<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Evaluating the impact of vehicle automation on the safety of highway design: A 3D risk assessment approach using reliability theory</title>
      <link>https://trid.trb.org/View/2667182</link>
      <description><![CDATA[Empirical quantification of how automation affects road safety, particularly whether current highway designs can accommodate autonomous vehicles (AV), remains under-researched. This study addresses the gap using a 3D risk assessment framework that integrates reliability theory with mobile Light Detection and Ranging (LiDAR) data to examine the interaction between sight distance and vehicle automation. Using 308 curves along a rural highway in Canada, a three-phase analysis was conducted. First, available sight distance (ASD) was estimated using 2D analytical formulas and a voxel-based 3D LiDAR approach. Second, a reliability-based risk assessment compared ASD with the stopping sight distance (SSD) requirements of three vehicle types representing increasing automation levels—human-driven vehicles (HDVs), transition-stage AVs, and fully developed AVs—using probability of non-compliance (Pnc) as a risk index. Finally, sensitivity analyses assessed the effects of operational parameters and sensor configurations on risk levels. Results show that the 3D method provided a more realistic and context-sensitive evaluation of ASD and associated obstructions than the 2D method, and was therefore used in the risk assessment. Overall risk decreased with increasing automation, although some scenarios showed elevated risk for fully developed AVs. Segment- and curve-level analysis attribute these increases to higher speeds and gentler deceleration rates assumed on sharper curves. Sensitivity analyses show that higher deceleration rates substantially reduce AV risk, while increased sensor height offers limited benefits. Overall, this study demonstrates the value of LiDAR-based assessment and Pnc as a quantitative risk index, enabling identification of critical locations to guide highway infrastructure improvements and AV algorithm refinement.]]></description>
      <pubDate>Wed, 25 Feb 2026 08:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667182</guid>
    </item>
    <item>
      <title>Understanding Driver Perception of Sharpness, Risk, and Speed on Horizontal Curves: An Instrumented Vehicle and Questionnaire Study of Two-Lane Highway</title>
      <link>https://trid.trb.org/View/2647794</link>
      <description><![CDATA[Inappropriate speed choice is one of the major causes of single-vehicle run-off-road crashes on horizontal curves. Safe speed negotiation depends on drivers’ perception of visual cues, such as curve sharpness, speed and available sight distance, which in turn shape their risk perception. Thus, drivers’ perceptions of sharpness, risk, and speed play a critical role in speed selection on horizontal curves. However, existing research has largely focused on geometric factors for enhancing curve safety. This study first examines the effects of road geometry and driver characteristics on drivers’ perceptions of speed, sharpness, and risk, and second, how these perceptions affect objective curve speed. A naturalistic driving experiment was conducted on a 22 km stretch of a two-lane rural highway containing 28 horizontal curves. Thirty-four drivers drove an instrumented sedan equipped with a GPS data logger to collect speed and perception data. The objective speed data were collected using a GPS data logger, while a surveyor seated in the vehicle recorded perception data via a questionnaire, taking responses within 15 seconds to capture drivers’ short-term perceptions. Perceived speed was negatively correlated with perceived sharpness and perceived risk. Deflection angle, curve length, curve gradient, gradient of the preceding tangent, and education emerged as significant predictors of perceived speed. Deflection angle, curve length, and transition curve length significantly influenced perceived sharpness, whereas age significantly influenced perceived risk. Among perceived speed, sharpness, and risk, perceived speed significantly influenced the mean observed curve speed. These findings highlight the importance of integrating driver perceptions into horizontal curve design and safety interventions. Targeted measures, such as appropriate signage and visual cues, can encourage safer speeds, while education and training programs for younger and novice drivers may reduce misperceptions and enhance curve safety. Future research across diverse road sites and driver groups can provide more insights into these findings.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647794</guid>
    </item>
    <item>
      <title>The Influence of Tangent Length between Reverse Curves on Vehicle Operating Characteristics on Two-Lane Roads</title>
      <link>https://trid.trb.org/View/2613062</link>
