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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Guidelines for Pulverization of Stabilized Bases</title>
      <link>https://trid.trb.org/View/2572357</link>
      <description><![CDATA[Full-depth reclamation (FDR) is routinely carried out for rehabilitation of roads through the pulverization process. The primary stabilizers currently used in Texas Department of Transportation (TxDOT) districts for FDR are cement, lime, and fly ash. The optimum stabilizer content is currently determined either based on experience or through a series of laboratory tests that evaluates the strength, stiffness and durability of the base-stabilizer mix. For lab testing, base materials are retrieved from the site way before pulverization. The change in gradation due to pulverization can significantly impact the base strength and stiffness. Phase I of this study consisted of an extensive laboratory study to determine the impact of changes in gradation on the desired stabilizer content of a base material. It was found that the change in gradation indeed impacts the properties of the mix and should be considered in the design stages of FDR. In Phase II, the ways to address the impact of pulverization was investigated and reported through extensive laboratory tests and field observations. Recommendations for improving the quality of the pulverized materials are included in this report.]]></description>
      <pubDate>Mon, 15 Sep 2025 11:31:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572357</guid>
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    <item>
      <title>Mechanistic-Empirical Design for Rubblized Pavements in Michigan</title>
      <link>https://trid.trb.org/View/2529564</link>
      <description><![CDATA[Pavement mechanistic-empirical design (PMED) is a modern approach to designing new and rehabilitated pavements. The Michigan Department of Transportation (MDOT) follows the current guideline methodology for rehabilitation designs, utilizing hot-mix asphalt (HMA) overlays on rubblized plain cement concrete (PCC) pavements as new flexible pavement. PMED offers an alternative of HMA overlay on fractured jointed plain cement concrete (JPCP) for rubblized pavements. This paper investigates the optimal design approach and HMA input level for rubblized pavements in Michigan, comparing performance predictions using global and locally calibrated models across three input levels. Results indicated negligible differences between new and overlay designs at global performance predictions for input Levels 1 and 3. Local calibration at Level 1 produced better outcomes, but Level 3 results were also acceptable, barring the thermal cracking model. The study analyzed 11 pavement sections, revealing that HMA thicknesses were, on average, 1.02 cm thinner than current guideline designs. A new flexible pavement design with Level 1 data input is recommended for rubblized pavements in Michigan.]]></description>
      <pubDate>Thu, 27 Mar 2025 11:35:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2529564</guid>
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    <item>
      <title>Simulation and application research of rubblization for aged cement concrete pavement</title>
      <link>https://trid.trb.org/View/2473612</link>
      <description><![CDATA[The long-serving old cement concrete pavement has suffered severe damage, affecting travel safety. When conducting rubblization construction to reconstruct the damaged pavement, it needs to consider the influence of dynamic compaction force on the original roadbed. This paper is based on vibration theory to analyze the resonance rubblization mechanism of elastic foundation slabs. Four types of constrained plate models have been established to study the frequency response characteristics of plates under different constraint conditions and the characteristics of subgrade response under dynamic compaction force. Based on actual engineering, the particle size distribution and strength mechanism of the broken layer have been revealed. The results show that the structure of the broken layer after resonance rubblization treatment exhibits obvious characteristics of a flexible base layer. When used as a base layer for overlaying, the broken layer shows an overall compressed state, which can better utilize the bending and tensile resistance of the overlaid asphalt surface layer, thus helping to prevent the occurrence of reflective cracks. The experimental results of this study can provide theoretical support and reference for subsequent resonance rubblization construction, ensuring the service quality of the asphalt pavement after rubblization and avoiding or delaying the occurrence of reflective crack diseases.]]></description>
      <pubDate>Wed, 15 Jan 2025 16:51:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2473612</guid>
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    <item>
