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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>
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    <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>
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    <item>
      <title>FIELD STUDIES TO DETERMINE THE VALUE OF CALCIUM CHLORIDE FOR CAMPACTION OF SOILS</title>
      <link>https://trid.trb.org/View/122493</link>
      <description><![CDATA[FIELD INVESTIGATIONS ARE UNDERWAY IN VIRGINIA AND ALABAMA TO STUDY CONSTRUCTION METHODS, DURABILITY, AND PERFORMANCE, AS WELL AS DENSITY, MOISTURE, COMPACTIVE EFFORTS AND STRENGTH OF SAND-CLAY BASE MATERIALS STABILIZED WITH CALCIUM CHLORIDE. TEST SECTIONS WERE CONSTRUCTED WITH A 10-INCH STABILIZED SAND-CLAY BASE AND A TWO COAT ASPHALT WEARING SURFACE. EXPERIMENTAL SECTIONS OF THE BASE MATERIAL WERE BROUGHT UP TO APPROXIMATE GRADE AND PROFILE. THE DESIGNATED AMOUNT OF CALCIUM CHLORIDE WAS THEN SPREAD UNIFORMLY OVER THE TWO TREATED SECTIONS. IT WAS THOROUGHLY MIXED WITH THE TOP 5 INCHES, COMPACTED DEPTH, BY MEANS OF A SCARIFIER AND A SEAMAN PULVIMIXER. COMPACTION FOLLOWED MIXING. EIGHTEEN DAYS AFTER CONSTRUCTION THE ASPHALT WEARING SURFACE WAS PLACED. DURING THESE 18 DAYS THE ROAD WAS OPEN TO TRAFFIC. MAINTENANCE DURING THIS PERIOD CONSISTED OF A LIGHT BLADING AND THE ADDITION OF WATER TO THE UNTREATED SECTION FOR LAYING DUST. DENSITY MEASUREMENTS WERE MADE AT 1, 5, 7 AND 15 DAYS, FOLLOWING CONSTRUCTION AND ARE NOW BEING MADE EVERY 30 DAYS. OTHER MEASUREMENTS MADE BEFORE SURFACE TREATMENT INCLUDED PH-VALUES OF THE BASE MATERIALS, CALCIUM CHLORIDE CONTENTS OF ROADWAY SAMPLES, SURFACE ROUGHNESS AND STRENGTH MEASUREMENTS. FOR DETERMINING STRENGTHS, THE BURGGRAF SHEAR APPARATUS WAS ADOPTED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:43:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/122493</guid>
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    <item>
      <title>SOIL STABILIZATION FIELD TRIALS, PRIMARY HIGHWAY 117, JASPER COUNTY, IOWA</title>
      <link>https://trid.trb.org/View/121945</link>
      <description><![CDATA[THE METHODS OF CONSTRUCTION AND THE EVALUATION ARE PRESENTED OF THREE YEARS OF FIELD AND LABORATORY OBSERVATIONS OF 6000 FEET OF STABILIZED SOIL BASE AND SUBBASE COURSES OF PRIMARY HIGHWAY 117, JASPER COUNTY, IOWA. THE 6-INCH SUBBASE TEST SECTIONS WERE CONSTRUCTED BY USING THE IN-PLACE SUBGRADE LOESSIAL SOIL MATERIALS STABILIZED WITH LIME, LIME-FLY ASH, AND COMMERCIAL ORGANIC CATIONIC CHEMICAL. THE 7 IN. BASE COURSE TEST SECTIONS WERE CONSTRUCTED USING A SAND-LOESS SOIL MIXTURE STABILIZED WITH LIME-FLY ASH, LIME-FLY ASH-ACCELERATING AGENT, AND TYPE I PORTLAND CEMENT. THE FLY ASH WAS OBTAINED FROM TWO SOURCES. SODIUM CARBONATE AND SODIUM CHLORIDE WERE USED AS ACCELERATING AGENTS IN TWO SECTIONS OF LIME-FLY ASH BASE COURSE. THE SURFACE COURSE WAS 3 IN. OF AN ASPHALTIC CONCRETE MIX. THE EVALUATION PROGRAM OF THE TEST SECTIONS WAS DIVIDED INTO THREE PHASES: (1) LABORATORY ANALYSIS AND DEVELOPMENT OF PROJECT SPECIFICATIONS BEFORE CONSTRUCTION, (2) CONSTRUCTION OF BASE AND SUBBASE COURSES, AND (3) FIELD AND LABORATORY TESTING, AND EVALUATION UNDER EXISTING TRAFFIC AND WEATHER CONDITIONS. CONVENTIONAL CONSTRUCTION PRACTICES WERE USED: SCARIFICATION, BLADING, SPREADING OF STABILIZING AGENT, SINGLE AND MULTI-PASS MIXING, SHEEPSFOOT AND RUBBER-TIRED COMPACTION. WATER FOR STANDARD PROCTOR OPTIMUM MOISTURE CONTENT WAS APPLIED THROUGH THE SPRAY BAR OF THE SINGLE-PASS MIXER. THE CHEMICAL WAS APPLIED IN A WATER SOLUTION THROUGH THE SPRAY BAR AT A RATE AND WATER CONCENTRATION NECESSARY FOR DESIRED OPTIMUM MOISTURE CONTENT AND CHEMICAL CONCENTRATION IN THE SOIL. PERFORMANCE EVALUATION WAS ACCOMPLISHED THROUGH TESTING OF LABORATORY SPECIMENS, CORE SAMPLES, BENKELMAN BEAM TESTS, CRACK STUDIES, WEATHER INFORMATION, TRAFFIC VOLUMES AND ROAD ROUGHNESS MEASUREMENTS. THE ROAD HAS SUSTAINED SEVERE FREEZING AND MOISTURE CONDITIONS AND IS IN AN EQUALLY EXCELLENT CONDITION TO THE NON-EXPERIMENTAL SECTIONS. RESULTS OF SOIL-BACTERIAL COUNTS INDICATE THAT THE PRESENCE OF THE CHEMICAL IN THE TREATED SOIL MATERIAL HAS RESULTED IN NO NET INCREASE OR DECREASE IN THE QUANTITY OF MICROORGANISMS PRESENT AT THE TIME OF THE STUDY. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/121945</guid>
