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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>
    <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>Infrared Scan of Concrete Admixtures and Structural Steel Paints</title>
      <link>https://trid.trb.org/View/1118146</link>
      <description><![CDATA[This study evaluates correlation coefficients for concrete admixtures and structural steel paints by performing infrared (IR) scans using ASTM C494-05a specifications. The intent of this study is to perform a sufficient number of IR scans from different batches of the same sample as supplied by the manufacturer. These scans are then analyzed and average correlation coefficients for each sample are obtained. Each admixture and steel paint will have its own correlation coefficient as determined by the corresponding scans. The correlation coefficients will be used to quantitatively evaluate and interpret the IR scans of job samples. A total of 23 commonly used concrete admixtures by the New Jersey Department of Transportation (NJDOT) were tested. They include air-entraining agents, water-reducing agents, retarders, accelerating agents, and combinations of these agents as well as corrosion inhibitors. In addition, a total of 28 structural steel paints used by NJDOT were tested. They include primary coats, secondary coats, thin films, and resins. For concrete admixtures, the established correlation coefficients were the average values of a total of 12 scans from three different batches. For steel paints, the established correlation coefficients were the average values of a total of 6 scans from three different batches. Few field samples of concrete admixtures were tested and their scans were compared with the established correlations. The study also includes an investigation of the effect of KBr types on correlations coefficients as well the effect of drying time of air- entraining admixtures on its correlation values. The results of this study include methodology, test procedures, scan data, and correlation coefficients for quantitative assessment of the most commonly used concrete admixtures and structural steel paints on the qualified producer/supplier QPL NJDOT list.]]></description>
      <pubDate>Wed, 19 Oct 2011 12:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1118146</guid>
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    <item>
      <title>FIELD EVALUATION OF THE TEXAS SEAL COAT DESIGN METHOD</title>
      <link>https://trid.trb.org/View/266839</link>
      <description><![CDATA[The information contained in this report represents data collected on over 80 seal coats in seven districts in Texas. The sectins included variables such as a range of traffic concentration, climate and road surface conditions.  All projects used in this study were constructed in 1982 and 1983.  A preconstruction field evaluation of site involving a visual evaluation and surface texture test was performed. Specific construction data were gathered from district records which consisted of aggregate spread rates, asphalt shot rates, aggregate and asphalt sources and type. Postconstruction evaluations were conducted at intervals which allowed as many environmental cycles as possible.  The data gathered in the course of this study provide the necessary information for further design mmehtod refinement and design curve adjustments.  Included in this report is the present seal coat design method.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:13:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/266839</guid>
    </item>
    <item>
      <title>ROUTE SELECTION AND SALT MANAGEMENT IN NORTHERN IRELAND</title>
      <link>https://trid.trb.org/View/487754</link>
      <description><![CDATA[This paper describes two approaches used in the selection of salting routes.  The first approach was to establish the break-even traffic volume where the total benefit per kilometre, arising from savings in accidents and delays, equals the cost of treatment per kilometre.  The second approach was to maximise the traffic volume receiving benefit within the available budget.  A quantitive approach is outlined to calculate annual salt usage and to optimise storage requirements based on historical data, rate of spread, highway characteristics, and rate of delivery from suppliers.  The salt management arrangements include the introduction of a uniform system of salting action codes related to rates of spread.]]></description>
