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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>
    <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>VA site : site impact traffic evaluation : complex case study, Lynchburg, Virginia</title>
      <link>https://trid.trb.org/View/865713</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Aug 2008 15:08:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/865713</guid>
    </item>
    <item>
      <title>SITE INVESTIGATION AND GEOTECHNICAL PRACTICE IN HONG KONG</title>
      <link>https://trid.trb.org/View/218193</link>
      <description><![CDATA[This paper reviews site investigation practice in Hong Kong as related to the major geotechnical engineering problems of slope stability and site formation, foundations, deep excavations, reclamation and tunnelling.  The heterogeneous residual soils and colluvium pose special problems for site investigation and for engineering design and construction. Fairly sophisticated investigation and testing techniques are therefore used.  Rotary drilling is nearly always employed, and double or triple-tube core barrels are in common use for sampling.  Although various insitu tests are conducted, the emphasis is on laboratory testing for the determination of engineering properties. In particular, shear strengths for residual soils are determined by high quality drained and undrained triaxial tests on saturated specimens.  (Author/TRRL)]]></description>
      <pubDate>Wed, 25 Aug 2004 02:43:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/218193</guid>
    </item>
    <item>
      <title>MAPS FOR CONSTRUCTION MATERIALS</title>
      <link>https://trid.trb.org/View/121330</link>
      <description><![CDATA[THE GEOLOGIST SHOULD BE USED IN PREPARING MATERIAL MAPS FOR CONSTRUCTION MATERIALS. THIS WILL RESULT IN CONSIDERABLE REDUCTION IN THE COST OF ENGINEERING CONSTRUCTION. THREE PRINCIPLE KINDS OF CONSTRUCTION MATERIAL MAPS ARE DISCUSSED: MATERIAL-SITE, MATERIAL DISTRIBUTION, AND SURFACE GEOLOGY. THE MATERIAL-SITE MAP IS AN INVENTORY OF MATERIALS THAT HAVE ALREADY BEEN FOUND AND TESTED. THE MATERIAL-DISTRIBUTION MAP IS BASED ON THE GEOLOGIC MAPS AVAILABLE FOR THE REGION. THE SURFACE-GEOLOGY MAP COMBINES MANY OF THE USEFUL FEATURES OF THE OTHER TWO KINDS. IT IS CONSTRUCTED TO A RELATIVELY LARGE SCALE, SHOWING THE OUTCROP AREAS OF ALL GEOLOGIC FORMATIONS AND THE LOCATIONS OF EXISTING PITS AND QUARIES IN THE AREA. THE SURFACE-GEOLOGY MAP, ALTHOUGH EXPENSIVE TO PREPARE, IS THE MOST SATISFACTORY SINCE IT PROVIDES COMPLETE INVENTORY OF ALL AVAILABLE CONSTRUCTION MATERIAL AND THE BEST POSSIBLE BASIS FOR THE SEARCH FOR A MATERIAL TO MEET CERTAIN SPECIFICATIONS. IT IS ALSO USEFUL FOR ESTIMATING AVAILABLE QUANTITIES OF MATERIAL, THE CHARACTER AND THICKNESS OF OVERBURDEN, THE EXISTENCE OF POSSIBLE CAUSES OF FAILURES OF CONSTRUCTION, AND THE KIND OF EXCAVATION TO BE EXPECTED AT ANY ONE PLACE.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:38:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/121330</guid>
    </item>
    <item>
      <title>GEOTECHNICAL PROPERTIES OF THREE ONTARIO CLAYS</title>
      <link>https://trid.trb.org/View/120997</link>
