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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Nedbrytning av makadamballast för höghastighetsspår</title>
      <link>https://trid.trb.org/View/2269691</link>
      <description><![CDATA[The knowledge today about which requirements should be applied on railway ballast for high-speed tracks is scarce. The question is which requirements should be demanded. Too strict requirements imply longer transports for the ballast and thus higher costs. Too low requirements imply increased need for maintenance and more traffic disturbances. The requirements are higher for conventional tracks on the European continent (SNCF, ADIF and DB) than the ones in Sweden, and the requirements have been further sharpened for ballasted high-speed tracks. Deterioration (crush and wear) causes deformations in Railway ballast. The extent of the deformation depends on e.g. train load, degree of compaction, and subgrade. When the ballast is compacted after a certain train passages, the ballast layer has a high inner strength at train loads. A very stiff subgrade, as in the case with a shallow ballast layer at rock cuttings, causes high contact forces between the ballast grains. Too high forces or ballast with too low quality may cause crushing of the grains, relocation of the grains and wear on the sleepers. Another factor that causes a deterioration is tamping. High speeds may imply more frequent tamping operations. With time, the pore space will be filled with fine-grained material from the ballast grains or sleepers, with deformations and track misalignments as a result. There are uncertainties about how large effect different parameters, which cause the deterioration, have: railway ballast quality axle load,  train speed, subgrade stiffness, tamping operation. The purpose of the project is to increase understanding of the risk of deterioration of railway ballast in relation to train speed and selected quality of railway ballast. The result is a prerequisite for adequate requirements to be formulated in the regulations for high-speed railways.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269691</guid>
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    <item>
      <title>Estimated lifetimes of road pavements in Sweden using time-to-event analysis</title>
      <link>https://trid.trb.org/View/1506381</link>
      <description><![CDATA[Maintenance planning of road pavement requires reliable estimates of roads' lifetimes. In determining the lifetime of a road, this study combines maintenance activities and road condition measurements. The scope of the paper is to estimate lifetimes of road pavements in Sweden with time to event analysis. The model used includes effects of pavement type, road type, bearing capacity, road width, speed limit, stone size and climate zone, where the model is stratified according to traffic load. Among the nine analyzed pavement types, stone mastic had the longest expected lifetime, 32 percent longer than asphalt concrete. Among road types, ordinary roads with cable barriers had 30 percent shorter lifetime than ordinary roads. Increased speed lowered the lifetime, while increased stone size (up to 20 mm) and increased road width lengthened the lifetime. The results are of importance for life cycle cost analysis and road management.]]></description>
      <pubDate>Wed, 28 Mar 2018 10:22:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506381</guid>
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    <item>
      <title>Five-Year Performance of Quiet Asphalt Pavement Test Sections on Highway 405, Ontario</title>
      <link>https://trid.trb.org/View/1399715</link>
