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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>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Concrete Deck Waterproofing Efficiency of the Confederation Bridge after 25 Years in Service</title>
      <link>https://trid.trb.org/View/2374124</link>
      <description><![CDATA[Road structures such as bridges and viaducts with a concrete deck must be protected from the aggressions of water often loaded with chloride ions due to the use of de-icing salts in winter maintenance. The lifespan of the waterproofing systems and the wearing courses covering them is usually 20 to 25 years compared to the design periods most often of a hundred years for this type of structure. These protection interventions are therefore very important to ensure the life of the structure without resorting to heavy and costly repairs. The high-performance concrete deck of the Confederation Bridge, linking the provinces of New Brunswick and Prince Edward Island, received at the end of its construction in 1997, the application of a multilayer waterproofing system. by fully mechanized applications at high speeds. This waterproofing-wearing course system practiced by the Vinci group for more than 35 years, has been evaluated by the National Research Council Canada (NRCC), by the British Board of Agreement (BBA) and has the various French accreditations. This article reviews the original construction stages as well as the periodic maintenance interventions to date, presents the results of performance monitoring tests of the waterproofing layers with measurements of the vertical gradients in chloride and sodium ion concentrations, measurements of watertightness under high pressures as well as the levels of oxidation of the different layers. Finally, the description of the validation trial for the renewal works of the wearing course scheduled for 2025 is summarized as well as the predictions of the complete life of the waterproofing system.]]></description>
      <pubDate>Thu, 13 Jun 2024 09:46:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2374124</guid>
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    <item>
      <title>Abdichtung von Verkehrsflächen auf Betonbrücken nach TL BEL-B 1</title>
      <link>https://trid.trb.org/View/2352857</link>
      <description><![CDATA[Die zurzeit nach der „Zusammenstellung der geprüften Polymerbitumen-Schweißbahnen nach den TL BEL-B 1“ zugelassenen Abdichtungssysteme sind alle auf eine Einbautemperatur des Gussasphaltes von 250 Grad Celsius hin optimiert. Ziel des Projekts ist die Klärung der Frage, ob auch bei einer weiteren Temperaturabsenkung beim Einbau des Gussasphalts der Schutzschicht auf Betonbrücken auf kleiner oder gleich 200 Grad Celsius noch ein ausreichender Haftverbund besteht oder ob die Hersteller ihre Schweißbahnen hinsichtlich der neuen Einbautemperaturen des Gussasphalts anpassen müssten. Die Anpassung müsste gegebenenfalls rechtzeitig erfolgen, sodass es nicht zu Schäden in der Praxis und zu Lieferengpässen kommt, da die Schweißbahnen modifiziert und geprüft werden müssen. Außerdem soll geklärt werden, ob der Haftverbund zwischen der Polymerbitumen-Schweißbahn und der Betonoberfläche durch Ausführung einer zweilagigen Grundierung anstatt der zurzeit vorgesehenen Versiegelung verbessert werden kann. In der Praxis wurden vermehrt Schäden aufgrund eines mangelhaften Haftverbundes zwischen der Polymerbitumen-Schweißbahn und der behandelten Betonoberfläche festgestellt. ABSTRACT IN ENGLISH: The waterproofing systems currently approved in accordance with the "Compilation of tested polymer-modified bitumen waterproofing membranes in accordance with TL BEL-B 1" are all optimized for a laying temperature of 250 degrees Celsius for mastic asphalt. The aim of the research project is to clarify the question of whether there is still sufficient adhesion when the laying temperature of the mastic asphalt protective layer on concrete bridges is lowered to less than or equal to 200 degrees Celsius or whether the manufacturers would have to adapt their bituminous waterproofing membranes to the new laying temperatures of the mastic asphalt. If necessary, the adjustment should have been made in good time to prevent damage in practice and delivery bottlenecks, as the membranes would have to be modified and tested. It should also be clarified whether the adhesive bond between the polymer-modified bitumen membrane and the concrete surface can be improved by applying a two-layer primer instead of the currently intended sealant. Currently, an increasing number of cases of damage have been identified in practice due to inadequate adhesion between the polymer-modified bitumen membrane and the treated concrete surface.]]