      <description><![CDATA[This study investigates the impact of the tangent length between reverse curves on vehicle behavior on two-lane roads. Reverse curves with radii of 60 and 100 m were connected by five different tangent lengths, creating five driving simulator scenarios. Repeated measures analysis of variance was used to examine the effects of tangent length on vehicle speed and lateral offset. The results show that longer tangent lengths provide drivers with more time and space to adjust vehicle speed and lateral position. However, excessively long tangents can lead to increased speed, causing faster entry into the second curve and greater lateral offset. The study also highlights the importance of curve configuration. In the RC-100-60 combination, vehicles entering a smaller radius curve had higher speeds and more lateral offset, whereas in the RC-60-100 combination, the transition was smoother and more stable. This research offers valuable insights for reverse curve design.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613062</guid>
    </item>
    <item>
      <title>Speed Reduction Model for Assessing Geometric Consistency of Two-Lane Highway in Central India</title>
      <link>https://trid.trb.org/View/2666693</link>
      <description><![CDATA[Speed reduction (SR) on horizontal curves is a critical measure influencing safety on two-lane rural highways. The SR measures based on fixed-point speed observations (?V85) underestimate the actual SR compared with those derived from continuous speed profiles (?85V). This study addresses this gap in the literature by developing a ?85V model using high-resolution continuous speed profile data on different horizontal curves across a two-lane rural highway in Central India. The model ensures the influence of horizontal curves within the curve discovery region. It integrates rarely studied critical design parameters, such as transition curve length, superelevation, and gradient, alongside commonly used parameters within a single comprehensive study. The model was validated using out-of-sample data to demonstrate transferability across similar roadway classifications. In addition, this study illustrates the application of the ?85V model in the geometric design and consistency evaluation. The findings could be useful in a design feedback mechanism to guide geometric improvements and classify existing tangent-to-curve transitions based on their expected level of consistency. The insights contribute to improved geometric design practices tailored to India and lay the foundation for future research incorporating deceleration length, crash data, and driver characteristics. Overall, the developed model advances speed consistency evaluation and supports safer highway designs under heterogeneous traffic and driving behavior conditions.]]></description>
      <pubDate>Mon, 09 Feb 2026 13:55:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666693</guid>
    </item>
    <item>
      <title>Analysis of low temperature performance and viscoelastic properties of SBS-modified epoxy recycled asphalt</title>
      <link>https://trid.trb.org/View/2643612</link>
      <description><![CDATA[The application of recycled asphalt materials in pavement engineering has been significantly hindered by excessive stiffness and susceptibility to cracking. SBS-modified epoxy asphalt has demonstrated a remarkable ability to enhance material toughness. This study aims to investigate the influence of varying aged asphalt content and epoxy resin content on the low-temperature performance of SBS-modified asphalt. Through the tensile test and bending beam rheometer (BBR) analysis, the low-temperature cracking resistance was evaluated. The viscoelastic constitutive relation was established based on the Burgers model. The results indicate that increasing epoxy content enhances material strength, reduces elongation at break and improves anti-crack performance. The toughening effect of epoxy enhances the asphalt's resistance to deformation and stress relaxation. Differential scanning calorimetry (DSC) was employed to study the curing behavior, and nonisothermal curing kinetic equations were established. Frequency sweep tests were conducted to construct complex modulus and phase angle master curves, revealing that the maximum complex modulus and optimal low-temperature performance were achieved at 40% epoxy content. The glass transition temperatures of all materials were below 15°C, confirming their superior toughness at ambient temperatures. It lays the foundation for optimizing the material design and facilitating the widespread application of epoxy-modified recycled asphalt.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643612</guid>
    </item>
    <item>
      <title>Long-term fatigue performance and damage evolution of emulsified asphalt cold recycled mixtures</title>
      <link>https://trid.trb.org/View/2636360</link>
