<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>Life Cycle Cost Analysis of Dowel Bar Retrofit</title>
      <link>https://trid.trb.org/View/1252523</link>
      <description><![CDATA[This report presents the results of a Life Cycle Cost Analysis (LCCA) project comparing dowel bar retrofit (DBR) with grinding and asphalt overlay. The performance assumptions were based on observed performance in the field and under heavy-vehicle simulator loading. Costs were collected from industry and California Department of Transportation (Caltrans) construction cost records. The analysis assumed the typical Caltrans practice of using nighttime closures to minimize road user delay. The analysis was performed using Caltrans LCCA procedures based on use of the Federal Highway Administration’s (FHWA’s) software RealCost. This study used a 40-year analysis period. Sensitivity analysis was performed considering these variables: (1) Initial remaining life: this takes into account the structural condition of the pavement that is a candidate for DBR. The analysis considered 10, 20, and 30 years of expected fatigue life remaining. (2) Grinding life: this captures scenarios for the interval between grinding in the absence of DBR. The analysis considered 10, 12, 15, 17, and 20 years. (3) User cost variables: these include traffic growth, closure details (time of day/week, number of lanes affected) and traffic distribution (rural versus urban, percentage of trucks). For this analysis, all closures were considered to be on weeknights from 10:00 p.m. to 6:00 a.m. and to affect only one lane of traffic. The chosen annual growth rate was 1.5%. (4) DBR performance: to account for the uncertain maintenance cost of DBR (due to failed backfill material) analyses in this study were run using a failure rate of 0%, 3%, and 6% per year. Results were also produced for the cases of plus/minus 10% from the expected DBR initial cost. (5) Discount rate: a discount rate of 4% for LCCA was used, as typically is done by Caltrans. The comparison was based on a 5-mi (8-km) rural stretch of highway with an initial annual average daily traffic load of 38,500 vehicles, 24% of which were trucks, loosely based on a DBR site on Route 99 in Kern County. The final results of the LCCA are relatively unaffected by the details of the case study. The analysis considers the possibility of additional fatigue life from DBR. Although the Mechanistic-Empirical Pavement Design Guide does not show increased transverse fatigue life from DBR, RadiCal predicts increased longitudinal fatigue life. Longitudinal cracking is common in dry western environments.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252523</guid>
    </item>
    <item>
      <title>Effect of Diamond Grinding on Noise Characteristics of Concrete Pavements in California</title>
      <link>https://trid.trb.org/View/1252553</link>
      <description><![CDATA[The construction of sound walls along highways has been the primary noise mitigation strategy  in California and in many other western States. Sound walls cost approximately $1.5 million  per mile and are effective only in close proximity to the highway, on the “far” side of the sound  wall, so to speak. In its efforts to explore other noise mitigation strategies, the California Department of Transportation (Caltrans) recently conducted a study to determine the effect of diamond grinding on  the noise characteristics of existing concrete pavements. Since the noise generated at the tire– pavement interface is the greatest contributor to highway noise, quieter pavement surfaces can  reduce overall noise levels for both road users and neighborhoods—whether sound walls are  used or not. On-board sound intensity (OBSI) measurements were conducted on six routes in California, for a total of 42 evaluation sections; each evaluation section was 440 ft (136.8 m) long. OBSI measurements before and after diamond grinding were recorded. Following are the overall conclusions that were reached after the pre- and post-grinding OBSI levels were measured: (1) There is a significant and readily audible reduction in OBSI levels (and hence in tire–pavement noise) after grinding. (2) An average 2.7 dBA reduction in OBSI levels was observed for all test sites. (3) Among the six routes, the highest average reduction of 4.4 dBA was observed on I-5 near Richards Boulevard in Sacramento County, and the lowest reduction of 1.2 dBA was observed on State Route 60 (on a single test section) in San Bernardino County. (4) The highest reductions in sound intensity levels on a 1/3-octave band basis occurred in the 1600 Hz band, while the lowest reductions occurred in the 1000 Hz bandwidth.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252553</guid>
    </item>
    <item>
      <title>Development of the Next-Generation, Low-Maintenance Concrete Surface</title>