      <description><![CDATA[PRESENTED IN THIS PAPER ARE THE RESULTS OF MINERALOGICAL AND ENGINEERING TESTS PERFORMED ON CLAY SOILS FROM OTTAWA, NEW LISKEARD, AND FORT WILLIAM, ONTARIO. THE MINERALOGICAL TESTS INCLUDE' X-RAY DIFFRACTION, DIFFERENTIAL THERMAL ANALYSES, POTASSIUM ANALYSES, GLYCOL RETENTION, CARBONATE ANALYSES, AND PORE FLUID SALINITY. THE CLAY MINERALS IDENTIFIED IN THE FINE FRACTIONS OF THE SOILS ARE ILLITE, IRON, AND ALUMINIUM CHLORIDE, AND VARIABLE AMOUNTS OF VERMICULITE AND A MONTMORILLONITE-LIKE MINERAL. IT IS BELIEVED THAT ADSORBED ALUMINIUM AND IRON HYDROXIDE CATIONS HAVE ALTERED THE VERMICULITE IN SOME CASES TO A MORE SWELL- ING CLAY AND IN SOME CASES TO A NONSWELLING CHLORITE. A BOREHOLE LOG FOR EACH SITE IS PRESENTED TOGETHER WITH A SUMMARY OF ROUTINE ENGINEERING TESTS. /RRL/A/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/120997</guid>
    </item>
    <item>
      <title>THE STRAIN IN ROCKS IN RELATION TO HIGHWAY DESIGN</title>
      <link>https://trid.trb.org/View/120973</link>
      <description><![CDATA[THE STABILITY OF ROCK IN HIGHWAY DESIGN IS DISCUSSED IN RELATION TO THE SITE SELECTION, THE ROCKS LEFT IN PLACE AFTER A CUT OR TUNNEL HAS BEEN EXCAVATED, ROCK FILL AND AGGREGATE SURFACING. METHODS TO DETERMINE THE MECHANICS OF SUCH ROCKS AND THEIR IMPORTANCE IN HIGHWAY DESIGN AND CONSTRUCTION ARE INCLUDED. REBOUND AND ROCK RELAXATION ARE RECORDED BY IN SITU MEASUREMENTS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:37:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/120973</guid>
    </item>
    <item>
      <title>ENGINEERING SOIL REPORT, LIVINGSTON COUNTY, ILLINOIS</title>
      <link>https://trid.trb.org/View/118930</link>
      <description><![CDATA[THIS REPORT SHOWS THE RELATION BETWEEN PEDOLOGIC SOIL TYPES, PARENT MATERIALS AND ENGINEERING PROPERTIES. BY USING THE INFORMATION CONTAINED IN THIS REPORT, AND ENGINEER CAN PREDICT THE ENGINEERING PROPERTIES OF THE SOILS OF ANY AREA IN LIVINGSTON COUNTY WITH A FAIRLY HIGH DEGREE OF ACCURACY. TEST DATA OBTAINED FROM SAMPLING SITES IN THE COUNTY ARE SUMMARIZED BY SOIL TYPES ON DATA SHEETS. IN ADDITION, EACH DATA SHEET CONTAINS A DESCRIPTION OF EACH SOIL PROFILE, ITS AVERAGE CHARACTERISTICS AND AN ENGINEERING ANALYSIS. THE GEOLOGY AND PEDOLOGY OF THE COUNTY ARE DESCRIBED AS WELL AS VARIOUS STATISTICAL CONCEPTS USED IN MAKING COMPARISONS OF THE SOIL MAPPING UNITS BY GRAIN SIZE, PLASTICITY CHARACTERISTICS, AND MOISTURE-DENSITY RELATIONSHIPS. THE USES THAT CAN BE MADE OF THE TABULATED DATA ARE DISCUSSED WITH REGARD TO PRELIMINARY PLANNING FOR HIGHWAY LOCATIONS, PRELIMINARY RECONNAISSANCE, DETAILED SURVEYS AND CONSTRUCTION PROBLEMS. THE REPORT IS DESIGNED TO BE USED IN CONJUNCTION WITH MAPS PREVIOUSLY PUBLISHED AS A PART OF A UNIVERSITY OF ILLINOIS AGRICULTURAL EXPERIMENT STATION REPORT ENTITLED, LIVINGSTON COUNTY SOILS. /AUTHORS/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:07:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/118930</guid>
    </item>
    <item>
      <title>PERMANENT VEHICLE DETECTOR EQUIPMENT TEST AND EVALUATION PROJECT</title>
      <link>https://trid.trb.org/View/118645</link>
      <description><![CDATA[IN THIS STUDY FIVE TYPES OF COMMERCIALLY AVAILABLE TRAFFIC DETECTOR SYSTEMS ARE EVALUATED AFTER A NINE MONTH TEST PERIOD. IN AN ADDENDUM, TWO SYSTEMS USED IN TRANSMITTING THE TRAFFIC INFORMATION TO A CENTRAL STATION ARE EVALUATED. THE TEST SITE IS LOCATED ON THE EAST BOUND LANES OF THE LONG ISLAND EXPRESSWAY NEAR 173RD STREET IN QUEENS COUNTY, N.Y. TWO METHODS ARE USED TO OBTAIN AN EFFICIENCY VALUE FOR A DETECTOR SYSTEM. ONE METHOD USES A COMPUTER PROGRAMMED TO EDIT THE DATA FROM THE DETECTOR SYSTEM AND THEN COMPUTES AN EFFICIENCY VALUE ON THE BASIS OF CONTROL DATA STORAGE. IN THE OTHER METHOD THE DATA FROM THE DETECTOR SYSTEM IS COMPARED TO A MANUAL COUNT WITH A RESULTING EFFICIENCY VALUE COMPUTED. THESE TWO EFFICIENCY VALUES ARE AVERAGED TO MAKE THE FINAL EVALUATION. ALTHOUGH THE STUDY PRIMARILY DESIGNATED THE EVALUATION OF THE TRAFFIC DETECTOR SYSTEMS, NOTATIONS ON THE COSTS OF THE SYSTEMS ARE GIVEN. /BPR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:00:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/118645</guid>
