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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>
    <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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    <item>
      <title>Development of Maintenance Priority Index for Urban Road Network</title>
      <link>https://trid.trb.org/View/2579853</link>
      <description><![CDATA[The estimated service life of a pavement is determined by design criteria such as geological considerations, water table movements, structural variations, and existing circumstances such as traffic intensity, drainage, and climate. The analysis of deformations and other variables, which influencing the pavement life, is a difficult task since the events that cause them are unpredictable and random in nature. It is unavoidable yet; these variables have an impact on the quality standards of the road network, resulting in decreased in their usable life. As a result, in order to remedy difficulties, it is important to assess or diagnose the current pavement conditions, both structurally and functionally. As a result, the issue of pavement evaluation, which deals with the mentioned element, is critical for pavement management. The functional testing on road surfaces, as assessed by its strength and durability during its service life, is dependent on several subjective measures of its stiffness and roughness. Structural Evaluation of Pavements is required to measure the structural strength of various layers of pavement. It also helps in evaluating a pavement’s remaining life and the thickness of overlay necessary. In the current study, a maintenance priority index has been developed using functional and structural parameters and also, it has been compared with the already available maintenance priority tools.]]></description>
      <pubDate>Tue, 28 Apr 2026 16:55:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579853</guid>
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    <item>
      <title>Diffusion mechanism analysis of rejuvenator-aged asphalt system from multi-scale perspective</title>
      <link>https://trid.trb.org/View/2687704</link>
      <description><![CDATA[This study elucidates the diffusion mechanism between rejuvenators and aged asphalt molecules, aiming to provide theoretical guidance for the development and design of rejuvenators. The diffusion behavior of a rejuvenator in aged asphalt was investigated from a multi-scale perspective, and the underlying diffusion mechanism was revealed. The results indicate that in light aged asphalt, the DOB (degree of blending) value of the specimens approached 100%, reflecting a state of complete blending. In contrast, in heavy aged asphalt, the DOB value only reached about 60%-70%. Moreover, the DOB value at the interface between the rejuvenator and light aged asphalt was 1.3–1.8 times that at the interface with heavy aged asphalt, demonstrating that asphalt aging significantly hinders the diffusion and blending process. The DS (diffusion speed) values of the rejuvenator Ra-, Rb-, and Rc-aged asphalt specimens were significantly higher than that of the Rd-aged asphalt specimen, confirming the excellent diffusion and blending performance of the bio-rejuvenator in aged asphalt. Among the components studied in aged asphalt, fatty acid glyceride, aromatic hydrocarbon C₁₂H₁₆, and alkane C₈H₁₈ showed similar and optimal diffusion effects, followed by oleic acid and linoleic acid. Glycerol exhibited the poorest diffusion, primarily due to its high polarity, strong intermolecular electrical interactions, and excessively high total electrical potential energy, which collectively obstruct its diffusion in aged asphalt. Therefore, the development of rejuvenators should prioritize compounds with low molecular weight, low molecular polarity, minimal content of polar functional groups, and either a linear chain molecular structure or a small-molecule terminal benzene ring structure to maximize diffusion in aged asphalt and ensure effective rejuvenation of waste asphalt materials.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:58:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2687704</guid>
    </item>
    <item>
      <title>National Airport Pavement Test Facility Construction Cycle 9 Volume 5—Flexible Pavement Overload Test</title>
      <link>https://trid.trb.org/View/2694286</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) conducted traffic tests of full-scale flexible airport pavements at the National Airport Pavement Test Facility (NAPTF) as part of Construction Cycle 9 (CC9). Within CC9, the Flexible Pavement Overload Test was designed to develop International Civil Aviation Organization (ICAO) criteria for allowable overload operations. ICAO Annex 14 currently suggests that airports should limit overloads to aircraft having an Aircraft Classification Rating (ACR) not exceeding 10% above the Pavement Classification Rating (PCR). In CC9, the overload test consisted of two test items with the same cross-section but different load histories. One overload test item was subjected to overload traffic up to 75% above PCR, while a second test item received the same regular traffic but did not receive overloads. The overload test was concluded after 56,100 passes of the test vehicle simulating slow-roll taxi operations, in addition to three overload series. Pavement performance was monitored by regular visual distress surveys, nondestructive testing (NDT), and in-pavement sensors. Test results showed that (a) neither the control test item nor the test item with 75% above PCR overloads experienced full structural failure after more than 56,000 passes; (b) both test items experienced significant rutting and extensive surface cracking constituting a functional failure; and (c) measured vertical strains at the top of the clay subgrade differed significantly from the design strains, and continued to increase with accumulated traffic. In part because of the unpredictability of in situ strain and its dependence on non-load factors, the authors propose an alternative criterion for allowable overloads based on the subgrade shear stress ratio (SSR).]]></description>
