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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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      <title>Building Durable Expressways-A Sustainable Approach</title>
      <link>https://trid.trb.org/View/2727675</link>
      <description><![CDATA[Expressways have changed the scenario of road infrastructure in the country. While India already has several operational expressways, many more are in various stages of construction across the country. Access-controlled expressways of India can be compared to the freeways of the USA and Australia. Expressways have given new dimensions with regard to the higher speed of travelling with comfort, and also corridors for seamless, faster freight movement, bringing benefit to the users; so, they are called roads to success. But the high price of building an expressway restricts the state governments, and as a result, they go ahead very selectively. Also, since a huge investment of public funds is involved, the durability of the expressway is a major concern. The paper describes the approach of constructing an expressway with RS/RE (Reinforced Soil/Earth) walls, not only near the structures, but generally along the entire length, which imparts strength to the pavement, leading to the building of a more durable pavement. The study shows that a pavement built with RS walls has a cost advantage over a pavement with conventional earthen embankment or with RCC retaining walls. Vertical Embankment: Vertical embankments are usually built with a face angle of 70° to 90° (vertical) relative to the ground. By reducing the slope angle, the base width is greatly reduced, saving valuable land. RS/RE Wall: Reinforced Soil/Reinforced Earth wall a type of earth-retaining structure that combines soil with reinforcement materials (such as geogrids or metal strips) to improve strength and stability. These walls are designed to hold back soil at a near-vertical slope, often used for highway approaches, bridge abutments, and in coastal or industrial applications. They are also known as Mechanically Stabilized Earth walls. RCC Retaining Wall: A Reinforced Cement Concrete retaining wall is a structural element designed to hold back soil, prevent erosion, and manage grade changes in hilly areas, roadways, and basements. These, often cantilever or counterfort structures, use steel reinforcement to provide high strength and stability against earth pressure.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727675</guid>
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      <title>Influence of Fillers in Performance of Cold Mix Asphalt Using Reclaimed Asphalt Pavement Material</title>
      <link>https://trid.trb.org/View/2727674</link>
      <description><![CDATA[The present research investigated the influence of different fillers on the performance of cold mixtures using 50% and 100% Reclaimed Asphalt Pavement (RAP) materials in place of virgin aggregates stabilized with bitumen emulsion for the sub-base layer. Bitumen emulsion is a two-phase system in which water, bitumen, and one additive are added to enhance its formation and stabilization. Soft water (having a calcium amount of less than 75 ppm) is used to make an emulsion of bitumen. In the research, three different fillers, cement, fly ash, and Stabil road, were used at various dosages (1, 2, and 3% of dry aggregate weight) with cold recycled mixes to enhance the performance of mixes. Fillers are used to achieve higher strength and resistance to water damage. The results show that the 50% RAP define mixes have more stability and resilient modulus than CM and 100% RAP mixes with the same curing temperature, which depends on aggregate gradation and filler characteristics.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727674</guid>
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    <item>
      <title>Life-cycle Sustainability and Economic Performance of a High-Density Urban Elevated Corridor:
Evidence From the G.D. Naidu Flyover, Coimbatore, India</title>
      <link>https://trid.trb.org/View/2727673</link>
      <description><![CDATA[Urban transportation corridors in rapidly motorizing cities experience compounding congestion, fuel inefficiency, and greenhouse gas emissions. Infrastructure interventions must therefore be evaluated using integrated lifecycle sustainability frameworks that consider operational performance, embodied construction emissions, traffic growth, and economic efficiency. This study presents a comprehensive environmental and economic sustainability assessment of the 10.1 km G.D. Naidu Flyover (Avinashi Road Elevated Corridor) in Coimbatore city of Tamil Nadu, India. The analysis adopts the Indian Roads Congress economic evaluation framework (IRC:SP:30-2019) for quantifying user benefits, updated to 2026 price levels using a Wholesale Price Index (WPI) approach. The evaluation is based on observed post-commissioning traffic data and incorporates key performance parameters including fuel consumption savings, carbon dioxide (CO₂) emission reduction, travel