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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Solar-reflective asphalt thin layer with TiO₂ and glass beads: A sustainable solution for permafrost protection and pavement performance enhancement in cold-regions</title>
      <link>https://trid.trb.org/View/2662139</link>
      <description><![CDATA[In cold regions, intense solar radiation on asphalt pavements induces thermal degradation and permafrost thaw settlement, causing cracking and uneven subsidence that compromise pavement serviceability and lifespan. Conventional heat-reflective coatings can reduce heat absorption but suffer from poor skid and fracture resistance, as well as limited durability due to texture loss and interfacial delamination, which ultimately diminishes their long-term cooling performance. To address these limitations, a novel heat-reflective asphalt thin layer was proposed using a clear asphalt binder with TiO₂ and glass beads incorporated via aggregate replacement. An innovative high-precision xenon lamp irradiation chamber was employed to conduct indoor tests, evaluating both surface and in-depth cooling performance. Pavement performance, including high-temperature stability, low-temperature cracking resistance, water stability, and skid resistance, was comprehensively assessed. Results showed that: (1) the optimal composition of 4 % TiO2 and 1.5 % glass beads (T4G1.5) balanced cooling performance and cost, reducing surface temperatures by over 8 °C and bottom-layer temperatures by up to 5 °C; (2) T4G1.5 exhibited superior texture depth (1.1 mm) and British Pendulum Number (83) compared to conventional coatings; and (3) T4G1.5 achieved satisfactory high-temperature and water stability, along with enhanced −10 °C fracture properties relative to SBS-modified asphalt mixtures, increasing stress intensity factor by 66.7 %, fracture energy by 128.1 %, and cracking resistance index by 35.9 %. These findings demonstrate that the heat-reflective asphalt thin layer is a durable and practical solution for protecting permafrost while maintaining pavement performance in cold regions.]]></description>
      <pubDate>Fri, 01 May 2026 14:33:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2662139</guid>
    </item>
    <item>
      <title>Multiscale and multidimensional analysis of coarse aggregate morphological characteristics for road-used steel slag</title>
      <link>https://trid.trb.org/View/2648714</link>
      <description><![CDATA[Steel slag has emerged as a promising coarse aggregate for pavement construction, offering a pathway toward green and sustainable infrastructure. However, insufficient multi-scale particle morphology characterization limits the accurate matching between material properties and pavement functional requirements, restricting its efficient utilization. This study investigates the aggregate morphological characteristics and develops a refined multidimensional evaluation framework encompassing macroscopic, mesoscopic, and microscopic scales. Two-dimensional analysis and three-dimensional scanning were employed to quantify morphological parameters of three steel slags, with basalt and limestone as references. Seven digital indices were used to access particle shape. Surface texture was characterized using orientation distribution, arithmetic mean roughness, fractal dimension, and SEM images, while pore structure using mercury intrusion porosimetry. Furthermore, grey relational analysis quantified the association degree between digital morphological parameters and empirical performance metrics. Results indicate strong correlations between the indicators. Steel slag exhibits the shape index of 1.1 – 1.3, shape factor of 0.04 – 0.07, aspect ratio of 1.0 – 1.6, flatness ratio of 1.5 – 1.8, polygonal perimeter ratio of 0.6 – 0.7, elliptical perimeter ratio of 1.02 – 1.12, and sphericity of 0.45 – 0.85, reflecting a balance between angularity and flowability. The orientation entropy of three steel slags is 6.33 % – 6.47 % higher than that of basalt, with values of 4.1546, 4.1526, and 4.1490, indicating more complex textures. Distinct morphology supports function-oriented applications of different steel slags. Basic oxygen furnace slag, with favorable morphology, texture, low porosity, and stable performance, is suitable for high-skid-resistance pavements. Open-hearth furnace slag, featuring coarse texture and abundant mesopores and micropores, also demonstrates strong skid-resistance potential. Electric arc furnace slag, with the highest porosity of up to 10.22 %, is recommended for drainage or noise-reducing pavements. This study clarifies the relationship between multi-scale particle characteristics and pavement functionality, providing theoretical support for non-destructive evaluation and function-driven application of steel slag in various pavements.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:45:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2648714</guid>
    </item>
    <item>
      <title>Preliminary study on the microscopic damage behaviors of surface aggregates during the skid resistance degradation of asphalt pavements</title>
