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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <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>Enhancing Sustainability and Durability in Asphalt Pavements: Evaluating the Impact of Low-Carbon Sulfur Polymer Modifiers and Reclaimed Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2714189</link>
      <description><![CDATA[The asphalt industry faces major challenges, including the need for pavements that last longer and are more sustainable, as traditional asphalt production is costly and has a high environmental impact. To address this, researchers have been exploring modified asphalt binders such as rubber, charcoal, and waste cooking oil, which have shown promise in extending the lifespan, resistance to deformation, and durability of asphalt pavements. In addition, governments and industries are investing in the use of recycled and “green” materials to reduce the carbon footprint and environmental degradation of conventional asphalt mixtures. Building on this momentum, this study investigates the performance of a low-carbon modifier consisting of a composite of sulfur, biochar, and waste cooking oil in the conventional hot mix asphalt mixture with 25% reclaimed asphalt pavement (RAP). The modifier was introduced at 10% and 20% by the total weight of the asphalt binder, representing an asphalt mixture with 11.5% and 22.4% reduction in carbon footprint compared to typical asphalt binder, following Park et al. (2024). To understand how these lower-carbon mixtures perform in the real world, researchers used two standard tests: the Indirect Tensile Asphalt Cracking Test (IDEAL-CT) and Hamburg Wheel Tracking Test (HWT), which examined the fracture (cracking) and rutting resistance of the resulting mixtures, respectively. Extended thermal aging and UV aging were applied to study the effect of long-term aging on each scenario. Two types of aging are used, long-term aging following NCHRP (Report 973) and UV aging following Rajib and Fini (2020). The study results showed that introducing the low-carbon modifier led to less reduction in resistance to aging as measured by fracture resistance and rutting durability compared to the control scenario. This means that they maintained stronger resistance to cracking and rutting even after aging while also reducing the carbon footprint of the mixture by up to 22.4%. This research demonstrates that meaningful reductions in the carbon footprint of asphalt pavements can be achieved without compromising long-term structural performance or durability, supporting more sustainable and resilient transportation infrastructure.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:11:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714189</guid>
    </item>
    <item>
      <title>Influence of Asphalt Emulsion Stabilization on Pavement Structural Behavior and Life Cycle Assessment (Lca)</title>
      <link>https://trid.trb.org/View/2709177</link>
      <description><![CDATA[Assessing pavement sustainability requires jointly evaluating structural performance and environmental impacts, yet these dimensions are often analyzed separately. This study proposes an integrated framework combining mechanistic–empirical pavement design and life cycle assessment (LCA) to quantify the structural–environmental trade-off associated with asphalt-emulsion stabilization of subbase soils. Structural performance was assessed in MeDiNa using fatigue cracking and rutting criteria, while a cradle-to-construction LCA was conducted in SimaPro based on ISO 14040/14044, using Ecoinvent and SICRO (2023) data. Four subbase scenarios were compared: natural soil at optimum moisture and the same soil stabilized with 1%, 2%, and 3% asphalt emulsion. Stabilization substantially increased subbase stiffness and allowed a reduction in asphalt surface thickness. However, although all scenarios satisfied the structural criteria over the 10-year design period, the thinner asphalt layer increased wheel-path rutting, while fatigue remained the governing design criterion. From the environmental perspective, higher emulsion contents led to progressively higher CO₂-equivalent emissions and water consumption, with emulsion production and transport emerging as the dominant hotspot. The results show that structural optimization does not necessarily translate into lower environmental impacts. Therefore, no single optimum solution was identified, and pavement design should adopt a multi-criteria perspective to explicitly balance structural gains against environmental burdens.]]></description>
      <pubDate>Tue, 02 Jun 2026 13:56:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709177</guid>
    </item>
    <item>
      <title>Cold-in-Place Recycling with 100% Recycled Asphalt Pavement Rejuvenated by Soybean Oil: Laboratory and Field Evaluation</title>
