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    <title>Transport Research International Documentation (TRID)</title>
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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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      <title>Rubberized biochar used as bitumen additive</title>
      <link>https://trid.trb.org/View/1655103</link>
      <description><![CDATA[The utilization of nanotechnology in asphalt industry is expected to increase and may become an alternative for asphalt binder modifications. The purpose of this paper is to present the properties of binders containing various percentages of rubberized biochar. Modified bitumen samples were produced by mixing base bitumen with rubberized biochar at various additive content. The conventional properties of the modified binder were evaluated in terms of their rheological and physical properties. The outcome of this paper indicated that the addition of rubberized biochar was helpful in increasing the failure temperature, complex modulus and elastic modulus values and improving rutting resistance of the aged rubberized biochar modified binder. Due to its carbon nature and morphology the rubberized biochar has a twofold impact on the properties of bitumen, namely: it acts as an antioxidant thus retarding the ageing properties of bitumen and secondly it stiffens the bitumen by increasing its rheological (flow) properties.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:34:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655103</guid>
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    <item>
      <title>Laboratory assessment of the service life of asphalt pavements based on creep deformation</title>
      <link>https://trid.trb.org/View/1655102</link>
      <description><![CDATA[Predicting the service life of asphalt pavements as a function of permanent deformation at high loads and temperatures has been an ongoing challenge for Australian road agencies to best model future maintenance strategies. Creep deformation (rutting), is a critical distress mode which is not adequately considered in the current flexible pavement design procedures. One reason is that the existing Australian laboratory creep test method is not able to reliably predict the development of creep over a range of air voids, temperatures and tyre pressures. This paper reports the development of a new confinement creep test method which is able to measure and model the creep life of asphalt samples with different air voids at high temperatures under different traffic loading regimes. The creep characteristics of two common Australian asphalt mixtures have been used as a basis for developing a new stress-staged confined test to help predict creep service life.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:34:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655102</guid>
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    <item>
      <title>Quantifying the cost of different runway overlay designs</title>
      <link>https://trid.trb.org/View/1655101</link>
      <description><![CDATA[Runways are generally resurfaced with asphalt every ten years and airports desire more efficient resurfacing design solutions. There are different bases to runway resurfacing geometric design, including milling and filling, texturing and overlaying (including shoulders), as well as texturing at the centre and milling to match-in inside the shoulders. Although runways have maximum allowable transverse slopes, regulators are considering increasing the maximum slope for increased flexibility and efficiency to runway resurfacing designers. A case study on a significant regional airport objectively compared the volume of asphalt, volume of existing surface millings generated, the construction duration and the financial cost associated with different runway resurfacing design approaches. The benefit associated with the proposed increase in the maximum transverse slope was significant, while the mill and fill approach to resurfacing is only recommended when the existing surface is unsound and cannot be retained as a sub-surface layer.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655101</guid>
    </item>
    <item>
      <title>Advances and innovations in flexible airport pavements</title>
      <link>https://trid.trb.org/View/1655100</link>
      <description><![CDATA[The disbandment of the Commonwealth departments associated with the Governmental divestment in airports in the 1990s resulted in a void in airport pavement technology, practice and innovation development in Australia. In 2016, Defence and other airport owners established the Airport Pavement Research Program to investigate and implement a range of flexible pavement innovations. To date, these innovations have included performance-based asphalt specification, ungrooved runway surfaces, incorporating reclaimed asphalt in asphalt surfaces, non-destructive testing and standardised sprayed sealing specification. In the future, efforts are expected to focus on further sustainability initiatives, early life surface preservation technologies and improved construction methods.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655100</guid>
    </item>
    <item>
      <title>Validation of proprietary binders for airport asphalt</title>
      <link>https://trid.trb.org/View/1655099</link>
