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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>
    <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>PARTICLE SIZE DISTRIBUTION, SURFACE AREA AND VOIDS CONTENT OF VARIABLE AGGREGATES</title>
      <link>https://trid.trb.org/View/1064606</link>
      <description><![CDATA[PARTICLE FORM, SIZE AND GRADUATION ARE IMPORTANT IN THE MANUFACTURE OF ARTIFICIAL CONGLOMERATES.  THE KNOWLEDGE OF THE MINIMAL MATRIX DEMAND OF A PARTICLE SAMPLE IS DECISIVE FOR ITS EVALUATION.  THE ARRANGEMENT OF THE FILLING PARTICLES OR SLIDING PARTICLES IN COMPARISON TO INTERLOCKING PARTICLES IS DESCRIBED.  THE AUTHOR THEN DISCUSSES THE PARTICLE DISTRIBUTION WITH 3 DIFFERENT PARTICLE SIZES, WHEN THE BASIC PARTICLES ARE PLACED IN A TETRARCHICAL FORM; THE PARTICLE SYSTEM CONSISTS (1) EXCLUSIVELY OF FILLING PARTICLES, (2) OF BASIC, FILLING AND SLIDING PARTICLES, (3) EXCLUSIVELY OF BASIC AND SLIDING PARTICLES, (4) OF BASIC AND SLIDING PARTICLES WITH EXCEPTIONAL SLIDING PARTICLE EFFECTS.  THE RELATIVE VOID CONTENT WITH FILLING MATERIALS OF THE 1ST AND 2ND GRADES ARE PROVIDED IN TABULAR FORM.  A TRIANGULAR CLASSIFICATION CHART GIVES INFORMATION ABOUT SIEVE LINES WITH 3 PARTICLE  GROUPS 0.8/2 MM, 2/5 MM AND 18/25 MM.  THE EVALUATION OF THE COMPLETE AGGREGATE SAMPLE IS ACHIEVED BY CALCULATION.  THE COMPLETE INVESTIGATION IS OF A TOTALLY THEORETICAL NATURE.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:03:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064606</guid>
    </item>
    <item>
      <title>PHYSICAL, TECHNICAL AND TECHNOLOGICAL FUNDAMENTALS FOR THE CONSTRUCTION OF GRAVEL ROAD BASES</title>
      <link>https://trid.trb.org/View/1064585</link>
      <description><![CDATA[THIS PAPER TREATS THE TECHNOLOGICAL PROPERTIES OF BUILDING MATERIALS IN MODERN ROAD CONSTRUCTION, THE DEFINITION AND THE PHYSICAL BEHAVIOUR OF FILLS AND THEIR GRAIN CONFIGURATION PROPERTIES FOR PRODUCING BEARING CAPABILITIES, THE WORKABILITY OF OPTIMUM FILLS, THE RESISTANCE OF PARTICLES, THE TESTING FOR DURABILITY AND THE PROPERTIES OF BOUND AND UNBOUND LAYERS.  IN ORDER THAT THE LOOSE LIQUID-LIKE FILL IS LINKED IN SUCH A WAY THAT ITS BEHAVIOUR AS A WHOLE IS MAINLY SIMILAR TO A SOLID MATERIAL AS REGARDS ITS CARRYING TASK, IT IS NECESSARY TO PROVIDE FOR THE PHASE CHANGE FROM "LIQUID" TO "SOLID".  IF ONE DOES NOT WISH TO EMPLOY BINDING MATERIALS (BITUMEN OR CEMENT), IT IS NECESSARY TO UTILIZE THE FRICTION PROPERTIES OF THE PARTICLES.  HIGH STRENGTH OF THE OPTIMUM CONSTRUCTED FILL IS ACHIEVED ONLY IN THE COMPACTED STATE.  INCREASING CARRYING CAPACITY BY PARTICLE CONFIGURATION MEASURES ALONE HAS ITS LIMITATIONS.  EXPERIMENTS ARE DESCRIBED WHICH ATTEMPT TO GIVE THE MINERAL PARTICLE A MORE SOLID COHESION BY LIGHTLY GLUING IT WITH HYDRAULIC BINDERS, WHEREBY THE INCREASE IN STIFFNESS DUE TO THE BINDER SHOULD NOT BE EXCESSIVE, SO THAT ONLY LOOSENING TAKES PLACE BUT NOT CRACKING.  THE APPLICATION OF METHODS WHICH EXPLOIT THIS EFFECT ARE STILL IN THE REALM OF "THE ART OF ROAD CONSTRUCTION".]]></description>
      <pubDate>Sun, 21 Nov 2010 09:03:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064585</guid>
    </item>
    <item>
      <title>INFLUENCE OF THE COMPOSITION ON THE DEFORMATION BEHAVIOUR OF ROLLED ASPHALT WEARING COURSES</title>
      <link>https://trid.trb.org/View/1063952</link>
