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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Highly Modified Asphalt Binder for Asphalt Crack Relief Mix</title>
      <link>https://trid.trb.org/View/1485027</link>
      <description><![CDATA[Reflective cracking is a common issue with respect to rehabilitated asphalt pavements, especially when the rehabilitation is done by applying a hot-mix asphalt overlay on the existing damaged pavement. Several approaches can be adopted to delay reflective cracking. They include an increase of the overlay thickness and the use of a stress relief asphalt mixture (SRAM), which is a fine-graded, flexible, and thin asphalt interlayer. Because the efficiency of a SRAM is highly related to the properties of the asphalt binder used in the mixture, it is of interest to use a highly modified asphalt (HiMA) binder. This paper describes a field test comprising three sections at BR-116 (a heavily trafficked highway in Brazil). One of the rehabilitation strategies used for a cracked asphalt pavement was a 2.5-cm SRAM (produced with a HiMA binder) and 5-cm styrene–butadiene–styrene  (SBS)  hot-mix asphalt  (HMA).  The other two strategies were to apply SBS HMA overlays of different thicknesses (7.5 cm and 10.5 cm). The aim was to evaluate and compare the capability of these solutions to control reflective cracking. Rheological properties and multiple stress creep and recovery tests were performed on the asphalt binders, and the semicircular bending test was performed on the asphalt mixtures. The surface conditions were monitored, and the results for each section were compared. After a 29-month period, the section that  received the interlayer had the lowest cracked area and showed better resistance than the overlays did to reflective cracking and better maintenance of the original thickness of the pavement.]]></description>
      <pubDate>Thu, 05 Oct 2017 11:49:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1485027</guid>
    </item>
    <item>
      <title>Assessment of Composite Pavement Performance by Survival Analysis</title>
      <link>https://trid.trb.org/View/1353225</link>
      <description><![CDATA[The main objective of this paper is to identify the most appropriate rehabilitation method for composite pavements and to evaluate the influence of different factors for the reflective crack development in composite pavement by survival analysis. Four composite pavement rehabilitation methods are evaluated: mill and fill, overlay, heater scarification, and rubblization. Survival analysis is used to evaluate the four methods using three pavement performance indicators: reflective cracking, international roughness index (IRI), and pavement condition index (PCI). Rubblization can significantly retard reflective cracking development compared with the other three methods. No significant difference for PCI is seen in the survival analysis for the four rehabilitation methods. Heater scarification shows the lowest survival probability for both reflective cracking and IRI, whereas overlay results in the poorest overall pavement condition based on PCI. Parametric survival models are employed to further analyze the factors influencing reflective cracking for the four composite pavement rehabilitation methods. Traffic level is found to not be a significant factor for reflective cracking development. An increase in overlay thickness can significantly delay the propagation of reflective cracking for all treatment methods (not including rubblization). Soil types in rubblization pavement sites are assessed, and no close relationship is found between rubblized pavement performance and subgrade soil condition.]]></description>
      <pubDate>Thu, 28 May 2015 09:23:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1353225</guid>
    </item>
    <item>
      <title>Viscoelastic Response of Reflective Cracking under Dynamic Vehicle Loading in Asphalt Concrete Pavements</title>
      <link>https://trid.trb.org/View/1115603</link>
      <description><![CDATA[In order to investigate the mechanics of reflective cracking in asphalt concrete pavements under dynamic vehicle loading, a three-dimensional finite element model was created in ABAQUS. The viscoelastic behavior was described with a prony series, which was calculated through non-linear fitting to the creep test data obtained in the laboratory. Based on viscoelastic theory, fracture mechanics and dynamic finite element methods, three modes of cracking stress intensity factors were used as fracture evaluation parameters. A dynamic simplified rectangular dual wheel loading was used to simulate the vehicle loading. Finally, the mechanistic response of pavement reflective cracking under different vehicle speeds, various damping factors and different cracking lengths was analyzed. The results indicated that increasing either the vehicle speed or structural damping factor could decrease the maximum values of the fracture parameters, while the cracking length had a great effect to the variation of the stress intensity factors. The initiation and development of reflective cracking under the load path were mainly affected by mode I and II stress intensity factors, while reflective cracking along the edge of the pavement was affected primarily by mode II and III stress intensity factors. Therefore, by improving the traffic environment to enhance the vehicle speed and modifying the components of the pavement material to make the damping factor larger, the development of reflective cracking could be effectively delayed and the asphalt pavement service life extended.]]></description>
