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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>NLFM for FRC Pavement Analysis and Design</title>
      <link>https://trid.trb.org/View/793826</link>
      <description><![CDATA[Non Linear Fracture Mechanics (NLFM) represents a powerful tool for analyzing Fiber Reinforced Concrete (FRC) slabs on grade; in fact, because of the stress redistribution, possible in these statically indeterminate structures, the bearing capacity can remarkably increase after reaching the ultimate strain up the formation of a collapse mechanism.  This evidences that slab behavior is highly influenced by the crack propagation and underlies the importance of a fiber reinforcement.  In fact, concrete roughness is significantly increased by steel fibers that may substitute (partially or totally) conventional reinforcement.  Fibers also increase the crack resistance of concrete pavement.  The use of a NFLM method for modeling concrete slab on grade with different types of reinforcement is presented in this paper.  The validation of the methods was firstly obtained by simulating experiments on full-scale slabs subjected to different loading conditions.  The numerical analyses proved to be in a good agreement with the experimental response for the load-displacement behavior, for the ultimate load and for the final crack pattern.  Finally, some deign considerations are introduced by comparing the numerical response or slabs characterized by the same geometry and loading conditions and a different reinforcement arrangement.  In particular, the behavior of concrete slabs reinforced by steel fibers only, by steel rebars only or by steel rebars and fibers together is presented.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/793826</guid>
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      <title>Alkali-Silica Reaction in Concrete Pavements at Atlanta’s Hartsfield-Jackson International Airport – A Case Study</title>
      <link>https://trid.trb.org/View/794400</link>
      <description><![CDATA[The network of runways, taxiways and aprons at the Hartsfield-Jackson Atlanta International Airport (H-JAIA) mostly consist of aging concrete pavements.  Some of the pavements are undergoing materials-related distress, in particular alkali-silica reaction (ASR).  With over 37.5 million square feet of structural concrete pavements, durability and useful service life of concrete is critical for efficient operations at one of the busiest airports in the world.  The evaluation of ASR has been part of a periodic network-level pavement assessment program at H-JAIA.  One runway and parts of two parallel taxiways were reconstructed, and another runway is scheduled for reconstruction in 2006, primarily due to deterioration resulting from ASR.  This case study presents the results from a recent investigation conducted at H-JAIA on one of the distressed runways.  Results from this study present evidence of extensive ASR induced damage in concrete pavements at H-JAIA.  In addition a discussion of potential factors that may have caused the ASR distress at H-JAIA is presented.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794400</guid>
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    <item>
      <title>Optimizing Mix Proportions of Roller Compacted Concrete for Pavement Applications in Indian Conditions</title>
      <link>https://trid.trb.org/View/794286</link>
      <description><![CDATA[A comparative analysis of various RCC mixtures made with two different fineness levels of fly ash, various fly ash contents ranging from 0 to 85%, different nominal maximum size of aggregates (NMSA) and chemical admixture was conducted. Using commonly used soil-analogy method, a total of 32 optimized including cement replaced by fly ash mixtures were studied for fresh properties like density, air content and Vee Bee time (VBT). The influences of the mixture variables viz. fly ash and NMSA on the bulk mechanical characteristics were analyzed. The concept of embrittlement ratio (defined as the ratio of compressive to tensile strength has been used to understand the progress of tensile strength development of mixtures. Using the notion of specific strength (normalized over the binders' content), the competent contributions of cementitious and pozzolanic effects to the compressive, flexural and split tensile strength were measured. The research findings show that (1) Initially, cement alone contributes to strength with no or negative contribution by pozzolanic effect, which gradually strengthens with age; (2) Increasing the fineness of fly ash and/or NMSA improves its mechanical performance as it performs better than the relatively coarser fly ash; (4) The contribution rate of pozzolanic action gradually increases with strengtlt contributions reaching values close to and above 50%, with a distinctly pronounced behavior in flexural strength; (5) With increasing age, the embrittlement ratios increase, showing improved tensile performance; (6) In conclusion, fly ash in the range of 25-65% could be used effortlessly for various pavement applications for achieving better performing more economical and environmentally friendly pavement systems.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794286</guid>
