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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>
    </image>
    <item>
      <title>MICHIGAN'S SKID TESTING PROGRAM</title>
      <link>https://trid.trb.org/View/104947</link>
      <description><![CDATA[A COOPERATIVE SKID TESTING PROGRAM WAS UNDERTAKEN WITH GENERAL MOTORS PROVIDING GROUND AND THE MICHIGAN STATE HIGHWAY DEPARTMENT. SKID TESTS WERE PERFORMED USING THE TWO TRAILER TESTING EQUIPMENTS. APPROXIMATELY 2,400 SKID TESTS WERE PERFORMED BETWEEN JUNE AND NOVEMBER, 1957. DYNAMIC AND STATIC COMPARATIVE TESTS OF THE TWO SKID EQUIPMENTS WERE MADE. IN GENERAL, THE DEPARTMENT'S EQUIPMENT GIVES SLIDING COEFFICIENTS ABOUT 20% HIGHER THAN GENERAL MOTOR'S AT 30 MPH IN THE SAME TEST AREAS. THIS DIFFERENCE IS BEING INVESTIGATED. TWO HIGH-ACCIDENT INTERSECTION AREAS IN DETROIT WERE GIVEN ANTI-SKID TREATMENTS UTILIZING ALUMINUM OXIDE GRAIN WITH ASPHALT AND LATEX EMULSIONS OR EPOXY RESIN BOND COATS. THESE AREAS WILL BE RETESTED PERIODICALLY TO DETERMINE THE AFFECTIVENESS IN PERMANENCE OF EACH COATING UNDER NATURAL WEATHERING AND TRAFFIC.]]></description>
      <pubDate>Fri, 14 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104947</guid>
    </item>
    <item>
      <title>SKIDDING AND SKID RESISTANCE</title>
      <link>https://trid.trb.org/View/100705</link>
      <description><![CDATA[THE GENERAL PROBLEM OF VEHICLE SKIDDING IS OUTLINED, FOLLOWED BY A DISCUSSION ON THE NATURE OF ROAD FRICTION AND THE PRINCIPLES OF FRICTION MEASUREMENTS. VARIOUS PRACTICAL METHODS OF MEASURING PAVEMENT FRICTION, SUCH AS THE SIDEWAY FORCE METHOD, TRAILER DEVICES, STOPPING DISTANCE METHOD, DECELEROMETER TECHNIQUE, PORTABLE INSTRUMENTS, AND LABORATORY METHODS ARE COVERED. CERTAIN ASPECTS OF INTERPRETING SKID RESISTANCE MEASUREMENTS ARE SUMMARIZED: HOW RESULTS OBTAINED WITH DIFFERENT DEVICES COMPARE, WHAT ARE THE SKID RESISTANCE REQUIREMENTS FOR MODERN TRAFFIC, WHAT ARE THE GENERALLY ACCEPTED PRACTICAL STANDARDS, AND HOW CAN MEASUREMENTS BE SUPPORTED BY SKIDDING ACCIDENT STATISTICS. ROAD SURFACE PROPERTIES INFLUENCING SKID RESISTANCE ARE DISCUSSED, INCLUDING PAVEMENT TYPE AND FINISH, MIX COMPONENTS, SURFACE TEXTURE AND POSSIBLE COVERING, GEOMETRIC DESIGN, TOGETHER WITH THE VARIATION OF SURFACE PROPERTIES DUE TO WEATHERING, TRAFFIC WEAR, AND SEASONAL FACTORS. INFLUENCING FACTORS ASSOCIATED WITH THE VEHICLE ARE COVERED, SUCH AS THE PROPERTIES OF THE TIRE RUBBER, TREAD PATTERN, BRAKING SYSTEM, WEIGHT AND SPEED OF THE VEHICLE, ETC. FINALLY, THE PRESENTLY AVAILABLE PRACTICAL MEANS OF PREVENTING SKIDDING ACCIDENTS ARE POINTED OUT, SUCH AS DRIVING SKILLS, MECHANICAL DEVICES, AND ANTI-SKID ROAD CONSTRUCTION AND MAINTENANCE. /AUTHOR/]]></description>
      <pubDate>Sat, 18 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100705</guid>
    </item>
    <item>
      <title>SKID RESISTANT PAVEMENTS IN VIRGINIA</title>
      <link>https://trid.trb.org/View/104978</link>
