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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Synergy of industrial wastes in eco-friendly, air-cured alkali activated pavement concrete composites: properties, embodied carbon and energy assessment and modelling</title>
      <link>https://trid.trb.org/View/2663612</link>
      <description><![CDATA[Eco-friendly, air-cured alkali-activated slag concretes (AASC) were developed using recycled concrete aggregate (RCA) and waste foundry sand (WFS) as partial replacements for natural aggregates. Alkali activation was achieved through a sodium silicate–sodium hydroxide solution with a controlled activator modulus of 1.25. Mechanical assessment indicated optimal performance of the mix (50% RCA, 20% WFS) achieved high compressive strength (over 65 MPa at 28 days), along with satisfactory split tensile strength, flexural strength, modulus of elasticity, density, and reduced water absorption, fulfilling rigid pavement requirements. Life Cycle Assessment (LCA) revealed reductions of approximately 76% in embodied carbon and 43% in embodied energy compared to similar Ordinary Portland Cement pavement concretes. Machine learning (ML) regression models were developed to predict compressive strength, highlighting the influence of RCA and WFS with Linear-regression achieving the premier accuracy. The results confirm that RCA-WFS-based AASC composites present a viable, high-performance, and low-carbon alternative for sustainable pavement applications.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663612</guid>
    </item>
    <item>
      <title>Fly ash and natural rubber latex modified recycled aggregate concrete as sustainable rigid pavement surface</title>
      <link>https://trid.trb.org/View/2657846</link>
      <description><![CDATA[An integration of Recycled Concrete Aggregate (RCA) and Fly Ash (FA) into concrete represents a practical solution for sustainable construction by minimizing the use of natural resources and lowering carbon emissions. This research investigated the effects of incorporating Natural Rubber Latex (NRL) into FA-RCA concrete mixtures on both mechanical properties and environmental performance as a greener pavement concrete. Experimental evaluations included compressive strength (fc), flexural strength (ff), flexural fatigue behavior, and microstructural analysis using Scanning Electron Microscopy (SEM), and Energy-Dispersive X-ray spectroscopy (EDX). In addition, total CO₂-equivalent emissions were calculated based on the emission factors of each mix constituent. Results showed that moderate NRL content (r/b = 0.5–1.0 %) improved ff and fatigue life, particularly at FA replacement levels of 15–25 %, while higher r/b ratios led to diminished strength due to hydration retardation. SEM and EDX analyses revealed enhanced microstructural densification at optimal NRL dosages, while excessive latex introduced film barriers, limiting hydration. Furthermore, replacing cement with 25 %FA and 0.5 %r/b resulted in the lowest emissions (304.63 kg CO₂-e/m³) and the greatest fatigue life at 56 days (2863 cycles), whereas 20 %FA provided the most cost-efficient option (53.48 USD/m³); all mixes satisfied the Thai pavement strength requirements. The findings confirm that careful optimization of NRL and FA content in RCA-based concrete can simultaneously improve structural performance and reduce carbon footprint, supporting the development of low-carbon pavement surface materials.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657846</guid>
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    <item>
      <title>Innovation in Overlay and Retexturing on Top of Rigid Pavement</title>
      <link>https://trid.trb.org/View/2659806</link>
      <description><![CDATA[Overlay/retexturing of top Pavement Quality Concrete (PQC) surface is currently being used globally as new pavement or for preventive repair of rigid pavement. Thin over lay and retexturing may be applicable for the rigid pavement having too smooth surface or with minor to moderate unevenness/irregularities/faulting/scaling. The defective severity rating thus may range 2-3 (i.e., about 20-30% of the surface area defective as per IRC:SP:83) but without any structural damage; for continuous stretch. The distress may be due to slight rains/ movement of traffic on PQC just after construction on unmatured surfaced, poor bearing capacity due to settlement, un-dowelled joints in PQC. The thickness of milling/grooving shall be such that road shall be structurally sound even after milling/grooving also. Before commencing grinding operations, all forms of loose concrete in corners, potholes, pop outs etc shall be patched with elastomeric cement concrete or epoxy resin mortar to give best results. Special