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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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      <title>Correlation of skid resistance from field and lab measurements using Wehner/Schulze (PWS) and RoadSTAR devices</title>
      <link>https://trid.trb.org/View/1538173</link>
      <description><![CDATA[The skid resistance of road surfaces is an important parameter for road safety. Currently, a reliable prediction of the evolution of skid resistance of a surface layer over its life span is not available and a minimum polished stone value (PSV) is usually the only skid resistance related material requirement in the coarse and/or fine aggregate fraction of a surface layer. PSV does not take into account the actual surface texture of a road pavement including the binder component, filler and fine aggregates. This paper presents outcomes of a study that aims for a correlation between skid resistance measurement in the lab and in the field. Therefore, representative test section on the Austrian motorway network with stone mastic asphalt (SMA) and exposed aggregate concrete surface (EACS) were selected in a first step. High resolution skid resistance measurements were carried out on these sections using the RoadSTAR, a device measuring longitudinal skid resistance with a well-established correlation to achievable passenger car braking deceleration. Based on these field measurements, spots with homogeneous skid resistance were chosen and cores were taken there. Skid resistance measurements were run on these cores in the lab using the Wehner/Schulze (PWS) device. It was found by regression analysis that data from field and lab correlated in a linear way with high coefficient of determination (R² = 0.89). The correlation is independent of the type of surface layer and is valid for a range of friction coefficients (µRoadSTAR) from 0.52 to 0.97. Using this correlation, it is possible to predict the expectable skid resistance in the field using lab samples. This opens a wide field for the optimization of mixtures in the lab and reduces the risk of paving surface layers with insufficient skid resistance. Furthermore, the full exploitation of the layers’ design life can be ensured.]]></description>
      <pubDate>Thu, 23 Aug 2018 14:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538173</guid>
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      <title>Issues in the Prediction of the Mechanical Properties of Open Graded Mixes</title>
      <link>https://trid.trb.org/View/1493103</link>
      <description><![CDATA[Within the pavement engineering community, open graded mixes (OGM) are regarded as mixes capable of reducing noise and improving wet skid resistance. However, during their design life, these asphalt mixes are known to suffer from a particular distress type known as raveling. This results in a premature failure of a road network. In order to study the propensity of OGM to raveling, homogenization-based approaches are considered to be accessible and effective. One of the most widely accepted homogenization models for asphalt concrete is proposed by Christensen et al. Several studies related to homogenization techniques have been conducted in the past; however, to the best of the authors’ knowledge not a lot of attention has been paid to the study of OGM by means of homogenization models. The other limitation of the Christensen model is that some parameters are difficult to physically understand. Under the above realization, the objective of the paper is twofold: (1) to propose a modification of the Christensen model for OGM; and (2) to verify the modified model’s capability in predicting the mechanical properties of OGM. In general, it was found that once the proposed factor is calibrated for a given OGM by laboratory tests the obtained results are accurate.]]></description>
      <pubDate>Thu, 12 Jul 2018 09:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1493103</guid>
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      <title>Evaluation of LADOTD Aggregate Friction Rating Table by Field Measurements</title>
      <link>https://trid.trb.org/View/1403664</link>
