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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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    <item>
      <title>Application of Recovery Technology of Anti-Slip Structure for Concrete Pavement in Expressway Tunnels</title>
      <link>https://trid.trb.org/View/2613278</link>
      <description><![CDATA[The skid resistance of tunnel cement concrete pavement is directly related to driving safety in tunnels, and restoring skid resistance is a common issue faced in the operation of tunnel cement concrete pavement. Based on engineering cases, this article introduces the key technical parameters, process flow, and treatment effects of three skid resistance restoration techniques for the skid resistance treatment of operating tunnel cement concrete pavement, namely milling and grooving, HOG surface texturing technology, and bauxite skid resistance surface layer. The aim is to provide a reference for other skid resistance treatments of tunnel cement concrete pavement.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613278</guid>
    </item>
    <item>
      <title>Advanced surface texture assessment of roller compacted concrete pavement mixtures by an in-house optical surface profiler</title>
      <link>https://trid.trb.org/View/2643647</link>
      <description><![CDATA[Roller-compacted concrete (RCC) pavements have gained increasing attention, yet the literature still lacks quantitative insight into their surface texture and functional implications. This study evaluates RCC surface texture and skid resistance using both the Superpave gyratory compactor (SGC) and a roller compactor, and—under identical gradations and compaction protocols—compares these results directly with hot-mix asphalt (HMA). Surface topography was measured using an in-house three-dimensional (3D) optical profiler, and texture metrics were computed from parameters defined in ISO 25178-2; macrotexture was benchmarked with the sand patch test. Results show that SGC-compacted RCC does not replicate the field texture produced by roller compaction, so SGC data are used only for comparative trend evaluation. Roller-compacted RCC demonstrated greater macrotexture but lower wet British Pendulum Number (BPN) than HMA, consistent with the distinct functions of texture scales. RCC maintained coarser, less uniform microtexture, whereas HMA exhibited finer, sharper asperities and higher BPN. Strong agreement between 3D-derived macrotexture and mean texture depth (MTD) supports the measurement approach. The findings indicate that RCC can provide beneficial macrotexture for drainage but may require supplemental surface texturing to enhance microtexture for higher-speed applications.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643647</guid>
    </item>
    <item>
      <title>Pavement Patterns: An Unsupervised Learning Approach to Texture Analysis in Rigid Pavements</title>
      <link>https://trid.trb.org/View/2596693</link>
      <description><![CDATA[Rigid pavement surface texturing plays a critical role in tire–pavement interactions, and although high-speed laser profiling has enabled cost-effective network-level texture measurement, methods for automatically identifying and characterizing surface texturing techniques from field data remain underdeveloped. In this study, two-dimensional (2D) texture profiles were collected over 176?km (109?mi) of rigid pavements across Texas. After processing the raw profile data, a set of 40 texture indices were evaluated from which only six proved to be sufficiently uncorrelated to quantify different characteristics of the pavement’s macrotexture. Principal component analysis (PCA) then reduced dimensionality, and three clustering algorithms—partition around medoids (PAM), agglomerative nesting (AGNES), and Gaussian mixture models (GMM)—were evaluated for their ability to reveal natural groupings. GMM produced the most coherent segmentation, yielding five clusters that correspond to deep-groove tining, shallow-groove tining, conventional diamond grinding, next-generation concrete surfaces, and exposed-aggregate/dragged and-polish surfaces. Although average silhouette scores (~0.40) indicated only moderate cluster cohesion, qualitative inspection confirmed that each cluster captured distinct physical characteristics shaped by wear, polishing, and original texturing methods. These findings demonstrate that network-level texture data, when combined with unsupervised learning, can objectively distinguish prevailing surface textures without relying on incomplete or outdated maintenance records. The proposed framework lays the groundwork for integrating texture data into performance modeling, network segmentation, maintenance decision-making, for developing supervised classifiers to predict surface texturing methods which can thereby enhance empirical models of skid resistance, hydroplaning potential, and tire–pavement noise.]]></description>
