<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0aWQiIHZhbHVlPSIxNzcyIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjIiIC8%2BPHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8%2BPC9wYXJhbXM%2BPGZpbHRlcnMgLz48cmFuZ2VzIC8%2BPHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM%2BPHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8%2BPC9wZXJzaXN0cz48L3NlYXJjaD4%3D" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. 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>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Study on Tensile Mechanical Properties of Cast-In-Place Wet Joints in Steel-Concrete Composite Beam</title><link>http://pubsindex.trb.org/view/2788728</link><description><![CDATA[The wet joint, a critical component in prefabricated steel-concrete composite beams (SCCBs), is typically subjected to tensile stresses during service. Consequently, its crack resistance directly governs the serviceability and durability of the SCCB. This study investigates the use of an early-strength, low-shrinkage basalt-fiber-reinforced concrete (BFRC) as a wet-joint material. Axial tensile tests were conducted on four wet-joint specimens, with crack width development, stress distribution, and cracking load monitored. A finite element model was established and validated against experimental results, and a modified formula for predicting the cracking load of BFRC slabs was proposed. The results indicated that the wet joint–precast concrete interface was the weakest link. Under increasing load, cracks initiating at this interface developed into primary cracks in the concrete deck. Compared to normal concrete, the early-strength, low-shrinkage BFRC demonstrated superior performance in enhancing crack resistance at the joint interface during the initial crack development stage, with an optimal basalt fiber volume fraction of 0.3%. The proposed cracking load formula incorporated a wet-joint influence coefficient and a fiber influence coefficient for modification. Based on experimental and finite element simulations, the joint influence coefficient was determined to be 0.725. The fiber influence coefficients were calibrated to be 0.15 and 0.045 for fiber volume fractions of 0.3% and 0.6%, respectively. Within the parameter range covered in this study, this modified formula exhibited favorable prediction accuracy for the cracking load and crack width development of cast-in-place wet joints in SCCBs under axial tension.]]></description><pubDate>Sat, 10 Oct 2026 16:36:59 GMT</pubDate><guid>http://pubsindex.trb.org/view/2788728</guid></item><item><title>U.S. Numbered Highway System Hits 100</title><link>http://pubsindex.trb.org/view/2775951</link><description><![CDATA[This article describes the transformation of U.S. historic auto trails into a federal roadway network. The article takes a closer look at the marking/numbering of U.S. interstate highways. In 1917 Wisconsin was the first state to number its roads, and in 1926 the American Association of State Highway Officials (AASHO) adopted the U.S. Numbered Highway System. Today that numbering system is still administered by AASHO's successor, AASHTO (American Association of State Highway and Transportation Officials), in cooperation with state and local departments of transportation. The article includes black and white photos of early U.S. roads.]]></description><pubDate>Tue, 06 Oct 2026 13:56:50 GMT</pubDate><guid>http://pubsindex.trb.org/view/2775951</guid></item><item><title>Evaluating the Rheological and Aging Characteristics of Plastic-Modified Asphalt Binders Incorporating Reactive Elastomeric Terpolymer</title><link>http://pubsindex.trb.org/view/2784776</link><description><![CDATA[This study investigates the rheological behavior and aging characteristics of plastic-modified asphalt binders incorporating two Reactive Elastomeric Terpolymer (RET) stabilizers with different melt flow indices (MFI). A comprehensive experimental program was conducted with performance-grade asphalt (PG) 58-28 as the control binder to assess the effect of RETs on the performance of plastic-modified binders. Separation index and fluorescence microscopy were used to evaluate storage stability, while rheological behavior was analyzed using black space diagrams and performance grading. Aging effects were examined using low-temperature grade, stress dissipation capacity (ΔTc), and Linear Amplitude Sweep testing. In addition, rutting resistance was assessed under higher stress levels by conducting the Multiple Stress Creep Recovery test. The results showed that RET stabilizers improved the storage stability of plastic-modified binders, with the higher MFI stabilizer being more effective. Black space analysis revealed the formation of elastomeric networks and morphological complexity because of RETs, with RET B (lower MFI) exhibiting higher stiffness and lower phase angles, indicating improved rutting resistance. RETs also enhanced high-temperature PG by four grades and restored low-temperature PG, mitigating the reduction caused by plastics. Although ΔTc values degraded with plastic addition, stabilizers improved ΔTc, indicating enhanced resistance to low-temperature cracking. Moreover, RET stabilizers enhanced fatigue life by 660%–1,200% compared with plastic-modified binders. Under extended aging, RET-modified binders showed slightly greater ΔTc and fatigue life reductions but still outperformed other binders. The combination of 2% plastic + RET B provided superior rutting resistance, reducing nonrecoverable creep compliance by 70% and increasing recovery by 3,000%. The results emphasize the potential of RETs in developing high-performance binders.]]