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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>RIGID PAVEMENTS-BELGIUM</title>
      <link>https://trid.trb.org/View/121927</link>
      <description><![CDATA[THE IMPORTANCE OF THE HYGROMETRIC EFFECTS IS EXAMINED, AS WELL AS THE RESISTANCE TO FROST AND REPEATED BENDING FORCES OF LEAN CONCRETE SUB-BASES. A STUDY IS PRESENTED OF: (1) THE STABILIZATION OF SOILS CONTAINING ORGANIC MATTERS, AND (2) THE REACTION OF CEMENT AND THE FINE FRACTION OF SOILS AS A FUNCTION OF THE NATURE OF THE TWO MATERIALS. THE EXCELLENT BEHAVIOR OF REINFORCED CONCRETE SURFACINGS HAS LED TO THE RECENT USE IN: (1) CONTINUOUS SURFACING IN REINFORCED CONCRETE OVER AN OLD CONCRETE CARRIAGEWAY ON A LENGTH OF 3,800 M, AND (2) ON AN OLD BASE IN LEAN CONCRETE - LENGTH 1 KM. THE THICKNESS FOR THESE TWO LENGTHS IS 18 CM, AND THE REINFORCEMENT IS 0.7 PERCENT STEEL TOR AT 42 KG/MILLIMETERS SQUARED ELASTIC LIMIT. MACHINES USED FOR THE MANUFACTURE AND PLACING OF CONCRETE ON HIGHWAYS ARE DESCRIBED. JOINT TECHNIQUES HAVE BEEN IMPROVED BY MECHANICAL FINISH OF JOINTS EXECUTED IN FRESH CONCRETE. A SLIP-FORM PAVER HAS BEEN TRIED. BEHAVIOR OF PRESTRESSED CONCRETE IN RUNWAYS IS DESCRIBED. SPECIAL MIXES OF CONCRETE HAVE BEEN TRIED TO REDUCE THE VARIATION OF TENSIONS UNDER THE INFLUENCE OF TEMPERATURE VARIATIONS. AIR ENTRAINMENT AGENTS ARE NOT REQUIRED IN BELGIUM CONCRETE TO REDUCE FROST AND DEICING SALTS EFFECTS BECAUSE OF THE VERY HIGH DEGREE OF COMPACTION AND HIGH RESISTANCE OF COMPRESSION. THE USE OF WATER REDUCING ADDITIVES, CAN MAKE CONCRETE MORE PLASTIC, THUS EFFECTING MORE EASY PLACING THE SHAPING OF THE SURFACE.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/121927</guid>
    </item>
    <item>
      <title>STUDY OF STRESSES IN PRESTRESSED CONCRETE PAVEMENTS AT MAISON-BLANCHE AIRPORT</title>
      <link>https://trid.trb.org/View/104770</link>
      <description><![CDATA[BOTH PRESENT RUNWAYS OF ALGIERS AIRPORT ARE PRESTRESSED CONCRETE. THE FIRST ONE WAS BUILT IN 1953-1954, THE SECOND IN 1960-1961. THE PAVEMENTS ARE POST-TENSIONED BY CABLES IN THE TRANSVERSE DIRECTION AND POST-STRESSED IN THE LONGITUDINAL DIRECTION WITH ELASTIC ABUTMENTS. THEY WERE CONTINUOUSLY SURVEYED AND TESTED DURING AND SINCE THEIR CONSTRUCTION; AND NOW AFTER 7 YR OF USE THE CONCLUSIONS SEEM TO BE AVAILABLE. THE PAPER BRIEFLY DESCRIBES THE DESIGNS AND EXPLAINS THE CHOICE OF THE HYPOTHESES. AN APPRAISAL IS PROVIDED OF THE RESULTS OF THE OBSERVATIONS CONCERNING THE DISPLACEMENTS OF THE EXTREMITIES OF THE PAVEMENTS AND THE VARIATIONS OF STRESSES IN THE CONCRETE. THE PRINCIPAL RESULTS OF THE FIELD EXPERIENCES CONCERN /A/ THE FRICTION OF THE PAVEMENT ON THE FRICTION REDUCER LAYER, /B/ THE VARIATIONS OF TEMPERATURE IN THE SLAB, AND /C/ THE VARIATIONS OF HYGROMETRY. THEN, THE VARIATION OF THE STRESSES IN A MORE THAN 2-YR-OLD PAVEMENT ARE STUDIED BY CORRELATION WITH THE FRICTION, THE VARIATIONS OF TEMPERATURE AND HYGROMETRY, OR, ON THE OTHER HAND, BY STUDYING THE EVENTUAL VARIATIONS OF THE YOUNGS MODULUS, OR THE EVENTUAL VARIATIONS OF THE THERMAL COEFFICIENT WITH TEMPERATURE, STRESSES, HYGROMETRY. FOR SUCH AN OLD PAVEMENT /IT MEANS THAT THE MOST IMPORTANT PART OF THE CREEP IS OBTAINED/ THE STUDY MAKES EVIDENT THE VERY IMPORTANT EFFECT OF THE HYGROMETRY ON THE THERMAL COEFFICIENT. THE VARIATION OF THE STRESSES FOR THE SAME VARIATION OF TEMPERATURE CAN BE IN THE RATIO OF 3.5 TO 2.35 IF THE CONDITIONS OF HYGROMETRY ARE DIFFERENT. THESE GREAT VARIATIONS ARE CERTAINLY DUE, IN THIS PARTICULAR CASE, TO THE FACT THAT LIMESTONE AGGREGATES WERE USED.]]></description>
