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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
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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>MARAD’s Policy and Procedures for the Title XI Program’s Application Review Process Do Not Ensure Full Compliance With Requirements</title>
      <link>https://trid.trb.org/View/1723528</link>
      <description><![CDATA[Title XI of the Merchant Marine Act of 1936 established the Maritime Administration’s (MARAD) Federal Ship Financing Program (Title XI), which provides loan guarantees to private companies for ship construction and shipyard modernization. The Fiscal Year 2019 John S. McCain National Defense Authorization Act requires the Office of Inspector General (OIG) to audit MARAD’s policies and procedures for reviewing and approving loan guarantee applications. The audit objectives were to assess (1) the completeness of the program’s policy for application reviews and (2) the program’s adherence to the policy in its application reviews. OIG found that MARAD’s Title XI policy manual does not fully cover 13 of 28 regulatory requirements that address program eligibility and applications. A MARAD official acknowledged that the manual does not cover all requirements but pointed out that missing requirements are not frequently relevant to application reviews. However, lack of inclusion of all requirements creates a risk that the program will omit attention to relevant requirements, and in turn, diminish the reliability of information the program uses to assess applicants’ eligibility and creditworthiness. MARAD lacks adequate procedures to ensure that staff fully comply with requirements. The program also takes longer to process applications than the 9-month statutory review period, and the program’s controls are inadequate to ensure staff comply with policy requirements. According to the Government Accountability Office, management must enforce accountability for the entity’s internal control, including through supervisory feedback. However, the program supervisor reviews applications for completeness on an ad-hoc basis. The lack of internal controls could inhibit assessments of applicants’ eligibility and creditworthiness. To improve MARAD’s internal controls for the Title XI application review process, OIG recommends that the Maritime Administrator: (1) Update the 2012 policy manual to address all statutory and regulatory requirements; (2) Develop and implement procedures that direct MARAD to obtain and document all application related materials required by statute and regulation; and (3) Develop and implement procedures that require program staff to adhere to MARAD’s program policy and statutory and regulatory requirements. MARAD concurred with all three recommendations.]]></description>
      <pubDate>Thu, 30 Jul 2020 15:49:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1723528</guid>
    </item>
    <item>
      <title>Incentive game of investor speculation in PPP highway projects based on the government minimum revenue guarantee</title>
      <link>https://trid.trb.org/View/1607440</link>