      <link>https://trid.trb.org/View/2645743</link>
      <description><![CDATA[To elucidate the deterioration mechanism of asphalt pavement skid resistance under sustained wheel loading, a micromechanical study was conducted on the wear evolution of pavement surface aggregates. Wear tests were performed on individual surface aggregates, and computerized tomography (CT) nondestructive testing was employed to investigate the microcrack propagation behavior of aggregates under cumulative wheel loading. First, the aggregate morphology and internal structure were reconstructed and optimized in three dimensions through a workflow comprising histogram optimization, filtering, and registration. Subsequently, microcracks in the aggregates were segmented and extracted through the application of various algorithms. Based on a comparative evaluation of applied algorithms, a segmentation procedure specifically designed for small-scale crack identification was proposed. Finally, the cracks in aggregates before and after wear were quantitatively characterized. The results show that wheel-induced wear not only induces the propagation and coalescence of adjacent cracks but also generates new microcracks on the surfaces of aggregates. Moreover, crack propagation is neither unidirectional nor linear, but instead develops tortuously throughout the three-dimensional space. Subsequently, a comparative analysis of aggregate damage evolution in various directions was conducted. It was found that the damage extension of pavement aggregates primarily originated from the cumulative tire-pavement friction effect during vehicle driving. In addition, the vertical pressure exerted by wheel loads also contributes to the damage, resulting in a tendency to expand in depth. Overall, this study provides insights into the crack evolution mechanism of coarse aggregates under wheel loading, offering a reference for further exploration of the skid resistance degradation mechanism of asphalt pavements.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:41:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645743</guid>
    </item>
    <item>
      <title>Development and performance evaluation of a rapid-curing waterborne epoxy-based sealer for urban pavement preventive maintenance</title>
      <link>https://trid.trb.org/View/2645560</link>
      <description><![CDATA[Preventive maintenance of urban pavements can cause prolonged road closures. To address the need for rapid reopening, this study develops a novel rapid-curing waterborne epoxy-based sealer. The research objectives focus on optimizing the material formulation and evaluating its key performance characteristics. The methodology involves self-developed drying rate and binder bond-strength tests to determine the optimal ratio of waterborne epoxy resin (WER), styrene–butadiene rubber (SBR) emulsion, and cement, through the analysis of variance (ANOVA). Dynamic shear rheology tests were performed to compare the composite emulsified asphalt with other formulations, while Fourier-transform infrared spectroscopy and X-ray diffraction analyses provided microscopic insights into material interactions. Experimental tests measured the reopening time and pavement skid resistance under different construction methods. The findings demonstrate that the three-phase composite modified emulsified asphalt exhibits superior high-temperature performance and optimal curing characteristics. The developed sealer achieves traffic readiness within 40–90 min and exhibits excellent skid resistance when applied with 20-mesh aggregate at 100 % coverage rate. The study recommends the optimized formulation containing 8 % WER, 4 % SBR emulsion, and 4 % cement as a promising solution for urban pavement preventive maintenance, effectively balancing rapid curing with durable performance.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:41:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645560</guid>
    </item>
    <item>
      <title>Skid resistance evaluation of thin overlay asphalt mixtures based on three-dimensional texture reconstruction</title>
      <link>https://trid.trb.org/View/2639969</link>
      <description><![CDATA[Thin overlays, widely applied in road engineering to improve pavement smoothness and extend service life, generally demonstrate an initial decline and rapid deterioration in skid resistance. In this study, an optimized gradation design was conducted by adding supplementary sieve sizes of 5.6 mm, 6.7 mm, and 8 mm to enhance the skid resistance of the thin overlay asphalt mixture. The variation patterns of texture parameters featuring skid resistance were analyzed by three-dimensional reconstruction technology. Additionally, the road performance of the mixture was investigated through rutting tests and low-temperature bending tests. The skid resistance and its deterioration patterns were explored with pendulum tests, sand patch methods, and three-dimensional reconstruction technology. The results suggest that the optimized gradation-10, obtained by adding supplementary sieve sizes, exhibited better high-temperature stability and low-temperature crack resistance compared to SMA-10. The optimized gradation-10 also revealed superior performance in skid resistance decay, with a BPN attenuation rate of 21.7 %, which was lower than that of SMA-10 (29.9 %). Texture parameters, such as Sq, Sa, Ssk, Sku, Sdq, Sdr, Vmp, Vmc, and fractal dimension, reflect that the surface of the optimized gradation-10 had more peaks and valleys, greater texture depth, and sharper surface textures compared to SMA-10. Furthermore, correlation analysis specifies that Sa, Sdr, and Sdq were the primary texture parameters for characterizing skid resistance. Finally, regression equations for texture parameters, including EMTD-Sdr, MPD-Sdr, and BPN-fractal dimension, were established.