<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Performance Evaluation of Cell-Filled Concrete Pavements in Rural Roads of Odisha</title>
      <link>https://trid.trb.org/View/2678105</link>
      <description><![CDATA[Rural roads constitute one of the largest road networks in India. The choice of construction materials and technologies for these roads can significantly impact their carbon footprint. India's rural roads have implemented several new pavement technologies to reduce the carbon footprint without compromising performance. Cell-Filled Concrete Pavements (CFCP) are one such new technology, which consists of plastic cells filled with cement concrete. This technology eliminates the need for contraction, construction, and other types of joints, thereby reducing costs and the need for maintenance. Past studies on CFCP in India have mainly focused on the structural aspects without giving due importance to overall performance. This study investigated the structural and functional performance of twelve sections of CFCP in Odisha. Further, laboratory investigations were conducted on the material obtained from the field. The concrete core study indicated that porosity was relatively higher, resulting in reduced ultrasonic pulse velocity and in-situ compressive strength, as estimated by a rebound hammer. The condition survey indicated that edge breaking, raveling, and rutting were predominant distresses, which need special attention. Furthermore, Falling Weight Deflectometer (FWD) studies have highlighted the importance of a strong base layer and higher field dry density in the subgrade layer for improved structural performance. Based on the findings, the study recommends a cross-section of CFCP with edge restraint and low-slump (< 40 mm) concrete for enhanced performance.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678105</guid>
    </item>
    <item>
      <title>Numerical and experimental investigation of void clogging removal in porous asphalt pavements</title>
      <link>https://trid.trb.org/View/2679125</link>
      <description><![CDATA[Porous asphalt pavements are designed to drain water quickly, but their performance drops as sediment clogs the voids over time. This study investigates how clogging occurs and how different cleaning methods restore permeability, using CT scans, CFD-DEM simulations, and lab tests. Results show that clogging behaviour depends on particle size and source: gravity mainly affects particles under 2.36 mm, traffic pushes larger particles (up to 4.75 mm) deeper into the pavement, and rainfall carries fine particles below 1.18 mm into lower layers. High-pressure water jetting cleans more deeply than suction, restoring over 70% permeability, though it can drive particles further into the structure. The best cleaning was achieved by combining 20 MPa jetting with negative pressure suction. Cleaning performance did not improve significantly beyond 10 MPa, pointing to a pressure limit. Pavements with higher void ratios were easier to clean but more sensitive to damage. The results show that choosing the right cleaning method based on the pavement’s void ratio can improve results and reduce damage: 10 MPa water jetting works well for pavements with 15% void ratio, 20 MPa for 20%, and combining 20 MPa jetting with suction is best for 25%. The study contributes to optimizing maintenance protocols and extending the service life of permeable pavement systems in sustainable urban environments.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:46:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679125</guid>
    </item>
    <item>
      <title>Hybrid dry mixing of plastic-modified asphalt mixtures under superpave criteria: Mix design and performance considerations</title>
      <link>https://trid.trb.org/View/2673409</link>
      <description><![CDATA[The incorporation of recycled plastics into asphalt mixtures has gained increasing interest as a means to enhance pavement performance while reducing environmental burdens associated with plastic waste. This study examines the use of recycled High-Density Polyethylene (HDPE) and Polyethylene Terephthalate (PET) in asphalt concrete (AC) mixtures produced following the Superpave volumetric mix design. A Novel Hybrid Dry Mixing (HDM) procedure was applied to improve dispersion and prevent clumping, a multi-scale experimental program was conducted to evaluate the thermal, chemical, rheological, volumetric, compactability, and dynamic modulus (|E*|) test for stiffness and viscoelastic performance of plastic-modified AC mixtures. The thermal and degradation behavior of HDPE and PET were characterized using Differential Scanning Calorimetry (DSC) and Thermogravimetric Analysis (TGA), while chemical features were assessed through Fourier Transform Infrared Spectroscopy (FTIR). Asphalt binders were extracted and recovered using a closed-system asphalt analyzer and rotary evaporator, enabling evaluation