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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>
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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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    <item>
      <title>DEVELOPMENT OF TECHNIQUES FOR APPLYING RESINOUS SKID-RESISTANT SURFACES TO HIGHWAYS</title>
      <link>https://trid.trb.org/View/110234</link>
      <description><![CDATA[TWO PAPERS WERE PRESENTED ON A NEW TYPE OF RESINOUS MATERIAL FOR SURFACING PORTLAND CEMENT AND BITUMINOUS CONCRETE HIGHWAYS. THIS SURFACING MATERIAL, CALLED RELCOTE, UTILIZES A MODIFIED EPON RESIN BINDER WHICH, ON THE ADDITION OF A CATALYST, SETS CHEMICALLY TO A TOUGH THERMOSETTING PLASTIC. WHILE STILL IN THE LIQUID STATE, THE RESIN IS APPLIED TO THE ROADWAY, AND SHARP, ABRASIVE GRIT SUCH AS CRUSHED QUARTZ, EMERY, OR ALUNDUM IS BROADCAST OVER THE SURFACE. WHEN THE RESIN SETS CHEMICALLY, THE GRIT IS PERMANENTLY FIXED IN PLACE. THE PROCEDURE IS DESCRIBED TO RESURFACE A BRIDGE IN WHICH THE ROADWAY WAS ESSENTIALLY A POROUS SURFACE WITH A LARGE PERCENTAGE OF POLISHED AGGREGATE EXPOSED. THE FOLLOWING PROCEDURE WAS USED: (1) HEAVY TAR AND GREASE SPOTS WERE REMOVED, (2) THE ENTIRE SURFACE WAS ETCHED WITH HYDROCHLORIC ACID TO INSURE A LASTING BOND BETWEEN THE RESINOUS BINDER AND THE CONCRETE, (3) THE RELCOTE PAVER APPLIED THE RESIN BINDER, (4) A 50-50 MIXTURE OF COARSE GARNET AND 20-26 MESH ALUNDUM WAS USED AS THE ABRASIVE MADIUM, AND (5) THE COATING WAS ROLLED IMMEDIATELY AFTER THE EXCESS GRIT WAS PLACED ON THE SURFACE. A SURFACE WAS ACHIEVED HAVING OUTSTANDING RESISTANCE TO WEAR, A WATER- TIGHT MEMBRANE AND LASTING SKID RESISTANCE.]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110234</guid>
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    <item>
      <title>CALIFORNIA SKID TESTS WITH BUTYL RUBBER TIRES AND REPORT OF VISIT TO ROAD RESEARCH LABORATORIES IN EUROPE ENGAGED IN SKID PREVENTION RESEARCH</title>
      <link>https://trid.trb.org/View/116205</link>
      <description><![CDATA[RESULTS OF TESTS CONDUCTED IN 1962 ARE PRESENTED TO SHOW THE IMPROVEMENTS IN SKID RESISTANCE ON WET PAVEMENTS PROVIDED BY THE RECENTLY DEVELOPED BUTYL RUBBER TIRES. THESE TESTS MEASURED UNUSUALLY HIGH COEFFICIENTS OF FRICTION ON WET PAVEMENTS AFTER ABNORMALLY HEAVY RAINS AND TRAFFIC HAD SCOURED THE PAVEMENTS CLEAN AND PROVIDED A COARSE-GRAINED ABRASIVE SURFACE. TESTS ON THIS PAVEMENT, AND ALSO ON OTHER PAVEMENTS WHERE COEFFICIENTS OF FRICTION WERE MEASURED, REVEALED THE UNPRECEDENTED RESULT IN THE CALIFORNIA TESTS THAT THE COEFFICIENTS IN THE WET PAVEMENT TESTS WERE HIGHER THAN THE COEFFICIENTS ON THE SAME PAVEMENTS IN THE DRY PAVEMENT TESTS. THESE HIGH COEFFICIENTS REPRESENTED A MARKED IMPROVEMENT IN THE COEFFICIENTS OF FRICTION MEASURED ON CALIFORNIA PAVEMENTS OVER THE PAST 12 YEARS, PARTICULARLY DUE TO THE IMPROVEMENTS IN SKID RESISTANCE OF TIRES, IMPROVEMENTS IN THE TEST EQUIPMENT AND IN THE ACCURACY OF THE MEASUREMENTS, AND IN THE TYPE AND CONDITION OF THE PAVEMENTS TESTED.]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116205</guid>
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    <item>
      <title>ACCELERATED TIRE WEAR UNDER CONTROLLED CONDITIONS. 2. SOME FACTORS THAT INFLUENCE TIRE WEAR</title>
      <link>https://trid.trb.org/View/135315</link>
