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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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    <item>
      <title>Mechanical Performance of a Hot-Mix Asphalt Incorporating Rice-Husk-Biochar-Modified Binder</title>
      <link>https://trid.trb.org/View/2675944</link>
      <description><![CDATA[Rice husk (RH), an abundant agricultural by-product, poses an environmental challenge if not properly managed. Through pyrolysis, this waste can be valorized into biochar (BC), a sustainable material with potential to modify asphalt binders. This study explored the use of RH-derived BC (RHB) as a modifier of an asphalt cement (AC) 60/70 asphalt binder to produce hot-mix asphalt (HMA) by the wet process and evaluate its mechanical performance. Initially, the physical and rheological properties of AC modified with 5%, 10%, 15%, and 20% RHB by weight were evaluated. Conventional tests were conducted, and the performance grade (PG) was determined at high and intermediate temperatures. Aging resistance was assessed, multiple stress creep recovery and linear amplitude sweep tests were performed, and scanning electron microscope visualizations were carried out. Based on the results obtained from this binder characterization phase, an asphalt binder modified with 10% RHB was chosen to produce the HMA. Marshall stability, indirect tensile strength (ITS), Cantabro, resilient modulus (RM), permanent deformation, and fatigue resistance tests were carried out on the control HMA (RHB/AC = 0%) and the modified HMA (HMA-RHB). The results show that RHB tends to increase the stiffness, aging resistance, and rutting resistance of the asphalt binder, while maintaining the PG at intermediate temperatures. As an AC modifier, it helped improve all the evaluated mechanical properties of HMA. Specifically, it increased strength under monotonic loading, ITS, and RM, and enhanced resistance to rutting, fatigue, and raveling, while moisture damage resistance showed a slight improvement but remained statistically unchanged.]]></description>
      <pubDate>Wed, 04 Mar 2026 09:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675944</guid>
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    <item>
      <title>A 3D Rendering-Assisted Quantitative Evaluation of Stripping in Recycled Asphalt Materials</title>
      <link>https://trid.trb.org/View/2663861</link>
      <description><![CDATA[Stripping resistance of recycled asphalt materials is a key factor affecting the long-term durability of pavements, yet conventional methods such as the boiling test (ASTM D3625) remain qualitative and lack spatial quantification. To address this limitation, this study employed an ultrasonic stripping test to simulate dynamic water pressure, combined with Pixel 3D image reconstruction and rendering to systematically evaluate the interfacial adhesion between three typical aggregates and five recycled asphalt systems. The proposed 3D rendering method enabled spatially resolved and quantitative visualization of residual asphalt coverage, offering higher accuracy and reproducibility than conventional 2D image-based methods and adhesion grade–based evaluations. The method was further validated and mechanistically interpreted using contact angle measurements, GPC, and DSR tests. The results demonstrate that this method can clearly differentiate adhesion performance among recycled asphalts incorporating different rejuvenators. After ultrasonic stripping at 60°C for 60min, soybean oil recycled asphalt shows the best performance, with asphalt retention rates of 96.5% on limestone, 94.51% on diabase, and 85.97% on granite, all higher than tall oil and aromatic oil systems. SBS-recycled asphalt outperforms base asphalt, maintaining an average retention of 90.48% on limestone after 120min. Contact angle and surface energy analyses confirm adhesion differences among rejuvenators, consistent with 3D rendering outcomes. This work provides an effective evaluation method for quantitatively characterizing the stripping resistance of recycled asphalt, providing a reliable approach for accurate interfacial evaluation and material optimization.]]></description>
      <pubDate>Thu, 19 Feb 2026 10:53:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663861</guid>
    </item>
    <item>
      <title>Evaluation of Hamburg Wheel Tracking Test (HWTT) for Rutting Resistance Assessment</title>
      <link>https://trid.trb.org/View/2671980</link>
      <description><![CDATA[The primary objectives of this project are to determine if the Hamburg Wheel Tracking Test (HWTT) test accurately represents rutting and stripping behaviors of fine-graded asphalt pavement design mixtures, and make appropriate adjustments to the HWTT criteria and/or propose and develop a representative rutting test that allows Wisconsin Department of Transportation (WisDOT) to retain the benefits of fine-graded mixes while supporting the state’s goal of fully implementing balanced mix design concepts. WisDOT expects to use the results and recommendations of this research study to support the acceptance of performance-based asphalt pavement designs. Practical candidate test procedures must also be considered for production. WisDOT has conducted significant external and internal research efforts in the past several years toward the implementation