      <description><![CDATA[The objective of this research was to evaluate the current Louisiana Department of Transportation and Development (DOTD) coarse aggregate friction rating table and provide recommendations for the frictional mix design guidelines based on a new set of laboratory friction measurement devices. Twenty-two asphalt pavement test sections (each of 1000-ft. long) were selected for this study. The wearing course mixtures of the selected pavement sections contained eight DOTD commonly-used aggregate sources and four typical mix types: 12.5-mm and 19-mm Superpave, Stone Matrix Asphalt (SMA) and Open Graded Friction Course (OGFC). Field tests were carried out to collect the pavement surface friction and texture data, which included the measurements from a locked-wheel skid trailer at different sliding speeds (30-, 40- and 50- mph) using both ribbed and smooth tires, laser profiler, Dynamic Friction Tester (DFT), and Circular Track Meter (CTMeter) tests at the beginning, mid-point, and end on each 1000-ft. long test section selected. In addition, multi-year field skid number measurements were also retrieved from the DOTD Pavement Management System (PMS) database and included in the analysis of this study.  The collected data and measurements were used to perform comprehensive statistical analyses of the influence of aggregate properties and mixture design on skid resistance value and its variability. Statistical correlation models were developed among different measurement devices as well as various surface texture and frictional properties. Consequently, the analysis results led to the development of a procedure for predicting pavement end-of-life skid resistance based on the design traffic, aggregate blend polish stone value and gradation parameters. The developed friction prediction procedure can be used to update the current DOTD coarse aggregate friction table by specifying the pavement friction requirements under different traffic levels through selection of different mixture and aggregate types. Moreover, the DFT and CTM measurements observed on field pavement surfaces of this study were compared with those measured on laboratory-prepared slab surfaces obtained in the Louisiana Transportation Research Center (LTRC) Project 09-2B. Finally, a benchmark DFT rating table based on the traffic level and mixture type was proposed for the DFT20 value after 100,000 polishing cycles, which can be used to evaluate the friction resistance of the new aggregate sources to be certified by DOTD.]]></description>
      <pubDate>Fri, 22 Apr 2016 10:45:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403664</guid>
    </item>
    <item>
      <title>Importance of Rubber Characteristics in the Frictional Response of Asphalt Concrete Surfaces</title>
      <link>https://trid.trb.org/View/1337415</link>
      <description><![CDATA[During rubber–asphalt concrete (AC) interaction, the indentation of the elastomer by the AC asperities causes its deformation and hence dissipation of internal energy. The amount of expended energy is related primarily to surface roughness, thermomechanical response of the rubber, speed, temperature, and applied pressure. Friction can be evaluated on the basis of the amount of expended energy. Because of the many factors involved and their interrelation, laboratory or in situ measured friction is only an indicative value heavily dependent on the specific set of testing conditions. Some conditions, such as rubber characteristics or temperature, are difficult to control, and their influence on friction is difficult to quantify. This research examined the interaction between two rubber types (with characteristics similar to those used for in situ testing) and three typical AC mixes (AC10, stone mix asphalt, and porous asphalt). The AC surface characteristics were studied with a laser scanner and the viscoelastic properties of the rubber with dynamic shear rheometer tests, and the interaction between the two materials was investigated with a purpose-developed and purpose-built skid-resistance interface testing device. The laboratory results were further elaborated with a newly developed computational tool, M2D. Through a detailed laboratory study followed by computational analyses, this research demonstrates the importance of accounting for rubber characteristics during friction evaluation and demonstrates how the characteristics of the rubber can be taken into account in friction prediction tools.]]></description>
      <pubDate>Mon, 26 Jan 2015 13:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1337415</guid>
    </item>
    <item>
      <title>On the Importance of Monitoring Temperature in Friction Testing Devices</title>
      <link>https://trid.trb.org/View/1289154</link>
