<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>CONVEYANCING TECHNIQUES FOR ACQUISITION OF ACCESS RIGHTS</title>
      <link>https://trid.trb.org/View/128384</link>
      <description><![CDATA[THE STATUTORY PROVISIONS OF THE INDIVIDUAL STATE USUALLY PROVIDES THE AUTHORITY FOR THE PURCHASING OF ACCESS RIGHTS. THE OREGON STATUTE IS REVIEWED WHICH PROVIDES THAT THE HIGHWAY COMMISSION MAY ACQUIRE BY AGREEMENT, DONATION OR THE EXERCISE OF THE POWER OF EMINENT DOMAIN, FEE TITLE TO ANY INTEREST IN ANY REAL PROPERTY, INCLUDING EASEMENTS OF ACCESS. THIS STATUTE PROVIDES THAT THE STATE HIGHWAY COMMISSION SHALL PRESCRIBE AND DEFINE THE LOCATION, WIDTH, NATURE, AND EXTENT OF ANY RIGHT OF ACCESS THAT THEY MAY WISH TO PERMIT TO ANY PROPERTY COMING WITHIN THE PURVIEW OF THE ENACTMENT. IN THE CASE OF STATE HIGHWAY COMMISSION VS BURK, THE SUPREME COURT RECOGNIZED THE COMMON LAW RIGHT OF ACCESS, BUT IT ALSO RECOGNIZED THAT THE THRUWAY OR NO-ACCESS TYPE OF HIGHWAY WAS OF A DIFFERENT BREED. THE COURT RULED THAT WHEN A NEW HIGHWAY IS BUILT WHERE NONE EXISTED BEFORE, AND THE RESOLUTION OF THE HIGHWAY COMMISSION DESIGNATED THE NEW HIGHWAY AS A NON-ACCESS HIGHWAY, THE ABUTTING PROPERTY OWNERS DID NOT ACQUIRE A COMMON LAW EASEMENT OF ACCESS. THIS CREATED TWO DIFFERENT SITUATIONS FOR LAND ACQUISITION. IF AN EXISTING HIGHWAY IS TO BE CONVERTED INTO A CONTROLLED TYPE OF ACCESS HIGHWAY, IT IS NECESSARY FOR THE STATE TO ACQUIRE THE COMMON LAW RIGHTS OF ACCESS BY PURCHASE OR CONDEMNATION. IF A NEW HIGHWAY IS TO BE CONSTRUCTED, NO EASEMENT OF ACCESS ARISES BY VIRTUE OF THE CONSTRUCTION OF THE NEW HIGHWAY. THE VARIOUS TYPES OF RIGHTS OF ACCESS ARE DISCUSSED. A DESCRIPTION IS GIVEN OF THE CONVEYANCING TECHNIQUES EMPLOYED WHERE AN EXISTING HIGHWAY IS USED AND THE ABUTTER'S ACCESS RIGHTS MUST BE ELIMINATED]]></description>
      <pubDate>Sun, 15 Aug 2004 20:03:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/128384</guid>
    </item>
    <item>
      <title>GRANULAR STABILIZED BASE CONSTRUCTION OF ACCESS AND RELOCATION ROADS BY TENNESSEE VALLEY AUTHORITY</title>
      <link>https://trid.trb.org/View/122036</link>
      <description><![CDATA[THE EXPERIENCE OF THE TENNESSEE VALLEY AUTHORITY IN THE CONSTRUCTION OF GRANULAR STABILIZED BASE COARSE IS OUTLINED. THE AUTHORITY HAS CONSTRUCTED APPROXIMATELY 128 MILES OF GRANULAR STABILIZED BASE COURSE, OF WHICH 47.5 MILES HAVE BEEN ACCESS ROADS AND 80.7 MILES RELOCATIONS. CALCIUM CHLORIDE HAS BEEN USED IN THE PROPORTION OF ONE LB. PER SQ. YD. PER 3-IN. COMPACTED LAYER. IT HAS BEEN FOUND EFFECTIVE IN INCREASING COMPACTED DENSITY, HOLDING