time savings, Value of Travel Time (VoT), and monetised economic benefits under real operating conditions. The corridor carries an Average Daily Traffic (ADT) of 1,60,629 vehicles and demonstrates operational fuel savings of approximately 19,418 litres per day, corresponding to a carbon dioxide emission reduction of about 47.8 tonnes per day. The improvement in traffic conditions reduces average travel time from approximately 45 minutes under pre project congestion to about 10 minutes on the elevated facility and 15 minutes at-grade, resulting in approximately 2.34 lakh person hours of travel time savings per day. Based on IRC consistent VoT values updated to 2026, the annual monetised travel time benefit is estimated at Rs. 1522 crore. The combined annual user benefit, including fuel savings, is estimated at approximately Rs. 1592 crore, while the total expenditure incurred is Rs.1361 crore excluding Land Acquisition cost of Rs. 230 crore. The findings demonstrate that elevated urban corridors in high demand environments can deliver substantial environmental and economic sustainability benefits when evaluated using integrated life-cycle and IRC consistent economic appraisal frameworks based on observed traffic conditions.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727673</guid>
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    <item>
      <title>Comparative Evaluation of Weighted Versus Volumetric Gradation Approaches in Stone Matrix Asphalt Mix Design Using Linz-Donawitz Steel Slag Aggregate</title>
      <link>https://trid.trb.org/View/2727678</link>
      <description><![CDATA[Stone Matrix Asphalt (SMA) is considered as a premium bituminous mix due to its enhanced rut-resistance ability. SMA is characterized by stone-to-stone contact with high bitumen mortar content, unlike dense graded mixtures, where coarse aggregates appear to be dispersed in a fine aggregate matrix. As aggregate skeleton plays a key role in SMA, using high quality coarse aggregates is essential. However, as aggregate scarcity increases, there is a need to explore alternative sources of coarse aggregates without compromising performance. In this context, the present study investigates the mix design characteristics of SMA incorporating Linz Donawitz (LD) steel slag as a replacement for conventional coarse aggregates. Gradations based on two approaches, namely, weight-based percent passing (Weight-based Gradation) (IRC:SP:79-2023) and volume-based percent passing (Volume-based Gradation) (AASHTO) was used to design SMA mixtures. Preparation of Marshall samples was performed using polymer-modified bitumen (PMB 82E-10, E stands for extremely high traffic), pelletized cellulose fibres, and fillers. Three bitumen contents of 5.6%, 5.9%, and 6.2% was used on a trial basis as per the IRC:SP:79-2023. Trials with mid-limit weighted-percentage gradation did not produce the minimum of 17 % VMA due to the high bulk specific gravity of SMA. In the case of lower-limit gradation, although both the gradations met the necessary stone-on-stone contact criterion VCADRC (Voids in Coarse aggregate in dry rodded condition) > VCAMIX (Voids in Coarse aggregate in mixture) but weight-based gradation did not result in a minimum Voids in Mineral Aggregate (VMA) of 17%. The difference between the volumetric and weighted specific gravity of the gradation (Gsb) (3.093 and 3.080) had a significant impact on the volumetric results. The bitumen film thickness was calculated as per IRC:SP:135-2022, and it was observed that the film thickness was higher in volume-based gradation, leading to improved recoverable deformation compared to weight-based gradation. A dynamic creep test was also conducted to validate the effect of bitumen film thickness, and the results indicated that permanent deformation was lower in volume-based gradation than in weight-based gradation. This study confirms that volume-based gradation is the most suitable gradation technique for designing LD steel slag SMA.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727678</guid>
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    <item>
      <title>The Importance and Need to Update Conventional Practices of Evaluating the Carbon Footprint of Road Construction</title>
      <link>https://trid.trb.org/View/2727677</link>
      <description><![CDATA[India’s rapid infrastructure development, driven by economic growth, has significantly increased Greenhouse Gas (GHG) emissions from road construction activities. While the Indian Road Congress (IRC) introduced guidelines under IRC:SP:133-2022 on “Guidelines on Reducing Carbon Footprint of Road Projects” to quantify carbon emissions, these remain limited in scope, focusing primarily on basic fuel based calculations. The paper critically evaluates the IRC approach, applies it to practical scenarios, and identifies key limitations, including the absence of country specific emission factors, lack of sensitivity analysis, omission of micro level construction variables, and no provision for carbon sink measures. The study emphasizes that emissions