      <description><![CDATA[It is well known that the temperature has an influence on the rubber friction on Asphalt Concrete (AC) surfaces. Several studies have been conducted in order to investigate the effect of the pavement temperature or the ambient temperature on friction but no experimental studies have tried to investigate the temperature variation in the rubber body and correlate this variation with the frictional properties. Both in situ and in the lab, the test conditions (pressure applied, slip speed, pavement temperature) dictate the generation of heat and hence the development of temperature in the body of the tire rubber. The generated heat depends on the test protocol (time, ramp speed, etc.). Currently available friction testing apparatus does not monitor temperature and therefore does not allow for the evaluation of the interaction between slip speed, pressure and temperature on friction. In order to tackle this problem, a Skid Resistance Interface Testing Device (SR-ITD® 14 ) has been designed for the study of the influence and the interaction of the various phenomena occurring at the rubber-stone/AC mixes/cement concrete interface. The device enables various combinations of slip velocity and pressure to be applied with concurrent measurement of temperature in the interface regions. By a combination of laboratory SR-ITD tests and a thermomechanical friction prediction model (M2D), a formalistic expression has been developed for description of the interdependency between friction, pressure, speed and temperature. The advantage of the model is that it enables determination of the friction independent of test conditions.]]></description>
      <pubDate>Mon, 17 Mar 2014 16:18:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1289154</guid>
    </item>
    <item>
      <title>The effect of rainfall and contaminants on road pavement skid resistance</title>
      <link>https://trid.trb.org/View/1250850</link>
      <description><![CDATA[This research project, which was undertaken between 2003 and 2006, aimed to improve the understanding of the effect that environmental factors (eg rainfall and detritus) have on the variation of measured skid resistance, both in the short and longer term.  Phase 1 of the research was a field study of seven sites in the Auckland and Northland regions over 2.5+ years, with regular skid resistance measurements primarily utilising the GripTester.  Phase 2 involved developing a new laboratory-based accelerated polishing device and methodology for testing large (600 x 600mm) chipseal surfaces with the Dynamic Friction Tester.  Phase 1 results demonstrated that significant and previously unpredictable variations (greater than 30 per cent) in measured skid resistance could occur over short time periods.  These variations were the result of a number of interrelated factors, including the geological properties of the aggregates and the contaminants themselves.  Phase 2 results demonstrated that large aggregate samples could be prepared for accelerated polishing tests in the laboratory and that significant variations in measured skid resistance could be achieved by the addition of contaminants and simulated traffic action.  Significant behavioural differences were related to the geological properties of the aggregates, as well as the contaminants used in the accelerated polishing process.  Further research is proposed to investigate a greater sample of geological and artificial aggregates, and &lsquo;mix designs&rsquo; that may lessen the variation in measured skid resistance during the surface asset life and subsequently improve the prediction and safety performance of surfacings in the long term.]]></description>
      <pubDate>Tue, 21 May 2013 10:44:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1250850</guid>
    </item>
    <item>
      <title>Development of Predictive Model for Skid Loss of Asphalt Pavements</title>
      <link>https://trid.trb.org/View/1243035</link>
      <description><![CDATA[Pavement friction is one of the primary factors that affect highway safety. Pavements with adequate surface friction reduce the number of wet skidding crashes. The objective of this study was to develop a predictive model for friction loss on pavement surfaces. The model incorporates parameters that describe aggregate shape characteristics, aggregate resistance to abrasion and polishing, aggregate gradation, and polishing cycles. This model was developed on the basis of the results of a comprehensive experimental program. Square-shaped slabs of different asphalt mixtures were prepared in the laboratory by using a linear kneading compactor and polished with a wheel-polishing device. The frictional characteristics of the surface of the test slabs were measured after different intervals of polishing, and statistical analysis was performed to relate friction to mixture and aggregate characteristics.]]></description>
