<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Maintenance and Preservation of Pavements</title>
      <link>https://trid.trb.org/View/1125594</link>
      <description><![CDATA[This issue contains 12 papers on the subject of pavement maintenance and preservation.  Specific topics discussed include the following:  road vulnerability to damage from overweight vehicles; public-private partnerships in roadway preservation; a corridor-level infrastructure health index; life-cycle cost-based pavement preservation; pavement preservation for sustainability; optimum timing for preventive maintenance; high-volume roadway pavement preservation; optimum timing of slurry seal application to asphalt concrete pavements; when to broom or remove traffic control on chip seals; rapid pavement repair using flowable fill; ASTM D7000 Sweep Test; and long-term durability of rigid pavement joints cut with early-entry saws.]]></description>
      <pubDate>Tue, 27 Dec 2011 15:50:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125594</guid>
    </item>
    <item>
      <title>Effects of Aging on Tire–Pavement Noise Generation for Concrete Pavements of Different Textures</title>
      <link>https://trid.trb.org/View/1093160</link>
      <description><![CDATA[Between 2003 and 2010, research on the changes in tire–pavement noise generation over time was conducted on 11 textures applied to portland cement concrete. The initial textures included longitudinal tining, burlap drag, and longitudinal broom. Additional texturing was applied to these surfaces in the form of longitudinal grooving of varying depth and spacing and diamond grinding with varying spacer dimensions, as well as a combination of the two. Since their application, these sections have been routinely monitored for tire noise performance with the onboard sound intensity method. As originally measured in June 2003, the range in level between the surfaces was relatively small at 2.7 dB. At 5 years, the range is slightly smaller at 2.3 dB. During the total 7½ years of the study, the overall noise performance increased at an average rate of about 0.10 dB per year. The study has shown that for different frequency ranges the change in noise level has displayed some variation; the lower-frequency levels have decreased for some pavements with time, while the higher-frequency levels have increased at a rate higher than the overall levels for all pavements. For the higher frequencies, findings suggested that the increased noise was due to polishing of the surfaces. For the lower frequencies, the reduction in noise level was less pronounced with more variability between textures. For the ground surfaces, some evidence was found that indicated that the reduction might be linked to some loss of larger-scale texture as the surfaces were worn down.]]></description>
      <pubDate>Thu, 21 Apr 2011 07:25:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093160</guid>
    </item>
    <item>
      <title>When to Broom or Remove Traffic Control Safely on Fresh Emulsified Asphalt Chip Seals</title>
      <link>https://trid.trb.org/View/1091474</link>
      <description><![CDATA[The optimal time to allow brooms to sweep a fresh chip seal is usually determined by experienced field personnel. Factors that affect this decision include aggregate type; aggregate moisture content; emulsion type and grade; application rates of emulsion and aggregate; weather conditions at the site, including humidity, air and pavement temperature, and wind; and number of rollers. Given all these factors, and because changes in one factor can have a significant effect on how an emulsion gains strength and how soon it can resist the forces of brooms and traffic, the decision as to when to allow brooms and traffic on fresh chip seals becomes difficult, at best, to predict. The results of this research suggest that moisture content of the chip seal system is related directly to the strength of an asphalt emulsion residue. Laboratory and field testing confirm that the strength of an asphalt emulsion residue as measured by a modification to the ASTM D7000 sweep test can be used to predict the moisture content level at which a chip seal developed enough strength to resist damage by brooms and vehicular traffic. Three full-scale test pavements were constructed in differing climates, and the results of moisture content testing in the field were compared with modified sweep test results in the laboratory. Results indicated that the three field tests were capable of resisting brooming and traffic damage when the moisture content of the chip seal system ranged between 15% and 25%. This finding correlated well with results of laboratory testing with the modified sweep test on the materials from field tests as well as on experimental laboratory materials.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091474</guid>
