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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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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      <title>Traffic Data for Network Level Pavement Structural Assessment and Performance Grade Asphalt Selection</title>
      <link>https://trid.trb.org/View/2688791</link>
      <description><![CDATA[ruck traffic is an important input for pavement design and analysis. Proper characterization of traffic patterns contributes to the design of reliable and cost-effective pavement structures. Axle load spectra obtained from the Long-Term Pavement Performance (LTPP) database, together with local Annual Average Daily Traffic (AADT) data from Tennessee, were analyzed to establish regional Level-2 traffic inputs for the Mechanistic-Empirical Pavement Design in Tennessee. Hierarchical clustering was performed to characterize the traffic patterns among the analyzed Weight-in-Motion (WIM) sites, followed by the sensitivity analysis to evaluate the impact of generated traffic inputs. Truck factors derived from National Cooperative Highway Research Program (NCHRP), LTPP Typical, LTPP Global, and cluster-based datasets were compared with TDOT default values. Results demonstrate that cluster-based level 2 provides the closest performance predictions compared with those from the site-specific level 1 data. TDOT’s truck factors generally underestimate the structural number (SN) compared with the national datasets, whereas cluster-based local calibration tends to yield more conservative SN estimates for new pavement design. Additionally, the distribution of ESALs estimated from TDOT’s default data was employed to classify traffic into four loading levels (standard, heavy, very heavy, and extreme) to support network-level binder selection. This classification attempts to provide a more rational basis for selecting Performance-graded (PG) asphalt binder consistent with expected loading conditions. The backcalculated SN values, derived by the estimated ESALs, serve as a valuable benchmark for evaluating required pavement structural capacity and supporting both new design and rehabilitation planning at the network level.]]></description>
      <pubDate>Thu, 09 Apr 2026 11:37:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688791</guid>
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    <item>
      <title>Evaluation and Development of Cost Prediction Models for Resurfacing Projects to Improve M&amp;R Analysis and Project Development</title>
      <link>https://trid.trb.org/View/2688790</link>
      <description><![CDATA[Accurate preliminary cost estimates for resurfacing projects are essential to conduct a reliable Maintenance & Rehabilitation (M&R) analysis, prioritize projects, and optimize the use of available budget. However, the Tennessee Department of Transportation (TDOT) is currently using an outdated cost per lane mile data for such analysis, and hence the results of such analysis can be less reliable. To address the issue, this study develops a framework and a tangible tool entitled “Resurfacing Cost Prediction (RCP).” This framework and tool require limited project characteristics, such as, project length and location, that are available at the early phase of project development. The validation of the tool achieved 100% compliance for accuracy based on AASHTO Practical Guide for Cost Estimation for three treatment types for planning phase. The study also addresses another issue related to project bundling. TDOT creates bundles of resurfacing projects to attract more contractors, achieve lower cost per lane mile, and reduce administrative burden. However, TDOT lacks a systematic methodology to create project bundles. As such, it relies on manual identification of projects suitable for bundling. This manual approach can be very time-consuming and cumbersome, and it can create inconsistent bundles. To address this issue, an Automated Maintenance Project Bundling (AMPB) tool is developed. The tool was able to achieve up to 92% accuracy in correctly identifying if a project should be bundled or not. These frameworks and tools are expected to aid TDOT in improving the planning and execution of resurfacing projects while optimizing the use of available budget.]]></description>
      <pubDate>Thu, 09 Apr 2026 10:35:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688790</guid>
    </item>
    <item>
      <title>Effects of Extreme Climate Shifts to Pavement Infrastructure in Tennessee</title>
      <link>https://trid.trb.org/View/2688785</link>