      <pubDate>Wed, 10 Sep 2025 17:06:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596693</guid>
    </item>
    <item>
      <title>Joint improvements of skid and abrasion resistance of concrete pavements through manufactured micro- and macro-textures</title>
      <link>https://trid.trb.org/View/2563288</link>
      <description><![CDATA[Pavement surface texture is crucial for skid and abrasion resistance, influencing traffic safety throughout a roadway's lifespan. Traditional texturing methods often yield random patterns, hindering consistent high-performance textures. However, 3D printing technology enables the creation of custom, precise, and uniform textures on concrete pavements. This study evaluated 26 3D-printed concrete pavement texture configurations for their skid and abrasion resistance and their relationships with surface topography and materials. Results show that micro-texture wavelengths of 125.6–500 μm significantly impact both low-speed and high-speed friction, while wavelengths of 62.8–125.6 μm are vital for high-speed friction. Additionally, appropriate aggregates like emery enhance skid and abrasion resistance, improving the performance of these manufactured textures.]]></description>
      <pubDate>Tue, 22 Jul 2025 14:42:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563288</guid>
    </item>
    <item>
      <title>Design and construction of high-performance surface textures for precast concrete pavements: A flexible formwork and 3D printing assisted texturing method</title>
      <link>https://trid.trb.org/View/2568531</link>
      <description><![CDATA[Surface textures are critical to the skid resistance and noise reduction of precast concrete pavements (PCPs). However, due to the constraints of current texturing technologies, only limited types of simple textures are produced for PCP. To facilitate the design and construction of superior textures for PCP, a novel texturing method assisted with 3D printing (3DP) technology is developed in this study. The process begins with using 3DP technology to construct the solid molds with customized textures. Subsequently, liquid silicone rubber is poured into solid molds to produce flexible formworks. The solidified flexible formworks are then employed to imprint textures onto the PCPs surfaces. To assess the impact of textures on the surface performance of PCPs, seven distinct texture designs were created and evaluated for their skid resistance and noise reduction performance. The findings reveal that texture configuration significantly influences PCPs' surface performance. Additionally, a full-scale trial section of PCPs was constructed to determine the practicality of this texturing technique, and the associated costs were analyzed as well. It is found that the textures created on the trial section of PCPs are of high quality, and the expenses incurred by this texturing method are competitive with those of traditional techniques. Therefore, this texturing method is promising to reform the design and construction of surface textures for PCPs.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:12:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2568531</guid>
    </item>
    <item>
      <title>Factors effecting the shearing strength of bond coat of asphalt surfacing on concrete bridge deck</title>
      <link>https://trid.trb.org/View/2528493</link>
      <description><![CDATA[The paper identified and evaluated factors effecting the shearing strength of bond coat of asphalt surface on concrete bridge deck. Three types of bonding materials were evaluated including cationic polymer bitumen emulsion (CRS-1P), epoxy bitumen (BE), and two-component epoxy resin (Hyper Primer - HP). Temperature was found the most impactive external factor while moisture combined with repeated load is less. Bonding material also is key impacted factor. CRS-1P which is usually used in Vietnam for bond coat on concrete deck could work in normal conditions at 30 degC but fully be fail of zero strength at 60 degC while Epoxy Bitumen (BE) still works with remaining strength of only around 20%. Epoxy Bitumen also has higher shearing strength at 30 degC compared with CRS-1P, from twice to five time depends on the testing condition. Repeated load and moisture which are simulated by wheel tracking test of 7,500 loading cycles at 50 degC to reduce shearing strength in almost testing cases. In general, texturing brings benefit to increase shearing strength.]]></description>
      <pubDate>Thu, 24 Apr 2025 10:39:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2528493</guid>
    </item>
    <item>
      <title>Performance Centered Concrete Construction</title>
      <link>https://trid.trb.org/View/2169803</link>
      <description><![CDATA[Surveys conducted for the past 5 years indicate that a number of states have changed or are in the process of changing their specifications in response to the Performance Engineered Mixtures (PEM) initiative. It is time to consider “what’s next?” The intent of this proposed work is to answer that question. 