></description>
      <pubDate>Tue, 19 Mar 2024 03:58:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2352857</guid>
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    <item>
      <title>Oförstörande provning av tätskikts funktion på broar</title>
      <link>https://trid.trb.org/View/2269737</link>
      <description><![CDATA[Our bridges are protected from moisture and chlorides by waterproofing layers. The waterproofing are placed under the coating and it is today difficult to determine their condition without interfering with the traffic, but also by the need to open holes in the coating. Furthermore, these tests provide only a local knowledge of the function of the waterproofing. We exchange the waterproofing approximately every 30 years and the impact on traffic is then extensive. By developing a non-destructive method to check the waterproofing’s function, we could gain better knowledge of its condition and not have to replace them earlier than necessary or replace them too late and receive severe concrete damage. The project consists of developing a methodology for measuring and evaluating the function waterproofing on concrete bridge slabs. The technology used should be non-destructive and the control should be possible without affecting surrounding traffic. The method should be applicable to bridges with different types of pavement structures, which can range from thinner asphalt pavements to asphalt pavements with underlying unbound layers. The coating thickness may vary over the surface. The types of waterproofing that can be checked are waterproofing mats and asphalt mastic with gas-conducting grids. The measurement must be comprehensive and also work in a chloride-containing environment. Based on the results of the measurements, a methodology for evaluating detected deviations shall be developed so that the damage can be graded according to the Swedish Transport Administration's inspection methodology.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269737</guid>
    </item>
    <item>
      <title>Research Package on Bridge Deck Waterproofing Systems: EP5-Mechanisms of Blister Formation</title>
      <link>https://trid.trb.org/View/1398185</link>
      <description><![CDATA[Short-term blisters occur during placing of hot mastic asphalt and result from humid air trapped in the asphalt mixture. These blisters are often removed in practice by punching a steel stick into the blister of the mixture to release pressure. This bad practice indicates a quality problem either in the material or construction process. Since it is practically im-possible to release all pressure by punching through the blisters, some of the smaller blis-ters may get "frozen" during the cooling process and the trapped air may be the trigger for the formation of long term blisters that may gradually grow under service condition. This research work includes two parts, in the first part blister formation under the mastic as-phalt layer is investigated alone. In the second part blister formation under the water proofing membrane is studied.]]></description>
      <pubDate>Tue, 16 Feb 2016 14:06:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398185</guid>
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    <item>
      <title>Mechanisms of blister formation on concrete bridge decks with waterproofing asphalt pavement systems</title>
      <link>https://trid.trb.org/View/1375911</link>