      <link>https://trid.trb.org/View/1252555</link>
      <description><![CDATA[In 2005, the Portland Cement Association, through the American Concrete Pavement Association, funded research to improve the noise performance of concrete pavements. The International Grooving and Grinding Association, through its affiliated contractors, supported the research effort through equipment development and test section construction. The research was undertaken by Purdue University’s Herrick Laboratories using their Tire Pavement Test Apparatus (TPTA). The TPTA is capable of testing any pavement texture that can be produced. This allows evaluation of texture designs that are not constrained by current construction capabilities or costs associated with construction and evaluation of field test sections. More importantly, the TPTA allows evaluation of textures without causing traffic control or safety issues. Purdue’s concrete pavement research was targeted on both new construction and pavement rehabilitation. Purdue’s preliminary efforts focused on evaluation of the variables affecting tire–pavement noise generation characteristics of diamond-ground surfaces. This paper reports on the development and findings of that work. The Purdue work evaluated the variables affecting construction of diamond-ground textures  and the joint-slab effect associated with transverse joint noise generation. The findings of the  Purdue work indicated that the geometric configuration of the blades and spacers used to construct diamond-ground textures was not the controlling factor in noise generation; rather the  resulting fin profile was the most important factor. To produce a low-noise, diamond-ground  surface required producing uniform and consistent fin profiles.  To verify this finding, a new surface was produced that consisted of a uniform fin profile design with essentially only negative texture. This surface texture produced the lowest tire– pavement noise levels in the research. The surface was then constructed in the field using actual  diamond-grinding equipment to confirm the laboratory based study. A new surface, now called  the Next Generation Concrete Surface (NGCS), was essentially implemented and is being constructed in test sections to evaluate its long-term performance.  NGCS is a term used to describe a category of textures that have evolved or will evolve  through current research. The term may apply to several textures that evolve for both new construction and rehabilitation of existing surfaces. The desirable characteristics of such textures  will be a very smooth profile coupled with good micro texture and excellent macro texture. To date, three field trials have been constructed and one competitively bid construction project.  Friction testing and on-board sound intensity levels have been obtained at two of the sites and  are reported herein.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252555</guid>
    </item>
    <item>
      <title>Finding Buried Treasure With Diamond Grinding of a Concrete Pavement 
After Removal of an Asphalt Overlay</title>
      <link>https://trid.trb.org/View/1252554</link>
      <description><![CDATA[Many times in the past, an agency has covered a sound concrete pavement with an asphalt overlay to improve the ride which may have been a cost-effective solution, but with the recent increase in asphalt prices, the mill-and-overlay option is becoming too expensive. Current diamond-grinding prices can be half the cost of an asphalt overlay and if the old concrete is still structurally functional, then diamond grinding becomes a cost-effective solution and allows for the recycling of the asphalt millings for future asphalt projects. This paper presents a case study of an actual project under construction that is scheduled to be completed in spring 2009. The area in question is a diamond-grinding project of underlying concrete pavement that took place after the removal of the existing asphalt overlay. The paper describes the selection process that the New Jersey Department of Transportation used to  design and undertake this project as well as the construction issues related to completing the work on a night-only (Monday through Saturday) construction schedule. The diamond-grinding contractor asked that the asphalt milling machines not cut into the concrete pavement, which means that some asphalt is being removed by the diamond-grinding equipment while profiling the old concrete pavement to a satisfactory ride. The project is located on Highway 21 on the north side of Newark, New Jersey. Crisdel Group, Inc., of South Plainfield, New Jersey, is the prime contractor and Interstate Improvement, Inc., of Faribault, Minnesota, is the diamond-grinding subcontractor.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252554</guid>
    </item>
    <item>
      <title>Use of Vitreous-Ceramic Coatings on Reinforcing Steel for Pavements</title>
