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    <title>Transport Research International Documentation (TRID)</title>
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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>GRADED GRAVEL SEAL (OTTA SURFACING)</title>
      <link>https://trid.trb.org/View/194734</link>
      <description><![CDATA[A substantial number of the roads in Norway carry low traffic volumes.  Most of these roads were unpaved 15-20 years ago.  Today the gravel surface is partly replaced by low-cost surface dressings and premixes after only minor structural strengthening of the roads.  The economic and technical requirements for the replacement surfacings are (a) the investment should be earned back in a few years through reduced maintenance costs and (b) the road user should find the riding quality comparable to that of ordinary hard-top surfacings.  One of the most common and successful types of replacement surfacings, a gravel seal that has been named "Otta surfacing", is described. Otta surfacing is a 10- to 30-mm-thick bituminous surface dressing for which graded gravel is used as covering.  The binder is an ordinary liquid asphalt or a special cationic emulsion that contains 1 percent fatty amine to improve the adhesion between the moist mineral surface and the bitumen.  The quality and grading requirements of the covering aggregates are normally the same as for the base. The covering aggregate has to be screened and sometimes crushed.  After a minor strengthening and reshaping of the road, the bitumen and covering aggregates are spread with standard equipment.  The Otta surfacing has proved to be a technically and economically sound way of improving the quality of low-volume roads in Norway.  More than 10,000 km of roads have been given this type of surfacing in the past 20 years.  Otta surfacing has also been introduced in several other countries.  Service life and performance depend heavily on local conditions.  On the average, resurfacing has been needed after 8 years (double surface dressing) and total road costs have been less than costs for gravel surfacings.  (Author)]]></description>
      <pubDate>Tue, 30 Aug 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194734</guid>
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      <title>SURFACE DRESSINGS AND CATIONIC EMULSIONS</title>
      <link>https://trid.trb.org/View/58907</link>
      <description><![CDATA[Details are given of the present consumption of bituminous cationic emulsions in France and of the possibility of extending their use, taking into account the increase in oil prices: (1) in the form of surface dressings for strengthening roads carrying a daily traffic of less than 3000 vehicles; (2) as replacement for cut-backs which require a large consumption of volatile products that are very useful in other industrial sectors; (3) in the preparation of cold-coated materials so as to save fuel as aggregates need not be heated and dried. /TRRL/]]></description>
      <pubDate>Thu, 18 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58907</guid>
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      <title>A STUDY OF CATIONIC EMULSIONS IN COMBINATION WITH ELECTRONEGATIVE AGGREGATES (V). TESTS TO DETERMINE THE INFLUENCE OF FINES (VI)</title>
      <link>https://trid.trb.org/View/60076</link>
      <description><![CDATA[The author presents the results of numerous tests carried out on gravel-emulsion specimens.  The aggregates were quartzite of an electro-negative type, and the emulsions were cationic.  The following tests were carried out:- simple compression, inverse compression, exposure to steam. Hveem-type samples were submitted to stability and cohesion tests.  In the course of the tests the following factors were varied:- the age of specimens at rupture, the type of emulsion (as between rapid and slow-rupture types), the type of post-treatment (air or oven, water-bath or steam).  The influence of the percentage of binder on compression-immersion tests and on steam tests was studied. It was possible to observe that the rate of absorption was greater with the cationic emulsions, also that, at low binder content, the adhesion was inferior.  To evaluate the effect of fines, tests were carried out in which the fines in quartzite aggregates were replaced by various percentages of limestone, using cationic and anionic emulsions with slow rupture properties.  The densities obtained were comparable for the two types of emulsion, but increased with the percentage of limestone.  The dry stability was superior with cationic emulsions, and increased with the limestone content.  The stability of immersed speciments was greater with the cationic emulsions.  The stability in steam tests depended on the maximum limestone content. /TRRL/]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60076</guid>
    </item>
    <item>
      <title>CHARACTERISTICS OF BITUMINOUS MATERIALS AND AGGREGATES USED IN COLD-COATED BITUMINOUS MIXTURES</title>
      <link>https://trid.trb.org/View/58876</link>
      <description><![CDATA[An analysis is presented of the behaviour in traffic of a cationic gravel emulsion with the same characteristics as those used in France.  This emulsion is used in the roadbase, and emphasis is placed on the first "critical stage", when the road is opened to traffic, which is essential as regards the durability of the structure. Because of this the characteristics of the aggregates and binder must be determined not only as a function of the properties of the bituminous mixture after the "critical stage" has ended but also by taking account of the phenomena occurring during that stage.  Attention is drawn to the fact that it is important to use mainly gravel-emulsion mixtures in the roadbase and sub-base, where they afford marked economic advantages over hot-coated materials.  /TRRL/]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58876</guid>