      <description><![CDATA[As load cycles increase, the fatigue evolution of cold recycled mixtures damage becomes complex due to internal damage accumulation and strength gain in nondestructive state. To investigate the long-term fatigue performance, indirect tensile fatigue tests were conducted. Using the inflection point of vertical displacement curve and dissipated energy, the early-stage and long-term fatigue lives under different stress ratio conditions were compared to analyze combined effects of performance growth and damage accumulation. Results indicate that the standard method primarily reflects early-stage strength and fatigue performance under high stress ratios, thereby significantly underestimating actual fatigue resistance of cold recycled mixtures. Under identical stress ratio conditions, the improved method representing long-term state exhibit significantly longer fatigue life, confirming the progressive enhancement of fatigue resistance during long-term service. For single stress ratio, the evolution of fatigue damage follows distinct three-stage pattern. Across different stress ratios, the improved specimens show slower damage accumulation, resulting in superior fatigue performance. When two-stage loading is considered, the curves of damage and cycle ratio show that the cumulative cycles is greater than that of single-stage loading. However, if the early-stage performance is inadequate, repeated loading can accelerate damage accumulation, thereby significantly reducing final fatigue life. It highlights the importance of designing cold recycled mixtures with sufficient early strength and enabling a timely transition to improved long-term performance.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:58:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636360</guid>
    </item>
    <item>
      <title>Microstructural and mechanical properties of the interfacial transition zone between asphalt and steel slag aggregate under light-heat-water-coupled aging</title>
      <link>https://trid.trb.org/View/2619819</link>
      <description><![CDATA[The interfacial transition zone (ITZ), as a weak region in steel slag asphalt mixtures, is significant for the service performance of asphalt pavements. However, accurately identifying and characterizing the microstructural and micromechanical properties of the ITZ between asphalt and steel slag aggregates under light-heat-water (LHW)-coupled aging remains a challenge. In this study, an LHW-coupled aging test is developed to simulate multifactored coupled aging effects. Three types of asphalt mixtures are prepared by mixing styrene-butadiene- styrene (SBS) asphalt with steel slag and basalt aggregates, and the corresponding ITZ samples are obtained. The changes in the chemical composition, microscopic morphology, elemental distribution, adhesion force, and micromechanical characteristics of the asphalt-steel slag ITZ are investigated under various aging conditions using Fourier transform infrared spectroscopy, scanning electron microscopy, atomic force microscopy, nanoindentation (NI), and other micro/nano testing techniques. Subsequently, the effects of ultraviolet radiation, temperature, water, and aggregate type on the microscopic characteristics of the ITZ are evaluated to further elucidate the interfacial interactions and coupled aging mechanisms. The results indicate that both the coupled aging and aggregate type exert a significant impact on the microstructural and micromechanical properties of the ITZ. With coupled aging, the thickness of the ITZ increases, whereas its roughness and interfacial adhesion forces decrease. The asphalt-steel slag ITZ exhibited superior aging resistance compared with the asphalt-basalt ITZ. The thickness range of the asphalt-steel slag ITZ after 120 h of coupled aging is determined to be 6–22 μm via two complementary characterization methods (i.e., element distribution curves and elastic modulus contour maps), and it exhibits a clear increasing trend the duration of the coupled aging. In addition, the NI technique enables a quantitative and precise characterization of the aging gradient in the ITZ of asphalt mixtures. The ITZ elastic modulus between the steel slag and asphalt mastic after 120 h of coupled aging is 1.48 times that of the ITZ between the basalt and asphalt mastic, and this difference tends to further increase with prolonged coupled aging. This study provides a comprehensive understanding of the coupled aging process in the ITZ between SBS asphalt and steel slag aggregates using multiscale characterization approaches.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:56:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2619819</guid>
    </item>
    <item>
      <title>Parameter prediction of rheological models for hydraulic asphalt concrete using time-temperature superposition principle</title>
      <link>https://trid.trb.org/View/2642102</link>
