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    <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" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Reclamation and Recycling Techniques to achieve Perpetual Pavements Characteristics</title>
      <link>https://trid.trb.org/View/2703795</link>
      <description><![CDATA[This study evaluates Cold In-place Recycling (CIR) for developing sustainable and cost-effective perpetual pavements. As part of the 2022 NRRA construction, four test sections were constructed at the MnROAD mainline section to utilize CIR and additionally assess the effects of incorporating rejuvenator in cold recycled asphalt materials. Two sections included bituminous layer over aggregate base, while the other two included bituminous overlay over stabilized full depth reclamation (SFDR) base layer. For two sections, rejuvenator was incorporated to evaluate its impact on the performance of the cold recycled (CR) layer. Laboratory tests conducted after one year of service showed that even though rejuvenator improved binder fatigue resistance, its benefits were less evident at the mixture level, where cracking resistance declined. Perpetual pavement analysis indicated bottom-up cracking potential in all test sections but suggested that reasonable adjustments to overlay or CIR thickness could achieve perpetual behavior. The contrasting outcomes between binder, mixture, and Falling Weight Deflectometer (FWD) testing highlight the need for further research to fully understand the effect of rejuvenator on the CR layer/material behavior. Additional testing, focusing on fatigue, rutting, and low-temperature performance, is recommended to refine rejuvenator use in CIR applications and optimize cold recycling techniques for perpetual pavement construction.]]></description>
      <pubDate>Fri, 15 May 2026 17:15:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703795</guid>
    </item>
    <item>
      <title>A strategic framework for using Reclaimed Asphalt Pavement (RAP) aggregates in concrete pavements</title>
      <link>https://trid.trb.org/View/2672392</link>
      <description><![CDATA[The physical, chemical, and mechanical characteristics of Reclaimed Asphalt Pavement (RAP) aggregates vary significantly, making it challenging for the engineers/researchers to predict its optimal dosage for concrete composites, especially for rigid pavement applications. This variability exists in part due to differences in the materials in the pavement layers, regions, road types, age of pavement, asphalt binder grade, aggregate type, etc. To address this issue, a novel framework is proposed in this study that considers various combinations of RAP. These RAP compositions were then used to prepare paving concrete by substituting natural coarse aggregates in varying proportions. Incorporating RAP with stiffer binders enhanced concrete strength and modulus by up to 23 % but reduced toughness by 4.5 %. Higher binder content decreased strength and modulus, but improved toughness. Highly aged and binder course RAP suits Pavement Quality Concrete, while surface-course and less aged RAP is ideal for Dry Lean Concrete mixes with higher toughness.]]></description>
      <pubDate>Thu, 14 May 2026 14:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672392</guid>
    </item>
    <item>
      <title>Preparation of eco-friendly organic active zeolite and its impact on rejuvenated SBS modified asphalt and mixture: From pavement performance to fume suppression</title>
      <link>https://trid.trb.org/View/2668745</link>
      <description><![CDATA[To promote the green and sustainable development of asphalt recycling technology, this study employed hexamethylene diisocyanate (HDI) to organically modify zeolite, producing an eco-friendly reactive zeolite bearing active isocyanate groups (AIG-Z). The chemical structure, crystalline configuration, particle size distribution, pore characteristics, and micromorphology of the obtained material were systematically characterized. Subsequently, the aged SBS modified asphalt (PmA) was rejuvenated using a composite of AIG-Z and cardanol. A comprehensive evaluation was conducted on the physical properties, rheological behavior, aging resistance, and fume emission characteristics of the rejuvenated PmA. Additionally, the road performance of the corresponding asphalt mixture was analyzed. The results indicated that AIG-Z was successfully prepared, with HDI achieving surface grafting without altering its crystal structure. Moreover, AIG-Z exhibited improved dispersibility and a reduction in particle size. Both unmodified zeolite and AIG-Z were able to enhance the overall performance of the rejuvenated PmA and its mixture, with AIG-Z showing the most pronounced improvement. Compared to unmodified zeolite, AIG-Z decreased the storage segregation of rejuvenated PmA by 76.47 % while also reducing the emissions of VOCs, H₂S, SO₂, and NOx by 39.75 %, 45.45 %, 48.89 %, and 31.36 %, respectively. The high-temperature stability of the rejuvenated PmA was improved by the AIG-Z, with the critical rutting temperature increasing by 2.5°C, and the R̄₀.₁ and R̄₃.₂ values rising by 14.12 % and 17.98 %, correspondingly. Concurrently, AIG-Z also significantly enhanced the aging resistance of the rejuvenated PmA. In terms of mixture performance, AIG-Z could further increase the dynamic stability of the recycled mixture by 1563 times/mm, enhance the maximum flexural tensile strain by 658 με, and improve the freeze-thaw splitting strength ratio by 7.97 %.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668745</guid>