      <description><![CDATA[Bridge decks are commonly subjected to harsh environmental conditions that often lead to serious corrosion problems triggered by blisters under the hot mix asphalt bridge deck surfacing and secretly evolving during weather exposure until damage is often detected too late. Blisters may form under both the waterproofing dense mastic asphalt layer or under the waterproofing membrane which is often applied as additional water protection under the mastic asphalt (MA). One of the main technical issues is the formation of blisters under the membrane and asphalt-covered concrete structures caused by a complex mechanism governed by bottom-up pressure and loss of adhesion. A linear viscoelastic finite-element model was developed to simulate time-dependent blister growth in a dense mastic asphalt layer under uniformly applied pressure with and without temperature and pressure fluctuation. A finite element model was developed using ABAQUS with linear viscoelastic properties and validated with a closed form solution from first-order shear-deformation theory for thick plates. In addition, the blister test was conducted on different samples of MA in the laboratory and digital image correlation measurement technique was used to capture the three-dimensional vertical deflection of the MA over time. It was found that the blister may grow continuously under repeated loading conditions over subsequent days. With respect to blistering under waterproofing membranes, mechanical elastic modeling and experimental investigations were performed for three different types of membranes under in-plane stress state. The orthotropic mechanical behavior of a polymer modified bitumen membrane (PBM) was determined from biaxial test data. Finally, blister tests by applying controlled pressure between orthotropic PBMs and concrete plates were performed for studying the elliptical adhesive blister propagation using digital 3D image correlation. The energy calculated from elliptical blister propagation was found comparable to the adhesive fracture energy from standard peeling tests for similar types of PBMs. This indicates that the peeling test assists to evaluate and rank the adhesive properties of different types of membranes with respect to blister formation at room temperature without conducting time consuming and complicated pressurized blister propagation tests using digital 3D image correlation.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:12:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375911</guid>
    </item>
    <item>
      <title>Verbundprojekt: Intelligentes multifunktionales Verstaerkungs- und Schutzsystem aus textilbewehrtem Hochleistungsmoertel fuer Brueckenbauwerke "SMART-DECK" - Teilvorhaben: Anforderungen und Beurteilung des praeventiven Erhaltungskonzepts SMART-DECK </title>
      <link>https://trid.trb.org/View/1361828</link>
      <description><![CDATA[Die Dauerhaftigkeit und Nutzung von Strassenbruecken wird sowohl durch Undichtigkeiten der Abdichtungsebene oberhalb des Konstruktionsbetons als auch durch eine zu geringe Querkrafttragfaehigkeit bei Bestandsbauwerken massgeblich begrenzt. Insbesondere Korrosionsschaeden infolge chloridinduzierter Korrosion koennen weder mit den heute verwendeten lokal begrenzt messenden Sensoren noch mit einer turnusmaessig stattfindenden Brueckenpruefung fruehzeitig sowie zuverlaessig detektiert werden. Im Rahmen des Verbundprojekts wird eine innovative, multifunktionale und duenne Zwischenschicht aus Textilbeton entwickelt, die sowohl fuer den Neubau als auch fuer Bestandsbauwerke eingesetzt werden kann. Sie kombiniert die Funktionen "Vollflaechiges Echtzeit-Monitoringsystem zur Detektion von Feuchteeindringung bei Fahrbahnplatten von Brueckenbauwerken", "Vollflaechiger, abschnittsweise steuerbarer, praeventiver kathodischer Korrosionsschutz (pKKS)" sowie "Verstaerkende Funktion: Erhoehung der Querkrafttragfaehigkeit". Im Rahmen des Projekts werden Anforderungen an SMART-DECK definiert und die erzielten Entwicklungen in den einzelnen Arbeitspaketen der Verbundpartner aus Nutzer- beziehungsweise Bauwerkseigentuemer beurteilt. Es wird ein erster Demonstrator auf dem BASt-Gelaende realisiert und ein Brueckenbauwerk