of rheological properties through Dynamic Shear Rheometer (DSR). Superpave volumetric properties were determined across multiple asphalt contents, and compactability was quantified using gyratory compaction parameters, specifically the Compaction Energy Index (CEI) and densification slope (Kid). Results show that HDPE softens at mixing temperatures and partially interacts with the base asphalt binder, influencing effective binder availability, mixture stiffness, and compaction resistance. PET remains solid during mixing and acts as a rigid particulate component, affecting internal structure, void distribution, and densification behavior. The |E*| results show that HDPE increases high-temperature mixture stiffness and rutting resistance through enhanced binder–aggregate interaction, while PET primarily reduces mixture stiffness and promotes a more compliant viscoelastic response. These contrasting, dosage-dependent behaviors highlight the trade-off between rutting resistance and cracking susceptibility in plastic-modified asphalt mixtures. The HDM procedure produced uniform mixtures without clumping and is compatible with typical plant operations, supporting its practical relevance for integrating recycled plastics into asphalt pavement construction.]]></description>
      <pubDate>Tue, 24 Mar 2026 16:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673409</guid>
    </item>
    <item>
      <title>Volumetric Property Adjustments for Enhanced Performance of Recycled Asphalt Concrete</title>
      <link>https://trid.trb.org/View/2659305</link>
      <description><![CDATA[Conventional mix design methods like Marshall and Superpave may result in recycled asphalt mixtures with insufficient binder content, potentially leading to premature cracking and pavement deterioration. To investigate these concerns, recycled asphalt concrete (RAC) mixtures were produced using 0%, 20%, 40%, and 60% reclaimed asphalt pavement (RAP), with a 0%RAP mixture serving as the control group. Test results demonstrate that increasing virgin asphalt content enhances the crack resistance of RAC. The cracking tolerance resistance of 60%RAP mixtures remained higher than that of the control group, indicating that an additional 0.25% of virgin asphalt cement might be necessary to compensate for the potential hardening effect of aged binders within the RAP. To improve RAC performance and accommodate the increased binder content, it is recommended to adjust the voids filled asphalt from 65-75% to 65-80%, and maintain an asphalt film thickness of at least 8 micrometers.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659305</guid>
    </item>
    <item>
      <title>Cement Treated Base by Cold in Place Recycling Technology for Rural Roads</title>
      <link>https://trid.trb.org/View/2652203</link>
      <description><![CDATA[A large proportion of India’s villages have been connected with Water Bound Macadam (WBM) or bituminous roads. Rural roads usually have low volume of traffic, consisting mostly of light transport vehicles with less frequency of heavy traffic. Maintenance of these roads is neglected because of paucity of funds and the road asset created is in deteriorated condition. The non-availability of suitable soil and aggregates have made projects unviable and cost prohibitive. This aggregate scarcity will increase further as part of environmental conservation and restriction on mining. The stabilization of soil/aggregate is being used worldwide towards optimal usage of scares resources. The concept of cement treated base is included in IRC:37-2018 guidelines. The concepts of soil/aggregate stabilization and cold in place recycling technique provides a comprehensive solution for rehabilitation of existing road and green field road construction. Cold In Place Recycling process allow usage of locally available marginal materials. The stabilization process can use a wide range of stabilization agents such as soil-aggregate mix, lime, cement, fly ash, foamed bitumen, emulsion, polymers and other proprietary chemical stabilisers. Three rural roads are identified in Pune district. Pavements are designed considering cement treated base. The pavement cross section is analysed using IITPave and Street Pave software. These roads are constructed using cold in place recycling technique. The existing WBM/deteriorated bituminous surface is stabilised with cement. Bituminous concrete and Thin White Topping is provided as wearing course. The performance of pavement is evaluated after construction. The paper describes construction aspect, analysis and design, difficulties encountered and remedial measures suggested on three different case studies under consideration. The stabilised pavements offer superior strength and longevity, even in extreme climatic conditions and provide better performance. It is recommended to use cement treated base with cold in place technology for construction of rural roads.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:44:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652203</guid>