      <description><![CDATA[THE PREVIOUSLY PUBLISHED WORKS OF MOYER, SHELBURNE, SHEPPE, AND OTHERS ARE REVIEWED ON THE SUBJECT OF SKID RESISTANCE CHARACTERISTICS. THE PAPER DISCUSSES SEVERAL DIFFERENT METHODS OF TEST, AND DESCRIBES THE METHOD MOST COMMONLY USED IN VIRGINIA, THE MEASUREMENT OF THE STOPPING DISTANCE OF A PASSENGER CAR WITH WHEELS LOCKED. A DISCUSSION OF THE FACTORS AFFECTING THE ACCURACY OF THIS METHOD IS INCLUDED. THE RESULTS OF STOPPING DISTANCE TESTS MADE AT SEVERAL HUNDRED LOCATIONS IN VIRGINIA ARE PRESENTED. THESE TEST RESULTS ARE TABULATED IN DIFFERENT WAYS TO INDICATE, SO FAR AS POSSIBLE, THE EFFECTS OF AGE, TRAFFIC, AND MOST PARTICULARY, THE TYPE OF AGGREGATE USED IN THE MIX. THE DATA POINT VERY STRONGLY TO WHAT IS FELT TO BE A RATHER SERIOUS LACK OF SKID RESISTANCE ON THE PART OF MOST BITUMINOUS AND EVEN PORTLAND CEMENT CONCRETE PAVEMENTS WHEN CONSTRUCTED WITH LIMESTONE AGGREGATES. A DESCRIPTION OF THE EXPERIMENTAL PROGRAM DESIGNED TO DETERMINE ECONOMICAL WAYS OF PROVIDING NON-SKID PAVEMENTS IS GIVEN. THE PURPOSE OF THE EXPERIMENTAL PROGRAM WAS (1) TO FIND ECONOMICAL WAYS OF DESLICKING EXISTING ROADS, AND (2) TO FIND ECONOMICAL WAYS OF BUILDING-IN PERMENANT HIGH SKID RESISTANCE AT THE TIME OF CONSTRUCTION. SKID TEST RESULTS ON THE EIGHT EXPERIMENTAL SECTIONS ARE PRESENTED AND DISCUSSED. THE CONCLUSIONS REACHED ARE TENTATIVE PENDING ADDITIONAL SERVICE LIFE. /AUTHOR/]]></description>
      <pubDate>Thu, 28 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104978</guid>
    </item>
    <item>
      <title>RE-TESTING OF CARBORUNDUM HIGHWAY SAFETY GRAIN OF THE ORTEGA RIVER BRIDGE ON US 17 IN JACKSONVILLE, FLORIDA</title>
      <link>https://trid.trb.org/View/107216</link>
      <description><![CDATA[THE FINAL INSPECTION WAS CONDUCTED OF MATERIAL ON THE METAL GRID DECK OF THE ORETEGA RIVER BRIDGE AFTER NINE MONTHS SERVICE. SECTIONS A AND B WERE SANDBLASTED AND THE HIGHWAY SAFETY GRAIN WAS APPLIED IN TWO COATS. THE INSPECTION INDICATED THAT SECTIONS A AND B SHOWED APPROXIMATELY 85 TO 95% OF THE MATERIAL HAD WORN OFF THE SMALLER TRANSVERSE INTERMEDIATE BARS AND FROM 5 TO 15% WORN OFF THE LARGE TRANSVERSE BARS. SECTION C WAS SANDBLASTED AND THE TWO GRADATIONS OF CARBORUNDUM HIGHWAY SAFETY GRAIN MIXED AND APPLIED. THE INSPECTION INDICATED THAT SECTION C SHOWED THE LEAST AMOUNT OF WEAR WITH 50% TO 65% WEAR ON THE INTERMEDIATE BARS AND APPROXIMATELY 5% TO 65% WEAR ON THE LARGER TRANSVERSE BARS. SECTION D WAS HAND SANDED INSTEAD OF SANDBLASTED, AND 50% OF EACH SAFETY GRAIN MIX USED. INSPECTION OF THIS SECTION INDICATED APPROXIMATELY 100% OF THE MATERIAL WAS WORN OFF THE WHEEL PATHS. IT IS CONCLUDED THAT THE COMBINATION OF THE TWO TYPES OF HIGHWAY GRAIN IS MUCH MORE DURABLE. THIS INCREASE IN DURABILITY IS PROBABLY DUE TO THE DENSITY OF THE AGGRAGATE IN THE MIXTURE. THIS MATERIAL LASTED EFFECTIVELY FOR APPROXIMATELY SIX MONTHS AND A RE-COATING OF THE DECK PRIOR TO THE COMPLETE WEARING OFF OF THE MATERIAL WOULD HAVE PROLONGED THE LIFE OF THIS DE- SLICKING OPERATION FOR AT LEAST ANOTHER SIX MONTHS AT THE PRESENT RATE OF WEAR. THE APPROXIMATE CLOSING TIME OF 1 HR & TWENTY MINUTES REQUIRED IN EACH LANE OF TRAFFIC WHILE THE MATERIAL IS CURING OUT AFTER APPLICATION DOES NOT SEEM UNREASONABLE. IT IS BELIEVED THAT THIS METHOD OF DE-SLICKING METAL GRID BRIDGE DECKS IN BOTH ECONOMICAL AND PRACTICAL.]]></description>
      <pubDate>Sat, 02 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107216</guid>
    </item>
    <item>
      <title>BRAKING REGULATIONS IN EUROPE</title>
      <link>https://trid.trb.org/View/136372</link>