fuer einen Grossdemonstrator vermittelt. Zudem wirkt die Bundesanstalt fuer Strassenwesen (BASt) bei der Erstellung von Entwurfsregeln zur Nutzbarmachung und Unterstuetzung einer zuegigen Einfuehrung in die Praxis mit. ABSTRACT IN ENGLISH: The durability and service life of road bridges is significantly limited due to water seepage through the waterproofing layer above the structural concrete and an inferior load-bearing capacity of existing structures to that which is required. In particular, corrosive damage resulting from chloride-induced corrosion can be detected neither reliably nor at an early stage with the sensors restricted to local measurement in use today or through the conduction of regular bridge inspections. Within the framework of the research project, an innovative, multifunctional and thin intermediate layer made from textile-reinforced concrete, which can be used for both new and existing constructions, is being developed. This intermediate layer combines three functions: "Real time monitoring system for the detection of moisture penetration across the entire road surface area on bridge constructions", "Preventative cathodic corrosion protection (pKKS) across the entire road surface area with separately controlled sections" and "Reinforcement function: Increasing load-bearing capacity". Within the framework of the current research project, the requirements of SMART-DECK will be defined and the developments to be achieved within the individual work packages of the cooperative partners, who encompass users and proprietors of the constructions, will be assessed. An initial demonstration will be executed on the grounds of the Federal Highway Research Institute (BASt) and a bridge construction will be obtained for a large-scale demonstration. Furthermore, BASt is contributing to the creation of design rules for utilisation and the support of a rapid implementation into practice. ]]></description>
      <pubDate>Tue, 04 Aug 2015 08:45:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1361828</guid>
    </item>
    <item>
      <title>SIFCON with latex modified cement slurry used for a thin overlay of a bridge deck</title>
      <link>https://trid.trb.org/View/1217595</link>
      <description><![CDATA[In the paper, the use of latex modified cement slurry (LMCS) for the preparation of SIFCON (Slurry-Infiltrated Fibre Concrete) is discussed. An example of use of SIFCON with LMCS for a thin overlay which acted as a waterproofing-abrasive bridge deck layer is presented. A research was performed in order to point out the positive and negative parameters of this type of application, which have an influence on the latter use and durability. Since SIFCON has so many favourable properties, there is no doubt that it is suitable for the construction of bridge deck overlays. Nevertheless there is still an open question about ensuring the satisfactory installation of SIFCON on site. For this reason, high-performance fibre reinforced concrete (HP FRC) of similar properties to those of SIFCON was developed. This HP FRC is prepared at the concrete production plant so that the total volume of the fibres is ready-mixed in the plant. (A)]]></description>
      <pubDate>Tue, 23 Oct 2012 10:47:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1217595</guid>
    </item>
    <item>
      <title>Bridge engineering - replacement, widening, strengthening, repair - supplement to World Highways October 2010</title>
      <link>https://trid.trb.org/View/1099729</link>
      <description><![CDATA[This supplement includes articles covering the demolition of bridges, innovative formwork, concrete bridge decks, bridge waterproofing, bridge replacement, bridge drainage, bridge inspection, maintenance and repair, and new materials.]]></description>
      <pubDate>Fri, 15 Apr 2011 14:29:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1099729</guid>
    </item>
    <item>
      <title>STUDY DAY ON ORTHOTROPIC SLABS PART 2: MANUFACTURE OF ORTHOTROPIC SLABS</title>
      <link>https://trid.trb.org/View/1078048</link>