      <pubDate>Tue, 19 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487754</guid>
    </item>
    <item>
      <title>ZERO-VELOCITY DEICER SPREADERS CLEAR MORE ROADWAY FOR LESS</title>
      <link>https://trid.trb.org/View/452859</link>
      <description><![CDATA[Zero-velocity spreading is defined as projecting deicing material out of the rear of a truck at precisely the same speed the truck is traveling forward.  The resulting velocity of the deicing material is zero relative to the roadway, which allows the material to remain in the traffic lanes where it is effective. Zero-velocity spreading is gaining popularity as a new form of winter road maintenance because it is allowing states to save money, make the roads safer, and apply deicing materials in a more timely manner.  This article highlights the use of zero-velocity spreading in Wisconsin, Pennsylvania, and Iowa.]]></description>
      <pubDate>Mon, 15 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452859</guid>
    </item>
    <item>
      <title>A DEVICE FOR MEASURING THE RATE OF SPREAD OF COATED CHIPPINGS ON ROLLED ASPHALT</title>
      <link>https://trid.trb.org/View/94978</link>
      <description><![CDATA[THE DEVICE CONSISTS OF A SHEET-ALUMINUM TRAY, ABOUT 1/2 IN DEEP AND ONE SQUARE FOOT IN AREA, WHICH IS SECURED BY FOUR 6-IN LENGTHS OF CHAIN TO A METAL DISC HOOKED ONTO A SPECIALLY CALIBRATED SPRING BALANCE. DEVELOPMENT WAS CARRIED OUT AT THE ROAD RESEARCH LABORATORY. THE PROCEDURE CONSISTS OF LAYING THE TRAY ON THE ASPHALT IN FRONT OF THE CHIPPING SPREADER AND, WHEN THE MACHINE HAS PASSED OVER IT, THE TRAY WITH ITS QUOTA OF CHIPPINGS IS HOOKED ONTO AND LIFTED BY THE SPRING BALANCE. THIS HAS A SPECIALLY CALIBRATED SCALE FROM WHICH THE RATE OF SPREAD CAN BE READ OFF DIRECTLY IN SQUARE YARDS PER TON. THE CHIPPINGS ON THE TRAY CAN BE IMMEDIATELY RETURNED TO THE VACANT AREA ON THE ROAD BEFORE THE ROLLER TRAVERSES THAT AREA. /RRL/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/94978</guid>
    </item>
    <item>
      <title>A STUDY OF TENACITY OF AGGREGATES IN SURFACE TREATMENTS</title>
      <link>https://trid.trb.org/View/100758</link>
      <description><![CDATA[A STUDY WAS MADE TO DEVELOP A TENACITY TEST FOR MEASURING CHIP RETENTION IN SURFACE TREATMENT. A LABORATORY PROCEDURE IS DESCRIBED FOR FORMING A MONOLITHIC STRUCTURE ON THE SURFACE OF A SIMULATED ROADBED MADE UP ON A METAL PANEL. THE AGGREGATE CHIPS WERE ENCAPSULATED ON THE SURFACE SO THAT THE ENTIRE MASS COULD BE PULLED AWAY FROM THE ROADBED AND THE STRENGTH OF THE BOND BETWEEN THE AGGREGATE AND THE ROADBED DETERMINED. TO KEEP EXPERIMENTAL WORK TO A MINIMUM THE NUMBER OF VARIABLES STUDIED HAVE BEEN LIMITED TO AGGREGATE AND ASPHALT SPREAD QUANTITY, THE TYPE, SIZE AND SIZE DISTRIBUTION OF THE AGGREGATE, AND CONSISTENCY OF THE ASPHALT. RESULTS COVER A NUMBER OF THESE VARIABLES BUT ARE NOT A COMPLETE SURVEY OF ALL OF THEM. TO REDUCE VARIABILITY OF RESULTS, TEST PROCEDURES WERE STANDARDIZED CAREFULLY AND ENOUGH SAMPLES WERE TESTED SO THAT STATISTICAL METHODS COULD BE USED WITH CONFIDENCE. ADDITIONAL VARIABLES STUDIED BY STATISTICAL TECHNIQUES INCLUDE' /A/ EFFECT OF MOISTURE AND DUST IN THE AGGREGATE, /B/ DIFFERENT OPERATORS, AND /C/ THE EFFECT OF AGING BEFORE TESTING. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100758</guid>
    </item>
    <item>
      <title>ASPHALT RATE OF SPREAD MEASUREMENT DEVICE</title>
      <link>https://trid.trb.org/View/96875</link>
      <description><![CDATA[THIS NEW DEVICE, BASED ON A DESIGN BY MR. W.L. RUSSELL OF THE ROAD RESEARCH LABORATORY, CONSISTS OF A SHALLOW METAL TRAY, SECURED BY FOUR SHORT LENGTHS OF CHAIN TERMINATING IN A RING WHICH MAY BE PLACED OVER THE HOOK OF A SPECIAL SPRING BALANCE. THE BALANCE IS CALIBRATED TO GIVE THE COVERAGE IN SQ. YDS/TON OF THE ASPHALT BEING LAID. THE TRAY IS PLACED IN THE PATH OF THE ASPHALT SPREADER AND AFTER THE LATTER HAS PASSED OVER, IS CONNECTED TO THE BALANCE AND THE COVERAGE READ OFF ON THE SCALE. THE DEVICE ENSURES THE SPECIFIED RATE OF ASPHALT IS BEING LAID, AND NOT A LIGHTER RATE WHICH MIGHT RESULT IN AN INADEQUATE SKID-RESISTANT SURFACE FOR HIGH- SPEED VEHICLES.]]></description>
      <pubDate>Thu, 14 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96875</guid>
    </item>
    <item>
      <title>MAINTENANCE OF ROADS AND ROAD FURNITURE-GREAT BRITAIN</title>
      <link>https://trid.trb.org/View/110621</link>
