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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>Enveloping of Hot Rolled Asphalt Macrotexture Using 3-D Modeling</title>
      <link>https://trid.trb.org/View/1496244</link>
      <description><![CDATA[This paper introduces the concept of enveloping to improve understanding of road surface expectations of macrotexture related properties such as wet skid resistance, noise generation and rolling resistance. The paper is based on 3D modelling of Hot Rolled Asphalt, a dense gap-graded asphalt mix traditionally used in Ireland and the United Kingdom for heavily trafficked roads. Its macrotexture is created by rolling 20 mm chippings into the surface during compaction. If done successfully this creates a durable long-lasting road surface with adequate macrotexture. It is also possible to over and/or underchip the surface creating in-service problems of premature chipping loss or poor wet skid resistance. The macrotexture of newly compacted hot rolled asphalt is measured using the Volumetric Patch Technique. With new awareness of enveloping and its importance with macrotexture related road surface properties this paper investigates whether understanding can be improved using 3D modelling. Two examples of Hot Rolled Asphalt macrotexture are considered, i.e., over-chipped and under-chipped. A range of analysis techniques is given to illustrate how new information relating to enveloping of the 3D road surface is now possible. The 3D models are based on Close Range Photogrammetry of simple photographs. The analysis methods show how anyone with a camera can start to better understand enveloping and its relationship with road surface macrotexture properties such as wet skid resistance, noise generation and rolling resistance.]]></description>
      <pubDate>Wed, 28 Feb 2018 13:25:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496244</guid>
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    <item>
      <title>Use of Close-Range Photogrammetry to Characterize Texture in a Pavement Surfacing Material</title>
      <link>https://trid.trb.org/View/1495468</link>
      <description><![CDATA[Currently Hot Rolled Asphalt (HRA) surfacings make up over 50% of the pavement surface on the Irish national road network. HRA is a dense, gap graded bituminous mixture with a layer of cold coated chippings applied to the surface mat and then rolled. Detailed visual inspections of relatively new HRA schemes constructed in Ireland indicated that the chippings were in many cases clustered together forming voids below surface level. This type of surface is characterised as having ‘non positive’ texture. When the HRA surface was tested using the specified volumetric patch method, it was possible to achieve the specified texture depth even though the pavement surface material had non-positive texture. The research analyses 3D models of a variety of HRA pavement surfaces in order to objectively quantify the differentiators between positive and non-positive pavement macrotexture. Once the 3D surface model is created from multiple camera images, a virtual horizontal slice is taken through the surface at a user defined threshold. The islands are the portions of the model which project above this slice. The number of islands identified at each location, together with the horizontal surface area of each island, was calculated and reported. A parameter, Count50, was introduced based on a combination of the number of islands and the individual island areas. Count50 is a clear and practical discriminator between positive and non-positive textured surfaces, and will be introduced into Transport Infrastructure Ireland's (TII’s) latest specifications. This type of 3D surface analysis can be extended to other pavement surfacing problems.]]></description>
      <pubDate>Thu, 08 Feb 2018 10:20:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1495468</guid>
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    <item>
      <title>MODELISATION RHEOLOGIQUE DES LIANTS BITUMINEUX MODIFIES - UNE APPROCHE GLOBALE DES TECHNOLOGIES ROUTIERES</title>
      <link>https://trid.trb.org/View/997343</link>
      <description><![CDATA[Le but de la presente contribution est de tenter de definir le "cahier des charges" rheologique d'un liant ideal, a partir d'une etude de cas pratique: le cloutage hivernal des Hot Rolled Asphalt avec des copolymeres de polyethylene tel que le Polybilt 102 ou 103. L'analyse rheologique dynamique permet de decrire, avec plus de precision que les essais conventionnels, de comportement mecanique des materiaux visco-elastiques tels que les liants bitumineux. La performance mecanique ne se reduit pas a la consistance (module complexe G); le rapport entre les comportements de type solide elastique et liquide visqueux (angle de perte delta) a une grande importance sur la durabilite du liant. Ce modele rationnel explique comment les copolymeres de polyethylene permettent d'excellents compromis entre performance et facilite d'utilisation.  (A).  (Titre en anglais : Rheological modelling of modified bituminous binders. A global approach to road technologies).]]></description>
      <pubDate>Fri, 19 Nov 2010 22:22:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/997343</guid>