      <link>https://trid.trb.org/View/1252560</link>
      <description><![CDATA[An innovative vitreous-ceramic coating for reinforcing steel that incorporates reactive calcium  silicates from portland cement in an alkali-resistant glass has been shown both to increase the bond between the concrete to the reinforcing steel and to protect the steel from corrosion. The new enamel coating eliminates the weak layer that is associated with the interface between the steel and surrounding concrete. The vitreous coating is applied to the steel using the same process involved in porcelain enameling. In applying the enamel, the rod is coated with a porcelain slip containing portland cement and heated to approximately 1,562 °F (850 °C) for 5 to 10 minutes to allow the molten glass to fuse to the surface of the iron and the portland-cement component to become bonded to and embedded in the glass. The result is a tough, abrasion-resistant, hermetically-tight coating that develops the adhering properties of a portland-cement paste when contacted by fresh concrete.  Bleed water from the fresh concrete that normally produces a weak interfacial transition zone is  taken up by the hydration of the surface layer of reactive calcium silicate. After only 7 days of  curing, the chemical bond that forms is typically three to four times greater than that observed at the surface of undeformed, bare steel. The bond from the coated steel is as strong as the bonds between cement grains in the curing concrete. The lack of a weak interface results in the bond strength at the surface of the reinforcement increasing and not decreasing as the surrounding concrete cures and shrinks. If microcracks develop in the coating, unreacted cement grains embedded in the glass coating  will hydrate, forming calcium silicate hydrate gel, and raise the alkalinity. The self-healing effect in the glassy layer helps to protect the underlying steel. In the construction of concrete pavement, the reactive, vitreous ceramic coating may permit shorter splices. The coating can also help insure that the shrinkage fractures that develop in pavement during curing remain within the desired tolerance limits. Since porcelain enamel does not delaminate, capillary transport under the coating does not occur. Porcelain enamels are considered the most durable and chemically-resistant coatings that can be put on steel. They can provide protection even in aggressive, high-chloride environments such as salt-treated pavement.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252560</guid>
    </item>
    <item>
      <title>Highway Panel Replacement—CSA Concrete in California</title>
      <link>https://trid.trb.org/View/1252552</link>
      <description><![CDATA[The last 10 years have seen considerable growth in the use of proprietary and special repair cements for concrete pavements. Many of these products lend themselves to “fast track” construction techniques that allow reopening to traffic within 12 hours or less. These products achieve high early strengths by accelerating the portland cement hydration process for both Type I and Type III cements or through alternative cementitious reactions that include alkali-activated aluminosilicate cements, sulfoaluminate based cements, or magnesium phosphate cements. These products are typically labeled as “cementitious” because their chemical reactions are inorganic, unlike the organic chemical reactions fundamental to epoxies and polymeric concretes. Unfortunately, most of these products are difficult to work with or uneconomical. The perfect material for highway panel replacement would be (1) cost effective, (2) easy to work with, and (3) have very early strength for early opening to traffic. The time required for a concrete mixture to achieve a minimum compressive strength influences the timing of opening a repaired road to service. Zia et al. applied a criterion for a minimum compressive strength of 13.8 MPa (2,000 lbf/in2) in 6 hours for very early strength (VES) high-performance  concrete. This paper discusses the use of a VES calcium sulfoaluminate concrete to meet these  challenges and its use in the State of California.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252552</guid>
    </item>
    <item>
      <title>I-15 Ontario Project: Technology Implementation for Accelerated Concrete Pavement Rehabilitation</title>
      <link>https://trid.trb.org/View/1252557</link>