    </item>
    <item>
      <title>Technology and Equipment Help Save When Chip Sealing</title>
      <link>https://trid.trb.org/View/887754</link>
      <description><![CDATA[Current economic conditions are making pavement maintenance using chip seal an increasingly popular option.  This article describes the experience of one surfacing company that is using new technology to reduce costs on chip seal projects in New Mexico.  A computer-controlled spreader allows materials to be evenly distributed from start to stop.  Another piece of equipment, a transfer broom, picks up and recycles aggregate that does not stick to the liquid asphalt during a chip seal.  This extra aggregate can then be reused.  These pieces of equipment not only save on materials, but also allow the machine to go further between loadings.  Both the paving company and the customer benefit from the savings.]]></description>
      <pubDate>Wed, 22 Apr 2009 07:28:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/887754</guid>
    </item>
    <item>
      <title>Impact of Airport Rubber Removal Techniques on Runways</title>
      <link>https://trid.trb.org/View/877157</link>
      <description><![CDATA[This synthesis study is intended to inform airport operators about the impacts of four common rubber removal methods on runways.  Runway rubber removal is an essential function to maintain safe landing areas for the nation's aviation industry.  The FAA requires that strict standards for runway skid resistance by attained and maintained at all airports.  One technique that has been used successfully throughout the world to enhance runway skid resistance is the cutting of grooves in the surface of those areas of the runway where touchdown and braking are critical.  The use of grooved runways provides an increased level of safety by furnishing enhanced drainage through increased pavement macrotexture, which reduces the potential for hydroplaning when runways are wet.  Buildup of rubber fills the micro- and macrotexture of the pavement, causing a serious loss of skid resistance when the runway is wet, and as a result must be periodically removed.  There are four methods to remove runway rubber:  waterblasting, chemical removal, shotblasting, and mechanical means (including sand blasting, scraping, brooming, milling, and grinding).  The use of these methods varies across the country based on a number of reasons, ranging from environmental restrictions to the availability of competent rubber removal contractors.  The research on these methods has not been comprehensive.  Additionally, field experience has shown that if these methods are not properly applied they can cause damage to the runways and especially to the grooves.  Much of the equipment that is in use is also proprietary, making it difficult for airport operators to develop standards and specifications that can be used to confidently achieve the desired end result.  Thus, this report synthesizes the state of the practice in runway rubber removal.  The information for the synthesis was gathered through a search of existing literature, survey results from questionnaires sent to airport operators and airlines, and through interviews conducted with airport operators.]]></description>
      <pubDate>Fri, 19 Dec 2008 11:56:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/877157</guid>
    </item>
    <item>
      <title>MORE EFFECTIVE WINTER MAINTENANCE METHOD FOR CYCLEWAYS</title>
      <link>https://trid.trb.org/View/663404</link>
      <description><![CDATA[Increased cycling as a means of personal travel could generate environmental benefits if associated with a corresponding decrease in car-based transport.  For promoting cycling during winter, the maintenance service level of cycleways is of importance.  Earlier studies indicated that the Swedish public is unsatisfied with the service levels provided on cycleways during winter.  In Sweden, cycleways normally are cleared of snow through plowing and are gritted for skid control.  Field studies tested an unconventional winter maintenance method that uses a power broom for snow clearance and salt for deicing.  The field studies were evaluated through road-condition observations, measurements of friction, a questionnaire survey, interviews, and bicycle measurements.  The method of using a power broom for snow clearance and salt for deicing provided a higher service level than traditional winter maintenance methods, but it was two to three times more expensive.  The method has greater potential in regions, such as southern Sweden, with low snow accumulations but with major ice-formation problems than in regions with a colder climate.  Cyclists noticed the improved maintenance service level provided with the method used in the field study, but although cyclists stated that road condition is important to their decision to cycle, it could not be concluded that the enhanced service level generated a higher winter cycling frequency.]]></description>