      <pubDate>Tue, 19 Mar 2013 17:02:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1243035</guid>
    </item>
    <item>
      <title>Laboratory Test Methods for Polishing Asphalt Surfaces and Predicting Their Skid Resistance</title>
      <link>https://trid.trb.org/View/1241499</link>
      <description><![CDATA[In this paper, laboratory test methods reproducing phenomena affecting pavement skid resistance evolution are presented. Polishing tests are performed by Wehner/Schulze machine to simulate the polishing induced by traffic and the binder removal phase (typical for bituminous asphalt concrete). Accelerated aging tests are performed by a weatherometer, operating conditions being adjusted according to local weather conditions, to simulate the binder aging responsible for friction increase at early age. With respect to seasonal variations, a new test was developed to evaluate the effect of pollutants deposited on the road and the washing effect of rainfalls. Description of specimens and test procedures is given. Simulations are compared to observations to check their relevance. A model is developed to combine, in a physical way, laboratory test results and give place to a prediction of the friction-polishing duration curve. Conversions are done to predict actual skid resistance variation from laboratory polishing curve. Predictions are compared to road data and results are discussed.]]></description>
      <pubDate>Thu, 14 Mar 2013 12:46:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1241499</guid>
    </item>
    <item>
      <title>Development of Design Procedure to Predict Asphalt Pavement Skid Resistance</title>
      <link>https://trid.trb.org/View/1130465</link>
      <description><![CDATA[A laboratory design procedure was developed to evaluate the skid resistance of asphalt pavement with laboratory test results. For the development of the procedure, twelve typical asphalt wearing course mixtures with different combinations of aggregate sources and mix types were considered. The frictional performance of asphalt mixtures was evaluated with an accelerated polishing and testing procedure developed at the National Center for Asphalt Technology. The circular texture meter and the dynamic friction tester at various predetermined polishing cycles were used to evaluate the variations in surface texture and friction characteristics of asphalt testing slabs during accelerated polishing. The skid resistance of asphalt mixtures attributable to accelerated polishing was quantified with the international friction index number F60, which was computed with the friction numbers measured with the dynamic friction tester at 20 km/h and the obtained mean profile depth values. The analysis of F60 results led to the development of a set of friction prediction models and a laboratory friction-resistant mix design procedure. The developed procedure, which allows estimation of asphalt pavement skid resistance based on laboratory measured micro- and macrotexture results, is a useful tool for laboratory evaluation of a mixture’s friction resistance. The procedure can also facilitate the use of locally available aggregates with lower skid resistance in a wearing course mix design and thereby produce both cost-effective and skid-resistant surface mixtures.]]></description>
      <pubDate>Mon, 25 Jun 2012 09:27:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1130465</guid>
    </item>
    <item>
      <title>Comparison of Laboratory Skid Resistance Measurement Techniques</title>
      <link>https://trid.trb.org/View/890688</link>
      <description><![CDATA[Laboratory prediction of highway surfacing skid resistance is an important element of pavement design in the United Kingdom. The prediction method currently used is based on determination of the aggregate polished stone value. The German Werner Shultz test is now proposed as a replacement. This subjects either laboratory prepared asphalt samples or cores extracted from the pavement surface to simulated trafficking and measures their change in skidding resistance. The method has been accepted by German contractors to predict performance of the mix. This paper details an investigation of the Werner Shultz equipment to assess UK asphalt surfacing mixes. The Wehner Schulze data is compared with existing UK methods.]]></description>