      <description><![CDATA[Growing traffic volumes have led to increased noise generated from the tire-pavement contact of vehicles travelling at high speeds. Traditionally noise barrier walls have been used to mitigate highway noise; however, there is a growing interest in more economical methods. One alternative is to build quiet pavements.  The Ontario Ministry of Transportation (MTO) constructed five quiet pavement test sections including two different types of open-graded friction course asphalt, stone mastic asphalt, open-graded rubberized asphaltic concrete, and standard Superpave(tm) dense-graded asphalt mix. Construction was completed in 2009 and the On-Board Sound Intensity method was used to measure the pavement noise levels. Pavement permeability was also measured.  Analysis of pavement condition data showed the quiet pavement sections have performed well structurally in comparison to the standard Superpave dense-graded asphalt, especially in terms of cracking. However, their noise mitigation properties were found to diminish over time. In an attempt to reinstate pavement noise reduction properties, MTO carried out an experiment wherein pavement noise levels were measured before and after vacuum sweeping.  This paper presents pavement condition data of the various quiet pavement test sections along with the tire-pavement noise levels and pavement permeability collected since construction]]></description>
      <pubDate>Fri, 26 Feb 2016 10:53:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1399715</guid>
    </item>
    <item>
      <title>Experimental Studies on Warm-Mix Asphalt Using Additives</title>
      <link>https://trid.trb.org/View/1392581</link>
      <description><![CDATA[In the present research work, it is attempted to check the performance of a Bituminous Concrete (BC) mix and Dense Bituminous Macadam (DBM) mix with respect to stability, tensile strength and rutting characteristics after adding additives with VG-30 and VG-10 grade bitumen, respectively. Warm-Mix Asphalt (WMA) offers many significant advantages such as energy savings, decreased emissions and fumes, decreased binder aging and extended paving season into the cold winter months located at high altitudes. The Marshall method of mix design procedure is adopted to determine the stability and flow characteristics of BC and DBM mixes. The binder content for the aggregate and bitumen used is determined by performing a density-air voids and stability-flow analysis on cylindrical specimens batched, mixed and compacted in the laboratory. The WMA process utilizes Sasobit and Zycotherm as additives which improves stability, tensile strength and reduces rutting. Immersion wheel trafficking test method is adopted to check the rutting characteristics of specimens which have been prepared by varying the mixing temperatures and by adding additives. In this work, WMA is designed for both BC and DBM mixes, respectively, with addition of additives to obtain results of Marshall, indirect tensile strength and rutting tests.]]></description>
      <pubDate>Thu, 04 Feb 2016 08:37:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392581</guid>
    </item>
    <item>
      <title>Evaluation of Quiet Asphalt Pavement Test Sections in Ontario (Poster)</title>
      <link>https://trid.trb.org/View/1343462</link>
      <description><![CDATA[Road traffic noise is a growing concern and the public has a growing expectation toward governments to reduce traffic noise. Noise barriers are costly and not feasible for all projects. Cost-effective alternative solutions are needed. Use of quiet pavements as a solution requires investigation The most common quiet pavement types are open-graded mixes. The benefit of the open-graded pavement structure is its ability to absorb sound as the sound waves can disperse through its voids. In 2009, a research project was initiated by the Ministry of Transportation of Ontario (MTO) to study the effectiveness of different asphalt mix types to reduce noise at the tire-pavement interface. Five asphalt test sections were built in October 2009 on Highway 405 (westbound direction) in the Niagara Region of Ontario (Figure 1). The types of asphalt mixes used for each test section are summarized in Table 1.]]></description>