care is to be taken when machine is moving across joints to ensure that the sealant is not damaged in grinding operation. It is best to reseal post grinding. After grinding the slurry shall be cleaned using water jet/vacuum air & section shall be inspected using a straight edge. The permissible surface smoothness of PQC shall be such that the texture depth shall be not less than 0.3 mm. Retexturing is required if texture depth is less than 0.3 mm affecting 50% of the area and continuous up to 5 km, in case faulting 6-12 mm or bump 7-15 mm for old concrete roads as per IRC:SP:83. As per IRC: SP:17-2019, rigid overlay over rigid is commonly being adopted particularly at airports. As per Highway Design Manual, Caltrans (Chapter 640 on Composite Pavement), new composite pavement configuration consists of an asphalt layer over concrete surface layer (typically jointed plain concrete pavement or continuous reinforced concrete pavement). This practice is common in some countries like Japan and USA. In India, only for incidental works asphalt overlay over concrete surface may be adopted. The asphalt layer can be designed to provide structural value if required or to address functional goals for the pavement surface. Asphalt layers over lean concrete base or cement treated base are called semi-rigid pavement, and are considered to be flexible pavements. For new composite pavement, the primary function of the asphalt layer is to act as a thermal and moisture blanket to reduce the vertical temperature and moisture gradients within the underlying concrete layer and decrease the deformations caused by curling and warping of concrete slabs. The paper in brief thus covers different methods of providing retexturing of rigid pavement and/or asphalt overlay on it in case of emergency works or as per distress/site conditions. As per international practice for obtaining specified riding quality, with minimum noise pollution, comfort of ride, improving impermeability and minimum temperature gradient asphalt overlay over rigid pavement is being carried out.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659806</guid>
    </item>
    <item>
      <title>Parametric analysis of a dowelled construction joint for rigid aircraft pavement load transfer using finite element methods</title>
      <link>https://trid.trb.org/View/2643509</link>
      <description><![CDATA[Important to any rigid aircraft pavement design and construction are the construction joints between the paver runs. These joints are required to account for paver width and are typically dowelled to ensure load transfer through vertical shear to the adjacent slabs. Load transfer is the ability for a joint in a concrete pavement to transfer load from one slab to the next when trafficked, reducing edge stress and therefore the pavement thickness required. The load transfer ability of a dowelled construction joint can be affected by multiple factors, including load regime, dowel detailing, dowel looseness and sublayer support. This research used finite element methods to determine the significance of several factors on typical load transfer values. It was determined that the most significant factors to predict load transfer were wheel configuration, subgrade strength, dowel looseness and dowel spacing. This study also investigated the relationships between typical load transfer characterisation values, such as load transfer efficiency and the free-edge stress transferred. It was found that the commonly used stress-based load transfer value over-estimated the free-edge stress transferred assumed in contemporary pavement thickness design methods. Findings from this research can inform designers and specifiers in optimising joint systems for rigid aircraft pavements.]]></description>
      <pubDate>Sun, 22 Feb 2026 14:58:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643509</guid>
    </item>
    <item>
      <title>Cost assessment and strength properties estimation of high-performance concrete using a histogram gradient boosting model integrated with individual and ensemble optimisation algorithm</title>
      <link>https://trid.trb.org/View/2643504</link>
