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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>LABORATORY DEVELOPMENT OF THIRD/FOURTH GENERATION SULPHLEX BINDERS</title>
      <link>https://trid.trb.org/View/472780</link>
      <description><![CDATA[This report presents the findings of a 2-year, multitask study to provide a new generation of Sulphlex binders with enhanced low-temperature fracture resistance.  The initial phases of the program dealt with the preparation and base-line characterization of Sulphlex 233 and 198, First and Second Generation Sulphlex, respectively, considered the more promising of a broad series of formulations developed under earlier Federal Highway Administration programs.  These binders were prepared individually and blended at ratios of 50/50 and 75/25 (198/233) and designated as Third Generation Sulphlex.  The former was prepared by directly blending the two binders as well as by a one-pot synthesis.  These binders were subjected to a series of screening tests including (a) Penetration @ 25 deg C, (b) Viscosity @ 135 deg C, (c) Specific Gravity, (d) Solubility in CHCl3, (e) Storage Stability, and (f) Glass Transition temperature.  A "new and improved" Sulphlex binder designated as Fourth Generation was formulated utilizing the rationale derived from the earlier systems.  Sulphlex mixtures along with a control using an AC-20 asphalt were prepared using a crushed limestone aggregate and tested in accordance with Asphalt Aggregate Mixture Analysis System (AAMAS), American Association of State Highway and Transportation Officials (AASHTO), Strategic Highway Research Program (SHRP or Superpave), and Viscoelastic Systems (VESYS) procedures including (a) Indirect Tension, (b) Diametral Resilient Modulus, (c) IDT Creep, (d) Compressive Creep, (e) Unconfined Compression, (f) Repeated Load Permanent Deformation, and (g) Aging using Resilient Modulus.  A set of generic manufacturing plans and procedures were generated for the production of Sulphlex in sufficient quantity to satisfy the requirements of an hypothetical test road section.]]></description>
      <pubDate>Fri, 27 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472780</guid>
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      <title>MODULUS PROPERTIES OF PLASTICIZED SULFUR MIXTURES</title>
      <link>https://trid.trb.org/View/365874</link>
      <description><![CDATA[Plasticized sulfur is a total replacement for asphalt cement.  As a result, the potential for using plasticized sulfur in lieu of asphalt cement in paving mixtures is attractive in this day of capricious supply and pricing of petroleum products.  The modulus properties of selected plasticized sulfur mixtures were studied.  The plasticized sulfur binders consist of about 70% elemental sulfur and 30% of a combination of hydrocarbons that chemically react with molten sulfur.  The results of modulus characterization include resilient modulus, creep stiffness, dynamic modulus, flexural modulus, and relaxation modulus.  They also include a comparison with asphalt cement modular properties.  The study concluded that plasticized sulfur mixtures exhibit similar modulus properties and are stiffer than asphalt concrete.  They also exhibit well-defined viscoelastic response at higher temperatures.  These conclusions were consistently substantiated by each of the moduli evaluated.]]></description>
      <pubDate>Sun, 31 May 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365874</guid>
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    <item>
      <title>LOW COST PAVEMENT MARKING MATERIALS BASED ON PLASTICIZED SULFUR</title>
      <link>https://trid.trb.org/View/176690</link>
      <description><![CDATA[This research project was undertaken to develop a practical pavement marking material at a significantly lower unit cost based on plasticized sulfur with performance equal to or better than rapid-dry traffic paint.  A yellow formulation was developed and taken through pilot tests and large scale field tests in Texas and Colorado.  A white formulation was developed but, it failed to meet the white color standards.  The yellow formulation: uses an organic pigment rather than lead chromate which has toxic properties; is more durable than conventional rapid dry traffic marking paint; adheres equally well to both PCC and AC pavements; is virtually smokeless on application and is nonpolluting (100 percent solids system that contains no solvent); conserves energy in that it contains no solvent and very little organic material in the binder; and can be applied at 300F with conventional hot spray equipment.  (FHWA)]]></description>
      <pubDate>Tue, 30 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/176690</guid>
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      <title>PROCESS DESIGN FOR SULPHLEX (TRADE NAME) BINDERS. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/279681</link>