      <description><![CDATA[Important new braking regulations for motor vehicles and trailers have recently been introduced by Sweden, the Economic Commission for Europe (Geneva), and the European Economic Community (Brussels). This paper describes the relevant rulemaking procedures and the international organizations which provide for industry participation. The technical content of these regulations is summarized and specific examples of difficult, interesting, or unusual demands are highlighted. Some comparisons with the appropriate United States federal standards have been included.]]></description>
      <pubDate>Sun, 09 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/136372</guid>
    </item>
    <item>
      <title>ARE PELICAN CROSSINGS SAFE?</title>
      <link>https://trid.trb.org/View/65572</link>
      <description><![CDATA[This article describes three GLC studies designed to investigate the safety of pelican crossings. Some pelicans had been converted from zebras, others were sited where there was no previous crossing. Shows that accidents increased, unless the crossing had guard rails and the road had been treated with anti-skid surfacing. In particular accidents rose sharply at sites where vehicle-actuated pelican crossings were the first ever crossing facility. Concludes that in London safety performance of pelican crossings has so far been disappointing.(a) /TRRL/]]></description>
      <pubDate>Fri, 17 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65572</guid>
    </item>
    <item>
      <title>ANTI-SKID GRIT</title>
      <link>https://trid.trb.org/View/26223</link>
      <description><![CDATA[Brief details are given of Dynagrip, an aggregate with a polished stone value of 68 and an abrasive resistance factor of 1.9, developed by English Abrasives Ltd. The grit comes in sizes from a 3/4 inch chipping to 46 mesh and is intended for use as a surface dressing at junctions, roundabout, bends, pedestrian crossing, ramps and bridges. /TRRL/]]></description>
      <pubDate>Wed, 02 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26223</guid>
    </item>
    <item>
      <title>SKIDPROOF DYES FOR CONCRETE AND ASPHALT</title>
      <link>https://trid.trb.org/View/23901</link>
      <description><![CDATA[Painting concrete and asphalt often results in a lowering of the dry and/or wet friction. By adding about 6% ground quartz, the coefficient of friction is considerably increased. The surface to be covered uses in addition, about 7% of 30 micro meter SiO2. By this means the coefficient of friction obtained for the dyed layer in the wet or dry condition rises accordingly from about 0.6 to 1.2. Other factors, e.g. the binding medium, application technique, consistency of dye, proportion of pigment and surface structure have been shown to have great significance. A connection between the choice of vertical profile and the value of the coefficient of friction has been obtained using the dynamometer method. (Author)]]></description>
      <pubDate>Thu, 26 Jun 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23901</guid>
    </item>
    <item>
      <title>PROVIDING PAVEMENT FRICTION</title>
      <link>https://trid.trb.org/View/103599</link>
