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    <title>Transport Research International Documentation (TRID)</title>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>THE EFFECTS OF DELAYED COMPACTION UPON LIME-STABILISED SOIL</title>
      <link>https://trid.trb.org/View/121866</link>
      <description><![CDATA[RESEARCH CONDUCTED TO EVALUATE THE EFFECTS RESULTING FROM ADDING VARIOUS CONTENTS OF DIFFERENT TYPES OF LIME TO A CLAY LOAM SOIL IS REPORTED. THE LIMES STUDIED, ALL HYDRATED, WERE A HIGH-CALCIUM LIME, A DOLOMITIC LIME, AND A CALCITIC SEMI- HYDRAULIC LIME. FOR COMPARISON PURPOSES A PORTLAND CEMENT WAS UTILIZED. FACTORS EVALUATED WERE PLASTICITY, DENSITY AND STRENGTH. STRENGTH SPECIMENS WERE TESTED IN UNCONFINED COMPRESSION AFTER 7 AND 28 DAYS MOIST CURING. IT WAS FOUND THAT ELAPSED TIME BETWEEN MIXING AND COMPACTING CAUSED CONSIDERABLE DECREASES IN BOTH THE DENSITIES AND STRENGTHS OF CEMENT-SOIL MIXTURES WHEREAS THE STRENGTHS AND DENSITIES OF LIME-SOIL MIXTURES WERE RELATIVELY UNAFFECTED. MOST PROMISING RESULTS WERE OBTAINED WITH THE SEMI-HYDRAULIC LIME . LIME ADDITION TO THE CLAY LOAM SOIL RESULTED IN SIGNIFICANT IMPROVEMENTS IN WORKABILITY, AS REFLECTED BY PLASTICITY MEASUREMENTS, WHEREAS THE ADDITION OF CEMENT HAD THE CONTRARY EFFECT. WITH CERTAIN SOILS, LIME IS A MORE EFFECTIVE STABILIZER THAN CEMENT.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/121866</guid>
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    <item>
      <title>LEACH TESTS ON LIME-TREATED CLAYS</title>
      <link>https://trid.trb.org/View/366045</link>
      <description><![CDATA[This paper describes the design, use, and results of a multiple leach-cell operation to test the changes in permeability and calcium removal of a lime-treated expansive clay under continuous water leaching. Seventy laboratory-prepared lime-treated clay specimens were subjected to continuous accelerated leaching for periods of 45 and 90 days with varying lime contents and compactive moisture contents. Permeability, leachate pH, and leachate cation changes were continuously recorded during the leach process.]]></description>
      <pubDate>Tue, 30 Jun 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366045</guid>
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    <item>
      <title>FROST HEAVE MEASUREMENTS OF LIME-MODIFIED SOIL FROM THE OTTAWA AREA IN THE LABORATORY</title>
      <link>https://trid.trb.org/View/165311</link>
      <description><![CDATA[During the construction of Highway 417 in the Ottawa area between 1976 and 1979, considerable amounts of clayey material were treated with high-calcium lime to improve the workability, most ot the treatment being carried out using small percentages of lime and a "cut-and-fill" technique.  Frost heaving occurred in numerous areas along the highway during the winter of 1978-79, principally between Highway 17 and Goulborn Rd. (Reg. Rd. 16), with severe pavement distortion resulting. Ice lenses were observed in a couple of test pits, and in the spring, large amounts of water appeared in and around the areas of maximum heaving.  Data on the frost heaving characteristics of these lime modified materials was obtained using the laboratory facilities of Ontario Hydro.  It is now apparent that the frost heaving characteristics of these materials should be studied in conjunction with the other design parameters to allow more successful implementation in field problems.  (Author)]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165311</guid>
    </item>
    <item>
      <title>METHOD FOR FIELD DETERMINATION OF THE CEMENT CONTENT OF CEMENT STABILIZED LAYERS</title>
      <link>https://trid.trb.org/View/42990</link>
      <description><![CDATA[After a literature survey the ASTM 2901-70 method was selected and its applicability to Swedish conditions was tested. An attempt was made to simplify the method. ASTM 2901-70 (EDTA titration) is based on a chemical analysis of the soil-cement mixture where the calcium content of the mixture is measured and used as a measure of the cement content. The calcium content in Swedish cements amounts to about 60%, varying with the site of manufacture.  The EDTA method can be divided into three steps (a) analysis of the road material, i.e. construction of a calibration curve (B) actual testing (C) computation of the result. The accuracy of the method was examined using two known cement contents, 5% and 7%. Then the confidence limits 5,0 plus or minus 0,22 and 7,0 plus or minus 0,23 of duplicate tests were found. An attempt was also made to design a simplified procedure for construction of the calibration curve. The field applicability was tested during the summer of 1975. According to the authors the two methods are fully applicable in field testing.  The modified method has a greater applicability due to the simplified, i.e. Less time consuming, method of finding the calibration curve. /TRRL/]]></description>
      <pubDate>Wed, 13 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42990</guid>
    </item>
    <item>
      <title>IMPACT OF ALTITUDE ON VEHICULAR EXHAUST EMISSIONS</title>
      <link>https://trid.trb.org/View/32550</link>
      <description><![CDATA[Emission data were developed from a sample of resident vehicles in Leadville, Colo. at a nominal elevation of 10,000 ft. above sea level.  Emissions-concentration sampling was performed on each vehicle in the sample at loaded and unloaded engine operating conditions. Concentration data were then converted to mass data using equations developed from keymode and mass emissions testing of vehicles operating in the Denver area.  Mass emissions data were then combined with mass data developed from vehicles operating in a metropolitan area situated near sea level (Chicago) to define the emissions versus altitude relationships for exhaust hydrocarbons (HC), CO, and NOx. Both mass CO emissions and CO emissions at idle were found to be lower from 1967 and older model-year vehicles operating in the Leadville area than from a similar sample of vehicles operating in the Denver area.  A minimum HC/CO idle emission standard appears to be impractical for statewide application. /GMRL/]]></description>
