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    <title>Transport Research International Documentation (TRID)</title>
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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>EMULSIFIED ASPHALT SAVES GASOLINE, AIDS ENVIRONMENT</title>
      <link>https://trid.trb.org/View/100244</link>
      <description><![CDATA[CONTRACTS HAVE BEEN CHANGED IN NORTH DAKOTA TO ALLOW THE USE OF EMULSIFIED ASPHALT. SUCH ASPHALT HAS WATER AS A CUTTING AGENT, PERMITTING THE ASPHALT TO BECOME HARD WHEN THE WATER EVAPORATES. EMULSIONS CAN BE USED SATISFACTORILY IN ANY APPLICATION WHERE CUT-BACKS HAVE BEEN USED EXCEPT FOR PRIME COATS ON UNTREATED BASE COURSES (WHERE CUTBACKS ARE BETTER). THE USE OF EMULSIONS WILL LEAD TO A SAVING OF ENERGY AND A REDUCTION IN AIR POLLUTION.]]></description>
      <pubDate>Mon, 15 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100244</guid>
    </item>
    <item>
      <title>IOWA LAUNCHES OVERLAY PROGRAM FOR 10-YEAR-OLD RIGID INTERSTATE</title>
      <link>https://trid.trb.org/View/107294</link>
      <description><![CDATA[AN OVERLAY PROGRAM LAUNCHED BY THE IOWA HIGHWAY COMMISSION INVOLVES RESURFACING 75 MILES OF INTERSTATE HIGHWAYS WITHIN THE STATE. SIXTY MILES OF THE 75 MILES OF HIGHWAY ARE PORTLAND CEMENT. PATCHING AND CRACK-SEALING OPERATIONS WERE FIRST CONDUCTED WHERE DAMAGE WAS EXCESSIVE. THE CONTRACTOR REPLACED A TOTAL OF 200 SQUARE YARDS OF DAMAGED OR DETERIORATED PORTLAND CEMENT TO THE FULL DEPTH OF THE 10-INCH REINFORCED SLAB, AND REPLACED IT WITH NEW SLABS. WHERE DAMAGE HAD BEEN LESS SEVERE, THE PAVEMENT WAS LEVELLED AND STRENGTHENED WITH HOT-MIX ASPHALT, USING A CONVENTIONAL ASPHALT FINISHER EQUIPPED WITH ELECTRONIC SCREED CONTROLS. THIS MEANS HEAVY VOLUMES OF TOURIST TRAFFIC ARE APPARENTLY BEING CHANNELED THROUGH A COMPLICATED SYSTEM OF SAFETY SIGNS, CONES, AND FLAGMEN AS PAVING CREWS LAY A COMPLETELY NEW HOT-MIX ASPHALT SURFACE. TWO BATCH PLANTS WERE SET UP TO FEED FOUR PAVING CREWS. MORE THAN 6,000 VEHICLES PASS THROUGH THE CONSTRUCTION SITE EVERY DAY. TRAFFIC WAS SLOWED TO A SAFE SPEED BY INTERMITTENT BARRIERS BEFORE THEY REACHED THE ACTUAL WORK AREA. A PAINT-STRIPER PUT SOLID SHOULDER STRIPES AND INTERMITTENT DASHED CENTER LINES ON STILL-HOT ASPHALT. STRIPING WAS DONE BY THE HIGHWAY COMMISSION WORK FORCES, RATHER THAN THE CONTRACTOR. BEFORE THE BINDER COURSE OF 2-1/4 INCHES (COMPACTED) WAS SCHEDULED TO BE PLACED, THE OLD PAVEMENT SURFACE WAS TACKED WITH RC-7 AT A RATE OF .05 GALLONS PER SQUARE YARD, WITH A SAND TRUCK FOLLOWING THE DISTRIBUTOR TO BLOT UP EXTRA TACK AND PROTECT TRAFFIC MAINTENANCE. A 6-FOOT SCREED EXTENSION WAS PUT ON THE PAVER AND COVERED A 40-FOOT WIDTH IN THREE PASSES OF 18, 12, AND 10 FEET RESPECTIVELY. A 40-FOOT SKI FED SIGNALS TO THE ELECTRONIC SCREED CONTROL, USING THE EXISTING PAVEMENT FOR A REFERENCE, WHILE THE PAVER FOLLOWING ALONG IN THE ADJACENT LANE USED THE NEWLY-LAID MAT TO CONTROL THE LAYDOWN AND INSURE A PERFECT JOINT MATCH. TWO STEEL-WHEEL TANDEM ROLLERS OF 8 TO 12 TONS IN WEIGHT HANDLED BREAK-DOWN AND FINISH ROLLING, WHILE A RUBBER-TIRED ROLLER WITH 80 POUNDS CONTACT PRESSURE PROVIDED THE INTERMEDIATE COMPRESSION. COMMISSION ENGINEERS SPECIFIED A SPECIAL DOLOMITE AGGREGATE IN THE SURFACE MIX TO COMBAT ANY PROBLEM WITH SKIDDING. PERFORMANCE OF THE FULL-DEPTH ASPHALT INTERSTATE HIGHWAY PAVEMENT HAS EXHIBITED EXCELLENT PERFORMANCE BOTH FROM MAINTENANCE AND ROUTING QUALITY ASPECTS.]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107294</guid>
