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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>Milling Machine Maintenance Pays Big Dividends</title>
      <link>https://trid.trb.org/View/792664</link>
      <description><![CDATA[Pavement milling machines are designed to work under tough conditions.  Although these machines are simple to run, they can be difficult to maintain.  This article describes the maintenance needs of milling machines and discusses how contractors can get maximum performance out of their equipment.  Contractors should clean, lubricate and inspect their machines at the end of each day.  By inspecting machines at the end of the day, most repair issues can be rectified before the morning shift.  The cutter drum, which can house more than 180 cutting tools that cut through the asphalt, is most prone to damage and thus requires the most maintenance attention.   To ensure optimal performance from a milling machine, broken tools and torn belts and track pads should be identified and replaced immediately.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:09:11 GMT</pubDate>
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      <title>INNOVATIONS IN THE FIELD OF SHIPBUILDING TECHNIQUES</title>
      <link>https://trid.trb.org/View/403398</link>
      <description><![CDATA[Several inventions that are related to the building-slip stage of the ship construction process are introduced. The first involves portable machine tools developed for the purpose of minimizing tool misalignment after boring. Also described are tool and shaft misalignment compensators that simplify and reduce the cost of shaft line installation. A portable milling machine with a special machine tool is recommended for machining ship seatings, especially large seats located on structures made of lightweight alloys. A procedure for monitoring the planeness of seats through the use of a straightedge is explained. Lastly, special caps have been developed for the temporary sealing of flangeless pipes made from any material during hydraulic testing at pressures up to 60 MPa.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
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      <title>THREE ROADS REHABILITATED FOR THE PRICE OF TWO</title>
      <link>https://trid.trb.org/View/290559</link>
      <description><![CDATA[This article discusses the new and innovative road and street repair program being conducted in District 1 of Dallas County, Texas.  Having the county coordinate this work has proven cost effective as opposed to each town in the district trying to do pavement maintenance on its own. The county purchased a cold milling machine in 1987.  The use of this machine on a project in the city of Carrollton is examined as an example of the cost savings that can be achieved through in-place recycling made possible by utilizing county services.]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
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      <title>PAVEMENT RECYCLING USING A HEAVY BULLDOZER MOUNTED PULVERIZER</title>
      <link>https://trid.trb.org/View/57844</link>
      <description><![CDATA[Recycling of paving materials is gaining acceptance as a means of savings in pavement reconstruction or rehabilitation. The need to conserve natural resources and increasing costs of select virgin materials have made recycling pavements economically attractive. Pavements that currently have low serviceability indices due to surface irregularities such as cracks, bumps, spalling, potholes, etc., may be broken up to meet specified granular base course gradation requirements and reused as a base for the new surface. CRREL developed a permafrost excavating attachment for heavy bulldozers and a prototype test rig was constructed. Tests were conducted on frozen soils, gravels, and ledge. In September 1976, this rig was used to pulverize a flexible street pavement in Hanover, N.H., and highway pavement test sections at a CRREL test facility. IThe resultant processed material met Corps of Engineers base course gradation requirements. The machine can process 120 square ft of pavement structure per minute to a depth of 12 inches. The most uniformly graded material was obtained at a drum speed of 15 revolutions per minute. Once the pavement is broken down from the solid mass (asphalt concrete pavement), the machine does not further break down or pulverize the aggregate. A minor amount of dust was evident during the operations.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
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      <title>WIRTGEN MILLING MACHINE</title>
      <link>https://trid.trb.org/View/28248</link>
      <description><![CDATA[A demonstration was held to test the ability of the Wirtgen Milling Machine to improve the riding surface and eliminate the hazardous ponding of water on a 1.7 mile section of the two north-bound lanes of U.S. Route 1, a four lane divided facility south of New Brunswick, New Jersey.  The existing lanes had depressions in the wheelpaths of up to 1-1/2 inches and rutting of up to 3/4 inch on the outside lane. The milling machine used was capable of planning off asphalt 12 feet wide and up to 1-1/2 inches deep.  The pavement was heated ahead of the operation, but only to about 120 to 150 degrees F. or just high enough to raise the temperature at the cutting surface to approximately 20 degrees over the ambient air temperature.  The roadway was milled in two passes, with no material cut from the inside of the passing lane on the first pass to a maximum cut of 3/4 inch between wheel paths.  The second pass matched the elevation of the previous milled surface on the inside with maximum cuts of approximately 2 inches on the outside edge which extended 2 feet into the shoulder.  The milling machine left a clear uniform vertical edge at the outside limits of the removal area which facilitates forming a smooth joint with the overlay material and left a feathered edge on the passing lane.  The speed of the milling machine varies according to the depth of cut and thehardness of aggregate in the asphalt which in this case was traprock (basalt).  The equipment progressed at about 30 to 35 feet per minute on the first pass (3-1/2 hours for 1.7 miles) and at 8 to 12 feet per minute on the outside lane.  The material was windrowed behind the unit to be picked up, hauled away, and used on another location.  The pavement was then swept with broom sweepers, traffic lines were applied, and the entire roadway was open to traffic at the end of each working day.  An overaly was provided on this section 5 weeks after the milling operation.  Tests conducted with a Mays Ride Meter yielded the following results, before miling 174.8 inches/mile; Milled surface 69.8 inches/mile; After overlay 34.0 inches/mile.  The end result of the milling operation is good riding surface which, in this case, was practically undisturbed.  There was a slight cracking of some of the aggregate but no tearing of aggregate from the surface, no bleeding, and other problems which cause the surface to be unsuitable for immediate use by traffic.  /HRIS/]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
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