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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Aggregate fracture in unbound road materials</title>
      <link>https://trid.trb.org/View/2752052</link>
      <description><![CDATA[This thesis introduces a new numerical framework, combined with an experimental study, to predict aggregate fracture in UGMs and quantify its influence on UGM macro-mechanical behavior. The framework is based on the discrete element method (DEM) and enables evaluation of aggregate fracture for varying gradations, loading conditions, and aggregate types. To ensure general applicability, granular mechanics-based contact laws and statistical fracture models are developed and incorporated into DEM. The model parameters are identified and the framework validated through laterally confined monotonic uniaxial compression tests on UGMs. The tested materials included different aggregate types and gradations and were subjected to different maximum compressive loads. For UGMs composed of crushed granite, the DEM model captures the effects of gradation and load magnitude on both macro-mechanical response and aggregate fracture. To extend the framework to a wider range of aggregates, particularly marginal-quality aggregates, a new particle fracture model is developed that accounts for aggregate shape variability and statistical volume effects on fracture force distributions. The model is evaluated using single-particle crushing tests on four aggregate types and compared with two widely used fracture models, showing improved agreement with measured aggregate strength. When implemented in the DEM framework, the new model improves fracture predictions for UGMs containing marginal-quality aggregates. The feasibility of using DEM to assess how aggregate fracture affects elastic stiffness and permanent deformation resistance of UGM is evaluated. Emphasis is put on UGMs containing marginal aggregates and on the potential for optimizing pavement structural design to enable their use without excessive performance loss. Blended UGMs containing crushed granite and crushed brick are investigated using confined compression tests and X-ray CT, and the observations are incorporated into the DEM model to predict both macro-mechanical behavior and aggregate fracture]]></description>
      <pubDate>Fri, 07 Aug 2026 08:36:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752052</guid>
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    <item>
      <title>Utilization of Ferrochrome and Recycled Concrete Aggregates for Sustainable Pavement Base Layers—A Laboratory Study</title>
      <link>https://trid.trb.org/View/2671521</link>
      <description><![CDATA[The paramount importance of incorporating alternative aggregates cannot be overstated, as it plays a pivotal role in resource conservation, sustainability promotion, and efficient waste management. This study focuses on the utilization of ferrochrome aggregate (FCA) and recycled concrete aggregate (RCA) within cement-treated base layers, aiming to entirely substitute natural coarse aggregate (NCA). The research meticulously fabricated cement-treated recycled and ferrochrome aggregate (CTRFA) samples with cement contents of 3, 5, and 7%. These specimens incorporated varying blends of RCA and FCA, ranging from 0 to 100%. In this investigation, strength properties such as unconfined compressive strength (UCS), flexural strength, elastic modulus, and indirect tensile strength (ITS) were performed alongside durability. The experimental results indicated that the cement content exerted a more pronounced influence on both strength and durability. The CTRFA mixes containing 50% RCA, 50% FCA, and 5% cement meet IRC 37 2018 strength and durability standards and can be used as a base layer for flexible pavement instead of conventional cement-treated base (CTB).]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671521</guid>
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    <item>
      <title>Development and Evaluation of a Pavement Layer Using a Plastic Cell Grid</title>
      <link>https://trid.trb.org/View/2671512</link>
      <description><![CDATA[The increasing demand for sustainable and innovative pavement solutions has led to the exploration of alternative materials and techniques in the field of pavement design. This research work seeks to contribute to the advancement of sustainable pavement solutions for improved functionality and longevity by the use of plastic cell grid. The confinement mechanism and the tensioned membrane mechanism are the two processes discussed as potential ways that plastic grid could enhance the performance of a granular base layer. By improving the mechanical properties of the aggregate layer and widening the load distribution angle, this mechanism provides stabilization by minimizing particle movement through confinement or lateral restraint by increasing shear resistance and controlling deformation under load. Internal and external confinement are the two categories of confinement. When individual aggregates are interlocked, the aggregate’s ability to move both laterally and vertically is restricted, in the internal confinement. Material contained by plastic cell walls is referred to as external confinement. The plastic grid would typically have sufficient interaction with the surrounding soils and sufficient in-plane stiffness in order to provide particle restraint. By utilizing hoop tension forces, resistance from neighboring cells, and friction between cell walls and infill material, cells limit the lateral flow of particles. The findings of this research work have the potential to significantly impact the way pavements are designed and constructed, leading to more resilient and environmentally-friendly infrastructure systems.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671512</guid>
