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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>SOIL STABILIZATION FIELD TRIALS, PRIMARY HIGHWAY 117, JASPER COUNTY, IOWA</title>
      <link>https://trid.trb.org/View/121945</link>
      <description><![CDATA[THE METHODS OF CONSTRUCTION AND THE EVALUATION ARE PRESENTED OF THREE YEARS OF FIELD AND LABORATORY OBSERVATIONS OF 6000 FEET OF STABILIZED SOIL BASE AND SUBBASE COURSES OF PRIMARY HIGHWAY 117, JASPER COUNTY, IOWA. THE 6-INCH SUBBASE TEST SECTIONS WERE CONSTRUCTED BY USING THE IN-PLACE SUBGRADE LOESSIAL SOIL MATERIALS STABILIZED WITH LIME, LIME-FLY ASH, AND COMMERCIAL ORGANIC CATIONIC CHEMICAL. THE 7 IN. BASE COURSE TEST SECTIONS WERE CONSTRUCTED USING A SAND-LOESS SOIL MIXTURE STABILIZED WITH LIME-FLY ASH, LIME-FLY ASH-ACCELERATING AGENT, AND TYPE I PORTLAND CEMENT. THE FLY ASH WAS OBTAINED FROM TWO SOURCES. SODIUM CARBONATE AND SODIUM CHLORIDE WERE USED AS ACCELERATING AGENTS IN TWO SECTIONS OF LIME-FLY ASH BASE COURSE. THE SURFACE COURSE WAS 3 IN. OF AN ASPHALTIC CONCRETE MIX. THE EVALUATION PROGRAM OF THE TEST SECTIONS WAS DIVIDED INTO THREE PHASES: (1) LABORATORY ANALYSIS AND DEVELOPMENT OF PROJECT SPECIFICATIONS BEFORE CONSTRUCTION, (2) CONSTRUCTION OF BASE AND SUBBASE COURSES, AND (3) FIELD AND LABORATORY TESTING, AND EVALUATION UNDER EXISTING TRAFFIC AND WEATHER CONDITIONS. CONVENTIONAL CONSTRUCTION PRACTICES WERE USED: SCARIFICATION, BLADING, SPREADING OF STABILIZING AGENT, SINGLE AND MULTI-PASS MIXING, SHEEPSFOOT AND RUBBER-TIRED COMPACTION. WATER FOR STANDARD PROCTOR OPTIMUM MOISTURE CONTENT WAS APPLIED THROUGH THE SPRAY BAR OF THE SINGLE-PASS MIXER. THE CHEMICAL WAS APPLIED IN A WATER SOLUTION THROUGH THE SPRAY BAR AT A RATE AND WATER CONCENTRATION NECESSARY FOR DESIRED OPTIMUM MOISTURE CONTENT AND CHEMICAL CONCENTRATION IN THE SOIL. PERFORMANCE EVALUATION WAS ACCOMPLISHED THROUGH TESTING OF LABORATORY SPECIMENS, CORE SAMPLES, BENKELMAN BEAM TESTS, CRACK STUDIES, WEATHER INFORMATION, TRAFFIC VOLUMES AND ROAD ROUGHNESS MEASUREMENTS. THE ROAD HAS SUSTAINED SEVERE FREEZING AND MOISTURE CONDITIONS AND IS IN AN EQUALLY EXCELLENT CONDITION TO THE NON-EXPERIMENTAL SECTIONS. RESULTS OF SOIL-BACTERIAL COUNTS INDICATE THAT THE PRESENCE OF THE CHEMICAL IN THE TREATED SOIL MATERIAL HAS RESULTED IN NO NET INCREASE OR DECREASE IN THE QUANTITY OF MICROORGANISMS PRESENT AT THE TIME OF THE STUDY. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/121945</guid>
    </item>
    <item>
      <title>FACTORS AFFECTING DESIGN AND PERFORMANCE OF SLURRY SEAL MIXES</title>
      <link>https://trid.trb.org/View/486924</link>
      <description><![CDATA[Slurry seal is a mixture of relatively fine aggregates, water and emulsified asphalts. It is generally used to seal the pavement surface, fill cracks, improve skid resistance. The Arabian-American Oil Company (ARAMCO) in Dhahran is currently using slurry seal practice to maintain its roads. The objective of this study is to identify and evaluate factors contributing to the fast deterioration of slurry seal surfaces and recommend possible solutions to eliminate or minimize their effect.]]></description>
      <pubDate>Tue, 24 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486924</guid>
    </item>
    <item>
      <title>PREDICTION OF LOW-TEMPERATURE CRACKING USING SUPERPAVE BINDER SPECIFICATIONS</title>
      <link>https://trid.trb.org/View/460413</link>
      <description><![CDATA[Six different AC-20 asphalt cements were used in a Pennsylvania project in September 1976.  Two of the six test pavements developed low-temperature cracking in January 1977.  The remaining four test pavements started to develop cracks to different degrees after three years.  This project has been well documented in the literature during its 7 years service life. Data such as rheological properties of original and aged asphalt cements, hourly air and pavement temperature, and yearly crack surveys have been reported.  The samples of these six asphalt cements which were saved from 1976 to 1995 (19 years) have now been tested using Superpave binder test procedures such as bending beam rheometer (BBR).  