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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Integrated fuzzy AHP-TOPSIS- bow tie approach for risk assessment and mitigation in irrigation canal rehabilitation projects: a case study in Egypt</title>
      <link>https://trid.trb.org/View/2666406</link>
      <description><![CDATA[Canal rehabilitation improves water management and agricultural productivity but requires balancing immediate benefits with long-term sustainability risks. Unlike previous studies that focused mainly on water seepage and groundwater effects, this research takes a comprehensive approach by integrating environmental, social, and economic factors to create strategic guidelines for sustainable canal projects. This holistic method ensures that water infrastructure improvements optimize performance while maintaining ecological balance, supporting communities, and addressing water security challenges amid climate change and increasing demand. This research introduces a novel approach for conducting quantitative risk assessments of concrete-lined canals by combining Fuzzy logic, the Analytic Hierarchy Process (FAHP), and the Technique for Order of Preference by Similarity to Ideal Solution (TOPSIS). This integrated framework allows for the effective identification and prioritization of key risk factors associated with concrete canal lining projects. To validate the methodology, the study applied it to a case study in Egypt. Risk factors were categorized and analyzed across three primary domains: environmental, economic, and social. Using the FAHP-TOPSIS approach, the study assigned weighted values to individual risk factors within each domain, enabling a comparative evaluation of risk indices and a systematic ranking of environmental, economic, and social considerations. The findings revealed that environmental risk domain had higher index values compared to economic and social domain. Notably, groundwater depletion emerged as a critical factor with a significant impact on the overall risk index. The research employs bow-tie analysis to thoroughly investigate the five most critical risk factors.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666406</guid>
    </item>
    <item>
      <title>Urban mobility implications of last-mile delivery – A systematic literature review</title>
      <link>https://trid.trb.org/View/2689844</link>
      <description><![CDATA[Urban delivery has undergone significant transformation in the past years. Analyzing last-mile delivery under the umbrella of urban mobility requires considering a variety of stakeholders with different and sometimes conflicting perspectives and interests. This article analyses the effects of delivery services on urban mobility based on a systematic literature review (PRISMA) of Scopus and Web of Science databases (2010 – 2024) yielding 235 documents. The findings aim to guide future urban planning strategies that accommodate rapid change and promote livable cities for their residents. The review assesses future last-mile delivery solutions in light of expected urban mobility scenarios, highlighting emerging market possibilities and operational approaches. The paper clarifies key themes, identifies research trends and gaps, synthesizes existing knowledge, and proposes future research directions. While existing research acknowledges the negative impact of last-mile delivery on urban mobility, it often focuses narrowly on either new technologies and operational costs or environmental issues, neglecting a holistic approach to sustainable urban mobility planning. Despite the topic’s importance, this area remains under-researched, presenting significant opportunities for further academic investigation into improving urban mobility to accommodate this growing trend.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:18:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689844</guid>
    </item>
    <item>
      <title>Targeting Change for Active Travel</title>
      <link>https://trid.trb.org/View/2579541</link>
      <description><![CDATA[In an attempt to address the climate crisis and to deliver more resilient transport systems, it is important to use all transport options. Active Travel has come to the fore once again, while governments are trying to meet the United Nations Sustainable Development Goals. In the UK for example, it has become a statutory requirement for Active Travel England to be consulted about any new walking, wheeling or cycling infrastructure project. However, evidence suggests that the uptake of Active Travel initiatives remains low. An important component of Active Travel planning are local users, since they are the ones who will have to use any new infrastructure in the long-term. Building on past research, this study is based on a cross-sectional survey about walking and cycling distributed in the UK. 474 responses were received and 252 valid responses were used in the ANOVA analysis. Active Travel barriers reported include for example lack of dedicated cycle lanes, inadequate lighting and insufficient pedestrian crossings, all of which are commonly mentioned in the literature. The innovation of this study is that it included the Stages of Change in a single survey, offering a holistic approach to support resilient infrastructure planning. Survey results facilitate the prioritisation of Active Travel projects based on travel activity and socio-economic group. Such a behavioural change approach allows local authorities to develop targeted Active Travel schemes and policies to support infrastructure development, while justifying the funds invested. Overall, findings can support local and regional authorities worldwide to improve Active Travel uptake.