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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>Carbon-fiber-grid heated pavement for deicing and snow melting: The role of design parameters and environmental conditions</title>
      <link>https://trid.trb.org/View/2690191</link>
      <description><![CDATA[Carbon-fiber-grid heated pavements offer a promising solution for all-weather deicing and snow melting at high-altitude, cold-region airports. However, the impact of key design parameters and environmental conditions on system performance has not been fully explored. This study investigates the deicing and snow-melting performance of carbon-fiber-grid heated pavements and the optimization of their structure through a combination of laboratory and full-scale field tests. The results show that cement concrete integrated with carbon fiber cable-reinforced composite grids enhances electrothermal conversion efficiency, high-temperature resistance, freeze-thaw durability, and mechanical strength. Adjusting design parameters, such as reducing grid embedment depth, reducing cable spacing, or increasing power density, improves temperature uniformity and deicing efficiency. However, these changes can complicate construction. Under controlled environmental conditions, deicing and snow-melting performance is reduced by lower ambient temperatures, higher wind speeds, and increased snowfall intensity. These environmental challenges can be mitigated by optimizing both structural design and operational parameters. By balancing deicing effectiveness with construction feasibility, the recommended design parameters for high-altitude, cold-region airports are an embedment depth of 10–15 cm, cable spacing of 5–10 cm, and a power density of 300–500 W/m2. This research provides valuable insights and practical guidelines to improve the performance and real-world application of carbon-fiber-grid heated pavements.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690191</guid>
    </item>
    <item>
      <title>Techno-Economic Analysis of Electrically Heated Pavement for Snow Clearance at Sub-Zero Temperatures</title>
      <link>https://trid.trb.org/View/2659281</link>
      <description><![CDATA[In this paper, we present the case of frost and rut formation on roads during winters at high altitudes. The frost formation occurs due to excessive compression of fresh snow layers due to continuous traffic plying on roads at sub zero temperatures during snowfall and the conventional winter road maintenance practices like snow plowing or blowing fail in clearing frost from the roads. The frost and rut jeopardize the safety of road users. The study uses a cost benefit analytical framework to gauge the economic viability of using electrically heated pavements for snow melting on frost prone roads at high altitudes. The results reveal that a positive net present value is obtained for a combined policy of mechanized snow clearance and partial construction of heated pavement for a selected road segment of 3 kilometers in between Tangmarg to Gulmarg suggesting that policymakers should consider the heated pavement as a solution for snow and ice control at high altitude roads.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659281</guid>
    </item>
    <item>
      <title>Electrical safety evaluation of electrically conductive concrete heated pavement system</title>
      <link>https://trid.trb.org/View/2635495</link>
      <description><![CDATA[Electrically conductive concrete (ECON) heated pavement systems (HPS) offer an innovative solution for automated snow and ice removal, offering a sustainable alternative to conventional deicing chemicals and mechanical snow-clearing methods. While promising for enhancing safety in winter conditions, potential electrical hazards must be addressed for the broader adoption of ECON HPS. This study presents a comprehensive electrical safety evaluation of ECON HPS, focusing on compliance with National Electrical Code (NEC) and Underwriters Laboratories (UL) standards. The assessment also identifies where NEC and UL standards need to be further developed to address this new technology. Field evaluations of two full-scale ECON HPS installations were conducted, supported by laboratory- and demonstration-scale slab testing. Surface voltage and leakage current were measured under varying conditions, including dry and wet surfaces and simulated cracks, to assess shock hazard potential. Results indicate that ECON surfaces operating at elevated voltages [e.g., 120 Volts AC (VAC) or higher] can exceed UL safety thresholds [surface voltage < 15 VAC; if exceeded, leakage current < 0.75 mA]. Demonstration-scale ECON slabs operating at 24 VAC remained within UL safety thresholds. The electrical shock hazard increased with crack depth up to the electrode level. Cracks deeper than electrode level and aligned parallel to the electrodes disrupted conductive pathways, reducing electrical power consumption and heating efficiency. Therefore, timely sealing of cracks with appropriate materials is critical to ensuring both electrical safety and performance. This study offers practical insights into improving safety, resilience, and regulatory clarity, facilitating wider deployment of ECON HPS technology.]]></description>
