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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Site Assessment of Surface Texture and Skid Resistance by Varying the Grit Parameters of an SMA</title>
      <link>https://trid.trb.org/View/1942859</link>
      <description><![CDATA[For the safe operation of vehicles, pavement should provide adequate skid resistance, which can be achieved by using high polishing–resistant aggregate in wearing courses. However, supplying high-quality aggregate is not always feasible due to high transportation costs. For this reason, a method called gritting was adapted to meet the Highway Technical Specification (HTS) of Turkey in 2013. According to the method, for certain parts of the country, the wearing course can be constructed with local aggregates that have minimum polished stone value (PSV) of 40 (PSV≥40), but, in this case, the surface must be covered with a high polishing–resistant aggregate (PSV≥50), after the rollers’ first pass. The objective of this study was to improve the present gritting method by investigating the effect of grit parameters on pavement performance under real traffic conditions. In this regard, during its construction, the wearing course of O-51 Highway was gritted with different aggregate types (slags and natural), sizes (1–3; 1–5 mm), spreading amount (1.5; 2; 2.5  kg/m²), and spreading time (before and after the first pass of a roller) on eight test sections. Then, the macrotexture and skid resistance performance of these sections were evaluated under real traffic and environmental conditions for longer than 4 years. Changes in surface texture and skid resistance with respect to traffic were determined for each section. The results showed that higher skid resistance values were obtained at the sections gritted with metallurgical slags. Additionally, the sections gritted with 1–5 mm aggregates had better skid resistance than those gritted with 1–3 mm, while the change in mean texture depths were not very significant.]]></description>
      <pubDate>Fri, 24 Jun 2022 17:07:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1942859</guid>
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    <item>
      <title>Induction-Heatable Asphalt Pellets as a New Material in Road Maintenance</title>
      <link>https://trid.trb.org/View/1539588</link>
      <description><![CDATA[In the present investigation, asphalt pellets containing steel grit have been prepared and tested as an energy-efficient and durable alternative to conventional road construction materials, such as hot- and cold-asphalt mixtures. Among other advantages, this technology is highly energy-efficient and could reduce traffic disruption and improve health and safety conditions for operators. Pellets are simply used in the road by laying, induction-heating, and compacting them. In the paper, their heating potential under the action of electromagnetic induction, and volumetric and mechanical properties of the material resulting after compaction, such as tensile strength, shear strength, and resistance to permanent deformation, were obtained to assess the proposed technology and compare it with hot- and cold-mix asphalt. The results have shown that the technology can be a strong competitor among current repairing materials for isolated and punctual potholes but still cannot be offered as a substitute for major maintenance operations, such as road milling and repaving.]]></description>
      <pubDate>Thu, 11 Oct 2018 11:28:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1539588</guid>
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    <item>
      <title>Grit Transport in a Force Main with Adverse Slopes</title>
      <link>https://trid.trb.org/View/1318187</link>
      <description><![CDATA[This paper describes methods for calculating the maximum diameter of grit particles that could be transported through a force main with adverse (e.g., steep to vertical) slopes by varying the slope, diameter, and thus the associated velocity that can be achieved in the force main. These analysis methods are derived from sediment transport theory and do not rely on the rule-of-thumb velocity criteria or empirical observations that are typically used to estimate grit transport in force mains. The approach is generalized such that particle characteristics (sphericity, density) and fluid characteristics (viscosity, density, fine sediment concentration) can be specified. To demonstrate application of the proposed methods, the results of a grit transport hydraulic analysis are presented for a segment of an approximately 4.6 mile long, up to 64-in. diameter CSO force main with adverse slopes that will convey a maximum of 110 MGD of wastewater. This paper also discusses design features that encourage the transport of grit particles through force mains and minimize deposition.]]></description>
      <pubDate>Thu, 28 Aug 2014 09:12:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1318187</guid>
    </item>
    <item>
      <title>Further studies of the skid resistance of asphalt surfaces in their early life</title>
      <link>https://trid.trb.org/View/1252355</link>
      <description><![CDATA[This report presents the results of a study to explore the physical phenomena connected with the early life condition of new asphalt. Friction measurements were conducted on various in-service roads and trial sites to examine the development of skid resistance with traffic and time, to compare the early life impacts on different kinds of asphalt surfacings. The impact of temperature on skid resistance and the effects of gritting new asphalt surfaces were also explored.]]></description>
      <pubDate>Thu, 13 Jun 2013 17:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252355</guid>
    </item>
    <item>
      <title>Traffic signal design via interactive simulation and real-time graphical displays</title>
      <link>https://trid.trb.org/View/1220356</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 07 Nov 2012 12:38:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1220356</guid>
    </item>
    <item>
      <title>Total PM Emission Factors for Steel Grit Used in Dry Abrasive Blasting</title>