      <title>Field Performance of Pavements Made with High-Modified Hot Mix Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/2468830</link>
      <description><![CDATA[The objectives of this research project are to: (1) measure the mechanical response to traffic loads of the High-Modified Hot-Mix Asphalt over rubblized concrete base on a portion of the I-215 west belt project near Salt Lake City, Utah, (2) measure the deformation of rubblized base and existing base due to traffic loads (3) document the short-term performance of the pavement system, and (4) verify the models and assumptions used to design this pavement section by comparing the predictions to actual measurements. At the conclusion of this project, Utah Department of Transportation (UDOT) pavement and materials engineers will have a better understanding of the behavior, and thus the applicability, of high modified hot-mix asphalt mixtures to high-value roads.]]></description>
      <pubDate>Mon, 02 Dec 2024 19:25:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2468830</guid>
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    <item>
      <title>Var genereras glimmer i byggprocessen? : fält- och laboratoriestudier</title>
      <link>https://trid.trb.org/View/2145658</link>
      <description><![CDATA[Mica is a group of minerals that is commonly found in Swedish bedrock and is a so-called sheet silicate. The two most common minerals are biotite and muscovite. Mica has a flaky grain shape and splits very easily in one direction, which means that during physical processing they divide into many thinner flaky grains called free mica. Unbound layers (unbond base course and sub-base) with a lot of mica grains generally have a reduced durability. The stability decreases, which can lead to increased rut depth and formation of cracks in the road construction. The fact that the mica breaks down into smaller grains if subject to the construction work processes and traffic load can worsen the problems and increase the amount of free mica grains, mainly in the fine fractions.  Today, there is a lack of knowledge about which parts of the construction process that generate the largest proportions of free mica grains. The fact that mica easily splits or moves and accumulates due to crushing, transport and processing in the construction process makes it sometimes difficult to fulfill requirements and disputes can arise between supplier, contractor and customer. These issues are common in forensic investigations where high free amounts of mica have been found.  The purpose of the project is to investigate and increase the understanding of which parts of the construction process that have the potential to increase free mica content in the fine fractions. The study covers various steps in the process, such as crushing in the quarry, material handling, transport, laying and compaction during road construction. Increase of free mica from construction traffic and traffic on a finished construction is outside this project. The aim of the study is to be able to improve the requirements for rock material and avoid problems that occur with high free amounts of mica.]]></description>
      <pubDate>Mon, 03 Apr 2023 16:45:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2145658</guid>
    </item>
    <item>
      <title>Performance Comparison of Break and Seat and Rubblization Rehabilitation Techniques for Reflection-Crack Mitigation: Case Study in Louisiana</title>
      <link>https://trid.trb.org/View/2108001</link>
      <description><![CDATA[Hot mix asphalt (HMA) overlays are constructed on Portland cement concrete (PCC) pavements to improve long-term performance. A significant disadvantage of using HMA overlays on PCC pavements is the development of reflection cracks. Reflection cracks are influenced by traffic loads and periodic temperature changes. The objective of the study was to compare field performance of two slab-fracturing (i.e., break and seat, and rubblization) techniques commonly used in Louisiana, U.S. Four PCC pavement rehabilitation projects with at least one slab-fracturing technique and a corresponding control section were evaluated. Field structural capacity and performance data were collected and analyzed to determine the effect of each reflection-crack mitigation technique on performance. Resilient modulus (Mr) of the existing subgrade was found to significantly influence the structural and functional performance of the pavement sections evaluated. Pavement sections with weaker subgrades were shown to be not suitable for slab-fracturing rehabilitation techniques. For the four field projects evaluated, rubblized test sections showed higher cracking resistance than the control sections. The break and seat technique did not consistently improve or reduce the crack resistance of pavement sections compared with their corresponding control sections because of variations in subgrade Mr values. Sections with smaller sized (i.e., 6?in. break pattern and rubblized particles) fractured particles exhibited higher cracking resistance. Rubblized and selected break and seat sections for the field projects evaluated exhibited lower overall performance compared with their corresponding control sections, which is attributed to other underlying subsurface conditions. Additional study is required to continuously monitor the pavement sections.]]></description>