      <pubDate>Mon, 27 Apr 2026 14:55:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694286</guid>
    </item>
    <item>
      <title>Effect of alkali treatment and bitumen emulsion coating on the interface characteristics of sisal geotextile</title>
      <link>https://trid.trb.org/View/2647011</link>
      <description><![CDATA[This study examines the interface behaviour between sand, clay, and fly ash with chemically treated and emulsion-coated geotextiles. The relative density of sand was maintained at 75% and 50%, while clay and fly ash were tested at their maximum dry densities. The results showed that alkali-treated geotextiles increased the interface friction angles by 1.42%, 10.7%, and 15%, and adhesion by 69.6%, 19.05%, and 34.8% when used with sand, fly ash, and clay, respectively. Emulsion coating reduced the interface friction angles by up to 22.8% but increased adhesion by 43.2%. Changes in interface properties due to treatment or coating were consistent with surface roughness profiles observed through microtopography and functional group modifications identified via spectroscopic analysis. These findings may enhance understanding of sisal geotextile applications in geotechnical and road engineering.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647011</guid>
    </item>
    <item>
      <title>Deterioration of low-temperature property of modified asphalt under ultraviolet ageing considering physical hardening</title>
      <link>https://trid.trb.org/View/2647005</link>
      <description><![CDATA[The low temperature and ultraviolet (UV) radiation in the cold, high-altitude area could induce physical hardening or UV ageing of asphalt. This study evaluated the property variation of modified asphalt under UV ageing and physical hardening. The microstructural property of asphalt was revealed based on Fourier transform infrared spectroscopy and atomic force microscopy tests. Subsequently, the deterioration of asphalt low-temperature property was investigated using bending beam rheometer and single-edge notched beam tests, and the sensitivity of asphalt low-temperature property indexes to UV ageing and physical hardening was analysed. Here we showed that the UV ageing deteriorated the chemical functional groups and microstructure of asphalt. The coupled effect of physical hardening and UV ageing severely worsened asphalt low-temperature property compared to the single physical hardening effect. It was proposed to adopt creep stiffness and crack tolerance as the asphalt low-temperature property evaluation index under UV aging and physical hardening.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647005</guid>
    </item>
    <item>
      <title>A sustainable pavement coating with balanced cooling and adhesion for urban heat reduction</title>
      <link>https://trid.trb.org/View/2651724</link>
      <description><![CDATA[Urban heat islands intensify pavement distress and increase energy consumption. Heat-reflective coatings are widely used to reduce pavement temperature, but conventional designs often neglect durability, leading to frequent maintenance and additional resource consumption. In this study, a dual-objective optimization framework for cooling performance and bonding strength is established for road heat-reflective coatings. The film-forming material ratio is first optimized according to bonding strength, and the functional filler system is then designed to enhance solar reflectance and cooling capacity. Finally, the proportion between the film-forming matrix and functional fillers is adjusted to identify formulations that achieve a balanced combination of cooling performance and bonding strength. Field measurements on colored coatings show that the proposed formulations can reduce pavement surface temperature by up to about 10 °C under strong solar radiation. Indoor simulations indicate that high-temperature exposure duration is significantly shortened, suggesting a lower risk of rutting and thermal damage in asphalt layers. Combined abrasion and aging tests demonstrate that cooling performance and bonding strength gradually decrease under service-like loading, highlighting the need to consider durability in coating design. Outdoor experiments further reveal that coatings with effective pavement cooling also suppress the rise in near-surface air temperature, indicating potential environmental and economic benefits for urban heat island mitigation.]]></description>
      <pubDate>Mon, 30 Mar 2026 17:10:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651724</guid>
    </item>
    <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>Experimental study on directional thermal conduction design and temperature rise characteristics of composite concrete pavement in cold regions</title>
      <link>https://trid.trb.org/View/2648748</link>
      <description><![CDATA[The electric heating system for pavements in cold regions can effectively reduce road safety risks caused by ice and snow; however, it faces the issue of high energy consumption. To achieve efficient directional heat transfer and low energy consumption for snow and ice melting while maintaining the basic functional use of the road, this paper proposes a directional thermal conductive composite concrete pavement, using steel fiber concrete as the thermal conductive layer material and fly ash cenosphere concrete as the thermal insulation layer material. The mechanical strength and thermal conductivity of the pavement material under various mix ratio schemes are systematically analyzed, and indoor preheating temperature rise tests are conducted to analyze its energy consumption characteristics. The results indicate that, based on a comprehensive consideration of mechanical strength and thermal conductivity, the thermal insulation layer material is determined to be fly ash cenosphere concrete with a 20 % mass replacement ratio, while the thermal conductive layer material is selected to be steel fiber concrete with a 1.5 % Copper-plated steel fiber content. Moreover, the composite concrete specimens formed by these two materials exhibit enhanced compressive strength compared to ordinary concrete. The temperature rise test results show that under different heating power conditions, the energy consumption per square meter of the composite pavement model is reduced by more than 24 % when the surface temperature reaches 2–3°C. Based on the research results, an efficient, energy-saving electric heating concrete pavement with power regulation optimization is proposed, providing experimental foundation and theoretical support for active snow and ice melting pavements in cold regions.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:45:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2648748</guid>