      <description><![CDATA[Mechanisms for risk sharing are critical in infrastructure project financing. In public-private partnerships (PPP) for highway projects, provision of guarantees by the government to the investors is an important risk-sharing scheme. Because the government does not have the same information that private investors have, information asymmetry leads to speculation. In this paper, investors grab minimum revenue guarantee by deliberately reducing in earnings is identified as a moral hazard. To solve this problem, a game theory model for studying mechanisms that encourage/incentivize investors to adopt a positive attitude toward cooperation with the government is established. In particular, the authors design incentive mechanisms that engage private investors based on their profitability outlook. The results show that blindly increasing the amount of a reward or a penalty is not an effective way to guide an investor’s behavior. Adopting flexible incentive mechanisms during different stages of a project proves effective in influencing investors’ willingness to cooperate with the government as well as in maximizing the benefits they realize from the project.]]></description>
      <pubDate>Thu, 23 May 2019 17:19:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1607440</guid>
    </item>
    <item>
      <title>Highway 40 “Félix-Leclerc”: 1997-2002 Performance Assessment at the End of the Five Year Guarantee Period</title>
      <link>https://trid.trb.org/View/1417718</link>
      <description><![CDATA[In 1997, the Ministry of Transport of Quebec (MTQ) tendered a design-build project with a five year performance guarantee. This was the first project open to all potential rehabilitation techniques, rigid or flexible. The contract to rehabilitate 9.2 km of the Highway 40 “Félix-Leclerc” near Ste-Anne-de-La- Pérade and Batiscan was awarded to Sintra Inc. The designer chose a new technique, for Quebec, for the rehabilitation of the existing rigid pavement. It consisted of breaking the concrete slabs by vibration, known as rubblizing, followed by the reconstruction of the pavement with high-modulus Hot Mix Asphalt (HMA), as a base course, and a thin, gap-graded HMA as a surface course. Theses techniques allowed the contractor to complete the project at a rate of 1.5 kilometres per week. In October, 2002, the project was completed with the expiration of the guarantee period. The paper explains the history of the project, the bases of design and construction, and gives results of the five year performance on roughness, in the form of the International Roughness Index (IRI), rutting, skid resistance in the form of Transverse Friction Factor (TFF), cracking, pothole, and peeling.]]></description>
      <pubDate>Tue, 26 Jul 2016 17:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1417718</guid>
    </item>
    <item>
      <title>Payment-Based Annual Revenue Guarantee versus Period-Extension-Based Cumulative Revenue Guarantee in Build-Operation-Transfer Projects</title>
      <link>https://trid.trb.org/View/1128670</link>
      <description><![CDATA[This study proposes a method to compare revenue guarantee programs in a build-operation-transfer project. Two types of revenue guarantee programs are formulated: a payment-based annual revenue guarantee program and a period-extension-based cumulative revenue guarantee program. Monte Carlo simulation is used to model the real option approach.  This method is applied to a toll road project in the Philippines wherein the expected payoffs of the government and the concessionaire are simulated over an evaluation period that includes the concession period. The condition under which the expected government return in one program is equal to that in the other program is shown. These programs are then evaluated by incorporating a project risk factor into the project return. The results show that for the analyzed project the cumulative revenue guarantee program is preferred to the annual revenue guarantee program.  However, the optimal solution depends on the government's return-risk preference.]]></description>