This research project was undertaken to verify whether these Superpave test procedures and specifications could have predicted the low-temperature cracking of the six AC-20 asphalt cements in the Pennsylvania project. The maximum stiffness criteria of 300 MPa and the minimum m-value criteria of 0.30 recommended in Superpave binder specifications generally appear to be reasonable in mitigating low-temperature cracking.  However, the behavior of one asphalt cement (T-3) could not be explained by these criteria.  Although Asphalt T-3 had stiffness exceeding 300 MPa at the minimum design temperature it did not crack at all during its 7 years service life.  There are some indications from ductility data that Asphalt T-3 may have a high failure strain.  However, this needs to be confirmed by direct measurements at low pavement temperatures using the Superpave direct tension tester (DTT).]]></description>
      <pubDate>Wed, 15 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460413</guid>
    </item>
    <item>
      <title>AN ALTERNATIVE TO POURABLE CRACKSEALERS</title>
      <link>https://trid.trb.org/View/540057</link>
      <description><![CDATA[This article describes a product that is an acceptable alternative to hot mix asphalt for sealing cracks. Crack-Stix can be used in many applications including parking lots, parking garages, recreational courts, utility cuts and traffic loop detectors. One of its biggest uses is for the asphalt and concrete joint between driveways and garage floors. Crack-Stix comes in the shape of a rope, in three different thicknesses, and fits into the crack. After the crack is cleaned out, Crack-Stix is inserted into the crack and is melted using an air-gas propane torch. According to the manufacturer, Crack-Stix is made from thermoplastic rubbers, which keeps it from tracking, bleeding or deteriorating under excessive heat. It can also be reheated many times. Sand scattered over the product can prevent tracking.]]></description>
      <pubDate>Fri, 30 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540057</guid>
    </item>
    <item>
      <title>NEW TESTING METHODS OF SEMI-RIGID ROAD SURFACES</title>
      <link>https://trid.trb.org/View/485054</link>
      <description><![CDATA[Semi-rigid pavements have structural properties that are more similar to rigid pavements than flexible pavements.  However, testing its bearing weight has evolved more along the lines of methods used for flexible surfaces.  In Spain, road testing has begun looking into the bearing capacity of semi-rigid surfaces by concentrating on its weak points (cracked zones), with the use of an impact deflectometer, and by examining structural parameters of said weak zones as though they were rigid surfaces.  This paper describes these testing methods and presents the results obtained.]]></description>
      <pubDate>Thu, 25 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485054</guid>
    </item>
    <item>
      <title>ALTERNATIVE METHODS FOR REPAIR OF SURFACE CRACKING IN ASPHALT</title>
      <link>https://trid.trb.org/View/485794</link>
      <description><![CDATA[This article presents a number of alternatives ways to repair cracks in asphalt pavements. Methods used for crack repair on some New England, North Dakota roads included: Conventional cracks sealing; routing the cracks; milling along the cracks; cleaning with high-pressure air and tack coating edges; and high pressure air cleaning followed with controlled density fill (CDF) applied into the crack. Based on recent observation, if the cracks filled with the CDF would be sealed and subsequently maintained, as the asphalt filled cracks have been, the CDF would perform similarly to the asphalt with less initial work.]]></description>
      <pubDate>Mon, 04 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485794</guid>
    </item>
    <item>
      <title>COLD POUR COMES OF AGE</title>
      <link>https://trid.trb.org/View/576693</link>
      <description><![CDATA[Technological developments and recent regulations enacted by the Environmental Protection Agency and the Occupational Safety and Health Administration have helped cold pour cracksealing become an attractive alternative to the hot pour cracksealing method. Both approaches have their advantages and disadvantages, (it is generally accepted, for example, that hot pour crackfilling does a better cracksealing job) but contractors and property managers alike are recognizing they can rely on the cold pour process to protect their pavement. Some of the advantages of cold pour include: Low equipment and materials cost, a less-hazardous process, efficient on smaller jobs, and cold-pour cracksealers are produced from asphalt emulsions.]]></description>