      <description><![CDATA[Resilient pavement infrastructure is a dream of every transportation agency. Many factors affect the health of pavement infrastructure to include extreme climate shifts. This study evaluated the effects of climate shifts to pavement infrastructure in Tennessee. The study used AASHTOWare PMED software to predict distresses on selected pavement sections in Tennessee using historical MERRA climate data (or baseline) and machine learning projected climate scenarios. Results showed that pavement sections of the baseline scenario performed at an acceptable level to the end of design period. Climate data projections used machine learning models to predict five climate inputs: temperature, wind speed, percent sunshine, precipitation, and humidity from 2024 to 2044. NeuralProphet and LSTM models were selected for the study. However, the models did not capture peak temperatures accurately. A hybrid model, based on a Variational Autoencoder (VAE) with LSTM layers, gave more accurate results capturing peak temperatures. The VAE compressed the large climate dataset into a smaller representation to capture seasonal and temporal patterns, and the LSTM encoder learned the sequential climate data and reconstructed the values while keeping these critical weather patterns. Comparative analysis between historical and projected climate data files indicated that the projected climate data predicted distresses that were higher than historical climate data; however, the difference was not statistically significant and did not exceed the distress threshold at the end of design period. This indicates that there is no immediate need to change design and maintenance parameters for Tennessee, but close monitoring of weather events and improving severely distressed sections may be required. Moreover, historical climate data can still be successfully used to design pavements. Tennessee maintenance data showed a state average PSI of 3.35 and strong negative correlation of 68% between PSI and IRI, meaning PSI decreases with increase in IRI.]]></description>
      <pubDate>Thu, 09 Apr 2026 10:35:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688785</guid>
    </item>
    <item>
      <title>Balancing cost and responsiveness: Evaluating operational and geographic scenarios to advance sustainable supply chains with reusable packaging</title>
      <link>https://trid.trb.org/View/2679115</link>
      <description><![CDATA[Reusable packaging systems are increasingly recognized as a cornerstone of circular and sustainable supply chains; however, their operational management remains underexplored. Despite the growing emphasis on reusable packaging systems, most prior research has focused on design innovation, material substitution, or life-cycle assessment rather than on logistics optimization. Yet, the transportation and redistribution of reusable packages involve unique challenges — such as synchronizing delivery of full packages with pickup of empty ones, managing vehicle capacity, and responding to uncertain customer demands — that directly affect system responsiveness, cost efficiency, and environmental performance. Consequently, there is a pressing need for operational models that capture these dynamics and determine the conditions under which reusable systems can achieve both economic and environmental sustainability. This study addresses this gap by modeling reusable packaging logistics within the framework of the Dynamic Vehicle Routing Problem with Backhauls (DVRPB). Specifically, it examines how key operational factors — customer participation rate, vehicle capacity, degree of demand dynamism, reception time frame for online requests, and decision frequency — affect cost efficiency and system responsiveness in both urban and rural contexts. The adopted approach constructs an initial static routing plan for delivering full packages and picking up empty ones whose requests were placed the day before operations start, while dynamically inserting new pickup requests as they arise during the day. This approach mirrors real-world practices used by carriers such as UPS and Amazon, balancing computational tractability with operational realism. The findings offer actionable insights for designing responsive, cost-effective, and sustainable reusable packaging networks.]]></description>
      <pubDate>Thu, 09 Apr 2026 10:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679115</guid>
    </item>
    <item>
      <title>Evaluation of Foamed Glass Aggregate for Roadway Embankment Applications</title>
      <link>https://trid.trb.org/View/2689791</link>
      <description><![CDATA[Lightweight fill materials play critical roles in building infrastructure on challenging sites. Foamed glass aggregate (FGA) is a lightweight option that has attracted much attention lately. FGA is a processed recycled aggregate made from waste glass. The process involves grinding the glass into powder and melting it at a high temperature (e.g., 1,600°F) with a foaming agent (e.g., 2% by weight). In addition to its low compacted unit weight, FGA possesses several unique engineering properties, such as a high friction angle, good thermal insulation, high permeability, easy placement, and so forth. With these properties, the utilization of FGA could be a sustainable practice that contributes to the reduction of fill settlement over soft ground and environmental preservation by the reuse of waste glass. However, as with any emerging or unconventional material, a comprehensive engineering study of FGA is essential before its widespread application to prevent unsatisfactory performance. To that end, two types of FGA material (produced using either a dry or wet foaming agent) and two conventional soils (sand and clay, used as references) were procured for laboratory experiments. These experiments covered basic FGA characteristics, including gradation and volumetric properties, followed by mechanical properties such as axial compression compaction, one-dimensional consolidation, dynamic triaxial, and direct shear. In addition, a pilot fill construction was undertaken using FGA to determine the field compaction acceptance criteria. Results indicated that FGAs are viable lightweight fill materials. Further research is needed to monitor FGA performance through full-scale construction projects.]]></description>
