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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>Reducing the Global Warming Potential of Structural Reinforced Concrete: A Case Study</title>
      <link>https://trid.trb.org/View/2301621</link>
      <description><![CDATA[Overall, roughly a quarter of global greenhouse gas emissions are associated with the production of structural materials. Among those, approximately 7% are linked to the production of cement, which is one of the key ingredients in concrete, although it only counts for 10% of the concrete mix. Over the last 50 years, the worldwide production of cement has increased almost tenfold. In light of that number - which does not account for the other components of reinforced concrete- and in order to meet the requirements of the Paris Agreement, there needs to be a significant reduction of the carbon impact of the construction industry. Arup has led an initiative to provide recommendations on how to improve concrete mixes and reduce their Global Warming Potential (GWP). This paper presents the highlighted recommendations and presents as a case study the results obtained from a project that followed these recommendations. The case study involved the replacement of rail platforms using low-carbon precast curb units. A review of key factors and avenues to improve the carbon impact of concrete mixes is presented and recommendations are given. The application of those recommendations and their impact on the project are discussed. Setting environmental targets allowed a reduction of the GWP of the concrete mix used by 50% compared to the average in the precast concrete industry, without inducing costs or delays. The success of the initial project has led to these recommendations being used on a subsequent platform project at a different site.]]></description>
      <pubDate>Mon, 04 Dec 2023 16:47:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301621</guid>
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    <item>
      <title>Ballastless track : minimizing the climate impact</title>
      <link>https://trid.trb.org/View/1948872</link>
      <description><![CDATA[Railway transportation is becoming increasingly important for transport of passengers and goods in Sweden, Europe and many parts of the world. Ballastless (slab) railway systems are increasingly in use; however, their construction is known to cause a substantial climate impact. The objective of this study was to investigate possible methods to reduce greenhouse gas (GHG) emissions of slab tracks and to provide required knowledge to identify the methods with high potential for further development. The approach adopted in this study consists of two steps. first, a comprehensive literature study was carried out, including a survey of existing methods for reducing GHG emissions for slab tracks, and of those which require further research. These methods are presented and assessed with respect to criteria related to potential benefit, possibility to use in large volumes, quality assurance and cost. In the second step, recommendations are made on which of the different methods of reducing GHG emissions are suitable to further develop in future projects.]]></description>
      <pubDate>Fri, 06 May 2022 17:07:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948872</guid>
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    <item>
      <title>Response of Portland Limestone Cement Concrete to High Concentration of Chloride-Based Salts</title>
      <link>https://trid.trb.org/View/1754907</link>
      <description><![CDATA[General use limestone (GUL) cement is now permitted in the production of all classes of concrete in Canada. Its contribution to reduction in greenhouse gas emissions and sustainable construction is the main driving force for its development globally. However, there has been dearth of information on the effect of GUL on performance of concrete exposed to high concentration of chloride-based salts. Therefore, the aim of this study is to investigate the response, in terms of physico-mechanical properties and microstructural features, of concrete made with GUL without or with fly ash to highly concentrated chloride solutions (NaCl, MgCl2 and CaCl2). A continuous immersion exposure at 5°C was used to promote formation of complex salts (oxychlorides). The results revealed that GUL mixtures exhibited better resistance to de-icing salts due to synergistic physical and chemical actions of limestone in the cementitious matrix. The resistance of concrete exposed to de-icing salts is a function of physical penetrability (magnitude of intruding solution), amount of aluminate in cement and content of portlandite available for chemical reactions in the hydrated paste. The incorporation of high volume fly ash (30%) had a pronounced effect on improving the concrete resistance to damage as reflected by sound mechanical properties and longevity.]]></description>
      <pubDate>Tue, 01 Dec 2020 13:58:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1754907</guid>
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    <item>
      <title>Nedbrytning hos betongprovkroppar med slagg, flygaska och kalkstensfiller efter 4 vintersäsonger vid Rv 40</title>
      <link>https://trid.trb.org/View/1748864</link>