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579541</guid>
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    <item>
      <title>An advanced Petri-Net Modelling Approach for Risk Asset Management of Reinforced Concrete Ageing Transportation Infrastructure Under Climate Change Effects</title>
      <link>https://trid.trb.org/View/2660597</link>
      <description><![CDATA[This paper presents an advanced Petri Net (PN) modelling framework for the risk-based management of ageing reinforced concrete (RC) transportation infrastructure under climate change. The proposed framework introduces a modular PN architecture that decomposes infrastructure systems into interconnected submodules encompassing deterioration mechanisms, inspection policies, and maintenance strategies. These submodules are integrated into component, system and network-level PN modules, enabling holistic simulation and optimisation of asset-level decisions. A probabilistic degradation process is embedded within each submodule, incorporating climate-dependent parameters and allowing seamless integration of regional/national climate projections. Additionally, a multivariate statistical formulation is employed to capture interdependencies between component deterioration rates, enabling system-level reliability assessment.To demonstrate the framework’s application, the model is implemented for a case-study RC bridge using the UKCP18 climate projection dataset, which includes 28 distinct climate scenarios. Monte Carlo simulations are conducted for three environmental trajectories: baseline ageing, expected and pessimistic climate change. Results indicate that climate change accelerates corrosion-induced deterioration, highlighting the need for adaptive inspection and maintenance strategies.The proposed PN framework provides a generalised, data-driven tool for long-term infrastructure durability and life-cycle risk management under uncertainty.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2660597</guid>
    </item>
    <item>
      <title>The Deutschlandticket in the greater Hamburg area: An exploratory analysis of its role in the transport transition</title>
      <link>https://trid.trb.org/View/2684313</link>
      <description><![CDATA[This paper examines Deutschlandticket (DT) ownership rate, demand and modal shift effects and in particular the substitution of car mobility using empirical data, focusing on the Hamburg Transport Association (hvv). It is based on representative surveys conducted monthly in the hvv network area between May 2023 and September 2025 (n = 31,078). We are pursuing a research approach that combines different perspectives to create a holistic picture of the impact of the DT on car traffic. This includes survey data on mode choice (including driver analyses), as well as time series and cross-sectional analyses of mode use, multivariate analyses, and the inclusion of secondary data (passenger counts, nationwide surveys as anchor variables). The results show a significant increase in public transport (PT) use in the hvv in 2025 of 17% (increase in trips compared to the no-change scenario). In 2025, DT use in Hamburg amounts to 52%, which is approximately twice the share observed in the surrounding area (26%). The shift away from car travel – consistently shown in different analytical approaches – is crucial for the transport transition: a significant proportion of all DT journeys (16% in 2025) will replace motorized private transport (MPT). Overall, it is clear that DT leads to a noticeable reduction in car use (-8.8%), with a greater impact in the city than in the surrounding area. The driver for this is that, in the medium term, DT has attracted new subscription customers for local transport on a large scale.]]></description>
      <pubDate>Tue, 31 Mar 2026 16:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684313</guid>
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    <item>
      <title>A Risk-Based simulation approach to assessing seaport resilience against cyclone hazards</title>
      <link>https://trid.trb.org/View/2676253</link>