    </item>
    <item>
      <title>HEAVY TRAFFIC MAINTAINED ON NIGHT PAVING PROJECT</title>
      <link>https://trid.trb.org/View/102688</link>
      <description><![CDATA[CAREFUL PLANNING BY THE KENTUCKY DEPARTMENT OF HIGHWAYS, AND BY THE PRIME CONTRACTOR, MADE IT POSSIBLE TO RESURFACE THE HEAVILY-TRAVELLED EXPRESSWAY IN LOUISVILLE, KENTUCKY, BY PLACING HOT-MIX ASPHALT ON THE TEN MILE PROJECT DURING DARKNESS. A 6,000-8,500 POUND BATCH PLANT AND FOUR ASPHALT PAVERS WERE USED. ARMY SURPLUS GENERATORS WERE MOUNTED ON EACH PIECE OF EQUIPMENT TO PROVIDE ELECTRICITY FOR EXTRA LIGHTING. POLE-MOUNTED CLUSTERS OF LIGHTS WERE USED AT THE HOT-MIX PLANT, AND MASTS OF LIGHTS WERE PUT ON THE PAVER AND THE ROLLERS HAD STREET LIGHT INTENSITY MERCURY LIGHTS MOUNTED IN FRONT AND TWO MASTS WITH CLUSTERS OF FIVE 150-WATT LIGHTS IN THE BACK. TRAFFIC TRANSMISSION TO ONE LANE AT PAVING SITES WAS DAYLIGHTED BY CLUSTERS OF FOUR MERCURY LIGHTS POWERED BY DIESEL DRIVEN GENERATORS. TRAFFIC DIVERSIONS AND WORK-SITES WERE CLEARLY BOUNDED AND MADE VISIBLE TO THE NIGHT TIME DRIVERS BY THIRTY INCH HIGH TRAFFIC CONES THAT WERE REFLECTORIZED ON THE UPPER EIGHT INCHES. THE HOT-MIX PLANT TURNED OUT AN AVERAGE OF 150 TONS PER HOUR, FEEDING THE HAUL TRUCKS FOR THEIR 15-MILE JOURNEY TO THE PROJECT. THE THIRTY-SEVEN FEET, DIRT TO DIRT WIDTH, THAT INCLUDED THREE FEET OF INSIDE SHOULDERING, THE ROADWAY, AND TEN FEET OF OUTSIDE SHOULDER, WAS LAID DOWN IN THREE PASSES WITH THE PAVERS. TOLERANCES WERE ONE QUARTER OF AN INCH ON THE BINDER AND ONE EIGHTH INCH ON THE SURFACE COURSE. TEN TO TWELVE TON THREE-WHEEL AND TANDEM ROLLERS COMPACTED THE MAT. TWO-THIRDS OF THE CONTRACT WAS COMPLETED AHEAD OF SCHEDULE BEFORE SEASONAL SHUTDOWNS LAST NOVEMBER 15.]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102688</guid>
    </item>
    <item>
      <title>NEW IDEAS IN ASPHALT ROAD CONSTRUCTION</title>
      <link>https://trid.trb.org/View/101169</link>
      <description><![CDATA[REGINA, CANADA, HAS A TREMENDOUS SURPLUS OF SAND AND SHORTAGE OF ROCK. BECAUSE OF THIS FACT, WAYS WERE INVESTIGATED OF UTILIZING SAND AND CONSERVING ROCK. IF SANDS ARE STABILIZED WITH PORTLAND CEMENT AS IN SOIL CEMENT OR WITH ASPHALT BITUMEN IN ASPHALTIC CONCRETE, THEY CAN PERFORM A VERY USEFUL FUNCTION. ADVANTAGES OF HOT MIX ASPHALT BASE WERE REVIEWED. FROM THE POINT OF CEMENT COSTS, IT IS OBVIOUS THAT PENETRATION GRADE ASPHALT CEMENT AS USED IN HOT MIX ASPHALT BASE IS CHEAP AND HAS A DISTINCT COST ADVANTAGE IN SASKATCHEWAN. HOT MIX ASPHALT BASE CAN BE LAID IN COLDER WEATHER AND NOT BE SUBJECT TO DAMAGE. SOIL CEMENT REQUIRES TWO DAYS FROST FREE CURING AND SEVEN DAYS CURING BEFORE LOADING. SOIL CEMENT REQUIRES A SURFACE OF ASPHALT CONCRETE TO PROVIDE A WEARING SURFACE. THEREFORE, A SOIL CEMENT CONTRACT REQUIRES BOTH SOIL CEMENT EQUIPMENT AND ASPHALT EQUIPMENT, WHEREAS HOT MIX ASPHALT BASE AND SURFACE COURSE IS MADE IN THE SAME PLANT. BY PUTTING HOT MIX ASPHALT DIRECTLY ON PREPARED SUB GRADE, THE NUMBER OF OPERATIONS ARE CUT DOWN AND, THEREFORE, THE TIME EXPOSED TO ADVERSE WEATHER IS REDUCED. IT IS SUGGESTED THAT THE DESIGN OF BASE AND CURBS BE MODIFIED TO ALLOW THE FOLLOWING SEQUENCE: (1) EXCAVATION, (2) SUB GRADE PREPARATION AND COMPACTION, (3) LAYDOWN FIRST LIFT OF HOT MIX ASPHALT BASE ON CLAY SUB GRADE SO THAT IT EXTENDS UNDER THE AREA THAT THE CURB SITS ON, (4) CONSTRUCT CURB AND