      <pubDate>Wed, 11 Apr 2012 11:10:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1128670</guid>
    </item>
    <item>
      <title>TECHNICAL SPECIFICATIONS AND RECOMMENDATIONS FOR THE CONSTRUCTION OF CONCRETE ROADS - TV BETON 72</title>
      <link>https://trid.trb.org/View/1078932</link>
      <description><![CDATA[THE 1972 SPECIFICATIONS CONTAIN PRINCIPLES RELATING TO SUB-BASES AND SUBGRADES, WATER DRAINAGE, CONCRETE TO BE USED, EVENNESS, PROFILES, JOINTS AND  STEEL INSERTS, AND THE SURFACE FINISH OF CONCRETE. DETAILS ARE GIVEN OF THE STRUCTURE AND PREPARATION OF THE CONCRETE, THE LAYING OF THE CONCRETE,  THE CONSTRUCTION OF THE JOINTS, PROTECTIVE MEASURES, CURING TIMES, AND THE LENGTH OF TIME ROADS NEED TO BE CLOSED TO TRAFFIC. OTHER SECTIONS DEAL WITH THE PROPERTIES OF THE CONCRETE, TEST PROCEDURES, QUALITY CONTROL METHODS AND GUARANTEES.]]></description>
      <pubDate>Sun, 21 Nov 2010 17:27:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078932</guid>
    </item>
    <item>
      <title>FOURTH EUROPEAN CONGRESS ON READY MIXED CONCRETE - QUALITY AND SERVICE. MADRID, 11-13 JUNE 1974</title>
      <link>https://trid.trb.org/View/1075015</link>
      <description><![CDATA[THE FOLLOWING PAPERS WERE PRESENTED AT THE CONGRESS: METHOD FOR DETERMINING THE QUALITY OF READY-MIXED CONCRETE; MANUFACTURE OF HIGH-QUALITY READY-MIXED CONCRETE; INFLUENCE OF THE FINENESS MODULUS OF SAND AND OF THE RATIO  OF SAND TO AGGREGATES ON THE WORKABILITY OF CONCRETE, APPLICATION TO THE  OPTIMIZATION OF THE PARTICLE SIZE DISTRIBUTION OF CONCRETE; SERVICE IN A  READY-MIXED CONCRETE PLANT; GUARANTEE GIVEN TO THE CLIENT; FUTURE MARKETS FOR READY-MIXED CONCRETE.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:51:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1075015</guid>
    </item>
    <item>
      <title>GUIDELINES FOR THE SELECTION, SUPPLY AND APPLICATION OF CARRIAGEWAY MARKINGS. 1977 EDITION</title>
      <link>https://trid.trb.org/View/1064572</link>
      <description><![CDATA[IN THE APPLICATION OF CARRIAGEWAY MARKINGS, A VARIETY OF DIFFERING MATERIALS, VARIABLE SUBSOIL AND WEATHERING CONDITIONS, THE QUESTION OF GUARANTEE, VARIOUS APPLICATION METHODS, MUST ALL BE CONSIDERED.  THE RECOMMENDATIONS OF THIS INFORMATION SHEET ARE BASED ON EXPERIENCE IN PRACTICE AND IN THE  SUITABILITY TESTING OF MARKING MATERIALS FOR MAIN HIGHWAYS, OBTAINED AT THE BUNDESANSTALT FUR STRASSENWESEN (HIGHWAY AUTHORITIES).  SECTION A COVERS RECOMMENDATIONS FOR THE SELECTION, SUPPLY AND APPLICATION OF THIN AND THICK LAYER MARKINGS, SECTION B TREATS ROAD STUDS FOR PERMANENT OR TEMPORARY MARKING, SECTION C CONTAINS STANDARDISED DEFINITIONS FOR THE VARIOUS MARKING MATERIALS AND THEIR PROPERTIES AS WELL AS FOR ROAD STUDS.  IN SECTION  D, THE OFFICIAL REGULATIONS, STANDARDS, AND QUALITY CONDITIONS ARE ASSEMBLED.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:03:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064572</guid>
