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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ia2V5d29yZHMiIHZhbHVlPSImcXVvdDtVc2UmcXVvdDsgYW5kICZxdW90O2luY2luZXJhdG9yJnF1b3Q7IGFuZCAmcXVvdDtyZXNpZHVlJnF1b3Q7IGFuZCAmcXVvdDthc3BoYWx0JnF1b3Q7IGFuZCAmcXVvdDttaXh0dXJlcyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IlVzZSBvZiBpbmNpbmVyYXRvciByZXNpZHVlIGluIGFzcGhhbHQgbWl4dHVyZXMiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" 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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Assessing Moisture Susceptibility and Long-Term Leaching Behavior of Municipal Solid Waste Incineration Fly Ash–Modified Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2724618</link>
      <description><![CDATA[The heavy metal (HM) content and limited disposal options of municipal solid waste incineration fly ash (MSWIFA) pose significant environmental challenges. However, fly ash offers potential as a sustainable modifier in asphalt pavements. However, moisture susceptibility and long-term leaching necessitate a comprehensive evaluation of the material before its use. This research assessed the moisture-induced sensitivity and long-term leaching behavior of MSWIFA-modified asphalt mixtures, focusing on their practicality in moisture-laden environments. Dense-graded (DG) and gap-graded (GG) asphalt mixtures were prepared using conventional and MSWIFA-modified asphalt binders. The MSWIFA modification significantly enhanced moisture resistance in both aggregate gradations. The DG mixture with modified bitumen (DG-MB) achieved the highest tensile strength ratio (TSR) of 86%. The GG mixture with modified bitumen (GG-MB) did not meet the 80% TSR threshold, but outperformed the conventional GG, highlighting the role of MSWIFA in improving binder stiffness and asphalt–aggregate bonding. Dynamic modulus |E*| test results showed reduced stiffness loss and a higher |E*| stiffness ratio (ESR) in the MSWIFA-modified asphalt mixtures with DG-MB exhibiting 18% to 21% stiffness loss and ESRs up to 84%. The wheel tracking test for high-temperature performance revealed reduced rut depths in MSWIFA-modified asphalt mixtures. The overall leaching remained well below the regulatory limits for MSWIFA-modified asphalt mixtures, demonstrating effective immobilization by the asphalt binder conglomerate. Specifically, DG-MB mixtures achieved better immobilization of HM leaching compared with GG-MB. Overall, incorporating MSWIFA into asphalt mixtures was found to be a viable strategy for safely managing HM leaching and substantially reducing the environmental risk.]]></description>
      <pubDate>Thu, 09 Jul 2026 14:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724618</guid>
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    <item>
      <title>A State-of-the Art Review on the Use of Geopolymers in Cold Mix Asphalt</title>
      <link>https://trid.trb.org/View/2678107</link>
      <description><![CDATA[Cold Mix Asphalt (CMA) technology has emerged as a sustainable alternative to conventional hot mix methods due to reduced energy consumption and lower emissions. Nevertheless, its application is still limited mainly due to worries about lack of early strength, moisture susceptibility, and durability in the long run. Cement has been added into cold mixes as a strengthening additive to improve mechanical performance of CMA. Although effective, it emits a lot of carbon which contributes to global warming and energy-intensive production. In recent years, the use of the geopolymer has gained attention as a non-cement-based alternative that is not only environment-friendly but also provides better mechanical performance. Geopolymers are produced by the alkali activation of alumina silicate materials such as fly ash, slag, and metakaolin. They not only offer rapid strength development, and improved resistance to moisture-induced damage but also cost effective. This review provides the state-of-the-art research on the use of geopolymer in CMA, focussing on interaction of geopolymer and bitumen emulsion as well as the performance enhancement mechanisms, material selection, curing and field applicability. The findings underscore the potential of geopolymer technology as a sustainable and high-performance alternative to cement in cold mix applications.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678107</guid>
    </item>
    <item>
      <title>Illinois Highway Materials Sustainability Efforts 2023</title>
      <link>https://trid.trb.org/View/2617979</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) continues to use a variety of reclaimed and recycled materials in highway construction. Recycled materials are used in highway construction to supplement aggregates, concrete, hot-mix asphalt (HMA), steel, and sealants, as well as for soil modification and pavement markings. This report summarizes the materials used in 2023, along with specific reporting on the use of shingles, efforts to reduce the carbon footprint, and efforts to achieve cost savings by using recycled materials, as required by Illinois Public Act 097-0314.]]></description>