    </item>
    <item>
      <title>Enhancing rheological and ageing performance of asphalt binders using hazelnut shell biochar additives</title>
      <link>https://trid.trb.org/View/2668677</link>
      <description><![CDATA[This study evaluated the effect of biochars derived from European hazelnut shells as modifiers of the antioxidant, physical, and rheological properties of asphalt binders used in road construction. Two types of biochar (BH) were produced via slow pyrolysis at 300 °C (BH1) and 550 °C (BH2) with a residence time of 1 h, and were incorporated into unaged, short-term aged (RTFO), and long-term aged (PAV) asphalt binders. Phenolic compounds of the BHs were identified by liquid chromatography, while their antioxidant effect on asphalt binders was assessed using spectroscopic analyses. Physical properties (rotational viscosity, penetration, softening point, Fraass breaking point) and rheological properties (rutting parameter G*/sin(δ), Rheological Ageing Index, multiple stress creep recovery (MSCR), fatigue parameter (G*∙sin(δ), crossover temperature, and complex modulus |G*|) were measured in all ageing states. The results revealed that both BHs mitigated binder ageing, as evidenced by reductions in ageing indices and oxygenated structures. BH1’s antioxidant effect was attributed to its phenolic compounds, whereas BH2’s effect was attributed to its porous morphology, which facilitated the adsorption of volatiles. Physically, BH reduced viscosity by up to 16 % after PAV ageing, maintained penetration, and lowered the softening point, although Fraass breaking points increased due to particle stiffening. Rheologically, BH improved rutting resistance by up to 8 % during the early ageing stages. After PAV ageing, it mitigated stiffness gain, preserved viscoelastic behaviour, and reduced |G*| at low temperatures compared with the controls. Overall, recycled hazelnut shell BH enhanced the ageing resistance and thermal stability of bituminous binders through distinct mechanisms, offering a potentially viable option to extend the service life of road pavement materials.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668677</guid>
    </item>
    <item>
      <title>Legitimate and Pioneering Technologies for Construction &amp; Maintenance of Roads</title>
      <link>https://trid.trb.org/View/2691789</link>
      <description><![CDATA[Need for such highway innovations stems from necessity for highway to become more genuine, adaptive, efficient, authentic and responsive to changing demands to move quickly/easily. Integration of New Technologies are vital for incorporating "smart" technologies to make it a flexible, customer-centric and sustainable. Legitimate technologies refer to established rules, laws, or IRC/IS/International standards, and pioneering technologies refers to breaking new ground, innovating, and operating in uncharted/unfamiliar/unexplored territory. Various such innovative technologies viz use of waste plastic, cold/warm mix technologies, jute/coir geo textile, geogrid coated with PMB (Polymer Modified Bitumen), fully mechanised pavers for recycling of asphalt pavement, ultra-high performance concrete, glass fibre reinforced polymer bars and sheets as per IRC:137-2022/IS:18256- 2023 and IS 14856:2000 respectively in case or marine environment to make transportation very easy due to light in weight, use of Construction and Demolition (C&D) waste, very advanced material i.e. geopolymer, recycling of asphalt pavement, high performance bituminous pavements IRC:SP:139-2023 SUPERPAVE, determination of interlay shear strength of tack/prime coat, performance tests on asphalt mixes, determination of surface area of aggregates and thereby thickness of bituminous layer over aggregates (specified value is 6-8 micron as per IRC:SP:135-2022), use vacuum technology in automatic oven directly giving binder/moisture content, use of bamboo piling and vacuum technology in Prefabricated Vertical Drains (PVD) to accelerate consolidation for ground improvement using vacuum technology, short panel concrete pavement IRC:SP:140-2024 particularly in new pavement, gradients and hilly areas where temperature stresses are higher, white topping over damaged asphalt pavement, bonded rigid pavement on gradients, and advanced digital/robotic mainly in tunnel, quality control with the help of