      <pubDate>Thu, 09 Apr 2026 09:01:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689791</guid>
    </item>
    <item>
      <title>Ground LED flashing lights prevent children aged 9–12 wearing smartwatches from being distracted while crossing the street — An experiment in a real-road environment</title>
      <link>https://trid.trb.org/View/2681464</link>
      <description><![CDATA[Although many countries set the minimum age for children to cross streets alone at 9, the increasing popularity of smartwatches among children aged 9 to 12 has introduced new safety concerns. These wearable devices often distract young pedestrians, making them more susceptible to traffic-related hazards. To address this issue, the authors explored the use of ground-embedded flashing light emitting diode (LED) lights at pedestrian crossings—a relatively novel approach intended to recapture the attention of children distracted by their devices and to encourage safer crossing behavior. In this field-based study, the authors installed flashing LEDs at both signal-controlled and uncontrolled urban intersections. A total of 32 children (mean age = 10.35 years) participated in the experiment. Each child completed 8 crossing trials, which involved 2 types of intersections and 4 distinct distraction tasks. The 32 children recruited for the study were divided into two groups: one exposed to the LED-intervention condition, and the other assigned to the non-intervention (no-LED) condition, serving as the control group. The visual behavior of each child pedestrian while crossing was tracked using an eye-tracking system. The findings revealed that children in the LED-intervention group, compared to those in the no-LED condition, crossed the street approximately 14% faster, scanned for traffic 71.8% more often, and demonstrated an 8.4% higher visual sweep rate. Visualization of their gaze behavior showed broader and more dynamic visual search patterns when the ground LED lights were present, suggesting that the intervention successfully redirected the attention of distracted children toward the road environment. Further analysis showed that the LED lights were particularly effective for distraction types involving auditory tasks with preserved visual attention, such as talking on the phone or listening to stories. In contrast, the effect was less pronounced when children were engaged in visually or cognitively demanding tasks, such as looking at pictures or performing simple calculations. Additionally, when comparing intersection types, the intervention proved more effective at signalized intersections, showing significant improvements across all four distraction scenarios compared to unsignalized ones. In summary, the results suggest that installing ground flashing LED lights on both sides of crosswalks in urban intersections could help distracted pedestrians aged 9–12 cross streets more safely and independently. While the study highlights the behavioral benefits of the intervention in real-world conditions, further research is warranted to assess the feasibility of on-site implementation, as well as how such a system would perform under different traffic cultures and infrastructure settings, in order to support broader application of the findings.]]></description>
      <pubDate>Wed, 08 Apr 2026 15:32:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681464</guid>
    </item>
    <item>
      <title>Study on the dynamic characteristics of resilient subway wheels under environmental temperature variations</title>
      <link>https://trid.trb.org/View/2655760</link>
      <description><![CDATA[To investigate the impact of environmental temperature on the dynamic performance of resilient wheels, a study was conducted on the temperature-dependent characteristics of the rubber material used in resilient wheels. Based on the temperature variations observed in cities across different climatic regions in China, the mapping relationship between environmental temperature and the dynamic parameters of resilient wheels was explored, and a vertical dynamic model for subway vehicles incorporating resilient wheels under varying environmental temperatures was developed. Subsequently, a comparative analysis of the dynamic characteristics of subway vehicles with resilient wheels versus those with rigid wheels under ambient conditions was performed. The vibration damping performance of resilient wheels under different environmental temperature conditions was further analysed. Finally, a discussion on improving