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:54:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639969</guid>
    </item>
    <item>
      <title>Three-dimensional quantification of tire polishing-induced morphology attenuation of coarse aggregates on asphalt mixtures surface</title>
      <link>https://trid.trb.org/View/2620354</link>
      <description><![CDATA[Pavement skid resistance deterioration is primarily caused by morphology attenuation in coarse aggregates under tire polishing. Current research has predominantly examined loose aggregates, while the three-dimensional (3D) morphology attenuation of aggregates on asphalt mixtures surface under tire polishing remains poorly characterized. To address this issue, this study introduces an innovative approach combining grating projection scanning with two novel indexes - maximum principal curvature (MPC) for angularity and surface projection expansion rate (SPER) for texture to quantitatively characterize morphology attenuation of tire polished aggregates. In this study, four lithology types of coarse aggregates (limestone, basalt, andesite and diabase) in SMA-13 mixtures were evaluated against Los Angeles-abraded loose aggregates using both traditional (sphericity, shape factor) and proposed indices. Results show that the grating projection scanning is an effective method for reconstructing 3D morphology of coarse aggregates. Polishing treatment caused significant angularity reduction in SMA-13 aggregates, while the surface textures are slightly reduced and the shapes are almost unchanged. Compared with sphericity and shape factor, the MPC and SPER are more sensitive to the polishing of coarse aggregate on SMA-13 slab surface and suitable to quantitatively evaluate the morphology attenuation of coarse aggregate. The morphology attenuation resistance of four lithology types of coarse aggregates is in order of limestone < diabase ≈ andesite < basalt.]]></description>
      <pubDate>Mon, 05 Jan 2026 09:52:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620354</guid>
    </item>
    <item>
      <title>Quantifying pavement texture effects on wet skid resistance: A correlation analysis of mean texture depth and locked wheel skid trailer skid number</title>
      <link>https://trid.trb.org/View/2614585</link>
      <description><![CDATA[Skid resistance plays a vital role in roadway safety and is primarily governed by pavement surface texture, vehicle operating conditions, and environmental factors. This study investigates the relationship between Mean Texture Depth (MTD), obtained through the Sand Patch Test, and wet skid resistance measured using the Locked Wheel Skid Trailer (LWST). The objective is to quantify the impact of pavement texture on skid resistance and develop predictive models for estimating skid numbers (SN). Correlation analyses using Pearson, Spearman, and Kendall coefficients revealed a strong positive association between MTD and LWST Wet SN, with Spearman’s correlation showing the highest significance, indicating a predominantly non-linear relationship. Four regression models linear, polynomial, logarithmic, and exponential were developed and compared. All models exhibited strong predictive performance (R2 = 0.73–0.76), confirming MTD as a reliable predictor of skid resistance. Although the polynomial model yielded the highest R2, the marginal differences among models suggest prioritizing interpretability and practical application over statistical fit alone. These results highlight the potential for incorporating advanced texture measurement techniques into skid resistance evaluation frameworks, enabling more efficient and cost-effective monitoring. Future research should address traffic loading, material properties, and environmental effects to further improve predictive accuracy and long-term skid resistance assessments.]]></description>
      <pubDate>Mon, 22 Dec 2025 09:53:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614585</guid>
    </item>
    <item>
      <title>Texture evolution and skid resistance in polymer-modified asphalt mixtures for runway pavements during wear process</title>
      <link>https://trid.trb.org/View/2612543</link>