      <description><![CDATA[A number of proprietary binders have been developed and introduced by the airport asphalt surfacing industry, particularly since 2013. These products were introduced to reduce the risk of early life deformation and to avoid the severe top-down cracking associated with runway surfaces manufactured with multigrade binder in the past. The general performance of proprietary binders was validated by review of 12 mixture designs and nine runway surface inspections. Generally, the surfaces manufactured with proprietary binders were performing as expected and all were free of asphalt deformation. However, some surfaces exhibited significant and premature cold joint opening and some were significantly eroded for their age. Further work is required to minimise the risk of cold joint opening in the future and to better understand the other asphalt mixture factors that affect erosion of the mastic from asphalt surfaces. It is also recommended that a re-validation occurs when the surfaces are 8-10 years old.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655099</guid>
    </item>
    <item>
      <title>Evaluation of glass as a sand replacement in asphalt</title>
      <link>https://trid.trb.org/View/1655098</link>
      <description><![CDATA[The fine sand in a typical asphalt mixture was partially replaced by 2.5% and 5% recycled crushed glass. The relative structural performance of the mixtures was evaluated in the laboratory through Marshall properties, fatigue resistance, moisture resistance, deformation resistance and dynamic complex (flexural) modulus. The results indicated that the addition of glass significantly reduced the Marshall Stability of the mixture, however it had no significant effect on Marshall Flow. Furthermore, the glass content increased the average fatigue life and reduced the wheel track rutting depth, indicating superior structural performance. However, the glass also reduced the dynamic modulus by up to 20%. Overall, the partial replacement of sand with crushed glass had no practically important impact on the expected performance of the asphalt mixture, but a financial analysis indicated that the incorporation of higher percentages of glass would be required to provide any substantial cost saving.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655098</guid>
    </item>
    <item>
      <title>How variations in bitumen sources affect the production of polymer modified bitumen</title>
      <link>https://trid.trb.org/View/1655097</link>
      <description><![CDATA[The current Australian bitumen market comprises of multiple importers drawing from multiple refineries around the world. The effect of this variability on polymer modified bitumen (PMB) producers is yet to be understood. This study examines a large number of shipments of imported and local bitumens from 2017 – 2019 to ascertain how variations in bitumen can affect producers trying to manufacture PMBs to particular specifications. PMB samples were blended using common industry technologies, methodologies and raw materials with the only variable being the supplied bitumen. The PMB samples were then tested in accordance with Austroads specifications and the variations in test results were analysed. It was found that changing the bitumen has a strong impact on the properties of the PMBs to the point adjustments to the formulations were required to meet specification limits.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655097</guid>
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    <item>
      <title>Consideration of sustainability aspects in the assessment of the feasibility of surfacing of unsealed roads</title>
      <link>https://trid.trb.org/View/1655096</link>
      <description><![CDATA[The surfacing of unsealed roads requires capital investment, but can positively affect road maintenance, road user costs, emissions and in the depletion of natural resources, the generation of dust and related detrimental health effects. The justification of the surfacing of unsealed roads should ideally consider not only the construction and maintenance costs, but also sustainability aspects such as user costs and emissions. Since unsealed road maintenance (blading and re-gravelling) needs are often problematic to determine and sustainability aspects difficult to quantify, approaches to effectively determine all the components to consider in the assessment of the feasibility are limited. This paper describes an approach to the inclusion of the relevant sustainability aspects in the feasibility assessment of the surfacing of unsealed roads. The unsealed road maintenance costs can be determined from available simplified procedures. The application of the approach shows that considering sustainability aspects can significantly affect the traffic at which surfacing an unsealed road is feasible.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655096</guid>
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    <item>
      <title>Increasing the use of RAP in Western Australia</title>
      <link>https://trid.trb.org/View/1655095</link>
      <description><![CDATA[Reclaimed Asphalt Pavement (RAP) is material recovered from a surface usually by cold milling. RAP contains valuable bituminous binders that along with the accompanying aggregates, can be processed and added to new asphalt for beneficial reuse. RAP is typically comprised of older asphalt where the binder has aged, and the viscosity has increased to the point where the RAP binder has a much higher viscosity than that of the virgin binder used in new asphalt. If blended inappropriately or the viscosity of the RAP binder varies significantly this can impact the durability properties of the asphalt adversely. Austroads has completed a multi-year project to achieve improved outcomes when higher RAP contents are used in new asphalt. The process measures the binder viscosity of both the RAP binder and virgin binder to determine the blended binder viscosity for manufacture of asphalt with a high RAP content. The design inputs, such as RAP quantity and virgin binder viscosity can be varied to achieve a target viscosity for the blended bitumen. Main Roads Western Australia (MRWA) wants an increased use of RAP in asphalt and to achieve a reliable end product, plans to implement the Austroads process. This paper documents the pathway to implementation, including determining variability of the properties of RAP stockpiles over a 12-month period and determining historic local production of RAP to develop a position on a sustainable level of RAP usage. The outcome will be a MRWA Engineering Road Note detailing the design of asphalt mixes containing higher levels of RAP including a new approach to managing the viscosity of virgin bitumen being added to the mixture. Additionally, asphalt and supporting specifications will be updated.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655095</guid>