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      <title>LES TECHNIQUES ROUTIERES BRITANNIQUES</title>
      <link>https://trid.trb.org/View/996204</link>
      <description><![CDATA[Au Royaume-Uni, il existe des techniques a la fois administratives et d'ingenierie qui sont maintenant deployees pour mettre au point un reseau de routes sur, efficace et rentable.  Certaines de ces techniques sont deja familieres mais d'autres sont innovatrices en Grande-Bretagne et on s'attend a ce qu'elles ameliorent la performance du systeme routier. (A).  (Titre en anglais: British highway engineering).]]></description>
      <pubDate>Fri, 19 Nov 2010 21:55:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/996204</guid>
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    <item>
      <title>Compressive Deformation Behaviour of Asphalt Mixtures (With Discussion)</title>
      <link>https://trid.trb.org/View/798238</link>
      <description><![CDATA[The compressive deformation behaviour of Dense Bitumen Macadam (DBM) and Hot Rolled Asphalt (HRA)  asphalt mixtures is investigated over a wide range of strain-rates, stresses and temperatures under uniaxial and triaxial monotonic and cyclic compressive conditions. The response of the mixtures was found to be described well by a constitutive phenomenological model recently proposed by Ossa et al. The steady-state monotonic behavior of the mixtures followed the modified Cross model with the mixtures exhibiting linear and nonlinear viscous behaviour at low and high stresses, respectively. Both loading and recovery responses were observed to be temperature dependent with the WLF relation capturing the temperature behaviour over the range of temperatures tested. The dilation gradient s was found to play an important role in the deformation behaviour of the mixtures studied. A higher dilation gradient increases the stiffening effect of the confining pressure and reduces the strain to reach tertiary creep. The recovery behaviour of the DBM mixtures was found to be different compared to the HRA mixtures which is thought to be due to the development of internal damage. Research into the causes and implications of this behaviour is proposed as a topic which merits further research.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:29:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/798238</guid>
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    <item>
      <title>Advanced Constitutive Modelling of Bituminous Materials</title>
      <link>https://trid.trb.org/View/795042</link>
      <description><![CDATA[Currently in the UK, the mechanical properties of bituminous (asphalt) mixtures are determined by means of a suite of tests (stiffness modulus, resistance to permanent deformation and resistance to fatigue cracking) performed by means of a pneumatic apparatus known as the Nottingham Asphalt Tester (NAT). This paper presents a methodology for an alternative experimental characterization and modeling procedure for bituminous (asphalt) mixtures using a dynamic plasticity based constitutive model. The paper briefly describes the material response model and details the monotonic, uniaxial compression and tension testing at various temperatures and strain rates that are necessary to determine the basic model parameters. Two standard UK wearing course mixtures have been included in the testing program comprising a continuously graded, Dense Bitumen Macadam (DBM), and a gap graded, Hot Rolled Asphalt (HRA). The uniaxial test data has been used to determine mathematical functions for the compressive and tensile strengths of the asphalt mixtures as well as functions describing their hardening and softening behavior. Plots of the flow surface (or yield surface) have been produced for both mixtures over a range of temperatures and strain rates and the model has been successfully used to simulate the compressive response of asphalt mixtures. Once implemented in a finite element code, the constitutive model has been able to simulate the damage occurring in a flexible bituminous pavement under traffic loading.]]></description>
      <pubDate>Fri, 29 Dec 2006 11:06:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/795042</guid>
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    <item>
      <title>A55 NORTH WALES COAST ROAD STAGE 1 - LLANDULAS TO GLAN CONWAY</title>
      <link>https://trid.trb.org/View/218188</link>
      <description><![CDATA[The paper describes a major scheme which relieves Colwyn Bay of congestion.  The evaluation of alternative routes, and the development of the chosen route occupied a 12 year period to the start of construction in 1981.  East of Colwyn Bay, unstable clay cliffs overlie a limestone shoreline, and alluvium and peat were found to the west; solutions included an armoured embankment below high water mark, and a piled concrete raft carrying a lightweight PFA embankment. Bituminous construction was specified throughout the length of the Llandulas embankment comprising 10 mm surfacing and 160 mm roadbase, both in hot rolled asphalt.  Elsewhere flexible construction incorporating a composite roadbase consisting of 60 mm dense bitumen macadam and 210 mm of lean concrete was used.  Within the urban area, 3 km of railway has been realigned and the continuous road/rail interface entailed high levels of co-operation from British Rail. Visual treatment has been carefully considered and landscaping contracts commenced as soon as adjacent construction was completed.  (TRRL)]]></description>