GUTTER ON TOP OF FIRST LIFT OF ASPHALT BASE, AND (5) FINISH FINAL LIFT OF ASPHALT BASE COURSE. BY PLACING CURBS ON PREPARED ASPHALT BASE, EITHER SLIP FORMED MACHINES LAID CONCRETE CURBS CONSTRUCTION PROCEDURES COULD BE USED OR PRECAST CURBS COULD BE LAID, SAVING TIME NORMALLY USED IN SETTING AND MOVING FORMS AND IN FINISHING CONCRETE. IT IS SUGGESTED THAT BY FLOODING THE ASPHALT CONCRETE MIX WITH INERT GASES DURING PRODUCTION, THE HIGH RATE OF OXIDATION OF THE ASPHALT CEMENT WHICH OCCURS DURING PRODUCTION COULD BE RETARDED.]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101169</guid>
    </item>
    <item>
      <title>HOT-MIX STORAGE SPEEDS ASPHALT PAVING PRODUCTION</title>
      <link>https://trid.trb.org/View/102687</link>
      <description><![CDATA[A HOT-MATERIAL STORAGE BIN AT THE PLANT, BOTTOM-DUMP TRUCKS CARRYING 40-TON LOADS, AND A WINDROW-PICKUP ATTACHMENT ON THE PAVER PRACTICALLY ELIMINATED STOPS AND STARTS FOR BOTH THE HOT-MIX PLANT AND THE PAVER ON THE BITUMINOUS PAVING OF AN ARIZONA INTERSTATE PROJECT. CONTINUOUS PLANT OPERATION IMPROVED PRODUCTION AND PRODUCT QUALITY. ELIMINATING MOST OF THE STOPS AND STARTS INCREASED THE LAYDOWN PRODUCTION AND IMPROVED THE PAVEMENT RIDING QUALITY. FAST LOADING AND DUMPING OF THE BIG TRUCKS MINIMIZED THE NUMBER OF TRUCKS NEEDED TO KEEP THE OPERATION AT PEAK EFFICIENCY. WING BLADES WERE ADDED TO BOTH SIDES OF THE PAVING MACHINE TO EXTEND ITS WORKING WIDTH TO APPROXIMATELY 50 FEET. THIS ENABLED IT TO TAKE THE COMPLETE WIDTH OF THE ROADWAY IN A SINGLE PASS.]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102687</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A STREET RESURFACING PROGRAM</title>
      <link>https://trid.trb.org/View/107228</link>
      <description><![CDATA[RESURFACING PROGRAMS ARE DISCUSSED IN THE FOLLOWING STEPS: (1) INVENTORY, (2) EVALUATION AND PRIORITY, (3) ACCOMPLISHMENT, AND (4) CONSTANT UPDATING. PREVENTIVE MAINTENANCE IS THE SECRET FOR RE-EVALUATION AND PROGRAM UPDATING. A SURVEY WAS CONDUCTED WHICH REVEALED THAT APPROXIMATELY 70% OF THE JURISDICTIONS CANVASSED HAD NO SYSTEMATIC OR SCHEDULED PREVENTIVE MAINTENANCE PROGRAMS. FORTY-TWO PERCENT INDICATED RESURFACING WAS PERFORMED ON AN AS NEEDED BASIS.]]></description>
      <pubDate>Fri, 10 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107228</guid>
    </item>
    <item>
      <title>WINDY CITY COMPLETES MAJOR RESURFACING PROJECT</title>
      <link>https://trid.trb.org/View/102678</link>
      <description><![CDATA[THE PROJECT INCLUDED PATCHING THE CONCRETE HIGHWAY, OVERLAYING IT WITH THREE INCHES OF HOT-MIX ASPHALT, INSTALLING IMPROVED GUARD RAILS, AND REPLACING EXISTING SIGN SUPPORTS WITH BREAKAWAY POSTS. THE PROJECT WAS CARRIED OUT WHILE TRAFFIC WAS MAINTAINED. THE EXISTING PAVEMENT ON THE EXPRESSWAY CONSISTED OF A TEN INCH PORTLAND CEMENT SLAB LAID OVER A 6 INCH GRANULAR SUBBASE. TO GET THE PAVEMENT IN SHAPE FOR RESURFACING, DAMAGED OR CRACKED SLAB WAS REMOVED AND REPLACED WITH FULL DEPTH AND PARTIAL PATCHES. THE MIX WAS LAID IN TWO COURSES OF 3 INCHES EACH, THE FIRST COURSE BEING BINDER AND THE SECOND BEING A WEARING MIX. GALLAGHER WHEELS WERE USED BEHIND THE ASPHALT FINISHER WHILE PLACING THE SURFACE COURSE. THIS MECHANICAL LEVELING DEVICE SUPPLEMENTED THE ELECTRONIC SCREED CONTROLS USED IN PLACING THE BINDER COURSE. ALTHOUGH THE GUARD RAIL AND SUPPLEMENTAL WORK WAS PERFORMED ON A 24-HOUR BASIS PAVING WAS LIMITED TO 12 HOURS PER DAY, SEVEN DAYS A WEEK.]]></description>