    </item>
    <item>
      <title>Tuggeranong parkway reinforced cape seal</title>
      <link>https://trid.trb.org/View/1655094</link>
      <description><![CDATA[This paper aims to outline collaboration and innovation undertaken between Roads ACT and Downer to deliver a suitable and sustainable surfacing solution for Canberra’s second busiest road. The desired outcomes were to not only provide a pavement surfacing solution, but had to cater to minimise interruption for travelling public as a result of works coupled with desired attributes of low road noise post works completion. The Tuggeranong Parkway caters for over 50,000 vehicles per day and is the major arterial road servicing the Weston Creek, Woden, Tuggeranong and fast developing Molonglo region. This road is a dual carriageway road with 2 lanes 3.7 meters wide in each direction. The Tuggeranong Parkway experiences significant volume peaks of commuter traffic on weekday mornings and afternoons. The proposed site of works is also bordered by the National Zoo, Aquarium and the ACT Arboretum, so resurfacing solutions also were desired to create minimal road noise levels In mid-2017 significant underlying pavement failures became evident via the reflection of pavement fines observable through the existing pavement surfacing. This project was limited to areas of a section of the northbound carriageway with an overall area of approximately 26,000m2. Assessments of this pavement showed that pavement strength was maintained with minimal shape deviation noted, but the nature of the observable failure required addressing before further pavement damage could occur. Major considerations for any treatment of the site included economic cost and value to prolong and protect the pavement asset, catering for the volume of traffic, the disruption and interruption works would create on such a major arterial road and the finished surfacing interaction with local stakeholders in regards to road traffic noise. Initial treatments considered by ACT Roads included traditional methods of treating such sites such as mill and fill asphalt repair followed by resurfacing with thin open graded asphalt (TOGAS).]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655094</guid>
    </item>
    <item>
      <title>Application of automated continuous integrated pavement condition data in South Africa</title>
      <link>https://trid.trb.org/View/1655093</link>
      <description><![CDATA[The undertaking of network level road condition assessments, for input to computerized road asset management systems (RAMS), has been carried out on a systematic basis by road authorities in South Africa since the mid 1980’s. Whilst considerable advancements in data analysis methods have been made in this time, concurrent development in the collection of road condition data has not happened, with this vital aspect still being mainly based on manual collection methods i.e., the use of people. In 2015, VNA Consulting acquired an Intelligent Pavement Assessment Vehicle (iPAVe) to collect continuous integrated and synchronised surface, structural and functional pavement condition data at normal highway speeds. Since commissioning in 2016, the VNA iPAVe has collected more than 15000 km’s of data on the South African road network. This data has enabled the Kwa Zulu-Natal and Free State Department(s) of Transport to, inter alia, isolate and interrogate pavement distress mechanisms on a close scale, assess remaining pavement and surfacing life, identify safety interventions and develop planned road maintenance strategies. The ability to collect recurrent structural condition information significantly faster than “conventional” methods also enables accurate deterioration modelling of the road network based on actual data in addition to theoretical deterioration models. This paper discusses the use of the iPAVe in South Africa and the outcomes from both large-scale network level RAMS evaluation projects and project level assessments for both design input and construction quality control.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655093</guid>
    </item>
    <item>
      <title>Innovations in asphalt mix production incorporating waste materials</title>
      <link>https://trid.trb.org/View/1655092</link>
      <description><![CDATA[Utilization of recycled materials in road construction is not a recent development. However, finding innovative uses for waste materials in road construction is one of the priorities in the pavement industry. In this research, the feasibility of using waste materials including recycled construction aggregate (RCA) as the coarse aggregate, and glass as the fine aggregate in asphalt mix was investigated. Several testing methods and numerical modelling were carried out to assess the mixture performance. Furthermore, Life Cycle Analysis (LCA) model was created using the software GaBi based on process parameters, asphalt mixture parameters, energy and emissions inventory, and impact assessment categories for production of selected asphalt mixtures proposed in this research. In order to obtain more realistic results in comparative LCA model, it was assumed that asphalt mixtures are produced in Boral asphalt plant located in Enfield, NSW, Australia, which is one of the largest asphalt plants in Australia. The process parameters and, particularly, the transport distances were considered as close as possible to the real situation. The results of laboratory investigation, numerical modelling and life cycle analysis indicated that the glass waste can be a viable material for improving the problem of high bitumen absorption of asphalt mixtures containing RCA.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655092</guid>