      <description><![CDATA[To further investigate the creep performance of hydraulic asphalt concrete, this study conducted flexural creep tests across varied temperatures and load levels (relative to flexural strength), obtaining creep strain curves, creep compliance profiles, and failure modes. Through the Burgers model applied to creep compliance data, we extracted key viscoelastic parameters. Leveraging polymer-inspired time-temperature superposition principles and our optimized Williams-Landel-Ferry(WLF) equation, time-temperature shift factors enabled predictions of low-temperature creep compliance curves and model parameters from high-temperature data. Critically, predicted transition points between creep stages closely matched experimental data, with relatively ideal precision for the first two stages. Taking the 15°C temperature difference prediction interval with the largest average error as an example, its maximum average error reached 18.4 %, with parameter errors of E1: 7.0 %, E2: 13.7 %, η1: −10.1 %, η2: −6.1 %. For other predicted temperature differences, the average error all remained below 20 %. In addition, upon calculation, the correlation coefficient R2 between the predicted values and the experimental values at different temperature ranges are all greater than 0.80. For the long-term performance prediction of heterogeneous materials like hydraulic asphalt concrete, although the mean error and correlation coefficient are not near-ideal, the model successfully captures the main trends of data variation in the first two most important stages of creep, validating this method’s applicability for forecasting asphalt concrete creep performance, which has important engineering guiding value.]]></description>
      <pubDate>Tue, 30 Dec 2025 09:46:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642102</guid>
    </item>
    <item>
      <title>Study on the compaction characteristics of snow on airport runways under vertical load</title>
      <link>https://trid.trb.org/View/2603847</link>
      <description><![CDATA[Snow accumulation on airport runways reduces friction, affecting aircraft takeoff and landing performance, as well as operational efficiency and safety. Previous studies have primarily focused on the bearing capacity and mechanical properties of compacted snow. However, there is limited research on the compaction characteristics of naturally loose snow under vertical loads. This study employs the Arbitrary Lagrangian-Eulerian (ALE) method to construct a snow model based on the Modified Drucker Prager Cap (MDPC) Model, analyzing the compaction characteristics of snow under aircraft tires with varying snow thicknesses (5 mm to 50 mm) and vertical loads (250N to 2250N). The results indicate that when the snow thickness is less than the tire tread depth, the impact of vertical load on snow compaction displacement is negligible, maintaining a displacement of 3–5 mm. Conversely, when the snow thickness exceeds the tread depth, the compaction displacement increases with load until reaching a stable state. The compaction rate initially increases and then decreases with different snow thicknesses; beyond the tread depth, the load significantly affects the maximum compaction rate, which reaches 504 mm/s. Additionally, the density changes in the tire-snow contact area are influenced by both snow thickness and vertical load. As thickness and load increase, the duration for which the sidewall density exceeds that of the center also extends, with vertical load having a minimal effect on density transition.]]></description>
      <pubDate>Mon, 22 Dec 2025 16:07:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603847</guid>
    </item>
    <item>
      <title>Dynamics of water evaporation from porous asphalt</title>
      <link>https://trid.trb.org/View/2605925</link>
      <description><![CDATA[The dynamics of water evaporation from porous asphalt mixture, with porosity ranging from 15% to 29%, have been investigated in this article.  In order to test the same samples under different conditions, the pore structure of asphalt was quantified using X-ray Computed Tomography (CT) scans and 3D printed in transparent resin blocks.  3D printed transparent resin samples were tested under controlled laboratory conditions to understand the effect of pore space topology on the water retention and drying dynamics.  The macroporosity, pore size distribution, air void tortuosity, water conductivity, and water retention curves of the 3D printed porous asphalt samples were quantified by means of image analysis.  Moreover, a model was developed and tested experimentally to estimate the evaporation rates from porous asphalt materials under a wide range of porosities.  Within the range of asphalt mixtures studied in the present work, the evaporation rate is related predominantly to the porosity, pore size distribution and tortuosity.  It was found that the period over which water evaporation occurs at the surface is relatively short during drying of porous asphalt materials due to their relatively large pores weakening the capillary forces.  This results in significantly shortening the so-called stage-1 evaporation (when the drying rate is controlled by liquid vaporisation at the surface) and early onset of the transition period (when both surface water evaporation and vapour diffusion inside porous asphalt play a comparable role in supplying the evaporative demand).  The transition period is followed by the stage-2 evaporation when the process is limited by the vapour diffusion inside the porous asphalt.  Our results illustrate that the beginning of the stage-2 evaporation depends on the porosity and tortuosity of the porous asphalt material among other parameters.  Our results and analysis provide new insights into the dynamics of water evaporation from asphalt materials.]]></description>