    </item>
    <item>
      <title>Characterization of Full Depth Reclaimed Highway Pavement Material and Its Chemical Stabilization for Use as a Pavement Base Layer</title>
      <link>https://trid.trb.org/View/2671505</link>
      <description><![CDATA[Milling of an old pavement after its usable life, a significant quantity of waste pavement material is created, which may cause disposal issues. This study emphasizes how the full depth reclamation (FDR) method can be used to incorporate chemical stabilizers into the base layer, enabling the sustainable valuation of FDR material. In the lab, a mix was created utilizing FDR material with different amounts of cement and chemical additives. Several engineering parameters of the mix were assessed to determine the impact of varying cement and chemical additive. In this study, cement contents of 3, 4, 5, and 6% and a chemical additive with 0, 3, 4, and 5% by weight of cement were tested. The results indicate that the mix consisting of 5% cement and 4% EXR-99 chemical stabilizer yields the best results for the strength metrics and durability attributes of the samples under study. The study also highlighted the possibility of reusing FDR material, as the comparative cost analysis revealed a 44.22% cost reduction for the FDR mix.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671505</guid>
    </item>
    <item>
      <title>A Comprehensive Study of Stabilisation of Full-Depth Reclaimed (FDR) Material as Cement-Treated Base (CTB) Layer for a Low Volume Road</title>
      <link>https://trid.trb.org/View/2671891</link>
      <description><![CDATA[An old dilapidated road pavement that has already exhausted its usable life and is not within the scope of major repairs produces lots of waste material, if not properly reutilised. The old road pavement can be milled to full depth, and its reclaimed material can be used as a base course for low volume roads. This study aims for stabilisation of full-depth reclaimed (FDR) material obtained from an unserviceable old road to be used as a base layer for a low volume road. The strength characteristics of treated base course of reclaimed material with ordinary Portland cement grade 43 and Zycosoil are studied, and the durability and unconfined compressive strength (UCS) tests of the treated base course are conducted in the laboratory. Cement-treated base (CTB) mix using reclaimed bitumen pavement with different percentages of Zycosoil and cement was developed, and a mix design was done for the CTB layer using Indian Specifications IRC:SP:89 (Part II)-2018. In the present study, mix design using 0, 3.0, 3.5, and 4.0% contents of Zycosoil and cement contents of 3.0, 4.0, 5.0, and 6.0% by weight was prepared. During the durability tests, it was observed that the mass loss in wetting–drying cycles of CTB was 4.182%. The mix with 3.5% Zycosoil and 5% cement yields the maximum compressive strength and durability characteristics. The study delves into the latest developments in low volume road construction technology using FDR material.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671891</guid>
    </item>
    <item>
      <title>Research on Vertical Deformation Patterns of Airport Runway Surfaces Caused by Horizontal Directional Drilling Based on Ansys</title>
      <link>https://trid.trb.org/View/2724641</link>
      <description><![CDATA[This study investigates the impact of horizontal directional drilling (HDD) technology on the vertical surface deformations of airport runways, specifically in the context of airport lighting system renovations. Taking Guanghan Airport (China) as a case study, the research combines field experiments with finite element numerical simulations to analyze deformation patterns. The experiment involves drilling and grouting using a 10-cm-diameter HDD, and microdeformation monitoring radar is employed to collect real-time data on vertical displacements along the construction path. A 3D runway model, consistent with the structural layers and dimensions of the experimental runway pavement surface and base course, was established in Ansys 2024 R2 for numerical simulation. Model reliability was validated against measured values. The results show that both root-mean-square error (RMSE) and mean absolute error (MAE) are below 0.2 mm, confirming the model’s high precision and robustness. It is found that at a drilling depth of 43 cm, the surface settlement is greatest near the drill head, reaching up to 0.855 mm, whereas grouting induces an uplifting effect of the runway surface with a maximum lift of 0.332 mm. Increasing the drilling depth significantly reduces the disturbance to the runway surface, with the settlement and uplift values decreasing as the depth increases. After construction, the maximum cumulative settlement is 0.331 mm, and the slope remains at 1%, complying with “Aerodrome Technical Standards.” The findings provide a theoretical basis for the design and deformation control in airport lighting renovation projects.]]></description>
      <pubDate>Mon, 27 Jul 2026 09:46:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724641</guid>
    </item>
    <item>
      <title>Performance and Sustainability Assessment of Pavement Bases Incorporated with Hazardous Biomedical Waste Incinerated Ash in Geopolymer Binders</title>