of Balanced Mix Design (BMD) to improve the performance of asphalt mixtures in Wisconsin. Based on experience, WisDOT has observed a tendency of the HWTT to rank fine-graded mixtures as having more rutting potential than coarse-graded mixtures. This tendency is noticeable even when rutting in the field is not a primary concern regarding the performance of fine-graded mixtures. A reliable BMD performance test is expected to be sensitive to changes in mixture components, but it also should have a good correlation with the field performance. Because the current rutting performance of fine-graded mixtures in Wisconsin is satisfactory, WisDOT does not want to implement the BMD approach using the HWTT as a rutting performance indicator if the test is going to lead mixture designers to develop coarser gradation mixture designs. It is, therefore, critical for WisDOT to investigate what factors drive HWTT results and understand how BMD specifications could be written to allow for finer mixtures while properly representing their field performance.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:14:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671980</guid>
    </item>
    <item>
      <title>Ravelling susceptibility of porous asphalt pavement in salt environments using multi-scale modelling analysis</title>
      <link>https://trid.trb.org/View/2643529</link>
      <description><![CDATA[The durability of porous asphalt pavement is easily affected in salt environments, and salt can induce micro-cracking within the pavement structure, which can subsequently exacerbate ravelling. To investigate the porous asphalt pavement ravelling susceptibility under salt environments, a multi-scale finite element (FE) model, involving the meso-structure of porous asphalt concrete (PAC) and the macro-structure of PAC pavement, was developed. The cohesive zone model (CZM) was used to simulate the fracture inside the PAC. Laboratory experiments were conducted to obtain the parameters of the FE model, and the accuracy of the model was validated by experimental results. Pull-off tests showed that the effect of salt can lead to a decrease in the adhesive strength and cohesive strength inside the asphalt concrete. In the salt environment, the peak load of PAC was reduced by 37.4% compared with the control group, and the fracture work was significantly reduced by 45.6%. The effect of salt and wheel load on the damage of cohesive elements is more significant than that of adhesive elements. These analysis findings provide insights for improving the material design of pavement internal performance during the winter de-icing operations.]]></description>
      <pubDate>Sat, 07 Feb 2026 16:21:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643529</guid>
    </item>
    <item>
      <title>Evaluation of Rutting and Stripping Potential of Selected HMA/WMA Mixes Using Hamburg Wheel Tracking Device (HWTD) – Review of Current Practice</title>
      <link>https://trid.trb.org/View/2593755</link>
      <description><![CDATA[This report summarizes the state of practice of using the Hamburg Wheel Tracking Device (HWTD) test for predicting and evaluating the rutting and moisture susceptibility potential of hot mix asphalt (HMA) and warm mix asphalt (WMA). This report was prepared based on the literature review, with emphasis on what has been reported and documented in the last 10 years. To date, at least nine state Departments of Transportation (DOTs) have incorporated the HWTD test into their specifications for mix design and/or for construction quality assurance and/or quality control. To require HWTD testing, the most common approaches are to specify the maximum rut depth measured in the HWTD test either 1) for a single number of wheel passes varying the test temperature according to the performance grade (PG) binder, or 2) for a given test temperature varying the maximum number of passes for various PG binders. Other HWTD test results, such as the stripping inflection point and the stripping slope, have also been used in evaluating mixture performance. The experience of Colorado DOT and Texas DOT, among few other state agencies, using the HWTD as a performance test has been documented in reports, presentations and papers and confirmed that the HWTD test is a good indicator of the rutting and moisture susceptibility (or stripping) potential of the mixtures. The findings of two documented long-term field monitoring and evaluation projects also confirmed the applicability of the HWTD test as a performance test. The performance of New Mexico mix designs under the HWTD test conditions is unknown and a very limited number of test results are available from two recent projects. The recommendations for an implementation phase to research the applicability of the HWTD test for HMA and WMA mix designs and production phases and test performance of the New Mexico mix designs are proposed.]]></description>
      <pubDate>Sat, 25 Oct 2025 16:41:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593755</guid>
    </item>
    <item>
      <title>Investigation of Epoxy Resin Effects on the Stripping Damage in Bitumen-Aggregate Systems Using their Thermodynamic and Mechanical Characteristics</title>
      <link>https://trid.trb.org/View/2604262</link>