      <pubDate>Fri, 21 Nov 2025 08:42:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2605925</guid>
    </item>
    <item>
      <title>Mitigating Concentrated Sheet Flow of Water at Ends of Superelevated Curves</title>
      <link>https://trid.trb.org/View/2614508</link>
      <description><![CDATA[Superelevated highway transitions experience an area of zero-cross slope as one side of the roadway transitions from a normal crown cross slope to superelevation. These areas of minimal transverse cross slope combined with minimal longitudinal grade can cause an increase in water accumulation on highways, which can increase the likelihood for hydroplaning. This research investigates hydroplaning and its causes using the current design literature from state departments of transportation regarding the improvement of pavement drainage to reduce the potential for hydroplaning. Engineers at the Kansas Department of Transportation identified several locations with potentially poor pavement drainage in areas of superelevation transitions, and then these locations were used to identify potential areas of problematic hydroplaning. The potentially problematic locations were then analyzed using data from digital terrain mapping and laser crack measuring systems to pinpoint specific areas near superelevated highway transitions where water accumulates to a sufficient depth; thereby, increasing the potential for hydroplaning. Several mitigation strategies are discussed for these locations, including the use of slope flow path minimization at transition areas to mediate water accumulation issues.]]></description>
      <pubDate>Fri, 31 Oct 2025 09:48:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614508</guid>
    </item>
    <item>
      <title>Crash risk prediction and analysis from the perspective of alignment and environment features: A study on an expressway in a hilly area</title>
      <link>https://trid.trb.org/View/2606764</link>
      <description><![CDATA[Expressways in hilly areas feature complex alignment and environments constrained by terrain conditions, significantly threatening life and property safety. This study aims to investigate crash risk prediction of expressways in hilly areas through alignment and environment features and identify determinants of the high risk for safety improvement. Based on 5 years of crash data on casualties and property damage of an expressway in southwestern China, the order technique and five clustering algorithms were employed to determine and classify risk levels. Environment features were extracted by semantic segmentation with a DeepLabv3 model. The study established four ensemble learning models to predict crash risks, and the interpretable model approach was adopted to understand contributing features. XGBoost achieved the best overall performance, with the accuracy and F1 score reaching 0.9259 and 0.8886. The proportion and variation rate of trucks and cars, and the proportions of constructions and the road positively correlated with high risks, while the proportions of the vegetation and road had negative correlations. The horizontal and vertical alignments, including long steep slopes, smaller curve radii, shorter transition curves, and smaller convex and concave curves radii, were linked to high risks. This study proposes an approach to predict crash risks on road sections without historical crash data. Combining the XGBoost model with the SHAP approach, enables accurate identification of risks on expressways in hilly areas using alignment and environment features and enhances the understanding of how these factors contribute to high risks.]]></description>
      <pubDate>Mon, 20 Oct 2025 09:36:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606764</guid>
    </item>
    <item>
      <title>Recreation of Horizontal Alignment Using Vehicle Trajectory</title>
      <link>https://trid.trb.org/View/2601605</link>
      <description><![CDATA[The horizontal alignment geometric information is of critical concern in the road design and traffic safety analysis. The alignment parameter could be obtained from the image detection method or the curve fitting method based on the measured spatial points of the centerline. However, the quality and resolution of the image and the extensive labor of field measurement impeded the large-scale implementation for the rapidly recreation of the existing road infrastructures. This study proposes an optimization method to recreate the horizontal alignment of an existing road based on the vehicle trajectory. The coordinate sequences of the travel vehicle in the inner lanes of both directions were collected, and the midline of their trajectories was considered to represent the road’s centerline. The tangential heading angle (THA) and the corresponding continuity conditions were derived from the measured coordinates of the vehicle trajectory. A constant value, a