      <link>https://trid.trb.org/View/2691641</link>
      <description><![CDATA[This research investigates the feasibility of employing biomedical waste incinerator ash (BMWIA) as a geopolymer binder for pavement base stabilization. An experimental program was undertaken to study the influence of BMWIA content, sodium hydroxide–sodium silicate ratio, curing regime, and curing period on the unconfined compressive strength (UCS) of conventional aggregate (CA)-BMWIA mixtures. The optimum mixture was achieved with 20% BMWIA and an activator ratio of 50:50 under ambient curing conditions, which yielded the highest strength and a dense microstructural matrix. The mechanical performance of this optimized geopolymer mixture was subsequently evaluated against conventional ordinary portland cement (OPC)-stabilized and BMWIA-OPC blend–stabilized bases in terms of UCS, indirect tensile strength, flexural strength, resilient modulus, fatigue behavior, and durability. The geopolymer-stabilized base exhibited superior resistance to weathering, retaining 98% of its UCS after 12 cycles of wetting and drying, fully satisfying IRC: SP:89-2018 requirements. Fatigue testing confirmed a significantly longer service life under repeated traffic loading compared with cement-based counterparts. Environmental assessments indicated that heavy metal leachability remained well below permissible limits, while CO₂ emissions were reduced by approximately 47.7% relative to OPC stabilization and 17% relative to BMWIA-OPC blends. Additionally, the approach demonstrated substantial economic benefits, with cost savings estimated at 3.14 million/km of roadway. Overall, BMWIA-based geopolymers represent a durable, sustainable, and economically advantageous alternative for pavement base construction.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691641</guid>
    </item>
    <item>
      <title>Evaluation of Modulus Improvement Factor for Multilayer Geogrid Reinforced Granular Layers</title>
      <link>https://trid.trb.org/View/2581010</link>
      <description><![CDATA[The construction of new highways and expressways is growing exponentially, increasing the demand for pavement materials. Aggregates are the primary natural materials used in the base and subbase courses. The limited and non-availability of superior quality aggregates pose concerns about importing material from far-off places, ultimately increasing construction costs and construction time. Geosynthetic materials like geogrids in the base/subbase courses in pavements are cost-effective and will reduce the demand for natural aggregates. The current study uses large-scale experiments to assert the modulus improvement factor (MIF) of a multilayered geogrid reinforced pavement system. A geogrid is positioned at the interface of the subgrade–subbase layer, and another is at the interface of the subbase–base layer. The MIF of a multilayer geogrid reinforced pavement system was assessed using two different methods. The applicability of both methods was discussed, along with an as-built pavement design example. The MIF values from both methods were calculated as 1.6 and 2.0.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2581010</guid>
    </item>
    <item>
      <title>Utilization of Geopolymerized Mine Overburden Soil for Sustainable Pavement Base Layer Applications</title>
      <link>https://trid.trb.org/View/2581008</link>
      <description><![CDATA[Open-cast mining produces large quantities of solid waste, mainly in the form of overburden (OB) soil, and its effective management is a key concern for the mining industry. Additionally, coal-fired electricity generation produces significant amounts of fly ash. The main objective of this study is to utilize mine OB soil along with fly ash-based geopolymer for pavement base layer applications. Two types of base layers from mine waste were investigated: the first is a base layer prepared with manufactured artificial aggregates made from a mixture of mine OB soil and fly ash-based geopolymer, and the second is base layer from mine waste treated directly with a fly ash-based geopolymer. The geopolymer-treated base used a mix of 50% mine OB and 50% fly ash with a liquid alkali activator, composed of sodium hydroxide (NaOH) and sodium silicate. pH-based Eades–Grim approach was employed to determine the optimal NaOH concentration. Unconfined compressive strength and repeated load triaxial tests were conducted on treated waste for curing time of 7, 14, and 28 days to assess the effects of curing time. The results indicated that the 7-day UCS met IRC 37-2012 requirements, with only a marginal increase in resilient modulus values beyond this time, making it optimal blend for faster construction. A comparison of resilient modulus characteristics between the artificial aggregate and geopolymer-treated mine waste, and natural aggregate showed that the geopolymer-treated specimens exhibited superior resilient modulus properties. Further investigations, such as durability and water absorption tests, are needed to assess the suitability of these base layers, with future research recommended.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2581008</guid>
    </item>
    <item>
      <title>Influence of Interface Bonding Condition and Base Layer Elastic Modulus on Asphalt Pavement Structure Mechanical Response to Non-Uniform Loads</title>
      <link>https://trid.trb.org/View/2690996</link>