      <pubDate>Thu, 29 Nov 2012 09:00:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1115603</guid>
    </item>
    <item>
      <title>Analysis and Test Study on Reflective Cracking Prevention Based on Interface Self Absorbing Composite Intermediate Layer in Semi-Rigid Asphalt Pavement</title>
      <link>https://trid.trb.org/View/1115611</link>
      <description><![CDATA[To assess the cracking resistance effect of Interface Self Absorbing Composite (ISAC), mechanics analysis and laboratory simulation test are adopted to verify the cracking variation under the cyclic loading, and the field test method is devised to test the anti-cracking effects of intermediate layers in the engineering section. The former shows that, ISAC has a good capacity of preventing the formation and development of reflective cracking. By setting displacement-meters in joints and strain-meters at the absorbing composite (AC) bottom, the latter shows that, both the ISAC intermediate layers with polyester cloth and with fiber glass grid as the upper strain absorption layer have a consistent variation of gap opening content and good cracking resistance effects. The actual anti-cracking effect of the fiberglass grid upper layer of the ISAC layer is better than the intermediate layers with the polyester cloth. The ISAC composite interlayer can relieve efficiently the base cracking influence, which provides a practical reference for controlling reflective cracking of asphalt pavements.]]></description>
      <pubDate>Wed, 28 Nov 2012 09:31:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1115611</guid>
    </item>
    <item>
      <title>Evaluation of the Interlayer Stress-Absorbing Composite (ISAC) to Mitigate Reflective Cracking in Asphaltic Concrete Overlays</title>
      <link>https://trid.trb.org/View/1132258</link>
      <description><![CDATA[The problem of reflective cracking through an asphaltic pavement overlay results in high maintenance costs and rough rides to the driving public. In this experimental project, a product called the Interlayer Stress-Absorbing Composite (ISAC), a reflective cracking retardant, was installed and evaluated. According to the manufacturer, the ISAC will extend the life of an asphaltic overlay placed over a concrete pavement by retarding reflective cracking. The scope of this project included milling two inches from the concrete pavement and replacing it with a two-inch asphaltic overlay. The ISAC material was placed over cleaned and sealed transverse joints prior to placement of the asphaltic overlay. During placement of the overlay, directly after the hot roller finished rolling the overlay, a bump was visible along each transverse edge of the ISAC fabric. At the completion of rolling operations, the transverse bumps were only visible along one edge of the ISAC fabric. Due to the transverse bumps in the overlay, the overlay and the ISAC fabric were removed and the test section was repaved without the ISAC. The manufacturer explained that the likely cause of this problem was due to the old age of the ISAC material used. The age of the ISAC was almost three years, which caused the ISAC to wrinkle. According to the manufacturer, they usually don’t sell any of the ISAC products beyond thirty days old. Due to the removal of the ISAC system, an in-situ performance evaluation was not possible and this study was canceled. Since the material was removed, a cost analysis was not performed.]]></description>
      <pubDate>Fri, 24 Feb 2012 07:20:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1132258</guid>
    </item>
    <item>
      <title>Performance of Fiber Reinforced Polymer Patching Binder for Minimizing Reflective Cracking</title>
      <link>https://trid.trb.org/View/1110025</link>
      <description><![CDATA[Several strategies have been used for the repair of jointed concrete pavements. The primary goal of such repairs is to minimize and delay the reflective cracks through a subsequent overlay. Fiber reinforced patching binder, with or without geo-textile mats, has been used on the joints with varied success. This paper outlines four joint repair strategies, along with technical data on the patch materials and techniques. Performance was measured over the course of 7 years (many seasons and much traffic) following the final overlay of each section. The performance of each pavement is reported in terms of reflected cracks and International Roughness Index (IRI). Ride quality (RQ) is moderate to good, and there is little evidence of reflected cracks coming through. It was believed that fiber reinforced polymer patching binder is a viable option for minimizing and delaying reflective cracks. Performance history indicates that milling off prior asphalt concrete overlays is not necessary and does not improve the long-term performance.]]></description>
      <pubDate>Mon, 08 Aug 2011 14:20:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1110025</guid>
    </item>
    <item>
      <title>The Use of Fabric Reinforced Overlays to Control Reflection Cracking of Composite Pavements</title>
      <link>https://trid.trb.org/View/1105669</link>