      <description><![CDATA[As highway agencies across the country attempt to balance rebuilding existing highways, reducing congestion and user delays, and improving safety, the use of accelerated highway rehabilitation methods has become a necessity. This has been the case for the California Department of Transportation (Caltrans), which recently undertook a major concrete pavement rehabilitation project on Interstate-15 near the city of Ontario, California. The I-15 Ontario Corridor carries about 200,000  average daily traffic with 4-6 lanes each direction, about 6% of which is heavy trucks during peak hours. The size of the project is approximately $86 million in the engineer’s estimate cost. Construction is scheduled to start February 2009 and to be completed by April 2010. The major scope of the project is the replacement of concrete pavement on two outside lanes in both directions along the 7.5-km (4.7-mi) stretch. Due to a complexity of construction access and the rehabilitation process, the project was designed to implement various types of concrete pavement rehabilitation methods. Basically, the old concrete pavement will be replaced with one of: (1) normal portland cement concrete (28-day curing-time mix); (2) rapid strength concrete (12-hour curing-time mix); (3) fast-setting hydraulic cement concrete (4-hour curing-time mix); or (4) precast concrete panel. Construction scheduling and analysis program Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) was used to demonstrate that the combination of rehabilitation methods was the most cost-effective strategy to shorten construction duration, minimize lane closure impact, and achieve longer-life pavement design. To take advantage of unique experimental technologies being adopted on the I-15 Ontario Project, Caltrans plans to conduct field monitoring studies with the Federal Highway Administration (FHWA) and University of California, Berkeley researchers to compare rehabilitation process and progress, and work-zone traffic impact between the design and material types.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252557</guid>
    </item>
    <item>
      <title>Precast Concrete Pavement for Intermittent Concrete Pavement Repair Applications</title>
      <link>https://trid.trb.org/View/1252558</link>
      <description><![CDATA[Precast pavement systems are fabricated or assembled off-site, transported to the project site, and installed on a prepared foundation (existing pavement or re-graded foundation). The system components require minimal field curing time to achieve strength before opening to traffic. These systems are primarily used for rapid repair, rehabilitation, and reconstruction of asphalt and portland  cement concrete (PCC) pavements in high-volume-traffic roadways. Recognizing the need for effective, rapid rehabilitation methods, the Federal Highway Administration, through its Concrete Pavement Technology Program, and several United States and Canadian highway agencies have initiated programs to investigate the feasibility of using precast concrete for pavement repair and rehabilitation. Parallel to agencies’ efforts, several organizations in the U.S. also initiated independent development activities to refine precast concrete pavement technologies. These technologies have certain proprietary features and require licensing for product use. The Strategic Highway Research Program 2, as part of its rapid highway renewal focus area, has sponsored a study (begun in early 2008) to advance modular/precast pavement technologies to enable cost-effective rapid repair and rehabilitation of pavements in high-volume traffic areas. This paper provides a summary of current initiatives related to precast pavement technology for intermittent repair of concrete pavements and provides a framework for advancing the technology in future years.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252558</guid>
    </item>
    <item>
      <title>Load Transfer Restoration—A Survey of Current Practice and Experience</title>
      <link>https://trid.trb.org/View/1252550</link>
      <description><![CDATA[The concept of restoring load transfer in existing concrete pavements through the installation of  mechanical devices at transverse joints or cracks began in the United States in the early 1980s.  A number of devices have been evaluated for their effectiveness in restoring load transfer and  reducing the return of joint faulting. Dowel bar retrofit has been shown to be effective in restoring load transfer and minimizing the return of faulting. This paper focuses on the specifications, construction, and performance aspects of dowel bar retrofit.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252550</guid>
    </item>
    <item>
      <title>Retrofit Dowel Bars in Jointed Concrete Pavement—Long-Term Performance and Best Practices</title>
      <link>https://trid.trb.org/View/1252522</link>