linear function, and a second-order function were utilized to characterize the relationship between the THA and the travel distance for the tangent, circular curve (CC), and spiral transition, respectively. The location of stitching points was determined to separate the trajectory into various groups. The alignment parameters were then determined using the corresponding trajectory group. The result shows that the THA has more stable performance for the alignment recreation than the curvature and azimuth. The proposed procedure can determine alignment parameters which agrees well with the as-designed data. The mean normalized difference between the optimized parameter and the design ones was less than 20%. A relatively greater performance could be observed in the optimization of the tangent segment than in the circular curve. The achievement in this study provides an effective tool for the recreation of horizontal alignment for the transportation infrastructures.]]></description>
      <pubDate>Fri, 17 Oct 2025 16:38:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601605</guid>
    </item>
    <item>
      <title>Development of Deterioration Curves for Ohio Bridges</title>
      <link>https://trid.trb.org/View/2601525</link>
      <description><![CDATA[The objective of this research was to develop the deterioration curves of the primary bridge superstructure designs to understand their characteristics over time. The research methodologies involved a meticulous data collection and processing step, analyzing Ohio's historical bridge inventory dating back to the mid-1980s, followed by deterioration model development and comparative analysis. A regression nonlinear optimization (RNO) model was applied to develop deterioration curves for each superstructure type, employing Python scripts for plotting the best-fit polynomial regression curves and MS Excel solver for Markovian transition probabilities. Furthermore, a comparative analysis was conducted, examining deterioration characteristics among different superstructure designs for each maintenance responsibility (e.g., state, county, and city/municipality) and average annual degradation rates over a 5-year age range. The comparison of deterioration curves for six bridge structure types owned by the Ohio Department of Transportation indicates that stringer beam and slab designs demonstrate superior durability over time. However, box beam designs exhibit rapid deterioration as they age. In county and city/municipality settings, slab designs generally show more gradual deterioration, while frame designs display early deterioration patterns. Data also suggests variations in degradation rates among different design types, emphasizing the influence of construction quality and design longevity on bridge performance.]]></description>
      <pubDate>Tue, 30 Sep 2025 09:32:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601525</guid>
    </item>
    <item>
      <title>Evaluating Low-Temperature Cracking and Stress Relaxation in Polyethylene-Modified Asphalt Mixtures: A Thermal and Mechanical Assessment</title>
      <link>https://trid.trb.org/View/2596602</link>
      <description><![CDATA[The main goal of the study is to evaluate the potential of polyethylene (PE) modification in improving cracking and stress relaxation properties of asphalt mixtures at low temperatures. In this process, PE and asphalt binder were subjected to differential scanning calorimeter (DSC) to evaluate the heat flow, glass transition (Tg), and thermal responses at low temperatures (<0°C). Further, to determine the relaxation and modulus properties, dynamic mechanical analyzer (DMA) and bending beam rheometer (BBR) were used for PE and asphalt materials respectively. The thermal and modulus data of asphalt-PE materials obtained from DSC, dynamic complex modulus (DMA), and BBR were then used to correlate the performance of PE-modified asphalt mixtures. Disk-shaped compact tension test (DCT), three-point bending beam fracture test (3PBFE), low-temperature indirect tensile strength (IDT), and DCM tests were performed on PE-modified asphalt mixtures as a part of low-temperature cracking assessment. The study identified that PE and asphalt binder attain similar modulus values at low temperatures (<0°C) and merge approximately at Tg of asphalt (-28°C). This unique phenomenon leads to a reduced influence of PE on asphalt mixtures at low temperatures, specifically below Tg of asphalt. As a result, although PE was influential in improving the true tensile strength of asphalt mixtures above Tg of asphalt (-28°C), its impact diminished below Tg of asphalt (<-28°C). From master curves and phase angle analysis, PE imparted elastic behavior to asphalt mixtures and exhibited potential crack resistant tendency temperatures greater than Tg of asphalt. Overall, the influence of PE modification on hot mix asphalt (HMA) mixtures at low temperatures is heavily relied on Tg of asphalt binder.]]></description>
      <pubDate>Wed, 10 Sep 2025 17:06:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596602</guid>
    </item>
  </channel>
</rss>