    </item>
    <item>
      <title>Performance evaluation of geopolymer concrete pavement after five years of service</title>
      <link>https://trid.trb.org/View/2670426</link>
      <description><![CDATA[This study presents a five-year performance evaluation of a geopolymer concrete (GPC) pavement installed in 2019 in Alexandria, City of Sydney, as part of an Australian Government initiative supporting low-carbon infrastructure. The condition of the in-service GPC slab was compared with that of a companion blended cement concrete (BCC) slab, both subjected to identical traffic loads and environmental exposure. Visual inspection and testing reveal that while both slabs developed flexural and shrinkage cracks, the GPC exhibited only one flexural crack over five years, compared to three in the BCC slab. Surface abrasion was more pronounced in the GPC, resulting in greater surface loss. Cores showed that the GPC met the required design compressive strength but was 18 % lower than the BCC. However, the performance difference in terms of abrasion is primarily attributed to aggregate grading and hardness – the GPC mix incorporated a gap-graded 14 mm olivine basalt. In comparison, BCC used a well-graded 8 mm granite aggregate. Image analysis confirms a higher aggregate fraction on a typical GPC surface than on a BCC surface. Petrographic analysis, along with on-site abrasion testing, indicates that aggregate hardness and grading significantly influence abrasion resistance. Both pavements have maintained their structural integrity under service conditions. The findings highlight the importance of selecting high-quality aggregates, their relative volume, and grading for pavement applications, and identify areas for improvement, including subgrade preparation and curing methods. With these enhancements, GPC has strong potential as a sustainable alternative for pavement applications and in infrastructure projects.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:24:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670426</guid>
    </item>
    <item>
      <title>Thermo-mechanical coupling effects and fatigue life of precast concrete pavement</title>
      <link>https://trid.trb.org/View/2667177</link>
      <description><![CDATA[Clarifying the mechanical performance and fatigue failure mechanisms of precast concrete pavements under coupled thermo-mechanical loading is of practical significance. This study adopted an integrated framework combining numerical simulation, theoretical analysis, and field testing to evaluate solid and hollow slabs. Based on ABAQUS and the Miner’s rule, fatigue damage values obtained using the coupling and superposition methods were quantitatively compared. The stress responses and fatigue lives of the pavement structures were further analyzed under different load positions, temperature gradients, and base types. Results demonstrated that hollow slabs exhibited a more uniform stress distribution on the top surface due to void-induced stress diffusion, while developing higher flexural tensile stresses under sustained thermo-mechanical coupling. The coupling method yielded more reliable results than the superposition approach. Fatigue damage was more severe under positive temperature gradients, with solid slabs showing pronounced sensitivity, as the fatigue damage increased by a factor of 8.86 × 10¹¹ when the temperature gradient rose from −90°C/m to 90°C/m. Under positive gradients, hollow slabs were more susceptible to damage at the mid-edge of longitudinal joints, whereas slab corners became critical under negative temperature gradients. The base type exerted a greater influence on hollow slabs, and under high temperature gradients, pavements with cement-stabilized bases exhibited fatigue damage magnified by up to 4903 times. Field test data validated the numerical results, and the mechanical responses under three loading conditions were compared, providing a basis for structural optimization and durability-oriented design of precast concrete pavements.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:24:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667177</guid>
    </item>
    <item>
      <title>Enhancing rheological properties and durability of asphalt binders with orthogonal-optimized composite modifier particles prepared via twin-screw extrusion: Performance and mechanisms</title>
      <link>https://trid.trb.org/View/2670740</link>