the temperature adaptability of resilient wheels was presented, focusing on two key factors: rim mass and radial stiffness. The results indicate that the rubber material in resilient wheels exhibits temperature-dependent characteristics, with its stiffness and damping exhibiting a nonlinear mapping relationship with environmental temperature. In the frequency range of 17–1000 Hz, the wheel/rail forces of resilient wheels show strong frequency-domain sensitivity to environmental temperature variations, exhibiting frequency drift under extremely cold conditions. Although resilient wheels generally provide better vibration damping than rigid wheels, their high sensitivity to environmental temperature prevents them from maintaining stable performance across the entire speed range. Consequently, to address the poor temperature adaptability of resilient wheels, it is recommended that design, testing, and maintenance standards be established in different regions to suit local environmental temperatures.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655760</guid>
    </item>
    <item>
      <title>Traction enhancement evaluation of Magnetite and Alumina</title>
      <link>https://trid.trb.org/View/2655758</link>
      <description><![CDATA[This study explores the application of traction-enhancing materials for railroad applications using the VT – FRA Roller Rig. Two oxides are investigated for their effectiveness in increasing traction without causing added wear. An ethanol-based slurry of Magnetite and Alumina is used to apply the powdered oxides onto the roller (rail) surface. The tests are performed with 5000 N wheel load and three discrete creepage conditions. The dynamic tests are performed with a cylindrical wheel to maintain the primary focus on the oxides and neglect any effect due to the wheel taper at large contact angles. Ten cubic centimetres of the Magnetite/Alumina and ethanol slurry are applied to the roller surface, and the alcohol is allowed to evaporate, leaving behind the dried oxide on the roller surface. The results indicate that both materials enhanced forces in the transient traction region. On average, Magnetite increases the traction rate by 90% and Alumina by 190%, compared with the dry condition. The findings suggest that the small particle sizes of Magnetite and Alumina contribute to traction enhancement, with Alumina being more than twice as effective in increasing traction.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655758</guid>
    </item>
    <item>
      <title>Optimization and validation of a thermal simulation model for tread braking using an innovative small-scale experimental rig</title>
      <link>https://trid.trb.org/View/2655754</link>
      <description><![CDATA[This study presents the development and calibration of a simulation model for analysing thermal behaviour during tread braking, using an innovative small-scale experimental rig called ‘4-contact machine.’ This small-scale rig replicates the simultaneous interaction between the wheel, brake blocks, and rails, offering a unique capability to simulate real-world braking conditions in a controlled environment. The model was calibrated with experimental data from a 300-s test, achieving close agreement between simulated and measured temperature distributions. Key thermal parameters, including thermal resistances and contact conductance between components, were optimized and validated using tests of different durations (150 s, 450 s, and 650 s). Heat partitioning between the wheel, brake block, and rail samples was consistent across tests of various durations, aligning with values reported in the literature. The model provides a reliable framework for simulating the thermal effects of tread braking, offering valuable insights for improving railway brake system design. Future work will explore the scalability of these results for full-scale applications.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655754</guid>
    </item>
    <item>
      <title>Evaluating a New Road Sign and Traffic Markings for Motorcycle Safety on Untreated Roads</title>
      <link>https://trid.trb.org/View/2655602</link>
      <description><![CDATA[Objective: This research investigated effects for new traffic markings on the user behaviour of motorcycle riders. Background: Across motorised vehicles, motorcycles represent the most vulnerable road users. Method: A road sign and traffic markings were installed at six trial sites. Data from video cameras at each site provided measures of rider behaviour in relation to speed, road position, brake use, and use of the traffic markings, before and after installations. Throughout this research 4652 motorcycle riders travelled through the sites. Of these 1542 riders were analysed in more detail to investigate the effects of the road safety intervention on rider behaviour. Results: At five sites speed was reduced by a significant margin. At four sites there were significant improvements in road position at the final traffic marking. At five of the trial sites on the apex of a bend, there were significant improvements in road position. Braking behaviour decreased at two of the trial sites. For use of the traffic markings a significant increase was observed across all the trial sites. Across the behaviour measures, the changes were still present 4 weeks later. At a comparison site no changes in behaviour were observed. Conclusion: The findings provide evidence of improved rider behaviour which are placed in reference to the Safe System principles for road safety and casualty reduction. Application: This research has generated international interest for installing the road sign and traffic markings in other regions and contributes to the Scottish Government’s Road Safety Framework to 2030 by reducing motorcycle casualties.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655602</guid>