      <description><![CDATA[Seaports face intensifying cyclone risks due to climate change, yet comprehensive risk-based approaches quantifying the probability and consequences of such impacts on port functionality and economic performance remain scarce. This study integrates probabilistic modelling of cyclone occurrence with asset-level fragility and downtime analysis to estimate functional degradation while quantifying direct physical damage and associated economic impacts on port operations. The Port of Kaohsiung, in southwestern Taiwan, serves as the case study, drawing on terminal records and historical cyclone data to simulate throughput loss under varying cyclone types and intensities. The research findings enable port authorities to assess port capacity to withstand and recover from disruptions and to design targeted adaptation and restoration strategies. By combining realistic data, advanced simulation, and a holistic resilience perspective, this study makes significant contributions to the development of a cost-effective decision-support tool for long-term port sustainability.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676253</guid>
    </item>
    <item>
      <title>The Disabled ancient Phenomenon: Perceivable legal debates attributable to the Architects and a foreseeable global trade emergency</title>
      <link>https://trid.trb.org/View/2644108</link>
      <description><![CDATA[The current situation in the Red Sea is indeed a maritime security concern, undermining the effectiveness of the Suez Canal (hereinafter referred to as the Canal)—one of the world’s most critical and strategic locations. The Canal is a strategic maritime trading route and chokepoint. It links the Red Sea to the Mediterranean Sea, and ships carried approximately 12–15 percent of the world’s trade1UN Trade & Development. URL: https://unctad.org/news/red-sea-black-sea-and-panama-canal-unctad-raises-alarm-global-trade-disruptions (accessed: 26.09.2024).1 through it in 2023. However, according to the United Nations Conference on Trade and Development (UNCTAD), in January 2024, the trading amount dropped by 42 percent compared to its peak in 2023, which was approximately 2,300 monthly transits.2UNCTAD. URL: https://unctad.org/system/files/official-document/osginf2024d2_en.pdf (accessed: 26.09.2024). P. 3.2 The impracticality of maritime chokepoints, such as the Suez and Panama Canals or the Black Sea, is due to three reasons: firstly, the impact of the Ukraine war on global food security and seaborne distances. For instance, Brazil and the United States of America (hereinafter referred to as the US), rather than Ukraine, are Egypt’s grain suppliers. Secondly, the catastrophic outcome of climate change on the Panama Canal, and thirdly, the maritime situation in the Red Sea caused by an armed group known as the Houthis of Yemen. The situation is a complex combination of a marine security case and principles of public international law. A holistic approach could duly address its legal complexities and problems, i.e. analysis of Houthis’ attacks on not only the merchant vessels but also warships in violation of international law. As it may be the case, the law of naval warfare (hereinafter referred to as LoNW) could be an applicable source of contemplation if applied to the status quo. In addition, the topic encompasses key historical points concerning the construction of the Canal, along with the traditional and contemporary debates related to the subject matter. Thus, the overall evaluation shall revolve around maritime security issues and the public international law formulations.]]></description>
      <pubDate>Wed, 11 Mar 2026 16:58:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2644108</guid>
    </item>
    <item>
      <title>Human-like driving: A comprehensive survey from depth and breadth</title>
      <link>https://trid.trb.org/View/2636189</link>
      <description><![CDATA[Recent years have witnessed a burgeoning paradigm shift in transportation, in which autonomous vehicles (AVs) are reshaping conventional commuting modes with an overwhelming momentum. Yet we are not ready to embrace this change fully. The ”unfamiliar” behavior of AVs is rendering themselves so unpredictable for conventional road users that the public distrusts or even deliberately refuses them, which many severe conflicts could surge accordingly. Therefore, human-like driving is proposed to help AVs seamlessly integrate into such long-standing transportation by behaving like real drivers. However, a comprehensive survey about human-like driving is still lacking today. In this paper, we explore current human-like driving studies from two brand-new perspectives: 1) depth, which focuses on the affordance of humans themselves to answer where human-like driving stems from, and 2) breadth, which grasps a comprehensive practical roadmap through the lens of technological actualization. In doing so, we can inform potential developers with a holistic picture of how to develop human-like driving and what aspects should be considered. This will contribute to a deeper understanding of human-like driving technologies in the future. This illuminates an in-depth discussion in human-like driving—the ‘reality alignment’ between AVs and human drivers. To the end, we underscore a multi-disciplinary avenue that holds great promise for reaching this target.]]></description>