      <description><![CDATA[THE COMPARATIVE STUDY BETWEEN THE MARSHALL DEFORMATION TESTS ON TEST SPECIMENS IN THE LABORATORY TAKEN FROM THE MIX IN CONTROL TESTS AND THE MEASUREMENT OF GROOVES OR TRACKS IN THE SAME MIX IN WEARING COURSES OF ROADS DEMONSTRATES THAT A CORRELATION EXISTS BETWEEN THE SIX POINTS ON VARIOUS ROADS WHICH WERE STUDIED.  THE GREATER THE DEFORMATION IN THE LABORATORY TESTS  THE GREATER THE FORMATION OF TRACKS.  THE MEASUREMENT OF TRACKS IS CONCERNED ONLY WITH DEFORMATION AND NOT WITH ABRASION.  THAT CAN ALSO BE DETERMINED FROM PHOTOGRAPHS.  THE DEFORMATION TEST IN A LABORATORY IS NOT A STRENGTH TEST BUT A VISCOSITY MEASUREMENT, INTO WHICH VALUES SUCH AS LOADING, TEMPERATURE AND TIME FOR THE RELEVANT ASPHALT MATERIAL ENTER AND ARE MEASURED.  THIS TEST PROVIDES INFORMATION MAINLY ON THE VISCOSITY OF THE BITUMINOUS MORTAR, BUT ALSO ON THE PARTICLE SIZE DISTRIBUTION OF THE SAND - CHIPPINGS - MINERAL AND THEIR INTERLOCKING.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:48:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063952</guid>
    </item>
    <item>
      <title>RESISTANCE OF CONCRETE TO FROST AND DEICING SALT</title>
      <link>https://trid.trb.org/View/1050518</link>
      <description><![CDATA[THE AIM IS TO OBTAIN MORE IN-DEPTH KNOWLEDGE OF THE REAL FACTORS WHICH CAUSE DAMAGE WHEN FROST AND DEICING SALTS ACT ON CONCRETE.  THE EMPHASIS IS ON THE DESCRIPTION OF THE STRUCTURE OF THE CONCRETE, PARTICULARLY WITH RESPECT TO INDIVIDUAL STRUCTURE CONSTITUENTS (AGGREGATES, CEMENT PASTE, AIR VOIDS, CRACKS, OTHER STRUCTURAL DEFECTS ETC), AND WITH RESPECT TO THEIR MUTUAL ORIENTATION, BONDING ETC.  THESE PROPERTIES OF THE CONCRETE ARE TO BE EXAMINED IN PARTICULAR IN RELATION TO DISTANCE FROM THE SURFACE OF THE CONCRETE AND TO TYPE OF CONCRETE MANUFACTURE.  BY MEANS OF AN IMAGE DATA ANALYSER (QUANTIMET) STEREOLOGICAL MEASUREMENTS CAN ALSO BE CARRIED OUT, SUCH AS FOR EXAMPLE DETERMINATION OF VOIDS DISTRIBUTION OR CRACK ORIENTATION.  THE STUDIES ARE BEING CARRIED OUT IN CLOSE COOPERATION WITH EMPA (SWISS FEDERAL MATERIALS TESTING INSTITUTE) IN DUEBENDORF AND WITH THE CEMENT INDUSTRY.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:44:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050518</guid>
    </item>
    <item>
      <title>MORPHOLOGICAL EVALUATION OF COMPACTED BITUMINOUS MIXTURES</title>
      <link>https://trid.trb.org/View/1050512</link>
      <description><![CDATA[THE OBJECT OF THE RESEARCH IS TO DEVELOP A METHOD ENABLING THE EFFECT OF VARIABLE COMPACTION ON THE ARRANGEMENT OF THE THREE COMPONENTS MINERAL, BITUMINOUS MORTAR AND VOIDS TO BE ASSESSED.  THE MORPHOLOGICAL ASSESSMENT IS  MADE ON CUT SECTIONS.  EVALUATION (BOTH VISUAL AND STATISTICAL) IS CARRIED OUT BY MEANS OF A QUANTITATIVE IMAGE ANALYSER (QUANTIMET 720/30).  MANUFACTURE OF THE CUT SECTIONS: DRILLED CORES ARE IMPREGNATED WITH SYNTHETIC RESIN (DRYING OF THE SAMPLE, EVACUATION, FLOODING, VACUUM, PRESSURE, HARDENING), CUT, AND GROUND WHILE FROZEN.  A FLUORESCENT DYE MIXED INTO THE SYNTHETIC RESIN ENABLES THE VOIDS TO BE CONSIDERED UNDER ULTRA VIOLET LIGHT.    THE CONTRASTING OF MINERAL AND BITUMINOUS MORTAR IS DIFFICULT AS THE MINERAL RUNS THROUGH ALL THE GREY STAGES.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050512</guid>
    </item>
    <item>
      <title>MECHANICAL PROPERTIES OF BINDER-FREE ROAD COURSES</title>
      <link>https://trid.trb.org/View/1050147</link>
      <description><![CDATA[A ROAD BASE HAS IN ADDITION TO ITS TRAFFIC-CARRYING FUNCTION, A MECHANICAL FUNCTION.  ROAD SUBSOILS ARE GENERALLY PRONE TO LARGE DEFORMATIONS AND HAVE STRENGTHS WHICH ARE TOO LOW.  THE BUILD UP OF THE TWO PROPERTIES REQUIRED STIFFNESS AND STRENGTH IS BROUGHT ABOUT BY PLACING AND COMPACTING CONSECUTIVE LAYERS OF RESISTANT AND EASILY DEFORMABLE MATERIALS.  IN CERTAIN COURSES NON-BOUND MINERAL AGGREGATE MIXES ARE USED FOR THIS PURPOSE.  THE DETERMINATION OF THE STIFFNESS AND STRENGTH PARAMETERS OF THESE COURSES IS CARRIED OUT BY PLATE BEARING TESTS.  WITH THOSE THE DEFORMATION MODULUS E(V) OF ALL COURSES BENEATH THE TEST LEVEL IS DETERMINED.  