    </item>
    <item>
      <title>Predictive Modeling of Graphene-Modified Warm-Mix Asphalt: Integrating Rheology and Stress Sensitivity</title>
      <link>https://trid.trb.org/View/2654544</link>
      <description><![CDATA[This study evaluates graphene oxide (GO) and reduced graphene oxide (RGO) as bitumen modifiers in warm-mix asphalt (WMA), focusing on durability and Marshall properties. Testing five concentrations (0.1%–0.5%), 0.3% GO/RGO demonstrated optimal performance. Rutting resistance, moisture susceptibility, fracture, and raveling loss assessments revealed enhanced WMA durability. Rheological analysis via dynamic shear rheometer showed RGO-modified bitumen (RGOMB) outperformed GO-modified bitumen (GOMB), with higher recovery percent and lower nonrecoverable creep compliance in multiple stress creep recovery tests. Both modifiers improved Marshall stability and indirect tensile strength (ITS) while boosting resistance to distress. Modified bitumen also exhibited reduced aging effects compared with virgin bitumen. Predictive modeling executed using principal component regression (PCR) and partial least-squares regression (PLSR) achieved high accuracy (R²=0.86, 0.92, 0.99, and 0.99 for PCR; 0.87, 0.92, 0.99, and 0.99 for PLSR), with PLSR proving more reliable for forecasting Marshall stability, ITS, rut depth, and Cantabro loss. Results highlight RGOMB’s superior performance, enhancing WMA mix longevity and mechanical properties.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654544</guid>
    </item>
    <item>
      <title>Axle load violations model for sustainable financing of road pavement maintenance in Nigeria</title>
      <link>https://trid.trb.org/View/2684430</link>
      <description><![CDATA[The sustainability of Nigeria’s federal highway network is increasingly undermined by persistent axle load violations among heavy goods vehicles (HGVs). Overloaded axles accelerate pavement deterioration, escalate lifecycle maintenance costs, and compromise freight system reliability. This study integrates engineering-based deterioration modelling with operations management principles to estimate pavement damage costs and develop a penalty-based financing framework. Using weigh-in-motion (WIM) systems, traffic and axle load data were collected across three freight-intensive corridors, namely Lokoja-Abuja, Ilorin-Jebba, and Abakaliki-Ogoja. Equivalent Single Axle Load (ESAL) analysis and econometric modelling were employed to quantify incremental damage and calibrate penalty functions. Findings reveal systemic overloading, with corridor-specific damage costs ranging from ₦0.74 to ₦5.70 per ESAL and violation rates exceeding 70% on high-intensity routes. A log-linear penalty model was developed, explaining over 80% of the variability in cost recovery estimates. The study demonstrates that monetizing axle load violations through calibrated penalties can transform enforcement into a sustainable financing mechanism. The contribution lies in extending operations management theory by embedding asset management, externality internalization, and game-theoretic principles into road infrastructure governance. The proposed model offers a scalable framework for enhancing infrastructure resilience, optimizing maintenance funding, and improving regulatory compliance in Nigeria and other Sub-Saharan African economies.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:41:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684430</guid>
    </item>
    <item>
      <title>Potential application of jet 3D printing technology for crack repair on asphalt pavement</title>
      <link>https://trid.trb.org/View/2686850</link>
      <description><![CDATA[To clarify the key points and direction of injection 3D printing technology for repairing pavement cracks, the types and repair methods of common pavement cracks are summarized, and the characteristics of pavement crack repair methods are introduced, including advantages of the injection method. Two kinds of 3D printing technology, 3D printing main molding technology and the advantages of 3D printing technology for repairing pavement cracks are introduced. Based on injection method and 3D printing technology, the injection 3D printing technology, equipment and 3D printing materials are proposed in this paper. It is summarized as follows. (1) Jet 3D printing technology is used to repair pavement cracks without slotting cracks. Repair material in the