      <pubDate>Wed, 25 Aug 2004 02:43:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/218188</guid>
    </item>
    <item>
      <title>THE EFFECTS OF AGGREGATE GRADATION ON PERMANENT DEFORMATION OF ASPHALT CONCRETE</title>
      <link>https://trid.trb.org/View/485299</link>
      <description><![CDATA[The purpose of this study was to evaluate the rutting resistance of different asphalt concrete mixtures.  Different aggregate gradations used in this research included dense gradation stone mastic asphalt (SMA) and hot rolled asphalt.  Three kinds of asphalt were used to fabricate the specimens.  Marshall and gyratory testing machine (GTM) mix design methods were utilized to design the mixtures.  Resilient modulus tests, indirect tensile tests, wheel tracking tests, and gyratory tests were performed to evaluate the rutting resistance of the mixture.  The consequences of this research concluded that SMA had an outstanding performance on resistance to permanent deformation. An additional evaluation of aging, fatigue, and stripping were highly recommended.]]></description>
      <pubDate>Mon, 03 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485299</guid>
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    <item>
      <title>VISCO-ELASTO-PLASTIC BEHAVIOUR OF A HOT ROLLED ASPHALT MIXTURE UNDER REPEATED LOADING AND THE EFFECTS OF TEMPERATURE</title>
      <link>https://trid.trb.org/View/469252</link>
      <description><![CDATA[In this paper the deformation behaviour of a rolled asphalt mixture is investigated, and the influence of temperature on the deformation mechanism of the mixture is assessed, based on a series of uniaxial creep and creep recovery experiments conducted under compressive stress and controlled temperature. Firstly, the experiments were conducted for various temperature levels, loading time, and number of load applications.  It is found that the total strain consists of the elastic, plastic, viscoelastic and viscoplastic strain components.  The temperature and number of load cycles hardly affects the elastic strain, but the plastic strain increases with temperature and decreases with number of load applications at constant stress levels.  The time-dependent (viscoelastic and viscoplastic) and the instant deformation (elastic and plastic) is reduced respectively to viscoelastic and elastic deformation components at low temperature.  Finally the relationships between the total strain and the variables time, temperture, stress, and number of cycles are successfully modelled mathematically.]]></description>
      <pubDate>Wed, 17 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469252</guid>
    </item>
    <item>
      <title>ASPHALT PAVING FOR STEEL BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/576134</link>
      <description><![CDATA[Asphalt paving for steel bridge decks is subjected to millions of cycles of relatively high stresses under wheel loads. Resistance to fatigue cracking is therefore an important property.  Composite action between the steel and asphalt is also important since the stiffness of the combined unit can help to reduce the fatigue effect of stresses in the welded structure.  Mastic asphalt satisfies all the requirements of a bridge deck paving material to a tolerable degree.  However, improvements in fatigue life and riding quality are urgently sought after.  Epoxy hot rolled asphalt is currently the best alternative material and possesses very good properties when fully cured.  However, there is still a lack of data on its properties when uncured or only partially cured.  Stiffer waterproofing membranes would enhance the stiffness of the composite unit and should be beneficial in terms of fatigue performance also.  Other polymer modified asphalts show promise but require further development.]]></description>
      <pubDate>Fri, 29 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576134</guid>
    </item>
    <item>
      <title>THE USE OF FRACTURE MECHANICS FOR THE EVALUATION OF ASPHALT MIXES (WITH DISCUSSION)</title>
      <link>https://trid.trb.org/View/468087</link>
      <description><![CDATA[This paper presents the results of a program of mechanical and fracture tests designed to assess a series of mixes in which the variable is the quantity of reclaimed asphalt (RAP), and to develop some insight into the use of fracture mechanics in the assessment.  The study has examined conditions under which linear elastic and Elastic-plastic fracture data can be obtained, for Hot Rolled Asphalt, and also gives an indication of the service conditions for which the data may be applicable.]]></description>
      <pubDate>Wed, 06 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468087</guid>
    </item>
    <item>
      <title>TROPICAL ENVIRONMENT EFFECTS ON PAVEMENT PERFORMANCE. PROCEEDINGS, SIXTH CONFERENCE, ROAD ENGINEERING ASSOCIATION OF ASIA AND AUSTRALASIA, 4-10 MARCH 1990, KUALA LUMPUR, VOLUMES 1 TO 5 AND POST CONFERENCE PROCEEDINGS</title>