      <pubDate>Tue, 23 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576693</guid>
    </item>
    <item>
      <title>EVALUATION OF OPEN-GRADED ASPHALT MIXTURES IN OREGON</title>
      <link>https://trid.trb.org/View/482107</link>
      <description><![CDATA[Open-graded Friction Course (OGFC) is characterized by the use of large percentage of coarse aggregate in the mix without a significant proportion of fines as commonly found in dense-graded mix.  In an attempt to assess the performance of the open-graded mixes, a survey was made of some of the older OGFC projects and their performance was compared to projects paved with dense-graded asphalt concrete mixes.  The evaluation demonstrated that all of the open-graded projects had improved performance when compared to dense-graded projects.  This included: resistance to cracking, a slightly increased resistance to rutting and improved skid gradient.  The evaluation supports the continued use of open-graded mixture and additionally, the assessment provided the opportunity to develop new and improved guidelines for the use of those mixes.]]></description>
      <pubDate>Mon, 21 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482107</guid>
    </item>
    <item>
      <title>CHASING THE PERFECT CRACK REPAIR</title>
      <link>https://trid.trb.org/View/462873</link>
      <description><![CDATA[If left unattended, pavement cracks will allow water, air and debris to enter the pavement structure. When it comes to sealing cracks, preparation is the key to a successful job. If done properly, cracksealing can add many years to the life of a pavement. In order to repair a crack, one must first create a clean, dry, warm reservoir area for the crack sealant to adhere to. One of the most common methods to obtain this area is to rout the crack out, providing a trough to accept the patching material. A crack chaser is used to widen a crack and roughen its edges so a filler or sealer can be placed and can be used on both asphalt and concrete for cracks up to 1/2 inch wide. This article examines different types of crack chasers and saws.]]></description>
      <pubDate>Tue, 02 Jul 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462873</guid>
    </item>
    <item>
      <title>WHAT CAUSES PAVEMENT CRACKS{ ALBERTA RESEARCHERS STUDY CRACKING IN ASPHALT PAVEMENT</title>
      <link>https://trid.trb.org/View/94997</link>
      <description><![CDATA[CRACKS CAUSED BY FACTORS OTHER THAN TRAFFIC LEADING TO ROAD SURFACE DETERIORATION AND A SERIOUS REDUCTION IN ACCEPTABLE LIFE ARE DISCUSSED, AND REFERENCE IS MADE TO THE USE OF CORE TESTS TO STUDY THE INFLUENCE OF BITUMEN QUALITY ON CRACK DEVELOPMENT. A BPR ROUGHNESS INDICATOR WAS USED TO OBTAIN MECHANICAL INDICES OF ROUGHNESS. THIS UNIT CONSISTS OF A WHEEL TOWED BEHIND THE RECORDING VEHICLE AND THE BOUNCES ARE MEASURED ELECTRICALLY. /CGRA/]]></description>
      <pubDate>Thu, 20 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/94997</guid>
    </item>
    <item>
      <title>RATING APPLICATION OF PAVEMENT MAINTENANCE TREATMENTS</title>
      <link>https://trid.trb.org/View/412919</link>
      <description><![CDATA[The Strategic Highway Research Program (SHRP) project H-101, Pavement Maintenance Effectiveness, was conducted to determine the cost-effectiveness of selected preventive maintenance treatments for pavements. Six specific maintenance treatments were selected by a panel of pavement engineers to be studied. For flexible pavements, these include: crack sealing, chip seals, slurry seals, and thin overlays. For rigid pavements, treatments include: crack and joint sealing, and undersealing. This discussion primarily addresses treatments applied to flexible pavements.]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/412919</guid>
    </item>
    <item>
      <title>ASPHALT FRACTURE</title>
      <link>https://trid.trb.org/View/100870</link>