      <description><![CDATA[Stripping damage is an important factor that affects the longevity of asphalt pavements. The bitumen and asphalt pavement industry has introduced various technologies and additives aimed at creating durable asphalt pavements with extended lifespans. One such additive is epoxy resin. Evaluating the behavior of asphalt mixtures containing epoxy resin against stripping damage is, therefore, essential. This study examined the stripping resistance of asphalt compositions incorporating bitumen and four types of aggregate (basalt, sandstone, limestone, and siliceous), modified with 5% to 20% epoxy resin, through their thermodynamic and mechanical properties. In the thermodynamic analysis, energy parameters reflecting the wetting and adhesion characteristics of the asphalt mixtures were determined by measuring the surface free energy of the bitumen and the aggregates. For the mechanical evaluation, indirect tensile strength was assessed based on AASHTO-T283 to estimate the tensile strength ratio values for the asphalt specimens. As the study results show, adding epoxy resin improves the wetting and adhesion performance of asphalt compositions containing limestone, siliceous, and basalt aggregates. Improvements in performance were also noted for sandstone compositions, but only at a 5% epoxy resin content. This suggests that epoxy resin does not effectively enhance the bitumen-aggregate adhesion mechanism in mixtures containing sandstone aggregate. Furthermore, the findings indicate that the thermodynamic traits (adhesion and wetting) affecting mechanical performance vary with different percentages of epoxy resin and types of aggregate.]]></description>
      <pubDate>Mon, 29 Sep 2025 17:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604262</guid>
    </item>
    <item>
      <title>An improved method to calculate stripping inflection point (SIP) and its application in evaluating moisture susceptibility of asphalt mixtures</title>
      <link>https://trid.trb.org/View/2585354</link>
      <description><![CDATA[Accurately assessing asphalt mixtures’ moisture susceptibility is critical because moisture damage can significantly reduce pavement durability, leading to premature failure and structural integrity of the pavement. The stripping inflection point (SIP), a moisture susceptibility index derived from the Hamburg Wheel Track (HWT) test, has practical merits in evaluating moisture susceptibility. However, current methods for determining the SIP showed low accuracy and high variability due to poor regression quality. Hence, this study aims to propose an improved method for calculating the SIP by modifying existing approaches to better capture the characteristics of rutting curves. Typical asphalt mixtures were used to conduct moisture susceptibility tests. Results from the TSR (T283) test and the Moisture Induced Stress Tester (M.i.S.T) test were used to verify the effectiveness of SIP. Results showed that the proposed model provided a better fit than existing models due to its ability to identify steep upturn tails, and it yielded more reasonable SIP values with much lower variability. In addition, SIP results based on the improved method exhibited a significant correlation with the results from M.i.S.T method, suggesting a promising approach for evaluating the moisture susceptibility of mixtures under field conditions. It is noted that a significant discrepancy was observed between the recommended SIP threshold and existing SIP limits. This indicates the necessity of further assessing the evaluation methods for the moisture susceptibility of mixtures.]]></description>
      <pubDate>Mon, 15 Sep 2025 10:34:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2585354</guid>
    </item>
    <item>
      <title>Evaluation of Stripping Tests for Asphalt Mixtures to Replace AASHTO T283 Method in Missouri</title>
      <link>https://trid.trb.org/View/2577117</link>
      <description><![CDATA[Currently, many paving agencies in the U.S. including the Missouri Department of Transportation (MoDOT) use the AASHTO T283 method (Tensile Strength Ratio (TSR) test) to determine the moisture damage susceptibility of asphalt mixtures. However, the TSR test has been shown to have a poor correlation with field results based on a review of literature and based on observations reported by MoDOT. In addition, the TSR test is time consuming and may be redundant in light of current requirements to conduct the Hamburg Wheel Tracking Test (HWTT) as part of balanced mix design. As a result, further research on these test methods was conducted. For this research five asphalt mixtures were investigated. The mixtures were subjected to the TSR test and HWTT. The Stripping Inflection Point (SIP) parameter was computed from HWTT using the Iowa method. The SIP parameter was found to be superior to the TSR test in correlating to field performance. Comparison of the Rutting Test (RT)-Index results with the SIP parameter suggested that the RT index is likely a weak indicator of moisture damage in asphalt mixtures. Based on the results obtained in this limited study, a framework was proposed to replace the TSR method. The framework is as follows; first, the mixtures are screened for rut depths lower than 4.0 mm at 20,000 passes in the Hamburg test. If the mixture exhibits low rut depths in the Hamburg test (less than or equal to 4 mm), it is highly likely that it is resistant to moisture damage and therefore judged as non-stripping. Second, if the rut depth is greater than 4.0 mm then the slope ratio is computed. If the slope ratio is found to be less than 2.0, then the mixture can be categorized as non-stripping. Finally, if the slope ratio is greater than or equal to 2.0, then the SIP is determined. A minimum threshold of 15,000 passes was chosen as the SIP threshold for initial implementation of the framework. Mixtures possessing SIP values less than 15,000 are scored as failing the stripping requirement.]]></description>