    </item>
    <item>
      <title>BITUMEN EMULSIONS - OLD TECHNOLOGY MODERN ONCE AGAIN</title>
      <link>https://trid.trb.org/View/65741</link>
      <description><![CDATA[With the inauguration of a new production plant for bitumen emulsions at Nynaeshamn as a background, the author describes production methods, range of products, experiences acquired from previous usage in Sweden, fields of application and expected development. In Sweden, the main potential usages of bitumen emulsions would be: as bonding agent between new and old toppings, as binder in surface dressings and in bitumen emulsion concrete used as a paving material. The bitumen emulsion advocated is cationic in contrast to the previously used anionic emulsions that could not easily be combined with Swedish aggregates which are mainly acidiferous. Bitumen emulsions are said to be cheaper than bitumen solutions and cause less environmental problems.  /TRRL/]]></description>
      <pubDate>Tue, 19 Jul 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65741</guid>
    </item>
    <item>
      <title>STABILIZATION OF SANDS BY ASPHALT EMULSION</title>
      <link>https://trid.trb.org/View/66646</link>
      <description><![CDATA[This laboratory study investigates whether sands and sand- clay aggregates are amenable to stabilization by asphalt emulsion.  Marshall tests were used to evaluate the stability of emulsion-treated sand.  Microscopic examination of the treated aggretgates revealed the nature and extent of bitumen coating and spreading characteristics of bitumen binder.  The results show that well-graded sands with sufficient silt-clay material respond well to emulsions. Portland cement in trace quantities is required, however, to improve the water susceptibility of the mixtures.  Because of its superior bonding to siliceous aggregate and its rapid setting tendencies, cationic emulsion is preferred in sand stabilization.  Recommendations concerning mixing and compaction moisture are presented.  This paper shows that either too little or too much mixing time will result in less than optimum coating.  A hypothesis concerning the mechanism of emulsion bonding to aggregates--dry as well as prewet--is proposed.]]></description>
      <pubDate>Tue, 15 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66646</guid>
    </item>
    <item>
      <title>ENGINEER DESIGN TESTS OF DUST-CONTROL MATERIALS AND EMPLACEMENT EQUIPMENT</title>
      <link>https://trid.trb.org/View/126418</link>
      <description><![CDATA[BASED ON THE RESULTS OF A MILITARY POTENTIAL TEST, IT WAS RECOMMENDED THAT ENGINEER DESIGN TESTS (EDT) BE CONDUCTED TO ESTABLISH PERFORMANCE CHARACTERISTICS OF THE DUST-CONTROL MATERIALS, FOR SOIL TYPES AND ENVIRONMENTAL CONDITIONS (OTHER THAN THOSE ENCOUNTERED IN THE PREVIOUS TESTS); OBTAIN ADDITIONAL DESIGN DATA; EVALUATE EQUIPMENT IMPROVEMENTS AND VARIOUS MEANS OF APPLYING FIBERGLASS REINFORCING. THE TESTS HAD THE FOLLOWING SPECIFIC OBJECTIVES: DETERMINE THE EFFECTIVENESS OF A POLYVINYL ACETATE (PVA) EMULSION AND A CATIONIC ASPHALT-NEOPRENE EMULSION (CANE) BOTH WITH AND WITHOUT FIBERGLASS REINFORCING, IN CONTROLLING DUST ON SAND AND CLAY SOILS UNDER INTERMEDIATE CLIMATIC CONDITIONS; ESTABLISH THE SUITABLITY OF PRECHOPPED FIBERGLASS AND PREFABRICATED SCRIM AS REINFORCING; EVALUATE METHODS FOR PREPARATION OF A SUITABLE TRANSITION JOINT BETWEEN A METAL LANDING-MAT-SURFACED RUNWAY AND A TREATED SHOULDER AREA; EXAMINE TECHNIQUES OF ANCHORING EDGES OF SURFACE FILMS; EVALUATE EQUIPMENT TO PLACE THE DUST-CONTROL MATERIALS BOTH WITH AND WITHOUT FIGERGLASS REINFORCING; OBTAIN DATA FOR DESIGN OF A PROTOTYPE UNIVERSAL LIQUID DISTRIBUTOR; ENHANCE EXISTING INFORMATION PERTINENT TO OPTIMIZATION OF APPLICATION RATES AND TECHNIQUES OF HANDLING AND EMPLACEMENT. TWO TYPES OF MODIFIED APPLICATION EQUIPMENT (MECHANICAL AND PNEUMATIC) WERE USED TO APPLY THE DUST-CONTROL MATERIALS. THE VARIOUS SURFACES WERE EVALUATED UNDER SIMULATED CH-47 HELICOPTER AND C-130 AIRCRAFT AIR-IMPINGEMENT CONDITIONS THAT WERE ATTAINED BY USE OF A HELICOPTER DOWNWASH SIMULATOR AND A WES-DEVELOPED AIRCRAFT BLAST SIMULATOR. THE DUST-CONTROL MATERIALS WERE ALSO PLACED ON A ROADWAY SECTION AND EVALUATED UNDER TRAFFIC OF WHEELED VEHICLES. IT IS CONCLUDED THAT EMPLACEMENT EQUIPMENT (ONE MECHANICAL AND ONE PNEUMATIC DISTRIBUTOR, A MULCHER FOR EMPLACING PRECHOPPED FIBERGLASS STRANDS, AND AN EXPERIMENTAL SHAKER-ROLLER APPARATUS FOR EMPLACING FIBERGLASS STRANDS) PERFORMED SATISFACTORILY. SPECIFIC FINDINGS AND CONCLUSIONS REGARDING EQUIPMENT, THE DUST-CONTROL MATERIALS, PRECHOPPED FIBERGLASS STRANDS AND SCRIMS AND THE DISK-TYPE ANCHOR ARE PRESENTED. IT IS RECOMMENDED THAT IN-HOUSE TESTS ON DISTRIBUTOR PUMP IMPROVEMENTS SHOULD CONTINUE AND EQUIPMENT TO DEVELOP PRECHOPPED FIBERGLASS STRANDS SHOULD BE DEVELOPED. THE NEED FOR IMPROVEMENT OF THE MATERIALS (PVA AND CANE) IS INDICATED. THE USE OF FIBERGLASS SCRIM REINFORCEMENT IS RECOMMENDED TILL EQUIPMENT IS DEVELOPED TO OBVIATE IT. ADVICE IS ALSO GIVEN OF FIELD PRACTICE.]]></description>
      <pubDate>Mon, 20 Aug 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126418</guid>
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