      <description><![CDATA[This study established the ratio of the base layer’s elastic modulus to that of the surface layer Rm as a key variable to systematically investigate how the base layer’s elastic modulus influences the mechanical response and service life of flexible pavement. A three-dimensional finite element model of a three-layer pavement system was analysed, using EverStressFE, with a constant surface layer modulus and a variable base layer modulus. The analysis included two important interfacial bonding conditions: full bonding and full slip. It also considered that the actual wheel loads are not uniform but rather follow concave and convex distribution patterns. The mechanical responses, including deflection at the top of the asphalt layer, tensile strain at the bottom of the asphalt layer εxx, and vertical compressive strain at the top of the subgrade εzz, were quantified to predict fatigue life (for cracking) and rutting life (for permanent deformation). The results indicated that the maximum deflection reached 0.53 mm under a full slip condition with a convex load distribution at Rm = 0.75. Critical tensile strains at the bottom of the asphalt layer were most severe under full slip with a convex load, reaching 348 × 10−6, while the fully bonded, concave case resulted in a much lower value of 83 × 10−6. Similarly, the maximum vertical compressive strain on the subgrade was 365 × 10−6 for the fully slipped, convex case compared to 250 × 10−6 for the fully bonded, concave case. A lower Rm value under full slip with a concave load distribution significantly reduced the pavement lifespan, with predicted fatigue life decreasing by over 60% and rutting life by nearly 45% compared to the fully bonded case. On the other hand, a convex load distribution greatly increased the pavement’s bearing capacity by raising the critical strain thresholds and lengthening the expected service life. These findings underscore the paramount importance of interface bonding and load distribution patterns, suggesting that they can outweigh the influence of the base layer’s modulus alone on pavement design.]]></description>
      <pubDate>Thu, 16 Jul 2026 09:10:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690996</guid>
    </item>
    <item>
      <title>Sustainability Analysis of MICP-Treated High-Fines Soil with Geocell Reinforcement for Pavement Base Stability</title>
      <link>https://trid.trb.org/View/2678166</link>
      <description><![CDATA[This study explores sustainable pavement base strategies combining microbial-induced calcite precipitation (MICP) and geocell reinforcement as alternatives to traditional methods reliant on virgin aggregate extraction. Conducted on a section of US Highway 95 in Idaho, the trial treated high-fines soil with MICP and reinforced it with geocells, comparing performance against conventional aggregate base. Life cycle cost analysis and embodied carbon quantification over 40 years showed the MICP–geocell section achieved about 35% lower greenhouse gas emissions and 12% lower costs at a 5% discount rate. Benefits mainly stem from reduced aggregate use and maintenance, though emissions from urea and calcium chloride production partly offset these gains. Limitations include short-term monitoring, omission of end-of-life impacts, and eutrophication risks from ammonium byproducts. Overall, MICP with geocell reinforcement appears promising for sustainable pavement construction, but requires longer-term study and comprehensive environmental assessment.]]></description>
      <pubDate>Wed, 15 Jul 2026 16:27:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678166</guid>
    </item>
    <item>
      <title>Designing and Constructing Permanent Stable Foundation Layers in Areas of Sulfate Rich Soils</title>
      <link>https://trid.trb.org/View/2727387</link>
      <description><![CDATA[The presence of a suitable foundation layer plays a significant role in the constructability and long-term performance of pavements. During construction, these layers must provide sufficient support for placement and compaction of subsequent pavement layers, and during service life, these foundation layers play a critical role in the pavement structure by supporting the upper pavement layers and spreading loads to provide long-term pavement performance. When designed correctly, lime stabilized layers have a long history of providing permanent support in areas of plastic soils. However, lime has been removed from recent projects because of concerns over soluble sulfates. The use of select fill and geogrids has not provided projects with the support needed to successfully complete construction, and in some cases even handle construction traffic. These failures cost millions of dollars to fix and result in significant project delays. Adequate and permanent foundation layers are critical to performance of both flexible and rigid pavement structures. The research team will document the effectiveness of current practices for identifying sulfates on construction projects and determine if new or improved technologies exist to more effectively and reliably detect sulfates. The research team will deploy these tools on actual construction projects and document their effectiveness. Using advanced lab testing, the research team will determine treatment alternatives for soils containing sulfates. Based on the findings, the research team will recommend soil treatment or pavement structural design alternatives to provide permanent and stable foundation layers. The findings from this project shall be used to recommend updates to project selection, treatment guidelines, test procedures, specifications, and the Pavement Manual.]]></description>
