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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>
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      <title>SPECIALTY PRODUCTS ABOUND AT EUROPE SHOW</title>
      <link>https://trid.trb.org/View/288838</link>
      <description><![CDATA[At the recent Techtextil exhibitiion held recently in Frankfurt, geotextiles and associated products formed a major group of exhibits.  Many fabric manufacturers featured geotextile and geomembrane items as part of a wider range of industrial textiles.  A West German company featured woven polypropylene structures for use as backing fabrics in the concrete carpeting used to protect river and canal banks. Results of work on the concept of using textile forms to construct concrete structures in situ were featured by Belgian and Japanese  manafacturers.  Other products included the following: specialty polypropylene fiber items for concrete reinforcement; spunbonded fabrics promoted for geotextile and geomembrane use; needle punched, nonwoven fabrics based on blends of olefin and other man-made fibers; and a texturized glass fabric treated with an ICI formulation (capable of withstanding temperatures up to 1,000 C) for use as cavity barrier and fire stop material.]]></description>
      <pubDate>Mon, 30 Nov 1987 00:00:00 GMT</pubDate>
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      <title>PAVEMENT FABRICS: DO THEY REALLY WORK?</title>
      <link>https://trid.trb.org/View/277477</link>
      <description><![CDATA[The article traces the history of the use of fabrics in road resurfacing in the USA from the original use of coarsely-woven cotton over fifty years ago to the current use of man-made fibres.  Fabrics have been used to restrict water from entering the road base and to reduce reflective cracking.  Polypropylene is the most usual material, but glass, nylon and polyester woven and non-woven fabrics have been tried.  The multidirectional physical properties of a non-woven fabric are often superior to the biased properties of a woven material. Tables are given to illustrate the benefits of pavement fabrics, the properties required for the control of reflective cracking.  Reasons are given for the use of fabrics in asphaltic overlays in the state of Illinois. Good results in the control of alligator cracks and the protection of sub-base from the intrusion of water adds to the life of the pavement.  A reasonably smooth surface is needed for the application of fabric sealant; large cracks in unstable concrete slabs must be treated before overlaying.  It is suggested that a nonwoven polypropylene fabric is equivalent in performance to a layer of asphalt 1.25 to 1.5 inches thick.  (TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1987 00:00:00 GMT</pubDate>
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      <title>REPAIR OF RIGID PAVEMENTS WITH REINFORCED BITUMINOUS MIXTURE</title>
      <link>https://trid.trb.org/View/152485</link>
      <description><![CDATA[Reinforced bituminous mixtures are described as the lowest-cost method of repairing concrete runways.  Details are given of the results obtained with a two-course mixture (15 cm) reinforced with strips of glass woven material impregnated with bakelite (the strips are 2,5 M wide overlapping joints and cracks).  The lifetime of such surfacings would be 6 years, their degree of cracking on fissured slabs being three times less than that of a non-reinforced bituminous mixture. (TRRL)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
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      <title>DETERIORATION IN SALTED BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/105106</link>
      <description><![CDATA[WHEN DEICING SALTS REACH BRIDGE-DECK REINFORCING STEEL, AN ELECTROLYTIC ACTION BEGINS THAT CAUSES SOME OF THE STEEL TO CORRODE, LEADING TO UNDERSURFACE FRACTURES AND POTHOLES. WHILE INCREASED COVER AND IMPROVED CONCRETE ARE ARE VALUABLE, THE PROPOSITY OF CONCRETE MAKES NECESSARY AN AN IMPERVIOUS MEMBRANE TO PREVENT SALT INTRUSION. AT PRESENT ONLY COAL-TAR-EXTENDED EPOXY AND A MULTILAYER SANDWICH OF COAL TAR AND GLASS FABRIC DO NOT SUFFER FROM THE DRAWBACK THAT THEY CANNOT BE BONDED TO THE DECK OR THE OVERLAY CANNOT BE BONDED TO THEM. THESE TWO MATERIALS ARE DISCUSSED IN RELATION TO PARTIAL VERSUS TOTAL RESTORATION, CONTINUOUS PATCHING VERSUS RESTORATION, CONCRETE SOUNDING AND REMOVAL. APPLICATION OF SEALS, ASPHALT CONCRETE OVERLAYS, AND DEVELOPMENTAL WORK ON NONCORROSIVE DEICERS.]]></description>
      <pubDate>Tue, 29 Jun 1971 00:00:00 GMT</pubDate>
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