></description><pubDate>Mon, 05 Oct 2026 08:57:17 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784776</guid></item><item><title>Assessing the Static and Dynamic Safety Performance of Heavy Vehicle Drivers Using Slacks-Based Measure Super-Efficiency Data Envelopment Analysis and the Malmquist Index</title><link>http://pubsindex.trb.org/view/2784761</link><description><![CDATA[Road freight transportation is essential for social production, commodity circulation, and online consumption, offering flexibility and efficiency. However, traffic accidents and fatalities involving heavy vehicles have been high, mainly as a result of driver error. This research establishes a framework for evaluating the static and dynamic safety efficiency of heavy vehicle drivers, utilizing data envelopment analysis and the Malmquist index. First, the drivers’ aggressive behavior, abnormal status, and risky maneuver data were collected to construct a risk indicator database. Second, the static efficiency of drivers is evaluated using data envelopment analysis to obtain individual efficiency scores and rankings, and the improvement direction for each individual is determined based on the reference set. Furthermore, the model’s accuracy and stability were verified through one-way ANOVA and ranked difference tests. After that, the Malmquist index was used to analyze the dynamic efficiency of individuals and to examine the changing trend in individual efficiency over time. Finally, the static and dynamic efficiencies were combined to further analyze overall driving performance, and targeted improvement measures were implemented for different drivers. The study provides a comprehensive evaluation of drivers’ static and dynamic efficiency, offering targeted improvement measures and supporting freight management platforms.]]></description><pubDate>Mon, 05 Oct 2026 08:57:17 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784761</guid></item><item><title>Liability for Roadside Safety Hardware Claims</title><link>http://pubsindex.trb.org/view/2784603</link><description><![CDATA[This digest examines the legal issues associated with the design, manufacture, testing, certification, selection, installation, inspection, maintenance, and performance evaluation of roadside safety hardware. The digest reviews legal claims and defenses arising from alleged failures or deficiencies involving guardrails, end terminals, impact attenuators, breakaway sign supports, light poles, and other roadside safety devices. The digest analyzes litigation involving governmental agencies, contractors, consultants, testing entities, and manufacturers, and discusses how courts have addressed negligence, products liability, breach of contract, warranty, deceptive trade practices, fraud, and governmental immunity claims in the roadside safety hardware context. Roadside safety hardware is intended to reduce the severity of crashes when vehicles leave the roadway. Transportation agencies rely on these systems to redirect, slow, contain, or absorb the impact of errant vehicles and thereby reduce the likelihood of serious injury or death. The legal and operational responsibilities associated with roadside safety hardware have evolved significantly as testing protocols and federal guidance have changed over time. This digest discusses the transition from the crash-testing criteria contained in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features to the American Association of State Highway and Transportation Officials’ Manual for Assessing Safety Hardware (MASH), as well as related Federal Highway Administration guidance governing crashworthiness determinations and in-service performance evaluations. The digest also examines major litigation involving roadside safety hardware, including claims associated with guardrail end terminals and allegations concerning defective design, inadequate testing, failure to warn, deceptive marketing practices, improper installation, deficient maintenance, and failure to comply with applicable testing and certification requirements. The digest analyzes the legal theories asserted by plaintiffs and the defenses raised by public and private entities, including contractor immunity, sophisticated-user defenses, economic loss doctrine arguments, discretionary