    </item>
    <item>
      <title>IMPACT OF LOW ALTITUDE COVERAGE REQUIREMENTS ON AIR-GROUND COMMUNICATIONS</title>
      <link>https://trid.trb.org/View/170491</link>
      <description><![CDATA[A representative area of Appalachia surrounding Charleston, West Virginia is analyzed in terms of existing helicopter traffic patterns and communications facilities. Traffic patterns were established from telephone interviews with pilots flying this area regularly. Communications coverage was established from computer generated coverage contours obtained from the Electromagnetic Compatibility Analysis Center (ECAC) and verified by pilot interviews and one flight test (as reported by the FAA Technical Center). Techniques for improving coverage are discussed. These include two new remote communication outlets located in the mountains west and south of Beckley, W.Va., a high gain antenna at Charleston pointed in a southerly direction, the use of mobile radio telephone to permit pilots to access nearby telephone facilities when on the ground at a remote site, short range less than 150 miles, hf radio, and a discrete frequency for exclusive use by low-flying aircraft. FAA activities directed at improving communications to helicopter flying to and from offshore oil and gas platforms in the Gulf of Mexico is presented in an Appendix. (Author)]]></description>
      <pubDate>Tue, 28 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170491</guid>
    </item>
    <item>
      <title>RELIABILITY AND MAINTAINABILITY EVAUATION OF THE MODE S SYSTEM</title>
      <link>https://trid.trb.org/View/177463</link>
      <description><![CDATA[A reliability and maintainability evaluation was performed on Mode S (formerly the Discrete Address beacon System (DABS)) engineering model sensors located at the Federal Aviation Administration Technical Center, Elwood, and Clementon, New Jersey. The observed system mean-time-between-failure (MTBF) based on chargeable failures ranged from 767 hours for the Technical Center sensor to 1,913 hours for the Elwood site sensor. The preponderance of failures at the Technical Center sensor probably occured because the system was stressed to a greater extent than the other two sites. Elements which failed and caused system outrage at all three sites were the transmitter, processor, and WWVB receiver. The transmitter and processor, which are single-string elements, were found to be the weak points in the system reliability design. The measured failure rates for these two elements, in particular the processor, exceeded the predicted values. Problem areas were: inadequate radio station WWVB receiver output; damage to wire-wrap pin in the computer ensembles caused by power cables rubbing against them, excessive failures in the traveling wave tube associated circuitry, failure of cooling fans, susceptibility of the sensor to lightning damage, and loose and dirty printed circuit board contacts. (Author)]]></description>
      <pubDate>Tue, 30 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177463</guid>
    </item>
    <item>
      <title>INFLUENCES ON VALUE IN URBAN LAND MARKETS, U.S.A., 1956-1961</title>