The fundamental philosophy is unchanged; the ability to specify, measure, and deliver concrete paving mixtures that perform as intended for their design lifetime and beyond. Having the capability to consistently prepare reliable, high-performing mixtures at the batch plant naturally leads to the need to evaluate what happens to the concrete through the stages of transportation, placement, finishing and sawing. Actions between the batch plant and the grade that potentially influence the longevity of a mixture include: transport, handling, water/admixture addition, vibration, finishing/texturing, curing, sawing, and opening to traffic. Properties that may be affected by these actions include: uniformity, consolidation, air void system stability, durability and strength, segregation, smoothness, and cracking. It is intended to follow the previous PEM model to: (1) Establish a sound understanding of these properties and how they are affected by workmanship; (2) Develop / select appropriate test methods for evaluation at or behind the paver; (3) Select pass / fail criteria; (4) Provide tools for contractors to ensure that compliance is practical; (5) Provide documentation and training resources to encourage agencies and contractors to adopt performance based specifications reflecting PEM and related construction practices; and (6) Assist agencies and industry in the transition to realistic performance based specifications.]]></description>
      <pubDate>Wed, 10 May 2023 16:45:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2169803</guid>
    </item>
    <item>
      <title>Macrotexture Assessments Using Line-Laser Technology</title>
      <link>https://trid.trb.org/View/1927428</link>
      <description><![CDATA[The Florida Department of Transportation (FDOT) State Materials Office measures statewide macrotexture in relation to mean profile depth (MPD). This is done using point-laser systems mounted along the driver-side wheel path of friction evaluation vehicles. Historically, point-lasers have been recognized by the FDOT to accurately measure MPD on flexible pavement. However, current point-laser technology is unable to measure the anisotropic texturing of rigid pavement, such as longitudinal diamond ground (LDG) concrete. For this reason, the FDOT purchased two LMI Technologies Gocator-2342-3B-12 line-laser systems, which have the capability of measuring longitudinal texture. As received, internal testing conducted by the FDOT had shown poor agreement between line-laser MPD and accepted reference values on both flexible and rigid pavement. Since then, a research-based approach in configuring the line-laser system to accurately assess pavement macrotexture has been completed. Results from the statewide testing showed that the updated line-laser system produced MPD values on flexible pavement with an average difference of ±5.2% when compared with the point-laser system. On rigid pavement, the updated line-laser system produced MPD values with an average difference of ±10.4% when compared with those produced by a circular track meter. Precision testing showed that the line-laser system produced repeatable results on all pavement types with an average repeatability limit, r, of 0.25?mm and reproducibility limit, R, of 0.30?mm, which was comparable to the precision results of the point-laser system.]]></description>
      <pubDate>Fri, 18 Mar 2022 08:39:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1927428</guid>
    </item>
    <item>
      <title>Use of Machine Learning to Predict Long-Term Skid Resistant of Concrete Pavement</title>
      <link>https://trid.trb.org/View/1910009</link>
      <description><![CDATA[An adequate level of skid resistance over the service life of concrete pavements is crucial for the safety of drivers, especially in wet weather. It has been known that frictional properties of concrete pavements are influenced by concrete mixture proportions, type/properties of aggregates, surface texturing, and degree of surface polishing. Several experimental studies have attempted to establish regression correlations between these factors with time-dependent frictional properties of concrete pavements. While these experiments are necessary, they are costly and labor-intensive. As such, the current project intends to use the datasets and body of information generated by these past studies to develop a robust prediction algorithm for frictional properties of concrete pavements using the power of machine learning. More specifically, artificial neural network (ANN) is employed to resolve highly complicated relationships between frictional properties of concrete pavements and the parameters that influence such properties (e.g., aggregate mineralogy, concrete mixture proportions, etc.). Both the time-dependent frictional properties and terminal friction values are investigated. This report also provides a broad literature review on the subject.]]></description>