MOISTURE AND INCREASING BONDS. THE MAINTENANCE COST ON THE COMPLETED SURFACE HAS BEEN EXTREMELY LOW AND HAS AVERAGED LESS THAN $100 PER MILE PER YEAR. THE PERFORMANCE OF THE CRUSHED STONE STABILIZED BASE HAS BEEN CONSIDERABLY BETTER THAN THAT OF THE GRAVEL BASE. STABILIZED GRANULAR BASE COURSES WITH LIGHT BITUMINOUS SURFACES WERE USED TO PROVIDE ACCESS TO 11 DAMS. THE TRAFFIC ON THESE ACCESS ROADS HAS AVERAGED FROM 1,000 TO 1,500 VEHICLES PER DAY FOR PERIODS FROM 2 YEARS TO 5 YEARS. STABILIZED GRANULAR BASE AND LIGHT BITUMINOUS SURFACING HAVE ALSO BEEN USED BY THE AUTHORITY ON BOTH STATE AND COUNTY HIGHWAY RELOCATIONS ON ROADS CONSTRUCTED TO REPLACE EXISTING ROADS THAT WERE FLOODED BY THE VARIOUS RESERVOIRS. THICKNESSES ARE DISCUSSED OF THE STABILIZED BASES. COSTS OF THE STABILIZED BASE CONSTRUCTION ARE DESCRIBED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/122036</guid>
    </item>
    <item>
      <title>SALT STABILIZATION ON OHIO'S SECONDARY SYSTEM</title>
      <link>https://trid.trb.org/View/122019</link>
      <description><![CDATA[PURCHASE ORDER CONTRACTS FOR THE MAINTENANCE OF OHIO'S FARM-TO-MARKET ROADS ARE DESCRIBED. ITEMS INCLUDED IN THE CONTRACTS ARE: (1) CUBIC YARDS OF AGGREGATE TO BE FURNISHED, HAULED, AND TAIL-GATE SPREAD AT A STIPULATED RATE PER MILE. (2) SQUARE YARD OF SURFACE RECONDITIONED IN CONFORMANCE WITH BASE COURSE SPECIFICATIONS, INCLUDING ADDITION OF SODIUM CHLORIDE AT A PRESCRIBED RATE PER SQUARE YARD PER INCH, (3) THOUSANDS OF GALLONS OF WATER, FURNISHED AND APPLIED AS DIRECTED, (4) GALLONS OF BITUMINOUS MATERIAL FURNISHED AND APPLIED AT A STIPULATED RATE PER SQUARE YARD, (5) CUBIC YARDS OF AGGREGATE FURNISHED, HAULED AND SPREAD AT A STIPULATED RATE PER SQUARE YARD AS COVER, (6) LUMP SUM PREMIUM ON INDUSTRIAL INSURANCE, AND (7) LUMP SUM FOR LIGHTS, SIGNS, AND BARRICADES. THESE SPECIFICATIONS PERMITTED MAXIMUM FIELD CONTROL AND OBTAINED GOOD RESULTS AT REASONABLE COST. RECONDITIONING EXISTING SURFACES BY THE ADDITION OF AGGREGATE AND SODIUM CHLORIDE, WITH A PRESERVATIVE BITUMINOUS PRIME AND SEAL, HAS SUCCESSFULLY STABILIZED 260 MILES OF THE SECONDARY SYSTEM, AND IS BELIEVED TO BE A SATISFACTORY LOW COST METHOD OF REDUCING MAINTENANCE COSTS AND FURNISHING BETTER TRAFFIC SERVICE TO RURAL HIGHWAY USERS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/122019</guid>
    </item>
    <item>
      <title>RIGID PAVEMENTS-BELGIUM</title>
      <link>https://trid.trb.org/View/121927</link>