      <description><![CDATA[As jointed concrete pavements age, they typically experience panel cracking, joint or crack faulting, and surface distress. To maintain user satisfaction and safety, the agency or owner must identify the causes of the distress and consider types of feasible repairs, if any. These repairs range from partial to full-depth concrete repairs for spalled or cracked panels, to load-transfer and ride-quality restoration schemes for faulted cracks and joints. Retrofitting dowel bars into a distressed and faulted concrete pavement has become a proven technique for restoring or improving the capacity of jointed concrete pavements. The backfill materials and installation techniques used in retrofitting dowel bars must, however, be carefully designed. Numerous field and laboratory trials have been carried out in Minnesota in the recent past, allowing engineers and contractors to refine the installation techniques  and materials necessary to produce long-lasting and effective projects. This paper provides a  history of the development of best practices for retrofitting dowel bars into jointed concrete  pavements located in the extreme climate of Minnesota. The performance of field test sections, up to 13 years old, are discussed in relation to dowel bar location, long-term load-transfer capability, and durability of backfill materials. Implemented design changes based on results from accelerated loading laboratory studies are discussed. An effective installation method and materials testing process, required of contractors before constructing retrofit projects in Minnesota, is described. Retrofit dowel bar installation, in conjunction with restoration of the surface through diamond grinding, has been proven to significantly extend the capacity and serviceable life of many concrete pavements in  Minnesota.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252522</guid>
    </item>
    <item>
      <title>Tire–Pavement Noise Results From California PCCP and HMA Pavements</title>
      <link>https://trid.trb.org/View/1252556</link>
      <description><![CDATA[Traffic noise generated by tire–pavement interaction is a matter of major concern for the California Department of Transportation (Caltrans). Research is underway in California and other States to evaluate tire–pavement noise characteristics of both concrete and asphalt pavements using the on-board sound intensity (OBSI) method, which allows for detailed characterization of noise levels at the source. In California, both concrete and asphalt pavement research studies are being conducted by the University of California Pavement Research Center (UCPRC) in collaboration with and funding from Caltrans. The concrete pavements and bridge decks study involves a total of 144 sections in different regions throughout the State. The surface textures evaluated in the study are longitudinal tining, diamond grinding, diamond grooving, and burlap drag. Preliminary results indicate that diamond-ground surfaces can be the quietest of the concrete pavement surface textures. With only part of the test sections analyzed, OBSI levels from California concrete pavements range between 101.2 and 107.3 dB(A). The asphalt pavement research evaluates tire–pavement noise characteristics and performance properties of about 70 sections from throughout the State. This study considers acoustic and structural performance of four main asphalt surface types: open-graded asphalt concrete (OGAC), rubberized open-graded asphalt concrete (RAC-O), rubberized gap-graded asphalt concrete (RAC-G) and dense-graded asphalt concrete (DGAC). OBSI measurements indicate that average noise levels increased by 1.3 dB(A) from 100.8 dB(A) to 102.1 dB(A) over the 2-year period. Overall, a  noise level of around 100.0 dB(A) measured at 60 mi/h (96 km/h) using the OBSI method appears to be a reasonable goal for both concrete and asphalt quieter pavements, based on the UCPRC data and other studies. Further analysis on the data being collected will answer questions about acoustic durability of different types of concrete and asphalt pavements.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252556</guid>
    </item>
    <item>
      <title>Evaluation of Concrete Pavement Repair Using Precast Technology in Virginia</title>
      <link>https://trid.trb.org/View/1252559</link>
      <description><![CDATA[The Virginia Transportation Research Council has recently evaluated the use of precast concrete patches for repairing jointed concrete pavement in Virginia. Six patches were placed: three had dowels cast into them during fabrication, and three had dowels inserted in place (dowel bar retrofit). Fabrication and placement were documented. The load transfer efficiency at the joints and the ride quality were determined approximately 2 weeks after construction. After 1.5 years, the general condition of the patches was determined by a visual survey for cracks and spalls. In general, there were no distresses on the replaced slabs except for a few hairline cracks; however, there were failures in the joint area, mainly because of dowels, that were attributed to poor construction practices. The Virginia Department of Transportation has planned another demonstration project in cooperation with the Federal Highway Administration’s Highways for LIFE program for precast  prestressed concrete pavement rehabilitation. This new project will include precast, precast  prestressed, and cast-in-place slabs. This paper summarizes the past work, the difficulties experienced, and the improvements that will be incorporated in the new project.]]></description>