      <description><![CDATA[The purpose of this project is determine the degree of degradation of concrete mixtures with slag, fly ash and limestone after 4 years of road exposure at Rv40. The results from field exposed specimens are compared with laboratory tests of the salt freeze resistance on specimens from the same mixtures. These tests were carried out in previous research projects. In addition to further knowledge of degradation in concrete with slag, fly ash and limestone fillers in the road environment, this will provide indications of the existing test method (CEN / TS 12390-9, scaling, and SS137244) applicability and possible improvement needs. Within the previous project, only measurement of the decomposition of the 14 mixtures was held after a winter's exposure at Rv40. After 4 years it should be possible to get indications of how the salt freeze resistance varies in the 14 mixtures that were done in 2014 and 2015 and how this correlates with the results of the laboratory tests. Repeated measurements are proposed after a further 3 + 3 years. Funding for this is requested separately when applicable. On the field samples, the external and internal degradation of the specimens will be recorded by measuring volume change, self-frequency change and ultrasonic measurement. Depending on the degree of degradation, some specimens may be analyzed by other methods, e.g. microscopy, chloride measurement, carbonation measurement or the like. The results will be used in regulations and ama. The hope is that concrete with fly ash and slag gives equivalent results as concrete with pure Portland cement. This would ensure the use of cement that produces less CO 2 emissions.]]></description>
      <pubDate>Mon, 02 Nov 2020 14:09:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1748864</guid>
    </item>
    <item>
      <title>Askor för konstruktionsändamål: slutrapport 2016-03-15</title>
      <link>https://trid.trb.org/View/1426671</link>
      <description><![CDATA[Today in Sweden, biofuels and waste are the main fuels for the production of district heating and contributes to production of electricity. During combustion of biofuels and waste, it is also generates residues, so-called energy ashes. Large parts of the ashes have in original form or after sorting and processing good properties for construction purposes. Current use of energy ashes in Sweden are mainly as construction materials within the waste facilities as coverage of old waste dumps.. However, the need is decreasing as the coverage of many waste dump sites are about to be completed within the next 5—6 years. Therefore, there is a need for new applications for energy ashes. To deposit the ashes is a bad management of resources. Many ash producers have instead the ambition to use energy ashes for structures in society, such as in roads, parking lots and other fixed construction purposes. By using energy ashes for constructions and thus replacing virgin raw materials, the energy and waste system become more sustainable. This is an important factor for all the parts involved and shows concretely how circular economy can be created. Unless other disposal options evolve the cost will increase dramatically for ash management which stresses energy producers and ultimately also the end customer.]]></description>
      <pubDate>Mon, 17 Oct 2016 12:02:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426671</guid>
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    <item>
      <title>Structural characteristics of stabilized base materials</title>
      <link>https://trid.trb.org/View/1404666</link>
      <description><![CDATA[As a type of traditional materials, stabilized materials or semi-rigid base materials are widely used in all grades of pavement in China. As well as other materials, performance of stabilized base materials are not only related with its composition but also controlled by its structure. Performance of stabilized base composed by same materials is different in practice. According to the distribution of coarse and fine aggregates stabilized base can be divided into four structure types. They are skeleton-dense structure, skeleton-porous structure, suspension-dense structure and uniformity-dense structure. Types of base material have specific physical concepts. It can be made sure by the ratio between residual void of compacted coarse aggregate and the volume of compacted fine aggregate and binder material. It also can be checked by indoor tests. Structure type of stabilized base material is controllable and realizable in mix proportion design. Systemic tests indicate that performance of stabilized material with different structural type is featured and skeleton-dense structure is better than suspension-dense structure in performance of cracking and erosion resistance. The testing results, for three structural types of cement stabilized crushed stone including suspension-dense, skeleton-dense and skeleton-porous structures, for two structural types of lime fly-ash stabilized crushed stone including suspension-dense and skeleton-dense structures, were presented in this paper.]]></description>
      <pubDate>Thu, 21 Apr 2016 12:36:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404666</guid>
    </item>
    <item>
      <title>Possibilities of utilization of alternative materials within railway trackbed</title>
      <link>https://trid.trb.org/View/1404656</link>