immunity, and federal contractor defenses. The digest highlights the legal significance of inspection practices, maintenance responsibilities, documentation, compliance with published guidance, and communication among manufacturers, contractors, testing entities, and transportation agencies. Fine Points, Ltd., was asked to examine the legal framework governing liability claims involving roadside safety hardware and to identify recurring legal issues arising in litigation involving allegedly defective or improperly maintained safety systems. The digest reviews statutes, regulations, published engineering guidance, and judicial decisions from jurisdictions throughout the United States. The digest is intended to help transportation agencies, attorneys, risk managers, roadway safety professionals, maintenance personnel, and decision-makers understand legal risks and considerations associated with roadside safety hardware and related roadway safety decisions.]]></description><pubDate>Sat, 03 Oct 2026 18:00:47 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784603</guid></item><item><title>Design and Evaluation of Pavements for Low-Volume Roads with Heavy Loads</title><link>http://pubsindex.trb.org/view/2784604</link><description><![CDATA[This synthesis presents the state of practice of state departments of transportation (DOTs) on the structural design and evaluation of low-volume roads (LVRs) subjected to heavy loads. The synthesis includes information on definitions and extent of LVRs, design practices and modifications for heavy loads, permitting requirements, impacts of heavy loads on pavement performance, and monitoring and evaluation approaches. Under NCHRP Project 20-05/Topic 56-20, “Pavement Design and Evaluation of Low Volume Roads with Heavy Loads,” Applied Research Associates, Inc., was asked to synthesize information to document current state DOT practices for the structural design and evaluation of paved and unpaved LVRs exposed to heavy loads. Information used in this study was obtained through a literature review, a survey of state DOTs, and interviews to develop in-depth case examples. The synthesis provides case examples that highlight design approaches, performance impacts of heavy loads, and methods used to evaluate and manage LVRs.]]></description><pubDate>Sat, 03 Oct 2026 18:00:47 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784604</guid></item><item><title>Virtual Inspection Systems for Highway Construction Projects: A Guide</title><link>http://pubsindex.trb.org/view/2786112</link><description><![CDATA[This report presents a guide for assessing the readiness of digital technologies to support remote virtual inspection (RVI) activities for highway construction projects. This guide was developed around an analytical methodology that incorporates stakeholder interviews, case studies, and a peer review workshop. This guide will be of immediate interest to highway construction engineers, project managers, inspectors, and surveyors seeking to integrate these technologies effectively to support inspection requirements.]]></description><pubDate>Sat, 03 Oct 2026 18:00:47 GMT</pubDate><guid>http://pubsindex.trb.org/view/2786112</guid></item><item><title>Virtual Inspection Systems for Highway Construction Projects: Developing a Guide</title><link>http://pubsindex.trb.org/view/2786113</link><description><![CDATA[This report, developed under NCHRP Project 10-112, offers practical guidelines for implementing digital technologies to support remote virtual inspection (RVI) in highway infrastructure projects. It evaluates the effectiveness, opportunities, and challenges associated with a range of RVI tools, including mobile devices, artificial intelligence (AI), machine learning (ML), lidar, small uncrewed aerial systems (sUAS), remote imaging, augmented reality and virtual reality (AR/VR), and closed-circuit television (CCTV). Drawing on an extensive literature review, a nationwide survey of state departments of transportation (DOTs), and a series of case studies, the report presents a structured methodology for assessing technologies and integrating them into existing inspection workflows. The findings highlight the potential of RVI technologies to improve inspection accuracy, efficiency, and safety. Survey responses indicate that mobile devices are currently the most widely used tool, while more advanced technologies like lidar and sUAS are emerging but less commonly applied. The report also identifies key barriers—such as cost, training, and infrastructure needs—and outlines future directions for broader adoption. A flexible technology assessment framework is introduced to help agencies evaluate the readiness and suitability of RVI technologies based on factors such as technical maturity, operational fit, cost-effectiveness, and implementation challenges. The framework can be tailored to meet the specific needs of individual agencies and project goals. Five case studies from DOT-led projects were used to