      <description><![CDATA[A BRIEF REVIEW IS PRESENTED OF WHAT IS BEING DONE AT THE NATIONAL LEVEL TO PROVIDE IMPROVED PAVEMENT SKID RESISTANCE. FOLLOWING THIS REVIEW, A DISCUSSION IS MADE OF THE STATE OF VIRGINIA'S PAST, PRESENT, AND FUTURE ATTEMPTS TO AID THIS EFFORT.]]></description>
      <pubDate>Fri, 24 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103599</guid>
    </item>
    <item>
      <title>SPRAYGRIP ANTI-SKID TREATMENTS, KENTUCKY TURNPIKE</title>
      <link>https://trid.trb.org/View/106244</link>
      <description><![CDATA[THE REPORT DOCUMENTS THE EXPERIMENTAL APPLICATION OF A PROPRIETARY, GLUE-AND-GRIT DESLICKING TREATMENT AT THREE PLACES ON THE KENTUCKY TURNPIKE. THE TERM "GLUE-AND-GRIT" IS AS VERNACULAR AS "SANDPAPER." MANY BRIDGES HAVE BEEN TREATED WITH EPOXY RESIN-SAND SEALS; A WIDE VARIETY OF RESINS AND SANDS HAVE BEEN USED; SERVICE-LIFE HAS VARIED GREATLY; SOME HAVE FAILED TO ADHERE; ALL HAVE EVENTUALLY WORN OFF IN THE WHEEL TRACKS. WE HAVE CONSIDERED WEAR AS SOMEWHAT INEVITABLE; WE HAVE ALSO CONSIDERED THE TREATMENTS TO BE RENEWABLE. THE HARDEST GRITS EMPLOYED HERE HAVE BEEN QUARTZ SANDS. OTHERS HAVE EMPLOYED CARBORUNDUM, CALCINED BAUXITE, ETC. THE MORE EXPENSIVE GRITS MAKE ENDURANCE MORE COMPULSORY AND PLACES GREATER DEPENDENCE UPON THE GLUE. TESTS WILL BE MADE AFTER THERE HAS BEEN AMPLE OPPORTUNITY FOR WEAR TO OCCUR. THE ENDURANCE OF ADHESION AND LOSS OF GRIT WILL BE OBSERVED AND REPORTED FROM TIME TO TIME. /AUTHOR/]]></description>
      <pubDate>Mon, 17 Sep 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106244</guid>
    </item>
    <item>
      <title>USE OF AN EPOXY RESIN/SYNTHETIC AGGREGATE SYSTEM TO IMPART SKID RESISTANCE TO SELECTED ROAD SURFACES, WITH DISCUSSION AND CLOSURE</title>
      <link>https://trid.trb.org/View/109737</link>
      <description><![CDATA[THE COST OF EPOXY-BAUXITE TREATMENTS TO IMPROVE SKID RESISTANCE WAS FOUND TO BE JUSTIFIED AT LOCATIONS WITH HIGH ACCIDENT RATES UNDER WET CONDITIONS AND WHEN THE TRUE COSTS OF ACCIDENTS TO THE COMMUNITY AT LARGE ARE CONSIDERED. BASED ON A SERVICE LIFE OF FOUR YEARS, A REDUCTION OF ONE ACCIDENT PER YEAR IS NECESSARY TO RECOUP THE COST OF THE TREATMENT. THE PROBLEM OF PROTECTING SURFACES FROM OIL AND DIESEL FUEL, AND OF APPLYING THE TREATMENT TO OIL SLICK SURFACES IS ALSO DISCUSSED. THE USE OF NON-IONIC DETERGENTS PRIOR TO APPLICATION OF EPOXY RESIN AND BAUXITE AGGREGATE IS RECOMMENDED.]]></description>
      <pubDate>Thu, 03 Aug 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109737</guid>
    </item>
    <item>
      <title>DESLICKING TREATMENT WITH ASPHALTIC SLURRY /IN PORTUGUESE/</title>
      <link>https://trid.trb.org/View/114227</link>
      <description><![CDATA[SKID RESISTANCE MEASUREMENTS TAKEN ON THE RIO-SAO PAVLO HIGHWAY ARE PRESENTED. THESE MEASUREMENTS WERE TAKEN IN 1970, BEFORE AND AFTER THE APPLICATION OF A BITUMINOUS OVERLAY OF AN ASPHALTIC SLURRY, ON A STRIP WHERE MANY ACCIDENTS OCCURRED DUE TO THE SLICK WEARING COURSE. THE ASPHALTIC SLURRY MIXTURE WAS USED TO OBTAIN A COARSE SURFACE, AND QUARTZ GRAINS WERE ADDED TO GIVE A GOOD WEAR RESISTANCE. THE MIXTURE WAS COMPOSED OF: SAND (92% IN WEIGHT), PORTLAND CEMENT (8% IN WEIGHT), WATER (18% IN WEIGHT OVER 100% OF AGGREGATE), EMULSION RL-IK (47% IN WEIGHT OVER 100% OF AGGREGATE). /RRI/]]></description>
      <pubDate>Thu, 03 Aug 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114227</guid>