vary dynamically with factors such as material sourcing, terrain, and construction methodology, which are not captured in the current framework. To bridge these gaps, the paper advocates for a comprehensive, lifecycle-based framework encompassing pre-construction, construction, and post-construction stages. The paper structure includes the brief highlights of established IRC standard of Guidelines on Reducing Carbon Footprint of Road Projects, specific details of adopted approach and basic formulae, carbon emission factors which referenced to the open source. Subsequently it includes carbon efficient technologies enumerated in guidelines. The proposed approach integrates material and design alternatives, optimization techniques, and localized emission factors to enable realistic carbon footprint estimation and reduction strategies. Aligning with India’s Net Zero commitments, the framework aims to support sustainable highway development through informed decision-making and policy integration. The paper intends to explain the IRC approach in super simple terms to find out the key elements and applies it on two basic scenarios involving two different pavement crust combination in terms of layer thickness of a road and grading. It concludes the results of both scenarios expressing the limitations and non-coverage of entire lifecycle elements in quantification. Further, Paper aims to draw inferences from application and concludes the limitations. The author suggests exploratory approach to consider for quantification and ultimately reduction of carbon emission through road constructions.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727677</guid>
    </item>
    <item>
      <title>A Simplified Framework to Evaluate Binder Activation in 100% RAP Mixtures with Rejuvenator</title>
      <link>https://trid.trb.org/View/2727676</link>
      <description><![CDATA[The use of Reclaimed Asphalt Pavement (RAP) represents a critical strategy for enhancing the sustainability and long-term resilience of urban road infrastructure by minimizing dependence on virgin materials and reducing construction-related waste. However, achieving reliable performance from 100% RAP mixtures remains challenging due to the difficulty of assessing binder activation through conventional, resource-intensive laboratory methods. This study introduces a practical and rapid framework for evaluating the activation potential of fully recycled asphalt mixtures using the cohesion test. The methodology is applied to six RAP sources, including two laboratory-aged mixtures, and examines the influence of conditioning temperature and waste engine oil dosage on material response. The optimal rejuvenator dosage for each RAP type is determined using the Cohesion Slope Index (Scohesion), a simplified indicator that captures the degree of binder activation. To assess the robustness of this metric, Scohesion is correlated with the complex shear modulus of the recovered binder at the optimal dosage. A strong inverse relationship confirms that higher Scohesion values correspond to more effective rejuvenation and reduced stiffness. The results demonstrate that Scohesion is a sensitive and cost-efficient tool or evaluating rejuvenator performance. By facilitating rapid material screening and promoting the valorization of waste engine oil, the proposed approach supports resilience-based pavement design and provides practitioners with a practical pathway for integrating high-RAP mixtures into resilient road networks.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727676</guid>
    </item>
    <item>
      <title>Impact of Bus Rapid Transit System on Suburban Bus Users in Chennai</title>
      <link>https://trid.trb.org/View/2727684</link>
      <description><![CDATA[This study assesses the prospective effects of the proposed Bus Rapid Transit (BRT) system on current Metropolitan Transport Corporation (MTC) bus service along the Poonamallee-Sunguvarchatram corridor in the western suburb of Chennai. The corridor, strategically linking the existing Chennai Airport located at Meenambakkam and the proposed Parandur Greenfield Airport, is expected to experience an increased travel demand in the near future. It is a well-known fact that a BRT system has better speed compared to a bus in a mixed-traffic flow condition. In this background, to assess the attractiveness of BRT from Poonamallee to Sunguvarchatram, a Stated Preference (SP) survey was conducted among 430 bus users. Binary logit models for two cases were developed: (1) full data set and (2) for trips < 20 km. The model results indicated that the travel time savings and the proposed ‘fare difference’ were significantly influencing the modal shift. When the BRT fare is 1.5 times the express bus fare, the expected shift probabilities are significantly high (89–98%). Small-scale business users, private-sector employees, and younger commuters exhibit lower preference for the proposed BRT mode. Both the models demonstrated strong explanatory power (ρ² ≥ 0.50). The study also finds that an electrically driven BRT system can reduce CO2 emissions by 1.815 tonnes/day by 2050 and improve journey speeds from 21 km/h to 27 km/h (at least for the initial years). Overall, the study confirmed that a well-designed BRT system with affordable fares can significantly enhance mobility, sustainability, and public transport efficiency along the study corridor.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727684</guid>