      <pubDate>Fri, 07 Nov 2025 11:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617979</guid>
    </item>
    <item>
      <title>Appraising the Synergistic Use of Nano Fly Ash and Cold Bituminous Emulsion Mixes</title>
      <link>https://trid.trb.org/View/2562243</link>
      <description><![CDATA[Cold Bituminous Emulsion Mix (CBEM) is advantageous in terms of lesser energy consumption and lower greenhouse gas emissions than hot mix asphalt, but it suffers from poor mechanical performance. This study incorporates Nano Fly Ash (NFA) with bitumen emulsion to evaluate its influence on the strength of CBEM. The research focuses on assessing volumetric characteristics, along with stability under both wet and dry conditions, as key performance indicators within the Marshall mix design framework. NFA was added at varying dosages of 0% (control sample), 1%, 2%, and 3% by weight of residual bitumen content (RBC) using a high-shear mixer at 4,000 RPM to prepare CBEM. Results show that up to 3% NFA improves both dry and wet stability. The findings advocate for the adoption of NFA in CBEM formulations, paving the way for more resilient and environmentally friendly pavement solutions.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562243</guid>
    </item>
    <item>
      <title>Predictive modeling of rutting depth in modified asphalt mixes using gene-expression programming (GEP): A sustainable use of RAP, fly ash, and plastic waste</title>
      <link>https://trid.trb.org/View/2416196</link>
      <description><![CDATA[Annually, billions of tons of fly ash, waste plastic, and reclaimed asphalt pavement (RAP) are produced and pollute the environment. The best way to use these waste products in the construction industry is to use them on those projects that are in excess and have shorter life spans, i.e., highways and roads. To enhance the usage of these waste products in hot mix asphalt (HMA), a sophisticated machine learning approach named gene-expression programming (GEP) has been opted in this study to predict its rutting depth. The developed prediction model relates the rutting depth to ten effective parameters. The modified asphalt samples were prepared by varying the percentages of plastic-ash composite (PAC) (0 %, 50 %, 0.75 %, and 1 %) and RAP (0 %, 20 %, 30 %, and 40 %) by weight of the mix. The experimental results indicate that as the percentage of PAC and RAP increases the rutting depth decreases, and upon addition of 40 % RAP and 1 % PAC the rutting depth was decreased to 80 % compared to the non-modified mix. The accuracy of the predictive capacity of the developed GEP model is accessed using various statistical indices such as R, MAE, RSE, NSE, ρ, and OBF. A second level of validation was carried out by performing sensitivity and parametric analysis, which produced a comparable variation and also indicated the contribution of input parameters to rutting.]]></description>
      <pubDate>Fri, 06 Sep 2024 16:58:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2416196</guid>
    </item>
    <item>
      <title>Analysis of Carbon Emissions of Asphalt Pavement with Bottom Ash</title>
      <link>https://trid.trb.org/View/2335235</link>
      <description><![CDATA[To investigate the impact of fly ash size and content on power consumption and carbon emissions, an analysis was conducted to assess their influence on the optimal asphalt content. The study employed the quota method and carbon emissions factor method to evaluate carbon emissions and power consumption. Carbon emissions were calculated for mixtures with varying bottom ash ratios. The findings indicate that the size and content of ash can affect carbon emissions during the production stage, primarily through the release of carbon dioxide. As the ash content increased, production power consumption gradually decreased, leading to a decline in carbon emissions. The influence of ash particle size was found to be dependent on its content. For ash contents below or equal to 20%, larger particle size ash effectively reduced power consumption and carbon emissions. However, as the content continued to increase, ash with a medium particle size demonstrated better carbon benefits. These research findings can be a significant guidance for asphalt pavement design and serve as a valuable reference for controlling carbon emissions.]]></description>
      <pubDate>Wed, 24 Apr 2024 09:40:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335235</guid>
    </item>
    <item>
      <title>Sustainable cement alternatives utilizing geopolymer for use in full depth reclamation of asphalt pavements</title>
      <link>https://trid.trb.org/View/2310425</link>