drone system, use of RFID in the manhole covers etc to avoid theft and bio technologies are gaining momentum these days and being applied in the field in road construction as well. Further, new age binders in road construction primarily refer to sustainable and performance-enhanced alternatives to traditional petroleum-based bitumen. The viscosity grade bituminous binders may beknow modified with graphene/ultra fine/nano size mineral admixtures or alternatively pyro based using waste rubber or biobased bituminous materials may be also adopted to improve performance and sustainability with less reliance on fossil fuels/environmental impact. The paper thus describes innovative technologies saving time, space, energy, improving environment, minimising pollution. There will be literally saving of conventional materials viz cement, soil, natural aggregates and steel/aluminium.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691789</guid>
    </item>
    <item>
      <title>A comparative assessment of the bearing capacity of unselected construction and demolition waste aggregates in unbound and cement-stabilised pavement subbases</title>
      <link>https://trid.trb.org/View/2659686</link>
      <description><![CDATA[Using unselected construction and demolition waste (UCDW) aggregate helps the road construction industry to meet sustainability requirements. Although the use of recycled UCDW aggregates is increasingly recognised and adopted in practice, there remains limited field evidence directly comparing their performance with that of natural (NAT) aggregates in unbound and cement-stabilised subbases. This study compared the bearing capacity of four 30-cm subbases (unbound and 3% cement-stabilised NAT and UCDW) using lightweight deflectometer and plate loading tests on an experimental road. The study was complemented by laboratory resilient modulus and indirect tensile strength measurements on specimens compacted during the construction activities.On average, the surface modulus of unbound UCDW materials was 16% higher than that of natural aggregates. Stabilisation with 3% cement significantly increased the bearing capacity sevenfold for UCDW materials and tenfold for NAT materials. After three days of curing, the average surface modulus increased from 112.3–126.6 MPa for unbound UCDW and 95.2–111.6 MPa for unbound NAT, to 884.7–1024.6 MPa for cement-stabilised UCDW and 1064.3–1198.1 MPa for cement-stabilised NAT. Unlike the field tests, where cement-stabilised NAT performed slightly better than cement-stabilised UCDW, the laboratory tests showed that cement-stabilised UCDW mixtures had a higher resilient modulus than cement-stabilised natural ones. These results demonstrate that UCDW aggregates can effectively replace natural ones in the formation of unbound or cement–stabilised road subbase layers.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659686</guid>
    </item>
    <item>
      <title>Stiffness and Cracking Resistance Evaluation of Cold Bitumen Emulsion Mixtures Incorporated with Waste Glass Aggregates</title>
      <link>https://trid.trb.org/View/2579852</link>
      <description><![CDATA[Continuous use of hot mix asphalt (HMA) accelerates environmental deterioration, fossil fuel consumption, global warming, and depletion of natural resources. Further, waste generation and its disposal problem are also a threat to environment. The production of waste and the use of energy/virgin materials in HMA construction must be addressed concurrently. A right step toward the creation of environment-friendly road infrastructure is the use of Cold Bitumen Emulsion Mixtures (CBEMs), a form of Cold Mix Asphalt (CMA). Cold mix asphalt may be made more environment friendly by using waste materials as fine aggregates. In this study, Waste Glass (WG) is substituted for virgin fine aggregate at various percentages ranging from 0 to 100% (with 20% increments) in the binder layer of the CBEM. As per Marshall stability, Marshall flow, indirect tensile strength (ITS), and resilient modulus, the mechanical performance of CBEM-WG mixtures is assessed in this work. The performance of various CBEM-WG mixes is compared with each other, normal CBEM (NCBEM) and also with HMA. According to the findings, mechanical performance of CBEM having WG contents up to 60% was equivalent to that of normal CBEM (NCBEM) and conventional HMA, and it demonstrated superior performance at 60% plus WG content levels. The statistical analysis was performed to prove the feasibility and validity of replacing virgin materials with waste glass in terms of mechanical properties. The coefficient of determination R² > 0.9 for all properties indicated addition of waste glass has significant impact on mechanical performance.]]></description>
      <pubDate>Tue, 28 Apr 2026 16:55:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579852</guid>
    </item>
    <item>
      <title>The Performance of Warm Mix Asphalt Using Waste Cooking Oil as an Additive</title>