      <description><![CDATA[To address the intrinsic limitations of conventional polymer-modified asphalt binders, including high-temperature aging susceptibility, energy-intensive processing, and compromised storage stability, this study developed orthogonal-optimized composite modifier particles (CMPs) via an L9 (33) orthogonal design and twin-screw extrusion, integrating styrene-butadiene-styrene (SBS), compatibilizer, tackifying resin (TR), and inorganic crosslinking agent (ICA). The comprehensive performance of CMPs-modified asphalt was systematically evaluated by means of conventional, rheological, and microstructural characterization tests. Results showed CMPs-modified asphalt exhibits significantly superior thermal storage stability to conventional SBS-modified asphalt, with all segregation values below 2.5 °C. CMPs formulations T-9, T-4, and T-2 exhibited superior high-temperature deformation resistance, low-temperature cracking resistance, and fatigue resistance. FTIR analysis confirmed the formation of C–S bonds, and fluorescence microscopy showed continuous polymer networks. Economic analysis confirmed T-9 had the highest cost-effectiveness. This granulation strategy reduced processing temperatures by more than 10°C versus conventional SBS modification, aligning with sustainability goals. This work provides a scalable, eco-efficient solution for high-performance asphalt pavements under extreme climates and heavy loads.]]></description>
      <pubDate>Fri, 20 Feb 2026 09:03:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670740</guid>
    </item>
    <item>
      <title>Premature Pavement Distress-free Thin White-Top Overlay for Upgradation of 4-lane and 6-lane
Carriageway: A Case Study</title>
      <link>https://trid.trb.org/View/2652186</link>
      <description><![CDATA[A cement concrete overlay in the form of a thin white topping was designed and constructed on the Nagpur-Amravati section (NH-53, Chainage km 0+800 to km 2+240 and km 5+050 to km 8+500; 10 m and 15 m wide carriageway) in Nagpur, in early 2023. The project was completed before the time. To date, after the opening to the traffic, no sign of any premature surface distress in the form of surface scaling, potholes, etc., structural cracks/defects in the form of transverse cracks, longitudinal cracks, corner cracks, and construction deficiencies such as settlement of slab panel/s, lane–to-lane separation, has been observed on a total of 78682 pavement slab panels. A recent post-construction performance evaluation of the road using a Network Survey Vehicle (NSV) has shown that the riding quality of all lanes (entire stretch) is in a Good category with an average International Roughness Index (IRI) value <2.81 m/km or Bump Integrator (BI) value <2000 mm/km. The BI values range from 1089 to 1734 mm/km. The Falling Weight Deflectometr (FWD) investigation has shown a uniform strength of the pavement across the entire width and length of the road. A joint efficiency of mostly over 87% has been recorded. The construction of a high-quality road like this in an inhabited/crowded/busy city area and project completion before time is undoubtedly a trendsetting example in our country. Further, such achievement sends a strong message among all concerned authorities, contractors, and professionals that a premature distress-free concrete overlay is possible with a coordinated effort of the designer (who monitors the implementation of designed features and suggests solutions for the problems faced during construction), a dedicated qualified and experienced team of project management consultant knowing interaction of materials, ready mix concrete characteristics, and paver machine and road owner/authority who take pains to monitor the progress of the project from time to time. This paper briefly describes the road's design, construction, and post-construction evaluation.]]></description>
      <pubDate>Thu, 29 Jan 2026 15:56:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652186</guid>
    </item>
    <item>
      <title>Fatigue life prediction of Pavement Quality Geopolymer Concrete (PQGC) with recycled geopolymer concrete aggregates using probabilistic approach</title>
      <link>https://trid.trb.org/View/2632492</link>
      <description><![CDATA[Geopolymer Concrete (GPC) is increasingly recognized as an alternative sustainable material to cement based concrete due to its potential for low carbon footprint. For the first time, the flexural fatigue performance of Recycled GPC as Coarse Aggregates (RGCCA) in Pavement Quality Geopolymer Concrete (PQGC) based on fly-ash/ground granulated blast furnace slag was studied, which is an essential parameter for pavement design. Experiments were conducted to determine the feasible replacement of RGCCA in PQGC mixes based on the required strength criteria as per IRC:58–2015, and it was found that 50 % RGCCA was a feasible replacement. PQGC specimens with 100 × 100 × 500 mm3 was prepared, and tested for repeated action of loading under four-point bending with various stress ratios ranging from 0.7-to-0.9 at 5 Hz frequency, for fatigue performance studies based on 90-days flexural strength. From the experimental fatigue life, the Stress ratio (applied flexural stress to the flexural strength of concrete) vs No. of cycles to failure curves (S-N curves), fatigue