    </item>
    <item>
      <title>Bio-derived graphitized carbon pathway engineering enables smart asphalt concrete from microstructural mechanisms to macroscopic sensing and sustainability</title>
      <link>https://trid.trb.org/View/2645748</link>
      <description><![CDATA[Smart pavement systems are essential for next-generation traffic sensing and response, and carrier transport pathways within conductive networks are critical for advancing smart asphalt concrete. However, conventional conductive frameworks lack intrinsic structural ordering, and their carrier dynamics remain insufficiently understood. This study proposes a bio-derived pathway engineering strategy to construct neuromorphic carbon networks by integrating in situ carbon shells on aggregate surfaces with dispersed conductive-vine in asphalt. Microstructural analysis confirms that sp²-carbon domains and π–π* conjugation in the carbon shells enhance carrier concentration and local conductivity. The resulting composite exhibits stable and sensitive resistance under a compressive stress of 0.18 MPa and sequesters up to 22.056 t CO₂ km⁻¹ . The conduction mechanism is interpreted by representing the material as a discrete electronic circuit. This model reproduces the nonlinear resistance variation under load with excellent agreement with experiments, reveals the functional evolution of dynamic conductive pathways, and provides a scalable basis for the design of sustainable smart pavements.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:41:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645748</guid>
    </item>
    <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>Development of Serviceability Level (SL) Index Model for Extended Airport Pavement Life</title>
      <link>https://trid.trb.org/View/2669624</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) initiated the Extended Airport Pavement Life (EAPL) program to evaluate and enhance the long-term performance of airport pavements, aiming to extend their service life beyond the 20-year current standard considered in pavement thickness design. The FAA collected extensive pavement performance data - including surface groove geometry, longitudinal profile roughness, and surface distresses - from 22 major U.S. airports. The data included both flexible and rigid pavements. Data analysis shows that pavements designed to fail structurally in 20 years often remain structurally intact but exhibit functional failure sooner than the intended design life. It was found that with effective routine and preventive maintenance, pavements can remain serviceable well past their original design life. To quantify this extended serviceability, the FAA introduced the serviceability level (SL) index, a combined measure of structural integrity and functional condition that indicates a pavement’s suitability for aircraft operations. Supplementary data from each airport was gathered by the FAA to support the analysis, including material characterizations, pavement cores, maintenance histories, runway usage, and weather data. All data have been consolidated in a dedicated database, PA40. This study documents the analysis of the PA40 data to calculate key pavement condition indexes contributing to overall serviceability and to explore their relationships with factors like weather, traffic, material properties, and pavement structure. Machine learning (ML) models were developed to predict the SL index for both flexible and rigid airport pavements. The SL model is structured as a classification ML task, aiming to classify the runway pavement as either serviceable or unserviceable, based on a set of pavement condition indexes including pavement condition (structural and non-structural), runway roughness, and groove condition. In addition, individual ML models were created to predict each of these indexes as part of the SL model, incorporating predictors such as pavement age, environmental factors, and traffic. The ML models were developed in Python and integrated into a Visual Basic (VB) library in anticipation of future use in standard FAA pavement design and management programs, including FAARFIELD (FAA Rigid and Flexible Iterative Elastic Layered Design).]]></description>
      <pubDate>Thu, 26 Feb 2026 09:15:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669624</guid>
    </item>
    <item>
      <title>Pavement Surface Properties Consortium Phase IV - Improving Safety and Saving Lives through Pavement Surface Optimization</title>
      <link>https://trid.trb.org/View/2672598</link>
      <description><![CDATA[Functional pavement considerations are fundamental to the performance and management of pavements. In addition to structural and durability requirements, an optimum pavement wearing surface should provide a combination of a good riding quality, adequate safety, and a low noise level. All these responses are highly influenced by the various components of the pavement surface texture. Previous phases of the program demonstrated that a collaborative research program can provide an accessible and efficient way for highway agencies and other organizations to conduct research on pavement surface properties. The collaboration helped the participating agencies explore new technologies, verify the operation and accuracy of the equipment currently used for evaluating pavement surface properties, and enhance the methodologies for developing and implementing proactive friction management programs.