      <pubDate>Fri, 13 Feb 2015 16:22:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343462</guid>
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    <item>
      <title>Premature failure of highways and remedies - a case study</title>
      <link>https://trid.trb.org/View/1212666</link>
      <description><![CDATA[Forty percent of Haryana falls in National Capital Region, and thirty three percent of National Capital Region falls in Haryana. National highways, state highways, major district roads and other district roads serve as feeder roads to National Capital Region for quarry materials, bricks and other heavy axle loads, which result in damage to the road crust. Not adopting proper specifications in execution of work, such as not sealing the surface of dense bitumen macadam (DBM), non preparation of berms with overlays, heavy axle loads, and impervious bitumen layers resulted in the failure of highways. The roads as damaged were investigated and treated subsequently with the appropriate specifications. These investigations also reveal new problems of interest both to the maintenance engineers and research workers.]]></description>
      <pubDate>Fri, 14 Sep 2012 11:15:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1212666</guid>
    </item>
    <item>
      <title>Asphalt surface treatments and asphalt penetration macadam</title>
      <link>https://trid.trb.org/View/1176002</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 00:50:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1176002</guid>
    </item>
    <item>
      <title>Adhesion in bitumen macadam</title>
      <link>https://trid.trb.org/View/1153637</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 22 Aug 2012 19:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1153637</guid>
    </item>
    <item>
      <title>DRAINABLE SURFACINGS FOR IMPROVING ROAD SAFETY UNDER WET CONDITIONS</title>
      <link>https://trid.trb.org/View/1067424</link>
      <description><![CDATA[THE DEVELOPMENT OF DRAINABLE PAVEMENT SURFACINGS IMPROVES SKIDDING RESISTANCE BY HINDERING THE FORMATION OF A FILM OF WATER.  FOR THIS PURPOSE COLLECTORS ARE DEVELOPED WHICH ARE SIMILAR TO THOSE DESCRIBED IN THE MACADAM CONSTRUCTION METHOD OF TV BIT NO 2 (THE GERMAN BITUMINOUS PAVEMENT REGULATIONS).  TO IMPROVE THEIR LIFE SPAN, SPECIAL BINDER MATERIALS, SUCH AS BITUMENS B100 AND B200 WITH RUBBER ADDITIVES ARE USED.  EXPERIENCE OF THE MAINTENANCE OF THE DESIRED PROPORTION OF VOIDS UNDER LONG TERM TRAFFIC ACTION IS NOT YET AVAILABLE.]]></description>
      <pubDate>Sun, 21 Nov 2010 10:45:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1067424</guid>
    </item>
    <item>
      <title>THE RELATION BETWEEN CREEP TESTS AND TESTS FOR THE FORMATION OF GROOVES IN ASPHALT MATERIALS</title>
      <link>https://trid.trb.org/View/1063963</link>
      <description><![CDATA[THE FORMATION OF GROOVES OR TRACKS IN ASPHALT MATERIALS UNDER A MOVING WHEEL IN THE COURSE OF LABORATORY TESTS WAS STUDIED IN ORDER TO DEVELOP A CLEAR ENGINEERING TECHNIQUE FOR THE DESIGN OF BITUMINOUS MIXES.  ROLLED ASPHALT WAS EMPLOYED AS WELL AS HOT ROLLED ASPHALT (BS 594), SAND ASPHALT, BITUMINOUS MACADAM AND GUSSASPHALT.  THE TESTS WERE CARRIED OUT IN THE LABORATORY OF THE SHELL RESEARCH DEPARTMENT IN AMSTERDAM USING THE ROTATION EQUIPMENT AND IN EGHAM USING THE ASPHALT COMPACTION AND GROOVE FORMATION MACHINE.  THE RESULTS OF THE GROOVE FORMATION TESTS WERE SO ANALYZED THAT A DIRECT COMPARISON WITH THE RESULTS OF CREEP TESTS UNDER UNIAXIAL CONSTANT LOADING WAS POSSIBLE.  THIS COMPARISON SHOWS THAT THE DEFORMATION BEHAVIOUR IS THE SAME IN BOTH CASES AND THAT AT ANY TIME IN THE GROOVE FORMATION TESTS THE DEPTH OF GROOVE REACHED CAN BE ESTIMATED FROM THE CREEP RESULTS.  ASPHALT SPECIMENS FROM THE WEARING COURSE AND FROM THE BASE COURSE OF A ROAD  DEFORMED BY GROOVES DISPLAY CREEP PROPERTIES WHICH WERE IN ACCORDANCE WITH THE OBSERVED DEFORMATIONS.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:48:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063963</guid>