      <link>https://trid.trb.org/View/362167</link>
      <description><![CDATA[This paper examines the performance of bituminous paved roads, particularly cracking resistance or fatigue life of Hot Rolled Asphalt (HRA) designed according to BS 594 and Asphaltic Concrete (AC) mix as per the Asphalt Institute Manual.  The performance of the mixes were compared under Indonesian tropical environment and under British climatical conditions, namely the origin of HRA and Dense Bituminous Macadam, a mix with properties similar to AC.  For the covering entry of the conference see IRRD 823206.  (TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/362167</guid>
    </item>
    <item>
      <title>REMIXED REACTIONS</title>
      <link>https://trid.trb.org/View/364237</link>
      <description><![CDATA[Discusses the Wirtgen system of asphalt recycling, which uses propane-fueled heaters which pass over the road surface to increase its temperature to between 110 and 170 degrees C. Discusses remixing technique, surfacing methods, and remixing equipment.]]></description>
      <pubDate>Fri, 31 Jan 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364237</guid>
    </item>
    <item>
      <title>LONGITUDINAL JOINT CONSTRUCTION IN ASPHALT CONCRETE PAVEMENTS. TECHNICAL REPORT</title>
      <link>https://trid.trb.org/View/351278</link>
      <description><![CDATA[The New York State Department of Transportation initiated research into the construction of longitudinal joints in asphalt pavements during the 1990 construction season.  The purpose of this research effort was to determine if the Department's current specification governing longitudinal joint construction is producing acceptable results.  In addition, this research sought to identify new techniques which may improve the Department's current jointing procedures.  It was found that, when the currently specified longitudinal joint procedures are enforced, adequate joint densities are produced.  Regarding the construction of longitudinal joints in asphalt pavements, it was found that: (1) it is important to leave extra asphalt concrete along the joint; (2) it is important to overlap the existing lane during placement of the new lane; (3) compacting the joint statically with the roller predominately on the hot mat produced higher joint densities; (4) the method of rolling had a larger impact on improving density than the method of mounding extra material; (5) the AW-2R screed attachment is capable of forming extra material along the longitudinal joint; (6) the side to side alignment of the paver becomes critical when using the AW-2R screed attachment; and (7) the Troxler 4640 Thin Lift nuclear gauge provides quick density results in the back scatter mode, but the results varied from pavement core densities.  Further conclusions from this research are included in this report, along with recommendations for future research.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/351278</guid>
    </item>
    <item>
      <title>ASPHALT WORKABILITY</title>
      <link>https://trid.trb.org/View/306595</link>
      <description><![CDATA[This paper reviews the research that has been done at the Heriot-Watt University on asphalt workability.  The most recent phase of the research into asphalt workability has been to identify the influence of selected mix ingredient variations on the components of internal resistance to movement of hot rolled asphalt.  The parallel rolling program in this phase of work used unchipped slabs.  One outcome of this work is the definition of the potential variation in performance of a mix as a result of plant variations in metering mix ingredients.  Among the research results obtained thus far are the following:  (1) Increasing the filler bitumen ratio of an asphaltic mix has the effect of increasing the temperature sensitivity of the mix, the mix stiffens more rapidly with reducing temperature.  The upper critical temperature is also increased with increasing filler bitumen ratio.  A mix becomes less workable with increasing filler bitumen ratio.  (2)  Increasing the filler content of a mix reduces the components of resistance to internal movement for an asphaltic mix.  The mix will become workable as filler is added, but it will also become more temperature sensitive.  The upper critical temperature of a mix is increased with increasing filler content.  (3) Increasing the bitumen content of a mix reduces the components of resistance to internal movement.  The mix will become more workable as bitumen is added, but the temperature sensitivity will only be reduced if the filler content of the mix is reduced.  The upper critical temperature is decreased with increasing bitumen content. (4) Increasing the pen grade of the bitumen reduces the components of resistance to internal movement.  The mix will become more workable with increasing pen grade.  The upper critical temperature is reduced with increasing pen grade. The temperature sensitivity of the mix will depend on its filler content.]]></description>
      <pubDate>Wed, 28 Feb 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/306595</guid>
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