      <pubDate>Wed, 04 Feb 2026 16:28:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635495</guid>
    </item>
    <item>
      <title>Enhancing deicing efficiency of electrically heated pavements with steel fiber-reinforced concrete and anti-icing coatings</title>
      <link>https://trid.trb.org/View/2643532</link>
      <description><![CDATA[Winter bridge deck icing poses a serious threat to driving safety, often leading to traffic accidents and economic losses. Efficient and low-energy deicing solutions are therefore essential. This study investigates the integration of steel fiber-reinforced concrete and anti-icing coatings in an electrically heated bridge deck system to enhance deicing performance. First, 2% steel fibers were incorporated into C50 concrete to improve mechanical strength and thermal conductivity, achieving a thermal conductivity coefficient of 2.45 W/(m·°C). Next, an emulsion asphalt coating containing 1% anti-icing agent was developed and evaluated for freezing point, electrical conductivity, adhesion, and ice detachment performance, demonstrating optimal deicing effectiveness while maintaining good adhesion to the substrate. Field experiments on electrically heated concrete panels measured surface temperature evolution and energy consumption. After 3 hours of heating, the surface temperature increased by approximately 10?°C, with a heating rate of 3.3 °C/h and uniform temperature distribution. Energy analysis showed that raising the temperature of a single panel by 1?°C required 0.22 kWh, while raising the temperature of 1 m² by 1?°C required only 0.085 kWh, highlighting the system’s energy efficiency. Although the heating rate is lower than that of conventional electrically heated pavements, the combination of steel fiber concrete and anti-icing coating provides a reliable, low-energy, and environmentally friendly deicing solution. These findings offer a scientific basis for the development of efficient, cost-effective, and sustainable bridge deck deicing technologies, contributing to improved winter traffic safety.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:31:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643532</guid>
    </item>
    <item>
      <title>Development of Solar Pavement in Japan and its Contribution to Carbon Neutrality</title>
      <link>https://trid.trb.org/View/2596458</link>
      <description><![CDATA[In road paving, solar pavement is being developed worldwide against the backdrop of the Paris Agreement, which set a long-term goal of mitigating climate change by 2050 and beyond, SDGs, carbon neutrality and other initiatives. In addition to providing traveling space, pavement, which covers a certain size of surface area in cities and regions, has the potential to generate new values to create renewable energy. We are developing solar pavement with the aim of developing road paving technology that contributes to carbon neutrality, and are conducting demonstration testing, primarily, test paving, in places with vehicle traffic.]]></description>
      <pubDate>Fri, 21 Nov 2025 17:09:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596458</guid>
    </item>
    <item>
      <title>Sensitivity analysis for the design optimisation of an energy tunnel based hydronic heated pavement</title>
      <link>https://trid.trb.org/View/2594365</link>
      <description><![CDATA[To cope with road safety management during cold seasons, chemical agents such as sodium, magnesium and calcium chlorides are usually chosen for their effectiveness and rapidity of action. However, besides accelerating road pavement degradation, these may also induce several environmental damages, such as altering the chemical composition of aquifers. For this reason, electric- or hydronic-based solutions have been explored, developed and tested successfully. The paper investigates the performance of a hydronic heated pavement supplied by an energy tunnel as a function of geometrical, operational and environmental factors. Thermo-hydraulic numerical analyses are adopted to guide the realisation of a full-scale prototype of an anti-icing system in an existing tunnel in the North-West of Italy. An economic assessment is then presented.]]></description>
      <pubDate>Wed, 29 Oct 2025 09:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594365</guid>
    </item>
    <item>
      <title>Heating of Roads and Bridges: Bibliography</title>
      <link>https://trid.trb.org/View/2576936</link>
      <description><![CDATA[This bibliography contains 55 citations on the subject of the heating of roads and bridges.]]></description>
      <pubDate>Sat, 27 Sep 2025 19:01:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576936</guid>
    </item>
    <item>
      <title>Optimal selection of chemical composition of pavement materials based on wave-absorbing heating characteristics and design of de-icing functional layer for pavements</title>