      <pubDate>Fri, 03 Feb 2023 09:29:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2108001</guid>
    </item>
    <item>
      <title>Influences of slab fracturing techniques on long-term performance of rehabilitated PCC pavements</title>
      <link>https://trid.trb.org/View/1934216</link>
      <description><![CDATA[This study examined a specific pavement study (SPS-6) in the long-term pavement performance (LTPP) program to evaluate the influences of the three slab fracturing techniques, namely, crack and seat (C&S), break and seat (B&S), and rubblization on the performance of rehabilitated PCC pavements with asphalt overlays. Fourteen projects using a variety of PCC rehabilitation treatments were identified from the LTPP SPS-6 experiment, and the corresponding climatic data, traffic volume, layer thicknesses, back-calculated layer moduli, and performance data such as pavement smoothness, rut depth, longitudinal and transverse cracking were assembled. Two performance indicators, weighted annual average performance (WAAP) and average annual incremental performance (AAIP), were used to quantify the pavement performance. Statistical analysis results indicate that the C&S or B&S with a 20 cm asphalt overlay provided significantly better transverse cracking performance than a 10 cm asphalt overlay on PCC pavements. The rubblization technique nearly eliminated reflective cracking distress. A multiple linear regression model was developed to correlate design factors with the transverse cracking performance of rehabilitated PCC pavements. The layer thickness of PCC slab, modulus of fractured slab, modulus ratio of E sub PCC/E sub AC, and freezing index were identified as significant factors affecting the transverse cracking performance of C&S or B&S pavements.]]></description>
      <pubDate>Wed, 06 Apr 2022 12:21:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1934216</guid>
    </item>
    <item>
      <title>Optimization of the concrete mixing process : monitoring and control</title>
      <link>https://trid.trb.org/View/1899352</link>
      <description><![CDATA[The concrete mixing corresponds to the stage of the manufacturing process which consists in homogeneously distributing and wetting (structuring) all the components present in the mixer. Parameters influencing the mixing are still relatively uncontrolled while the properties of concrete are strongly related. After a literature review, a database provided by a central ready-mix concrete plant is analyzed to identify the factors affecting the properties of concrete produced industrially. Then, a first experimental study aims to better understand the degradation of the recycled concrete aggregates during the mixing of new concretes, depending on certain parameters such as mixing speed and time, type of agitation, resistance to abrasion of aggregates ... Finally, a second experimental study brings new elements to the understanding of the mixing evolution in function of process parameters (time and speed of mixing, temperature) and formulations (water dosage, dosage and gravel type). In this context, an innovative image analysis technique allowing on-line monitoring of the concrete mixing evolution has been developed. The technique has thus been validated on laboratory scale and on real scale]]></description>
      <pubDate>Tue, 21 Dec 2021 16:39:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1899352</guid>
    </item>
    <item>
      <title>Flexible Pavement Design (Full-depth Asphalt and Rubblization): A Summary of Activities</title>
      <link>https://trid.trb.org/View/1862912</link>
      <description><![CDATA[This report summarizes activities undertaken to support and ensure that the Illinois Department of Transportation utilizes the best demonstrated available technology for design and construction of full-depth hot-mix asphalt (HMA) pavements and HMA pavements on rubblized Portland cement concrete pavement (PCCP). To achieve this goal, the researchers reviewed pavement design and special provisions for full-depth asphalt and rubblization projects as well as full-depth asphalt and rubblization project performance via condition surveys and deflection measurements. They also modified design inputs as needed from the review of literature and responded to specific issues related to full-depth asphalt and rubblization design and construction. The researchers studied 32 rubblization projects on the interstate system and found this rehabilitation technique is providing good to excellent performance that exceeds design expectations. They provided input on proposed changes to full-depth hot-mix asphalt pavement on rubblized PCCP specifications as well as provided input on the RoadTec 1105e material transfer device. Analysis of traffic speed deflectometer data obtained on several hot-mix asphalt and rubblized pavements resulted in the development of analysis algorithms.]]></description>