    </item>
    <item>
      <title>Laboratory and Field Evaluation of Geocell Reinforcement in Granular Layers:
Implications for Permanent Deformation and Resilient Response</title>
      <link>https://trid.trb.org/View/2727683</link>
      <description><![CDATA[Unbound Granular Materials (UGMs) provide structural support and distribute traffic loads within flexible pavements, yet the supply of high-quality aggregate is increasingly limited. Geosynthetic reinforcement offers a sustainable means of extending the use of locally available, marginal materials. This study examines how geocell reinforcement affects the behaviour of unbound granular layers, combining large-scale Cyclic Plate Load (CPL) testing in the laboratory with instrumented field test sections. In the laboratory, the Geocell-Reinforced (GR) and Unreinforced (UR) sections developed almost identical resilient strains, but the GR section accumulated markedly less permanent strain under repeated loading. Falling Weight Deflectometer (FWD) measurements on the field sections gave the same result: the GR and UR deflection basins were practically indistinguishable. Taken together, the findings indicate that geocell reinforcement governs the rutting (permanent-deformation) performance of the granular layer while leaving its resilient response largely unchanged.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727683</guid>
    </item>
    <item>
      <title>Stage Passing Framework under First Tier Quality Monitoring in PMGSY</title>
      <link>https://trid.trb.org/View/2727682</link>
      <description><![CDATA[The Stage Passing Framework has been introduced under the Pradhan Mantri Gram Sadak Yojana (PMGSY) to strengthen first-tier quality assurance in rural roads construction by linking inspection and certification with predefined stages of execution. The framework replaces earlier ad-hoc and paper-based inspection practices with a digitised, progress-aligned system, wherein stage-wise inspections are recorded through Online Management, Monitoring, and Accounting System (OMMAS) and the Quality First App and certified by the Project Implementation Unit (PIU) Head based on geotagged evidence and e-test reports. By embedding quality checks within the construction workflow, the framework seeks to restore accountability at the field-execution level, enhance transparency and traceability of inspection records, and reduce excessive reliance on 2nd and 3rd monitoring tiers. This paper outlines the rationale, institutional design, and operational role of the Stage Passing Framework and highlights its relevance in promoting preventive, concurrent, and evidence-based quality assurance in PMGSY works.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727682</guid>
    </item>
    <item>
      <title>Preventing Corrosion of Steel in Road Infrastructure</title>
      <link>https://trid.trb.org/View/2727681</link>
      <description><![CDATA[Steel is a versatile construction material having very high strength to weight ratio and recyclability and widely used in infrastructure projects including highway projects. Not with standing versatility of steel use, durability of steel structures and reinforced/prestressed concrete structures is a big challenge due to the single reason of corrosion of steel. The overall impact of corrosion of steel is reduction of useful life of structures, increased cost of repair/ rehabilitation/retrofitting apart from various indirect losses like disruption to traffic. Undertaking repair/rehabilitation/ retrofitting is, at times, more challenging than original construction spanning from conceptualization to design and actual execution. Corrosion of steel can be minimized/delayed though not prevented in a variety of ways. Applicability of particular treatment depends upon several factors. For a given situation, more than one method may also be used. The process also covers all phases of project cycle starting from planning to design, detailing, construction and asset management. Due diligence should be exercised to select the appropriate treatment considering site vulnerability, strategic importance of the structure, anticipated life & sensitivity of the product and life cycle costing. Asset management is a key requirement in every case. For example, periodic cleaning and painting of structural steel elements helps extending useful life of the bridge/structure. Same principle applies to reinforced/ prestressed concrete elements too. Considering the enormity of the situation, all the stakeholders must rise to the occasion to minimize corrosion of steel in bridges and structures.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727681</guid>
    </item>
    <item>