      <pubDate>Wed, 17 Jun 2009 12:07:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/890688</guid>
    </item>
    <item>
      <title>Optimizing Gradations for Surface Treatments</title>
      <link>https://trid.trb.org/View/859120</link>
      <description><![CDATA[This report presents the research effort to evaluate the aggregate retention and skid performance of various asphalt surface treatments (ASTs). The study includes two types of aggregate for the aggregate retention test and 14 field AST sections for the skid resistance tests. A new test protocol for the performance evaluation of ASTs was developed using the third-scale Model Mobile Loading Simulator (MMLS3). The AST performance characteristics that can be covered by this protocol include aggregate retention, bleeding, skid resistance, aggregate embedment depth, cracking, and rutting. In this study, the new MMLS3 AST performance test method was applied to evaluate the effects of various mix parameters on aggregate retention and bleeding; these parameters include aggregate and emulsion application rates, fine content, aggregate gradation, and aggregate type (i.e., granite vs. light-weight). It was confirmed that the amount of aggregate loss decreases as the aggregate application rate decreases, the emulsion application rate increases, the fine content decreases, and the gradation becomes more uniform. The aggregate gradation factor, among the others , plays a critical role in the aggregate retention performance regardless of the type of aggregate. The skid resistance test results from the test sections show an adequate skid resistance performance for these sections. The correlation between British Pendulum Numbers and Skid Numbers is found relatively strong, which allows the prediction of the Skid Number from the laboratory British Pendulum.]]></description>
      <pubDate>Wed, 21 May 2008 07:08:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/859120</guid>
    </item>
    <item>
      <title>Performance Evaluation of Asphalt Surface Treatments Using the MMLS3</title>
      <link>https://trid.trb.org/View/793838</link>
      <description><![CDATA[This paper presents the research effort to evaluate the aggregate retention and skid performance of various asphalt surface treatments (ASTs).  The study includes two types of aggregate for the aggregate retention tests and fourteen field AST sections for the skid resistance tests.  A new test protocol for the performance evaluation of ASTs is developed using a third-scale Model Mobile Loading Simulator (MMLS3).  The AST performance characteristics that are covered by this protocol include aggregate retention, bleeding, skid resistance, aggregate embedment depth, cracking and rutting.  In this study, the new MMLS3 AST performance test method is applied to evaluate the effects of various mix parameters on aggregate retention and bleeding; these parameters include aggregate and emulsion applications rates, fine content, and aggregate gradation.  It has been confirmed that the amount of aggregate loss decreases as the aggregate application rate decreases, the emulsion application rate increases, the fine content decreases, and the gradation becomes more uniform.  The aggregate gradation factor plays a critical role in the aggregate retention performance, regardless of the type of aggregate.  The correlation between the British Pendulum Test numbers (BPNs) and the skid resistance numbers (SNs) is found to be relatively strong, which allows the prediction of the SN from the laboratory BPN.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/793838</guid>
    </item>
    <item>
      <title>IMPROVED PREDICTION OF AGGREGATE SKID RESISTANCE USING MODIFIED PSV TESTS</title>
      <link>https://trid.trb.org/View/749803</link>
      <description><![CDATA[The British pole stone value or PSV test method is widely used around the world to measure the skid resistance of aggregate. It has been a British Standard for many years and forms the basis of the specification for surfacing aggregate in the United Kingdom. It has recently become a European Standard.  With various modifications the test equipment is used in many other countries around the world.  However, the method was developed about 60 years ago and has remained relatively unchanged since. In contrast there has been tremendous change in the amount of traffic and the stressing experienced by surfacing aggregate. This paper reports on research carried out to improve understanding between the laboratory prediction of aggregate skid resistance and actual performance in-service.]]></description>