      <link>https://trid.trb.org/View/798822</link>
      <description><![CDATA[The performance of an abrasive is dependent on its properties as well as the operating conditions during blasting. This study was undertaken to simulate enclosed blasting operations using steel shot and grit on rusted and painted steel panels; and collect and measure total particulate matter (PM) emissions at commonly used blast pressure and feed rate settings. U.S. Environmental Protection Agency (EPA) source sampling methods were used to sample emissions and estimate uncontrolled total PM emission factors. Regression equations expressing total PM emissions as function of blast pressure and abrasive feed rate were developed to estimate uncontrolled total PM emissions. The results of this study will be helpful in controlling emissions, developing emission inventories, developing best management practices, and selecting process parameters corresponding to minimum emissions for steel shot and grit.]]></description>
      <pubDate>Thu, 08 Feb 2007 15:01:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/798822</guid>
    </item>
    <item>
      <title>TRUE GRIT : WHITE SMA? YES - AND IT'S SKID-RESISTANT, TOO</title>
      <link>https://trid.trb.org/View/699539</link>
      <description><![CDATA[German Autobahn pavements have few problems with skidding and rutting, despite heavy traffic loading. This is due in part to the use of high performance Stone Matrix Asphalt (SMA), which has stone-on-stone contact and contains polymers in the mix. In addition, the practice of "gritting," or "standing" as it is called in America, enhances skid resistance and reduces the mix's permeability. It can also whiten the pavement surface.]]></description>
      <pubDate>Thu, 01 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/699539</guid>
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    <item>
      <title>EVALUATION OF THE EFFECTIVENESS OF OIL-GRIT SEPARATORS IN SOUTH CENTRAL ALASKA, PHASE I</title>
      <link>https://trid.trb.org/View/731555</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) allocated funds for the study of the mitigation of pollutants found in highway runoff. For certain circumstances oil-grit separators (OGS) may be appropriate Best Management Practice for stream crossing sites with restricted space. However, the FHWA questions their effectiveness. They have indicated that runoff from roads such as the Sterling Highway, with a predicted Average Daily Traffic of 6,350 vehicles for the year 2,000, may not contain significant amount of pollutants and that OGS technology is not effective as an overall treatment strategy. The Alaska Department of Transportation and Public Facilities (DOT&PF), with guidance from the Alaska Department of Environmental Conservation Regulations, designed and constructed an OGS system at the Moose River. The project was funded by FHWA in response to strong environmental concern at the Moose River crossing of the Sterling Highway. The FHWA has asked for an evaluation of this facility that will include a determination as to whether significant pollutants are discharging from the roadway and whether the OGS technology is effective at removing those pollutants. The evaluation will include an attempt to determine the level of pollutant discharge from the roadway drainage area into the Moose River OGS and an evaluation of the effectiveness of pollutant removal of the system.]]></description>
      <pubDate>Tue, 15 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/731555</guid>
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    <item>
      <title>COLD-FORMED PURLIN-SHEETING SYSTEMS</title>
      <link>https://trid.trb.org/View/734397</link>
      <description><![CDATA[Cold-formed steel zed and channel section members are widely used as purlins or grits.  In this paper, a finite element model of the purlin will be used in which the restraining action of the sheeting is simulated by equivalent springs attached to the flange of the purlin.  The validity of the model was shown by its good correlation with experimental results.  The proposed model accounts for the distortions of the purlin's cross section and for the restraining effect of the sheeting.  The model is capable of predicting the ultimate capacity of purlins, whether it is governed by yielding or buckling.  The model together with the DBSTM and RRM tools could be easily used in design environment.]]></description>
      <pubDate>Mon, 10 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/734397</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A NEW SANDING METHOD BASED ON A MIX OF SAND AND HOT WATER, AND IMPLEMENTATION AND CONSEQUENCES FOR THE ORGANIZATION OF GRITTING OPERATIONS</title>
      <link>https://trid.trb.org/View/711997</link>
      <description><![CDATA[This paper discusses how the Norwegian Public Roads Administration, recognizing that there is a need for increased knowledge of all types of friction measures, started a research program in 1997 that focused on winter management.  The Winter Friction Project deals with practical, technical and economical problems arising in providing good friction conditions on winter roads.  One of the main activities of the entire project is to carry out a testing program (scientific studies) to document the performance of different friction improvement methods.  The goal is to come up with a recommendation of what the best method would be under different conditions.  In Norway, 88 percent of public roads are operated using the so-called white winter road strategy.  Large quantities of sand are spread to improve friction on ice and snow.  The limitations of this method are well known:  the friction improvement is modest, and the effect of gritting is rapidly reduced by traffic.  For both practical and economic reasons it is not always possible to comply with the required standards.  The introduction of wet gritting means substantial improvement, both in regard to friction and in time of effect, and this paper describes how this new method is expected to have a marked impact on winter road operations.]]></description>