      <pubDate>Thu, 03 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104770</guid>
    </item>
    <item>
      <title>INITIAL CRACKING IN PAVEMENT CONCRETE /IN FRENCH/</title>
      <link>https://trid.trb.org/View/95901</link>
      <description><![CDATA[THE APPEARANCE OF CRACKS IN CONCRETE IN THE FIRST FEW DAYS AFTER IT IS LAID AND BEFORE IT IS SUBJECTED TO TRAFFIC ARE EXAMINED. THIS PHENOMENON IS CAUSED BY HYGROMETRIC AND THERMAL SHRINKAGE. HYGROMETRIC SHRINKAGE QUICKLY AFFECTS THE WHOLE OF THE SURFACING, BUT CAN BE PREVENTED BY PROTECTING THE CONCRETE FROM EVAPORATION. IN THERMAL SHRINKAGE, THE INCREASE IN INTERNAL TEMPERATURE OF THE SURFACING, WHEN THE CONCRETE IS ONLY A FEW HOURS OLD, IS CAUSED BY EXOTHERMIC REACTIONS DURING SETTING. DECREASE IN INTERNAL TEMPERATURE DEPENDS ON THE INTERRUPTION OF SETTING REACTIONS AND ON ENVIRONMENTAL CONDITIONS. AIR TEMPERATURE DOES NOT APPEAR TO BE ONE OF THE MAJOR FACTORS INFLUENCING THE INTERNAL TEMPERATURE OF THE CARRIAGEWAY. IF AN ISOLATED CRACK APPEARS, ITS ORIGIN CANNOT BE ATTRIBUTED TO THE FACTORS GOVERNING THERMAL OR HYGROMETRIC SHRINKAGE. IT IS GENERALLY DUE TO SOME DEFECTS IN THE MANUFACTURE OF THE CONCRETE OR APPLICATION OF THE SURFACINGS. /LCPC/A/RRL/]]></description>
      <pubDate>Fri, 11 Jun 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95901</guid>
    </item>
    <item>
      <title>SHRINKAGE OF CONCRETE CONTAINING BLAST FURNACE SLAG</title>
      <link>https://trid.trb.org/View/95976</link>
      <description><![CDATA[THE ADDITION OF BLAST-FURNACE SLAG TO PORTLAND CEMENT CONCRETE RESULTS IN AN INCREASE IN THE EFFECT OF THE TOBERMORITE AND A DECREASE IN THE RISK OF MICRO-CRACKING DURING DRYING. APPARENT SHRINKAGE IS INCREASED, AND THE INFLUENCE OF INTERNAL WATER LOSS BECOMES MORE APPRECIABLE. THE RELATION BETWEEN SHRINKAGE, LOSS OF WATER AND ENVIRONMENTAL HYGROMETRY IS PRESENTED AS A THREE- DIMENSIONAL GRAPH BASED ON A NUMBER OF EXPERIMENTAL RESULTS. THE MAIN CONCLUSIONS REACHED ARE: (1) HALF OF THE POTENTIAL SHRINKAGE OF CEMENT OCCURS AFTER ADSORPTION OF THE LAST LAYER OF WATER (HYGROMETRY LOWER THAN 0.44). (2) A DISTINCTION MUST BE MADE BETWEEN SHRINKAGE AND CRACKING. THE PRESENCE OF SLAG OR PROLONGED CURING IN WATER CAN INCREASE SHRINKAGE BUT NOT THE RISK OF CRACKING. (3) IN SHRINKAGE TESTS, IT IS NECESSARY TO MEASURE LOSS OF WEIGHT AND TO CONTROL THE ENVIRONMENTAL HYGROMETRY. /LCPC(A)/RRL/]]></description>
      <pubDate>Sun, 16 May 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95976</guid>
    </item>
    <item>
      <title>SHRINKAGE AND CREEP OF CONCRETE. PAPERS PRESENTED AT TWO RILEM SYMPOSIA /IN FRENCH/</title>
      <link>https://trid.trb.org/View/95982</link>