life distributions and fatigue strength were evaluated. The fatigue life distribution measured for RGCCA based PQGC mixes based on 2-Parameter Weibull Distribution (2-PWD) agreed well with experimental results, and the goodness-of-fit test showed that the model is valid at 5 % significance level. Furthermore, the coefficient of fatigue equation using power’s law-relationship was determined for the fatigue strength of RGCCA based PQGC at various survival probabilities. With the use of RGCCA in PQGC, the flexural fatigue strength of PQGC decreased. Also, the fatigue strength of 50 % RGCCA-PQGC at the 2-million cycles with a 90 % survival probability (for National Highways) were 0.581 of the static flexural capacity, which is 13.3 % less than that of PQGC mix (0.6021).]]></description>
      <pubDate>Tue, 27 Jan 2026 09:19:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632492</guid>
    </item>
    <item>
      <title>Investigation of the compactability of pervious concrete and its impact on porosity and compressive strength</title>
      <link>https://trid.trb.org/View/2643551</link>
      <description><![CDATA[Compressive strength is often predicted from porosity or mix-design parameters. The inability to convert laboratory scale-compaction-energy to industrial-scale limits the application of performance prediction models. This study analyses compactability as a predictor which translates easily across studies and applications. Pervious concrete specimens were cast using eight different aggregate-to-cement ratios (2.5–7.0), compaction-levels (0–75 blows from standard-Proctor rammer) and 2-types of compaction energy distribution (single-layer and three-layer distributions). 672 specimens were tested for wet-density, theoretical-porosity, measured-porosity, compressive-strength and compactability. The Analysis-of-Variance and classification techniques, quadratic discriminant analysis and the Boosted Forest algorithm classified two groups of specimens based on five performance parameters with 94% accuracy. This indicated a significant difference imparted by compaction energy distribution on pervious concrete performance. Gaussian Process Regression predicted the porosity and compressive strength of samples with compactability and aggregate-to-cement ratio with 94% accuracy for both groups of specimens separately. The combined sample matrix model yielded high accuracy (86%) but failed on marginal observations significantly.]]></description>
      <pubDate>Sun, 25 Jan 2026 15:40:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643551</guid>
    </item>
    <item>
      <title>Synthesis on Structural Fibre-Reinforced Asphalt Concrete</title>
      <link>https://trid.trb.org/View/2652131</link>
      <description><![CDATA[The practice of using structural fibres to reinforce asphalt pavements has been around since the 1970's. Many studies have been performed regarding structural Fibre-Reinforced Asphalt Concrete (FRAC) relative to improved performance of the resulting mixture and enhanced pavement life through pavement analysis. The primary goal of adding reinforcement fibres to asphalt mixtures is to enhance the mechanical performance in terms of fatigue cracking, low temperature cracking, and rutting resistance. Asphalt pavements crack when the tensile strain exceeds the allowable strain of the mixture. Typically, polymers (styrene-butadiene, styrene-butadiene-styrene, etc.) are used to improve the properties of the asphalt mixture. Reinforcing fibres is an alternative to greatly improve the tensile properties of the mixture that ultimately improves performance. · Aramid and other synthetic fibres can compete in terms of cracking and rutting resistance as presented in this synthesis. Numerous studies have been performed that quantify the benefits of these fibres in asphalt mixtures. Some of these studies utilize laboratory test results while others are based on field performance. These studies typically have a control mixture to quantify the benefit of the aramid and synthetic fibres. The goal of this paper is to review, summarize, and quantify the benefits of aramid and synthetic fibre-reinforced asphalt mixtures.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652131</guid>
    </item>
    <item>
      <title>Feasibility study of seawater concrete pavements to reduce potable water demand for construction</title>
      <link>https://trid.trb.org/View/2643608</link>