      <pubDate>Mon, 11 Aug 2025 09:07:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2577117</guid>
    </item>
    <item>
      <title>Bitumen and mastic local rupture test modelling with DEM</title>
      <link>https://trid.trb.org/View/2539928</link>
      <description><![CDATA[The authors present some preliminary results of a national research project dealing with the wearing course damage and the tire–pavement interactions with traffic loadings, where asphalt concrete raveling test and its modelling are ongoing studies. For this, the authors used the Local Fracture Test (LFT) or the French acronym RULOB test, developed by Gustave Eiffel University, to analyse the fracture behaviour of bitumen and mastic. The test reproduced a film of binder placed between two aggregates under defined loading conditions. The results of the test highlighted the influence of the loading conditions on the failure scenarios encountered, and the different ageing conditions (RTFOT, RTFOT+PAV). The role of filler in the bitumen (mastic) is also investigated in the same way. The study also attempted to reproduce the experimental test using the DEM software LMGC90. The results agree with the next step of the authors' ongoing study which is to model ravelling tests of asphalt concrete.]]></description>
      <pubDate>Fri, 23 May 2025 15:36:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539928</guid>
    </item>
    <item>
      <title>Evaluating the Rutting and Moisture Resistance of Asphalt Mixes in Oklahoma Using Indirect Tensile Test at High Temperature Strength and Hamburg Wheel Tracking Test Corrected Rut Depth and Stripping Number</title>
      <link>https://trid.trb.org/View/2548721</link>
      <description><![CDATA[The Hamburg wheel tracking test (HWTT) has been used by many state transportation agencies to evaluate both rutting resistance and moisture susceptibility. The current rutting parameter based on total rut depth (TRD) does not separate between rutting caused by plastic deformation and that caused by stripping. An alternative parameter—that is, corrected rut depth (CRD)—has been suggested to evaluate rutting that occurs solely because of plastic deformation without considering the effect of stripping. In this study, 33 plant-produced mixes were sampled from different producers in Oklahoma, representing a wide range of materials and mix types. The plant-produced mixes were tested using HWTT at 50°C and analyzed to determine their TRD and CRD. Furthermore, the potential of using the indirect tensile test at high temperature (IDT-HT) for acceptance during production was evaluated using a test temperature of 50°C. From the results, it was shown that the CRD provides a better measure of rutting compared with the TRD. A rutting criterion was proposed using a maximum CRD of 6?mm at 10,000, 15,000, and 20,000 wheel passes for mixes with PG64-22, PG70-28, and PG76-28, respectively. A moisture susceptibility criterion using a minimum stripping number (SN) of 2,000 passes was suggested, which approximately coincides with a minimum stripping inflection point (SIP) of 10,000 passes. Using the IDT-HT, a minimum strength of 240?kPa (35?pounds per square inch) was proposed as an acceptance threshold during production.]]></description>
      <pubDate>Thu, 01 May 2025 09:07:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548721</guid>
    </item>
    <item>
      <title>Study on the effect of acid rain erosion on the adhesion properties of asphalt-aggregate interface</title>
      <link>https://trid.trb.org/View/2487689</link>
      <description><![CDATA[This study investigates the impact of acid rain on the adhesion properties of the asphalt-aggregate interface in asphalt mixtures. By employing surface-free energy theory and the sessile drop method to analyse wetting behaviour, the adhesion work and energy indicator ER were calculated. The interface adhesion characteristics were evaluated using the water boiling method and pull-off tests. It was found that acid rain significantly reduces the interface adhesion work, which worsens with increasing erosion cycles and concentrations. The ER value decreases, adhesion becomes poorer and the lower the pH value, the more severe the damage. The acidic environment accelerates the stripping of the asphalt film and weakens the interactive forces. Acid rain increases the polarity between asphalt and aggregates, reducing the adhesion energy and leading to failure. SBS-modified asphalt exhibits better adhesion performance than 70# petroleum asphalt.]]></description>
      <pubDate>Mon, 17 Feb 2025 17:09:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487689</guid>
    </item>
    <item>
      <title>Comparison of Antistripping Performance Evaluation Methods on Asphalt Runway Pavement in Cold Regions</title>
      <link>https://trid.trb.org/View/2464492</link>