      <description><![CDATA[(1) MADRID SYMPOSIUM. IN THE FIRST REPORT ENTITLED "INFLUENCE OF THE SIZE AND SHAPE OF CONCRETE SAMPLES ON THE SHRINKAGE OF CONCRETE," DETAILS ARE GIVEN OF THE PREPARATION OF CONCRETE PRISM MEASURING BETWEEN 7X7X28CM AND 100X100X400 CM. SURFACE SHRINKAGE AND AXIAL SHRINKAGE WERE MEASURED DURING 850 DAYS. IN ORDER TO CHECK THE INFLUENCE OF VOLUME/SURFACE RATIO, CONCRETE CUBES AND SLABS HAVING THE SAME RATIO AS THE PRISMS WERE ALSO EXAMINED. THE SECOND REPORT: "REMARKS ON THE ACCURACY OF SHRINKAGE MEASUREMENTS" DESCRIBES THE STUDY OF A 50X150X7 CM SLAB UNDER CONSTANT HYGROMETRIC CONDITIONS. RESULTS SHOW THAT THERE EXISTS A BASIC DISPERSION OF MEASUREMENTS DUE TO THE EQUIPMENT, VARIATIONS IN THE COMPOSITION OF CONCRETE, AND OTHER FACTORS SUCH AS NON-UNIFORM HYGROMETRY. THE 3RD REPORT: "DRYING AND SHRINKAGE IN A VACUUM UNDER VARIOUS HYGROMETRIC CONDITIONS" DESCRIBES A SERIES OF TESTS CARRIED OUT TO ESTABLISH A RELATION BETWEEN SHRINKAGE AND LOSS OF WATER AT 35 PERCENT, 50 PERCENT, AND 75 PERCENT OF RELATIVE HUMIDITY IN A VACUUM BY EXAMINING THE INFLUENCE OF PRELIMINARY HARDENING. CONCLUSIONS ARE DRAWN CONCERNING WATER/CEMENT BOND. (2) MUNICH SYPOSIUM: IN THE PAPER ENTITLED "NEW RESULTS AND RECENT STUDIES OF CONCRETE CREEP" OBJECTIVE EXPERIMENTAL DATA ARE PRESENTED FOR INTERPRETATION. /LCPC(A)/RRL/]]></description>
      <pubDate>Sun, 16 May 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95982</guid>
    </item>
    <item>
      <title>INITIAL CRACKING OF ROAD CONCRETE /IN FRENCH/</title>
      <link>https://trid.trb.org/View/102602</link>
      <description><![CDATA[IT SOMETIMES HAPPENS THAT A CONCRETE PAVEMENT CRACKS DURING THE FIRST FEW DAYS AFTER IT HAS BEEN LAID, BEFORE BEING SUBJECTED TO TRAFFIC. THIS CRACKING HAS A TWIN ORIGIN: IT IS RELATED TO HYGROMETRIC AND THERMAL SHRINKAGE. HYGROMETRIC, OR DRYING, SHRINKAGE IS IMPORTANT, BECAUSE IT VERY RAPIDLY AFFECTS THE MASS OF THE PAVEMENT; BUT WHEN THE CONCRETE IS PROPERLY PROTECTED AGAINST EVAPORATION, THERMAL SHRINKAGE BECOMES THE MAIN CAUSE OF CRACKING. THE INCREASE IN THE INTERNAL TEMPERATURE OF THE PAVEMENT DURING THE FIRST FEW HOURS IS DUE TO EXOTHERMIC SETTING REACTIONS. THE REDUCTION OF THE INTERNAL TEMPERATURE DEPENDS ON THE MORE OR LESS SUDDEN STOPPAGE OF THE SETTING REACTIONS AND ON THE ENVIRONMENT OF THE PAVEMENT. THE AMBIENT TEMPERATURE DOES NOT SEEM TO BE ONE OF THE MOST IMPORTANT FACTORS INFLUENCING THE INTERNAL TEMPERATURE OF THE PAVEMENT. WHEN AN ISOLATED CRACK APPEARS, ITS CAUSE CANNOT BE FOUND AMONG THE FACTORS WHICH INFLUENCE THERMAL OR DRYING SHRINKAGE. AS A RULE IT HAS AN ACCIDENTAL CAUSE RESULTING FROM THE HAZARDS OF CONCRETE PRODUCTION OR OF THE LAYING OF THE PAVEMENT. IN ORDER TO REDUCE THE RISKS OF CRACKING ON A CONSTRUCTION SITE, IT IS ADVISABLE TO CHOSE WITH CARE THE AGGREGATES AND THE CEMENT USED, AND TO MAKE SURE THAT PRODUCTION AND LAYING ARE REGULAR. /LCPC/A/RRL/]]></description>
      <pubDate>Mon, 23 Nov 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102602</guid>
    </item>
    <item>
      <title>NEW METHODS FOR MEASURING LINEAR VARIATIONS IN MORTAR AND FRESH CONCRETE /IN FRENCH/</title>