    </item>
    <item>
      <title>A Mechanistic Approach to Determine Price Reduction Factors for Density-Deficient Asphalt Pavements</title>
      <link>https://trid.trb.org/View/794482</link>
      <description><![CDATA[This paper presents the research undertaken for the development of price reduction factors for density-deficient asphalt pavements.  Performance characteristics included in this study are fatigue cracking and rutting.  Air void models for the dynamic modulus, fatigue cracking, and rutting were developed using laboratory test data.  The results from the material level performance tests and the third-scale Model Mobile Loading Simulator (MMLS3) tests allowed the calculation of the PRF values.  It was found that the PRF values are not sensitive to the testing methodology used; rather, they are significantly different depending upon which performance characteristic is used (i.e., fatigue cracking vs. rutting).  Pavement performance prediction methodologies, based on the cumulative damage analysis, were developed that predict the fatigue life and permanent deformation growth of the asphalt pavement under MMLS3 loading.  These methodologies are based on material level performance models, multilayered elastic analysis, and the time-temperature superposition principle to account for the differences between the material level testing conditions and the MMLS3 testing conditions.  It was found that the prediction methodologies yield reasonable predictions of fatigue life and permanent deformation growth of asphalt slabs under the MMLS3 loading.  These pavement performance prediction methodologies were implemented into the computer program called AP(4) (Asphalt Pavement Performance Prediction Program).  This program allows the determination of the service life for fatigue cracking and rutting based on the inputs of air void contents in all the HMA layers.  Case studies of five density-deficient pavements were conducted, which resulted in reasonable price reductions.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794482</guid>
    </item>
    <item>
      <title>Study of Best Practices for Pre-Overlay Repair and Asphalt Overlay</title>
      <link>https://trid.trb.org/View/794461</link>
      <description><![CDATA[Asphalt overlay on existing asphalt and concrete pavements is one of common pavement rehabilitation methods.  The performance of asphalt overlay is affected by many factors and varies significantly.  This paper investigated the factors influencing the performance of overlay.  Performance of overlays on existing asphaltic and concrete pavements was reviewed and analyzed.  For asphalt overlay of existing concrete pavements, it was found that overlays using doweled concrete to patch the existing concrete pavement performed best, followed by those using non-doweled concrete patching and then asphaltic patching.  The transverse cracking development rate in asphalt decreases with the increase of overlay thickness.  The current international roughness index (IRI) of overlay is highly correlated with initial IRI of the overlay right after placement.  The roughness prediction model in NCHRP 1-37A design guide was calibrated using data collected in Wisconsin.  For asphalt overlay on existing asphalt pavements, the longitudinal cracking development rate decreases when the ratio of overlay thickness to milling depth increases.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794461</guid>
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    <item>
      <title>Analysis of Airfield Concrete Slabs Connected by Continuous Elastic Joints</title>
      <link>https://trid.trb.org/View/793845</link>
      <description><![CDATA[Many studies have been conducted on the abilities of jointed concrete pavements to transfer load from one slab to the next.  Finite element procedures, layered elastic back-calculations schemes, and empirical correlations have been used in the past to account for this load transfer efficiency.  With the purpose of designing concrete pavements, specific load transfer efficiencies have been pre-established based in studies from in-service pavements.  However, load transfer provided by friction (shear) and dowels across joints will significantly impact the resulting tensile stresses imparted by gear loads.  Gear geometry, as well as position of tires relative to the joint, also influences the maximum stresses acting at the bottom of the slabs.  This paper describes an analytical procedure for the calculations of stresses and deflections in concrete pavements with continuous elastic joints to aircraft loads.  The analytical methodology, which was originally developed by Skarlatos in 1949, under the supervision of H.M. Westergaard, has been in obscurity for many years.  