      <description><![CDATA[This laboratory study investigates the feasibility of using geopolymer-based stabilization of base soil and reclaimed asphalt pavements (RAP) to fully replace cement in road rehabilitation projects. Geopolymer is an environment-friendly material that is based on the alkaline activation of aluminosilicate precursors. The performance of Portland cement as a chemical stabilizer for the full depth reclamation (FDR) of asphalt pavements is well established. However, Portland cement manufacturing has a high carbon footprint and other significant environmental impacts. Furthermore, there is a shortage of cement available for FDR projects across many country regions. Simultaneously, there is a strong motivation to explore various industrial wastes such as ponded ash, slag, ground glass fibers, etc., as replacements for Portland cement in construction. Therefore, a geopolymer based on ground glass fibers (GGF), either separately or combined with ponded fly ash (PFA) or slag (S), was studied to replace cement in FDR. All mixtures were tested for unconfined compressive strength (UCS), flexural strength, and drying shrinkage, wetting/drying, freezing/thawing, and tube suction tests. The results showed promising performance of geopolymer-based stabilized mixtures as compared to control. However, some test methods related to FDR with cement need to be modified to suit the mixtures of FDR with geopolymer.]]></description>
      <pubDate>Sat, 23 Mar 2024 18:19:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2310425</guid>
    </item>
    <item>
      <title>Use of rice husk ash-activated fillers on rutting and moisture resistance of cold mix asphalt</title>
      <link>https://trid.trb.org/View/2310472</link>
      <description><![CDATA[Cold mix asphalt (CMA) is an eco-friendly alternative to the conventional hot mix asphalt in road construction. This study investigates the potential of rice husk ash (RHA) as an activator with fly ash or ground granulated blast furnace slag (GGBS) to improve the performance of CMA in terms of rutting and moisture resistance. Indirect tensile strength and wheel tracking tests were used to assess the mechanical strength, and retained Marshall stability test was used to evaluate the moisture resistance of CMA with different non-conventional fillers. Rutting resistance of CMA was also assessed by multiple stress creep recovery test on emulsified asphalt-filler mastic using a dynamic shear rheometer. All the non-conventional fillers showed a specific impact on each of the investigated properties. The improvement is due to the formation of hydration products in the CMA, as confirmed through the XRD analysis of the mastic. RHA was found suitable for being used as an activator with fly ash or GGBS. Cold mix asphalt containing mineral filler and GGBS with RHA as an activator offered superior performance in all the indicators considered.]]></description>
      <pubDate>Sun, 10 Mar 2024 16:16:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2310472</guid>
    </item>
    <item>
      <title>Laboratory performance evaluation of porous asphalt mixture containing recycled concrete aggregate and fly ash</title>
      <link>https://trid.trb.org/View/2317563</link>
      <description><![CDATA[This study performed laboratory experiments to evaluate the performance of porous asphalt mixtures (PAMs) containing recycled concrete aggregate (RCA). One open aggregate gradation with Class C fly ash as the filler, granite aggregate, two binder types (PG 67–22 and PG 76–22), and four RCA contents (0%, 10%, 20%, and 30% by mass of aggregates in the sieve size range of 4.75 to 9.5 mm) were included in the experiments. The mixture properties evaluated include permeability and air-void content, Marshall stability and flow, indirect tensile strength, moisture susceptibility, Cantabro abrasion loss, macrotexture, and sound absorption coefficient. The study found that using a blend of granite and RCA in a PAM led to better performance in terms of indirect tensile strength, stiffness, moisture resistance, and resistance to raveling. This was particularly confirmed for PAMs with an unmodified PG 67–22 binder. The mixture that contained 30% RCA performed the most satisfactorily, with an indirect tensile strength of 0.81 MPa and a Marshall stability of 23 kN at 25 °C. These values were 37.5% and 15%, respectively, higher than the control mixture. Based on these results, the study recommends the use of 30% RCA in PAMs for the friction course of a highway pavement or the porous surface of a porous pavement.]]></description>
      <pubDate>Tue, 23 Jan 2024 09:16:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2317563</guid>
    </item>
    <item>
      <title>Investigation of using municipal solid waste incineration fly ash as alternative aggregates replacement in hot mix asphalt</title>
      <link>https://trid.trb.org/View/2144238</link>