      <pubDate>Thu, 02 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102678</guid>
    </item>
    <item>
      <title>ASPHALT OVERLAYS ON CRACKED AND SEATED CONCRETE PAVEMENTS</title>
      <link>https://trid.trb.org/View/186905</link>
      <description><![CDATA[This article describes a method that has been used successfully to limit reflection cracking on portland cement concrete roads resurfaced with hot mix asphalt.  It consists of cracking the concrete slabs into pieces small enough to sufficiently reduce joint movement (and hence reflective cracking), rolling the pieces with a roller to "seat" the pieces firmly on the base or subgrade and overlying with asphaltic concrete.  Since the technique uses readily available construction equipment and no materials are either removed or added, it has proven to be cost effective and energy efficient.  A disadvantage of this method is the reduction of the portland cement concrete slab's structural strength which should be taken into account when designing pavement structures.]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186905</guid>
    </item>
    <item>
      <title>NIGHT PAVING</title>
      <link>https://trid.trb.org/View/79633</link>
      <description><![CDATA[This article discusses the advantages and disadvantages of night paving.  The problem of maintaining the riding quality and repairs without unduly inconveniencing the traveling public can be solved by night paving.  The advantages of night paving include the following: less traffic, better physical waking conditions, total hot mix plant output, better lay down production, and less longitudinal joints. The disadvantages include the following: weather, safety, repair and maintenance of equipment, liquid asphalt and aggregate supply, lighting, working crews, working hours, communication, layout, cost, and EPA.]]></description>
      <pubDate>Sun, 03 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79633</guid>
    </item>
    <item>
      <title>A SUMMER OF RECYCLING--AN UPDATE ON ASPHALT PAVEMENT RECYCLING</title>
      <link>https://trid.trb.org/View/74541</link>
      <description><![CDATA[In recent years, due to increased construction costs, the use of recycled asphalt has become more widespread since it is becoming more cost-effective in many situations.  In addition to having certain technical advantages, i.e., a pavement prone to low-temperature cracking or stripping will have less tendency to be so when it is recycled.  1977 saw increased use of drum-mixer plants to recycle hot-mix asphalt.  This article focuses on three approaches to the problem of hot recycling of asphalt pavements within the requirements of the Federal Clean Air Act.  In Kassuth County, Iowa, "a drum within a drum" process was used. Mineral aggregate was placed in the inner drum where the burner flame and heat were introduced while the asphalt pavement material was placed in the outer drum, thus preventing the burner flame from coming into contact with the salvaged asphalt pavement material-the main cause of blue smoke generation.   At the discharge end of the inner drum, the asphalt and the aggregate are combined.  In Fergus Falls, Minnesota, the asphalt was fed into the mixer by a conveyor belt through the mix discharge and of the drum while aggregate was fed into the burner end.  Heat transfer from the latter to the former causes the asphalt to be heated without direct exposure to the burner, once again eliminating exhaust smoke.  