    </item>
    <item>
      <title>CRACK SEALING BITUMINOUS PAVEMENTS IN MINNESOTA. FINAL REPORT</title>
      <link>https://trid.trb.org/View/362835</link>
      <description><![CDATA[One of the most common maintenance activities performed on bituminous pavements by local governmental agencies relates to crack treatment.  Crack treatments include crack sealing, crack filling, and crack repair.  Crack sealing is the method of placing material in a crack to create a water tight barrier, while crack filling involves coating the sides or edges of a crack in an attempt to reduce the rate of deterioration.  Crack repair is more extensive than both sealing or filling and can involve fine mix patching, tight blading, mill and repair, and overlays.  Generally, rubberized materials, due to their ductile properties are considered to be crack sealants while asphalt based materials are considered fillers.  This report discusses the most commonly used materials and practices used by local engineers in Minnesota to seal and fill cracks on bituminous pavements.  The report is based on the results of a survey conducted by the authors in 1991.  The report presents the results in several ways and summarizes the findings.]]></description>
      <pubDate>Fri, 31 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/362835</guid>
    </item>
    <item>
      <title>METHOD FOR DETERMINING OPTIMAL BLADING FREQUENCY OF UNPAVED ROADS</title>
      <link>https://trid.trb.org/View/309114</link>
      <description><![CDATA[Management systems for unpaved roads are often viewed as unwarranted because of the low levels of traffic normally found on these roads.  However, unpaved roads in many developed and developing countries represent the larger portion of mileage in the network.  Even at the low cost of maintenance per mile of unpaved roads, the total cost resulting from multiplying this value by the overall road mileage corresponds to a large financial outlay.  Therefore, the efficient management of these roads is justified. Recognizing the need to optimize the blading and regraveling frequencies of unpaved roads, some agencies tried to develop methodologies for determining the appropriate maintenance strategies.  The procedures vary from road classification-based maintenance to economic analyses of alternative maintenance frequencies.  However, the general approaches used in solving the maintenance problem are unsatisfactory as they either require restrictive assumptions or do not give closed-form solutions.  This paper presents a dynamic optimization approach for determining the optimum blading frequency for an unpaved road using the principles of optimal control.  The model is based on a procedure developed for setting overlay frequency and thickness for paved roads.  The optimization equations are formulated for unpaved roads and applied to hypothetical cases.  A sensitivity analysis is performed to evaluate the parameters in the model.  The study indicates this approach is appropriate for determining optimal blading strategies for unpaved roads.  However, further research is required to develop suitable deterioration and user cost functions and to include the frequency of regraveling.]]></description>
      <pubDate>Tue, 31 Jul 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/309114</guid>
    </item>
    <item>
      <title>MAINTENANCE OF AGGREGATE AND EARTH ROADS. MANUAL</title>
      <link>https://trid.trb.org/View/279469</link>