The methodology was recently brought to light by Hammons and Ioannides in 1996 in an U.S. Army Engineer Research and Development Center (ERDC) report discussing the load transfer efficiency of concrete slabs subjected to a Boeing 777 landing gear.  The general equations for the solutions of stresses and deflections under point loads acting across a joint are presented and solved by numerical integration techniques.  The solution technique is capable of computing stresses and deflections at any location in the loaded and adjacent slabs under any gear or load configurations.  This numerical solution has been implemented into a computer program and was used to analyze a Boeing 777 landing gear moving across a joint.  The computed deflections on both side of the joint were compared to actual field measurements with finite element predictions made by Hammons and Ioannides (1996).  This simpler analytical procedure produced results that compared just as well with measured data as did the results of the more sophisticated finite element procedure.  The simpler solution technique should be of great value for engineers designing and analyzing jointed concrete pavements.  This analytical tool will be extended and later recommended to be used as the basis for the design and evaluation of concrete pavements for the military.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/793845</guid>
    </item>
    <item>
      <title>Upgrade of an Australian Defense Airfield for the Introduction of Code E Aircraft</title>
      <link>https://trid.trb.org/View/794166</link>
      <description><![CDATA[RAAF Base Amberley is a Department of Defense airfield located about one hour west of Brisbane in Queensland, Australia.  It is currently the home of the Royal Australian Air Force’s F111 fleet.  The airfield provides a runway which 2,050m in length with a Pavement Classification Number of 65/F/CV1750(254 PSI)/T and generally meets the requirements for a Code D airfield.  With the Australian Government announcing the acquisition of four to eight A330-2000 aircraft to provide a combined air-to-air refueling and heavy lift capability, the airfield was to be upgraded as the proposed home-base for this new aircraft.  The A330-200 is a Code E aircraft with an Aircraft Classification Number of up to 79/F/C.  The design of the upgrade of parts of this airfield from Code D to Code E aircraft capability is presented.  Specific issues addressed include the design of new flexible and rigid pavements, as well as the evaluation and upgrade requirement determination for the existing rigid and new pavements.  Both strength increase and widening of pavements are considered for the existing runway and taxiways, as well as designing for the minimization of disruption and for continued airfield operations.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794166</guid>
    </item>
    <item>
      <title>Selection of Design Factors for the Use of Gravel in CRC Paving</title>
      <link>https://trid.trb.org/View/794287</link>
      <description><![CDATA[Gravel aggregates have been used for many years in the construction of continuous reinforced concrete (CRC) pavements in Texas.  However, these pavements are in many instances subject to delamination and spalling  distresses, and thus costly to maintain and repair.  Evidence collected from extensive field studies has indicated that the bond of aggregate-mortar interface at an early age is one of the most significant factors affecting the development of delamination and eventual spalling.  In this research, a factional factorial design (the Taguchi method) was applied to investigate the methodology for improving delamination resistance of CRC pavements.  Four factors (i.e., aggregate type, water/cementitious ratio, replacement of ultra-fine ash, and curing method) with three levels for each factor based on the orthogonal array were considered.  A fracture mechanics parameter, fracture roughness, was used to represent the aggregate-mortar bond strength. The significances of each factor to achieve better fracture toughness were determined, and the optimum design combination was subsequently chosen and validated.  The consistency between the results from the experimental design and laboratory validation provides highway agencies valuable recommendations and aid in selecting design factors for the use of gravel in paving construction to relieve delamination and further spalling distresses.  A comprehensive investigation on overall aggregate contribution to pavement bonding performance will be considered in future research to ensure the integrity of the evaluation and analysis.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794287</guid>
    </item>
    <item>
      <title>Aircraft Taxiing Pattern in Chiang Kai-Shek International Airport</title>
      <link>https://trid.trb.org/View/794483</link>