      <pubDate>Tue, 19 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/663404</guid>
    </item>
    <item>
      <title>HVFA CONCRETE: AN INDUSTRY PERSPECTIVE</title>
      <link>https://trid.trb.org/View/662461</link>
      <description><![CDATA[Although high-volume fly ash (HVFA) concrete can lead to significant cost savings and offers environmental benefits, the industry has been reluctant to accept fly ash contents at high proportions because of perceptions about its effects on constructability and performance.  This paper addresses some issues and concerns about HVFA concrete, including early strength gain, initial setting time, bleeding and curing and air entrainment.  Fly ash content of 40-50% of cementitious material can be used for structural elements that require no finishing, such as columns, walls, beams, precast elements with a compressive strength of 750 psi (5.2 Mpa) by 14-16 h, drilled piers, mud mats and some foundations.  For precast and prestressed elements with a compressive strength of 3000 to 6000 psi by 16 h that do not require finishing, a fly ash content of 20-30% is recommended.  For structural elements that need finishing, such as slabs-on-ground, foundations, concrete pavements, tilt-up walls, suspended slabs, slabs on metal deck and toppings, a fly ash content of 40-50% is acceptable if the structure will be broom finished.  If these elements will be trowel finished, a fly ash content of 25-50% is recommended.  In order to more effectively use HVFA concrete, engineers should reexamine strength requirements to specify only the strength essential for a structural element at the appropriate age and intended service.  Concrete mixtures with varying percentages of fly ash should be regularly tested by material suppliers and concrete producers to give engineers more information for specifying HVFA concrete.]]></description>
      <pubDate>Sun, 03 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/662461</guid>
    </item>
    <item>
      <title>EFFECT OF BROOM TEXTURE ON MOTORCYCLE RIDEABILITY</title>
      <link>https://trid.trb.org/View/9085</link>
      <description><![CDATA[A study was conducted to determine if the safety of the motorcyclist was impaired by the broom texture of the portland cement concrete roadway surface located on State Highway 50 near Sacramento.  Three motorcycles were acquired for the test study.  The smallest of the three was 250 cc's, the second was 500 cc's, and the third was a standard Highway Patrol bike. The evaluation was made by three experienced motorcyclists.]]></description>
      <pubDate>Thu, 31 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/9085</guid>
    </item>
    <item>
      <title>SUMMARY OF WORKSHOP SESSION ON SURFACE SEALING--PORTLAND, OREGON</title>
      <link>https://trid.trb.org/View/652710</link>
      <description><![CDATA[This paper summarizes the work session on surface sealing held at the 1973 Federal Highway Administration workshop on Water in Pavements in Portland, Oregon.  Although the session started with a discussion of crack sealing, it was agreed that this practice is strictly a remedial measure.  All states reported using transverse brooming on portland cement concrete (PCC), with Washington and California reporting that they have used longitudinal brooming.  All states reported some success with chip seals.  The most effective use of chip seals was on rural roads.  Nonskid treatments are not effective in restoring pavements, but they do help seal the pavement.  Pumping and cracking of pavements can be avoided by proper subbase drainage. Sealing cracks from the top is not effective; a good joint sealer is simply not available.  More consideration should be given to the use of open-graded asphalt concrete pavement as a base for PCC.  Slurry seals appear to be a thing of the past inasmuch as no one had consistent success with them.]]></description>
      <pubDate>Sun, 07 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/652710</guid>
    </item>
    <item>
      <title>BOND ENHANCEMENT TECHNIQUES FOR PCC WHITETOPPING</title>
      <link>https://trid.trb.org/View/478489</link>