      <description><![CDATA[The report summarizes the content of the slightly lengthier Report No. FHWA/RD-86/149 dealing with the development of an economically viable process for producing Sulphlex, a tried and true "heir-apparent" to asphalt when the occasion warrants its use as a binder in pavement construction.]]></description>
      <pubDate>Thu, 30 Jun 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/279681</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A SECOND GENERATION OF PLASTICIZED SULFUR (SULPHLEX) BINDER</title>
      <link>https://trid.trb.org/View/284305</link>
      <description><![CDATA[Plasticized sulfur binders are an alternative to asphalt concrete.  Researchers at Texas A&M University and Matrecon, Inc., have studied plasticized sulfur binders for 5 years from both a chemical and an engineering viewpoint.  Part of their research has been aimed at the development of a second generation of binders with improved low-temperature properties.  Two second-generation plasticized sulfur formulations were identified as possessing low-temperature engineering properties that are much improved over the first-generation formulations.  The J-integral, a measure of the energy required to induce crack growth, was found to be an excellent and sensitive parameter by which to evaluate the low-temperature fracture susceptibility of the plasticized sulfur binders.  A strong relationship was found between the critical energy required to indicate crack growth, J sub IC, and the glass transition temperature of the plasticized sulfur binders.  The second-generation binders presented are evaluated based on creep compliance, controlled stress and controlled displacement fatigue, glass transition temperature, and the J sub IC.]]></description>
      <pubDate>Mon, 31 Aug 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/284305</guid>
    </item>
    <item>
      <title>SECOND GENERATION SULPHLEX BINDERS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/273748</link>
      <description><![CDATA[The work of Southwest Research Institute was reviewed and the most promising first generation Sulphlex binders produced in 25 gallon batches and tested for engineering mixture properties.  Second generation Sulphlexes were developed with improved hot climate rutting resistance and cold climate fatigue resistance.  To provide the necessary substantiating technology required for the preparation and quality assurance of plasticized sulfur binders, specifications for production and product purity were developed.  Ninety-nine different Sulphlex formulations were produced and screened for chemical stability, physical properties and completeness of reaction.  Of all the binders studied, four were selected which provide a wide range of acceptable behavior under specific climatic and loading conditions.  Fracture mechanics was used extensively to evaluate low temperature fracture toughness and controlled displacement fatigue resistance.  The use of fracture mechanics techniques coupled with the determination of glass transition temperature using the dilatometer and Differential Scanning Calorimetry (DSC) were indispensible tools in evaluating low temperature fracture potential. Five categories of second generation Sulphlexes were identified to be worthy of extended research: (1) low sulfur mixtures, and Sulphlex with the reactants, (2) p-vinyl toluene, (3) 1, 4, hexadiene, (4) internal olefins and (5) dicyclopentadiene oligomer.]]></description>
      <pubDate>Sat, 31 Jan 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/273748</guid>
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    <item>
      <title>CHEMICAL CHARACTERIZATION OF SULPHLEX BINDERS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/273784</link>
      <description><![CDATA[Chemically-modified (plasticized) sulfurs based on a single formulation have been studied with respect to methods of characterization, characteristics and properties, process variables, quality control in preparation, control in use, and analysis on aging.  The basic formulation, Sulphlex-233, in parts by weight was:  70 sulfur, 12 dicyclopentadiene, 10 dipentene, and 8 vinyl toluene; all raw materials were the highest purity commercially available.  In addition to standard asphalt penetration and viscosity tests, the following tests were found useful in characterizing the material:  total sulfur, free sulfur content either by thin-layer chromatography or gel permeation chromatography (GPC), molecular weight by GPC, and thermal analysis to assess thermal stability and tendency to crystallize. Chemically-modified sulfur made to this basic formulation at 160 deg C is of relatively low molecular weight, approximately 600, and made of only a few molecular species. On exposure to temperatures higher than 100 deg C, chemically-modified sulfur hardens through loss of volatiles and its molecular weight increases; at ambient temperatures it hardens by sulfur crystallization.  Time, temperature, raw material purity, and reactant ratio must be tightly controlled in order to make reprducible batches of this material. Chemically-modified sulfur can effectively be extracted from aggregate with thiophene.  Recovery of extracted plasticized sulfur appears feasible but purer thiophene is needed than that available for this study.  The engineering characterization of these materials is presented in a companion report (FHWA/RD-85/032).]]></description>