    </item>
    <item>
      <title>TECHNICAL REGULATIONS AND GUIDELINES FOR THE CONSTRUCTION OF SOIL STABILIZATION AND SOIL IMPROVEMENTS IN ROAD WORKS - TVV 74</title>
      <link>https://trid.trb.org/View/1064497</link>
      <description><![CDATA[THESE REGULATIONS HAVE BEEN WELCOMED BY THE INDUSTRY, AS NO UNIFORM GUIDELINES WERE AVAILABLE UP TO NOW.  THEY ARE SUBDIVIDED INTO GENERAL STATEMENTS, REQUIREMENTS AND TESTS FOR SOIL STABILIZATION WITH HYDRAULIC BINDERS SUCH AS CEMENT AND HYDROUS LIME AND BITUMINOUS BINDERS.  SOIL IMPROVEMENTS ARE TREATED WITH HYDRAULIC BINDERS AND WITH FINE LIME OR HYDRATE OF LIME.    FOR ALL, THERE ARE DESCRIPTIONS FOR SUITABILITY TESTS AND CONTROL TESTS.  ACCEPTANCE, GUARANTEE AND ACCOUNTING OF THE TREATED AREAS ARE OF GREAT VALUE FOR THE EMPLOYER AS WELL AS THE CONSTRUCTION COMPANY.  IN THE APPENDIX A CALCULATION IS SHOWN FOR DEDUCTIONS WHEN REQUIREMENTS HAVE NOT BEEN FULFILLED.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:01:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064497</guid>
    </item>
    <item>
      <title>SUBCONTRACTING</title>
      <link>https://trid.trb.org/View/1058567</link>
      <description><![CDATA[COMPARED WITH JOINT CONTRACTING IN WHICH EACH CONTRACTOR PARTICIPATES JOINTLY (WITH OR WITHOUT JOINT RESPONSIBILITY) IN THE EXECUTION OF A CONTRACT, SUBCONTRACTING GIVES THE HOLDER OF A CONTRACT THE POSSIBILITY OF HAVING OTHER CONTRACTORS PARTICIPATE (UNDER HIS RESPONSIBILITY) IN THE EXECUTION OF HIS CONTRACT.  IN TRANSPARENT SUBCONTRACTING, AS IN OPAQUE SUBCONTRACTING, THE SITUATION OF THE SUBCONTRACTOR IS QUITE DEPENDENT ON THE MAIN CONTRACTOR AND ON HIS FINANCIAL STANDING.  FOR THE PROTECTION OF THE SUBCONTRACTOR, A DECREE ENACTED ON 14TH MARCH 1975 INSTITUTED, FOR PUBLIC CONTRACTS, THE SYSTEM OF ACCEPTED SUBCONTRACTING WITH DIRECT PAYMENT. THE APPLICATION OF WHICH HAS REMAINED EXCEPTIONAL.  TO REINFORCE THIS ACTION, A LAW ENACTED ON 31ST DECEMBER 1975 INSTITUTED A DOUBLE SYSTEM FOR THE PROTECTION OF THE SUBCONTRACTOR:  DIRECT COMPULSORY PAYMENT OF SUBCONTRACTORS BY THE CLIENT FOR CONTRACTS WITH THE STATE, LOCAL COMMUNITIES, PUBLIC ESTABLISHMENTS OR COMPANIES.  DIRECT ACTION AIMED AT THE PUBLIC OR PRIVATE CLIENT FOR THE BENEFIT OF SUBCONTRACTORS, WHERE EITHER IN FACT OR BY LAW DIRECT PAYMENT IS NOT APPLICABLE.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:20:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1058567</guid>
    </item>
    <item>
      <title>THE NEW CEMENT STANDARDS SHOULD ENSURE IMPROVED QUALITY AND REGULARITY</title>
      <link>https://trid.trb.org/View/1058116</link>
      <description><![CDATA[THE NEW FRENCH CEMENT STANDARDS CONTAIN A CERTAIN NUMBER OF INNOVATIONS.    THE MOST IMPORTANT INNOVATION CONCERNS THE FIXING OF VALUES FOR 28 DAY STRENGTH, AND VERIFICATION OF CONFORMITY WITH THE STANDARDS, BOTH BY QUALITY CONTROL AT THE MANUFACTURER'S WORKS AND BY THE NF-VP SERVICE, WITH THE INTRODUCTION OF STATISTICAL ANALYSIS.  THE OTHER PRINCIPAL INNOVATIONS ARE: (A) REDUCTION IN THE NUMBER OF CATEGORIES OF CEMENT TO FOUR: PURE PORTLAND CEMENT, BLAST FURNACE CEMENT, CLINKER CEMENT, AND A NEW TYPE, MIXED PORTLAND CEMENT (UP TO 35% OF ADDITIVE); (B) GUARANTEE OF CERTAIN PHYSICAL PARAMETERS OF THE CEMENT; SETTING TIME AT 20 DEG C, SHRINKAGE AT 28 DAYS AND  THE CHATALIER-TEST EXPANSION ON A PURE PASTE.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:09:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1058116</guid>