      <pubDate>Thu, 24 Feb 2022 17:18:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1910009</guid>
    </item>
    <item>
      <title>In-door laboratory high-speed testing of tire-pavement noise</title>
      <link>https://trid.trb.org/View/1906545</link>
      <description><![CDATA[The ability to measure traffic-speed tire-pavement noise in the laboratory is useful for predicting the tire-pavement noise performance of a design mix without conducting expensive and time-consuming field trials. This research developed an in-door high-speed test facility HTP2 for tire-pavement noise measurements. Housed in a semi-anechoic room, HTP2 has a circular test track of vertical wall, and a horizontal rotating arm system mounted with full-scale test tires. The test track can accommodate 12 specimens in each test run. The highest test speed achievable is currently 70 km/h, eventually 100 km/h when fully developed. The On-Board Sound Intensity Method was adopted for tire-pavement noise measurement. Tests were conducted to assess the reliability and repeatability of the test facility. Additional tests involving eight different pavement surface types were performed to illustrate that HTP2 was able to (i) measure sound intensity-frequency characteristics of tire-pavement noise matching those of actual vehicles and pavements, (ii) differentiate sound intensity of tire-pavement noise generated by different pavement types, (iii) identify increase in tire-pavement noise caused by texturing of concrete pavement, (iv) detect differences between tire-pavement noise generated by longitudinally and transversely tined concrete pavements, and (v) measure effects of surface macrotexture on tire-pavement noise.]]></description>
      <pubDate>Mon, 07 Feb 2022 16:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1906545</guid>
    </item>
    <item>
      <title>Prognose der Griffigkeitsentwicklung von Waschbetonfahrbahndecken mit der Prüfanlage nach Wehner/Schulze</title>
      <link>https://trid.trb.org/View/1887299</link>
      <description><![CDATA[Eine wesentliche Gebrauchseigenschaft von Fahrbahndecken ist die Sicherstellung eines kurzen Bremswegs durch seine Griffigkeitseigenschaften. Aufgrund der Beanspruchung aus dem Verkehr nimmt die Griffigkeit im Laufe der Lebensdauer ab. Zur frühzeitigen Abschätzung des Griffigkeitsverhaltens einer Fahrbahnoberfläche wurde für Asphaltdeckschichten die Prüfanlage Wehner/Schulze (PWS) entwickelt und erprobt. Bisherige Untersuchungen ergaben Schwierigkeiten bei der Übertragbarkeit des Verfahrens auf Waschbetonoberflächen als derzeitige Regelbauweise im Betonstraßenbau. Es sollte daher in einem ersten Schritt die Prüfanlage Wehner/Schulze selbst sowie der zugehörige Prüfablauf derart angepasst werden, dass das Prüfverfahren auch für Waschbetonoberflächen anwendbar ist. Hierzu galt es, sowohl die Einheit zur polierenden Beanspruchung der Proben, als auch die Einheit zur Bestimmung des Reibbeiwerts als Maß für die Griffigkeit der Oberfläche zu optimieren. Zur Anpassung der Polierbeanspruchung wurden Untersuchungen mit unterschiedlichen Polierrollenhärten und Poliermittelkonzentrationen sowie unter Verwendung alternativer Poliermittel durchgeführt. Die Messeinheit wurde durch den Einsatz unterschiedlicher Messgummihärten und Messgummiflächen angepasst. Anschließend wurde mit der für Waschbetonoberflächen modifizierten PWS eine Parameterstudie zum Einfluss von betontechnologischen und ausführungstechnischen Kenngrößen auf das Griffigkeitsverhalten von Waschbetonen durchgeführt. Es wurde der Einfluss der Sieblinie, des Polierwerts, der Bruchflächigkeit, der Kornform sowie des Größtkorns der im Beton eingesetzten groben Gesteinskörnung sowie der Einfluss der Texturtiefe der Oberflächentexturierung analysiert. Des Weiteren wurde die Möglichkeit des Einsatzes der modifizierten PWS zur Prüfung der Griffigkeitsentwicklung alternativer Betonoberflächen (Grindingoberflächen sowie offenporiger Betonoberflächen) getestet. Um eine Abschätzung über eine mögliche Korrelation zwischen der angepassten Prüfanlage Wehner/Schulze und einer Praxisbeanspruchung auf Bundesautobahnen (BAB) zu eruieren, wurden Bohrkerne aus mehreren BAB sowohl aus dem Standstreifen, als möglichst unbelastete Probe als auch aus der Rollspur des ersten Fahrstreifens entnommen und geprüft. Bei der Optimierung der Prüfanlage Wehner/Schulze konnte mit leicht realisierbaren