      <description><![CDATA[Flexural Strength (FS) and Compressive Strength (CS) are critical parameters in designing and evaluating rigid pavements and other concrete-based infrastructure, as mandated by relevant industry standards. Reliable forecasting models enhance efficiency by reducing lab tests and costs, aiding construction with accurate predictions of high-performance concrete properties and costs. Machine learning offers powerful tools for sustainable, economically viable structural design. This research centres on contrasting algorithms, specifically the individual Histogram Gradient Boosting (HGB) model, hybridised models (combination of HGB model and 2 distinct Optimisation algorithms, namely, Cheetah Optimiser (CO) and Aquila Optimiser (AO)), and ensembled approach (combination of HGB and AO-CO ensembled optimisation algorithm). In evaluating the accuracy of the obtained results by considering all data, it was evident from the R2 values that both the CS and FS investigations demonstrated high accuracy for the HGB?+?AO?+?AC (HGAC) model, with R2 values of 0.984 and 0.978, respectively. Additionally, the RMSE and MAE values for CS were 2.583 and 2.039, while for FS, they were 0.412 and 0.291 for HGB?+?AO (HGAO), respectively. When examining the cost of concrete mixtures, the HGAC model exhibited the best performance, with R2, RMSE, and MAE values of 0.985, 3.666, and 1.460, respectively.]]></description>
      <pubDate>Sun, 22 Feb 2026 14:58:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643504</guid>
    </item>
    <item>
      <title>Parametric analysis of a sinusoidal construction joint for rigid aircraft pavement load transfer</title>
      <link>https://trid.trb.org/View/2643680</link>
      <description><![CDATA[Construction joints are used between paver runs on rigid aircraft pavements to account for the paver width. These joints are generally dowelled to ensure load transfer to adjacent slabs. However, dowels increase construction complexity and can suffer from dowel looseness, which reduces load transfer. Consequently, alternate joints that do not use dowels, such as sinusoidal construction joints, are desirable. Sinusoidal construction joints are composed of several smooth waves formed in the concrete at the paver edge and have demonstrated similar load transfer performance to dowelled construction joints. However, the optimum sinusoidal shape for load transfer is unknown. Consequently, this research aimed to determine the optimal sinusoidal shape under a range of loading and pavement conditions through a parametric study using finite element methods. The load configuration, joint opening, sublayer strength and sinusoidal shape were all statistically significant factors in predicting load transfer. Additionally, the optimum sinusoidal shape is one that decreases the wavelength and wave quantity, and increases the wave amplitude.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643680</guid>
    </item>
    <item>
      <title>Back-calculating structural internal damage of semi-rigid asphalt pavements using RIOH test track surface deflection measurements</title>
      <link>https://trid.trb.org/View/2643649</link>
      <description><![CDATA[Accurately assessing internal structural damage in asphalt pavements is critical for optimizing maintenance strategies and extending service life. Falling Weight Deflectometer (FWD) results are commonly used to quantify reductions in structural bearing capacity and to back-calculate degraded layer moduli. However, these reductions may also result from environmental and aging effects, complicating interpretation. This study integrates the finite element method, artificial neural networks, and genetic algorithms to estimate damage density from FWD results and directly evaluate structural degradation. The method is applied to six pavement sections from the RIOH test track subjected to 78 million equivalent single axle loads (ESALs). A dual-parameter model describes the evolution of back-calculated damage density, with surface crack density used for independent validation. Results show that damage evolution strongly correlates with surface cracking, particularly within the first 40 million ESALs. Thinner asphalt layers and recycled mixtures accelerate damage accumulation, while permeable asphalt layers produce a stepwise damage progression consistent with surface crack development.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643649</guid>
    </item>
    <item>
      <title>Data-driven assessment of rigid pavement vulnerability in Texas coastal regions</title>
      <link>https://trid.trb.org/View/2663108</link>
      <description><![CDATA[This research aims to evaluate the vulnerability of rigid pavements in two major coastal districts of Texas (i.e., Beaumont and Houston) spanning about 900 miles using data-driven approaches. Particularly, the study will (1) identify the key factors contributing to rigid pavement distress under dynamic coastal weather conditions, and (2) develop data-driven strategies to enhance the durability and performance of these pavement networks. Multi-source datasets, such as weather, geotechnical, traffic, coastal proximity, and pavement conditions, will be collected and integrated to support this analysis. Weather data, including temperature and precipitation, will be obtained from national and global databases such as NOAA’s National Centers