      <pubDate>Wed, 09 Feb 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/749803</guid>
    </item>
    <item>
      <title>RESISTANCE TO WEAR OF DIFFERENT BITUMINOUS MIXTURES FOR SURFACE COURSES WITH DISCUSSION</title>
      <link>https://trid.trb.org/View/100215</link>
      <description><![CDATA[AN INCREASING WEAR OF SURFACE COURSES HAS BEEN OBSERVED IN GERMANY SINCE STUDDED TIRES CAME INTO USE. PRACTICAL EXPERIENCE POINTS OUT THAT SPECIAL MIXTURES LIKE GUSSASPHALT (HOT MELTED ASPHALT) OR SPECIAL AGGREGATES HAVE A DECREASING TENDENCY FOR WEAR UNDER THESE CONDITIONS. TO DESIGN MATERIALS THAT ARE RESISTANT TO WEAR AND SKIDDING, LABORATORY TEST METHODS ARE NEEDED THAT ALLOW A PREDICTION OF PRACTICAL BEHAVIOR. IN FOLLOWING THIS TASK A TEST PROCEDURE BASED ON THE BRITISH "APPARATUS FOR ACCELERATED POLISHING" (BRITISH STANDARD BS 812) WAS DEVELOPED. THE TEST PROGRAM CONSISTED OF THE FOLLOWING ESSENTIAL VARIATIONS: ASPHALT CONCRETE WITH LOW AND WITH HIGH CONTENT OF AIR VOIDS; GUSSASPHALT (HOT MELTED ASPHALT); MASTIMAC AND MASTIPHALT--SPECIAL ASPHALTIC CONCRETE WITH A HIGH CONTENT OF COARSE AGGREGATE THAT IS EMBEDDED IN A MATRIX WITH HIGH CONTENT OF FILLER AND BITUMEN; ADDITIONS OF PLASTIC MATERIAL TO THE BITUMEN; AND DIFFERENT TYPES OF SMALL SIZE COARSE AGGREGATES. FURTHER VARIATIONS IN THIS PROGRAM ARE THE TEST TEMPERATURE AND THE PRELIMINARY TREATMENT (FREEZE-THAW). ESSENTIAL CONCLUSIONS FROM THIS PROGRAM ARE: THE PAVEMENT WEAR INCREASES WITH HIGHER TEMPERATURES AND AFTER A PRELIMINARY TREATMENT WITH FREEZETHAWING CHANGES, ESPECIALLY WITH OPEN MIXTURES. GUSSASPHALT AND THE SPECIAL MIXTURES WITH A HIGH COARSE AGGREGATE CONTENT HAVE A SIGNIFICANTLY HIGHER RESISTANCE TO WEAR THAN USUAL ASPHALTIC CONCRETES. THE TYPE OF AGGREGATE IS OF ESSENTIAL INFLUENCE, ESPECIALLY IN OPEN ASPHALTIC CONCRETES (A RELATION TO LOS ANGELES VALUES CAN BE SEEN). THE ADDITION OF PLASTIC MATERIAL TO BITUMEN WILL ONLY INFLUENCE WEAR FOR LOWER TEST TEMPERATURES. WITH THE EXPERIENCES OF THIS PROGRAM FURTHER INVESTIGATIONS FOR THE DEVELOPEMENT OF WEAR RESISTANT MATERIALS WILL BE MADE. WITH GUSSASPHALT AND THE SPECIAL MIXTURES WITH HIGH CONTENT OF COARSE AGGREGATE THE FIRST STEPS TOWARD REACHING THIS OBJECTIVE HAVE BEEN TAKEN. A DISCUSSION IS INCLUDED WHICH DEALS WITH VARIOUS QUESTIONS CONCERNING THIS STUDY. /AUTHOR/]]></description>
      <pubDate>Tue, 17 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100215</guid>
    </item>
    <item>
      <title>DESIGN AND QUALITY CONTROL OF CONCRETE OVERLAYS</title>
      <link>https://trid.trb.org/View/718756</link>
      <description><![CDATA[The United States has a significant investment in civil infrastructure, which is deteriorating under heavy use, age, and environmental attack.  A large proportion of this infrastructure consists of plain and reinforced concrete pavements and bridge decks.  Concrete overlays have been used for pavement and bridge deck rehabilitation for many years.  Concrete overlays on pavements or bridge decks can fulfill three design functions - they can strengthen the structure against further deterioration due to fatigue cracking (or rutting, with whitetopping overlays), they can improve smoothness and restore ride quality, and they can add skid resistance.  This research developed and tested a range of plain and fiber reinforced concrete overlay mixes that allow reliable, economic, and durable overlay construction as well as early opening to traffic.  This report documents the benefits of using nondestructive testing technologies, including spectral analysis of surface waves, in overlay investigation, planning, construction, and quality control.  Analytical modeling using the HIPERBOND module of the program HIPERPAVE was used to investigate behavior and performance prediction for the eight overlay concrete designs investigated in the laboratory testing program.  So far, two ultrathin whitetopping overlays have been constructed in Alabama, on heavily traveled asphalt pavements in Selma and Jasper.  Both projects were constructed in the outside lanes at intersections, where stopped trucks caused considerable rutting over the years.  Performance of the two overlays to date has been very good.  Recommendations are made in this report for materials selection, design, and construction controls for overlay construction.]]></description>
      <pubDate>Thu, 11 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/718756</guid>
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