      <pubDate>Tue, 27 Jan 2026 16:16:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636189</guid>
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    <item>
      <title>Navigating through Holistic and Integrated LCSA of passenger cars with different power supply: Methodological limitations and research needs</title>
      <link>https://trid.trb.org/View/2653313</link>
      <description><![CDATA[The Holistic and Integrated Life Cycle Sustainability Assessment (HILCSA v2.1) methodology was tested to evaluate and compare the sustainability performance of three B-segment passenger cars operated in Italy: a conventional petrol-fuelled internal combustion engine vehicle (ICEV), a partially renewable-blend-fuelled ICEV (60 % liquefied petroleum gas (LPG)/20 % bio-LPG/20 % bio-dimethyl ether (DME)), and a battery electric vehicle (BEV). The assessment integrated environmental, economic, and social dimensions across the full life cycle, using 81 indicators linked to 14 Sustainable Development Goals. Results show that, relative to the petrol ICEV, the blend-fuelled ICEV and BEV exhibit reduced aggregated environmental impacts (−6 % and −2 %, respectively), particularly for climate change and fossil resource depletion. However, both alternatives entail burden shifts to social and economic spheres, with the blend-fuelled ICEV increasing overall impacts by 8 % and the BEV by 30 %. Most of these increases stem from car manufacturing and energy carrier production. This case study was useful to reveal several limitations that can lessen the robustness of the results, among which are the old version of the background database supporting HILCSA and the site- and field-specific weighting factors. Given the relative novelty of the LCSA field, it is recommended to perform other comparisons between ICEVs and BEVs that will benefit from future updates and improvements of soca v2 database and HILCSA v2.1 methodology.]]></description>
      <pubDate>Mon, 26 Jan 2026 08:41:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2653313</guid>
    </item>
    <item>
      <title>Levelling-up walking as a mode of transport - A case for changing hierarchies</title>
      <link>https://trid.trb.org/View/2636243</link>
      <description><![CDATA[Walking has a key role in achieving the compact and 15-min city, improving public health, and reaching sustainability goals. However, whilst walking is placed at the top of the transport hierarchy in public documents throughout Scandinavia, in reality, walking as a mode of transport is consistently downplayed and hierarchically placed in the bottom of the transport hierarchy. Focus in the public and planning discourse is instead commonly on either motorized transport, public transport, or cycling, regardless of whether the focus is on city planning, logistics or safety. To better understand why this is the case – as well as attempting to suggest solutions to levelling-up walking as a mode of transport – academics, policymakers, and practitioners from across Scandinavia were strategically selected to contribute with their knowledge through focus groups and individual surveys during 2021 and 2023.In the analysis of the material, it became clear that walking was largely viewed in the parallel perspectives of two fields: planning and safety. These fields coexist as disparate and disconnected fields, basing their work on different methodologies and input data, resulting in an incoherent understanding of walking as a mode of transport. However, the analysis also enabled the development of a thematic model: realizing walking as a mode of transport, illustrating an ideal construct in which planning and safety perspectives work coherently. The results suggest that there is a strong desire to level-up walking as a mode of transport and change the status and hierarchy in the transport system. However, to do so requires a more holistic and multi-disciplinary view.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636243</guid>
    </item>
    <item>
      <title>More than just miles: range anxiety unplugged</title>
      <link>https://trid.trb.org/View/2601337</link>
      <description><![CDATA[This integrative literature review delves into range anxiety (the negative response to the limited range ascribed to electric vehicles) to develop a holistic conceptualization and understanding of the phenomenon. Findings from 52 systematically collected papers show that many empirical researchers have adopted a limited understanding of range anxiety as a concern about being stranded while driving an EV. However, range anxiety can exist both dependently (state-based) and independently (trait-based) of specific situations in an electric vehicle alongside its technical, psychological, and rhetorical facets. Building on this more comprehensive understanding, the study derives mitigation strategies—involving different stakeholders and addressing specific driver segments—that entail electric vehicle features, coping resources, experience, knowledge, and collective change opposition. The study proposes a new, more concise definition of range anxiety as a basis for a holistic future research agenda.]]></description>