THE SEPARATE COURSE STIFFNESS CAN BE CALCULATED BY THE INCREASE IN THE E(V) VALUES FOR INCREASING COURSE SEQUENCE.  HOWEVER WHEN USING CONSECUTIVE MEASUREMENTS FOR EXAMPLE IN ROAD CONSTRUCTION SUBSEQUENT INCREASE IN STIFFNESS OF THE LOWER COURSE IS NOT OBTAINED. THE RESULT FOR THE MOST RECENTLY LAID COURSE IS RENDERED FALSE BY THIS.  THE AUTHOR INVESTIGATES IN DETAIL THE INFLUENCE OF LOADING AND COMPOSITION ON BINDER-FREE AGGREGATES - MATERIALS WITH LOW TENSILE STRENGTH.  IN PARTICULAR THE INFLUENCES ARE STUDIED OF GRAIN SHAPE AND SURFACE AREA ON THE DEFORMATION CURVE ACCORDING TO ELASTIC THEORY AND THE COMPLICATED RELATIONSHIPS ARE SHOWN IN GENERAL TERMS.  THE VALUES OBTAINED BY THE PLATE BEARING METHOD CANNOT BE USED TO DETERMINE THE RELATIONSHIPS. HOWEVER THERE APPEARS TO BE NO WAY MATHEMATICALLY OF OBTAINING CORRECTION FACTORS FROM THE DEFORMATION CURVES. FOR THE COURSE STIFFNESS OF AN AGGREGATE MIXTURE THE ABILITY TO WITHSTAND STRESS IS A FURTHER IMPORTANT QUALITY CHARACTERISTIC, SINCE WITH ITS AID CERTAIN TENSILE STRESSES CAN BE COMPENSATED.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:34:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050147</guid>
    </item>
    <item>
      <title>Carbon fibres: entering mass-produced cars?</title>
      <link>https://trid.trb.org/View/820469</link>
      <description><![CDATA[The advantages of high-performance materials such as carbon fibre reinforced plastics (CFRP) and carbon fibre reinforced ceramics are recognised by the automotive industry, but their use in mass-produced cars is very slow. Reasons for this are high material costs and material processing costs. The properties and applications of carbon fibres as structural components such as bumpers are described. The RTM (Resin Transfer Moulding) method for manufacturing CFRPs is outlined. Carbon fibre composites can also be used in functional components such as the powertrain or chassis. Examples are given of friction materials made from CFRP or carbon fibre reinforced carbon (CFRC) and brake disks and clutch disks made from carbon fibre reinforced silicon carbide.]]></description>
      <pubDate>Mon, 10 Sep 2007 14:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/820469</guid>
    </item>
    <item>
      <title>Behaviour of interlocking mortarless block masonry</title>
      <link>https://trid.trb.org/View/809960</link>
      <description><![CDATA[Various types of interlocking mortarless (dry-stacked) block masonry system have been developed worldwide. However, the characteristics of dry joints under compressive load, and their effect on the overall behaviour of the interlocking mortarless system, are still not well understood. This paper presents an experimental investigation into the dry-joint contact behaviour of masonry and the behaviour of interlocking mortarless hollow blocks for grouted and ungrouted prisms under compression. Two experimental test set-ups are proposed to evaluate the contact behaviour of dry joints, considering the geometric imperfections in the contacting faces. The results show that the contact behaviour of a dry joint is highly affected by geometric imperfections in the block bed. Different patterns of deformation are distinguished in mortarless hollow (ungrouted) and grouted prisms. Dry joints predominantly affected the hollow prism deformation until the compressive load reaches 0·57 of the maximum load. However, this behaviour is not common in grouted prisms, because noticeable deformation commences after 0·38 of the maximum load. Furthermore, the variations of strength and deformation in grouted specimens are diminished compared with those in ungrouted specimens. (A)]]></description>