for Environmental Information (NCEI) and NASA Earthdata/GES DISC. Soil classification and geotechnical attributes will be sourced from the NRCS SSURGO (Soil Survey Geographic Database), while coastal proximity data will be derived from Google Earth. Traffic volumes and loading data will be gathered from TxDOT’s Statewide Traffic Analysis and Reporting System (STARS II). Pavement condition metrics, including distress quantity, distress score, condition score, and ride quality, will be extracted from the Texas Department of Transportation (TxDOT)’s Pavement Management Information System (PMIS) and supplemented with satellite imagery. By integrating these datasets, the project will perform statistical and spatial analyses to establish correlations between weather variables, geotechnical conditions, traffic patterns, and pavement performance indicators.]]></description>
      <pubDate>Thu, 29 Jan 2026 19:58:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663108</guid>
    </item>
    <item>
      <title>The influence of interlayer voids on the mechanical behavior of semi-rigid base asphalt pavement based on continuous-discrete coupled simulation</title>
      <link>https://trid.trb.org/View/2643749</link>
      <description><![CDATA[The long-term service of semi-rigid base asphalt pavements often leads to the formation of interlayer voids, a distress mode that is more severe than conventional debonding. This study employed a continuous-discrete coupled model to systematically investigate the influence of void width, void height, and material modulus on pavement mechanical behavior. The results indicate that increasing the void width markedly elevates interlayer shear stress and induces a transverse tensile stress zone at the bottom of the overlying layer, promoting simultaneous crack propagation in both transverse and upward directions. Conversely, as void height increases, the interlayer shear stress and the tensile stress zone diminish, allowing the pavement structure to settle into a new, relatively stable equilibrium state. Additionally, increasing the modulus of the lower surface layer effectively reduces both transverse tensile and shear stresses, thereby mitigating further void deterioration. These findings elucidate the complex mechanical responses induced by interlayer voids and offer theoretical guidance for improving structural design and prolonging the service life of asphalt pavements.]]></description>
      <pubDate>Mon, 26 Jan 2026 08:41:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643749</guid>
    </item>
    <item>
      <title>Influence of porosity and grouting percentage on the dynamic and static moduli of semi-flexible pavement incorporating reclaimed asphalt pavement</title>
      <link>https://trid.trb.org/View/2643611</link>
      <description><![CDATA[Semi—flexible pavement (SFP) has long been valued for its unique combination of flexibility and rigidity, offering performance benefits beyond those of conventional flexible or rigid pavements. This study develops a recycled semi—flexible pavement (RSFP) by incorporating reclaimed asphalt pavement (RAP) into conventional SFP, providing a sustainable alternative with comparable mechanical properties. A comprehensive investigation of the static and dynamic moduli—critical indicators of RSFP's mechanical behaviour—is conducted to evaluate the influence of porosity and grouting percentage. The compressive resilience modulus increased from 1872.7 MPa to 3243.4 MPa as porosity rose from 22% to 31%, and from 1138.2 MPa to 2529.7 MPa as the grouting percentage increased from 40% to 100%. The dynamic modulus also exhibited a similar upward trend: it increased from 11000 MPa to 21000 MPa with rising porosity (22% to 31%), and from 7200 MPa to 17000 MPa with increasing grouting percentage (40% to 100%), measured at 25°C and a loading frequency of 10 Hz. Analysis of master curves for dynamic modulus further reveals that higher porosity and grouting percentage reduce the temperature sensitivity of RSFP. The results confirm that porosity and grouting control are essential for improving RSFP's mechanical behaviour and service potential.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643611</guid>
    </item>
    <item>
      <title>Performance prediction models for flexible and rigid pavements – state-of-the-practice review for implementation in North America</title>
      <link>https://trid.trb.org/View/2643609</link>
