<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>FIRST PRACTICAL EXPERIMENTS WITH POROUS CONCRETE IN NOORD-BRABANT AND AMSTERDAM</title>
      <link>https://trid.trb.org/View/360205</link>
      <description><![CDATA[To combine the advantages of porous pavements with respect to noise reduction and traffic safety with the favourable properties of concrete pavements, such as having a relatively long service life and being less liable to maintenance, research has been done on the development of mixtures for porous concrete.  By now Dutch institutes have found a usable mix design and the first practical experiments with this have been carried out in the Dutch province of Noord-Brabant and in Amsterdam.  After a short review which identified tyre/road surface contact as being a major source of noise nuisance, along with the surface texture of the road, and a review of the laboratory investigations into the development of an appropriate mix design for porous concrete, the experiences with the test sections in Noord-Brabant and Amsterdam are discussed (pavement structure, construction, examination of the properties).  The sections have been constructed by hand, which slightly reduces the noise reducing effect.  It is expected that better results will be obtained by machine construction.  Further research on machine processing of porous concrete is therefore desirable. (TRRL)]]></description>
      <pubDate>Sat, 30 Nov 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/360205</guid>
    </item>
    <item>
      <title>MAINTENANCE : STRATEGY AND TECHNIQUES</title>
      <link>https://trid.trb.org/View/353405</link>
      <description><![CDATA[Political and technical considerations determine the applicability and the feasibility of maintenance works. The cause of the road damage can be classified into 5 categories; poor design and construction; inadequate materials; poor execution during construction; traffic load and climate; and inadequate maintenance methods.  As a result of these causes the following damage can occur: longitudinal unevenness; inadequate skid resistance; joint damage; joint filling; joint edge; joint end and cracking. This article provides a short description of the different maintenance methods used.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353405</guid>
    </item>
    <item>
      <title>DEVELOPMENT BETWEEN ROAD SURFACE AND NOISE LEVEL</title>
      <link>https://trid.trb.org/View/353406</link>
      <description><![CDATA[Over the last few years, efforts have been made to reduce noise emission caused by road-tyre contact on concrete roads.  The use of porous asphaltic concrete gives a lower noise emission compared with dense asphaltic concrete. During the last few years experiments have been undertaken with concrete mixtures which look like porous asphaltic concrete.  The cause of noise on road surfaces has also been investigated.  The CUR (Netherlands Committee for Concrete Research) commission and Intron have focused on design and construction of porous concrete road surfaces. Two mixtures with a polymer emulsion were developed.  When the thickness of the wearing course is 40 mm the maximum noise absorption is gained with traffic speed above 100 km/hour.  An optimal adhesion between porous concrete and the sub-base can be made by applying the top layer to the uncured sub-base. Field tests gave good results when the top layer was applied after 2-3 hours.  Contacts with institutes in Spain and Germany have led to a united investigation into porous concrete.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353406</guid>
    </item>
    <item>
      <title>POROUS ASPHALT-CONCRETE USED AS TOP LAYER ON CONCRETE PAVEMENT ON THE 'SLINGERTRACE'</title>
      <link>https://trid.trb.org/View/353407</link>
      <description><![CDATA[This article describes the concrete pavement of a part of national road 2 (RW2) near Weert, called Slingertrace.  The behaviour of porous asphalt-concrete above joints is a potential problem when using an unbounded concrete construction with a porous asphalt-concrete top layer.  With new pavements a higher stress can be found above joints. Experience has shown that a well prepared road base made of lean concrete leads to an equal cracking of joints.  The slab length has been maintained at 5 m.  The adhesion of porous asphalt-concrete is described in 4 phases: protection of concrete against loss of water; the application of texture to the concrete surface; preparation for the application of porous asphalt-concrete; and adhesive paste. The experiences learned by implementation are described. The following are considered: pavement constructions; contraction joints; longitudinal joints; dowels and tie bars; and texture and overlay with porous asphalt-concrete.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353407</guid>
    </item>
    <item>
      <title>THEORETICAL STUDY OF SOME ASPECTS OF THE DESIGN OF UNREINFORCED AND CONTINUOUSLY REINFORCED CONCRETE PAVEMENT</title>
      <link>https://trid.trb.org/View/196805</link>
      <description><![CDATA[By means of advanced calculation techniques two aspects, load transfer at joints and cracks, and the effects of loss of support for the concrete slab at certain spots, of the design of reinforced and continuously reinforced concrete pavements are analyzed.  Cracking caused by thermal and hygrometrical shrinkage is discussed. Conclusions are drawn. (TRRL)]]></description>
      <pubDate>Mon, 30 Jan 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196805</guid>
    </item>
    <item>
      <title>LOAD TRANSFER AT JOINTS IN AN UNREINFORCED CONCRETE PAVEMENT</title>
      <link>https://trid.trb.org/View/194788</link>
      <description><![CDATA[Four ways are described by which a sound load transfer at joints can be achieved, namely: (1) aggregate interlocking; (2) dowels; (3) profiling of both joint sides and (4) roadbase stabilization.  A revision of Teller and Sutherland's formula for the load transfer effectiveness of joints, in order to incorporate the decrease of the effectiveness in time, is derived.  (TRRL)]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194788</guid>
    </item>
    <item>
      <title>LONGITUDINAL CRACKING IN RIGID PAVEMENTS</title>
      <link>https://trid.trb.org/View/194789</link>
      <description><![CDATA[After a warm period following the construction of a concrete pavement (25 cm), on a tar-lime stabilized roadbase (15 cm), longitudinal cracking was noticed.  It was determined that pollution in unsealed joints was responsible for tensile stress in the concrete slabs which sometimes caused longitudinal cracking.  The possibility of avoiding pollution by sealing of the joints was considered, but rejected for economic reasons.  The other possibility, of replacing the tar-lime roadbase with a cement stabilized sand roadbase, used on an experimental section of road to test the friction between roadbase and concrete layer is discussed.  It is concluded that with this kind of pavement contraction joints crack in a more regular manner and longitudinal cracking is eliminated.  (TRRL)]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194789</guid>
    </item>
    <item>
      <title>CYCLE TRACKS IN THE PROVINCE OF NOORD-BRABANT</title>
      <link>https://trid.trb.org/View/188749</link>
      <description><![CDATA[Along two tertiary roads concrete cycle tracks were constructed.  The design of these cycle tracks is outlined: width 2,5 M; layer thickness 0,16 M; construction directly on the embankment of sand; unfilled, sawn contraction joints, at 5 M intervals.  The reasons for sweeping the concrete surface are discussed.  The density and compressive strength of cores from the track were determined.  Quality ratings according to the variation coefficient are given. (TRRL)]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188749</guid>
    </item>
  </channel>
</rss>