      <description><![CDATA[A BRIEF REVIEW IS CONTAINED OF THE CONCEPTS OF BRITTLE FRACTURE AND THEIR EXTENSION TO FRACTURE OF VISCOELASTIC MATERIALS. THE POSSIBILITY OF APPLICATION OF SUCH THEORIES TO CRACKING OF ASPHALTIC MATERIAL AT LOW TEMPERATURES IS DISCUSSED. A LABORATORY TECHNIQUE UTILIZING A NOTCHED BEAM SPECIMEN TO STUDY THE FRACTURE BEHAVIOR OF ASPHALTIC MATERIALS AT LOW TEMPERATURES IS DEVELOPED AND APPLIED TO THREE ASPHALTS OF DIFFERENT RHEOLOGIC PROPERTIES. THE EFFECTS OF PARAMETERS SUCH AS THE RATE OF LOADING, THE TEMPERATURE, AND THE DEPTH OF NOTCH ON THE ENERGY REQUIRED TO CAUSE FRACTURE ARE STUDIED. THE RESULTS OF THIS STUDY SHOW THAT THE STRAIN ENERGY RELEASE RATE AS CALCULATED FROM THE THEORY OF BRITTLE FRACTURE IS AN INHERENT PROPERTY OF THE ASPHALTIC MATERIALS, AND ITS VARIATION FROM ONE ASPHALT TO ANOTHER MAY BE USED TO DETERMINE FRACTURE SUSCEPTIBILITY OF THE ASPHALTS AT LOW TEMPERATURES. THE RESULTS ALSO SHOW THAT SIMILARITY IN RHEOLOGICAL RESPONSE OF ASPHALTS AT NORMAL TEMPERATURES (ABOVE 40F) DOES NOT NECESSARILY PROVIDE A SIMILAR RESPONSE AT LOW TEMPERATURES (BELOW 10F). /AUTHOR/]]></description>
      <pubDate>Tue, 19 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100870</guid>
    </item>
    <item>
      <title>CRACKING OF ASPHALT PAVEMENTS DUE TO THERMAL CONTRACTION</title>
      <link>https://trid.trb.org/View/97784</link>
      <description><![CDATA[CRACKING OF ASPHALT PAVEMENTS MAY BE A DETRIMENT TO PAVEMENT PERFORMANCE BECAUSE OF THE INFILTRATION OF SURFACE MOISTURE INTO THE UNDERLYING MATERIALS THROUGH IMPROPERLY SEALED CRACKS. ONE OF THE CAUSES OF SUCH CRACKING IS THE STRESS SET UP IN THE SURFACE COURSE BY THERMAL CONTRACTION. IN THIS PAPER THE AUTHORS ATTEMPT TO ANALYZE THE CONDITIONS UNDER WHICH THERMAL CRACKING IS MOST LIKELY TO OCCUR. THE RESULTS OF THE LABORATORY STUDY AND PAVEMENT CRACK SURVEY INDICATE THAT ASPHALTIC CONCRETE MAY CRACK DUE TO THERMAL CONTRACTION UNDER EITHER OF THE FOLLOWING TWO CONDITIONS' FIRST, A PROLONGED PERIOD OF AIR TEMPERATURES IN THE ORDER OF MINUS 4 DEGREES F, AND SECOND, DEPRESSING TEMPERATURES BEYOND MINUM 4 DEGREES F FOLLOWED BY SUDDEN ELEVATED TEMPERATURES ABOVE 4 DEGREES F. THE FORMAL DISCUSSION ACCOMPANYING THE PAPER SHOW THAT A NUMBER OF OTHER FACTORS ARE RELEVANT TO THE ASPHALT PAVEMENT CRACKING PROBLEM. THESE FACTORS MAY INCLUDE THE CHARACTERISTICS OF THE SUBGRADE SOIL AND BASE COURSE AND THE PROPERTIES OF THE ASPHALT CEMENT AND SURFACING MIXTURE. /CGRA/]]></description>
      <pubDate>Wed, 16 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97784</guid>
    </item>
    <item>
      <title>INNOVATIVE MATERIALS FOR PAVEMENT SURFACE REPAIRS</title>
      <link>https://trid.trb.org/View/385934</link>
      <description><![CDATA[SHRP's two projects, H-105 and H-106, deals with identification of promising materials for repairs of potholes, spalls, joints and crack, and field installation and short-term evaluation of these materials, respectively. The paper discusses the findings of these two studies. The first part presents results of the questionnaire, the performance of these materials as reported in the questionnaire, and the materials selected for further testing in the field. The second part discusses the experimental design and research plans for field installation of the materials. The plan includes factors of environment, traffic, pavement condition, method of repair, etc., under which the materials are to be evaluated. The laboratory testing plan, to investigate the association of field performance with these laboratory test results, is also discussed.]]></description>
      <pubDate>Tue, 14 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/385934</guid>
    </item>
    <item>
      <title>A LOW-COST FIBER ALTERNATIVE</title>
      <link>https://trid.trb.org/View/364212</link>
      <description><![CDATA[Article discussing the use of cellulose fibers as an alternative to asbestos fibers being added to asphalt emulsion sealcoats, cracksealers, and patching compounds. Lists comparative strength properties of fibers in a rubber compound.]]></description>
      <pubDate>Fri, 31 Jan 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364212</guid>
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