      <link>https://trid.trb.org/View/2709232</link>
      <description><![CDATA[This study investigated the feasibility and performance of using soybean oil as a bio-based recycling agent in recycled asphalt pavement (RAP) for road reconstruction in cold regions. A comprehensive demonstration project was conducted on a 5-mile section of Old State Road in Clare County, Michigan, where a 100% RAP mixture modified with soybean oil was produced and placed using a conventional asphalt paver equipped with a screed. Laboratory evaluations included balanced mix design, rutting and cracking testing, and binder performance analysis. Field application processes, including mixing and compaction, were also documented and evaluated. The asphalt mixture tests included the Hamburg wheel-tracking test (HWTT) and the indirect tensile asphalt cracking test (IDEAL-CT), while the asphalt binder tests included dynamic shear rheometer (DSR), asphalt binder cracking device (ABCD), rotational viscometer (RV), linear amplitude sweep (LAS), Fourier transform infrared spectroscopy (FTIR), and CO2 emission analysis. An optimal soybean oil dosage of 1.0 wt.% (based on the total weight of the mix) significantly improved low-temperature cracking resistance and fatigue life while maintaining rutting resistance. Results showed that soybean oil improved compaction performance and exhibited a cracking temperature approximately 3.3°C lower than that of untreated RAP based on the ABCD test. Fatigue performance was also enhanced. Fourier transform infrared spectroscopy (FTIR) analysis confirmed the chemical compatibility and interaction between soybean oil and the RAP binder. On-site application was completed smoothly without workability issues, and the final pavement met all compaction and density requirements. In summary, using soybean oil as an RAP recycling agent provides a practical and environmentally friendly solution to improve the performance of recycled asphalt mixes, especially for low-volume roads in cold climates, while supporting the sustainability of Michigan’s pavement and the growth of the soybean market.]]></description>
      <pubDate>Mon, 01 Jun 2026 16:52:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709232</guid>
    </item>
    <item>
      <title>Temperature influence on complex modulus of buton rock asphalt modified: Impact on resilient modulus and rutting</title>
      <link>https://trid.trb.org/View/2672255</link>
      <description><![CDATA[Buton Rock Asphalt (BRA) shows potential as a sustainable asphalt mixture, but its high stiffness limits performance. This study evaluates performance improvements in BRA through softening with waste engine oil (WEO) and elastomeric reinforcement with nano crumb rubber (NCR), focusing on rheological response and rutting resistance under aging conditions. Modified BRA mixtures with 15 % WEO and 1.5 %–2.0 % NCR were tested using a Dynamic Shear Rheometer under Pressure Aging Vessel (PAV), Resilient Modulus, and Wheel Tracking Machine conditions. Data analysis employed mechanistic methods, including Modulus Decay, Response Surface Methodology (RSM), and the Multivariate Rational Response Surface Model (MRRSM). Results indicate that increasing temperature decreases the Resilient Modulus across all mixtures. By analyzing Modulus Decay and changes in permanent deformation, the need for NCR additives in aggregate asphalt mixtures can be designed. Under PAV conditions, the Resilient Modulus is primarily influenced by the binder rheological parameter |G|·sin(δ). RSM and MRRSM analysis demonstrate that increasing binder stiffness at extreme temperatures does not necessarily enhance rutting resistance. The integration of WEO and NCR into BRA significantly improves mechanistic performance, a MRRSM serving as a quantitative method for performance-based asphalt pavement design under aging and extreme temperatures]]></description>
      <pubDate>Fri, 29 May 2026 08:59:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672255</guid>
    </item>
    <item>
      <title>Update and Case Studies of Geotrack™: A Software for Railway Track and Subgrade Analysis</title>
      <link>https://trid.trb.org/View/2113132</link>
      <description><![CDATA[Geotrack™ is a software for railroad track and subgrade analysis originally developed in the 1980s and is owned by Transportation Technology Center, Inc. (TTCI), a subsidiary of the Association of American Railroads (AAR). Geotrack™ provides validated analytical solutions under vertical wheel loads, with ballast, subballast, and subgrade layers fully characterized with geotechnical properties. This paper presents the latest update to this software, including execution on modern computers, a new user interface, new output visualization, and more importantly enhanced capabilities in terms of dynamic factor analysis and a permanent deformation prediction. In addition, this paper will present case studies to illustrate how Geotrack™ can help engineers understand the performance of multi-layer railway tracks under various loading, track, and subgrade conditions.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113132</guid>