      <link>https://trid.trb.org/View/2579903</link>
      <description><![CDATA[It is prevalent nowadays to incorporate rubber or polymer into the asphalt binder as an additive to produce better asphalt mixtures, resulting in more durable, resilient, and high-performance road surfaces. Incorporating rubber or any additive materials in asphalt mixtures undoubtedly affects the production and construction processes in several ways, such as by increasing the production and construction temperature. Higher rubberised asphalt mixing production temperatures increase energy consumption and harmful gas emissions. In order to reduce the adverse effect of rubberised modified asphalt, warm mix asphalt (WMA) technology was introduced as an alternative asphalt production method to lower the asphalt mix production plant and construction at the job site. Although there are several WMA additive options in the market, the use of waste cooking oil (WCO) as a WMA additive is widely explored as a response to waste management issues and to reuse the waste materials in asphalt construction to reduce the asphalt production temperature. This study aims to assess the performance of rubberised WMA using WCO as an additive. The samples were tested for resilient modulus, creep test, moisture susceptibility and Cantabro loss. The results showed that the combination of rubberised asphalt and WCO in WMA is possible to improve moisture damage and asphalt durability. Overall, it can be concluded that the performance of rubberised warm mix asphalt using WCO additive was comparable with conventional hot mix asphalt.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579903</guid>
    </item>
    <item>
      <title>Utilisation of construction and demolition waste in granular sub-base along with scrap tyre cellular reinforcement: a sustainable practice</title>
      <link>https://trid.trb.org/View/2647003</link>
      <description><![CDATA[This study explores the use of recycled materials such as recycled asphalt pavement (RAP) and recycled concrete aggregate (RCA) in the granular sub-base (GSB) layer, incorporating scrap tyres as cellular reinforcement. Laboratory repeated load tests are conducted on model pavement sections under both unreinforced and scrap tyre cell (STC) reinforced conditions. The results indicate that RAP sections experienced significant rutting within the initial 500 load cycles, suggesting a lower load-bearing capacity unsuitable for GSB application over the weak subgrade. Meanwhile, RCA demonstrated comparable performance to natural aggregates, making it a viable replacement. The integration of STC reinforcement proved effective in confining GSB materials, thereby enhancing pavement performance by reducing the plastic deformation and residual pressure at the subgrade level compared to the respective unreinforced section. Overall, the study recommends the use of scrap tyres and RCA in GSB providing cost-effective, sustainable, and environmental friendly pavement solutions.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647003</guid>
    </item>
    <item>
      <title>Fly ash and natural rubber latex modified recycled aggregate concrete as sustainable rigid pavement surface</title>
      <link>https://trid.trb.org/View/2657846</link>
      <description><![CDATA[An integration of Recycled Concrete Aggregate (RCA) and Fly Ash (FA) into concrete represents a practical solution for sustainable construction by minimizing the use of natural resources and lowering carbon emissions. This research investigated the effects of incorporating Natural Rubber Latex (NRL) into FA-RCA concrete mixtures on both mechanical properties and environmental performance as a greener pavement concrete. Experimental evaluations included compressive strength (fc), flexural strength (ff), flexural fatigue behavior, and microstructural analysis using Scanning Electron Microscopy (SEM), and Energy-Dispersive X-ray spectroscopy (EDX). In addition, total CO₂-equivalent emissions were calculated based on the emission factors of each mix constituent. Results showed that moderate NRL content (r/b = 0.5–1.0 %) improved ff and fatigue life, particularly at FA replacement levels of 15–25 %, while higher r/b ratios led to diminished strength due to hydration retardation. SEM and EDX analyses revealed enhanced microstructural densification at optimal NRL dosages, while excessive latex introduced film barriers, limiting hydration. Furthermore, replacing cement with 25 %FA and 0.5 %r/b resulted in the lowest emissions (304.63 kg CO₂-e/m³) and the greatest fatigue life at 56 days (2863 cycles), whereas 20 %FA provided the most cost-efficient option (53.48 USD/m³); all mixes satisfied the Thai pavement strength requirements. The findings confirm that careful optimization of NRL and FA content in RCA-based concrete can simultaneously improve structural performance and reduce carbon footprint, supporting the development of low-carbon pavement surface materials.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657846</guid>