      <link>https://trid.trb.org/View/95792</link>
      <description><![CDATA[THE METHODS PROPOSED ENABLE THE VARIATIONS IN THE DIMENSION OF MORTAR OR FRESH CONCRETE TO BE MEASURED IMMEDIATELY AFTER APPLICATION. DETAILS ARE GIVEN OF TWO TYPES OF EQUIPMENT USED IN THE LABORATORY, ONE FOR MORTAR, ONE FOR CONCRETE, AND A THIRD USED FOR IN-SITU MEASUREMENTS. CURING CONDITIONS WITH REGARD TO TEMPERATURE, HYGROMETRY AND VENTILATION ARE KEPT CONSTANT DURING THE TESTS. SEVERAL RECORDED SHRINKAGE/TIME CURVES SHOW RESULTS OF TESTS CARRIED OUT IN THE LABORATORY. THE LABORATORY EQUIPMENT PROVIDES DIRECT RECORDING OF THE SHRINKAGE/TIME CURVE. TEMPERATURE, RELATIVE HYGROMETRY, AND VENTILATION ARE KEPT CONSTANT THROUGHOUT THE LABORATORY TESTS. CURVES ARE GIVEN SHOWING RESULTS OBTAINED IN THE LABORATORY. THE EQUIPMENT DESCRIBED HERE CAN BE USED FOR CHECKING THE EFFECTIVENESS OF CURING PRODUCTS. /LCPC/A/RRL/]]></description>
      <pubDate>Mon, 01 Jun 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95792</guid>
    </item>
    <item>
      <title>SOME PROBLEMS OF ROCK MECHANICS POSED BY THE MONT BLANC TUNNEL</title>
      <link>https://trid.trb.org/View/124041</link>
      <description><![CDATA[THE CENTRAL BRIDGES AND HIGHWAYS LABORATORY HAS HAD THE OPPORTUNITY OF STUDYING THE ROBLEMS THAT CAME TO LIGHT DURING THE TUNNELLING OF MONT BLANC, IN PARTICULAR THE PHENOMENA OF DECOMPRESSION OF THE ROCKY MASS WHICH INVOLVED A VERY COSTLY BOLTING OF THE VAULT. THESE INVESTIGATIONS MADE IT POSSIBLE TO STUDY THE INITIAL STRESSES IN THE ROCKY MASS AND THE DEPTH OF THE AREA FRACTURED BY DECOMPRESSION. LABORATORY STUDIES SUPPLEMENTED THE MEASUREMENS IN SITU. MEASUREMENTS TAKEN IN THE COATING LEAD TO THE CONCLUSION THAT THE LINING IS PRACTICALLY NOT STRAINED BY THE ROCKY MASS; THE CRACKS THAT APPEARED MUST BE ATTRIBUTED TO THE HYGROMETRIC SHRINKAGE OF THE CONCRETE OR, MORE PORBABLY, TO THE THERMAL STRESSES CREATED BY THE COLD AIR CURRENT THAT BLOWS INTO THE TUNNEL. /AUTHOR/]]></description>
      <pubDate>Mon, 04 May 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124041</guid>
    </item>
    <item>
      <title>AUTOGENOUS AND HYGROMETRIC EXPANSION OF MASS CONCRETE</title>
      <link>https://trid.trb.org/View/101936</link>
      <description><![CDATA[AFTER EMPHASIZING THE LACK OF DATA ON AUTOGENOUS AND HYGROMETRIC EXPANSIONS OF MASS CONCRETE IN THE TECHNICAL LITERATURE, IT IS POINTED OUT THAT THIS PHENOMENON OCCURS VERY FREQUENTLY IN DAMS. IN FACT, AN ADEQUATE EXAMINATION OF THE RESULTS OBTAINED FROM THE NO-STRESS STRAIN METERS USED FOR THE OBSERVATION OF THESE STRUCTURES REVEALS THE EXISTENCE AND THE MAGNITUDE OF THESE EXPANSIONS. EXAMPLES ARE CITED OF CONCRETES WITH AND WITHOUT AUTOGENOUS EXPANSION. THIS TYPE OF EXPANSION IS RELATED TO FREE LIME AND MAGNESIA. A CORRELATION IS SHOWN BETWEEN THE AUTOGENOUS EXPANSION OF THE MEAN TEMPERATURE INSIDE THE MASS DURING THE CURING OF THE CONCRETE. (ACIJP)]]></description>
      <pubDate>Mon, 09 Mar 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101936</guid>
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