      <description><![CDATA[THREE ASPECTS CONCERNING THE MAINTENANCE OF CARRIAGEWAYS ARE CONSIDERED: (1) THE MEANS OF OVERCOMING BLACK ICE, FROST, AND SNOW USING CALCIUM CHLORIDE INSTEAD OF SAND AND GRAVEL SPECIFYING TWO RATES OF SPREAD, THE FIRST AS A PREVENTIVE MEASURE AND THE SECOND FOR MELTING, (2) THE TYPE OF SNOW FENCE, AND (3) ELECTRIC HEATING OF SURFACINGS AND BRIDGE DECKS. /AUTHOR/]]></description>
      <pubDate>Fri, 13 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110621</guid>
    </item>
    <item>
      <title>RATES OF SPREAD AND SPRAY IN BITUMINOUS SURFACE DRESSING OF ROADS</title>
      <link>https://trid.trb.org/View/100966</link>
      <description><![CDATA[THIS ARTICLE CONTAINS A DESIGN METHOD FOR SURFACE TREATMENTS DEVELOPED FOR USE IN SOUTH AFRICA. IT IS REPORTED TO BE A FAST, EASY, AND ECONOMICAL METHOD OF DESIGN. BASICALLY, A PAN, SIMILAR TO A TEST BOARD, IS USED TO OBTAIN THE QUANTITY OF AGGREGATE. THE AGGREGATE, INSTEAD OF BEING WEIGHED, IS PASSED INTO A CYLINDER AND THE AGGREGATE SPREAD RATIO IS DETERMINED DIRECTLY BY READING A GRADUATED DIPSTICK. THUS, THE AGGREGATE SHAPE IS TAKEN INTO ACCOUNT AUTOMATICALLY. A NOMOGRAPH IS ALSO GIVEN FOR USE IN DETERMINING THE BINDER REQUIREMENT. /AUTHOR/]]></description>
      <pubDate>Fri, 06 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100966</guid>
    </item>
    <item>
      <title>MINERALOGY OF AGGREGATES IN RELATION TO THE FRICTIONAL PERFORMANCE OF SEAL COAT PAVEMENT OVERLAYS: A PETROGRAPHIC STUDY</title>
      <link>https://trid.trb.org/View/389606</link>
      <description><![CDATA[A petrographic study was conducted to identify the mineralogical and textural properties of aggregates that may influence the frictional performance of seal coat pavement overlays constructed with these aggregates.  Twenty aggregate samples were petrographically examined, and their performance in seal coat overlays was monitored over about 4 years.  The petrographic and field results were used to formulate a probabilistic prediction model describing field performance. Statistically significant petrographic variables included the percentage of grain-supported texture particles, the amounts of dolomitic and other carbonate grains in aggregate particles, the percentage of noncarbonate matrix in particles, and the level of prevailing void content.  A construction-related variable, the design spreading rate of aggregate particles, also showed significance in explaining some of the observed variation in frictional performance.]]></description>
      <pubDate>Mon, 04 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/389606</guid>
    </item>
    <item>
      <title>MAJOR FACTORS EXPLAINING PERFORMANCE VARIABILITY OF SEAL COAT PAVEMENT REHABILITATION OVERLAYS</title>
      <link>https://trid.trb.org/View/382543</link>
      <description><![CDATA[A statistical experiment was conducted with the objective of identifying the role of certain factors in explaining the performance variability of seal coat pavement surfaces. Considered factors included the type and properties of the aggregate used in a seal coat surface, the designed construction rate at which the aggregate was spread, and the climatic region in which the highway section was placed.  A graphical examination of the effect of each of the considered variables was performed.  This examination was followed by statistically testing the significance of the observed effects.  A performance model was then formulated, and the usefulness of the model was demonstrated.]]></description>
      <pubDate>Tue, 28 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/382543</guid>
    </item>
    <item>
      <title>ANTI-ICING ACTIVITIES IN FINLAND: FIELD TESTS WITH LIQUID AND PREWETTED CHEMICALS</title>
      <link>https://trid.trb.org/View/379630</link>