validate the proposed approach, demonstrating general alignment with agency decision-making and revealing insights for further refinement. A collaborative workshop with DOT and industry stakeholders also informed the development of the Guide, emphasizing the importance of technology champions, return on investment (ROI) tracking, and data management planning. The report concludes with a set of actionable recommendations covering standardization of RVI procedures, workforce development, strategic planning, and addressing implementation hurdles. It also explores future trends, including the integration of AI, ML, and Internet of Things (IoT) sensors to enable more automated, real-time inspection workflows. Overall, the report underscores the transformative potential of RVI technologies in modernizing highway construction inspection. It provides a practical foundation to help transportation agencies navigate the shift toward more digital, efficient, and data-driven inspection practices.]]></description><pubDate>Sat, 03 Oct 2026 18:00:47 GMT</pubDate><guid>http://pubsindex.trb.org/view/2786113</guid></item><item><title>Taconite Aggregate as an Enhanced Friction Surface Treatment Alternative</title><link>http://pubsindex.trb.org/view/2784662</link><description><![CDATA[A 4-year-plus project (2020–2025) assessed whether friction aggregate produced from a byproduct generated by Minnesota’s taconite (iron ore) mining industry can provide adequate or comparable skid resistance performance to calcined bauxite in high friction surface treatment (HFST) applications. Six pavement test sections, each approximately 0.1 mi (160 m) long, were installed at a low volume road location northwest of Duluth, Minnesota. Two epoxy-based HFST-equivalent test sections using taconite and calcined bauxite aggregate were the project’s focus. Three test sections of gilsonite-based pavement preservation surface treatments, utilizing a slightly finer gradation of taconite friction aggregate, were also installed, while a section of existing chipseal pavement acted as the control. Friction properties were measured twice a year using a dynamic friction tester and a British Pendulum tester, while the Minnesota Department of Transportation’s locked wheel pavement friction tester was used a minimum of once a year. Laboratory and environmental testing, and a life cycle assessment of HFST systems, utilizing taconite and bauxite aggregate, were also performed. Friction properties were also measured as a demonstration of Sideway-Force Coefficient Routine Investigation Machine technology. Taconite and calcined bauxite HFST test sections produced the highest friction numbers, about 35%–50% higher than the chipseal control. Taconite’s friction numbers were within 6% of calcined bauxite’s, exhibiting virtually no divergence from calcined bauxite’s friction numbers over time. Collectively, this project’s findings suggest that taconite aggregate can provide comparable friction performance to calcined bauxite at a significantly smaller environmental footprint.]]></description><pubDate>Thu, 01 Oct 2026 09:27:29 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784662</guid></item><item><title>Integrated Field Data Collection System to Determine Bridge Dynamic Impact Factor</title><link>http://pubsindex.trb.org/view/2784561</link><description><![CDATA[Bridges experience dynamic amplification of structural responses during vehicle crossings, especially at approach-deck transitions where abrupt surface irregularities increase the dynamic impact factor (IM). This study presents a rapid method to estimate IMs using surface profiles, vehicular loading, and bridge characteristics. Field data were collected from the three major types of bridges commonly found in Oklahoma—concrete, steel, and prestressed concrete—each including both single- and multi-span configurations. The field data collection employed strain gauges, inertial measurement units, portable weigh-in-motion systems, high-definition cameras, an inclinometer-based profiler, and a submillimeter highway speed laser imaging system. IMs were computed as the ratio of dynamic to static strain using a customized smoothing approach, in which the strain signals were transformed into the frequency domain using a Fourier transform, high-frequency noise was removed through a power spectral density analysis, and static strain components were converted using a Butterworth low-pass filter. Multiple linear and random forest regression predictive models were evaluated, with the random forest (R2 = 0.589) proving a better fit because of predictors’ multicollinearity and nonlinearity. A feature importance analysis identified that surface roughness metrics were the most influential predictors, followed by vehicle attributes, such as gross vehicle weight, speed, and axle configuration, and bridge-related parameters including structure length and natural frequency. The results demonstrate the feasibility of estimating bridge impact factors from surface roughness, vehicle characteristics, and bridge parameters. Future work will focus on expanding datasets and exploring advanced models, such as neural networks and long short-term memory, to enhance predictive accuracy.]]