    </item>
    <item>
      <title>The Effect of Elastic Pads and Mats on the Stress–Strain State of Railway Subgrade</title>
      <link>https://trid.trb.org/View/2113116</link>
      <description><![CDATA[High substructure stiffness leads to an increase in rail pressure on the sleeper. As a result, the track settlement is accelerated, and the dynamic component of the wheel load increases as well. Reducing the vibrational dynamic effect on the subgrade and ballast is the most effective reserve for improving railway track reliability. Field studies were conducted to evaluate the effect of using elastic geosynthetic materials on top of the subgrade on the strain state. These materials help reduce and level stiffness of subballast and subgrade. To assess the values of the track elastic deformations, Getzner Werkstoffe mats, Colbond Enkadrain pads and porous rubber pads were placed on top of the subgrade. The influence of axle loads on the elastic deformations of rail has been investigated, and a comparison with typical control track sections has been made. The effects of using the elastic geosynthetic materials on rail elastic strains were obtained under varied axial and linearly increasing loads.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113116</guid>
    </item>
    <item>
      <title>A country-based well-to-wheel efficiency comparison of electric and fossil-fuelled vehicles: A comprehensive study considering fuel sources and policy implications</title>
      <link>https://trid.trb.org/View/2664095</link>
      <description><![CDATA[Increasing energy demand brings environmental challenges, especially due to the dependence on fossil fuels. Despite importance of energy supply, they cause damage to the environment. For sustainability, the transition to alternative energy sources is accelerating. The transport sector that is heavily dependent on fossil fuels consumes a large portion of energy. Efficient engines, lightweight materials and alternative fuels are required to reduce emissions. Promoting advanced vehicle technologies and clean fuels helps to reduce urban pollution. While electric vehicles are key to this transition, their environmental benefits are highly dependent on a country's electricity mix. A comprehensive assessment of energy and emissions is essential. This study conducts a comprehensive Wheel-to-Wheel analysis to assess the energy efficiency of EVs compared to diesel and petrol vehicles in eight countries with different electricity generation profiles, encompassing both the upstream well-to-tank fuel cycle processes and the downstream tank-to-wheel conversion stages within the full energy pathway. The analysis shows that diesels exhibit the highest average WTW efficiency among internal combustion engines at 25.37 %, while petrol vehicles lag behind at 18.20 %. However, EV-WTW efficiency ranges widely, from 36.54 % in the Netherlands, where renewable energy dominates, to only 21.26 % in Saudi Arabia that is heavily dependent on fossil fuels. The real world energy consumption of EVs also varies significantly. The findings emphasize that although EVs are a promising solution for sustainable mobility, their actual environmental performance is conditional. Countries should prioritize grid decarbonization to realize the full potential of EVs. The novelty of this study lies in integrating real-world vehicle data with country-specific WTW modelling, providing a critical lens for policymakers to align transport electrification with clean energy transitions.]]></description>
      <pubDate>Thu, 28 May 2026 09:06:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2664095</guid>
    </item>
    <item>
      <title>Implementing an Advanced Friction Testing Program for Seamless Coverage of INDOT System</title>
      <link>https://trid.trb.org/View/2698487</link>