Anpassungen vielversprechende Ergebnisse erzielt werden. So erwiesen sich die Verwendung eines alternativen Poliermittels bei gleichzeitig höherer Härte der Polierrollen sowie der Einsatz einer doppelten Messgummifläche als zielführend. Die hiermit durchgeführte Parameterstudie ergab einen dominanten Einfluss der Texturtiefe auf den Reibbeiwert der PWS. Bezüglich einer möglichen Korrelation zwischen der Praxisbeanspruchung und der im Labor mit der modifizierten PWS nachgestellten Beanspruchung konnten erste Tendenzen erkannt werden. (A) ABSTRACT IN ENGLISH: An essential characteristic of road surfaces is their ability to ensure a short braking distance due to their skid resistance. As an effect of traffic loads, the grip decreases over service life. The Wehner/Schulze polishing machine (PWS) was developed and tested for asphalt surfaces in order to estimate the skid resistance of a road surface at an early stage. Previous investigations have shown difficulties with the transferability of the method to exposed aggregate concrete surfaces, which is the current standard construction method in concrete road construction. The main aim of the research project was to modify the Wehner/Schulze machine and the associated test sequence to enable its application on exposed aggregate concrete surfaces. The goal was thus to optimise both the unit for polishing the specimens and the unit for determining the coefficient of friction as a measure of the grip of the surface. In order to adapt the polishing effect, investigations were carried out with different polishing roller hardnesses and polishing agent concentrations as well as using alternative polishing agents. The measuring unit was adapted by using different measuring rubber hardness and measuring rubber surfaces. Subsequently, a parameter study was carried out with the PWS modified for exposed aggregate concrete surfaces on the effect of concrete technological and constructional parameters on the skid resistance behaviour of exposed aggregate concrete. The influence of the grading curve, the polishing value, the fracture surface, the grain shape and the maximum grain size of the coarse aggregate used in the concrete as well as the influence of the texture depth of the surface texturing were analysed. Furthermore, the possibility of using the modified PWS for testing the skid resistance development of alternative concrete surfaces (grinded surfaces as well as pervious concrete surfaces) was tested. In order to estimate a possible correlation between the adapted Wehner/Schulze machine and a practical load on German federal motorways, drilled cores from several motorways were taken and tested from the hard shoulder as (idealized) unloaded samples and from the rolling track of the first lane. During the optimization of the Wehner/Schulze machine, promising results were achieved with easily realizable modifications. The use of an alternative polishing agent with simultaneously higher hardness of the polishing rollers and the use of a doubled measuring rubber surface were proved to be effective. The parameter study carried out in this way revealed a dominant effect of the texture depth on the coefficient of friction of the PWS. With regard to a possible correlation between the practical traffic load and the load simulated with the modified PWS in the laboratory, initial tendencies could be identified. (A)]]></description>
      <pubDate>Wed, 03 Nov 2021 11:01:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1887299</guid>
    </item>
    <item>
      <title>3D‐Analyse von Betonfahrbahnoberflächen mit Grinding‐ und Groovingtextur mittels Streifenlichtprojektion</title>
      <link>https://trid.trb.org/View/1738643</link>
      <description><![CDATA[Die Oberflächentexturierung der Betonfahrbahndecken mittels Grinding und Grooving steht seit einigen Jahren im Mittelpunkt der Forschung und Entwicklung des Betonstraßenbaus in Deutschland. In den vergangenen Jahren wurden die vorteilhaften Oberflächeneigenschaften derartiger Texturen, wie zum Beispiel Griffigkeit, Ebenheit, Lärmminderung, in zahlreichen Forschungsprojekten umfassend untersucht und daraus die Technologie „Texturgrinding“ entwickelt. Im Kontext des gegenwärtig verfolgten ganzheitlichen performanceorientierten Ansatzes liegt der Fokus nun verstärkt auf der Analyse und Charakterisierung der Oberflächentopografie von Grinding- beziehungsweise Groovingtexturen. Insbesondere gilt ein Hauptaugenmerk hierbei der zeitlichen Entwicklung der Oberflächentexturen in Abhängigkeit von äußeren Einwirkungen durch Klima und Verkehr. Gezeigt wird, dass durch den Einsatz eines auf Streifenlichtprojektion basierenden Messsystems eine