      <pubDate>Tue, 05 Jun 2007 00:01:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/809960</guid>
    </item>
    <item>
      <title>STRUCTURAL BEHAVIOUR OF DRY-STACK INTERLOCKING BLOCK WALLING SYSTEMS SUBJECT TO IN-PLANE LOADING</title>
      <link>https://trid.trb.org/View/685856</link>
      <description><![CDATA[A series of dry-stack (mortarless) interlocking block wall systems 3 m x 2.50 m were tested under concentric loading. The blocks comprise earth-cement blocks stacked in stretcher bond without mortar. Further tests were conducted on wall prisms consisting of 4 or 8 blocks. A conventional masonry block wall was also tested for comparison. This paper highlights the experimental set-up and reports the failure loads, typical crack patterns and general structural behaviour of the dry-stack walling systems under in-plane loading. The test results were used as a basis for the development of an empirical model for the prediction of the load capacity of the dry-stack system. (A)]]></description>
      <pubDate>Tue, 13 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/685856</guid>
    </item>
    <item>
      <title>STUDYING ON SHEARING PERFORMANCE OF INTERLOCKING CONCRETE BLOCK PAVEMENT JOINT</title>
      <link>https://trid.trb.org/View/638471</link>
      <description><![CDATA[Based on the shearing-test of jointing sand, this paper presents a shearing-model of Jointing Sand in good agreement with the constant modulus, and discusses surface's shearing failure criterion of Interlocking Concrete Block Pavements.]]></description>
      <pubDate>Mon, 07 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/638471</guid>
    </item>
    <item>
      <title>RESEARCH INTO THE PERFORMANCE OF INTERLOCKING PAVER PAVEMENTS</title>
      <link>https://trid.trb.org/View/542510</link>
      <description><![CDATA[The increase in the popularity of pavers as a road surfacing material has brought about the need to understand better the performance, under traffic loading, of pavements surfaced with pavers.  One of the unique characteristics of the behaviour of pavers is the structural mechanics of interlock which causes the surface to adopt a mode of behaviour similar to that of conventional flexible materials.  The functional details of interlock were explained theoretically in previous research by the authors.  Their resolution of the structural mechanics underpinning the behaviour of pavers leads to two important questions.  How does paver interlock affect entire pavement performance under combinations of various load applications and material properties?  And how can the structural performance of flexibly bedded units be integrated into the day-to-day design process? This paper seeks to resolve these questions by using an axi-symmetrical finite element model in conjunction with previously reported theoretical research to examine the behaviour of a range of pavements surfaced with pavers.  (A)]]></description>
      <pubDate>Mon, 25 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542510</guid>
    </item>
    <item>
      <title>AGGREGATE INTERLOCK IN ASPHALT</title>
      <link>https://trid.trb.org/View/415319</link>
      <description><![CDATA[This paper presents the first results of research on aggregate interlock in asphaltic concrete.  First, the occurring mechanisms of this phenomenon are discussed.  Based on this the elementary stiffness matrix is presented, which is necessary for the description of the locking of cracks in a finite element model.  In order to obtain data for this stiffness matrix a test set-up was developed, which is described.  From monotonic tests on a gravel asphaltic concrete mix 4/16 it was concluded, that the normal stress at a crack has a significant effect on both shear strength and shear stiffness.  The rate effect on these parameters is less pronounced.  A load controlled cyclic test showed that the shear stiffness until failure of the test specimen gradually decreases, and that the initial crack width increases.  For the covering abstract of the conference see IRRD 867688.]]></description>