      <description><![CDATA[The interaction between tires and the road surface is crucial for maintaining vehicle stability and safety. The frictional forces at the tire-road interface, along with the coefficient of friction, affect vehicle dynamics, influencing transportation safety. Rapid advancements in transportation technology, infrastructure demands, and safety regulations pose complex transportation challenges, requiring adaptive solutions. The goal of this study is to provide actionable insights for highway agencies, offering improved friction assessment methodologies that support safer and more effective roadway maintenance and design. This study investigates and verify Locked Wheel Skid Tester (LWST) friction measurement on horizontal curves using Sideway-force Coefficient Routine Investigation Machine (SCRIM), pavement friction performance adjustment factor through a numerical approach incorporating thermomechanical finite element analysis (FEA), and advanced pavement marking assessments. The research aims to enhance friction measurement accuracy and improve roadway safety by integrating predictive modeling and field validation. Machine learning algorithms refine the interpretation of friction data, enabling the development of adjustment factors for various road geometries and speeds. Additionally, optimized pavement marking materials, including angular glass beads and ceramic particles, are explored to enhance long-term durability and friction performance.]]></description>
      <pubDate>Tue, 26 May 2026 09:36:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698487</guid>
    </item>
    <item>
      <title>A simulation method of wheel biaxial fatigue test for passenger cars using external drum</title>
      <link>https://trid.trb.org/View/2693705</link>
      <description><![CDATA[Compared to radial and cornering fatigue tests, the biaxial fatigue test more accurately reproduces the in-service stress state of a wheel by applying simultaneous radial and lateral loads. This study proposes a novel finite element simulation method for passenger car wheels, incorporating both tire dynamic rolling via steady-state transport analysis and the effect of tire-wheel interference fit. The method is applied to a composite aluminum alloy wheel with different materials for the spoke and rim. Results indicate that stress distributions from the proposed and a simplified method are similar. However, the proposed method yields a higher maximum rim stress by up to 25.684% under certain loads, which is closer to the measured results by referring to the literature. This indicates that the proposed method is able to provide more accurate strength evaluation results of the passenger car wheel in biaxial fatigue test.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693705</guid>
    </item>
    <item>
      <title>Effect of Waste Perlite Powder as a Replacement for Natural Filler on the Mix Design and Performance Properties of Slurry Seal Surface Treatment</title>
      <link>https://trid.trb.org/View/2701303</link>
      <description><![CDATA[The reuse of industrial waste materials in infrastructure projects presents a promising approach to reduce natural resource consumption and minimize environmental impacts. This study examines the performance of waste perlite powder (WPP) as a sustainable alternative to conventional natural fillers in slurry seal mixtures. Five mix designs were prepared by partially replacing the natural filler with WPP at 0%–10% total aggregate weight, corresponding to 0%–100% replacement of the original filler (constituting 10% of the aggregate). The mixtures were evaluated using a comprehensive set of standardized tests, including mixing time, wet cohesion, sand adhesion, wet track abrasion test (WTAT), and loaded wheel tracking (LWT), as well as determining the optimum residual bitumen content. The WPP at 75% (WPP75) achieved 28.4 kg·cm of wet cohesion at 60 min, a 16% reduction in sand adhesion, and a greater than 50% improvement in abrasion resistance (355 g/m2 versus 728 g/m2 in the control). Wheel tracking tests indicated reductions of 25.7% and 42.3% in vertical and lateral displacements, respectively, highlighting improved deformation resistance. A higher WPP content increased water demand; all mixtures retained acceptable mixing times (> 180 s). Overlay analysis of WTAT and LWT results identified an optimal residual bitumen range of 8.03%–8.66%, with WPP75 showing the highest bitumen demand. A two-way analysis of variance showed that WPP content, bitumen dosage, and their interaction significantly affected performance, accounting for most of the response variability. Incorporating up to 7.5% WPP is technically viable and environmentally advantageous, enhancing the durability, cohesion, and sustainability of slurry seal pavements.]]></description>
      <pubDate>Fri, 15 May 2026 09:18:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701303</guid>
    </item>
    <item>
      <title>Performance Evaluation of Polyethylene Terephthalate Fiber-Modified High-Performance Asphalt Concrete Utilizing the Balanced Mix Design Approach</title>
      <link>https://trid.trb.org/View/2675005</link>