      <description><![CDATA[One of the main objectives of the research work carried out by the Department of Railway Structures, Faculty of Civil Engineering, Czech Technical University in Prague is to investigate utilization possibilities of granular recycled materials and by-products within railway structures. This article summarizes results of a research which was carried out between years 2005 and 2012. The main goal of the research was to assess key parameters of granular recycled materials and by-products from the point of view of their possible utilization within trackbed. Three different types of granular materials were investigated. Particularly, these were stabilized fly ash from a coal-fired thermal power plant, recycled asphalt pavement material (RPM) and crushed concrete made by crushing used railway sleepers. For each material the article introduces the most important results gained by testing of laboratory specimens as well as full-scale laboratory models. The stabilized fly ash was investigated for the longest period of time. In 2005, a test section of railway track utilizing the stabilized fly ash within bound trackbed layer was constructed. The article shows results of the test section monitoring gathered between 2005 and 2011.]]></description>
      <pubDate>Thu, 21 Apr 2016 12:34:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404656</guid>
    </item>
    <item>
      <title>Kontroll och uppföljning av askvägar: kommunikation och acceptans</title>
      <link>https://trid.trb.org/View/1375782</link>
      <description><![CDATA[Stabilization of unbound layers of road structures is a promising technique from technical, economical and environmental point of view. The method is not commonly in practice in Sweden for public roads. Although, this method is believed to have good potential as it increases the road constructions bearing capacity. The most common binder used is cement, lime and slag, but alternative binders like fly ash are also of interest. Due to the comparatively short time stabilized layers have been used in Sweden, experience of durability is limited. A Swedish manual for stabilizing terrace and unbound layers is lacking and as a result of that the method as well as fly ash as binder component has a long way before being accepted. One major objective against the stabilization technique is the lack of experience in cold climate regions. Fly ash has good geotechnical properties and has been used as binder replacement. An important driving force of ash producers is to find deposition alternatives for big volumes of fly ash. Today fly ash is mainly used as leveling layer in landfills, to stabilize unbound layers in constructions of industrial areas with demand on high bearing capacity and in some cases in gravel roads. The aim of this project was to evaluate what parameters should be measured in order to show how bearing capacity of the road develops and to evaluate the life time of the construction. The objectives were to aid the use of stabilization of unbound layers with fly ash as binder component. The target groups of the project were road administration, entrepreneurs and environmental authorities. Four pilot objects were studied within the frame of this project, a national highway (Rv90), a gravel road outside Hallstavik and two industrial areas, one at Lungviksverket (Östersund) and one at Dåvamyran (Umeå). These sites were investigated with regard of bearing capacity and/or environmental properties. An interview series were conducted with 12 key actors and a SWOT (strength, weakness, opportunity threat) was made for fly ash as binder component.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:06:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375782</guid>
    </item>
    <item>
      <title>Investigation of Thermal Behaviour and Structural Capacity of Bottom Ash as an Insulation Layer (Poster)</title>
      <link>https://trid.trb.org/View/1343488</link>
      <description><![CDATA[A combination of prolonged low temperatures, shallow water table and frost susceptible subgrade soil can result in frost heave of pavements during the winter. Also, during the thaw season, pore water pressure builds up in the subgrade soil, reducing the subgrade modulus and degrading the structural adequacy of the pavement. Insulating the pavement foundation is a common strategy in cold regions to prevent frost penetration into the pavement during the winter months. Structural capacity of the pavements containing insulation layers requires investigation to ensure a sufficiently strong foundation to carry the traffic. Higher R-value of Polystyrene resulted in a decrease in frost depth by at least 40% in comparison to the Control Section, While the BottomAsh displayed a 28% reduction in frost depth. Average GBC and subgrade moduli remain approximately similar in one year of test. Using Bottom Ash and Polystyrene decreased HMA modulus by 28 and 9%; and the subgrade modulus by 12 and 26%, respectively. Using Bottom Ash increased the GBC modulus by 30%, while Polystyrene decreased the GBC modulus of by 32%. Predicted rutting was consistent for Bottom Ash and Control Section (2.3 cm after 20 years), while the Polystyrene Section experienced higher rutting (2.9 cm). Bottom Ash Section outperformed both Control and Polystyrene Section by showing the alligator cracking as low as 3.6%.]]></description>
      <pubDate>Fri, 13 Feb 2015 16:24:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343488</guid>
    </item>
    <item>
      <title>Penetration of water and chloride dissolved in water into concrete under hydraulic pressure</title>
      <link>https://trid.trb.org/View/1314907</link>