      <link>https://trid.trb.org/View/2597358</link>
      <description><![CDATA[To address the challenges of poor absorption and heating performance, as well as low de-icing efficiency in conventional microwave de-icing technology, this study designs a novel wave-absorbing functional layer for asphalt pavement structures. By examining the heating characteristics, microwave durability, and economic viability of six wave-absorbing chemical components under various environmental conditions and employing entropy weight scoring and principal component analysis for comprehensive evaluation, Fe₃O₄ is identified as the optimal wave-absorbing component. Accordingly, natural magnetite aggregates rich in Fe₃O₄ are identified. The results indicate that a particle size of 4.75–9.5 mm yields the fastest heating and best surface temperature uniformity; substituting 75 % limestone with magnetite enhances high-temperature stability; and a functional-layer thickness of 6 cm maximizes wave-absorbing aggregate utilization and de-icing efficiency. In conclusion, the wave-absorbing functional layer in asphalt pavements achieves excellent de-icing results and demonstrates strong environmental compatibility, offering an effective solution for road maintenance.]]></description>
      <pubDate>Wed, 24 Sep 2025 15:39:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597358</guid>
    </item>
    <item>
      <title>Preparation and microwave heating performance of a sustainable de-icing asphalt coating by introducing reversible disulfide bonds</title>
      <link>https://trid.trb.org/View/2583408</link>
      <description><![CDATA[In cold regions, road surface icing poses a significant threat to traffic safety, leading to increased accident rates and considerable socioeconomic losses. Commonly used de-icing strategies include mechanical removal and salt spreading. Mechanical methods require substantial investment in equipment and maintenance, while salt-based approaches may have negative environmental impacts. In this study, a microwave-responsive, self-healing asphalt coating (SPMA) was developed by blending self-healing polyurethane (SP) with hydroxyl-functionalized multi-walled carbon nanotubes (MWCNT-OH) at a mass ratio of 30:1, and incorporating the composite into matrix asphalt. Under microwave irradiation, SPMA with 5 wt% SP/MWCNT composite exhibited a maximum surface temperature of 57.0 °C after 300 s, with an average temperature of 55.2 °C, indicating improved microwave heating efficiency and reduced thermal gradients. The de-icing rate of SPMA remained consistently high throughout the microwave heating test, outperforming both matrix asphalt and MWCNT-blended matrix asphalt (MA) specimens. After knife scratching, surface scratch on the specimens were nearly fully repaired within 20 h at 25 °C, indicating reliable self-healing performance due to reversible disulfide bonds. After 500 rutting abrasion cycles, the SPMA maintained both thermal responsiveness and structural integrity. The durability and skid resistance properties have been further substantiated through the 100 cycles of vehicular loading. These results suggest that SPMA holds promise for long-term de-icing applications on cold-region pavement.]]></description>
      <pubDate>Thu, 18 Sep 2025 09:47:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2583408</guid>
    </item>
    <item>
      <title>Heat propagation around a nanothermal rod in asphalt concrete: Multiscale modeling and experimental characterization</title>
      <link>https://trid.trb.org/View/2585775</link>
      <description><![CDATA[Ice formation on pavement surfaces near tunnel openings in alpine regions poses significant safety risks. While nanothermal rod offer a promising solution, their heat transfer mechanisms and thermal-affected range in asphalt concrete remain poorly understood, particularly regarding interfacial thermal resistance and heat propagation in heterogeneous materials. This study establishes a multiscale heat transfer model to analyze the spatiotemporal temperature distribution around a nanothermal rod embedded in asphalt concrete. The model incorporates effective thermal conductivity of the composite and boundary conditions reflecting realistic pavement environments. Numerical simulations validate the model’s accuracy, demonstrating a 98 % agreement with experimental data under varying power inputs (10–40 W/m) and ambient temperatures(−20°C to −5°C). Laboratory experiments using infrared thermography further confirm that the effective heat transfer radius reaches 7 cm at −5°C with 30 W/m heating, enabling a recommended rod spacing of 10 cm for uniform deicing. This study provides technical support for practical deicing systems through the innovation of the multiscale heat transfer model and the reliability of experimental validation, and offers a solid theoretical basis for the design of pavement thermal management systems.]]></description>
      <pubDate>Fri, 22 Aug 2025 09:29:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2585775</guid>
    </item>
    <item>