      <description><![CDATA[Road maintenance is characterized as the continuing care of the roadway and providing for its intended use until such time as needed improvements are identified and undertaken. Within the scope of recurrent and deferred maintenance activities, opportunities are identified to improve cost effectiveness of surfacing and ditch maintenance and reduce future capital improvements.  The selection of equipment, materials and procedure is either a commitment to long-term transportation system goals or they create future constraints.  The author shows how:  subgrade and base course damage can be detected and corrected while avoiding actions that add costs or merely hide the problems; use of geotextiles may benefit road conditions but interfere with future maintenance; selection of dust palliatives may either increase or decrease future costs; basic equipment types and limitations affect maintenance prescriptions; good operating practices improve production and protect equipment; some historic practices increase the risk of equipment damage; drainage affects road stability and serviceability; to reshape or smooth blade surfacing and clean roadside ditches; and an effective maintenance management system helps identify and prioritize needed improvements. Planning, scheduling and performing roadside ditch, travelway and shoulder maintenance requires knowledge and expertise to be successfully and economically accomplished. Basic maintenance approaches and concepts are suggested and new considerations proposed for aggregate, earth and native surfaced roads.]]></description>
      <pubDate>Tue, 31 May 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/279469</guid>
    </item>
    <item>
      <title>ROADSIDE VEGETATION MANAGEMENT IN IDAHO</title>
      <link>https://trid.trb.org/View/288443</link>
      <description><![CDATA[The objective of roadside vegetation maintenance on Idaho's highways is to provide "a low-growing grass on the shoulder-foreslope areas and a mix of taller grasses, forbs, flowers, shrubs or trees beyond the shoulder to the right-of-way boundary." To accomplish this, vegetation establishment work is classified as landscape or functional. Landscape projects are classified as high, medium, or low level with regard to maintenance costs and are planned and maintained accordingly. Functional revegetation projects, which make up the major roadside effort in Idaho, are planned according to four climatic zones, using eight different grasses and three legumes, plus natives and additional grass varieties for problem areas. Maintenance of the functional projects is carried out through five phases from early spring to late fall and involves the coordination of spraying, blading, mowing, brush clearing, reseeding-planting, and fertilization. This program, intended to hold maintenance costs at the lowest possible level and comply with state weed laws, has resulted in an overall cost reduction in functional roadside maintenance of nearly 21 percent during the last 3 years.]]></description>
      <pubDate>Sat, 31 Oct 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288443</guid>
    </item>
    <item>
      <title>ROCK SLIDES A CONSTANT HEADACHE</title>
      <link>https://trid.trb.org/View/139577</link>
      <description><![CDATA[Rock slides which occur with regularity in certain highway sections are described.  The slough is made up of decomposed granite and loose soil with small rock fragments coming from steep backwalls and side slopes.  In addition to three or four special moves necessary each summer to clear a clogged section, the work schedule calls for the entire length being cut back and graded two or three times annually.  To provide the increasing level of service, a Cat D6B tractor and sometimes a second are used.  Details of the operation are briefly outlined.  The schedule also includes other maintenance chores: gravel mileage is bladed; loose material is windrowed; and limited shoulder shaping and ditch cleaning is done.  The maintenance work required 3 pieces of equipment, a 4-man crew, 2 five cu. yd. dump trucks and a flat bed trailer.]]></description>
      <pubDate>Fri, 13 Dec 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/139577</guid>
    </item>
    <item>
      <title>SHOULDER MAINTENANCE</title>
      <link>https://trid.trb.org/View/111479</link>