      <description><![CDATA[The skid resistance of runway is critical for ensuring safety. To address durability assessment for runway material selection, this study presents a comprehensive method that couples indoor accelerated wear testing with full-spectrum texture analysis. Three types of asphalt mixtures with different binders (SBS-modified asphalt, polyurethane-modified asphalt (PU), and epoxy asphalt (EP)) were selected for tests under a ground contact pressure of 1.5 MPa at both high-temperature and normal-temperature conditions. The tests were carried out using a self-developed indoor accelerated wear device. Mean Profile Depth (MPD), Power Spectral Density (PSD), and fractal dimension were adopted as full-spectrum texture features, and the British Pendulum Number (BPN) was used to evaluate skid-resistance durability. Grey relational analysis was further applied to examine the relationship between surface texture and skid performance. The results indicated that SBS-modified asphalt exhibited early plastic deformation exceeding 5 mm under heavy aircraft loads. This thermoplastic behavior accelerated the loss of skid resistance. In contrast, the thermoset properties of epoxy and polyurethane asphalt mixtures ensured superior skid and wear resistance. Additionally, Stone Matrix Asphalt (SMA-13) graded mixtures outperformed Asphalt Concrete (AC-16) in wear resistance, indicating better texture retention capabilities. Fractal dimension showed strong correlation with MPD, proving valuable for characterizing surface texture evolution in asphalt mixtures.]]></description>
      <pubDate>Fri, 19 Dec 2025 10:19:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612543</guid>
    </item>
    <item>
      <title>Study on the texture and evolution law of micro-surfacing of cold recycled fine RAP under long-term load skid resistance</title>
      <link>https://trid.trb.org/View/2605555</link>
      <description><![CDATA[The application of cold recycling technology in micro-surfacing can not only reasonably deal with the excess RAP produced by old asphalt pavement, but also produce significant economic, environmental, and social effects. This study investigated the influence of different mix proportion designs on the long-term skid resistance of cold recycled fine RAP micro-surfacing pavement. The Straight-Line Accelerated Loading Test Device (SL-ALTD) was utilized to simulate real traffic loading conditions. Macro- and micro-texture characteristics were characterized using a monocular micro-motion method and Fourier transform analysis, respectively. Additionally, the Mean Texture Depth (MTD) was measured via the sand patch method, and the British Pendulum Number (BPN) was obtained using a pendulum friction coefficient instrument. A texture evaluation index based on Pearson correlation was established to analyze the evolution of pavement texture under loading. The results indicate that two types of cold recycled fine RAP mix proportion designs—both with an asphalt aggregate ratio of 7 %, gradation MS-3M, and regenerant dosage of 0.35 % (one with fine RAP dosage of 30 % and the other with 40 %)—exhibit good skid resistance under load. The former design demonstrates better performance on high-speed road surfaces, while the latter excels on low-speed road surfaces.]]></description>
      <pubDate>Thu, 20 Nov 2025 09:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2605555</guid>
    </item>
    <item>
      <title>Crash event detection using acoustic conformer</title>
      <link>https://trid.trb.org/View/2587257</link>
      <description><![CDATA[Crash events identification and prediction plays a vital role in understanding safety conditions for transportation systems. While existing systems use traffic parameters correlated with crash data to classify and train these models, the authors propose the use of a novel sensory unit that can also accurately identify crash events: microphone. Audio events can be collected and analyzed to classify events such as crash. In this paper, the authors have demonstrated the use of an Acoustic Conformer, a convolution augmented transformer, for road event classification. The conformer is able to apprehend global features with a transformer while local features are captured by the Convolution module. Important audio parameters such as Mel Frequency Cepstral Coefficients (MFCC), log Mel-filterbank energy spectrum and Fourier Spectrum were used as feature set. Additionally, the dataset was augmented with more sample data by the use of audio augmentation techniques such as time and pitch shifting. Together with the feature extraction this data augmentation can achieve reasonable accuracy. Four events such as crash, tire skid, horn and siren sounds can be accurately identified giving indication of a road hazard that can be useful for traffic operators or paramedic. The proposed methodology can reach 83% f1-score with a recall of 85%.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:53:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2587257</guid>
    </item>
    <item>
      <title>Assessing mechanical properties and structural contribution of thin asphalt mixtures containing polymer and epoxy modified asphalt binders</title>
      <link>https://trid.trb.org/View/2595325</link>