    </item>
    <item>
      <title>Performance of flexible pavements in container terminals</title>
      <link>https://trid.trb.org/View/1655091</link>
      <description><![CDATA[While, flexible pavements are the predominate pavement types used in container terminals throughout Australia, no standardised guidance exists either nationally or internationally combining all aspects required for the design, specification and management of flexible pavements for terminal operations. To address these deficiencies, the Australian Asphalt Pavement Association is undertaking a project to develop a fully calibrated design procedure for the design and specification of flexible pavements for container terminals. As part of this project, an assessment of the performance of flexible pavements at over 15 major container and intermodal terminals across Australia was undertaken. This study examined the performance and required level of serviceability of flexible pavements in container terminals, with the pavements in the study being in service for periods from 1 to over 30 years. Some pavements were specifically designed for container handling equipment and operations, while others used designs and materials typical for road and highway applications. Loading on these terminals included highway trucks, terminal trucks and trailers, front end loaders straddle and shuttle carriers. The study looked at the performance as a function of pavement and material design and specification, the required level of serviceability and resulting maintenance intervention requirements for terminal pavements. Pavement performance issues were found to include loss of surface shape, rutting, cracking, damage due to corner casting and damage caused by operations of the terminal, which may or may not effect performance. These were than used to emphasise the requirements for design and detailing of terminal pavements.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655091</guid>
    </item>
    <item>
      <title>Determination of critical loading for terminal operations</title>
      <link>https://trid.trb.org/View/1655090</link>
      <description><![CDATA[One of the most significant deficiencies in current design procedures for terminal pavements is the lack of guidance on how different modes of operations within terminals affect the critical loadings for pavement design. Not only does the type of container handling equipment effect the critical loading in the terminal, the layout and the associated mode of operation also has a significant effect. This lack of guidance makes it difficult for the terminal operator to brief the designer during the preparation of the design basis/employer’s requirements, and, for the designer to obtain the correct information such that accurate and economical design options can be derived. To achieve this, the designer needs to understand the full suite of physical and operational characteristics which influence the design, these include; container movement, internal road layout, stack operational layout, re-stacking requirements, lane widths and wander patterns, equipment axle layout and loading, distribution of container weights, amongst others. Designers need to invest time with terminal operators to accurately define and document how the operator uses or intends to use their fleet of equipment across the terminal. This paper presents a background to typical terminal modes of operation, equipment types and documents the required parameters, the designer needs to obtain from the terminal operator and a method for determining critical loadings and movements.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655090</guid>
    </item>
    <item>
      <title>Warm mix asphalt on the Easing Sydney’s Congestion Program. A success story of collaboration, sustainability and innovation</title>
      <link>https://trid.trb.org/View/1655089</link>
      <description><![CDATA[Australia’s population reached 25 million on 8 August 2018 and Sydney’s population is projected to double from the current 4 million to 8 million by 2060. This increase in population is placing additional demand on the State Governments and Roads Agencies to supply their customers with the infrastructure required to support this growth. Since its inception in 2016, the Roads and Maritime Services (RMS) Easing Sydney’s Congestion (ESC) Program in New South Wales has been delivering significant improvements to increase capacity specifically at major intersections thereby reducing Sydney’s congestion. The vision of the program is “making the customers’ journeys better by delivering high benefit programs and projects through low impact and smart solutions”. The Program is proving to be an example of the benefits of collaboration between Public and Private Sector under a consultant Partnership Agreement. Moreover, the ESC program has become a platform for innovation in achieving more sustainable pavements through the use of warm mix asphalt on each project. This paper describes the challenging conditions to deliver urban projects on the Sydney network, key issues encountered during design and specification and an initial assessment of the performance of the warm mix asphalt used on these projects.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655089</guid>
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