      <description><![CDATA[Transverse joints in rigid pavements and transverse cracks in the surface of flexible pavements commonly reflect through thick bituminous concrete overlays in a short period of time. For the past several years extensive efforts have been made to prevent reflection cracks :but they have been only partially successful. One 1971 test installation showing some degree of success involved fabric reinforcement of a 1½-inch thick bituminous overlay in the vicinity of the joints on an old concrete pavement. Joint deflection studies showed that the success or failure of the reinforced overlay was related to the vertical movement of the joints. Joints showing very small differential deflections of adjoining slabs when traversed by an 18,000 lb axle load (i. e., the load transfer is approaching 100%) were successfully bridged by the fabric reinforcement. These studies have led to the conclusion that where the vertical motions of joints or cracks are minimized it should be possible to prevent reflection cracking of overlays by use of the fabric reinforcement. In the present study, fabric reinforcement has been used in an attempt to prevent reflection cracking of two bituminous concrete layers overlying an 8-inch plain (unreinforced, unjointed) concrete base, which is, in turn, underlain by a portland cement stabilized subbase material. On these pavements, it is expected that the extremely rigid base and subbase layers will reduce vertical motion to a minimum. Similar pavements constructed with no overlay reinforcement readily show reflection cracking in the bituminous layers, presumably because of horizontal, thermally induced movements of shrinkage cracks in the concrete base.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:24:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105669</guid>
    </item>
    <item>
      <title>Performance of Reflective Crack Mitigation Strategies on Cracked Flexible Pavements</title>
      <link>https://trid.trb.org/View/1093056</link>
      <description><![CDATA[This paper addresses the issue of reflective cracking in hot mix asphalt pavements, and explores three possible preventative methods, cold-in-place recycling, geosynthetic layering, and seal & coat method. Reflective cracks occur when the cracks under the overlay rapidly propagate through to the new surface. Cracking can drastically reduce the strength of pavement which in turn can reduce life of pavement and increase costs of repair. Hot mix asphalts are the most cost effective and economical means of repairing roadways despite the fact that it is prone to reflective cracking. Research has been conducted on Cold-in-place recycling, geosynthetic layering, and the seal & coat method as preventative techniques. For the purposes of this paper the findings of these studies will be examined and compared to draw conclusions to which technique is the best preventative method.]]></description>
      <pubDate>Mon, 18 Apr 2011 12:24:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093056</guid>
    </item>
    <item>
      <title>Neural Networks Modeling of Stress Growth in Asphalt Overlays due to Load and Thermal Effects during Reflection Cracking</title>
      <link>https://trid.trb.org/View/1094887</link>
      <description><![CDATA[Although several techniques have been introduced to reduce reflective cracking, one of the primary forms of distress in hot-mix asphalt (HMA) overlays of flexible and rigid pavements, the underlying mechanism and causes of reflective cracking are not yet well understood. Fracture mechanics is used to understand the stable and progressive crack growth that often occurs in engineering components under varying applied stress. The stress intensity factor (SIF) is its basis and describes the stress state at the crack tip. This can be used with the appropriate material properties to calculate the rate at which the crack will propagate in a linear elastic manner. Unfortunately, the SIF is difficult to compute or measure, particularly if the crack is situated in a complex three-dimensional (3D) geometry or subjected to a non-simple stress state. In this study, the neural networks (NN) methodology is successfully used to model the SIF as cracks grow upward through a HMA overlay as a result of both load and thermal effects with and without reinforcing interlayers. Nearly 100,000 runs of a finite-element program were conducted to calculate the SIFs at the tip of the reflection crack for a wide variety of crack lengths and pavement structures. The coefficient of determination (R and superscript 2) of all the developed NN models except one was above 0.99. Owing to the rapid prediction of SIFs using developed NN models, the overall computer run time for a 20-year reflection cracking prediction of a typical overlay was significantly reduced.]]></description>
      <pubDate>Thu, 31 Mar 2011 08:11:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1094887</guid>
    </item>
    <item>
      <title>Investigation of Strain Tolerant Mixture Reflective Crack Relief Systems: an Integrated Approach</title>
      <link>https://trid.trb.org/View/1086610</link>