    </item>
    <item>
      <title>NEW FRENCH STANDARDIZATION OF CEMENT</title>
      <link>https://trid.trb.org/View/1055855</link>
      <description><![CDATA[THIS PUBLICATION CONTAINS THE NEW FRENCH SPECIFICATIONS FOR CEMENT PUBLISHED IN 1976.  ATTENTION IS DRAWN TO THE MODIFICATIONS INTRODUCED: CLASSIFICATION OF CEMENTS BY MEANS OF THE LOWER AND UPPER LIMITS OF COMPRESSIVE STRENGTH AT 28 DAYS, COMPULSORY SELF-CONTROL BY CEMENT PRODUCERS FOR OBTAINING THE NF-VP GUARANTEE FROM THE FRENCH ASSOCIATION OF STANDARDIZATION (ASSOCIATION FRANCAISE DE NORMALISATION). THE TEXTS OF THE FRENCH STANDARD NF P 15-301 (AUGUST 1976), AND OF THE ADDITION TO NF P 15-300 ARE APPENDED.]]></description>
      <pubDate>Sun, 21 Nov 2010 04:41:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1055855</guid>
    </item>
    <item>
      <title>ADDITIONAL TECHNICAL REGULATIONS AND SPECIFICATIONS FOR THE CONSTRUCTION OF CONCRETE ROAD SLABS (ZTV CONCRETE 78)</title>
      <link>https://trid.trb.org/View/1050565</link>
      <description><![CDATA[ZTV CONCRETE 78 HAS BEEN DRAWN UP FROM A CONSIDERATION OF AVAILABLE EXPERIENCE AND SCIENTIFIC RESULTS AND REPLACES TV CONCRETE 72 (DOK 15086).  IT CONSIDERS THAT THE ATV GENERAL TECHNICAL REGULATIONS DIN 18316 ROAD CONSTRUCTION - PAVEMENTS USING HYDRAULIC BINDERS - IS PART OF THE CONSTRUCTION CONTRACT.  ZTV CONCRETE 78 CONTAINS SECTIONS ON SUB-SOIL COMPOSITION, THICKNESS OF THE SURFACING, CONSTRUCTION MATERIALS, METHOD OF CONSTRUCTION, REQUIREMENTS, TESTING, ACCEPTANCE, GUARANTEE AND SUPPLEMENTS CONCERNING ALLOWANCES FOR THE NON-FULFILMENT OF REQUIREMENTS AND HYDRAULICALLY BOUND PAVEMENTS.  ACCORDING TO TRAFFIC LOADING, 5 CONSTRUCTION CLASSES ARE DIFFERENTIATED, AND THESE ARE SPECIFIED FOR SLAB THICKNESSES OF 16, 18, 20 AND 22 CM.  THE CARRIAGEWAY SLABS ARE GENERALLY TO BE CONSTRUCTED WITHOUT SPACED JOINTS. MINIMUM VALUES FOR THE COMPRESSIVE STRENGTH OF THE CONCRETE AFTER 28  DAYS SHOULD BE BETWEEN 35 AND 25 N/MM2 ACCORDING TO THE CLASS OF CONSTRUCTION.  BEFORE BEING MADE AVAILABLE TO TRAFFIC THE SLAB SHOULD HAVE REACHED AT LEAST 70% OF THE REQUIRED STRENGTH.  THE TEXT OF CIRCULAR NO 16/78 OF  THE FEDERAL MINISTRY OF TRANSPORT WHICH INTRODUCED ZTV CONCRETE 78 AND DIN 18316 ARE PRINTED IN THE VOLUME.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:45:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050565</guid>
    </item>
    <item>
      <title>WAYS OF SAFEGUARDING THE RELIABILITY OF TRAFFIC SIGNALS</title>
      <link>https://trid.trb.org/View/1050260</link>
      <description><![CDATA[THE AUTHORS MAKE A QUALITATIVE AND QUANTITATIVE EVALUATION OF THE EFFECTS  OF TRAFFIC SIGNAL FAILURES.  THE MAIN EFFECTS ARE A LOWERING OF TRAFFIC SAFETY, AN INCREASE IN THE RESPONSIBILITY OF ROAD USERS, A DECREASE IN THE  TRAFFIC CAPACITY OF A ROAD CROSSING, AN INCREASE IN VEHICLE FUEL CONSUMPTION AND A LOWERING IN THE CONFIDENCE OF CITIZENS. THE FAILURE OF ELECTRIC  BULBS WAS FOUND TO BE THE MAIN CAUSE OF BREAKDOWNS (65% OF FAILURES).  THERE IS A DETAILED DISCUSSION ON THE VARIOUS TYPES OF BREAKDOWN, DEMANDS FOR RELIABILITY AND THEIR REALIZATION, AS WELL AS ECONOMIC CONSIDERATIONS.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:37:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050260</guid>