      <pubDate>Thu, 09 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711997</guid>
    </item>
    <item>
      <title>REQUIREMENTS FOR GRITTING AGENTS FOR USE IN PRACTICAL WINTER ROAD MAINTENANCE</title>
      <link>https://trid.trb.org/View/712006</link>
      <description><![CDATA[The central position in Europe is occupied by Germany.  This has made Germany a transit country for traffic from the ports on the west coast of Europe to the eastern countries as well as from Scandinavia to the Mediterranean area.  However, the major portion of German's domestic traffic also occurs on the highways. In order to accommodate this immense requirement, it is necessary to keep the highways safe, and capable of carrying traffic even under winter conditions.  The basic requirements for winter road maintenance are contained in the Technical Rule (Merkblatt) for Highway Maintenance and Services, Winter Maintenance Section.  The paper describes one essential perquisite for efficient winter maintenance in the use of effective de-icing agents.  For this reason, the "Technical Delivery Specifications for Gritting Agents for Winter Road Maintenance" in which the requirements for gritting agents are defined was developed in Germany.  Such requirements should be coordinated within the EU for reasons of competition equality. The suppliers of gritting agents should confirm observance of the requirements is a so-called product description.  Tests are provided for checking quality characteristics and the Technical Delivery Specifications are supplemented by recommendations for procurement of gritting agents containing additional explanations for the user.]]></description>
      <pubDate>Thu, 09 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/712006</guid>
    </item>
    <item>
      <title>AN INTRODUCTION TO ABRASIVES FOR PROTECTIVE COATING REMOVAL OPERATIONS</title>
      <link>https://trid.trb.org/View/652831</link>
      <description><![CDATA[The term "abrasive" in abrasive blasting refers to a wide range of materials or blasting media used to establish a profile on clean steel and remove coatings and other contaminants from steel or other substrates.  This article introduces the main types of media used in abrasive blasting for high-performance protective coating work on steel and concrete.  The article classifies abrasive based on the material's composition and its origin, whether manufactured or processed at a mine or smelter site. Four basic categories are included:  natural minerals (silica sand, staurolite/zircon, garnet, olivine, and specular hermatite); manufactured media (steel grit and shot, baking soda, and crushed glass); mineral slags (copper slag, nickel slag, iron slag, and coal boiler slag); and organic media (corn cobs, nut shells, and grain hulls).  Discussion of several types in each category includes physical and chemical traits.]]></description>
      <pubDate>Mon, 22 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/652831</guid>
    </item>
    <item>
      <title>FIELD MEASUREMENT OF TRANSFER LENGTH</title>
      <link>https://trid.trb.org/View/500174</link>
      <description><![CDATA[Five aramid fiber reinforced plastic (AFRP) and five carbon fiber reinforced plastic (CFRP) beams, cast in adjacent 122 m beds in a commercial pretensioning facility, were field instrumented to determine their transfer length.  The rods were jacked to 55% and 60% of the characteristic strength of the AFRP and CFRP material respectively.  A total of twelve strain gages - five at each end and two in the middle - were attached to the top surface of the beams.  The prestressing force in the rods was monitored using load cells located at the live and dead ends.  Following release, concrete strains were recorded by a computerized data acquisition system.  Reconciliation of test results with finite element analysis indicated that the transfer lengths for the sand coated AFRP rod and the grit coated CFRP rod were very similar - equal to about 30 times the rod diameter - in broad agreement with results reported previously.]]></description>
      <pubDate>Wed, 14 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/500174</guid>
    </item>
    <item>
      <title>SNOW CLEARING AND ICE FIGHTING WITH THE ENVIRONMENT IN MIND</title>
      <link>https://trid.trb.org/View/408762</link>
      <description><![CDATA[Environmental conditions have forced us to keep the use of salt and grit in winter to a minimum. Besides the environment, the use of spreading material also affects bridges, roads and cars. Grit may enter drains and can be carried into stores and restaurants. In the Spring it requires extraordinary effort to remove the deposits. Various laws restrict the use of salt as well as grit. With the development of the ROLBA-ZAUGG Snow Plow 2000 and the ZAUGG Ice Mill, spreading material is used only when there is certain to be a freeze.]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408762</guid>
    </item>
    <item>
      <title>THERMAL RECLAMATION OF USED BLAST GRIT</title>
      <link>https://trid.trb.org/View/403986</link>
      <description><![CDATA[Naval and private shipyards generate thousands of tons of used blast grit annually and dispose of it in landfills. For environmental reasons, it is becoming prohibitively expensive to landfill used blast grit containing paint residues. The Institute of Gas Technology (IGT) has conducted testwork to develop a process to clean used blast grit for reuse. Four reclaimer feasibility tests were conducted with used blast grit from the Long Beach Naval Shipyard. Results showed that the organic material component of the used grit was fully oxidized to carbon dioxide and water. Some of the metallic oxides of copper, zinc, titanium, and lead from the used grit were largely elutriated into a cyclonic collector. The calcined (reclaimable) fraction from this testwork amounted to approximately 95 percent of the used grit charged. Major oxide and organic component analyses revealed no significant general chemical difference between the virgin and reclaimed grit.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403986</guid>
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