      <pubDate>Sat, 31 Jan 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/273784</guid>
    </item>
    <item>
      <title>ENGINEERING PROPERTIES OF FIRST GENERATION PLASTICIZED SULFUR BINDERS AND LOW TEMPERATURE FRACTURE EVALUATION OF PLASTICIZED SULFUR PAVING MIXTURES</title>
      <link>https://trid.trb.org/View/276659</link>
      <description><![CDATA[The low temperature fracture potential, fatigue potential, and deformation characteristics of first generation plasticized sulfur binders in paving mixtures are discussed. Fracture mechanics techniques were used in the characterization of these materials. Recommendations, based on properties of first generation materials, for improvement of the engineering behavior of second generation plasticized sulfur binders in paving mixtures are presented. Plasticized sulfur binders are promising new materials; however, low temperature fracture sensitivity is a problem that must be overcome before these binders can be used in cold climates or regions susceptible to rapid temperature drops. Rheological testing has illustrated the temperature sensitivity of plasticized sulfur binders and the need to consider this sensitivity in design applications. The fracture mechanics techniques and parameters defined and discussed in this paper are recommended as criteria to be used in the development of plasticized sulfur mixtures with improved low temperature fatigue fracture properties.]]></description>
      <pubDate>Fri, 31 Oct 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/276659</guid>
    </item>
    <item>
      <title>MODEL FOR TENSILE FRACTURE OF CONCRETE AT HIGH RATES OF LOADING</title>
      <link>https://trid.trb.org/View/210992</link>
      <description><![CDATA[Mechanisms of tensile fracture of concrete are described and a model is developed for an idealized material.  The amount of simultaneous cracking and the path of each crack depend on the rate of stressing.  The fracture energy and the tensile strength have been determined as functions of the rate of loading.  The results of earlier experiments on concrete under impact tensile loading can be explained by this model.  (Author/TRRL)]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210992</guid>
    </item>
    <item>
      <title>A SULPHLEX MIXTURE DESIGN METHOD BASED ON THE INDIRECT TENSILE TEST</title>
      <link>https://trid.trb.org/View/210088</link>
      <description><![CDATA[A method of designing Sulphlex mixtures was developed based on the indirect tension test.  The design procedure allows prediction of paving mix performance from the ultimate tensile properties.  These properties were found to be sensitive to binder content variation.  The toughness of Sulphlex and asphalt concrete mixes was shown to reach a well-defined peak, which corresponds very closely to the optimum binder content.  The vaiation of toughness with changes in aggregate angularity, temperature, and rate of loading was examined.  A more detailed analysis of mixture performance was based on the failure envelope.  The concept of a window on the failure stress-strain plot formed by boundary curves representing types of pavement distress was developed.  Boundary curves were established for the permanent deforamtion and thermal cracking modes of failure. A method of estimating the fatigue life of paving mixture was based on the relationship between resilient modulus and temperature using the conventional approach of analyzing fatigue data.  The procedure for optimizing a mixture design was outlined, and an example is included.]]></description>
      <pubDate>Sun, 30 Dec 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210088</guid>
    </item>
    <item>
      <title>USING CHEMICALLY MODIFIED SULFUR AS A JOINT SEALANT</title>
      <link>https://trid.trb.org/View/171759</link>
