<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Performance Evaluation of Bonded Concrete Pavement Overlays After 11 Years</title>
      <link>https://trid.trb.org/View/801380</link>
      <description><![CDATA[Concrete overlays were placed on continuously reinforced concrete (CRC) pavement sections of I-295 near Richmond, Virginia, and I-85 near Petersburg, Virginia. A 2-in. bonded portland cement concrete overlay on I-295 was placed to prevent spalling attributable to improper steel depth of the existing CRC pavement, and a 4-in. bonded portland cement concrete overlay on I-85 was placed to increase the structural capacity of the pavement. The CRC pavements were in reasonably good condition when the overlays were placed. Evaluations of the bonded overlays were conducted immediately after their placement in 1995, in 1999, and in 2006 after 11 years in service. The evaluations included bond strength testing between the overlay and the CRC pavement, chain drag testing to detect delamination between the overlays and the pavement, falling weight deflectometer testing to assess the in situ structural capacity of the bonded overlay pavement sections, permeability testing to determine the permeability conditions of the overlays, and skid resistance testing to check the surface texture conditions. The bonded concrete overlays performed well after 4 and 11 years. The results indicate that bonded overlays extended the life of the existing CRC pavements and are expected to last 20 years or more. The experience gained during 11 years is documented and the use of bonded concrete overlays is recommended where the design life can be realized.]]></description>
      <pubDate>Mon, 12 Mar 2007 08:09:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/801380</guid>
    </item>
    <item>
      <title>FIELD PERFORMANCE AND EVALUATION OF THIN BONDED OVERLAYS</title>
      <link>https://trid.trb.org/View/353988</link>
      <description><![CDATA[Bonded concrete overlays of jointed concrete pavements currently are not used widely for pavement rehabilitation. As part of a major FHWA research project, between 1987 and 1988 an extensive performance evaluation of 16 different bonded overlay designs at 10 locations in 6 states was carried out.  The projects were located in three different environmental zones and involved a variety of low- to high-volume pavements.  The overlays ranged in age from 3 to 11 years at the time of the surveys.  The field performance surveys consisted of the following elements:  a comprehensive field survey to identify, measure, and map pavement surface distresses; a debonding survey; the measurement of roughness and a panel present serviceability rating; deflection testing with a falling weight deflectometer; and a materials testing and sampling program. Historical traffic data were collected to estimate the accumulated 18-kip equivalent single axle loads (ESALs) on the pavement before and after the overlay was placed. Environmental data were also collected to describe the nature of the environmental forces to which the various sections were subjected.  Previous research projects or state reports were reviewed to characterize the construction conditions and the preoverlay condition of the pavements. The results of the field survey are presented for each pavement section based on all of the major measured parameters.  Overall, it was found that bonded concrete overlays showed mixed success.  Some of the projects appeared to be nearing failure, based on the accumulation of surficial distresses and the apparent widespread debonding that was observed.  In general, it was found that debonding was cause for concern on many of the projects.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353988</guid>
    </item>
  </channel>
</rss>