      <description><![CDATA[Preventive ice control methods were discussed and even promoted in the 1970s in Finland.  Because of bad results, such practice did not become generally used.  At the end of the 1980s, the liquid and prewetted salting methods were introduced in Finland; these methods made preventive ice control feasible.  In field studies preventive methods were tested in practice using liquid NaCl (23 to 25%).  Salt residues were measured after the applications with Sobo 20 to find out how long the residues are effective on the roadways.  The tests included a comparison between liquid NaCl and liquid CaCl2 (at 32%).  The spreading patterns were studied with prewetted salt at different rates of application and at different spreading speeds.  A few anti-icing tests conformed to each other:  preventive treatment was successful.  In the residues, there was no difference between how well the NaCl and CaCl2 stayed on the roadways.  Quite often the salt residues diminished more during the first 200 vehicles than afterward.  It is recommended to treat the most heavily trafficked highways with liquid salt preventively, when the road is expected to freeze.  Spreading patterns were found to be at their best when the spreading width for a road 7 m (23 ft) wide is less than 5 m (about 16 ft)--3 to 4 m is good--and the speed is not more than 30 to 40 km/hr (19 to 25 mph).  If these limits are exceeded, more salt is wasted to the slopes.  Six road master districts were involved in these tests, all of which were executed on trafficked highways.]]></description>
      <pubDate>Fri, 03 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/379630</guid>
    </item>
    <item>
      <title>EVALUATION OF ASPHALT EMULSION SURFACE TREATMENT CHARACTERISTICS AND PERFORMANCE. FINAL REPORT ON TRANSPORTATION RESEARCH PROJECT NO. 65</title>
      <link>https://trid.trb.org/View/285632</link>
      <description><![CDATA[A methodology for evaluating the characteristics and performance of asphalt emulsion seal coats in the laboratory has been developed.  A relationship between the aggregate spread modulus and the ratio of aggregate and asphalt application rates to obtain optimum performnce was developed.  The results of the 20 month long investigation were based on sampling and testing of the in-place seal coat and its emulsion residue and aggregate components.  The performance of each seal coat project was determined by use of an accelerated wear device.  Better embedment of aggregate was obtained on the seal coat projects where steel wheel rollers were used in conjunction with pneumatic tire rollers.]]></description>
      <pubDate>Sat, 31 Oct 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/285632</guid>
    </item>
    <item>
      <title>ASPHALT SURFACE TREATMENT AND SEALING PARAMETERS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/285636</link>
      <description><![CDATA[Aggregate loss in asphalt surface treatments has been a major problem in Alaska.  A study completed in 1982 entitled "Performance of Bituminous Surface Treatments" recommended specification changes.  Most important of these was the adoption of the McLeod design method and limiting the construction season.  The project reviewed these recommendations by constructing test sections.  The McLeod design method provides an excellant starting point for asphalt and aggregate spread rates.  It is further recommended that the percent passing the No. 200 sieve be reduced to 0.5 percent.  A survey of seal coating practices and philosophies was also made.  Most states feel that surface sealing is economically desirable.  Maintenance funds are normally used.]]></description>
      <pubDate>Sat, 31 Oct 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/285636</guid>
    </item>
    <item>
      <title>FIRES IN PUBLIC SERVICE VEHICLES IN THE UNITED KINGDOM</title>
      <link>https://trid.trb.org/View/174059</link>
      <description><![CDATA[Past records show that fires in public service vehicles (PSY's) in the United Kingdom result in few injuries per year.  In apparent contradictions of this, there is evidence to suggest that the time it takes for fire to spread through a PSV can be short and can be considerably exceeded by occupant evacuation times via emergency exits. The characteristics of rapid flame spread and slow evacuation times are related to the possibility of a catastrophic collision between a PSV and a potentially high-risk vehicle such as a petrol tanker.  Although fire-retarding materials are being used in PSV's, it is doubtful if these will ultimately prevent extensive injuries in an accident of this nature, and the solution seems to hinge on the design of such vehicles as tankers.  The cost of a multi-vehicle garage fire is discussed and the importance of garage design in addition to vehicle design is considered.(a) (TRRL)]]></description>
      <pubDate>Tue, 30 Mar 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174059</guid>
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