      <description><![CDATA[THIS STUDY DAY TOOK PLACE IN PARIS, 28TH MAY 1974. THE FIRST PART DEALT WITH THE DESIGN OF ORTHOTROPIC SLABS. A REPORT, BY MR. GRUMBACH, GAVE RESULTS OF THE INFLUENCE OF COLD- HAMMERING ON THE ELASTIC LIMIT OF COLD PROFILES. A SECOND REPORT, BY GERBEAUX,H AND CHAROULET,E, DESCRIBED THE CONSTRUCTION OF WELDED STRUCTURES WITH ORTHOTROPIC SLABS (GENERAL AND DETAILED DESIGN). THE THIRD REPORT, BY MR. CHAMPION, WAS CONCERNED WITH THE CONSTRUCTION OF ORTHOTROPIC SLAB METAL BRIDGES AND GAVE RESULTS OF OBSERVATIONS MADE  DURING THE CONTROL OF THE ERECTION OF THE BRIDGE AT CHAUMONT SUR LOIRE. DETAILS WERE GIVEN ON THE REASON FOR SELECTING A METAL BRIDGE, CHARACTERISTICS OF THE STRUCTURE ESPECIALLY THOSE OF THE METAL BRIDGE DECK, CONTROL OF FOUNDATIONS AND WATERPROOFING COURSE. THE REPORT, BY MR.FOX, DEALT MORE PARTICULARLY WITH THE MATERIALS AND SHAPES USED IN THE CONSTRUCTION OF ORTHOTROPIC SLABS. THIS ARTICLE IS IN FRENCH.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:40:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078048</guid>
    </item>
    <item>
      <title>POLYURETHANES. THEIR APPLICATIONS IN CIVIL ENGINEERING</title>
      <link>https://trid.trb.org/View/1077995</link>
      <description><![CDATA[POLYURETHANES ARE EXTENSIVELY USED IN CIVIL ENGINEERING. THIS ARTICLE REVIEWS THEIR APPLICATIONS IN THE FOLLOWING FIELDS: (1) PAINTING, (2) WATERPROOFING AND JOINTS, (3) ROAD SURFACINGS, (4) LAYERS FOR THE PROTECTION OF ROADS AND ENGINEERING STRUCTURES AGAINST FROST. ATTENTION IS DRAWN TO SOME DISADVANTAGES: DIFFICULT APPLICATION IN A WET MEDIUM AND UNSATISFACTORY BEHAVIOUR IN TIME. THIS ARTICLE IS IN FRENCH.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:39:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1077995</guid>
    </item>
    <item>
      <title>WEARING COURSES OF THE A6 MOTORWAY; THE LIMONEST-LYON AND THE TUNNEL UNDER FOURVIERE GUSSASPHALT SECTIONS</title>
      <link>https://trid.trb.org/View/1077981</link>
      <description><![CDATA[THIS ARTICLE DESCRIBES THE CONSTRUCTION OF THE PAVEMENT OF THE A6 MOTORWAY LIMONEST-LYON SECTION AND THAT OF THE TUNNEL UNDER FOURVIERE, ESPECIALLY  THE GUSSASPHALT WEARING COURSE. DETAILS ARE GIVEN OF THE ALIGNMENT, THE QUALITIES DESIRED, THE STRUCTURE SELECTED AND THE REASONS FOR CHOOSING THE  GUSSASPHALT TECHNIQUES, WATERPROOFING COURSES ON BRIDGES, LAYING OF GUSSASPHALT, AND SPECIAL PROBLEMS ENCOUNTERED DURING LAYING IN THE TUNNEL UNDER FOURVIERE. THE LAST PART OF THE ARTICLE DEALS WITH CONTROLS AND OBSERVATIONS. THE ARTICLE IS IN FRENCH.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:38:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1077981</guid>
    </item>
    <item>
      <title>STUDY OF THE SHEAR STRENGTH OF BRIDGE SEALING SYSTEMS AS A TEST OF THE SEALING PROCEDURE</title>
      <link>https://trid.trb.org/View/1077329</link>
      <description><![CDATA[RECOMMENDATIONS FOR THE CONSTRUCTION OF BRIDGE SEALS ARE CURRENTLY BEING WORKED OUT IN AUSTRIA. THE EXISTING PROCEDURES, WHICH WILL FORM PART OF THE RECOMMENDATIONS, INCLUDE A STUDY OF THE SHEAR STRENGTH OF SEALING SYSTEMS AS A TEST OF THE SEALING PROCEDURE. THE SHEARING OF SEALS IS SEEN AS ONE  OF THE BASIC CRITERIA FOR THE MECHANICAL STRENGTH AND THUS ALSO FOR THE DURABILITY OF ROAD BRIDGE SEALS. THE PROPOSED TEST PROCEDURE IS TO BE EXAMINED IN ITS PRESENT VERSION FOR RELIABILITY. MOREOVER REQUIREMENTS AND LIMIT VALUES ARE TO BE DETERMINED IN ASSOCIATION WITH PRACTICAL BEHAVIOUR ON BRIDGES. AS PART OF THE RESEARCH PROJECT SHEAR TESTS ARE TO BE CARRIED OUT  ON 50 SAMPLES AND AN INDICATION GIVEN OF THE FORCE-DEFORMATION DIAGRAM; THESE TESTS WILL INCLUDE AN EXAMINATION OF THE PARAMETERS TESTING TEMPERATURE, TESTING SPEED, FILLING OF THE POURED BITUMEN AND BASE TOLERANCE.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:19:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1077329</guid>
    </item>
    <item>
      <title>DETERMINATION OF THE MECHANICAL STABILITY OF BITUMINOUS SEALING MATERIALS</title>
      <link>https://trid.trb.org/View/1077320</link>