      <description><![CDATA[The use of unconventional materials in asphalt pavements is becoming popular as DOTs in many countries started to legislate  their in the paving industry. The motive behind this is to get rid of available waste while maintaining or improving the pavement performance Fly ash is among those recycled materials that can be used as a substitute for virgin aggregates in bituminous mixtures. This study investigates the effect of using Municipal Solid Waste Incineration Fly Ash (MSWI-FA) as partial or full replacement of fine aggregates and mineral filler on the performance of asphalt mixtures. . The purpose of the experimental testing program is to determine the optimal MSWI-FA replacement type and percentage to be used in asphalt mixtures. This is done through a series of dynamic modulus tests with different MSWI-FA replacement percentages. The different mixes are then ranked based on their rutting and fatigue cracking potential using simple performance indicators.]]></description>
      <pubDate>Wed, 31 May 2023 10:58:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2144238</guid>
    </item>
    <item>
      <title>Effects of Asphalt Binder Additives and Industrial Fillers on the Mechanical and Functional Properties of Open Graded Friction Course</title>
      <link>https://trid.trb.org/View/2115533</link>
      <description><![CDATA[Open graded friction course (OGFC) is widely recognized for its environmental and safety benefits (e.g., water drainage and noise reduction). However, based on durability concerns, many states have limited the use of OGFC. The objective of this study was to evaluate the effectiveness of warm mix asphalt (WMA) additives, by-products (i.e., crumb rubber [CR]), and industrial fillers (i.e., Portland cement and fly ash) in enhancing the laboratory performance of OGFC mixes. To achieve this objective, a comprehensive experimental program was conducted to evaluate the performance of eight mixes at three distinct stages (i.e., production, construction, and service). A suite of laboratory tests was conducted including draindown, prediction of compaction energy, Cantabro abrasion loss, Hamburg wheel tracking, Texas overlay, modified Lottman, and boiling tests to evaluate production, compaction, and OGFC resistance to raveling, permanent deformation, cracking, and stripping damage. Results indicated that CR, Portland cement, and fly ash significantly enhanced OGFC durability while maintaining adequate functional performance. In addition, results also showed that the use of an organic WMA additive considerably reduced the production temperature and compaction effort required to place the mix at the desired density while showing a significant improvement in OGFC durability.]]></description>
      <pubDate>Tue, 14 Feb 2023 17:48:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2115533</guid>
    </item>
    <item>
      <title>Study of crushed stone-mastic asphalt concrete using fiber from fly ash of thermal power plants</title>
      <link>https://trid.trb.org/View/1902465</link>
      <description><![CDATA[Enhancing the quality, improving the compositions and technology of crushed stone-mastic asphalt concrete are among the urgent problems in Ukraine. The feasibility to use modifying additives in the compositions of asphalt concrete mixtures to improve the quality of crushed stone-mastic asphalt has been defined. For the first time in Ukraine, laboratory studies were carried out on the use of fiber from fly ash from thermal power plants to reinforce hot asphalt concrete mixtures for the construction of road and airfield pavements. The features of the surface topography of the fiber under consideration, the properties of the asphalt binder are investigated, and its bitumen-holding capacity is assessed. The rheological properties of the material are determined. The influence of various powder stabilizers on the structure formation of crushed stone-mastic asphalt concrete mixtures and the properties of crushed stone-mastic asphalt concrete has been established, and fiber from fly ash from thermal power plants has been substantiated to be the most effective reinforcing additive, the most effective modifier, and has shown advantages over traditional additives.]]></description>
      <pubDate>Mon, 25 Apr 2022 10:07:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1902465</guid>
    </item>
    <item>
      <title>The use of fiber made from fly ash from power plants in China in road and airfield construction</title>
      <link>https://trid.trb.org/View/1910387</link>