      <description><![CDATA[The use of seawater as the mixing water in concrete construction could be advantageous as the availability of freshwater diminishes in many areas around the world. While numerous studies have focused on the effect of seawater on the fresh, hardened, and durability properties of concrete mixtures at a laboratory scale, there is limited data on full-scale applications. This research investigated the effect of seawater on the constructability and short-term structural performance of Portland cement concrete (PCC) pavement. A full-scale pavement test section with two PCC thicknesses was constructed and then tested for performance using a heavy vehicle simulator to apply a simulated aircraft load. Embedded instrumentation was used to measure the stresses in the subgrade and strains in the PCC surface course in addition to nondestructive monitoring during traffic load testing. Data were compared against a freshwater PCC pavement test section with the same construction and mixture design. The results from this study indicated the seawater had minimal effects on the constructability and strength characteristics of the PCC pavement. The visual inspections and structural responses from instrumentation during traffic load testing showed that the seawater PCC pavement had comparable performance to the freshwater PCC pavement.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643608</guid>
    </item>
    <item>
      <title>Static and fatigue behaviors of ultrashort stud connectors embedded in ultra-thin, ultrahigh-performance concrete</title>
      <link>https://trid.trb.org/View/2624283</link>
      <description><![CDATA[Orthotropic steel bridge decks are prone to fatigue cracking and pavement distress over prolonged service periods. The application of an ultrahigh-performance concrete (UHPC) overlay on steel decks has been shown to significantly enhance fatigue resistance. Within this composite system, shear studs that connect the UHPC overlay to the steel deck are critical components warranting thorough investigation. While previous studies have primarily examined thicker UHPC overlays (60–100 mm) and shear studs with aspect ratios exceeding 4, this study adopted a novel approach by utilizing a thinner UHPC overlay (thickness: 45 mm) and shorter shear studs with an aspect ratio of 1.562. We conducted three static test series and six fatigue test series, including two visual fatigue experiments—one featuring a welding porosity defect—to directly observe interface behavior and crack propagation in the studs. Static tests elucidated the shear capacity and load–slip characteristics of the ultrashort studs, whereas fatigue tests determined the fatigue strength and trends in stiffness degradation, resulting in nominal Δτ-N curves and a model characterizing the evolution of plastic slip and elastic stiffness. Complementary finite element analyses quantified the stress magnitudes and distributions around defective studs, and parametric analyses were performed to investigate the mechanical performance of ultrashort studs with varying aspect ratios. The outcomes of this research offer both theoretical insight and practical guidance for the design of durable composite bridge decks employing thinner UHPC overlays and shorter shear studs.]]></description>
      <pubDate>Tue, 06 Jan 2026 16:25:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624283</guid>
    </item>
    <item>
      <title>Construction and field tests of jointed reinforced concrete pavement made of sea sand concrete and GFRP reinforcement</title>
      <link>https://trid.trb.org/View/2641830</link>
      <description><![CDATA[The utilization of sea-sand concrete (SSC) reinforced with glass fiber reinforced polymer (GFRP) bars presents a viable solution to address both the scarcity of river sand resources and the corrosion susceptibility of conventional steel reinforcement in marine environments. This study presents a field case study of a stretch of jointed reinforced concrete pavement (JRCP) fabricated with GFRP bars and SSC in a port infrastructure project. Mechanical performance of the GFRP-SSC pavement system was investigated through early-age time-dependent behavior observations, vehicle load tests, and numerical analysis. Early-age analysis of the tested pavement section indicated that SSC exhibited greater expansion than river sand concrete (RSC) within the first 5 h after pouring. Additionally, an increased reinforcement ratio of GFRP bars was observed to mitigate concrete shrinkage. The results of vehicle load tests and numerical analysis demonstrate that the GFRP bars maintain relatively low stress level under the design vehicle load, and the stress induced by a single vehicle load is insufficient to cause cracking or failure of the GFRP-reinforced pavement. Then, the effects of design parameters, including the arrangement of GFRP bars, the thickness of the pavement slab, and the elastic modulus of the base layer, on the structural behavior of GFRP-SSC pavement were analyzed through a parametric study. Over all, the case study demonstrates that the GFRP-SSC pavement exhibits comparable working performance to steel reinforced RSC pavement, making it a viable alternative for construction of JRCP engineering in coastal and island regions.]]></description>
      <pubDate>Tue, 30 Dec 2025 09:46:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2641830</guid>
    </item>
  </channel>
</rss>