      <description><![CDATA[ONE OF THE DETERMINING PROPERTIES OF BITUMINOUS SEALING MATERIALS USED FOR INSULATING BRIDGE DECKS IS RESISTANCE TO MECHANICAL STRESS WHICH OCCURS DURING USE. AT PRESENT THERE IS NO METHOD WHICH ALLOWS THE MECHANICAL RESISTANCE TO SHEARING AND FORCE UNDER TEMPERATURES IN PRACTICE TO BE DETERMINED QUANTITATIVELY. A TEST PROCEDURE HAS BEEN DEVELOPED WHICH IS SUITABLE FOR THE STUDY OF SEALING MATS AND ADHESIVES IN TEMPERATURES RANGING FROM - 25 DEGREES C TO + 50 DEGREES C. THE SPECIFICATION DESCRIBING THE PROCEDURE, THE INCORPORATION OF THE TEST PIECE AND THE ESTABLISHMENT OF THE FINAL DIMENSIONS OF THE TEST INSTALLATION IS TO BE EXAMINED. A COMPARISON IS TO BE MADE WITH MANUFACTURED SEALING MATS, AND AN EXPLANATION IS TO BE GIVEN OF THE INFLUENCE OF THE RELATION OF FORCE TO SHEAR, THE INFLUENCE OF THE LAYER THICKNESS, THE INFLUENCE OF THE SHEARING SURFACE AND THE SHEARING RATE  AND THE INFLUENCE OF THE FILLER CONTENT ON THE SHEAR STRENGTH. THE AIM OF THE STUDIES IS TO DERIVE QUALITY SPECIFICATIONS FOR SEALING MATERIALS FOR BRIDGES.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:19:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1077320</guid>
    </item>
    <item>
      <title>RIGID PAVEMENTS - BRIDGES, TRAFFIC SIGNS AND SIGNALS IN THE UNITED STATES. WORKING PARTY REPORT</title>
      <link>https://trid.trb.org/View/1074945</link>
      <description><![CDATA[THE MAIN THEMES DISCUSSED DURING THE VISIT WERE: (1) PAVEMENT SURFACE QUALITY (SURFACE TREATMENT, WEAR, SKIDDING RESISTANCE, LONGITUDINAL GROOVING); (2) BRIDGE SURFACING (NO WATERPROOFING COURSE OR ADDITIONAL SURFACING, DIRECT TRANSVERSE GROOVING WITH A FINE BROOM. TO PREVENT DAMAGE FROM DE-ICING SALTS, A WATERPROOFING COURSE PROTECTED WITH A FIBRE GLASS LAYER OR EPOXY MORTAR SURFACING); (3) IMPROVEMENTS IN SLIP FORM PAVERS; POLYVINYL ACETYL ADMIXTURE WITH ELIMINATES THE SPREADING OF CURING PRODUCTS; WARNING DEVICES SUCH AS TRANSVERSE GROOVES TO WARN DRIVERS OR TRANSVERSE STRIPS (1 CM  THICK); (4) STRENGTHENING (CEMENT GROUT INJECTION IN DAMAGED FOUNDATIONS, COMPLETE STRIPPING OF THE CONCRETE, STRENGTHENING WITH AN ASPHALT LAYER); (5) CURRENT RESEARCH (LIGHT-WEIGHT AGGREGATES, RIGID PAVEMENTS WITH COMPENSATED SHRINKAGE, TRANSVERSE PROFILES OF VARIABLE THICKNESS, CONCRETE SLAB RESTING ON A GRAVEL-CEMENT LAYER, ETC.). BRIDGE CONSTRUCTION WAS ALSO STUDIED: REINFORCED LIGHTWEIGHT CONCRETE WEARING COURSE, STEEL BEAMS SUPPORTING CONCRETE SLABS, BOX GIRDER BRIDGES AND HARDLY ANY CANTILEVER BRIDGES. A FEW OBSERVATIONS ARE MADE ON: CARRIAGEWAY MARKING AND THE EFFORTS MADE TO PREVENT DISTURBANCE TO TRAFFIC, REPLACEMENT OF PAINT WITH CERAMIC STUDS AND REFLECTORIZED STUDS, ETC.). PROGRESSIVE INTRODUCTION OF THE SYMBOLS USED IN EUROPE FOR TRAFFIC SIGNS WHICH ARE NEARLY ALL MADE OF REFLECTORIZED MATERIAL.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:49:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1074945</guid>
    </item>
    <item>
      <title>EXPERIMENTAL SECTION IN BERCY</title>
      <link>https://trid.trb.org/View/1074862</link>
      <description><![CDATA[THE AUTHOR DESCRIBES THE TESTS CARRIED OUT, THE CONCLUSIONS DRAWN FROM THEIR RESULTS, AND THE SOLUTIONS ADOPTED AS REGARDS THE WATERPROOFING COURSES AND WEARING COURSES OF ENGINEERING STRUCTURES. THE FIRST CHAPTER DEALS WITH THE WATERPROOFING OF ENGINEERING STRUCTURES. AFTER REVIEWING THE MAIN WATERPROOFING SYSTEMS USED, THE AUTHOR PUTS FORWARD THE OPINION THAT WATERPROOFING IS GENERALLY SATISFACTORY BUT NOT MECHANICAL PROTECTION. THE SEARCH FOR PERFECT WATERPROOFING LEADS TO THE SELECTION OF A MATERIAL WHICH, AS WELL AS ITS INTRINSIC WATERPROOFING QUALITY, DOES SATISFACTORILY SUPPORT  THE WEARING COURSE. GUSSASPHALT SEEMS TO FULFIL THESE CONDITIONS. THE STANDARD MIX DESIGN OF GUSSASPHALT IS GIVEN TOGETHER WITH THE FORMULA SELECTED FOR THE BERCY INTERCHANGE. A STUDY IS PRESENTED OF THE GUSSASPHALT WEARING COURSE AND OF THE RELATION BETWEEN GUSSASPHALT AND SKIDDING RESISTANCE. IT IS CONCLUDED THAT, ALTHOUGH NOT THE IDEAL SOLUTION GUSSASPHALT CAN BE  SATISFACTORILY USED TO SOLVE A NUMBER OF PROBLEMS.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:47:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1074862</guid>
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