      <link>https://trid.trb.org/View/130564</link>
      <description><![CDATA[A SURVEY WAS MADE OF FHA URBAN SITE VALUE SERIES TO OBTAIN A SERVICEABLE APPROXIMATION TO A CURRENT PRICE SERIES FOR IMPROVED RESIDENTIAL BUILDING SITES SOLD AT A STANDARD MARKUP TO MEDIUM INCOME PURCHASERS AT GRADUALLY RISING INCOME LEVELS. THE ANALYSIS OF FHA SITE VALUES WAS COMBINED WITH CORRESPONDING STATEWIDE MEAN VALUES FOR ALL VACANT LOTS SOLD. THE TWO SETS OF VALUES FOR URBAN LAND-SITE AND LOT VALUES-BOTH PERTAIN TO THE MARKET FOR DEVELOPED /I.E., SUBDIVIDED AND IMPROVED/ SITES READY FOR BUILDING. THOUGH THE SAME MOVEMENT OF VALUES WILL BE FOUND IN BOTH SITE AND LOT STATISTICS, CORRELATION ANALYSIS WILL PROBABLY SHOW THAT THE TWO VALUES WILL EXHIBIT SENSITIVITY TO DIFFERENT VARIABLES AND ACTIVITIES. REGRESSION ANALYSIS OF THE TWO VALUES SERIES FOR TWO SURVEYED TIME PERIODS, THE TOP OR POST-WAR RESIDENTIAL BUILDING BOOM AND THE LOW POINT OF THE POST-WAR BUILDING BOOM, SHOULD YIELD SOME VALUABLE INSIGHTS INTO THE FUNCTIONING OF URBAN LAND MARKETS. A REGRESSION MODEL WAS DEVELOPED WITH FIVE GROUPS OF EXPLANATORY VARIABLES' /1/ LEVEL OF INCOME, /2/ RELATIVE SUPPLY OF VACANT LOTS, /3/ ECONOMIC GROWTH IN PREVIOUS FIVE YEARS, /4/ FAVORABLE ASSESSMENT, AND /5/ RESIDUAL VALUE OF ADJACENT FARM LAND.]]></description>
      <pubDate>Sat, 23 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130564</guid>
    </item>
    <item>
      <title>WATER POLLUTION ASPECTS OF PARTICLES WHICH COLLECT ON HIGHWAY SURFACES</title>
      <link>https://trid.trb.org/View/88558</link>
      <description><![CDATA[Caltrans studied the nature of constituents in pavement runoff waters at three sites during the winter of 1975 through winter of 1977. Sample sites were located at I-405 Los Angeles, I-680 Walnut Creek, and Route 50 Placerville. Discrete samples were obtained at various times during storm runoff and tested at the Transportation Laboratory in Sacramento. Some 34 different physical, chemical, and biological parameters were measured. This report presents the findings of this study. This information can be used in assessing environmental effects of transportation systems on water quality.]]></description>
      <pubDate>Thu, 31 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88558</guid>
    </item>
    <item>
      <title>THE RESIDENCE SITE CHOICE</title>
      <link>https://trid.trb.org/View/130580</link>
      <description><![CDATA[MUCH THEORIZING HAS CONCENTRATED ON TRAVEL SAVINGS MOTIVES AS AN INFLUENCE ON RESIDENTIAL LAND USE, IGNORING AMENITY CHARACTERISTICS INCLUDING BEAUTY AND NEIGHBORS WHICH INFLUENCE FAMILY CHOICE OF RESIDENTIAL SITE. THE PRESENT ARTICLE DEVELOPS A FRAME WORK BASED ON CONSUMER DEMAND THEORY FOR CONSIDERING AMENITY IN ADDITION TO TRAVEL COST CONSIDERATIONS. A WAY OF MEASURING THE TRAVEL SAVINGS AND AMENITY COMPONENTS OF LAND VALUE IS SUGGESTED, AND CONSISTS OF ESTIMATING THE TRAVEL SAVINGS COMPONENT AS BEING THE DIFFERENCE BETWEEN ACTUAL TRAVEL COSTS AND HYPOTHETICAL TRAVEL COSTS IF RESIDENCE WERE AT THE LOW RENT MARGIN AT THE EDGE OF THE CITY. RESIDENTIAL LAND VALUES ARE ANALYZED FOR RALEIGH, NORTH CAROLINA. MAKING USE OF A TRAVEL HABITS SURVEY, AMENITY AND TRAVEL SAVINGS COMPONENTS OF LAND VALUES ARE ESTIMATED AND ARE BOTH FOUND TO BE SUBSTANTIAL. /AUTHOR/]]></description>
      <pubDate>Mon, 23 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130580</guid>
    </item>
    <item>
      <title>STRIPPABLE COAL RESOURCES OF COLORADO. LOCATION, TONNAGE, AND CHARACTERISTICS OF COAL AND OVERBURDEN</title>