      <description><![CDATA[Thin asphalt mixtures (TAMs) are commonly used functional surface layers with a thickness of 1.5 in. or less for pavement preservation. Examples include Open-Graded Friction Course (OGFC) and coarse-graded (CG) asphalt mixtures. OGFC mixture has a porous aggregate structure to facilitate drainage, reduce splash and spray, and improve skid resistance and driving safety. CG mixture has a dense aggregate structure with larger aggregates and fewer fines used for performance restoration, rutting correction, aging deceleration, and prolonging service life. However, most state highway agencies do not assign structural contribution of these TAMs in the design stage. The objective of this study was to evaluate the physical and mechanical performance of various TAMs and quantify their structural contribution to the pavement structure. Three TAMs were used, namely, CG mixture containing PG 70–22 asphalt binder (CG-70), OGFC containing PG 76–22 asphalt binder (OGFC-76), and OGFC containing 50 % epoxy asphalt binder (OGFC-50EAB). A suit of physical and mechanical tests was conducted followed by structural response analysis. The results showed that all TAMs were rutting-, moisture-, and raveling-resistant as measured by Hamburg wheel track, tensile strength ratio, and Cantabro abrasion loss tests, respectively. The improved performance of OGFC-50EAB as compared to OGFC-76 can be attributed to the cross-linked network formed between the epoxy resin and curing agents in the EAB. Pavement stress analysis showed that incorporating 1.5 in. of TAMs is expected to improve rutting by 13.9–21.1 % and fatigue cracking by 9.0–17.2 %.]]></description>
      <pubDate>Wed, 22 Oct 2025 09:02:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2595325</guid>
    </item>
    <item>
      <title>An Assessment of the Polishing Behaviour of Road Surfacing Aggregates in Sri Lanka</title>
      <link>https://trid.trb.org/View/2408004</link>
      <description><![CDATA[Friction capacity between the tire-pavement interface, facilitates sufficient braking force ensuring road user safety. Inadequate skid resistance has been identified as the prominent pavement-related cause of highway crashes. Availability of friction at the wearing course is governed by pavement, vehicle and tire/driver condition parameters combined with environmental parameters, of which pavement-related characteristics concern a greater proportion. Crucial pavement-related characteristics include mineralogical and textural properties of road surfacing aggregates, where the polishing behaviour of coarse aggregates exhibits significant influence in the establishment of skid resistance of asphalt concrete pavings. Thus, many research have been conducted to determine the suitability of aggregates, in terms of resistance to polishing under trafficking. In the national context, broader attention is being developed towards road safety as one of the critical performance parameters due to the integration of an expressway system with the prevailing road network. However, the amount of such extensive study into pavement friction and properties of locally available aggregates, is scarce. No guidelines considering user safety have been specified in the Standard Specifications for Construction and Maintenance of Roads and Bridges by the Institute for Construction Training and Development, Sri Lanka. Therefore, initiatives to incorporate skid resistance in the national practice of aggregate selection for pavement construction, are indispensable. Hence, this study aims to establish the friction characteristics of Sri Lankan natural roadstones, through the Polish Stone Value Test involving the Accelerated Polishing Machine and the British Pendulum Tester, and to evaluate the observed polishing patterns through a petrographic analysis and microscopic investigation.]]></description>
      <pubDate>Wed, 24 Sep 2025 08:57:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2408004</guid>
    </item>
    <item>
      <title>Research on skid resistance and prediction model of hot in-place recycled asphalt pavement based on gradation and aggregate characteristics</title>
      <link>https://trid.trb.org/View/2572744</link>
      <description><![CDATA[Hot in-place recycling (HIR) has emerged as a sustainable maintenance technology that provides advantages in resource conservation and emission reduction. However, long-term monitoring of road maintenance reveals that the rate of skid resistance decay in HIR pavements is significantly higher than that observed in newly constructed asphalt pavements. This research systematically investigates the effects of five gradations and five types of coarse aggregates on the skid resistance of hot in-place recycled asphalt mixtures (HIRM) using an indoor accelerated polishing device (IAPD). Key parameters, including Mean Texture Depth (MTD) and British Pendulum Number (BPN), were measured. Additionally, the surface morphology, mineral composition, and elemental distribution of the coarse aggregates were analyzed using microscopic testing methods. Finally, predictive models for MTD and BPN were developed through multiple linear regression, and the accuracy of these models was validated via indoor experiments. Results indicate that variations in gradation, particularly the passing rate of the 4.75 mm sieve (P4.75), significantly influence MTD, while the properties of