      <title>Technical and Regulatory Compliances in State Highway Projects: A Review with Reference to
Rajasthan Highway Development Projects</title>
      <link>https://trid.trb.org/View/2727680</link>
      <description><![CDATA[Highway infrastructure is a critical driver of socio-economic development, regional integration and logistics efficiency. While engineering design and construction quality remain the primary determinants of highway performance, successful project delivery increasingly depends upon systematic compliance with technical standards, statutory requirements, environmental safeguards, social obligations and institutional governance. Modern State Highway projects should therefore be evaluated not solely on engineering parameters but also on sustainability, climate resilience, road safety, stakeholder participation and life-cycle asset management. This review presents the technical and regulatory framework governing State Highway projects with particular reference to Rajasthan, where externally aided State Highway development programmes are being implemented through the Rajasthan State Highways Authority (RSHA) with World Bank assistance. The study analyses the interaction between Indian Roads Congress (IRC) standards, Ministry of Road Transport and Highways (MoRTH) specifications, statutory environmental legislation, the World Bank Environmental and Social Framework (ESF) and the Environmental Management Framework (EMF) adopted for the programme. Building on this review, a structured set of environmental Guidance Notes, a cross-reference between the World Bank Environmental and Social Standards and the Indian regulatory framework, and an expanded State Highway Technical and Regulatory Compliance Index (SH-TRCI) supported by sub-indicators are proposed. The review concludes that structured, life-cycle compliance systems can substantially reduce delays, disputes, environmental risks and maintenance liabilities while improving sustainability and public confidence.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727680</guid>
    </item>
    <item>
      <title>Analysis of Urban Noise Condition at Different Intersections in Goa</title>
      <link>https://trid.trb.org/View/2727679</link>
      <description><![CDATA[Traffic noise has become a major environmental concern in rapidly urbanizing regions, affecting public health and quality of life. This study presents a comprehensive analysis of noise scenarios at different intersections in Goa. Twenty-four-hour noise monitoring was conducted in 2023, and future noise levels for the years 2025, 2030, 2035, 2040, and 2045 were estimated using the CSIR-CRRI Road Traffic Noise (RTN) Model. The study evaluates the Environmental Noise Capacity (ENC) at the selected intersections to measure the noise scenario compared to standard noise levels. The ENC is assessed by comparing observed and projected noise levels with the permissible standards prescribed by the Indian Roads Congress (IRC). Based on the findings, location-specific mitigation measures, including traffic management strategies, noise barriers, land-use controls, and green buffer development, were proposed to reduce noise exposure and support sustainable environmental management in Goa.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727679</guid>
    </item>
    <item>
      <title>Design &amp; Construction of Railway Underpass Bridge by Push-Box with Pile Integration Structure at
Aunta- Simariya Section of NH-31 of NHAI Road Project in Bihar</title>
      <link>https://trid.trb.org/View/2691790</link>
      <description><![CDATA[This Paper highlights the construction of Railway underpass by Push box method integrated with pile foundation post box pushing. The structure in discussion is a case study is a first of its kind that re-invents the load transfer mechanism of the pile and raft foundation acting together under live load after box is pushed. The study shows how push box structure can be implemented by integrating it with pile foundation in an area of low safe bearing capacity of ground and where ground improvement cannot be done. Piling can be done after pushing the box into the location to integrate it with box to enhance the load carrying capacity. This paper provides solution for locations where cut and cover method of construction cannot be implemented. The push box with pile type structure simultaneously enables to overcome both poor ground condition and limitation of construction due to running railway traffic. Finished structure has 3 components which is integrated into one monolithic unit. The first part is the RCC box which was cast outside the railway embankment and pushed into final place under the railway track. The second part is the pile foundation which is driven through the gaps left in the RCC pushed box. The third part is the cast in situ pile cap which integrates the RCC push box and the pile into one monolithic unit. Along with the aforementioned components, to enable the box pushing a thrust bed was cast during the construction stage outside the railway embankment.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691790</guid>