      <description><![CDATA[This research was initiated in 1991 as a part of a whitetopping project to study the effectiveness of various techniques to enhance bond strength between a new portland cement concrete (PCC) overlay and an existing asphalt cement concrete (ACC) pavement surface.  A 1,676 m (5,500 ft) section of county road R16 in Dallas County was divided into 12 test sections.  The various techniques used to enhance bond were power brooming, power brooming with air blast, milling, cement and water grout, and emulsion tack coat.  Also, two sections were planed to a uniform cross-section, two pavement thicknesses were placed, and two different concrete mix proportions were used.  Bond strength was perceived to be the key to determining an appropriate design procedure for whitetopping.  If adequate bond is achieved, a bonded PCC overlay technique can be used for design.  Otherwise, an unbonded overlay procedure may be more appropriate. Conclusions are as follows:  (1) Bond Strength Differences - Milling increased bond strength versus no milling.  Tack coat showed increased bond strength versus no tack coat.  Planing, Air Blast and Grouting did not provide noticeable improvements in bond strength; nor did different PCC types or thicknesses affect bond strength significantly.  (2) Structure - Structural measurements correlated strongly with the wide variation in pavement thicknesses.  They did not provide enough information to determine the strength of bonding or the level of support being provided by the ACC layer.  Longitudinal cracking correlated with PCC thicknesses and with planing.  (3) Bond Over Time - The bond between PCC and ACC layers is degrading over time in the outside wheel path in all of the sections except tack coat (section 12).  The bond strength in the section with tack coat was lower than the others, but remained relatively steady.]]></description>
      <pubDate>Mon, 31 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478489</guid>
    </item>
    <item>
      <title>BOND CONTRIBUTION TO WHITETOPPING PERFORMANCE ON LOW-VOLUME ROADS</title>
      <link>https://trid.trb.org/View/377860</link>
      <description><![CDATA[Research was initiated in 1991 as a part of a whitetopping project to study the effectiveness of various techniques to enhance bond strength between a new portland cement concrete (PCC) overlay and an existing asphalt cement concrete (ACC) pavement surface.  A 1676-m (5,500-ft) section of County Road R16 in Dallas County, Iowa, was divided into 12 test sections. Techniques used to enhance bond were power brooming, power brooming with air blast, milling, cement and water grout, and emulsion tack coat.  As a part of these bonding techniques, two pavement thicknesses were placed, two concrete proportions were used, and two sections were planed to a uniform cross slope. Bond strength was perceived to be the key to determining an appropriate design procedure for whitetopping.  If adequate bond is achieved, a bonded PCC overlay technique can be used for design.  Without sufficient bond development, an unbonded overlay procedure should be used.  The research found that bond was developed in every section, regardless of the bond enhancement technique used.  The underlying ACC does contribute to the composite structure and can be considered in the design. The sections on which the underlying ACC contributed the greatest amount of structure to the composite pavement were not the sections with the highest bond strength.]]></description>
      <pubDate>Wed, 21 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/377860</guid>
    </item>
    <item>
      <title>BOND CONTRIBUTION TO WHITETOPPING PERFORMANCE ON LOW VOLUME ROADS. CONSTRUCTION REPORT</title>
      <link>https://trid.trb.org/View/368439</link>
      <description><![CDATA[This research was initiated in 1991 as a part of a whitetopping project to study the effectiveness of various techniques to enhance bond strength between a new portland cement concrete (PCC) overlay and an existing asphalt cement concrete (ACC) pavement surface.  A 1,676 m (5,500 ft) section of county road R16 in Dallas County, Iowa, was divided into 12 test sections. The various techniques used to enhance bond were power brooming, power brooming with air blast, milling, cement and water grout, and emulsion tack coat.  As a part of these bonding techniques, two pavement thicknesses were placed; two different concrete proportions were used; and two sections were planed to a uniform cross-slope.  Bond strength was perceived to be the key to determining an appropriate design procedure for whitetopping. If adequate bond is achieved, a bonded PCC overlay technique could be used for design.  Without sufficient bond development, an unbonded overlay procedure should be used.  The research found that bond was developed in every section, regardless of the bond enhancement technique used.  The underlying ACC does contribute to the composite structure and can be considered in the design.  The sections where the underlying ACC contributed the greatest amount of structure to the composite pavement were not the sections with the highest bond strength.]]></description>