      <title>Assessing and Predicting Damage to the Service Performance of Asphalt Mixtures under Snow-Melting Thermal Fatigue</title>
      <link>https://trid.trb.org/View/2543534</link>
      <description><![CDATA[In winter, when electric heating pavements are melting snow and ice, the asphalt concrete often experiences freeze-thaw cycles that can easily lead to thermal fatigue damage to the pavement. Therefore, in this study, the temperature change state of the asphalt pavement during snow melting was simulated using an indoor heating-cooling cycle test, and the service performance of the asphalt pavement after snow-melting thermal fatigue damage was analyzed. The degree of damage to the service performance of stone mastic asphalt (SMA-16) during the heating-cooling cycle was quantitatively assessed using ultrasonic detection technology, and a prediction model between ultrasonic velocity and the damage coefficient of the service performance of the asphalt mixture was established. The results showed that the heating-cooling cycles caused thermal fatigue damage to the road performance of the asphalt mixture. Compared to the pavement asphalt mixture without snowmelt treatment, after undergoing 20 heating-cooling cycles, the porosity of the asphalt mixture increased by 5.25%, Marshall stability decreased by 3.03%, low temperature splitting strength decreased by 3.90%, and residual stability decreased by 4.41%. After the heating-cooling cycles of the asphalt mixture, the waveform was distorted. As the number of heating-cooling cycles increased, the wave velocity and amplitude gradually decreased. Compared to the traditional bridge decks, the road performance damage coefficient of conductive rubber composite bridge decks increased by no more than 11% after five years of snow-melting service. Although active electrical heating for snow melting may accelerate freeze-thaw damage to the pavement, this can be effectively mitigated by precisely controlling the pavement’s high temperature limits. The research results can provide a basis for predicting the service life of electrically heated snow-melting asphalt pavements and compensate for the shortcomings of the existing electrically heated pavement design system.]]></description>
      <pubDate>Tue, 29 Jul 2025 09:45:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2543534</guid>
    </item>
    <item>
      <title>Snow-melting behavior enhancement mechanism of rGO-CF-SF ternary electrically conductive concrete for cold-region road surfaces</title>
      <link>https://trid.trb.org/View/2558935</link>
      <description><![CDATA[Electrically conductive concrete (ECON) heated pavement system (HPS) can be an effective alternative to conventional snow removal operations. However, the enhancement mechanism of snow melting behavior under a ternary conductive system is yet to be explored. In this study, a novel graphene material dispersion technique was developed, and ternary electrically conductive concrete (T-ECON) was prepared with reduced graphene oxide (rGO), carbon fiber (CF), and steel fiber (SF) as the conductive medium, and the effects of rGO admixture on the mechanical properties, electrical properties, frost resistance, and snow melting efficiency of T-ECON were evaluated. The results showed that an appropriate amount of rGO could enhance the mechanical strength, electrical conductivity, and frost resistance of the concrete. At a rGO mass percentage of 0.09 %, T-ECON had the best overall performance with a compressive strength of 60.6 MPa, an electrical resistivity down to 773 Ω·cm, and remained unfailed after 300 freeze-thaw cycles. Meanwhile, the snow-melting efficiency of the slabs at this ratio was significantly improved, and the energy consumption was reduced. This work reveals the functional complementary effect between rGO and fiber-based conductive media in the ternary system, and the complete optimization of the conductive network and matrix structure is achieved by regulating the rGO doping amount. The developed ternary blend system has a vast potential for ECON applications in cold regions.]]></description>
      <pubDate>Fri, 20 Jun 2025 11:58:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2558935</guid>
    </item>
    <item>
      <title>Large-Scale Production and Quality Control/Assurance of Electrically Conductive Concrete</title>
      <link>https://trid.trb.org/View/2554035</link>