      <description><![CDATA[Surface distresses such as rutting and cracking shorten the service life of asphalt pavement, requiring a constant need for maintenance or replacement. Developing high-performance asphalt concrete (HPAC) provides a viable solution by offering enhanced durability and resilience to such common issues. This study investigated the potential of HPAC to extend pavement life through the synergistic effects of asphaltenes and polyethylene terephthalate (PET) fibers. Control mixes, made with a crude oil asphalt binder (Binder H), were compared with Binder H-A mixes containing 12% asphaltenes by weight of binder. Variants of HPAC incorporating 0.15% PET fibers of three lengths (6, 12, and 18 mm) were evaluated using the balanced mix design (BMD) principle. Testing included the indirect tensile asphalt cracking test for evaluating cracking resistance at temperatures of 25°C and 37°C, and the Hamburg wheel-track test for evaluating rutting resistance at 60°C. Results show that the optimal length of PET fiber was 12 mm in that HPAC-12mm shows the highest improvement in CTIndex and fracture energy by 16% and 8% at 37°C, respectively compared to the corresponding Control mix values at 25°C, indicating improved resistance to crack initiation and propagation. In addition, HPAC-12mm achieved a rutting resistance index that is more than four times higher than that of the Control mix, which showed signs of moisture susceptibility. The performance space diagram analysis also demonstrates that the combined modification approach shifted HPAC mixtures toward the Super Mix quadrant, indicating superior performance against rutting and cracking.]]></description>
      <pubDate>Fri, 15 May 2026 09:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675005</guid>
    </item>
    <item>
      <title>An Approach to Maximize the Frictional Performance of Asphalt Mixtures by Integrating a Low Percentage of High-Friction-Resistance Aggregates</title>
      <link>https://trid.trb.org/View/2674994</link>
      <description><![CDATA[Skid resistance is crucial for the safety of road users; however, it has received little consideration during the asphalt mixture design stage. This study focuses on improving the frictional performance of asphalt mixtures comprising low-friction (e.g., limestone) aggregates. The main objective of this study is to identify the mix parameters that primarily control asphalt mixtures’ frictional performance. To achieve this objective, an experimental plan was devised and executed to quantify various material-related (binder grade and aggregate type), mix design-related (binder content, aggregate gradation, asphalt mixture type, and aggregate types in gradation portions), and construction-related (e.g., compaction effort) parameters on the frictional performance of mixtures. The mixture’s frictional performance was evaluated using a three-wheel polishing device (TWPD) and a dynamic friction tester (DFT) by varying the material, mix design, and construction parameters. The influence of binder grade, binder content, aggregate gradation, asphalt mixture type, and air void percentage on the mixture’s frictional performance was found to be negligible, while the aggregate type showed a profound effect on the mixture’s frictional performance. A more detailed study on the portion of the gradation contributing the most to frictional performance revealed that the aggregate passing through the 4.75 mm sieve and retained on the 2.36 mm sieve is the principal controlling parameter, due to its higher surface area compared to coarser aggregates. Although aggregates smaller than 2.36 mm sieve size have a higher surface area, their effect on frictional performance is less significant due to their loss during the polishing process, their relatively small proportion in the mix, and their embedment into the binder matrix.]]></description>
      <pubDate>Fri, 15 May 2026 09:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674994</guid>
    </item>
    <item>
      <title>Friction Characterization/Classification of Maryland Asphalt Mixes using
Dynamic Friction Testing and Three Wheel Polishing Machine</title>
      <link>https://trid.trb.org/View/2701240</link>
      <description><![CDATA[Road surface friction characteristics are very important to determine safety of commuters while they apply brakes. More than 20% of accidents happen due to low friction value of road surface. This is a public safety issue, which needs to be addressed. SHA OMT has been collecting Dynamic Friction Testing (DFT) data on virgin aggregates used in asphalt mixes for the last three decades and predicting weighted average of DF (micro texture) value of asphalt mixes based on used sources of aggregates in the asphalt mixes. The prediction of DF value of asphalt mixes is not as accurate as the direct measurement of DF value on the actual asphalt mix. No equipment was available in the market to make 20in by 20in asphalt slab in the past, but now new equipment is available in the market to do so. We can make asphalt slabs in the lab and directly perform DF testing on these slabs to obtain the true friction performance of asphalt mixes. Based on DFV, the asphalt mixes can be classified as high, standard and low friction mixes. The pavement designer can choose mixes per need of road surface and accidents due to low road friction will be reduced.]]></description>