      <pubDate>Wed, 10 Feb 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368439</guid>
    </item>
    <item>
      <title>AN INVESTIGATION OF THE DURABILITY OF THE SKID RESISTANCE OF WIRE COMBED PCC PAVEMENT SURFACES</title>
      <link>https://trid.trb.org/View/71299</link>
      <description><![CDATA[This report involves pavements constructed with the following textures: AstroTurf Drag, Gomaco Roll-A-Groove, wire combs with 5" tine lengths with 1/4" and 1/2" tine spacings, 4" tine lengths with 1/4", 1/2", and 3/4" tine spacings, 3" tine lengths with 1/4" tine spacings, and 3" tine lengths with 1/2", 3/4", and 1" tine spacings both with and without a burlap drag preceding. Nominal wire tine dimensions of .0625" in width and .028" in thickness were used.  One project had a nominal wire tine width of .125" as a variable.  Under a previous study, which was incorporated into this report, the following textures were constructed: burlap drag, heavy nylon bristle broom, fine nylon bristle broom, natural bristle broom, and wire comb with 3" tine length and 1/4" tine spacing.  Included in the is report is a brief description of each project and summaries of friction tests, sand patch texture depth tests and sound level measurements.  The 1/4" and 1/2" wire comb textures are more suitable than the burlap drag, AstroTurf Drag, and broom textures, however, the 1/2" wire comb provides only a slight advantage over the 1/4" wire comb.  Monitoring of the skid resistance and texture depths is being continued on wire comb textures. /FHWA/]]></description>
      <pubDate>Thu, 14 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71299</guid>
    </item>
    <item>
      <title>STEEL COMB AND BROOM FINISH ON CONCRETE PAVEMENT</title>
      <link>https://trid.trb.org/View/67487</link>
      <description><![CDATA[An evaluation was made of the broom finish and steel comb finish applied to a concrete pavement and the steel comb finish was determined to be the better of the 2 methods. The steel comb finish was applied transversely with a steel comb having tines 0.03 inches by 0.08 inches in cross section spaced at 1/2 inch.  The depth of the grooves produced was approximately 1/8 inch.  The width of the steel comb attachment was also eight feet.  Among the advantages of using the steel comb finish are: the constant depths and a uniform finish; the comb finish can be made with one pass which inhibits mixing or incorporating of bleed water into the surface concrete; textures produced with the steel comb appear more durable than those produced by the broom. Foremen reported no significant noise difference after riding on the 2 types of rough finishes.]]></description>
      <pubDate>Wed, 13 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/67487</guid>
    </item>
    <item>
      <title>PC CONCRETE TEXTURING</title>
      <link>https://trid.trb.org/View/32690</link>
      <description><![CDATA[In an effort to determine which method of texturing provides the best skid resistance on portland cement concrete pavement, 10 different texturing methods were investigated: two layer welted burlap (one drag) longitudinal; light longitudinal broom; light longitudinal broom weighted; light longitudinal broom followed by transverse steel comb; transverse steel comb; light transverse fiber broom; transverse heavy nylon bristle broom; single burlap (longitudinal); two sections of (144 sq. ft.) spaced 12 ft.; and single burlap drag 144 sp. ft. with 6-inch frayed end. The procedures for determining the average texture depth of a pavement surface are detailed in the appendix. The skid number was determined and correlated to the texture depth. A linear correlation between texture depth using silicone putty method and the speed gradient was made by computer. Road roughness readings were also taken. It was found that the large changes in skid number, large speed gradients and extremely large wear factors, make the longitudinal burlap drag and broom sections unsatisfactory as a texturing method. In the transverse broom sections, very large skid number changes resulted as the initial texture wore away. They also had large speed gradients and very large wear factors. The transverse steel comb sections performed the best. The texture on these sections is especially good from a hydroplaning aspect. They also have a relatively larger skid life.]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/32690</guid>
    </item>
  </channel>
</rss>