      <description><![CDATA[While electrically conductive concrete (ECON) heated-pavement systems (HPS) offer an innovative solution for ensuring year-round mobility in cold climates, comprehensive guidelines for large-scale ECON production in concrete plants are still lacking. This study addresses transit-mixed ECON’s production, transportation, and quality control/assurance processes. Through a series of nine laboratory trials and ten plant trials, the study establishes standards, identifies optimal mixture proportions for ECON, and highlights the fragility of carbon fiber that leads to its degradation during large-scale production. To minimize the effects of this degradation, the optimal method involves adding carbon fiber to the truck mixer at the job site with 30% of the batch water and mixing for 3.5?min at a speed of 18–20?rpm, effectively producing carbon-fiber-reinforced ECON. The study finds that the electrical resistance of ECON remains relatively stable despite variations in carbon fiber length or batch volume as long as the fiber dosage rate is consistent. A statistical prediction model was created to estimate the 28-day electrical resistance from the electrical resistance measurement of fresh ECON immediately after production. Given that the electrical resistance of ECON stabilizes after 28?days, establishing a target for a design 28-day electrical resistance and back-calculating the corresponding fresh-stage electrical resistance range can serve as an effective quality control/assurance tool during large-scale ECON production. The findings will enhance the practical implementation of ECON HPS technology and increase production reliability, enabling design engineers to confidently determine electrode configurations and electrical wire designs for constructing efficient and safe ECON HPS.]]></description>
      <pubDate>Sun, 18 May 2025 17:56:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2554035</guid>
    </item>
    <item>
      <title>Development of a Thermal Design Framework for Electrically Conductive Concrete Heated Transportation Infrastructure</title>
      <link>https://trid.trb.org/View/2537741</link>
      <description><![CDATA[While electrically conductive heated transportation infrastructure systems offer an alternative to traditional snow and ice removal methods, ensuring continuous serviceability during snowstorms, the lack of an established design methodology has hindered the widespread adoption of this technology. This study proposes a comprehensive thermal design approach for electrically conductive concrete (ECON) heated transportation infrastructure systems. The failure mechanisms of ECON heated transportation infrastructure systems have been identified by analyzing the electrical and thermal behavior of ECON beams, demonstration-scale slabs, and water bath tests, with results indicating that system malfunctions may occur if electrical power consumption exceeds the threshold power coefficient. Maintaining power consumption within this threshold allows design engineers to optimize critical parameters, including the electrical conductivity of ECON, electrode size, shape, spacing, placement depth, and system voltage. A statistical thermal model was also developed to evaluate whether a designed ECON heated transportation infrastructure systems can achieve user-defined heat output, ensuring reliable thermal performance. The proposed thermal design methodology can also be adapted for electrically conductive asphalt concrete (ECAC) with necessary modifications. This study provides a systematic design framework for electrically conductive heated infrastructure systems, enabling large-scale implementation.]]></description>
      <pubDate>Wed, 14 May 2025 08:54:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2537741</guid>
    </item>
    <item>
      <title>Improvement in Anti-Icing Performance of Electromagnetic Induction Heating through Optimization of Energy Transfer in Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2529638</link>
      <description><![CDATA[Icing on the road is a serious problem affecting vehicle driving and road durability. Therefore, it is critical to take effective measures to inhibit the degree of road icing. Currently, electromagnetic induction heating pavements offer an effective solution to address road icing issues. However, the low efficiency of magnetic energy utilization results in significant energy losses during the heating process. To tackle this, the paper proposes a novel pavement structure design and optimizes the conversion of magnetic energy to electrical energy, improving energy utilization and enhancing the deicing efficiency of electromagnetic heating pavement. The heating evaluation and energy improvement rate indexes were proposed to evaluate the ice melting of electromagnetic induction heating, and the effects of ferrite content, type, and thickness on ice melting performance were also compared and analyzed. The results show that a magnetic permeable layer at the bottom of asphalt concrete can improve the heating efficiency and ice melting performance, and the average heating efficiency and energy increase rate both enhance as the amounts of ferrite increases. The increase of magnetic permeable layer thickness also improves the induction heating and ice melting performance. In addition, the properties of magnetically permeable materials are the key factors affecting heating and deicing, and the heating and ice melting performance of nickel-zinc ferrite is always greater than that of manganese-zinc ferrite. All in all, this research could provide inspiration for the icy road community.]]></description>
      <pubDate>Wed, 07 May 2025 08:53:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2529638</guid>
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