      <pubDate>Fri, 14 Jun 2013 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252559</guid>
    </item>
    <item>
      <title>Concrete Pavement Patching—Simpler Can Be Better</title>
      <link>https://trid.trb.org/View/1252540</link>
      <description><![CDATA[Repair of concrete pavements includes both partial- and full-depth patching of distressed areas of the slab. Full-depth patching is a small subset of concrete paving and has a number of unique features. This is the focus of this paper. Unfortunately, many agencies approach patch design and construction from the mindset of conventional concrete paving, resulting in a number of unique properties of a patch repair being overlooked. Too often, patches do not perform well, and often the cause of failure can be traced back to procedures that are not appropriate for the patching operation. In this paper, several of those paving paradigms are discussed with reasons why they may be working against the long-term durability of the patch. Also, those aspects that are unique to patching are discussed and despite the best of intentions, may be the reason why patches are not performing as intended. This is a practical, application paper based on over 50 years of combined experience by the authors in the area of concrete pavement construction. Research is cited to support the ideas presented. The goals of the recommendations are to provide a highway agency with a method for patching concrete pavement that reduces the time required, allows lower opening strength, reduces cost, and results in a patch with a long life.]]></description>
      <pubDate>Thu, 13 Jun 2013 17:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252540</guid>
    </item>
    <item>
      <title>Evaluation and Decision Strategies for the Routine Maintenance of Concrete Pavement</title>
      <link>https://trid.trb.org/View/1252561</link>
      <description><![CDATA[This paper is to provide assistance for the pavement evaluation and selection of method of repair for routine maintenance relative to the extension of service life. The visual identification of various distress types is discussed, and evaluation techniques using nondestructive testing are introduced that are key to determining proper routine maintenance activities. According to the areas selected from the simplified checklist of visual distress types, ground penetration radar for detecting voids below the slab and the presence of trapped water, falling weight deflectometer for structural condition evaluation, and dynamic cone penetrometer for estimating the in situ strength of base and subgrade soils are used to provide current information on pavement condition for selection of needed repair methods using a simple, systematic decision process. During field investigations, poorly performing areas were identified and possible fixes determined as a means of guideline development. Key routine maintenance activities are categorized in five levels; performance monitoring, preservative, functional concrete pavement repair (CPR), structural CPR, and remove and replace. Each level of maintenance is arranged for the use of repair treatments in a consistent, logical framework to ensure their effective and timely use and employment. Since the decision process is focused on monitoring the early stages of deterioration, it should result in more cost effective maintenance programs.]]></description>
      <pubDate>Thu, 13 Jun 2013 17:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252561</guid>
    </item>
    <item>
      <title>Impact of Existing Pavement on Jointed Plain Concrete Overlay Design and Performance</title>
      <link>https://trid.trb.org/View/1252539</link>
      <description><![CDATA[Concrete overlays are increasingly being constructed over deteriorated existing asphalt and concrete pavements. Designers struggle to consider the extent of deterioration of the existing pavement in the design of the concrete overlay. This paper addresses the impact of the level of condition of the existing pavement on the performance of the concrete overlay. Use is made of the new AASHTO Interim Mechanistic-Empirical Pavement Design Guide to simulate two case studies over a range of conditions and designs. Significant findings were obtained to help guide designers to better consider the condition of the existing pavement in their design.]]></description>
      <pubDate>Thu, 13 Jun 2013 17:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252539</guid>
    </item>
  </channel>
</rss>