In Marion County, Oregon, a cylindrical combustion chamber with a conical heat shield at one end was installed between the burner and the drum entrance to prevent overheating the asphalt by controlling the heat transfer rate in the burner end of the drum.  The flame volume is contained within the chamber where excess air and combustion gases are mixed to produce a lower temperature, air-rich mixture.  The excess air flows into the combustion through slots in the chamber wall which provides wall cooling.]]></description>
      <pubDate>Thu, 12 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74541</guid>
    </item>
    <item>
      <title>THE SILVER YEARS OF FULL-DEPTH ASPHALT IN MONTGOMERY COUNTY</title>
      <link>https://trid.trb.org/View/34397</link>
      <description><![CDATA[This article reviews pavement construction in Montgomery County, Maryland over the past 25 years.  The population of Montgomery County grew from 164,000 in 1950 to 600,000 in 1974, and along with this population growth the county experienced increases in automobile registration.  To accomodate increased traffic the county road system grew from approximately 850 miles in 1950 to 1,600 miles by the end of 1974.  Pavement construction over these 25 years has consisted primarily of full-depth asphalt paving.  This article discusses the establishment of standards for the full-depth asphalt pavements and the revisions they have experienced over the years.  Construction methods are described and pavement performance is evaluated.  It is concluded from this 25 years of experience in Montgomery County that placing of full-depth asphalt pavement on subgrade costs less both to build and to maintain, and provides a structurally sound pavement.]]></description>
      <pubDate>Tue, 18 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34397</guid>
    </item>
    <item>
      <title>THE ANNUAL COST OF PAVEMENTS</title>
      <link>https://trid.trb.org/View/51865</link>
      <description><![CDATA[The economic analysis of alternative pavement types is essential in the pavement selection process.  The analysis should include an annual charge for the capital investment in the pavement and an annual charge for interest on the undepreciated cost as well as the rehabilitation and maintenance costs in the years after construction. Procedures for computing annual average costs which include depreciation and interest in the sense of return of capital, consider all costs of getting the pavement built, the annual cost of maintaining it, and interest on the undepreciated costs.  Procedures are described here which are particularly useful in comparing different types of pavement because they can be used to show the cost of an economic analysis is given which compares the annual costs computed for 3 alternative pavement types: asphalt with untreated base; full-depth hot-mix asphalt; and portland cement concrete.]]></description>
      <pubDate>Wed, 27 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51865</guid>
    </item>
    <item>
      <title>VIRGINIA LOOKS AT LOW-TEMPERATURE MIXES</title>
      <link>https://trid.trb.org/View/47145</link>