OBJECTIVE: The mission of the Surface Properties Consortium has been to conduct applied research focused on enhancing the level of service provided by the roadway transportation system by optimizing pavement surface characteristics.]]></description>
      <pubDate>Thu, 19 Feb 2026 18:59:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672598</guid>
    </item>
    <item>
      <title>Remaining Service Life Prediction of Indiana Pavements Using Mechanistic Methods</title>
      <link>https://trid.trb.org/View/2663222</link>
      <description><![CDATA[Accurate remaining service life (RSL) prediction facilitates effective pavement maintenance strategies, extends service quality, and reduces costs. This study developed RSL prediction models for major distresses­ in Indiana Department of Transportation (INDOT) pavement—including full-depth asphalt flexible, rigid, and composite pavement­—using Falling Weight Deflectometer (FWD) and International Roughness Index (IRI) data. The structural and functional prediction models were developed based on the analysis of field data and finite element simulation results. All indicators of the structural prediction models could easily be obtained by processing raw FWD data. The IRI prediction models were developed for INDOT pavements using an enhanced approach for analyzing historical IRI databases. Consequently, the frameworks of maintenance strategy determination were developed using the RSL prediction models and the pavement condition estimation models were developed based on the FWD and IRI data for pavement assessment.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:52:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663222</guid>
    </item>
    <item>
      <title>Enhancement of asphalt properties through SBS and CNT synergism: A comprehensive multi-scale analysis</title>
      <link>https://trid.trb.org/View/2639632</link>
      <description><![CDATA[Carbon nanotube (CNT)-modified asphalt, as a novel high-performance road material, has demonstrated significant application potential. However, the interface interaction mechanism and load transfer behavior between CNT and asphalt have yet to be systematically understood, which to some extent limits their engineering applications. To address this gap, this study combines molecular dynamics (MD) simulations, density functional theory (DFT), pull-out simulations, rheological tests, and direct tensile tests to systematically investigate the interface interaction characteristics and micro-mechanical behavior between Carbon nanotube, SBS-modified asphalt, and matrix asphalt from a multi-scale perspective. The results reveal that CNT can interweave with SBS molecules to form a stable mechanical anchoring structure, thereby enhancing the interfacial bonding between SBS and the asphalt matrix. Compared to SBS-modified asphalt, the SBS/CNT-modified asphalt exhibits a 75.17 % increase in Young's modulus in the Z-direction and a 30.35 % decrease in free volume fraction compared to matrix asphalt, indicating higher structural density and mechanical properties. DFT calculations further indicate significant π-π stacking interactions between CNT and asphalt molecules, which contribute to the overall stability of the system. Macroscopic mechanical tests show that the failure stress and fracture toughness of SBS/CNT-modified asphalt are 47.52 % and 125.17 % higher than those of SBS-modified asphalt, respectively. Additionally, Pearson correlation analysis reveals a significant positive correlation between fracture toughness and cohesive energy density and bulk modulus, further confirming the enhancing effect of CNT incorporation on asphalt crack resistance. In summary, this study elucidates the micro-mechanism of CNT-modified asphalt through multi-scale analysis and experimental validation, providing scientific and technical support for the design optimization and engineering application of CNT-modified asphalt materials.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:54:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639632</guid>
    </item>
    <item>
      <title>Cooling and mechanical performance of a novel cooling asphalt mixture incorporating radiative cooling material-coated aggregate</title>
      <link>https://trid.trb.org/View/2639963</link>
      <description><![CDATA[Radiative cooling materials can exhibit superior cooling performance due to their unique spectral properties. However, using radiative cooling materials as surface coatings on pavements poses challenges in terms of cooling efficiency, mechanical durability, and driving safety. Therefore, this study aims to develop a novel cooling asphalt mixture incorporating radiative cooling material-coated aggregates. The spectral properties of single and composite film structures, as well as the temperature profiles of asphalt mixtures under solar exposure, were characterized to evaluate the cooling effectiveness associated with different application forms of radiative cooling emulsion. The surface topography of aggregate coated with radiative cooling emulsion and the bonding strength at the interfaces involving aggregate, asphalt, and the cooling emulsion were investigated to elucidate the mechanical performance of asphalt mixtures. Furthermore, the radiative cooling effects of the modified aggregate on the mechanical and aging performance of the asphalt mixture were assessed to demonstrate its cooling-related functional benefits. The results indicated that the aggregate-based application of the radiative cooling emulsion can improve the solar reflectance and longwave emissivity of asphalt mixture. Although less effective in cooling performance than the surface-based approach, the aggregate-based application of radiative cooling emulsion can provide a much stronger interfacial bond with the aggregate under both dry and wet conditions. The cooling effect of radiative cooling aggregate can improve the rutting, moisture and aging resistance of asphalt mixture. The findings shed light on the design of radiative cooling asphalt mixture that integrates effective thermal regulation with satisfactory mechanical performance.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:54:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639963</guid>
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