nozzle is jetted at a high speed, and the bond strength with crack wall is high, the repair effect is good. (2) Research on the technology of automatically determining the print path after the equipment identifies cracks, so that the equipment can complete the two processes of picture confirmation print path and print head jet repair material at the same time. The efficiency and accuracy of printing cracks are improved. (3) Emulsified asphalt is modified by mineral powder, water-based epoxy resin and styrene-butadiene rubber. Asphalt is modified by rubber, SBS, polyethylene, epoxy resin, etc., or by adding two or more polymers. The materials such as polyurethane and adhesive can be modified by titanium dioxide/shape memory polyurethane composite material and Duct Tape Federation (DTF) self-adhesive suture tape. Our research group intends to use rubber and C9 petroleum resin to modify SBS modified asphalt. It can obtain a 3D printing asphalt pavement crack repair material with good viscosity, elasticity, high temperature stability and low temperature ductility. (4) Strengthen the research on printability of asphalt, the bonding strength between repair materials and crack edges, and other performance tests. Evaluation indicators should achieve a unified standard.]]></description>
      <pubDate>Tue, 07 Apr 2026 09:16:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686850</guid>
    </item>
    <item>
      <title>Hierarchical applications of brick–concrete construction and demolition waste: From concrete/mortar to pavement engineering and pollutant adsorption</title>
      <link>https://trid.trb.org/View/2686698</link>
      <description><![CDATA[Escalating urbanization has led to a surge in construction and demolition (C&D) waste, with the construction industry being a major contributor to global material consumption and landfill burdens. Applications of brick–concrete C&D waste have emerged as a critical topic in sustainability research, given their potential environmental and economic benefits. This review focused on the hierarchical applications of brick–concrete C&D waste across three tiers, concrete/mortar, pavement engineering, and pollutant adsorption, according to the waste-management hierarchy. Sorting methods for brick–concrete C&D waste were introduced, including direct and indirect sorting techniques, emphasizing their efficiency and accuracy in separating waste components. Furthermore, the review delved into the application of this waste in civil engineering, focusing on its application scenarios as recycled aggregates and recycled powder in concrete, mortar, and pavement engineering. It discussed the properties of recycled aggregates, their differences from natural aggregates, and explored the impact of incorporating recycled materials on the performance of concrete and mortar. Additionally, the adsorption capacity of brick–concrete C&D waste for pollutants highlighted its potential in environmental engineering. Future research should leverage the unique properties of recycled materials and address existing challenges to promote effective, high-value utilization. Overall, the aspects involved in this paper hold significant promise for promoting the effective hierarchical application of brick–concrete C&D waste.]]></description>
      <pubDate>Tue, 07 Apr 2026 09:16:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686698</guid>
    </item>
    <item>
      <title>Assessment of Resilient Modulus Testing Methods and Their Application to Design of Pavements</title>
      <link>https://trid.trb.org/View/2680620</link>
      <description><![CDATA[Resilient modulus (RM) is an important property of subgrade soils that accounts for repetitive loads due to vehicular traffic. Since AASHTO recommended its use in pavement design in 1986, various transportation agencies have devised procedures for testing and evaluation of RM. A comprehensive literature search was conducted in this study with two objectives in mind: (i) to obtain information on current practices pertaining to RM testing of subgrade soils; and (ii) to compile information pertaining to the collective experience of various agencies in correlating RM with other engineering soil properties. Practices adopted by different transportation agencies in testing RM are not identical; some follow AASHTO guidelines, while others differ. The differences are centered around deviator stress, rate of loading, confining stress, moisture-density relationship, specimen preparation and stress sequence. The well known relationship between RM and CBR, proposed by AASHTO, does not correlate well for many soils. Efforts have been made by various researchers to correlate RM with other factors including clay, silt and organic carbon contents, plasticity index, liquid limit, group index, compressive strength, initial elastic modulus and confining pressure. Very limited efforts have been directed toward understanding the RM characteristics of bonded materials and aggregate bases.]]></description>
      <pubDate>Mon, 06 Apr 2026 16:11:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680620</guid>
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