      <description><![CDATA[A REAR BLADE ATTACHMENT FOR A STANDARD MOTOR GRADER THAT WILL ACCOMPLISH BOTH CUTTING AND SPREADING BY ONE PASS OF THE MACHINE, AND WHICH WILL REQUIRE ONLY ONE OPERATOR, IS DESCRIBED. DETAILS ARE GIVEN OF THE EQUIPMENT AND IT'S OPERATIONAL FEATURES ARE HIGHLIGHTED. THE REAR BLADE ATTACHMENT SPREADS SHOULDER MATERIAL EFFICIENTLY AND THE OPERATION CAUSES LESS INTERFERENCE TO TRAFFIC. THE USE OF THIS EQUIPMENT COULD RESULT IN SUBSTANTIAL SAVINGS. THE DEVICE MAY ALSO BE USED IN THE MAINTENANCE OF GRAVEL ROADS AND CONSTRUCTION AREAS. DISADVANTAGES INHERENT IN THE USE OF THE EQUIPMENT ARE ALSO NOTED.]]></description>
      <pubDate>Fri, 11 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111479</guid>
    </item>
    <item>
      <title>POST-SURFACE CONTROL OF BERMUDAGRASS ON HIGHWAY SHOULDER PAVEMENTS</title>
      <link>https://trid.trb.org/View/108542</link>
      <description><![CDATA[WISE USE OF HERBICIDES OFFERS THE MAINTENANCE ENGINEER A MEANS OF PREVENTING THE EARLY DETERIORATION OF ASPHALT PAVEMENT AT A SMALL FRACTION OF THE COST OF RE-SURFACING. IN OPERATIONS, POST-SURFACE APPLICATIONS ARE APPLIED ON A PROGRAM BASIS USING 24 POUNDS OF SODIUM TCA PER FOOT-MILE FOR EACH APPLICATION. DIRT AND OTHER ACCUMULATED DEBRIS ON THE PAVEMENT SHOULD BE REMOVED BY BLADING OR SWEEPING AND THE BERMUDAGRASS PERMITTED TO RESUME GROWTH PRIOR TO THE INITIAL APPLICATION. THE INITIAL APPLICATION SHOULD BE MADE ABOUT THE TIME BERMUDAGRASS BEGINS TO GROW IN THE SPRING. A SUBSEQUENT TREATMENT AT THE SAME RATE SHOULD BE MADE WHEN THE BERMUDAGRASS AGAIN SHOWS GREEN, USUALLY ABOUT 30 DAYS FOLLOWING THE INITIAL TREATMENT. ANY FURTHER TREATMENT SHOULD BE BASED ON NEED, BUT TWO APPLICATIONS NORMALLY GIVE A SATISFACTORY LEVEL OF MAINTENANCE. /AUTHOR/]]></description>
      <pubDate>Tue, 01 Sep 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108542</guid>
    </item>
    <item>
      <title>CHEMICAL SOIL TREATMENT MAKES AGGREGATE BASE UNNECESSARY</title>
      <link>https://trid.trb.org/View/118493</link>
      <description><![CDATA[SUCCESSFUL CHEMICAL SOIL STABILIZATION PROCEDURES IN THE FRANKLIN COUNTY RIVERVIEW AREA NEAR PESCO, IN EASTERN WASHINGTON ARE OUTLINED. THE SOIL WAS A SANDY SILT, RUNNING HEAVILY TO SILT. SCARIFICATION AND WINDROWING OF EXISTING STREET SOIL WAS THE FIRST STEP IN THE STABILIZATION. THE MATERIAL WAS WINDROWED AND LAID OUT AS WITH OTHER FORMS OF ROAD MIX. THE CHEMICAL SOLUTION WAS SPRAYED ON, AND THEN THE LOOSE SOIL BLADED INTO TWO EQUAL WINDROWS. THE MATERIAL WAS WATERED AND ROLLED UNTIL IT WAS SATURATED. WHEN THE MATERIAL WAS LAID OUT AND BLADED EVENLY, IT STARTED TO SET. IT WAS THEN ROLLED TO SECURE FULL COMPACTION. FOR SUCCESSFUL CHEMICAL STABILIZATION, IT IS SUGGESTED THAT THE CHEMICAL MUST BE AN AGENT THAT, WHEN ADDED TO WATER AND APPLIED TO A BASE OR GRANULAR SOIL, WILL REDUCE THE ORGANIC COMPOUNDS WITHIN THE SOIL THROUGH SPPEDED OXIDATION REDUCTION. IT SHOULD IMPROVE THE CHARACTERISTICS OF CLAYS AND SILTS BY LESSENING THE MOISTURE PRESENT AFTER PERIODS OF SATURATION. THIS CHEMICAL STABILIZATION PROCESS CAN BE USED FOR HIGHLY ORGANIC SOILS, CLAYS AND SILTS, ALKALINE CLAYS AND SILTS WHERE LIME AND CEMENT PROCESSES DO NOT WORK, CALICHE, SHELL OR OTHER LIME SOURCE SOILS. IT OFFERS A METHOD OF DISPERSAL OF NEW ASPHALT IN GRANULAR SOILS, OR OLD CURED ASPHALT, BETTER THAN MECHANICAL, BREAKING CRUSHING, OR PULVERIZING METHODS.]]></description>
      <pubDate>Mon, 17 Aug 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/118493</guid>
    </item>
    <item>
      <title>OLD CALICHE ROAD REBUILT WITH SOIL-CEMENT</title>
      <link>https://trid.trb.org/View/122116</link>
      <description><![CDATA[A METHOD UTILIZED IN FIELD TESTS ON SECTIONS OF OLD CALICHE ROADS IN TEXAS INVOLVED: (1) BREAKING UP THE ASPHALT AND BLADING IT OFF, (2) WETTING AND SCARIFYING THE BASE, (3) ADDING CEMENT AND COMPACTING THE SURFACE, AND (4) RESURFACING THE ROAD WITH ASPHALT.]]></description>
      <pubDate>Mon, 16 Feb 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/122116</guid>
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