      <pubDate>Fri, 27 Aug 2021 14:58:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1862912</guid>
    </item>
    <item>
      <title>Performance of Interstate Rubblization in Illinois</title>
      <link>https://trid.trb.org/View/1862913</link>
      <description><![CDATA[In Illinois, hot-mix asphalt overlaid concrete pavements typically exhibit reflective cracking of joints and cracks from the pavement below, resulting in shortened life and maintenance issues. Over the years, various patching, fabric, and crack and seat techniques were attempted with few positive results. This led to more aggressive techniques to eliminate the slab action of the concrete pavement where the pavement would be broken or rubblized into pieces typically less than 12 inches. Since the first rubblizing project in 1990, policy, procedures, and specifications have evolved to the point that rubblization is the mainstream option in dealing with problematic concrete pavements. This report summarizes the performance of several interstate rubblizing projects in Illinois by analyzing available data in Illinois Department of Transportation’s pavement management system. Condition rating survey data allowed the serviceability of these projects to be evaluated by surface mix types and asphalt performance grades. Traffic in the form of 18,000 lb equivalent single axle loads was determined for the projects to evaluate fatigue and rutting as well as compare section performance to the design procedure. The research team reviewed plans, design procedures, and specifications to determine best practices and identify where improvements might be made. Data showed that the use of stone matrix asphalt surface mixtures and mixes using PGXX-28 asphalt binders provides improved performance. Overall, rubblizing has shown good to excellent performance. To provide additional life with improved performance, recommendations include adopting softer asphalt grades, increasing the use of stone matrix asphalt, and improving procedures for protecting culverts.]]></description>
      <pubDate>Fri, 27 Aug 2021 14:58:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1862913</guid>
    </item>
    <item>
      <title>Premiers résultats d'une étude sur le recyclage de granulats de béton concassé</title>
      <link>https://trid.trb.org/View/1681760</link>
      <description><![CDATA[Une recherche partenariale a été lancée fin 2008 à IFSTTAR sur le recyclage du béton concassé en tant que granulats dans les bétons. Elle se déroule sous la forme d'une thèse de doctorat, cofinancée dans le cadre d'une convention industrielle de formation pour la recherche (CIFRE) par les acteurs de la profession. Elle atteindra son terme début 2012 et un certain nombre d'enseignements à l'usage des praticiens devraient pouvoir en être tirés.]]></description>
      <pubDate>Tue, 28 Jan 2020 16:18:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1681760</guid>
    </item>
    <item>
      <title>Rubblizing to Rehabilitate Existing Pavements</title>
      <link>https://trid.trb.org/View/1672663</link>
      <description><![CDATA[This article outlines some of the options that use rubblizing to rehabilitate deteriorated concrete pavements.  The authors define rubblization as the process of fracturing the worn-out concrete into small pieces (2- to 6-inch pieces) and converting it into an interlocked but flexible base material.  The strengths of this process include eliminating slab movement and severely curtailing any reflective cracking, which is common with hot mix asphalt overlays.  The authors discuss the history of rubblization in West Virginia, rubblization equipment and operation, drainage, construction specifications, and a few case studies of the use of rubblization.  They conclude that initial data show that the extended performance of rubblization projects more than makes up for the additional up-front costs.]]></description>
      <pubDate>Fri, 13 Dec 2019 09:29:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1672663</guid>
    </item>
    <item>
      <title>Heavy Maintenance of Concrete Paved Roads using the Regional Roads No. 102 and No. 142 as an Example</title>
      <link>https://trid.trb.org/View/1601768</link>