      <description><![CDATA[The relevance of the study is due to the modern production being focused on the development of efficient materials that would provide for the minimum consumption of raw materials, a decrease in its cost and energy during the production and direct use of secondary resources. That is because recycling, disposal, neutralization and collection of industrial waste are one of the most pressing environmental problems. The aim of this work is to consider the feasibility of using fiber from fly ash from thermal power plants in China in the main types of asphalt concrete pavements. The results of the research have shown that the fiber from fly ash from thermal power plants is added to all purpose concrete mixtures for structural strength, impact toughness, reducing shrinkage and to prevent cracking, increase durability and resistance to abrasion. Concrete with the addition of fiber becomes water-resistant, frost-resistant (frost-resistance can increase up to 100 cycles), heat-resistant. The practical task is to solve environmental problems, such as as saving significant amounts of fuel in the production of building materials and energy; and conserving natural resources.]]></description>
      <pubDate>Tue, 01 Mar 2022 09:47:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1910387</guid>
    </item>
    <item>
      <title>Stiffness and fatigue evaluation in cyclic tests with rest periods for asphalt mixtures with or without fly ash</title>
      <link>https://trid.trb.org/View/1905885</link>
      <description><![CDATA[Fatigue of asphalt materials is evaluated in the laboratory by continuous cyclic loading tests, whereas in the field loading is intermittent. Due to such distinction in the nature of loading and possible differences in material behaviour, further study of the effect of rest periods (RPs) on stiffness and fatigue life is of paramount importance. This paper aimed to investigate the effects of rest periods (RPs) on the fatigue life and on the stiffness evolution of asphalt mixtures, including the use of fly ash. The materials used in this research are: three asphalt binders; two granitic aggregate sources from different quarries; fly ash from a thermal power plant. Stiffness and fatigue tests were performed using a servo-hydraulic press. Stiffness characterisation was performed using complex modulus tests at five different temperatures and six different frequencies. Fatigue tests were performed at 19 °C, considering different maximum strain amplitudes in the specimen. Tests with recovery time (5 RPs of 4 h each) were performed. Complex modulus during all fatigue tests was tracked using small, short-period loadings (compared to fatigue loading) during rest. The results show that after significant stiffness decrease during loading, there is a great (about 90% of the total decrease) stiffness recovery during the 4 h RPs, but this recovery is not associated with an increase in the number of cycles to failure in tests with rest. This indicates other phenomena, probably reversible, are responsible for part of the stiffness change during loading.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:40:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1905885</guid>
    </item>
    <item>
      <title>Evaluation of Alternative Sources of SCMs for Concrete Materials</title>
      <link>https://trid.trb.org/View/1892839</link>
      <description><![CDATA[This study investigated the use of alternative sources of supplementary cementitious materials (SCMs), namely landfilled reclaimed fly ash (RFA) and reclaimed ground bottom ash (GBA), for its beneficial use in concrete. The study characterized RFA and GBA along with conventional Class F fly ash (FA), as control. Furthermore, the influence of the three ashes on the fresh and hardened properties of concrete was investigated (when used to replace 10% of cement by mass). Experimental results revealed that all the ashes were classified as class F fly ash according to ASTM C618. Yet, in contrast to FA, RFA and GBA presented an increased water requirement, which was attributed to the differences in micro-morphology. Furthermore, RFA exhibited a lower strength activity index (SAI), while GBA presented a higher SAI, in contrast to FA. This was attributed to the CaO contents of the ashes, which was lowest for RFA and highest for GBA. RFA admixed concrete exhibited a slight decrease in workability, while GBA admixed concrete exhibited a significant decrease. This was attributed to the irregular shape of GBA particles. The control concrete mixture (with no ashes) exhibited the highest air content among all concrete mixtures, while GBA admixed concrete exhibited the lowest air content. Notably, while RFA exhibited the highest loss on ignition (LOI), RFA admixed concrete presented the highest amount of air from all concrete mixtures implementing ashes, including FA. In terms of hardened properties, all coal ashes had a minimal influence on the compressive strength of concrete, producing marginal decrements in strength. Furthermore, all concrete mixtures with ashes exhibited a slight increase in surface resistivity compared to control.]]></description>
      <pubDate>Wed, 01 Dec 2021 09:35:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1892839</guid>
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