      <description><![CDATA[This paper presents the installation, data monitoring, and analysis of positioning gauges of nose gear for the Chiang Kai-Shek (CKS) International Airport.  Positioning gauges are used to collect large amounts of positioning data of aircraft’s nose gear on the taxiway at CKS Airport.  Additionally, the paper investigates the taxiing patterns on the taxiway at CKS Airport in order to establish the basis for slab fatigue analysis of long-term repetitive loadings.  Computer programs are developed for the analyzing procedure of the nose gear position.  Analysis of a lot of aircraft taxiing data revealed that aircraft taxiing patterns follow the normal distribution with 50.4cm as standard deviation.  However, compared with narrow-body aircraft, taxiing behavior of wide-body aircraft is more diversified and slightly shifts to the left of the centerline.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794483</guid>
    </item>
    <item>
      <title>Defining Critical Seasons in Pavement Design</title>
      <link>https://trid.trb.org/View/794171</link>
      <description><![CDATA[A critical pavement seasons model can be developed by using the actual response of the pavement.  A pavement season is defined as a period of significant difference in the modulus of one or more layers in a pavement.  Critical seasons are defined using the results of a literature review, an analysis of weather data, and repeated Falling Weight Deflectometer (FWD) testing.  Since pavements are designed to last for twenty or more years, average seasonal lengths can be used.  A reliability factor must be applied to account for the errors in the model.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794171</guid>
    </item>
    <item>
      <title>Construction and Instrumentation of Full-Scale Geogrid-Reinforced Flexible Pavement Test Sections</title>
      <link>https://trid.trb.org/View/793842</link>
      <description><![CDATA[Nine low-volume flexible pavement sections were recently constructed at the Advanced Transportation Research and Engineering Laboratory (ATREL) at the University of Illinois, Urban-Champaign (UIUC).  The nine sections were dived into three categories based on the total thickness of the pavement system structure.  The first category has 8 inches of aggregate base and 3 inches of hot-mix asphalt (HMA).  The three sections in that category differ in aggregate reinforcement:  one control and two reinforced with geogrids having different tensile strengths.  The second category has a 15 inch pavement structure.  Two sections were unreinforced, while one is reinforced with a geogrid.  One of the unreinforced sections has a 5 inch HMA and 10 inch aggregate base.  The remaining two sections have 12 inch aggregate base and 3 inch HMA.  In the first two categories, the reinforcement was placed at the interface of the subgrade and granular base.  The third category has a 16 inch aggregate base layer and 3 inch HMA:  one control section, one reinforced at 5 inches below the HMA-aggregate interface, and the third is reinforced at the subgrade-aggregate interface as well as at 5 inches below the HMA-aggregate interface.  The subgrade California Bearing Ratio (CBR) was maintained at 4% or lower throughout the sections.  All pavement sections were instrumented for measuring pavement response to axle and environmental loading.  More than 200 instruments were placed during construction. Instruments used include vertical and horizontal LVDTs for deformation measurements, pressure cells for measuring vertical pressures, HMA strain gages for measuring transverse and longitudinal stains at the bottom of the HMA, time domain reflectometry (TDR) probes for measuring subgrade moisture contents, thermocouples for measuring pavement temperature profiles and probes to measure pore-water pressure in the subgrade.  Loading response instruments were placed in the center of the land, where the wheel loading was expected; while environmental response instruments were installed at 3-ft from the centerline.  Instrument locations were staggered with respect to the pavement profile.  The first category was loading using the Accelerated Testing Loading Assembly (ATLAS) at ATREL.  10 kips at 5-mph loading was applied until the pavement sections failed.  This paper describes the pavement construction, instrumentation and the experimental program.  Preliminary analysis of pavement responses to loading is presented.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/793842</guid>
    </item>
    <item>
      <title>Evaluation of Alkali-Silica Reaction Potential of Aggregate Using Dilatometer Method</title>
      <link>https://trid.trb.org/View/794410</link>