      <pubDate>Wed, 13 May 2026 09:27:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701240</guid>
    </item>
    <item>
      <title>Mechanical and electromagnetic performance assessment of magnetite-modified asphalt mixtures for electrified pavement applications</title>
      <link>https://trid.trb.org/View/2668736</link>
      <description><![CDATA[The integration of wireless power transfer (WPT) systems into pavements requires materials that enhance electromagnetic coupling while maintaining structural performance within standard durability limits. This study evaluates AC16 asphalt mixtures incorporating synthetic magnetite (Fe₃O₄) as a filler at 0–100 % volumetric replacement of calcium carbonate, with the objective of identifying magnetite contents that enhance WPT efficiency without compromising key mechanical performance criteria. Electromagnetic performance was first assessed using a resonant double-coil setup at 85 kHz. Magnetite improved inductive coupling, with received power increasing up to + 17.6 % relative to the air-gap baseline and power transfer efficiency rising by + 2–3.5 %. Mechanical performance was subsequently evaluated through Marshall stability, volumetric properties, resilient modulus, indirect tensile strength ratio (ITSR), and rutting resistance. At 50 % magnetite substitution and 4.6 % bitumen content, mixtures achieved a resilient modulus of approximately 6100 MPa, air voids close to 4 %, and ITSR values slightly above 100 %, attributed to reduced interconnected porosity and improved filler packing after moisture conditioning. Rutting resistance improved markedly, with rut depth reduced to 1.74 mm, although the wheel-tracking slope (0.08 mm/1000 cycles) remained slightly above the Spanish specification limit. Overall, the results demonstrate that magnetite-modified asphalt mixtures can enhance inductive power transfer while maintaining mechanical performance compatible with electrified pavement applications.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668736</guid>
    </item>
    <item>
      <title>Study on multiscale evaluation of moisture resistance of a high-performance cold stone matrix asphalt: An extensive laboratory investigation</title>
      <link>https://trid.trb.org/View/2668671</link>
      <description><![CDATA[This study investigates the moisture damage resistance and mechanistic performance of newly developed Cold Stone Matrix Asphalt (CSMA) incorporating two aggregate types (basalt and granite), four cationic- slow and medium setting (SS and MS) emulsions (SS10, SS30, MS10, MS30), and lime dosages (0, 2 %, 4 %). The aim was to establish a multi-scale performance framework linking chemical, mechanical, and microstructural behaviour to moisture tolerance in CSMA systems. Evaluations were conducted through Retained Marshall Stability (RMS), Tensile Strength Ratio (TSR) under water, freeze–thaw, and moisture induced stress test (MIST) conditioning, and rutting tolerance ratio (RTR) and rut depth ratio (RDR) derived from indirect tensile rutting test (IDEAL-RT) and Hamburg Wheel Tracking Tests (HWTT). Advanced characterization tools, including Surface Free Energy (SFE), Fourier Transform Infrared Spectroscopy (FTIR), and Field Emission Scanning Electron Microscopy–Energy Dispersive Spectroscopy (FESEM–EDS), quantified adhesive–cohesive energy balance, hydration index (HI), and calcium to silica (Ca/Si) ratio. Results showed that slow-setting emulsions, particularly SS30, and basalt aggregates enhanced adhesion and moisture resistance due to superior electrochemical compatibility and mastic densification. Lime addition further improved interfacial bonding through C–S–H formation and microstructural densification, resulting in higher RMS, TSR, and RTR, and lower RDR values. The Ca/Si ratio and HI exhibited strong correlations with durability indices, confirming the chemo-mechanical coupling governing moisture resistance. Grey Relational Analysis (GRA) provided a unified ranking, identifying SS30–basalt–4 % lime as the optimal mix. Overall, this study establishes a novel, mechanistically grounded framework for evaluating CSMA, demonstrating its strong potential as a durable, sustainable, and field-suitable cold-mix alternative for modern pavement construction.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668671</guid>
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