      <description><![CDATA[The paper describes heavy maintenance projects carried out on two regional roads located in the West Pomerania region of Poland. The projects started in 2017 on two sections of these roads. Completely different methods were used on these two sections. On the regional road No. 142 in-place crushing, specifically the rubblizing technique was used over an almost 20 km long stretch of pavement. In the second case the old pavement was left in place and a layer of bituminous-aggregate mixture was placed to control reflective cracking. Pros and cons of these methods are presented in the paper, together with the problems noted during the works.]]></description>
      <pubDate>Thu, 25 Apr 2019 11:21:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601768</guid>
    </item>
    <item>
      <title>Evaluation of Structural Factors in the Design of HMA Pavements Over CRCP</title>
      <link>https://trid.trb.org/View/1588807</link>
      <description><![CDATA[From the nineteen sixties to the nineteen eighties, the Mississippi Department of Transportation (MOOT) constructed continuously reinforced concrete pavements (CRCPs) for almost all of its rigid pavement construction. The design load has been exceeded on most of this pavement type and has already received or will soon require major rehabilitation or reconstruction. Most of this CRCP is on the interstate or principal arterial systems where frequent maintenance is both costly and extremely hazardous. In view of these facts, it is of great interest to MDOT to develop cost-effective ways to rehabilitate or reconstruct the network of this pavement type. Federal Aid Project No. 54-0055-03-067-11, 12, 13 is a 14.2 mi. long CRCP rehabilitation/reconstruction project located on divided four-lane Interstate 55 in Montgomery, Carroll and Grenada Counties in North Mississippi. The rehabilitation design for the southbound lanes involved repair of working punchouts and then overlay with hot mix asphalt (HMA). Eight 500 ft-long test sections were evaluated in this direction. Each lest section received a uniform thickness of overlay throughout its length with the thickness among the sections varying from 1.4 in. to 6.4 in. The reconstruction design for the two northbound lanes included the installation of edge drains, rubblization of the 8 in. thick CRCP surface and the placement of 6.5 in. of HMA over the rubblized concrete. Primary conclusions and recommendations resulting from this study include the following: 1. The minimum southbound overlay thickness section of 1.4 in. is providing good performance to date in regard to both rutting and cracking. 2. Sufficient damage resulting from the rubblization process occurred to the stabilized base course layer in the northbound direction to consider the pavement structure in this direction as a three layer instead of a four layer system for the purpose of backcalculating the pavement layer moduli. 3. For the rubblized CRCP layer in the northbound lanes of this project a structural layer coefficient of 0.25 should be used for pavement design. 4. for CRCP having any working punchouls repaired and having an initial pavement condition equal to or exceeding that of the southbound pavement in this study, a minimum overlay thickness will be sufficient for rehabilitation. 5. The use of a polymer modified asphalt binder in the HMA should further reduce the extent of rutting experienced in the overlay. 6. Subsequent to rubblization of an overlying CRCP layer the integrity of stabilized subbase and subgrade courses may be reduced lo such an extent that they should not be considered as a unique layer for subsequent backcalculation analyses. 7. The use of the value of 0.25 for the layer coefficient of rubblized CRCP should not be considered as a unique value. The layer coefficient of 0.25 is applicable for rubblized CRCP layers having a similar degree of rubblization as that obtained in the project used for this study.]]></description>
      <pubDate>Wed, 06 Mar 2019 13:37:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1588807</guid>
    </item>
    <item>
      <title>Implementing Rubblization and Drainage Improvement Techniques on Severely Distressed Concrete Pavements: Technical Report</title>
      <link>https://trid.trb.org/View/1570694</link>
      <description><![CDATA[Rubblization of old concrete pavement has not been widely used in Texas. In this implementation study, a review was made of Texas experience with this approach including both successes and failures. The lessons learned were incorporated into workshop materials developed as part of this study. A review was also completed on the recommended pavement evaluation procedures developed in the original 0-4687 project. These were updated and demonstrated on three sections, which are under consideration for rubblization, in the Beaumont, Dallas, and Paris Districts. The design recommendations for each are presented in this report.]]></description>
      <pubDate>Fri, 30 Nov 2018 17:03:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1570694</guid>
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