      <description><![CDATA[The durability of pavement infrastructure depends on accurate distress and service life predictions. Empirical, mechanistic, and neural network models have been extensively developed to predict pavement distresses considering structural, traffic, and environmental factors, yet their accuracy varies due to inherent assumptions and diverse failure mechanisms. This paper presents a comprehensive review of pavement distress prediction models with an emphasis on selecting suitable mechanistic-empirical (M-E) models for integration into the Joint Evaluation and Design Integrated 2D (JEDI2D) pavement analysis platform developed by the U.S. Army Engineer Research and Development Center. The review critically evaluated existing predictive models for primary pavement distresses, including fatigue cracking, rutting, thermal cracking, roughness in flexible pavements, and transverse cracking, faulting, and roughness in rigid pavements, considering stabilised layers. Each model was assessed in terms of practical implementability, credibility, and complexity of required input parameters to identify the most suitable models associated with each distress type, such as the AASHTOWare Pavement ME models, which demonstrate robust validation, straightforward implementation, and established credibility. Furthermore, key research gaps were highlighted to guide future enhancements, emphasising the necessity of local calibration and advanced modelling techniques to improve accuracy and applicability for pavement management systems.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643609</guid>
    </item>
    <item>
      <title>Comparative life-cycle cost analysis of flexible and rigid pavement: a case study of four Arkansas roadway sections</title>
      <link>https://trid.trb.org/View/2643574</link>
      <description><![CDATA[Pavement management systems encompass pavement maintenance and rehabilitation (M&amp;R) as critical components to postpone reconstruction by addressing pavement deterioration in the early stages of service life. Life-cycle cost analysis (LCCA) serves as a financial tool within these systems, aiding in determining pavement alternatives. The objective of this study was to determine the life-cycle cost of flexible and rigid pavement alternatives, including initial construction, M&amp;R costs to users and agencies, and salvage value over 50-year life-cycle. The study examines four roadways having alternative flexible and rigid pavement designs using a deterministic approach. The frequency of treatment application varies based on average daily truck traffic. LCCA analysis shows that initial cost of pavements represented 72% to 91% of net present value (NPV), while user costs had negligible impact, comprising less than 6% of NPV for each alternative. The highest NPV observed is $0.90 M and $1.34 M for flexible and rigid pavements, respectively. The percentage difference between flexible and rigid pavement in NPV varies from 39% to 56%. In brief, LCCA indicates that flexible pavement is a more cost-effective alternative than rigid pavement across various traffic conditions and pavement thicknesses. However, actual performance in the field will ultimately determine their effectiveness.]]></description>
      <pubDate>Sat, 10 Jan 2026 18:02:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643574</guid>
    </item>
    <item>
      <title>Establishing Applicability of TSD Measurements for Rigid Pavement Assessment  </title>
      <link>https://trid.trb.org/View/2646970</link>
      <description><![CDATA[The Traffic Speed Deflectometer (TSD) offers significant advantages over traditional pavement evaluation methods like the Falling Weight Deflectometer (FWD) by enabling continuous, rapid assessment at traffic speeds, measuring deflection velocity profiles as opposed to the static deflection basins acquired by the FWD. However, the sensitivity of the TSD's laser Doppler sensors, particularly when applied to rigid pavements characterized by low magnitude deflections and inherent measurement variability, has hindered the reliable backcalculation of deflection parameters and consequently limited their usability for detailed structural evaluation. This research proposes to establish the applicability of TSD sensor measurements to establish means to estimate the structural integrity of jointed concrete pavements, in particular their load transfer efficiency. To that end, a comprehensive numerical simulation will be carried out to evaluate the impact of key rigid pavement parameters on measured deflection velocities to identify sensors that may be best suited for establishing relationships to estimate load transfer efficiency, with subsequent validation using existing field data from established test site databases. Ultimately, this research will provide pavement engineers with a clearer understanding of the capabilities of TSD technology for rigid pavement evaluation, enabling more informed decisions regarding its practical application in network-level structural assessment and the derivation of meaningful structural indicators. 