hochaufgelöste dreidimensionale Erfassung der Oberflächentopografie verschiedenartiger Grinding- und Groovingtexturen möglich ist. Darauf aufbauend wurden messtechnische Voraussetzungen zur Gewährleistung reproduzierbarer Messungen geschaffen, die eine Dokumentation der zeitlichen Texturveränderungen infolge klimatischer Beanspruchung ermöglichen. Anschließend wurden Auswerteroutinen zur quantitativen und statischen Charakterisierung der Oberflächenstruktur entwickelt und angewandt, um exemplarisch die Veränderung der Oberflächentopografie infolge klimatischer Beanspruchung quantitativ abzubilden. (A) ABSTRACT IN ENGLISH: Modifying surface textures of concrete pavements by using grinding and grooving is in focus of research and development activities of concrete pavement building in Germany. During the past few years, the beneficial surface performance indicators of these kinds of textures (e.g. skid resistance, evenness, noise reduction) have been investigated thoroughly and the technologies of both texturing methods have been further developed. With respect to the currently followed holistic performance‐oriented approach the focus of research is more and more concentrated on analyzing and characterizing the surface topology of grinding and grooving textures. In particular, the time‐dependent behavior of the textures while being influenced by climate and traffic is of big importance to the research. This contribution points out the benefits of using a fringe pattern projection system for obtaining high resolution measurements of various concrete surface textures, i.e. grinding and grooving. Based on that, measurement premises to guarantee reproducible measurements have been established, enabling a documentation of time‐dependent texture changes resulting from climate exposure. Afterwards, evaluation routines for quantitative and statistical characterization of concrete surface textures have been developed and applied to show quantitative changes of surface topology in result of climate stress, exemplarily. (A)]]></description>
      <pubDate>Tue, 22 Jun 2021 09:24:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1738643</guid>
    </item>
    <item>
      <title>Full-Scale Evaluation of Concrete-Asphalt Interphase in Thin Bonded Concrete Overlay on Asphalt Pavements</title>
      <link>https://trid.trb.org/View/1722684</link>
      <description><![CDATA[Thin bonded concrete overlay on asphalt (BCOA) pavements rely on concrete-asphalt bonding to resist traffic loading. To investigate variables affecting bonding, experimental data were used from 15 instrumented thin BCOA sections, with 11 tested with heavy vehicle simulators (HVS). Sections included three slab sizes, four rapid-strength concrete mixes, new and old asphalt bases, and three asphalt surface texturing techniques. Analysis of strain data from HVS testing served to determine the concrete-asphalt bonding condition. Laboratory testing and forensic data from the sections were also evaluated. Overall, the performance of concrete-asphalt bonding in the sections with 1.8?×?1.8?m (6?×?6?ft) slabs was excellent. In these sections, concrete-asphalt bonding remained intact throughout the HVS testing despite the unfavorable testing conditions, which included flooding of the section, channelized traffic at the slab edge, and HVS wheel (half axle) loading of up to 100?kN (22.5?kips). The sections with 3.6?×?3.6?m (12?×?12?ft) slabs presented a delamination band between the asphalt and concrete along the perimeter of the slabs. This delamination was a tensile break occurring in the asphalt around 5–10?mm (0.2–0.4?in.) below the concrete-asphalt interphase caused by the large vertical hygrothermal deformations in the slabs. Because of this asphalt failure, the concrete and asphalt worked as two independent layers near the transverse joints. Based on laboratory procedures, it was observed that cement paste penetration into the asphalt layer caused a reinforcing effect in the concrete-asphalt interphase. It was also observed that milling and micromilling did not improve the concrete-asphalt bonding.]]></description>
      <pubDate>Wed, 22 Jul 2020 14:45:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1722684</guid>
    </item>
    <item>
      <title>Concrete Pavement Texturing</title>
      <link>https://trid.trb.org/View/1647089</link>