    </item>
    <item>
      <title>Polymer Modification of Asphalt with Recycling By-Products of Polyurethane Foam as Asphalt Extender</title>
      <link>https://trid.trb.org/View/2658622</link>
      <description><![CDATA[Waste polyurethane (PU) can be degraded into polyols for recycling through alcoholysis, effectively addressing environmental pollution and solid waste management challenges. However, substantial byproducts of polyurethane foam recycling (BPF) are generated. Previous research has proved that BPF can be used as an asphalt extender, by adding 10 wt% of base asphalt to produce BPF-asphalt with comparable or even superior performance compared with base asphalt. However, BPF-asphalt struggles to meet the stringent requirements of high-grade pavements, so polymer modification is crucial for enhancing its performance. In this study, styrene-butadiene-styrene (SBS) modified BPF-asphalt (SMBA) was prepared with BPF, SBS, and sulfur as asphalt extender, modifier, and stabilizer, respectively. A comprehensive performance investigation for SMBA was conducted considering the influence of the composition of BPF and the potential reaction between BPF and sulfur. The results show that SBS modification can enhance the performance of BPF-asphalt, particularly addressing its defect on rutting resistance. Notably, the road performance of SMBA is closely related to the addition sequence of additives: adding SBS and stabilizer before BPF yields optimal results with superior storage stability. This is because the -NH₂ group in BPF can react with sulfur in the stabilizer. The delayed BPF addition preserves network integrity while forming stable SBS-aromatic amine-asphalt adsorption structures. SMBA generally exhibits inferior high-temperature performance compared with conventional SBS asphalt due to BPF’s viscous components. Only BPF containing PS forms an interpenetrating network with SBS through thermal polymerization, thereby achieving enhanced thermal stability. This study demonstrates the feasibility of using BPF as asphalt extender for SBS modified asphalt, which not only alleviates the treatment pressure of waste polyurethane foam (PUF) but also promotes sustainable road infrastructure development.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658622</guid>
    </item>
    <item>
      <title>Evaluation of Foamed Glass Aggregate for Roadway Embankment Applications</title>
      <link>https://trid.trb.org/View/2689791</link>
      <description><![CDATA[Lightweight fill materials play critical roles in building infrastructure on challenging sites. Foamed glass aggregate (FGA) is a lightweight option that has attracted much attention lately. FGA is a processed recycled aggregate made from waste glass. The process involves grinding the glass into powder and melting it at a high temperature (e.g., 1,600°F) with a foaming agent (e.g., 2% by weight). In addition to its low compacted unit weight, FGA possesses several unique engineering properties, such as a high friction angle, good thermal insulation, high permeability, easy placement, and so forth. With these properties, the utilization of FGA could be a sustainable practice that contributes to the reduction of fill settlement over soft ground and environmental preservation by the reuse of waste glass. However, as with any emerging or unconventional material, a comprehensive engineering study of FGA is essential before its widespread application to prevent unsatisfactory performance. To that end, two types of FGA material (produced using either a dry or wet foaming agent) and two conventional soils (sand and clay, used as references) were procured for laboratory experiments. These experiments covered basic FGA characteristics, including gradation and volumetric properties, followed by mechanical properties such as axial compression compaction, one-dimensional consolidation, dynamic triaxial, and direct shear. In addition, a pilot fill construction was undertaken using FGA to determine the field compaction acceptance criteria. Results indicated that FGAs are viable lightweight fill materials. Further research is needed to monitor FGA performance through full-scale construction projects.]]></description>
      <pubDate>Thu, 09 Apr 2026 09:01:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689791</guid>
    </item>
    <item>
      <title>Utilizing renewable resources: Enhanced high- and low-temperature properties of asphalt modified with acetylated sodium lignosulfonate and pine needle oil</title>
      <link>https://trid.trb.org/View/2651741</link>