    </item>
    <item>
      <title>DRAINING BITUMINOUS MIXTURES</title>
      <link>https://trid.trb.org/View/1054765</link>
      <description><![CDATA[THIS RESEARCH PROJECT DEFINES AND DESCRIBES THE DEVELOPMENT OF DRAINING BITUMINOUS MIXTURES.  IN 1979 IT IS ENVISAGED: TO CONDUCT FOLLOW-UP STUDIES  OF EXPERIMENTAL SECTIONS IN AUVERGNE, HAUTE-SAVOIE AND THE PARIS REGION;  TO BUILD AN EXPERIMENTAL SECTION UNDER HEAVY TRAFFIC UNDER DIFFERENT CLIMATIC CONDITIONS (WEST); TO SUMMARIZE RESULTS OBTAINED; TO COMPLETE THE BIBLIOGRAPHIC STUDY STARTED IN 1977.]]></description>
      <pubDate>Sun, 21 Nov 2010 04:10:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1054765</guid>
    </item>
    <item>
      <title>POROUS PAVEMENTS</title>
      <link>https://trid.trb.org/View/1051438</link>
      <description><![CDATA[THIS BOOK DEALS WITH THE PROPERTIES, DEVELOPMENT AND DESIGN OF POROUS PAVEMENTS WHICH ENABLE THE RAIN TO BE ABSORBED BY THE PAVEMENT.  THESE PAVEMENTS COMPRISE AN OPEN-GRADED BITUMINOUS SURFACING LAID ON AN OPEN-GRADED BASE RESTING ON A DRAINING SOIL.  THE BOOK IS IN 2 PARTS: PART (1) EXAMINES THE DEVELOPMENT OF POROUS PAVEMENTS, THEIR HYDROLOGICAL ASPECTS, CHARACTERISTICS AND ADVANTAGES OF THIS TYPE OF PAVEMENT, MIX-DESIGN, MAINTENANCE AND EFFECTS OF COLD WEATHER; PART (2) IS DEVOTED TO THE DESIGN OF POROUS PAVEMENTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 02:09:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1051438</guid>
    </item>
    <item>
      <title>THE WORK AT VERDON - THE SURFACED AREAS AND ACCESS ROUTES</title>
      <link>https://trid.trb.org/View/1049371</link>
      <description><![CDATA[THE CONSTRUCTION OF THE CONTAINER TERMINAL INVOLVED THE SURFACING OF AN AREA OF 12 HA INTENDED FOR THE STORAGE AND MAINTENANCE OF CONTAINERS, AS WELL AS THE CONSTRUCTION OF A NEW HIGHWAY TERMED ROUTE NO 1, LINKING THE SURFACE AREAS OF THE TERMINALS TO THE DEPARTMENTAL HIGHWAY NO 1.  THE AUTHORS  DESCRIBE THE WORK INVOLVED, IN PARTICULAR (1) THE DYNAMIC CONSOLIDATION NECESSARY BECAUSE OF THE NATURE OF THE FOUNDATION SOIL AND THE LARGE DEPTHS OF HYDRAULIC FILL, (2) THE PLACING OF A LAYER OF BOUND SAND WITH HIGH EARLY STABILITY, AND (3) THE CONSTRUCTION OF ROADBASES FOR THE CONTAINER PARKS, USING A COURSE OF TARMACADAM, 10 CM THICK LAID AS AN OPEN STRUCTURE WITH 20/40 AND 6/14 DIORITE AGGREGATE BOUND BY 3% BITUMEN.  THE VOIDS WERE FILLED WITH A CEMENT GROUT AND FOR THE ACCESS ROAD A BITUMEN-BOUND GRAVEL, SIZE 0/14, WAS LAID TO A DEPTH OF 15 CM AND SEALED BY SURFACE DRESSING.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:11:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049371</guid>
    </item>
    <item>
      <title>EFECTO DE LA CANTIDAD Y CALIDAD DEL FILLER PRODUCIDO LOCALMENTE PARA MEZCLAS BITUMINOSAS</title>
      <link>https://trid.trb.org/View/1005088</link>
      <description><![CDATA[Actualmente se utilizan en Dubai dos tipos de mezclas asfalticas: hormigon asfaltico (AC) y macadan de bet£n denso (DBM).  La causa mas frecuente de danos en las carreteras de Dubai es la formacion de depresiones por fluencia plastica, ya sea a lo largo por el paso de las ruedas (roderas) o transversalmente por deslizamiento del material en las curvas, glorietas y enlaces.  La formacion de roderas suele ser la forma mas comun de danos en los firmes de hormigon asfaltico, mientras que el agrietamiento por fatiga lo es en las mezclas de macadan de bet£n denso.  Una combinacion de calor extremo, de carga por eje practicamente sin vigilancia y la excesiva presion de los neumaticos hace que los firmes de Dubai se encuentren expuestos a condiciones muy dificiles.  La cantidad y calidad del filler de las mezclas asfalticas en caliente influye mucho en su rendimiento.  Se reconoce que la funcion de la carga mineral es mas que meramente la de rellenar huecos.  Ciertos defectos observados en el terreno se encuentran relacionados con la mala calidad del filler utilizado.  