      <description><![CDATA[Pavement surface texture plays important roles in roadway safety and noise issues. More than 32,000 deaths and 2.3 million injuries occurred in more than 6 million vehicle crashes in the U.S. in 2014 (NHTSA 2016) and about 16 percent of those crashes took place on wet pavement (FHWA 2016). The two main causes of wet weather crashes are: 1) hydroplaning (loss of contact between tires and the pavement surface due to a film of water) and 2) poor visibility due to splash and spray. Inadequate friction also contributes to many dry-weather accidents, particularly in work zone and intersections where braking and unusual vehicle movements are common. There are many sources of sound in the highway environment, including vehicle sounds (e.g., engine and exhaust noise, etc.), sound due to the passage of air around the and through the vehicle, and the interaction of vehicle tires and the pavement surface. Tire-pavement interaction is generally the predominant source of sound for cars and trucks at vehicle speeds greater than 20 mi/h (32 km/h) and 30 mi/h (48 km/h), respectively. When other factors are held constant, traffic noise levels vary mainly with the characteristics of the pavement surface, e.g., the porosity and texture (ACPA 2006). The selection, design and construction of concrete pavement surface texture requires the consideration of both noise and safety concerns, as well as durability and cost – often competing factors! This Tech Brief complements FHWA Technical Advisory T 5040.36 (FHWA 2005) by: 1) providing additional details concerning how pavement texture affects roadway noise and safety; 2) describing current concrete pavement surface texturing methods and their impacts on roadway noise and safety; and 3) providing guidance concerning best practices for concrete pavement texture selection, specification and construction.]]></description>
      <pubDate>Fri, 30 Aug 2019 13:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1647089</guid>
    </item>
    <item>
      <title>Erfahrungsbericht ueber die Erprobungsstrecke in Betonbauweise mit Waschbetonoberflaeche auf der BAB A 5 unter Verwendung von gebrochenem Kies des Oberrheins (Alpine Moraene Edelsplitt)</title>
      <link>https://trid.trb.org/View/1573714</link>
      <description><![CDATA[Anfang 2006 wurde die Betonbauweise mit Waschbetonoberflaeche als Referenzbauweise fuer laermmindernde Betonfahrbahndecken auf Bundesfernstrassen in Deutschland eingefuehrt. Bei dieser Bauweise erfolgt die Texturierung der frischen Betonfahrbahnoberflaeche durch das Entfernen des Oberflaechenmoertels und Freilegung der Gesteinskoernungen an der Oberflaeche. Daher wurde eine spezielle Betonrezeptur mit erhoehtem Zementgehalt unter Verwendung gebrochener und grober Gesteinskoernungen konzipiert. Um Langzeiterfahrungen mit der neuen Betonrezeptur und der Waschbetonoberflaeche unter Verwendung von gebrochenem Kies des Oberrheins (Alpine Moraene Edelsplitt) zu gewinnen, wurde im Sommer 2007 eine Erprobungsstrecke auf der Bundesautobahn (BAB) A 5 gebaut. Ende des Jahres 2015 wurde der Oberflaechenzustand dieser Erprobungsstrecke im Rahmen einer Ortsbegehung (8,5 Jahre nach Verkehrsfreigabe) hinsichtlich einer schaedigenden Alkali-Kieselsaeure-Reaktion (AKR) visuell begutachtet sowie anhand von Bohrkernen aus der Erprobungsstrecke analysiert. Bei der Bewertung der Erprobungsstrecke mit Waschbetonoberflaeche wurden auch die systematisch erfassten Daten der Zustandserfassung und -bewertung (ZEB) fuer diesen Abschnitt aus dem Jahr 2015 hinsichtlich der Ebenheit, Griffigkeit und der Substanzmerkmale Oberflaeche beruecksichtigt. (A) ABSTRACT IN ENGLISH: In early 2006, the concrete road pavement with exposed aggregate concrete was introduced as a reference design for noise-reducing concrete pavements on Federal Highways in Germany. In this design, the fresh concrete surface texturing is done by removing the surface mortar and exposure of the aggregates to the surface. Therefore a special concrete recipe was designed with increased cement content and crushed coarse aggregates. In order to gain long-term experience with the new concrete recipe and the exposed aggregate concrete using crushed gravel from the Upper Rhine (alpine moraine), a test section was built in summer 2007. At the end of 2015 the surface condition of this test section was visually examined (8.5 years after opening for traffic) with regard to a damaging alkali-silica reaction (ASR) and analyzed on the base of drilling cores from this section. The regularly recorded data of road monitoring "Survey and Assessment of Condition on Federal Highways" (ZEB) from 2015 in features of skid-resistance, levelness as well as substance features (surface) were also taken into account in the assessment of the test section with exposed aggregate concrete.]]></description>
      <pubDate>Thu, 17 Jan 2019 09:30:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1573714</guid>
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