      <description><![CDATA[This paper describes a comprehensive investigation of strain tolerant type reflective crack relief interlayer systems through fundamental laboratory testing, computer aided design, and accelerated pavement testing. One of the widely used methods to control the reflection of cracks from underlying, cracked pavement into a new asphalt overlay involve the use of conventionally paved ‘interlayers’ that tolerate the very high tensile and shear strain that exists above cracks and joints in the underlying pavement. While these systems often slow down the rate of reflective cracking relative to untreated control sections in the field, when cracks do appear they are often offset from the location of the underlying discontinuity. A recently completed study sponsored by the National Science Foundation led to the development of a new fracture test (ASTM D7313-07b – the Disk-Shaped Compact Tension Test for Asphalt Concrete) and new techniques for finite element modeling of fracture in asphalt overlay systems. After successful validation of these tools on three field projects, it was decided to conduct further validation using the Advanced Transportation Loading System or ATLAS device and to experiment with new overlay configurations. A large experimental matrix was used to select promising interlayer materials and pavement layer and joint configuration details using finite element analysis. A 500 ft(165 m) test pavement was constructed, instrumented, and tested in the cold of winter in 2008. This paper describes this comprehensive investigation, the new test sections developed, the types of distress observed under accelerated loading, and how the results were used to validate a new mechanistic analysis and design tool. Moreover, significant new insights towards the mechanisms and prevention of reflective cracking were obtained and have been summarized.]]></description>
      <pubDate>Thu, 20 Jan 2011 11:22:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086610</guid>
    </item>
    <item>
      <title>Advanced Asphalt Overlay Thickness Design and Analysis System</title>
      <link>https://trid.trb.org/View/1087849</link>
      <description><![CDATA[The placement of an asphalt overlay is the most common method used by many state Departments of Transportation (DOT) to rehabilitate existing flexible and rigid pavements. To perform well, an asphalt overlay must have a good balance of rutting and reflective cracking performance. The main objective of this paper is to present a comprehensive mechanistic-empirical (M-E) asphalt overlay thickness design system to assist pavement engineers to design a balanced asphalt overlay based on traffic loadings, climate, the existing pavement conditions, and the engineering properties of the asphalt overlay mix. The design system developed incorporates models for both reflective cracking and rutting of the proposed asphalt overlay. The Paris’ law-based reflective cracking model was chosen and further developed for predicting reflective cracking development. The required fracture properties of an asphalt overlay can be easily determined using the Overlay Tester. The proposed reflective cracking model was calibrated using a variety of overlay test sections including the LTPP-SPS5 sections on US175 near Dallas, Texas, and then verified using the California Heavy Vehicle Simulator test results. To predict asphalt overlay rutting, the well-known VESYS layer rutting model was adopted and later calibrated using the field rutting data from the National Center for Asphalt Technology ( NCAT) test track 2006 and LTPP-SPS5 on US175. The material properties required for this model were obtained from repeated load tests. The reliability and accuracy of the calibrated rutting model was further validated using one set of independent rutting data from NCAT test track 2000. The calibrated reflective cracking and rutting models were then integrated into an asphalt overlay thickness design and analysis program. A sensitivity analysis was conducted to identify the significant parameters influencing the predicted levels of reflective cracking and rutting. It was found that the six most important input parameters are 1) traffic loading level, 2) climate, 3) asphalt overlay thickness, 4) overlay mix type, 5) asphalt binder type, 6) load transfer efficiency (LTE). Furthermore, it was also noticed that asphalt overlay life in terms of reflective cracking is not linearly proportional to overlay thickness. A four in. asphalt overlay can have more than twice the life of a 3 in. overlay. The proposed asphalt overlay thickness design and analysis program provides the designer with a tool to compute pavement life in terms of rutting and reflective cracking. The system permits the designer to use up to two different overlay mixes such as a crack relief layer and a wearing surface. The system is fully operational and undergoing implementation within the Texas Department of Transportation (TxDOT).]]></description>
      <pubDate>Thu, 20 Jan 2011 11:22:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1087849</guid>
    </item>
    <item>
      <title>Thermal Reflective Cracking of Asphalt Concrete Overlays</title>
      <link>https://trid.trb.org/View/1082813</link>
      <description><![CDATA[Reflective cracking of asphalt concrete (AC) overlays is one of the most extensive pavement distress and damage mechanisms in composite pavement structures. Numerous studies have been performed to evaluate the reflective cracking potential of AC overlays under different loading scenarios. Most of these studies have focused on reflective cracking due to tyre loading. A very limited amount of work has been performed to evaluate non-load-associated thermal reflective cracking of overlays. Thermal reflective cracking mechanisms have been studied and are described in this paper using recently developed hot-mix asphalt mixture tests and fracture models. A series of finite-element-based pavement simulations were performed in an effort to better understand thermal reflective cracking mechanisms as a function of several key material and pavement structure variables. The enhanced integrated climatic model was used to estimate pavement temperature gradients as a function of position and time. A fracture mechanics-based cohesive fracture model was used for the simulation of damage