      <description><![CDATA[Migration of dissolved ions into concrete by capillary absorption (convection) and by diffusion has been studied in great detail in recent years. These two processes are considered to be major mechanisms of chloride penetration into concrete in contact with seawater or with water containing deicing salt. In practice, however, there exist many reinforced concrete structures, such as harbor constructions, subsea tunnels or bridge pillars, which are in permanent or temporary contact with salt containing water under considerable hydrostatic pressure. Penetration of chloride into concrete under hydrostatic pressure has been investigated to the same extent so far. Chloride penetration into concrete under the influence of a hydrostatic pressure has been studied on five types of concrete. The influence of blended cements has been investigated in particular. The results indicate that a pressure less than 0.1 MPa has hardly any influence on chloride penetration. Once the water pressure overcomes 0.3 MPa, the water and chloride penetration depth as well as the chloride content at a given exposure time increase significantly. If fly ash and slag are added to Portland cement, the resistance with respect to water and chloride penetration increases. Longer moist curing reduces the rate of chloride penetration. If an aqueous salt solution penetrates into concrete under hydrostatic pressure, the dissolved chloride does not follow the penetrating water but it is accumulated in a surface near zone. The porous structure of concrete obviously acts like a molecular filter. The ratio between water and chloride penetration depths can be expressed by means of an exponential function. (A)]]></description>
      <pubDate>Thu, 03 Jul 2014 15:24:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1314907</guid>
    </item>
    <item>
      <title>Composition and properties of SHCC. Part 1: Influence of composition of cement-based matrix on strain capacity and crack distribution. Part 2: Influence of elevated temperatures and freeze-thaw cycles on strain hardening cement-based composites</title>
      <link>https://trid.trb.org/View/1314906</link>
      <description><![CDATA[SHCC is a large family of cement-based materials with very different properties. This is a potential for intelligent materials architecture. In part 1, different types of SHCC have been prepared and tested. Properties of SHCC made with two different types of fly ash have been determined. In addition SHCC has been prepared with quartz sand with different grading and with local river sand. The grading has a strong influence on properties of SHCC. The different types of SHCC were characterized by their stress-strain diagram and by the crack width distribution. Finally the influence of silica fume was studied. The results show clearly the potential for development of types of SHCC for specific applications. In part 2, three different types of SHCC have been prepared and tested after exposure to elevated temperatures. The freeze-thaw resistance has been measured on one type of SHCC. SHCC made with quartz sand was more temperature sensitive than SHCC made with regional river sand. If SHCC was exposed to temperatures higher than 80 degrees celcius the maximum crack width under imposed strain of 0.5 % increases to values above 80 micrometres. SHCC made with river sand can support 200 freeze-thaw cycles without obvious damage. For applications at elevated temperatures and in climatic zones with many freeze-thaw cycles the composition of SHCC has to be optimized specifically. (A)]]></description>
      <pubDate>Thu, 03 Jul 2014 15:24:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1314906</guid>
    </item>
    <item>
      <title>Best Practices Guide for the Use of Recycled Materials in Transportation Infrastructure</title>
      <link>https://trid.trb.org/View/1301899</link>
      <description><![CDATA[Historically, the methods that have been used for evaluating the engineering and environmental suitability of new potentially recyclable materials have varied significantly across jurisdictions. As a consequence, both an 'applicant' (who might be an agency, constructor or supplier) who desires to use a recycled material, and a 'decision maker' (owners, specifiers or designers) who must determine the suitability of the application, in many cases do not have a clear or consistent approach (an evaluation framework) that can be used to proceed with such an evaluation. The objective of this document is to provide a guide for use by agencies in identifying the various types of recycled materials and technologies which are available to them, along with their most practical/successful uses in transportation infrastructure applications. The focus of the document is on waste and industrial by-product materials that are suitable as replacements for natural aggregates in transportation infrastructure projects. Twenty-two materials have been evaluated and grouped into six main categories: asphalt concrete, portland cement concrete, granular base and subbase materials, embankment and fill construction, stabilized bases and flowable fills. (A)]]></description>
      <pubDate>Tue, 11 Mar 2014 11:02:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1301899</guid>
    </item>
    <item>
      <title>Hydrated Lime and Lime Kiln Dust as Additives for CIR and FDR Materials Treated with Asphalt Emulsion and Foamed Asphalt</title>
      <link>https://trid.trb.org/View/1263258</link>