      <description><![CDATA[Five hot-mix asphalt projects have demonstrated the feasibility of lower temperatures in both mixing and laydown without any sacrifice in pavement quality.  On each of the projects, regular- temperature mixes were put down alongside the low-temperature mixes so that comparisons could be made between the two types.  Job sizes were in the 2,000-4,000-ton-range and conventional equipment was used. The study found that when aggregates and sands are dried at 230-240 deg. F. and tested in the hot (storage) bins, the moisture content is quite low even if the original stockpile materials are as high as 7.0 percent.  Storage temperature of the asphalt varies from 250 deg. F to 325 deg. F.  Very often asphalt is received at the plant at even higher temperatures.  The asphalt heat contributes usually 5 to 7 percent of the heat to the final mix, so the temperature of the asphalt in the storage tank does not significantly change the aggregate or mix temperature.  Incomplete coating was found to be a minor problem.  A fuel saving of about 0.5 gallon per ton of aggregate dried was noted.  It was also found that the pavement must be rolled immediately after laydown, and that there was less hardening of the asphalt. Studies have been started on Marshall values obtained at 225 deg.  and 275 deg. F mix and compaction temperatures.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47145</guid>
    </item>
    <item>
      <title>PAVEMENT SMOOTHNESS</title>
      <link>https://trid.trb.org/View/35826</link>
      <description><![CDATA[The opinion is expressed that rough pavements are produced because the contractors attention to smoothness has been diverted by increased rates of production, OSHA and other factors, and also because designers and specification writers have imposed requirements for administrative and other reasons that detract from the contractors capability to produce a smooth pavement. The contractors' responsibilities are to provide equipment in good condition, provide competent operators, and direct management, supervisory and operating efforts to build smooth pavements. The responsibilities of the state or other agencies are listed. It is emphasized that both the contractor and the state and other agencies must think, plan and pave for smoothness.]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35826</guid>
    </item>
    <item>
      <title>METROPOLITAN TORONTO PATCHES POTHOLES YEAR-ROUND WITH HOT-MIX ASPHALT</title>
      <link>https://trid.trb.org/View/35825</link>
      <description><![CDATA[Hot-mix asphalt carried in heated trailers behind 14 radio dispatched trucks, effect patching within a few hours of a pavement defect being reported. Each trailer (hot-box) carries 3000 pounds of asphalt which is heated by propane fired flame applied to the bottom of the double-walled insulated box. Details are given of the filling of the trailer and the shovelling out of the box. Provision is made for carrying smoothing irons and tapers (kept heated) under the box. A patching level of service is outlined. Performance standards have been established as an integral part of the maintenance system to assist foremen to plan, organize, direct and control various maintenance activities. Work information from the field is fed back via crew cards. The use of hot mix patches, which was initiated to ensure a high level of service and to minimize disruption of traffic due to mainenance forces occupying roadway, has led to the realization of considerable cost saving.]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35825</guid>
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