      <pubDate>Wed, 08 Mar 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/415319</guid>
    </item>
    <item>
      <title>FACTORS AFFECTING DETERIORATION OF TRANSVERSE CRACKS IN JOINTED REINFORCED CONCRETE PAVEMENTS</title>
      <link>https://trid.trb.org/View/365502</link>
      <description><![CDATA[Jointed reinforced concrete pavement (JRCP) develops transverse cracks as the drying and thermal shrinkage of the concrete is resisted by friction with the supporting layers. These cracks deteriorate with time and traffic because of loss of load transfer capacity.  However, rapid deterioration of these cracks has been observed on some recently constructed projects.  This rapid crack deterioration leads to accelerated maintenance requirements and shortened service lives.  A synthesis of factors that may reduce aggregate interlock load transfer is presented, and research efforts currently under way at Michigan State University aimed at evaluating the relative effects of several of these factors on transverse crack deterioration in JRCP are described.  The ongoing work involves the collection and analysis of load transfer data from the testing of a series of large-scale pavement test specimens that are subjected to repeated applications of loads simulating the passage of heavy-truck traffic.  The test variables selected for the study include type of coarse aggregate (virgin, recycled, and blend), source of coarse aggregate, foundation support, reinforcing steel quantity and type, and amount of slab tension.]]></description>
      <pubDate>Thu, 30 Apr 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365502</guid>
    </item>
    <item>
      <title>AGGREGATE INTERLOCK IN HIGH STRENGTH REINFORCED CONCRETE BEAMS</title>
      <link>https://trid.trb.org/View/295393</link>
      <description><![CDATA[Tests are reported on aggregate interlock in reinforced concrete beams which have web reinforcement and are made of high strength concrete.  High strength concrete is here defined as concrete which has a strength in excess of 6000 lbf/sq in (41 n/sq mm).  The various mechanisms that contribute to shear in reinforced concrete beams are discussed in relation to the effect high strength concrete has on these mechanisms.  These test results show that the contribution of aggregate interlock to beams made of high strength concrete decreases significantly as the concrete compressive strength increases.  Conversely, the contribution of the dowel action increases while that of the concrete in the compression zone remains fairly constant as the concrete compressive strength increases.(a)]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/295393</guid>
    </item>
    <item>
      <title>LOAD TRANSFER AT JOINTS IN AN UNREINFORCED CONCRETE PAVEMENT</title>
      <link>https://trid.trb.org/View/194788</link>
      <description><![CDATA[Four ways are described by which a sound load transfer at joints can be achieved, namely: (1) aggregate interlocking; (2) dowels; (3) profiling of both joint sides and (4) roadbase stabilization.  A revision of Teller and Sutherland's formula for the load transfer effectiveness of joints, in order to incorporate the decrease of the effectiveness in time, is derived.  (TRRL)]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194788</guid>
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