      <pubDate>Mon, 22 Dec 2025 16:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601337</guid>
    </item>
    <item>
      <title>Sustainable life cycle management of batteries in a closed-loop supply chain under hierarchical cost-sharing contracts and carbon policies</title>
      <link>https://trid.trb.org/View/2607198</link>
      <description><![CDATA[Concerns about the environment have led to an increase in the number of electric vehicles, which has heightened the dependency on batteries. However, this dependence has also brought about issues such as environmental pollution and resource depletion. Therefore, addressing the battery life cycle and recycling is crucial. As electric vehicle battery capabilities gradually decrease over time, they can be repurposed for second-life usage in applications, such as energy-sharing systems, or recycled when their capacity is low. In line with sustainability goals, carbon emissions from battery production, remanufacturing, and recycling must also be considered. This research examines strategic decisions related to pricing, battery quality, and carbon emissions in a closed-loop supply chain (CLSC) for batteries. Notably, a holistic supply chain perspective is adopted to optimize both sustainability and economic performance across manufacturers, remanufacturers, and retailers within the CLSC. The study compares different scenarios, including carbon tax policies and carbon trading markets, while focusing on optimizing three dimensions of sustainability, namely economic, social, and environmental aspects. Since battery manufacturers are responsible for the life cycle of their products, this study introduces a hierarchical cost-sharing contract to establish a holding company for life cycle management and to improve coordination among supply chain entities. Thus, the models are analyzed in centralized, Stackelberg game decision-making structures, and a newly introduced contract is developed to improve coordination among supply chain members. Moreover, this study introduces a novel integration of a game theory model with a data-driven framework to address uncertainties in input parameters. The results indicate that the carbon trading market can be more profitable for supply chain members than the carbon tax policy, with the new contract further enhancing profitability.]]></description>
      <pubDate>Mon, 22 Dec 2025 16:07:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607198</guid>
    </item>
    <item>
      <title>Best Practices for Evaluating Vision Zero Projects</title>
      <link>https://trid.trb.org/View/2612919</link>
      <description><![CDATA[Vision Zero is a policy goal set by cities to achieve zero traffic deaths, and mandates that cities take primary responsibility for traffic safety. Vision Zero policies prioritize the safety of the most vulnerable roadway users, which is a departure from traditional automobile-oriented transportation planning. With new objectives, planners have a unique opportunity to rethink the way they evaluate. In this context, the Los Angeles Department of Transportation seeks guidance for evaluating their Vision Zero projects and programs. To identify evaluation best practices, I conducted a literature review of academic articles, news media, and reports from nonprofit agencies, compared twelve cities' Vision Zero action plans, and conducted eleven semi-structured interviews with transportation professionals, public health professionals, and bicycle advocates throughout my literature review. My analysis suggests that while keeping a narrow focus on safety, planners should evaluate projects with a specific end-goal in mind, such as building political support or communicating impacts to non-technical audiences. Similarly, planners should also evaluate to the scale of the project. For example, corridor-wide projects involve more stakeholders and uncertainties in their impacts whereas the effects of a single speed bump are already known, and do not need evaluation. If not using cost-benefit analysis, planners should also identify the assumptions that figure into their cost-effectiveness analyses during ex-ante evaluation. Planners should also give greater consideration to attitudinal data and guidance from community stakeholders during ex-ante evaluation to address the equity impacts of their projects. The goal of Vision Zero is to improve traffic safety and reduce harm to vulnerable populations, but there is evidence that police enforcement causes yet more harm. Only three cities explicitly use equity-related metrics to measure the overall success of their Vision Zero efforts, and