      <description><![CDATA[A study was made to determine if it were reasonable to expect that Sulphlex-like pavement sealants could be developed within the bounds of an economically justifiable research effort. The properties of commercially acceptable sealants were investigated by performing tests and reviewing specifications used by major design and construction agencies. These properties were compared with the characteristics of modified sulfur formulations developed during a previous research project and during subsequent research work sponsored by the Southwest Research Institute. The findings were as follows: 1. Asphalt alone is a less than desirable pavement sealant. 2. Since Sulphlex was developed to be as much like asphalt as possbile, the existing formulations are not excellent sealants. They do have characteristics of many of the asphalt-based sealants on the market, however. 3. To obtain a good quality pavement sealant from plasticized sulfur, it will be necessary to develop new formulations which bond well to PCC and asphaltic cement surfaces, and which maintain a nonflowing elastic surface at temperatures between minus 20 deg F and 140 deg F ( minus 29 deg C and 60 deg C). This appears to be possible by optimizing proportions of available plasticizers and fibers. (FHWA)]]></description>
      <pubDate>Sat, 27 Feb 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171759</guid>
    </item>
    <item>
      <title>USE OF PLASTICIZED SULPHUR BINDERS IN FLEXIBLE AND RIGID PAVEMENTS</title>
      <link>https://trid.trb.org/View/172668</link>
      <description><![CDATA[The paper reports the research on design and characterization of paving mixtures based on plasticized sulfur binders.  The work centers on using plasticized sulfur (Sulphlex) as a binder like asphalt in flexible pavements and like portland cement in rigid pavements.]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172668</guid>
    </item>
    <item>
      <title>SULPHLEX: THE TEXAS EXPERIMENTS</title>
      <link>https://trid.trb.org/View/172656</link>
      <description><![CDATA[Sulphlex is a plasticized, stabilized polymeric sulphur paving material developed by the Southwest Research Institute as a potential asphalt substitute sulphlex binders typically have viscosity curves similar to those of asphalt but guite distinct from those of elemental suplhur. The Texas Department of Highways and Transportation selected a length of Loop 1604 in the northwest part of Bexar County as the site of a research test section in order to find out how Sulphlex-based pavements would hold up under actual traffic conditions. This article describes the laying of the test section in August 1980 with emphasis on some of the problems encountered (most notably, the need to protect personnel sulphur dioxide emissions from the mixing plant).]]></description>
      <pubDate>Mon, 23 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172656</guid>
    </item>
    <item>
      <title>SULFUR CONCRETE OFFERS CORROSION RESISTANCE</title>
      <link>https://trid.trb.org/View/160485</link>
      <description><![CDATA[A mixture of sulfur, plasticizer, and mineral aggregates that holds up under several corrosive conditions has been developed as a result of the US Bureau of Mines sulfur utilization program.  A sulphur concrete tank used to store an extremely corrosive acidic leaching solution showed no signs of damage after 16 months.  Sulfur concrete test slabs exposed to high concentrations of sulfuric acid for two years showed no signs of corrosion while slabs of portland cement concrete had virtually disintegrated.  Because it resists attack by chloride ions and absorbs very little moisture (0.05 percent or less), the mix is highly resistent to salt water, thus lending itself to marine applications. Several saving tests in progress suggest it may provide a high-quality paving surface without the use of petroleum-based asphalt.  Sulphex, a plasticized sulfur compound being texted by Southwest Research Institute, can be formulated to resemble either flexible asphalt or rigid concrete pavements.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160485</guid>
    </item>
    <item>
      <title>SULFUR PAVING MATERIAL BEGINS ROAD TEST</title>
      <link>https://trid.trb.org/View/86221</link>
      <description><![CDATA[The Southwest Research Institute (San Antonio) completed installation of an 800-foot-long test pavement using Sulphlex plasticized sulfur binders.  Tests will be conducted to determine such characteristics as skid resistance, deflection, voids, resilient modulus, smoothness and texture.  Sulphlex binders are made by reacting elemental sulfur with chemical modifiers at high temperature.  These binders, which represent a family of materials involving 10 or 15 different chemicals, can be made to provide rigid, flexible or intermediate type pavements.  The test pavement utilized 3 binder formulations that varied in color from brown for rigid material to black for flexible.  The institute projects a materials cost of $70 per ton for the brown, rigid formulation, although actual cost, buying in 55-gal-drum was $131.  Although the brown formulation provides a paving similar in rigidity to concrete it does not require construction methods such as forms.  It can be installed like asphalt paving, since only over time does it become hard.]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86221</guid>
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