    </item>
    <item>
      <title>ANTI-SKID SURFACING PROMISES GREATER SAFETY</title>
      <link>https://trid.trb.org/View/110935</link>
      <description><![CDATA[AN ANTI-SKID HIGHWAY SURFACE MATERIAL, "SPRAY GRIP", IS APPLIED IN FOUR STAGES TO REDUCE ACCIDENTS. IT IS A TOUGH, GRITTY SURFACE LAYER OF CALCINED BAUXITE AGGREGATE WHICH IS BOUND TO THE EXISTING ROAD SURFACE BY A TWO-PART, EXTENDED, ASPHALT-EPOXY RESIN. /PW/]]></description>
      <pubDate>Mon, 10 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110935</guid>
    </item>
    <item>
      <title>THE DESIGN OF BRICK SURFACES TO OBVIATE SLIPPERINESS</title>
      <link>https://trid.trb.org/View/104650</link>
      <description><![CDATA[TWO DEVELOPMENTS IN RECENT YEARS HAVE A DIRECT BEARING ON THE ANTI-SKID PROPERTIES OF BRICK PAVEMENT SURFACES: (1) THE SURFACE REMOVAL METHOD OF BITUMINOUS FILLER APPLICATIONS. (2) THE VERTICAL FIBER LUG TYPE OF PAVING BRICK. TESTS INDICATED A HIGH COEFFICIENT OF FRICTION ON VERTICAL FIBE BRICK SURFACES PROVIDED THE SURFACE WA FREE OF ASPHALT FILLER. THE SURFACE REMOVAL METHOD USING WHITEWASH AS THE ADHESION PREVENTIVE WAS USED AT JACKSONVILLE, FLORIDA, IN 1929 AND IN WILMINGTON, DELAWARE IN 1931. A NON-DRYING MOIST FILM WAS FIRST USED IN OHIO. A CALCIUM CHLORIDE SOLUTION HAS BEEN FOUND TO BE THE BEST MEDIUM YET DEVISED FOR THIS PURPOSE. THE SURFACE REMOVAL METHOD PERMITS ADVANTAGEOUS DIRECT POURING OF ASPAHLT IN JOINTS, AND BECAUSE OF COMPENSATING FACTORS THERE IS NO INCREASE IN COST BECAUSE OF ITS USE. VERTICAL FIBER LUG BRICK ARE NOW AVAILABLE AND ARE RECOMMENDED BECAUSE THE WIRE CUT SURFACE IS DESIRABLE FROM AN ANTI-SKID AND LUGS FROM AN ENGINEERING STANDPOINT. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104650</guid>
    </item>
    <item>
      <title>COSTS OF HAULING ANTISKID MATERIALS IN COMMONWEALTH VEHICLES</title>
      <link>https://trid.trb.org/View/108507</link>
      <description><![CDATA[THE TRUE COSTS WILL DEPEND ON THE EXTENT TO WHICH SLACK TIME EXISTS IN TRUCK FLEET AND DRIVER FORCE. COSTS ARE COMPUTED FOR THE FOUR COMBINATIONS OF NO SLACK AND ADEQUATE SLACK IN EITHER TRUCK OR DRIVER TIME, OR IN BOTH. THE RECORDS OF TRUCK USE INDICATE THAT FOR THE STATE AS A WHOLE THERE IS ENOUGH SLACK TIME IN THE EXISTING TRUCK FLEET TO HANDLE THE ENTIRE TASK OF DELIVERING ANTISKID MATERIAL FROM SOURCES TO COUNTY STOCKPILES. THERE IS ALSO SOME SLACK TIME IN THE DRIVER FORCE AND SOME OF IT IS PRESENTLY USED FOR HAULING ANTISKID MATERIAL. HOWEVER, THERE IS NO MEASURE OF THE EXTENT OF THIS SLACK NOR OF ITS DISTRIBUTION AMONG COUNTIES. A STRATEGY IS PROPOSED WHEREBY THE COUNTY SUPERINTENDENT'S KNOWLEDGE OF SLACK IN HIS OWN FLEET AND DRIVER FORCE CAN BE USED TO DETERMINE THE TRUE COSTS OF USING HIS RESOURCES TO TAKE DELIVERY OF ANTISKID MATERIAL AT THE SOURCE. BIDS FOR SUPPLYING MATERIAL TO EVERY STOCKPILE SHOULD BE ASKED FOR ON BOTH F.O.B.-SOURCE AND F.O.B.-DELIVERED BASES. WITH BOTH TYPES OF BIDS AVAILABLE AND A KNOWLEDGE OF COSTS OF USING STATE- OWNED VEHICLES, THE SUPERINTENDENT CAN SELECT THE BIDS THAT INVOLVE THE LOWEST TOTAL COST. /AUTHOR/]]></description>
      <pubDate>Tue, 01 Jun 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108507</guid>
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