]></description>
      <pubDate>Thu, 26 Mar 2026 17:03:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651464</guid>
    </item>
    <item>
      <title>2025 Report on the Life-Cycle Cost Analyses (LCCA)</title>
      <link>https://trid.trb.org/View/2679063</link>
      <description><![CDATA[This report is issued to comply with Minnesota Statute 174.185. The statute requires a life-cycle cost analysis (LCCA) for every project in the reconditioning, resurfacing and road repair funding categories constructed after July 1, 2011. The LCCA is a comparison of life-cycle costs among competing paving materials using equal design lives and equal comparison periods. In 2025, 16 construction projects were in the reconditioning, resurfacing and road repair funding categories and required a LCCA according to the Minnesota Department of Transportation (MnDOT) Pavement Design Manual. The results of the 16 LCCAs are as follows: (1) Hot-mix asphalt was the low-cost option for 12 LCCAs and all were selected for construction. (2) Portland cement concrete was the low-cost option for 4 LCCA and were selected for construction. This report includes a table of LCCA results and copies of the LCCAs submitted by MnDOT districts.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679063</guid>
    </item>
    <item>
      <title>2016 - 2021 Performance Monitoring of Mechanistic-Empirical Designed Pavements</title>
      <link>https://trid.trb.org/View/2676578</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) began conducting pavement performance monitoring surveys on mechanistic-empirical designed pavements in 1986. These surveys and analyses provide the necessary data to verify and validate the design procedures and life-cycle cost models used in the pavement selection process. The pavement distress surveys were conducted by IDOT’s Bureau of Research (BR) staff until 2000 when staffing shortage caused the effort to cease. BR resumed the monitoring efforts in 2010 and has since used a consulting engineering firm to help with these activities. Monitoring of M-E designed pavements ensures the department is meeting the requirements of 20 ILCS 2705/2705-590. Three types of pavements are currently being utilized and monitored by the department: full-depth hot-mix asphalt (HMA), jointed plain concrete pavements (JPCP), and continuously reinforced concrete pavements (CRCP). IDOT has three supplement designs that are being tracked, Full-Depth HMA pavement over rubblized PCC, Unbonded JPCP overlay, and CRCP Unbonded Overlays. There are a total of 170 contracts (split into 324 sections) that make up the monitoring effort, of which 156 are HMA, 104 are JPCP, and 64 are CRCP. Contracts may be further broken down into sections based on differences in cross sectional elements (i.e. thickness, joint spacing, etc.). For each section, BR collects distress data, weighted average rut depth, weighted average ride quality, weighted average daily traffic values, and maintenance activities. Graphs comparing patching quantities and overlays as a function of the pavement age are presented for each of the three types of pavements.]]></description>
      <pubDate>Fri, 13 Mar 2026 08:45:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676578</guid>
    </item>
    <item>
      <title>Effect of Coarse Recycled Aggregates and Supplementary Cementitious Materials for Interlocking Concrete Pavers Performance</title>
      <link>https://trid.trb.org/View/2673032</link>
      <description><![CDATA[Reducing waste and conserving natural resources are the main reasons for using recycled concrete aggregate (RCA) in concrete pavement. Concrete reuse helps the construction sector reduce its need for virgin aggregate, thereby lessening quarrying operations and the related environmental impacts, such as dust production and habitat destruction. Supplementary cementitious materials (SCMs) significantly reduce CO2 emissions and cement usage in concrete mixes. Substituting crushed RCA for natural aggregates (Nag) and SCMs for conventional cement can achieve a more sustainable concrete production method. This method is a greener option because it reduces the environmental impact of concrete and Effect of Coarse Recycled Aggregates and Supplementary Cementitious Materials for Interlocking Concrete Pavers Performance helps protect natural resources. This study aims to examine the durability and mechanical characteristics of concrete mixes designed for interlocking concrete pavers that contain SCMs and coarse recycled concrete aggregates (CRCA). The research evaluates the feasibility of incorporating environmentally sustainable materials into traditional concrete production, focusing on shear strength and splitting tensile strength. Three concrete mixes with different proportions of CRCA and SCMs (0%, 20%, and 40%) and (0%, 20%, and 30%) are evaluated against the control mix. Ground glass pozzolans (GP), limestone cement (GUL), and slag were used as SCMs in this study. The specimens were tested after 28 days of curing. The outcome indicated that the control mix (CM) had the highest shear strength value compared to the other mixes. As the percentage of CRCA in mixtures increased, the shear strength value dropped by as much as 20.27%. However, when the replacement percentage of CRCA was 20%, there was a slight variation in the shear strength value of less than 1 In addition, the splitting tensile strength value was highest for CM. The splitting tensile strength value dropped by 14.5% as the CRCA replacement percentage up to 40%. The mixes with the lowest value were RC 40/S 20/G10. The difference in tensile strength was less than 1% when the CRCA replacement percentage was 20%. Furthermore, the results demonstrate that adding SCMs has no discernible impact on the concrete’s shear and splitting tensile strengths. Consequently, the results support using CRCA up to 20% as a partial substitute for NAg in interlocking concrete paving (ICPs) to reduce Nag consumption and serve as a step toward more sustainable concrete construction.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673032</guid>
    </item>
  </channel>
</rss>