></description><pubDate>Wed, 30 Sep 2026 09:26:53 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784561</guid></item><item><title>Practical Intelligent Compaction with Modest Accelerometers: Real Time Soil Stiffness via Roller Accelerometer Vibration Analysis</title><link>http://pubsindex.trb.org/view/2784365</link><description><![CDATA[Traditional compaction assessment methods for soils and geomaterials offer only localized point measurements, making continuous spatial assessment inefficient and time-consuming. Intelligent compaction (IC) technologies have been introduced to address this limitation; however, many IC indicators still lack reliable standardized correlations with actual soil stiffness across different compaction conditions. To address this gap, this study introduces a novel real time ensemble modeling approach that integrates vibration data from roller-mounted accelerometers with in situ lightweight deflectometer measurements. This approach uses frequency domain analysis by introducing total harmonic distortion with subharmonics alongside the established compaction control value to capture harmonic and subharmonic response components that may be missed by conventional IC indicators. Because soil–roller interaction is nonlinear across compaction states, separate linear regression models are developed for empirically classified low- and high-compaction zones. The framework is developed and validated using No. 53 aggregate field data from two active highway construction sites in Indiana, US, with validation coefficient of determination values from 0.67–0.78. The combined data follow the nonlinear trend expected from soil mechanics, providing preliminary support that the framework captures a physically meaningful response rather than only a site-specific pattern. However, each compaction zone is represented by data from a single site; therefore, the observed response may partly reflect site conditions and roller dynamics in addition to compaction state. Therefore, the regression coefficients should be interpreted as material-, site-, and equipment-specific. Cross-site replication within each compaction zone and recalibration for other geomaterials, rollers, and sensor configurations remain necessary before broader application.]]></description><pubDate>Tue, 29 Sep 2026 09:52:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784365</guid></item><item><title>Durability Evaluation of Sustainable Concrete Overlay Reinforced with Recycled and Manufactured Steel Fibers</title><link>http://pubsindex.trb.org/view/2784364</link><description><![CDATA[The durability of concrete pavement overlays is crucial for maintaining long-term performance. This study investigates the durability of concrete incorporating recycled steel fiber (RSF) and a hybrid combination of RSF and manufactured steel fibers (MSF) for pavement overlay applications. Five steel fiber-reinforced concrete mixtures with different combinations of RSF and MSF, along with a reference concrete, were tested for abrasion resistance, corrosion resistance, high-temperature resistance, drying shrinkage, and freeze-thaw resistance. The results indicate that concrete solely reinforced with hooked end MSF exhibited superior performance in most durability assessments. Concrete containing RSF showed marginally lower or comparable durability to concrete reinforced with either hooked end MSF or straight MSF. Compared with concrete with straight MSF, RSF-reinforced concrete demonstrated 8.5% lower mass loss, a 36% lower reduction in cracked specimen flexural strength (CSFS) after 24?weeks of corrosion exposure, 15.5% higher drying shrinkage, and a 2.3% lower freeze-thaw durability factor. The concrete reinforced with a hybrid combination of RSF and hooked end MSF achieved durability performance similar to concrete containing either hooked end MSF, straight MSF, or their hybrid combination. Compared with concrete reinforced with hooked end MSF, concrete incorporating a blend of RSF and hooked end MSF showed a 32% higher mass loss, a 52% higher reduction in CSFS after 24?weeks of corrosion exposure, 7.3% higher drying shrinkage, and a 2.6% lower freeze-thaw durability factor. In summary, the findings highlight that RSF, either used alone or in combination with hooked end MSF, offers a sustainable and economic reinforcement for pavement overlays.]]