collecting attitudinal data can help cities better answer questions of appropriateness, equity, and feasibility. An iterative and holistic approach to evaluation can also address these questions and increase the transparency of the planning process. Cities must acknowledge unfavorable data and unintended consequences, and must be ready to change the course of projects and change evaluation criteria. Transparent planning promotes clear communication and expectations, which helps to mitigate political pressures aimed at blocking projects. Transparent planning can also proactively reduce harm to low-income communities and communities of color. Cities have a unique opportunity to increase the transparency of their planning processes. Los Angeles Department of Transportation should institutionalize an iterative and holistic evaluation process plan with flexibility and more effectively communicate how its Vision Zero projects save lives.]]></description>
      <pubDate>Mon, 08 Dec 2025 15:37:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612919</guid>
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    <item>
      <title>Decision Making Frameworks: Streetscape Cooling Interventions</title>
      <link>https://trid.trb.org/View/2611462</link>
      <description><![CDATA[This project analyzes various decision-making frameworks for climate adaptations within the context of streetscape cooling interventions. By focusing on the streetscape, the project brings together the complex issues facing governance, climate science, and community to analyze a specific hazard within an important component of the urban environment. Our goal was to find the contributing factors of the streetscape to the Urban Heat Island (UHI) and understand non-carbon impacts of the UHI and how to address those impacts. We determined three primary contributors to the UHI at the streetscape: impervious surfaces; vegetation (or lack thereof); and anthropogenic heat generation. With these in mind, we discuss three major cooling interventions for streetscape: cool pavement; transit shelters; and, tree canopy. Focusing on reducing the contributing factors to UHI (impervious surfaces, vegetation, and anthropogenic heat), we may be able to avoid the single metric of success thinking that has slowed cool pavement and other innovative cooling strategies. We suggest decreasing reliance on carbon based decision making frameworks, encouraging widespread bus shelters, implementing cool pavement on parking lots, and pursing a holistic approach to streetscape cooling.]]></description>
      <pubDate>Fri, 21 Nov 2025 08:33:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611462</guid>
    </item>
    <item>
      <title>Untersuchung zur Charakterisierung von Bitumen ("BEZIBIT")</title>
      <link>https://trid.trb.org/View/2617663</link>
      <description><![CDATA[Es wurde eine Prüfsystematik für eine ganzheitliche (rheologische und chemische) Charakterisierung und systematische Materialbewertung von bitumenhaltigen Bindemitteln für den Asphaltstraßenbau entwickelt. Die neue Prüfsystematik basiert auf Prüfungen im Dynamischen Scherrheometer (DSR) zur Charakterisierung des rheologischen Materialverhaltens im gesamten Gebrauchstemperaturbereich unter Berücksichtigung der viskoelastischen Eigenschaften, des Verformungsverhaltens, des Kälteverhaltens und des Alterungsverhaltens. Die Prüfsystematik wird vervollständigt durch Fourier-Transformations-Infrarotspektroskopie (FTIR-Spektroskopie) zur Bestimmung chemischer Materialeigenschaften. Zunächst wurden rheologische und chemische Prüfverfahren zusammengestellt und an einer repräsentativen Auswahl an bitumenhaltigen Bindemitteln systematisch analysiert und anhand von Parameterstudien weiterentwickelt. So wurde aus einem Set an verschiedenen Prüfverfahren eine neue, ganzheitliche Prüfsystematik entwickelt. Die rheologische Prüfsystematik besteht im Wesentlichen aus dem Bitumen-Typisierungs-Schnell-Verfahren (BTSV), einem 8 mm Temperatur-Sweep (T-Sweep), einem 25 mm Single Shear Creep Test (SSCT) und einer 4 mm Relaxationsprüfung. Diese wird ergänzt durch FTIR-Analysen insbesondere für die Identifikation verschiedener Bindemittelmodifizierungen sowie der weitergehenden Bewertung des Alterungszustandes. Die neue Prüfsystematik ist für die Anwendung in der Praxis gut geeignet. Sie kann bei einer Einfachbestimmung innerhalb eines Arbeitstages mit einem DSR und bei einer Mehrfachmessung mit dem FITR innerhalb von 30 Minuten durchgeführt werden. Es folgten systematische Reihenuntersuchungen der neuen Prüfsystematik an 102 verschiedenen repräsentativen bitumenhaltigen Bindemitteln in unterschiedlichen Alterungszuständen. Daraus wurden geeignete Bewertungsparameter für die Erstellung einer Charakterisierungsmatrix identifiziert. Die aus den Prüfverfahren abgeleiteten Bewertungsparameter sind einfach interpretierbar und in der Praxis sofort anwendbar. Sie umfassen das Materialverhalten im gesamten Temperaturbereich des Gebrauchsverhaltens sowie die