      <description><![CDATA[Using the test system described in (I), we have determined the effect of some of the important factors in tire wear. There are three primary factors; tire force level, pavement texture and tire surface temperature.  The major factor of these three is the sustained or instantaneous tire force level.  Accelerometer measurements show that cornering or lateral forces are chiefly responsible for wear in contrast to longitudinal (driving and braking) forces and the test system is designed to operate on the basis of such cornering forces.  The wear rate depdnds on tire cornering force raised to an exponent.  In the low-moderate tire force range (0-500 lbs) this may vary from approximately 2 to 4.  The exponent depends upon pavement texture, tire temperature and tread composition. Pavement texture is important in two ways; in the actual rate of wear produced and in the influence on mechanism of wear which is reflected by the value of the above mentioned exponent.  Harsh aggregate pavements produce a faster rate of wear than smoother, blunt aggregate pavements.  Harsh pavements give exponents of 2.0 to 2.5 which indicate a tensile-tear mechanism; blunt pavements give exponents of 3.5 to 4.0 which indicate a fatigue mechanism.  The relative rating of tread compounds can change, including outright reversals, depending upon the pavement texture. The effects of such weather factors as rain are outlined. Rain "on the pavement" lowers wear rate but the "after-effect" of rain is different.  The abrasiveness of pavements after a rain increases due to chemical surface etching and this promotes increased wear until the polishing action of traffic reduces this increased abrasive character.  Tire surface temperature influences absolute wear rate and compound relative rating.  Our data confirm the positive temperature coefficients reported by Schallamach.  For current tread compounds, wear rate increase approximately 2% per deg celisus.  Tread composition is important.  Carbon black colloidal properties such as structure and tint have a marked effect on tread compound wear resistance.  At low tire force these effects are minimal, at high tire force however, high structure and tint impart significant resistance to wear. This increased resistance can be quantitatively expressed by the "Severity Index Gradient."  The correlation of accelerated test results and fleet tests is in general good but due to the overall complexity of wear behavior, tire force levels, as well as pavement texture and tire temperature, must be taken into account in correlation calculations.  Otherwise, confusing results will be obtained.  It is precisely this ability to independently vary the three primary wear factors that makes this particular approach tire wear important.]]></description>
      <pubDate>Tue, 12 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/135315</guid>
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    <item>
      <title>IMPROVEMENTS IN OR RELATING TO ARTIFICIAL ROADSTONE</title>
      <link>https://trid.trb.org/View/106161</link>
      <description><![CDATA[AN INVENTION IS DESCRIBED OF AN ARTIFICIAL ROAD STONE WHICH HAS GREATER RESISTANCE TO SKIDDING AND LONGER EFFECTIVE LIFE THAN NATURAL MATERIALS. DETAILS ARE GIVEN OF ITS POLISHED STONE VALUE, INSOLUBILITY, HARDNESS, CRUSHING STRENGTH, AND THE SIZE RANGE AND PRECENTAGE BY WEIGHT OF THE ABRASIVE MATERIAL. THE ABRASIVE MATERIAL IS CALCINED BAUXITE, AND THE MATRIX IS OF A CERAMIC MATERIAL, SLAG, FIRED CLAY, SINTERED FLYASH, RED MUD, OR BLAST FURNACE SLAG. /TRRL/]]></description>
      <pubDate>Wed, 05 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106161</guid>
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