This study will employ a two-pronged approach. By means of numerical simulation, the dynamic response of rigid pavements under wheel loads will be developed, replicating the loading conditions of a TSD. This simulation will systematically investigate the influence of critical pavement parameters, such as slab thickness, modulus of subgrade reaction, joint stiffness, and the presence of anomalies.  The findings will then be validated using existing field data obtained from well-documented rigid pavement test sections where both TSD and FWD are available. By comparing simulated and measured deflection velocities and subsequently calculating analogous deflection indices, including a TSD-derived joint load transfer efficiency, the research will establish the conditions under which TSD data provides reliable information for rigid pavement assessment and determine the correlation and applicability of these new indices relative to established FWD-based indicators. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:26:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646970</guid>
    </item>
    <item>
      <title>Manual for Web-Based TxDOT Rigid Pavement Database</title>
      <link>https://trid.trb.org/View/2582267</link>
      <description><![CDATA[This document provides description of the rigid pavement database (called RPDB in this document) developed under Texas Department of Transportation (TxDOT) Research Project 0-5445. This document also provides a breakdown of the various components of the RPDB, including the database contents, managing and storing the data, developing a user-interactive web-application for enabling access to the database within a network, and accessing the data from the web-application. This document provides the end users and administrators with instructions to effectively manage, update, and retrieve the data from the RPDB using the tools within the web-application. In this sense, this document constitutes a user’s manual for RPDB. The RPDB might undergo certain modifications as further research efforts identify important information that needs to be included for the proper evaluation of portland cement concrete (PCC) pavement. For example, in the mechanistic-empirical pavement design guide (MEPDG), transverse crack spacing and load transfer efficiency (LTE) at transverse cracks in continuously reinforced concrete pavement (CRCP) are currently considered important variables in predicting CRCP performance. Based on that finding, substantial efforts were made to collect accurate information for those two variables statewide and they are the two primary structural responses included in the RPDB. More recent research efforts in other TxDOT research projects identified other variables that could be as important, such as deflection. The software used to develop this RPDB is quite versatile, and any future modification to the current RPDB could be achieved with minimal effort. Whenever changes and modifications are made to the RPDB structure or other structural responses are included, proper documentation will be made.]]></description>
      <pubDate>Mon, 24 Nov 2025 11:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582267</guid>
    </item>
    <item>
      <title>Utilisation of Red Mud as A Partial Replacement of Cement for Rigid Pavement</title>
      <link>https://trid.trb.org/View/2601402</link>
      <description><![CDATA[Red mud is a waste product generated in large quantities by the aluminium manufacturing industries. Presently, it is partially used as a backfill material for mines, and large amounts are dumped near the producing industries. It was used in cement concrete mixtures in combination with Ordinary Portland Cement (OPC) to enhance the short as well as long term strength and durability of concrete. A laboratory study was arrived out to evaluate the properties of fresh and hardened concrete samples prepared with 10 to 50 percent and 5 to 30 percent amount of red mud as partial replacement of OPC in Dry Lean Concrete (DLC) and Pavement Quality Concrete (PQC) mixes respectively. DLC mix samples were prepared at different water content (6, 6.5 and 7%) based on optimum water content for each mix with cement of 150 kg/m³  at 14:1 ratio of aggregate/cement. PQC mixes were prepared with 400 kg/m³  cement, water/cement ratio of 0.38 and 0.3% super plasticizer by weight of cement. To examine the gain in strength of concrete mixes, DLC mixes were cured for 7 days while PQC mixes cured for 7, 28 and 90 days. Control mix of DLC/PQC was also prepared for comparison. Compressive strength of both DLC and PQC mixes was evaluated. Additional tests were also carried out on PQC mixes viz. flexural strength, drying shrinkage, and abrasion resistance. Workability of PQC mixes reduces with increase of red mud in the mixes. Further increase in the amount of red mud beyond 40% and 20% in DLC and PQC mixes leads to reduced strength of the concrete at all ages. The results showed that PQC mixes for the construction of concrete road could be designed with 20% OPC replaced by red mud while 40% OPC replaced by red mud for DLC mix without compromising the requirement of short-term and long-term strength.]]></description>
      <pubDate>Wed, 05 Nov 2025 17:17:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601402</guid>
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