coarse aggregates have a more pronounced effect on BPN. Pearson correlation analysis reveals a strong negative correlation between P4.75 and both the initial and final MTD values, with correlation coefficients of −0.96 and −0.94, respectively. Additionally, the final polished stone value (PSVfinal) of coarse aggregates and the overall average hardness (HIRMh) exhibit correlation coefficients with BPN of 0.87 and 0.79, respectively. Following the correlation analysis, several indicators were selected for a multivariable regression analysis, which successfully established a decay model for the MTD index (R² > 0.98) and a logarithmic decay model for BPN (R² > 0.96). Validation tests confirmed that the prediction errors for the models were below 7 % and 4 %, respectively. This research provides theoretical insights for material design and the prediction of skid resistance of HIR asphalt pavements.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572744</guid>
    </item>
    <item>
      <title>Tire-pavement contact behavior: A simplified model for predictive surface contact analysis</title>
      <link>https://trid.trb.org/View/2576837</link>
      <description><![CDATA[Asphalt pavement skid resistance is critical for driving safety, closely related to tire-pavement contact behavior. Current tire-pavement contact studies have limitations in model generalization and engineering application efficiency. This study presents a tire-pavement contact model to enhance prediction universality and engineering applicability. Pressure-sensitive film technology acquires tire-pavement contact stress distribution data, and linear laser scanning technology collects surface texture data. Then, a predictive model for tire contact behavior is established by combining Persson's theory and linear elasticity theory. Three asphalt mixture types and gradations (new and old AC-13, AC-16, and new SMA-13) are chosen to analyze key texture parameters and their effects on contact. Results show that SMA-13 has the largest contact depth. New pavements have higher contact rates and depths. In the contact model research, the authors initially gathered the stress-strain response test data of the tread under the condition of 15 ℃ using a UTM-30. After fitting, it was incorporated into the contact model and compared with the actual data. The results showed that the deviation between the theoretical contact depth and the actual measured value is less than 0.2 mm. Subsequently, the authors obtained the stress-strain response test data of tread material within the temperature range of −30 ℃ to 25 ℃, thereby determining the variations in tire-pavement contact depth under different temperature conditions. The results show that the contact depth increases as the temperature decreases, with the contact depth increasing by approximately 0.15 mm for every 10 ℃ decrease in temperature.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576837</guid>
    </item>
    <item>
      <title>Performance evaluation of asphalt-based poroelastic road surface (APERS) mixtures</title>
      <link>https://trid.trb.org/View/2571010</link>
      <description><![CDATA[Poroelastic Road Surfaces (PERS) typically utilize polyurethane (PU) as a binder, which is costly and challenging to apply in road construction. Asphalt-based Poroelastic Road Surfaces (APERS) have received limited attention. This study aims to develop a novel APERS mixture, evaluate its road and acoustic performance, and investigates the effects of rubber particle content, particle size, and void content on its performance. The road performance of APERS was assessed through rutting test, low-temperature bending test, immersion Cantabro loss test, and pendulum friction coefficient test. The acoustic performance of APERS was evaluated using the impedance tube test, the free vibration-damping test, and the tire vertical drop test. Results indicate that rubber particles enhance high- and low-temperature performance, skid resistance, and noise reduction in APERS. However, excessive rubber content weakens the aggregate framework, reducing strength. Larger rubber particles (3–4 mm) outperform smaller ones (2–3 mm) in dynamic stability, bending and tensile strains, and noise reduction. Void content significantly influences water stability and sound absorption, with water stability declining above 25 % voids, while mixtures with 28 % voids achieve a peak sound absorption coefficient of 0.82, far surpassing AC-10. APERS mixtures demonstrate superior damping and noise reduction, with damping ratios up to 219 % higher and noise reduction reaching a maximum of 7.1 dBA compared to AC-10. Moreover, the cost of asphalt-based binders is 73 % lower than that of PU binders. APERS mixtures are promising in obtaining reliable road performance and favorable noise reduction performance (void absorption and damping and vibration damping). It is recommended that APERS mixtures contain no more than 10 % rubber particles and 25 % voids, with 3–4 mm rubber particle.]]></description>
      <pubDate>Fri, 29 Aug 2025 10:03:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571010</guid>
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