chemische Zusammensetzung und weisen eine gute Wiederholbarkeit für eine eindeutige Differenzierbarkeit unterschiedlicher Bindemittel auf. Auf Grundlage der untersuchten 102 Materialvarianten und einer systematischen Auswertung unter Berücksichtigung des aktuellen Technischen Regelwerks konnten Orientierungswerte für unterschiedliche Anwendungszwecke in Abhängigkeit von der zu erwartenden Schwerverkehrsbeanspruchung der Straße abgeleitet werden. Dies umfasst Vorschläge für  Orientierungswerte für die Äqui-Schermodultemperaturen T(G*=15 kPa) und T(G*=5 MPa) sowie für  die Änderung der jeweiligen Kennwerte durch Alterung. Außerdem werden beanspruchungsabhängige Orientierungswerte an die Kriechrate zur Beurteilung des Verformungswiederstands und an die prozentuale Spannungsrelaxation zur Beurteilung des Widerstands gegen Kälterissbildung vorgeschlagen. Ergänzt werden diese durch Orientierungswerte für Indexwerte aus dem FTIR. Die neue Prüfsystematik wurde abschließend zusammen mit den vorgeschlagenen Orientierungswerten anhand von Erprobungsstrecken in der Praxis validiert. Dafür wurden sieben Bauvorhaben mit zehn verschiedenen Asphaltschichten identifiziert und an unterschiedlichen Stellen Asphaltproben entnommen. Die vorgeschlagenen Orientierungswerte konnten anhand der Proben aus den Erprobungsstrecken validiert werden. Außerdem konnte die laborübergreifende und herstellerunabhängige Anwendbarkeit der Prüfsystematik und der Orientierungswerte in der Baupraxis demonstriert werden. Die Prüfverfahren weisen eine zufriedenstellende und zuverlässige Wiederholbarkeit und Vergleichbarkeit auf und sind in der Baupraxis lückenlos anwendbar. (A) ABSTRACT IN ENGLISH: A test methodology was developed for the holistic (rheological and chemical) characterization and systematic material evaluation of asphalt binders for asphalt pavements. The new test system is based on Dynamic Shear Rheometer (DSR) tests to characterize the rheological material behavior in the whole service temperature range, considering viscoelastic properties, deformation behavior, low temperature behavior and aging behavior. The test system is complemented by Fourier Transform Infrared (FTIR) spectroscopy to determine chemical material properties. Initially, rheological and chemical test methods were collated and systematically analyzed on a representative selection of bituminous binders and further developed based on parameter studies. A new holistic test system was developed from a set of different test methods. The rheological test system essentially consists of the Binder-Fast-Characterization-Test (BTSV), an 8 mm Temperature-Sweep (T-Sweep), a 25 mm single shear creep test (SSCT) and a 4 mm relaxation test. This is complemented by FTIR analysis, particularly for the identification of various binder modifications and further evaluation of aging conditions. The new test system is well suited for practical use. It can be completed in one working day with a DSR and an FTIR for a single determination. This was followed by systematic serial testing of the new test system on 102 different representative asphalt binders in various states of aging. Suitable evaluation parameters were identified for the creation of a characterization matrix. The evaluation parameters derived from the test methods are easy to interpret and can be used immediately in practice. They include the material behavior in the entire temperature range of the service behavior as well as the chemical composition and have a good repeatability for a clear differentiation of different binders. On the basis of the 102 material variants investigated and a systematic evaluation considering the current technical regulations, guide values could be derived for different applications depending on the expected traffic load on the road. This includes proposals for guide values for the equi-shear modulus temperatures T(G*=15 kPa) and T(G*=5 MPa) as well as for the change in the respective characteristic values due to aging. In addition, load-dependent guide values are proposed for creep rate to assess resistance to deformation and for the stress relaxation in percent to assess resistance to low-temperature cracking. These are supplemented by guide values for FTIR index values. Finally, the new test system and the proposed guide values were validated in the field using test sections. For this purpose, seven construction projects with ten different asphalt layers were identified and asphalt mixture samples were taken at different locations. The proposed guide values were validated using the samples from the test sections. It was also possible to demonstrate the inter-laboratory and device-independent applicability of the test system and the guide values in construction practice. The test methods show satisfactory and reliable repeatability and comparability and can be applied seamlessly in construction practice. (A)]]></description>
      <pubDate>Thu, 06 Nov 2025 09:02:48 GMT</pubDate>
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