    </item>
    <item>
      <title>Legitimate and Pioneering Technologies for Construction &amp; Maintenance of Roads</title>
      <link>https://trid.trb.org/View/2691789</link>
      <description><![CDATA[Need for such highway innovations stems from necessity for highway to become more genuine, adaptive, efficient, authentic and responsive to changing demands to move quickly/easily. Integration of New Technologies are vital for incorporating "smart" technologies to make it a flexible, customer-centric and sustainable. Legitimate technologies refer to established rules, laws, or IRC/IS/International standards, and pioneering technologies refers to breaking new ground, innovating, and operating in uncharted/unfamiliar/unexplored territory. Various such innovative technologies viz use of waste plastic, cold/warm mix technologies, jute/coir geo textile, geogrid coated with PMB (Polymer Modified Bitumen), fully mechanised pavers for recycling of asphalt pavement, ultra-high performance concrete, glass fibre reinforced polymer bars and sheets as per IRC:137-2022/IS:18256- 2023 and IS 14856:2000 respectively in case or marine environment to make transportation very easy due to light in weight, use of Construction and Demolition (C&D) waste, very advanced material i.e. geopolymer, recycling of asphalt pavement, high performance bituminous pavements IRC:SP:139-2023 SUPERPAVE, determination of interlay shear strength of tack/prime coat, performance tests on asphalt mixes, determination of surface area of aggregates and thereby thickness of bituminous layer over aggregates (specified value is 6-8 micron as per IRC:SP:135-2022), use vacuum technology in automatic oven directly giving binder/moisture content, use of bamboo piling and vacuum technology in Prefabricated Vertical Drains (PVD) to accelerate consolidation for ground improvement using vacuum technology, short panel concrete pavement IRC:SP:140-2024 particularly in new pavement, gradients and hilly areas where temperature stresses are higher, white topping over damaged asphalt pavement, bonded rigid pavement on gradients, and advanced digital/robotic mainly in tunnel, quality control with the help of drone system, use of RFID in the manhole covers etc to avoid theft and bio technologies are gaining momentum these days and being applied in the field in road construction as well. Further, new age binders in road construction primarily refer to sustainable and performance-enhanced alternatives to traditional petroleum-based bitumen. The viscosity grade bituminous binders may beknow modified with graphene/ultra fine/nano size mineral admixtures or alternatively pyro based using waste rubber or biobased bituminous materials may be also adopted to improve performance and sustainability with less reliance on fossil fuels/environmental impact. The paper thus describes innovative technologies saving time, space, energy, improving environment, minimising pollution. There will be literally saving of conventional materials viz cement, soil, natural aggregates and steel/aluminium.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691789</guid>
    </item>
    <item>
      <title>Development of Performance Based Binder Rutting Specifications for India</title>
      <link>https://trid.trb.org/View/2691788</link>
      <description><![CDATA[The present study was carried out to develop performance based binder rutting specifications for bituminous paving mixtures typically used in surface course layers for National Highways in India. Several conventional binder parameters, such as softening point and viscosity, as well as performance based parameters, including |G*|/sinδ and non-recoverable creep compliance (Jnr), have been reported to explain rutting behavior of asphalt mixtures. Among these, |G*|/sinδ and Jnr have been shown to be more effective than conventional binder parameters and were selected for specification development in the present study. Nine different binders were evaluated, and for all binders, |G*|/sinδ was measured at frequencies of 2, 10, and 20 rad/s, while Jnr was evaluated at stress levels of 0.1 kPa and 3.2 kPa. Nine different mixes with a single aggregate gradation and the selected binders were designed, and their rutting susceptibility was evaluated as per IRC guidelines (IRC:SP:135-2022). The oscillation test parameter |G*|/sinδ was used to evaluate the rutting potential of asphalt binders. |G*|/sinδ evaluated at a low frequency of 2 rad/s showed a better correlation with mix rutting than values obtained at higher frequencies. Jnr evaluated at both stress levels also correlated well with mix rutting, with a marginally better correlation observed at 3.2 kPa. Using field rutting performance data from an earlier study and an established model correlating field rutting with laboratory rutting results, binder rutting specifications were proposed for limiting field rutting to 10 mm and 20 mm.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691788</guid>
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