      <description><![CDATA[Nowadays, a lot of research is being done on many different aspects of pavement maintenance and rehabilitation in order to increase the lifespan of current roadways. In-place recycling, mostly cold such as Cold In-place Recycling (CIR) and Full Depth Reclamation (FDR), has become an interesting option because of its lower cost when compared to complete reconstruction, but also since it does increase the pavement life while having minimal effect on the environment. In order to demonstrate the performance of lime, as hydrated lime or lime kiln dust, a research program investigating the effectiveness of those materials when used in FDR or CIR mix designs was performed. Samples of CIR and FDR (with 50 percent Reclaimed Asphalt Pavement, RAP and 50 percent aggregates) were prepared in laboratory and treated with either asphalt emulsion or foamed asphalt, as well as cement, hydrated lime, or Lime Kiln Dust (LKD). Marshall stability and indirect tensile strength were verified for each mix after different curing time. The results have shown that the use of hydrated lime or LKD in CIR or FDR with asphalt emulsion or with foamed asphalt is a good alternative to the use of cement. (A)]]></description>
      <pubDate>Tue, 24 Sep 2013 12:57:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263258</guid>
    </item>
    <item>
      <title>Improving the mechanical properties of CBMs using waste fly ashes</title>
      <link>https://trid.trb.org/View/1240094</link>
      <description><![CDATA[The central intention of this work is to offer new Cold Bituminous Emulsion Mixtures (CBEMs) alternative for road and airfield pavement having less cost and environment impacts, as well as disclose high engineering properties. This paper displays the experimental tests and results obtained from incorporating two types of waste fly ashes into CBEMs; pozzolanic and hydraulic fly ashes. Whereas, waste fly ashes material have been examined to prove their validity to improve the mechanical properties of CBEM’s. Fundamental experiment tests were used to evaluate the new CBEMs for road paving and compared the mechanical properties to traditional Hot Mix Asphalt (HMA). The mixtures’ mechanical properties of the new CBEMs are promising as an energetic alternative for highway and airfield pavement market. The new CBEMs that comprised hydraulic fly ash as a replacement of conventional mineral filler showed high stiffness modulus and creep stiffness in compared with the soft and hard HMA. Furthermore, the pozzolanic fly ash proved its validity when activated by the hydraulic fly ash and consequently further improvement achieved. Keywords: cold bitumen emulsion mixtures, fly ash, stiffness modulus, creep stiffness.The central intention of this work is to offer new Cold Bituminous Emulsion Mixtures (CBEMs) alternative for road and airfield pavement having less cost and environment impacts, as well as disclose high engineering properties. This paper displays the experimental tests and results obtained from incorporating two types of waste fly ashes into CBEMs; pozzolanic and hydraulic fly ashes. Whereas, waste fly ashes material have been examined to prove their validity to improve the mechanical properties of CBEM’s. Fundamental experiment tests were used to evaluate the new CBEMs for road paving and compared the mechanical properties to traditional Hot Mix Asphalt (HMA). The mixtures’ mechanical properties of the new CBEMs are promising as an energetic alternative for highway and airfield pavement market. The new CBEMs that comprised hydraulic fly ash as a replacement of conventional mineral filler showed high stiffness modulus and creep stiffness in compared with the soft and hard HMA. Furthermore, the pozzolanic fly ash proved its validity when activated by the hydraulic fly ash and consequently further improvement achieved. Keywords: cold bitumen emulsion mixtures, fly ash, stiffness modulus, creep stiffness.]]></description>
      <pubDate>Mon, 04 Feb 2013 14:34:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1240094</guid>
    </item>
    <item>
      <title>Edmonton Experience with Bottom Ash and Other Insulating Materials for Mitigation of Frost Heave Induced Damage in Pavements</title>
      <link>https://trid.trb.org/View/1125237</link>
      <description><![CDATA[Edmonton, Alberta, has extensive areas of lacustrine silt and clays. Where shallow groundwater is present or deeper cuts are performed for new roadway construction, the silts and clays are weak and saturated, exhibiting severe frost heave in winter along with loss of strength upon thawing. Construction of several roadway projects in these lacustrine silts and clays have used an insulating layer of bottom ash in lieu of polystyrene insulation. Where grades are flat and drainage is poor, it can be a challenge to construct a roadway section bearing on the saturated silts as they quickly lose strength with construction equipment traffic and provide an unstable platform for layout of the insulation sheets. Bottom ash has proven to be an effective stabilization layer in addition to providing insulating properties as it drains well and has angular particle sizes which provide a stable working platform when placed on top of the exposed silt. This paper presents case histories of several roadway projects in Edmonton comparing the design, cost and performance of roadway projects constructed with polystyrene, bottom ash and alternate frost heave mitigation strategies. Thermal modeling was used to evaluate the insulating properties of bottom ash and proposed alternate subgrade concepts. Advantages and limitations of each frost heave mitigation strategy are presented to provide a basis for comparison and to aid in selection for design of new roadway sections in similar environments. Pavement design considerations are also discussed. For the covering abstract of this conference see record control number 201111RT334E.]]></description>
      <pubDate>Mon, 09 Jan 2012 12:42:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125237</guid>
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