      <description><![CDATA[Nowadays, many asphalt modifiers struggle to achieve an optimal balance between performance at both high and low temperatures. This study developed a novel composite modifier combining acetylated sodium lignosulfonate and pine needle oil aiming to address this issue and verify its performance enhancement effect on base asphalt. Thermogravimetric analysis (TGA), Fourier transform infrared spectroscopy (FTIR), environmental scanning electron microscopy (ESEM), water contact angle(WCA), dynamic shear rheometer (DSR), and bending beam rheometer (BBR) were used to investigate the thermal stability, chemical properties, compatibility, rheological performance of acetylated sodium lignosulfonate/pine needle oil-modified asphalt, while revealing the synergistic modification mechanism. The optimal modification parameters were determined as 8 % acetylated sodium lignosulfonate, 2 % pine needle oil, and a blending temperature of 150 ℃. The incorporation of acetylated sodium lignosulfonate significantly improved the high-temperature rutting resistance of the base asphalt, while pine needle oil effectively counteracted the negative impact of acetylated sodium lignosulfonate on low temperature cracking resistance. Furthermore, acetylation was found to enhance the thermal stability of sodium lignosulfonate, and the synergistic use of acetylated sodium lignosulfonate and pine needle oil improved the compatibility between the modifier and the asphalt binder. This research offers an innovative and eco-friendly approach to transform industrial lignin waste into sustainable pavement materials, contributing to cleaner production and resource efficiency in road construction.]]></description>
      <pubDate>Mon, 30 Mar 2026 17:10:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651741</guid>
    </item>
    <item>
      <title>Towards highly sustainable asphalt mixtures using RAP and ceramic waste</title>
      <link>https://trid.trb.org/View/2648710</link>
      <description><![CDATA[The European Union promotes transitioning to a circular economy, prioritizing waste management as a key element of sustainable development. In this context, this study evaluates the structural performance of asphalt mixtures incorporating Reclaimed Asphalt Pavement (RAP) and ceramic waste, focusing on maximizing recycled material usage while meeting Spanish pavement standards for low-volume roads. While recycled materials in asphalt mixtures are widely studied, limited research has addressed the combined use of RAP and ceramic waste. Three sustainable AC16 S asphalt mixtures were designed with recycled content ranging from 85 % to 100 % and evaluated through water sensitivity, wheel tracking, stiffness, and resistance to fatigue tests. The results indicate that the C50R50 mixture, comprising 50 % RAP and 50 % ceramic waste, achieves performance comparable to conventional asphalt mixtures made with natural aggregates. It meets all Spanish standards for low- and medium-volume roads, demonstrating satisfactory stiffness (approximately 7000 MPa) and resistance to fatigue, reaching 80 % of the endurance of conventional mixtures. Conversely, the C100 mixture (100 % ceramic waste) exhibited reduced stiffness, water sensitivity, and workability, limiting its applicability. The C50R50 mixture showed acceptable deformation indices and superior workability, making it also suitable for urban pavements and micromobility infrastructure, including bike lanes. The C35R50A15 mixture (50 % RAP, 35 % ceramic waste, and 15 % limestone aggregate) achieved marginal compliance, suggesting potential for similar applications. These results demonstrate the feasibility of sustainable asphalt mixtures to meet performance standards, offering an environmentally friendly alternative for road construction and maintenance in low- and medium-traffic applications.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:45:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2648710</guid>
    </item>
    <item>
      <title>Plastic Deformation of Recycled Base Materials</title>
      <link>https://trid.trb.org/View/2191976</link>
      <description><![CDATA[Large-scale model experiments (LSME) simulating field conditions were conducted on prototype pavement structures to characterize the elastic and plastic deformation of three base course materials: recycled pavement material (RPM), road surface gravel (RSG), and Class 5 granular base. The RPM and RSG were evaluated with and without stabilization using cementitious fly ash. RPM and RSG accumulate permanent deformation more readily than conventional base course, and therefore flexible pavements constructed with RPM and RSG can be expected to experience greater rutting. In contrast, stabilization of RPM and RSG with cementitious fly ash reduces permanent deformations to very small amounts. Thus, flexible pavements constructed with stabilized RPM and RSG should not rut more than flexible pavements constructed with conventional base course. Relationships between plastic strain at 10,000 cycles and summary resilient modulus are presented for unstabilized and stabilized RPM and RSG.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:24:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2191976</guid>
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