      <pubDate>Wed, 13 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/32550</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A REDUCED SMOKE COMBUSTOR FOR THE JT3D ENGINE</title>
      <link>https://trid.trb.org/View/32554</link>
      <description><![CDATA[A new combustor configuration having substantially lower smoke emission characteristics is now in the final stages of development for the JT3D commercial aircraft turbofan engine.  In addition, the low-power emissions of hydrocarbons and carbon monoxide are considerably reduced. This burner configuration utilizes many of the features developed in the JT8D turbofan engine smoke reduction program; however, it was also necessary to incorporate air-assist fuel injection nozzles to achieve smoke levels below the EPA regulation requirement of 25.  Correction of a nozzle carbon formation problem and further durability testing must be accomplished before this combustor can be released for in-service commercial airline controlled- service use evaluation. /GMRL/]]></description>
      <pubDate>Wed, 13 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/32554</guid>
    </item>
    <item>
      <title>AGGREGATE EMISSIONS FROM THE AUTOMOBILE POPULATION</title>
      <link>https://trid.trb.org/View/32558</link>
      <description><![CDATA[A methodology is presented with which aggregate emissions from the in-use automobile population can be calculated for any given calendar year.  The data base needed for such a calculation is discussed, and areas in which further research is needed are pointed out.  Results of a series of calculations are then presented showing the effect on aggregate emissions of various control strategies.  The effects of an inspection/maintenance and retrofit program, different vehicle population growth rates, catalyst deterioration in use, and various schedules of new car emission standards for post- 1975 vehicles are presented. /GMRL/]]></description>
      <pubDate>Wed, 13 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/32558</guid>
    </item>
    <item>
      <title>VEHICLE EMISSIONS-SUMMER TO WINTER</title>
      <link>https://trid.trb.org/View/32566</link>
      <description><![CDATA[A test program was conducted to study the effect of ambient conditions on exhaust emissions from a wide variety of automobiles.  Ambient temperatures above and below 75 degrees F were found to have significant effects on exhaust emissions.  The Diesel and stratified charge cars were affected less than production and catalyst-equipped cars by changes in ambient temperature.  The use of air conditioners at the 110 degrees F test temperature led to increased emissions and fuel consumption.  Hydrocarbon reactivity and aldehyde emissions were not affected by temperature and were lower from the catalyst cars at all temperatures. /GMRL/]]></description>
      <pubDate>Wed, 13 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/32566</guid>
    </item>
    <item>
      <title>MODES OF DEACTIVATION OF EXHAUST PURIFICATION CATALYSTS</title>
      <link>https://trid.trb.org/View/32568</link>
      <description><![CDATA[Crushed samples of Engelhard PTX (II-B) catalyst were calcined at temperatures between 900-2700 degrees F.  When the temperature exceeds about 100 degrees F in air, the crystallites of precious metals (platinum-palladium) grow larger, exposing less surface for catalysis.  When the catalyst is exposed to temperatures on the order of 1500-1800 degrees F for extended periods of time (16 h or more), the wash-coat tends to lose a substantial precentage of its surface area.  Finally, above about 2300 degrees F, the cordierite of the ceramic becomes converted to mullite and amorphous material.  Catalysts examined after 8000-20,000 equivalent miles of steady-state (70 mph) on a stationary engine with catalyst temperatures at 1350-1500 degrees F show results consistent with those obtained from our calcination studies.  Pore volume distribution data after artificial or real deactivation conditions were used to obtain diffusion coefficients for use in a published model. /GMRL/]]></description>
      <pubDate>Wed, 13 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/32568</guid>
    </item>
    <item>
      <title>DESIGN DATA FOR LIME-SOIL BASES AND SUB-BASES (IN PORTUGUESE)</title>
      <link>https://trid.trb.org/View/119723</link>
      <description><![CDATA[LIME STABILIZATION OF SOILS HAS BEEN STUDIED WITH A VIEW TO USING MATERIALS NOT MEETING CURRENT ROAD SPECIFICATIONS. DIFFERENT SOIL TYPES WERE STABILIZED WITH DIFFERENT PERCENTAGES OF HIGH CALCIUM HYDRATED LIME AND WITH MONOHYDRATED DOLOMITIC LIME AND THE CHARACTERISTICS OF THE RESULTING SOIL MIXES WERE DETERMINED. WITH A VIEW TO APPLICATIONS IN ROAD PAVEMENT DESIGN, THE STRENGTH OF THE SOIL MIXES WAS STUDIED BY THE CBR METHOD. THE RESULTS OBTAINED ARE PROMISING, IN PARTICULAR FOR VERY PLASTIC EXPANSIVE SOILS. THE CBR TEST SEEMS SIGNIFICANT FOR ASSESSING THE BEARING CAPACITY OF LIME-SOIL MIXES, COMPACTED AFTER THEIR PLASTICITY HAS BEEN REDUCED. /LNEC/RRL/]]></description>
      <pubDate>Mon, 15 Mar 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/119723</guid>
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