      <link>https://trid.trb.org/View/63324</link>
      <description><![CDATA[Coal resource data from public and private sources, in conjunction with previously published data, were used by the Bureau of Mines to determine the location and extent of strippable coal resources in Colorado. Total strippable resources of approximately 18 billion tons were estimated in 12 separate coal regions, fields, or deposits. Coal recoverable by contour mining techniques was not included. Criteria used in defining strippable resources were a minimum coalbed thickness of 2 feet and a maximum overburden thickness of 150 feet, except where the coalbeds are of exceptional thickness. All Colorado coal is contained in either Cretaceous or Tertiary rocks, specifically the Dakota Sandstone and the Mesaverde Group or its equivalent of Cretaceous age; and the Dawson Arkose, Fort Union, and Wasatch Formations and equivalents of Tertiary age. The strippable coal ranges in rank from bituminous in the Yampa region to ligniferous in the Denver basin. All coal is low in sulfur content.]]></description>
      <pubDate>Thu, 16 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63324</guid>
    </item>
    <item>
      <title>CONSIDERATIONS FOR OPTIMUM SITING OF NEXRAD TO DETECT CONVECTIVE PHENOMENA HAZARDOUS TO TERMINAL AIR NAVIGATION. PART 1</title>
      <link>https://trid.trb.org/View/177641</link>
      <description><![CDATA[The aviation community has been concerned for some time about the number of aircraft accidents during terminal flight in which weather has been identified as the cause or a contributing factor. The next generation weather radar (NEXRAD), for which final specifications are being worked out on a multi-service basis, offers the possibility of dedicated and detailed surveillance of hazardous weather in the terminal airspace. This report outlines considerations for choosing a site for a NEXRAD installation to fulfill this role in an optimum manner. It is shown that the detection of low level wind shear without precipitation imposes the most severe constraints on NEXRAD siting. Three general siting areas are considered (1) within the airport area, (2) within the terminal area, but outside the airport area, (3) outside the terminal area. When a single NEXRAD radar must cover all hazardous phenomena over the terminal area, siting within the airport area appears to be the best choice. Under certain conditions, a case exists for siting the NEXRAD outside the terminal area.]]></description>
      <pubDate>Mon, 30 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177641</guid>
    </item>
    <item>
      <title>RADAR BEACON TRANSPONDER (RBX) INSTALLATION AND SITING CRITERIA</title>
      <link>https://trid.trb.org/View/170420</link>
      <description><![CDATA[The Radar Beacon Transponder (RBX) is a ground-based facility used in conjunction with other elements of the Active Beacon Collision Avoidance System (BCAS) to control the threat detection sensitivity level of BCAS aircraft and to convey displayed Resolution Advisories from the BCAS aircraft to the local ATC terminal facility. This paper describes the mechanisms of specular multipath reflection and signal shadowing, and discusses their impact on the RBX link power budget. Criteria for choice of RBX antenna height and location are presented. (Author)]]></description>
      <pubDate>Mon, 28 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170420</guid>
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