      <pubDate>Fri, 10 Jul 2026 16:37:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727387</guid>
    </item>
    <item>
      <title>Geopolymer Stabilization of Industrial Wastes for Sustainable Pavement Base and Subbase Layers: Strength, Durability, and Environmental Assessment</title>
      <link>https://trid.trb.org/View/2685695</link>
      <description><![CDATA[This study investigates the geopolymer stabilization of industrial wastes—coalmine overburden (OB), basic oxygen furnace slag (BOFS), and granulated blast furnace slag (GBFS)—as a sustainable substitute for pavement base/subbase layers. The effect of the molar concentration ratio (MCR) of NaOH to Na2SiO3 (1, 2, and 4) on strength and durability was analyzed. A blend of 40% OB, 40% BOFS, and 20% GBFS at MCR=1 achieved the highest 28-day unconfined compressive strength (UCS) of 6.5 MPa, meeting Indian Road Congress standard. Durability assessments confirmed maximum mass loss of 6.38% and UCS retention of 4.71 MPa after 12 wet–dry cycles for MCR=4, along with low water absorption (6.97%) and capillary rise (<25% in 24 h). X-ray diffraction (XRD), field emission scanning electron microscopy (FESEM), and energy-dispersive X-ray (EDX) analyses identified calcium-aluminosilicate hydrate (C-A-S-H) gel as the primary strength contributor. Toxicity tests confirmed heavy metal leaching below regulatory limits. A comparative cost and carbon footprint estimate demonstrated a 9.7% reduction in construction costs and a 28.4% decrease in CO2 emissions for constructing a 1-km highway. These findings highlight geopolymer-treated OB-BOFS-GBFS as a feasible, environment-friendly alternative to cement-based roadway materials.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685695</guid>
    </item>
    <item>
      <title>Analysis of Characteristics of Multi-section of Mechanical Stabilized Recycled Base/CTB and New Mechanical Stabilized Base/CTB at N7 in Mozambique</title>
      <link>https://trid.trb.org/View/2671492</link>
      <description><![CDATA[The road N7 270 km long Crossroad from N6 to Luenha River in Manica Province, rehabilitation completed in 2010, composed by double bitumen surface treatment (DBST), 15 cm of cemented stabilized base course and the sub-base in granular material or gravel. Currently, most of the sections present high degradation outcropping potholes due to the ageing of the pavement, associated with heavy traffic sometimes overloaded. Thus, two hybrid contracts were designed, first for Periodic Maintenance to recycle and cement chemical stabilization 110 km of existing base and build 130 km of new DBST within 1 year and Routine Maintenance of the entire 270 km extension in 5 years. The paper main objective is to evaluate 2 recycled bases (green pavements) performance, one of 5% cement chemically stabilized and other mechanically stabilized, with another two new bases course imported material, one of 5% cement chemically stabilized and other mechanically stabilized. All 500 m long coated bases with new DBST and exposed to the same traffic. Tested samples from the existing road material, nearest experimental section borrow pit and CBR, UCS/ITS of 5% cement chemical stabilized material results were obtained, Atterberg Limits, Sieve Analysis were evaluated, N7 road traffic studied and finally designed 4 different bases (G4 and C3) according to TRH4. Cost analysis demonstrated that the cheapest solution is mechanical stabilized recycled base being 50% cheaper than the convention new CTB and all the 4 Experimental Section fit to the designed traffic which 47% is heavy.]]></description>
      <pubDate>Tue, 30 Jun 2026 16:05:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671492</guid>
    </item>
    <item>
      <title>Foamed Bitumen Stabilisation of Basecourse on Brand Highway, Western Australia</title>
      <link>https://trid.trb.org/View/2671080</link>
      <description><![CDATA[Brand Highway (H004) forms part of a major road network linking Perth with the regional centre of Geraldton and the North-West of Western Australia. The Highway is a strategic restricted access vehicle (RAV), Category 7 freight route, as well as a local access between town sites and rural access areas. Brand Highway has been constructed in various stages from 1962 using a variety of locally-sourced materials such as crushed limestone, laterite and crushed granite in the subbase and basecourse layers. The section that was investigated as part of the initial project is situated between SLK 4 and SLK 50, directly north of the Muchea Road Train Assembly Area. The posted speed of this section of road is 110 km/h and it consisted of a two-lane, two-direction bituminous sealed surface with 3.5 m lane widths. Sealed shoulder widths varied from 0.5 m to 1.5 m. Apart from the geometric improvements required to widen the surface width to include a 1.0 m wide median strip for riding quality and safety reasons, one of the project objectives was to increase pavement life expectancy with a cost-effective rehabilitation design. In situ recycling of 250 mm of the existing basecourse and subbase layers together with 50 mm imported crushed rock to facilitate shape correction and improve drainage, using foamed bitumen and lime proved to be the optimum solution. This paper will give an overview of the pavement rehabilitation design conducted, describe the construction methodology followed and quality control testing conducted on site.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671080</guid>
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