      <description><![CDATA[Existing test methodology for alkali silica reactivity (ASR) are applicable to only a narrow band of accelerated conditions and doubts remain whether these methods have any relevance to concrete performance under field conditions.  Aggregate reactivity is a key factor in predicting the concrete ASR and is a function of alkalinity, temperature, size and crystallinity.  Recently developed at the Texas Transportation Institute, Texas A&M University, a testing apparatus called a dilatometer has been used to measure aggregate ASR expansion and introducing activation energy as a single parameter to represent ASR reactivity.  The expansion-time characteristics as a function of temperature can be expressed by the term activation energy (Ea).  The rationality of the dilatometer test procedure is explored by conducting comprehensive laboratory experiments related to the effects of test solution (NaOH) alkalinity, temperature Ca(2+) contents on Ea.  Dilatometer measures the volumetric expansion due to ASR and accounts the direct measurement of expansion produced by the reaction products.  Based on the test results, it is observed that this test method will be useful to evaluate ASR potential of aggregates based on their Ea within a very short period of time (e.g., within 3 days).  The dependency of  Ea on alkalinity, Ca(2+) content and aggregate size provides a means to evaluate ASR potential of concrete relative to levels of alkali and temperature that occur under field conditions.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794410</guid>
    </item>
    <item>
      <title>BCD: A New Tool for Compaction Control</title>
      <link>https://trid.trb.org/View/794175</link>
      <description><![CDATA[Compacted soil is an essential element in the construction of highways, airports, buildings, sewers, and bridges.  Even though soil density is not the most desired engineering property, it is used almost exclusively by the transportation industry to specify, estimate, measure, and control soil compaction because soil density can be easily determined via weight and volume measurements.  However, there is a trend towards using the modulus as a compaction control parameter instead of dry density.  The reasons are that the most common tool which measures the density in the field requires the use of a nuclear radiation source and that the modulus is used for the design of pavement instead of dry density.  The Briaud Compaction Device (BCD) is a new instrument to obtain a soil modulus in only a few seconds.  It consists of  a cyclindrical top case which includes the display and the electric processing unit, a hollow rod which transmits the load from the handles at the top of the plate, the load cell and a 150mm diameter metal plate below the load cell.  This paper describes the tool concept, the field and lab test procedure, the field work reading, the calibration and proposes a recommended procedure to using BCD for compaction project.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794175</guid>
    </item>
    <item>
      <title>Correlating Loaded Wheel Testing Dynamic Stability with Asphalt Pavement Analyzer Rut Depth</title>
      <link>https://trid.trb.org/View/794278</link>
      <description><![CDATA[Loaded Wheel Tester (LWT) has been widely used as a proof test for rutting during hot mix asphalt (HMA) mix design and Quality Control/Quality Assurance (QC/QA) process.  Among many versions of LWT, a flat solid rubber wheeled LWT (FLWT) has been adopted by the highway design guide in China for many years.  Dynamic Stability (DS), the number of load repetitions to generate 1-mm rutting during the last 15-min of one-hour testing, has been selected to characterize rutting of HMA.  During the recent years, another version of LWT, the Asphalt Pavement Analyzer (APA), has been introduced into China, and has gained popularity in the pavement industry.  Similar to the AASHTO TP 63-03, the final APA rut depth has been used in China to evaluate the rutting performance of HMA.  In order to compare both data, a correlation between DS and APA rut depth will be necessary.  The present study selected several mixtures commonly used in China and correlated the test results between traditional LWT and APA.  The mixtures selected in this study included gyratory (Superpave) designed 25, 19 and 13-mm mixtures, dense-graded mixtures (AC) (25, 19 and 13-mm) designed with Marshall mix design method, and a 13mm SMA mixture.  The result from this study indicated that a strong correlation existed between the DS and APA rut depth for the mixtures studied.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/794278</guid>
    </item>
    <item>
      <title>Assessment of Improved Pulverizer Technology</title>
      <link>https://trid.trb.org/View/794265</link>
      <description><![CDATA[The primary objectives of this research project were the assessment of the Pulverizer technology using the CMI/Terex RS-325 Roto-Mixer, and develop a user manual for the U.S. military troops on how to efficiently employ this equipment in the field.  The work presented in this paper is part of an ERDC technical report which will serve as the user manual for the U.S. military troops to work with the Pulverizer in the field for the stabilization and construction of semi-prepared contingency airfields for C-130 and C-17 aircraft.]]></description>
      <pubDate>Fri, 01 Dec 2006 08:10:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/794265</guid>
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