      <description><![CDATA[Influenced by aircraft engine wake effects, aggregates stripped off from asphalt runway surfaces are more severe during winter than during the other seasons in cold regions. In this study, five types of asphalt specimens with asphalt–aggregate ratios (AARs) ranging from 3% to 7% were used to assess antistripping performance and foreign object debris (FOD) risk. Freeze–thaw cycles and repeated load tests were performed to obtain the ratio of stripped aggregates (RSA) using three different evaluation methods. The results showed that the RSA was effective in evaluating the antistripping performance of asphalt pavement using the proposed methods. An increase in the RSA was observed with an increase in the number of experimental cycles and a decrease in the AAR. The improved weight loss (IWL), image recognition (IR), and laser scanning (LS) methods showed reliable RSA prediction in different aspects. The IWL method showed high efficiency in estimating general stripped aggregates in large areas but low accuracy in identifying the location and condition of FOD risk. The IR method could accurately determine the area and locations of stripped aggregates. The LS method was the most effective in assessing FOD risk by distinguishing stripped coarse aggregate scaled-off from the surface. The combined applications of these three methods can be a helpful tool for antistripping performance assessments in asphalt runway pavement management in cold regions. In addition, hot mixed asphalt with an AAR between 5% and 6% is suggested for asphalt runway pavement design and construction to improve antistripping performance.]]></description>
      <pubDate>Fri, 20 Dec 2024 10:27:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2464492</guid>
    </item>
    <item>
      <title>Synthesis of Seal Coat Research in Minnesota</title>
      <link>https://trid.trb.org/View/2448632</link>
      <description><![CDATA[While seal coating has been widely used as a cost-effective strategy in asphalt pavement preservation by the Minnesota Department of Transportation (MnDOT) and local agencies to extend the life of pavements, some cities and counties in Minnesota have reported their concerns about the premature stripping of street pavements that have been seal coated. The Local Road Research Board (LRRB) completed a study on seal coats titled, Is Seal Coating Counterproductive or Not? to address these issues. The purpose of this document is to provide users with quick access to some of the research and resources available in Minnesota.]]></description>
      <pubDate>Thu, 21 Nov 2024 09:24:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2448632</guid>
    </item>
    <item>
      <title>Investigation of Improving Stability in Desulfurized-Rubber-Modified Asphalt Using Cerium-Stearate Incorporation</title>
      <link>https://trid.trb.org/View/2447279</link>
      <description><![CDATA[To enhance the compatibility of high-content desulfurized-rubber-modified asphalt (DRMA), the innovative selection of cerium hard acid is employed in this study to investigate its impact on the compatibility of DRMA. The results indicate that when the optimal content of cerium stearate is 1%, the compatibility of the modified asphalt is improved. On the microscopic level, it is observed that the total heat absorption of the modified asphalt decreases and thermal storage stability is enhanced as measured by differential scanning calorimetry. On the macroscopic level, it gives the smallest difference in softening point, optimal storage stability, and best compatibility of the modified asphalt. Additionally, dissolution tests and adhesion tests demonstrate that the inclusion of cerium stearate increases the solubility of desulfurized rubber in asphalt and reduces the stripping rate of desulfurized-rubber particles on the asphalt surface, thereby decreasing phase separation and promoting the compatibility of DRMA. Furthermore, rheological tests indicate that cerium stearate improves both high-temperature and low-temperature performance of the modified asphalt. The addition of cerium stearate increases the dynamic shear modulus of the modified asphalt, maintaining good stability and elasticity under shear loading, with minimal change in low-temperature rheological properties and lower temperature sensitivity, indicating the best compatibility at this point. Finally, molecular-dynamics simulation data indicate that the addition of cerium stearate decreases the parameter difference in the dissolution of modified asphalt and enhances the binding energy of the modified asphalt, demonstrating the feasibility of cerium stearate in promoting the compatibility of modified asphalt.]]></description>
      <pubDate>Sat, 02 Nov 2024 16:43:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2447279</guid>
    </item>
    <item>
      <title>Lime Treatment of Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2441387</link>
      <description><![CDATA[This report contains a summary of moisture damage and stripping of asphalt mixtures, methods for reducing the damage, and recommendations related to the use of hydrated lime and methods for introducing lime during construction.]]></description>
      <pubDate>Tue, 15 Oct 2024 10:53:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441387</guid>
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