and cracking, which was tailored for use with quasi-brittle materials such as AC. The pavement simulation model utilises creep and fracture properties from American Association of State Highway and Transportation Officials and American Society for Testing and Materials-specified tests and analysis procedures. Three asphalt mixtures manufactured with Superpave low-temperature performance grades of -22, -28 and -34 were studied in pavement structures with three distinct overlay thicknesses. Simulations were conducted with three Portland cement concrete (PCC) slab conditions to study the effects of joint spacing and rubblisation on thermal reflective cracking. The simulation results provide a new insight towards the mechanisms underlying the development of thermal reflective cracking. The curling of PCC slabs due to temperature differential and joint opening caused by pavement cooling was found to be critical in the initiation of thermal reflective cracking. This effect is greatly minimised or eliminated in the case of pavement rubblisation.]]></description>
      <pubDate>Thu, 30 Dec 2010 07:30:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1082813</guid>
    </item>
    <item>
      <title>A Laboratory Study on Cracking Potential of Binder Course Asphalt Mixtures Used in Semi-Rigid Pavements</title>
      <link>https://trid.trb.org/View/920040</link>
      <description><![CDATA[Surface cracking is one of major early distresses in newly constructed semi-rigid pavements in China. Such semi-rigid pavements usually consist of three layers of hot mix asphalt (HMA) mixtures on top of a cement-treated aggregate (CTA) base over lime treated subgrade. To control the CTA base cracks reflected to the surface, a HMA binder course mixture is desired to be not only anti-reflective cracking but also fatigue resistant. This study was in an effort to investigate the reflective cracking problem on semi-rigid pavements through a proper binder course mixture design and laboratory characterization of the fatigue and anti-cracking properties of binder course mixtures used in China.]]></description>
      <pubDate>Tue, 22 Jun 2010 07:22:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/920040</guid>
    </item>
    <item>
      <title>Extending Pavement Life by Forestalling Crack Reflection</title>
      <link>https://trid.trb.org/View/919034</link>
      <description><![CDATA[It is commonly accepted that cracks in aged asphalt pavement will reflect through seal coats and overlays. Pavement fabrics placed under overlays will slow this crack reflection, but not stop it. One contractor’s experience over 25 years of working with this same fabric under a double chip seal, using a modified technique developed through trial and experimentation, has added substantial pavement life at a reduced cost over typical methods of repair used in the industry. In addition, pavement deterioration due to oxidation and stripping has been eliminated due to the inability of air and water to penetrate the surface. This method reduces crack reflection by more than 90% over other alternate methods mainly due to the increased flexibility of the surface through the use of a higher percentage of oil in the total mix. The most surprising aspect of this process is its ability to repair alligatored pavement without removing and replacing the damaged pavement.]]></description>
      <pubDate>Fri, 11 Jun 2010 12:05:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/919034</guid>
    </item>
    <item>
      <title>Development of High Performance Asphalt for Prevention of Reflective Cracking</title>
      <link>https://trid.trb.org/View/919036</link>
      <description><![CDATA[Many methods for prevention of reflective cracking by use of sheets, grids or stress absorbing membranes have been applied for the existing concrete slab pavements or asphalt pavements with severe cracks. Stone Mastic Asphalt (SMA) with high performance asphalt is developed for prevention of reflective cracking. The asphalt is 177 in penetration and 84 degree Celsius in softening point (TR&B). It is modified asphalt with a high-content SBS and a small amount of newly developed additive. The m-value by BBR test of the asphalt is twice that of conventional SBS-modified asphalt. The SMA with the developed asphalt is high in stress absorbing capacity and flexibility as well as in rutting resistance. The number of load cycles to rupture by flexural fatigue test of the SMA with this asphalt is over 200 times as great as that of the SMA with a conventional modified asphalt. Two test pavement sections were built in August 2003 on a national highway in Niigata Prefecture. The objective of the test was to observe asphalt overlays on concrete slab pavements. The thickness of concrete pavement was designed for 1,000 heavy vehicles per day. One of the test sections consisted of a 6-cm thick SMA and the other consisted of a 3-cm thick dense graded asphalt concrete plus a 3-cm thick stress absorbing membrane interlayer (SAMI) on the concrete slab. Four years after overlaying, an inspection of reflective cracking was performed. The percentage of reflective cracking was 0.1% in the SMA section and 10.2% in the SAMI section. From these observations, it could be concluded that the SMA with the developed high performance Asphalt might be useful for overlays to prevent reflective cracking on concrete pavements.]]></description>
      <pubDate>Fri, 11 Jun 2010 12:05:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/919036</guid>
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