    </item>
    <item>
      <title>ADMINISTRATIVE CONCESSION</title>
      <link>https://trid.trb.org/View/1049978</link>
      <description><![CDATA[THE AUTHOR EXAMINES THE FACTORS WHICH LED THE SPANISH GOVERNMENT TO BUILD  TOLL MOTORWAYS BY MEANS OF PUBLIC AND PRIVATE CONCESSIONS.  DETAILS ARE GIVEN OF THE CONDITIONS WHICH CONCESSIONARY COMPANIES MUST FULFIL AND OF THE CONTRACT DOCUMENTS.  THE DECISION OF ALLOCATING A CONTRACT IS TAKEN BY THE GOVERNMENT WHICH CONSIDER THE GUARANTEE OFFERED BY AND SOLVABILITY OF THE PROMOTING COMPANY, THE LEGAL ASPECTS, THE CONTRACT, ECONOMIC AND FINANCIAL CONTEXT, AND CONSTRUCTION TECHNIQUES.  FOR REASONS OF PUBLIC INTEREST  THE GOVERNMENT CAN TAKE MEASURES INFLUENCING THE ECONOMIC ASPECTS OF THE  CONTRACT, IN WHICH CASE COMPENSATION DUE TO THE CONCESSIONARY COMPANY MUST BE LEGALLY DETERMINED.  THE STANDARDS GOVERNING THESE CONTRACTS ARE TO BE FOUND IN THE LAW ON MOTORWAYS OPERATED BY CONCESSIONARY COMPANIES VOLUME OF GENERAL AND SPECIAL PROVISIONS, AND THE LAW GOVERNING GOVERNMENT'S CONTRACTS.  FOR THE COVERING ABSTRACT, SEE IRRD ABSTRACT NO 108569.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:29:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049978</guid>
    </item>
    <item>
      <title>THE NEW "TECHNICAL SPECIFICATION AND CODE OF PRACTICE FOR THE PAVING OF FARM ROADS (TV-LW)"</title>
      <link>https://trid.trb.org/View/1049899</link>
      <description><![CDATA[BECAUSE OF THE SPECIAL FACTORS IN THE CONSTRUCTION OF FARM ROADS COMPARED  TO THE VERY HIGH REQUIREMENTS OF NORMAL ROAD CONSTRUCTION, A SPECIAL SPECIFICATION HAS BEEN DEVELOPED AND PUBLISHED AS TV-LW 75.  THEY ARE TO BE APPLIED AND LIMITED TO CONSTRUCTION METHODS WHICH HAVE GREAT SIGNIFICANCE IN PRACTICE: PAVING WITHOUT A BINDER AND WITH CEMENT CONCRETE, WITH HOT BITUMINOUS BINDERS AND WITH CONCRETE AGGREGATE.  TV-LW 75 IS IN THE FORM OF THE CORRESPONDING SPECIFICATION FOR HIGHWAY CONSTRUCTION; WITH EDGING LINES  THE PARAGRAPHS FORM PART OF THE CONTRACT, OTHER PARAGRAPHS PROVIDE GUIDELINES.  THE CONTENT IS CONCERNED WITH BITUMINOUS ASPHALT METHODS OF HOT CONSTRUCTION, TO BE LAID ON AN UNBOUND BASE; TWO COURSE (ASPHALT BASE AND WEARING COURSE) AND SINGLE COURSE (ASPHALT WEARING COURSE). ADVANTAGES AND DISADVANTAGES OF THESE STANDARD CONSTRUCTION METHODS ARE DISCUSSED.  THE FUNDAMENTAL CHANGES ARE DESCRIBED AND COLLECTED IN A COMPREHENSIVE TABLE.  THE MINIMUM BEARING CAPACITY OF THE BASE, REQUIRED FOR THE FIRST TIME, AND THE SIMPLE TEST PROCEDURE CONCERNED WITH THIS, ARE SIGNIFICANT.  WITH REGARD TO MIX DESIGN AND THE THICKNESS OF THE COURSES THE NEW RULES ARE FEW.  GOOD COMPACTION AND LONGEVITY OF THE ROADBASE ARE NECESSARY.  THE REQUIREMENTS AND TOLERANCES OF VOID CONTENT, LAYING PROCEDURE E.G. THICKNESS, EVENNESS AND TRANSVERSE PROFILE ARE DESCRIBED. THE TESTS PROVIDED FOR SUITABILITY, SUPERVISION, CONTROL AND ARBITRATION, INCLUDING THE USE OF CORE SAMPLES, ARE ILLUSTRATED, THE COST-BEARER IS STATED.  SETTLEMENTS INCLUDING POSSIBLE ALLOWANCES FOR UNDER- OR OVERSTEPPING THE AGREED CONTRACTUAL PERFORMANCE ARE CONSIDERED, AS IS ACCEPTANCE.  THE GUARANTEE PERIOD LASTS FOR TWO  YEARS. TV-LW 75 IS SEEN AS A COMPROMISE, TO PROVIDE A BASIC WORKING DOCUMENT.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:27:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049899</guid>
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