></description><pubDate>Tue, 29 Sep 2026 09:52:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784364</guid></item><item><title>Effect of Fly Ash on Performance and Design Slab Thickness of Jointed Plain Concrete Pavements</title><link>http://pubsindex.trb.org/view/2784356</link><description><![CDATA[The effect of fly ash (up to 30% replacement level) on the compressive strength and coefficient of thermal expansion (CTE) of concrete mixtures up to 360 and 28 days, respectively, was investigated. The results show that 0% and 30% fly ash mixtures presented 30%–55% and 52%–116% strength gain over 360 days. The fly ash mixtures demonstrated lower CTE than mixtures without fly ash. AASHTOWare Pavement Mechanistic-Empirical Design (PMED) software was utilized to study performance predictions of jointed plain concrete pavements (JPCPs). Level 3 PMED simulations predict that fly ash increases pavement roughness and transverse cracking and reduces joint faulting. However, these simulations use 28-day strength data, which do not account for the long-term performance of fly ash. Increasing the slab thickness of the 30% fly ash JPCP mixtures to 1 in. can present comparable performance indicators to those of 0% fly ash mixtures. Level 2 simulations show a better depiction of pavement performance, as they incorporate a wider picture (up to 90 days) of strength gain than Level 3 simulations. However, the 90-day strength data do not completely portray the long-term strength gain of the fly ash–based concrete mixtures either. This study highlights limitations arising because PMED software limits the incorporation of strength data to 90 days under Level 2 simulations, whereas fly ash–based paving concrete develops significant strength at later ages. Therefore, it is necessary to validate these findings with the field performance of in-service pavements and to incorporate the long-term strength gain of fly ash mixtures in PMED software.]]></description><pubDate>Tue, 29 Sep 2026 09:52:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784356</guid></item><item><title>Study on the Durability and Luminescent Properties of Self-Luminous Cement-Based Composite Material</title><link>http://pubsindex.trb.org/view/2784354</link><description><![CDATA[Self-luminous cement-based composite materials (SLCCMs) can absorb and store incident energy and gradually release it in the dark, providing an energy-efficient solution for improving nighttime visibility. Despite their potential, the durability of SLCCMs under long-term corrosive service environments remains insufficiently investigated. This study investigates the effects of luminous sand (LS, 0%–50% by cement mass) and reflective powder (RP, 0%–20% by cement mass) on the durability and optical response of cementitious composite specimens under water immersion, freeze-thaw cycling, and sulfate exposure. Mass change, compressive strength, flexural strength, initial luminance, afterglow duration, and FT-IR spectra are analyzed. The results show that luminescent degradation occurred mainly during the early exposure stage; after water and sulfate immersion, the initial luminance decreased markedly, and the afterglow duration dropped by 5.89%–9.18%. Freeze-thaw cycling caused the most pronounced luminance loss during the first 25 cycles, with brightness reductions of 43.38%–53.11%. Within the tested mixture range, the specimen containing 40% LS shows the best balance between mechanical durability and luminescent performance. When the LS content is fixed at 50%, 10% RP provides the most favorable resistance to strength loss and luminance attenuation. The FT-IR results suggest chemical changes associated with LS hydrolysis and matrix deterioration, while the improved performance of RP-modified specimens likely relates to its optical reflection and possible filler effects. These research findings are intended to provide references for the practical application of energy-storage and slow-release self-luminous cement-based materials in the future.]]></description><pubDate>Tue, 29 Sep 2026 09:52:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/2784354</guid></item><item><title>Evaluating the Performance of Supplementary Cementitious Material and Alternative Supplementary Cementitious Material for Wisconsin Concrete Pavements</title><link>http://pubsindex.trb.org/view/2782942</link><description><![CDATA[This laboratory study included an extensive experimental program to investigate the performance of nine supplementary cementitious materials (SCMs) and alternative SCMs (ASCM). Chemical characterization, physical properties, and reactivity of the SCMs and ASCMs and concrete fresh properties, mechanical properties, and durability-related properties were evaluated. This paper aimed to investigate the effect of SCMs and ASCMs on concrete performance. Based on the results of this study, several recommendations were provided, including the implementation of the modified strength activity index, the use of reactivity tests to screen new materials, the increase of the maximum Super Air Meter number, and the increase of the maximum loss on ignition to match ASTM C618. A framework for the evaluation of ASCMs for use in concrete pavements was provided.]]></description><pubDate>Tue, 29 Sep 2026 09:52:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/2782942</guid></item></channel></rss>