El filler de las mezclas asfalticas puede dilatar el asfalto o rigidizar el ligante, segun sea el tipo de filler.  Los que dilatan el asfalto cemento realmente aumentan su volumen en la mezcla. No es facil demostrar que ciertos tipos de filler causen rigidez de las mezclas, sin embargo, esta es bien visible al realizar mezclas en el laboratorio. Algunos "filleres" rigidizan hasta tal punto las mezclas de laboratorio que se requiere gran esfuerzo fisico para hacer la mezcla.  No obstante, esta dificultad de mezclado no se refleja en el ensayo Marshall de estabilidad de la fluencia. La rigidizacion de las mezclas de filler-bet£n se puede medir ya sea por reduccion del punto de indentacion, por aumento del punto de ablandamiento o por aumento de la viscosidad.  No es facil explicar la distinta rigidez que causan los diferentes tipos de filler, ni por la granulometria, ni esta rigidez se manifiesta siempre en las propiedades de la mezclas de asfalto en caliente obtenidas por el metodo Marshall.  Titulo en frances: "Effet de la qualite et de la quantite du filler produit localement pour des enrobes".  Ver ficha general IRRD 401001.]]></description>
      <pubDate>Sat, 20 Nov 2010 02:22:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1005088</guid>
    </item>
    <item>
      <title>EMPLEO DE CAPAS INTERMEDIAS DE MACADAM HIDRAULICO PARA LA CONSTRUCCION CON TRABAJO MANUAL DE CARRETERAS DE ALTA Y MEDIANA DENSIDAD DE TRAFICO EN ZONAS EN DASARROLLO</title>
      <link>https://trid.trb.org/View/1005037</link>
      <description><![CDATA[Sudafrica se enfrenta a graves problemas de desempleo y pobreza.  Se ha demostrado que es factible economica y tecnicamente aumentar considerablemente el empleo por unidad de gasto en la construccion sustituyendo el equipo por mano de obra.  Los beneficios socioeconomicos de la construccion manual se incrementarian si fuera tecnicamente viable construir carreteras de trafico mas denso con trabajo manual. Se encontro que el macadam hidraulico (WBM) es un material que puede utilizarse en la construccion manual de las capas intermedias de carreteras de trafico medio y alto.  Se investigo a fondo los aspectos tecnicos y economicos de la reintroduccion del WBM, aportando con ello los fundamentos teoricos para la construccion con trabajo manual de carreteras de calidad para grandes densidades de trafico.  Se analizaron los asuntos mas polemicos del proyecto, construccion y rendimiento de las capas intermedias de WBM y se recomendaron metodos de trabajo con todo detalle.  Los ensayos de resistencia comparativos realizados demuestran que el WBM es mas fuerte que la piedra machacada a maquina.  Se elaboraron proyectos adecuados al WBM para varias categorias de carretera e intensidades de trafico.  Se encontro que la reintroduccion del WBM con metodos constructivos manuales aumentaria diez veces el empleo de personal sin calificar por unidad de gasto destinada a la construccion de capas intermedias.  La comparacion de costes indica que las capas intermedias de WBM compiten economicamente con las de piedra machacada. Integrando esta investigacion con la experiencia anterior en construccion de carreteras de poco trafico, podria estudiarse el coste de construir todas las capas de la carretera con gran calidad mediante metodos constructivos manuales, pudiendose hacer una comparacion completa de los costes de carreteras de calidad superior, tanto construidas con mano de obra como empleando maquinaria.  Titulo en frances: "L'utilisation du "waterbound macadam basecourses" (couches de base macadamisees avec composant a base d'eau) pour la construction a base de main d'oeuvre de routes comportant un trafic tant moyen qu'intense, dans les pays en voie de developpement".  Ver ficha general IRRD 401001.]]></description>
      <pubDate>Sat, 20 Nov 2010 02:20:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1005037</guid>
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