      <description><![CDATA[THE IMPORTANCE OF THE HYGROMETRIC EFFECTS IS EXAMINED, AS WELL AS THE RESISTANCE TO FROST AND REPEATED BENDING FORCES OF LEAN CONCRETE SUB-BASES. A STUDY IS PRESENTED OF: (1) THE STABILIZATION OF SOILS CONTAINING ORGANIC MATTERS, AND (2) THE REACTION OF CEMENT AND THE FINE FRACTION OF SOILS AS A FUNCTION OF THE NATURE OF THE TWO MATERIALS. THE EXCELLENT BEHAVIOR OF REINFORCED CONCRETE SURFACINGS HAS LED TO THE RECENT USE IN: (1) CONTINUOUS SURFACING IN REINFORCED CONCRETE OVER AN OLD CONCRETE CARRIAGEWAY ON A LENGTH OF 3,800 M, AND (2) ON AN OLD BASE IN LEAN CONCRETE - LENGTH 1 KM. THE THICKNESS FOR THESE TWO LENGTHS IS 18 CM, AND THE REINFORCEMENT IS 0.7 PERCENT STEEL TOR AT 42 KG/MILLIMETERS SQUARED ELASTIC LIMIT. MACHINES USED FOR THE MANUFACTURE AND PLACING OF CONCRETE ON HIGHWAYS ARE DESCRIBED. JOINT TECHNIQUES HAVE BEEN IMPROVED BY MECHANICAL FINISH OF JOINTS EXECUTED IN FRESH CONCRETE. A SLIP-FORM PAVER HAS BEEN TRIED. BEHAVIOR OF PRESTRESSED CONCRETE IN RUNWAYS IS DESCRIBED. SPECIAL MIXES OF CONCRETE HAVE BEEN TRIED TO REDUCE THE VARIATION OF TENSIONS UNDER THE INFLUENCE OF TEMPERATURE VARIATIONS. AIR ENTRAINMENT AGENTS ARE NOT REQUIRED IN BELGIUM CONCRETE TO REDUCE FROST AND DEICING SALTS EFFECTS BECAUSE OF THE VERY HIGH DEGREE OF COMPACTION AND HIGH RESISTANCE OF COMPRESSION. THE USE OF WATER REDUCING ADDITIVES, CAN MAKE CONCRETE MORE PLASTIC, THUS EFFECTING MORE EASY PLACING THE SHAPING OF THE SURFACE.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/121927</guid>
    </item>
    <item>
      <title>SURVEY OF LIMEROCK STABILIZED AND SHELL STABILIZED BASES</title>
      <link>https://trid.trb.org/View/121906</link>
      <description><![CDATA[A SURVEY WAS UNDERTAKEN OF EXISTING ROADWAYS CONSTRUCTED WITH EITHER LIMEROCK STABILIZED BASES OR SHELL STABILIZED BASES TO DETERMINE WHAT FACTORS MAY CONTRIBUTE TO THE EXCELLENT PERFORMANCE OF MANY OF THESE ROADWAYS AND TO OFFER RECOMMENDATIONS FOR A FIELD EVALUATION PROGRAM. AS WELL AS SURVEYING THE CONDITIONS OF THE ROADWAYS, LABORATORY REPORTS WERE INVESTIGATED OF EXISTING RESEARCH DATA TO ESTIMATE THE LOUISIANA BEARING RATIO VALUE WHICH MAY BE OBTAINED FROM THIS TYPE OF STABILIZATION. FIFTEEN SECTIONS OF PAVEMENT CONSTRUCTED WITH SHELL STABILIZED BASE AND APPROXIMATELY THIRTY LIMEROCK STABILIZED SECTIONS WERE SELECTED FOR CONSIDERATION. THE PAVEMENT CONDITION WAS VISUALLY RATED FOR EACH OF THESE SECTIONS. THE GENERAL PAVEMENT CONDITION FOR EACH OF THE SHELL STABILIZED SECTIONS WAS RATED FROM FAIR TO VERY GOOD. A NUMARICAL SYSTEM WAS USED IN RATING THE LIMEROCK STABILIZED SECTIONS. THE TOTAL ACCUMULATED TRAFFIC FOR EACH OF THE SECTIONS CONSIDERED WAS ESTIMATED FROM THE ANNUAL ADT TAKEN FROM THE STRAIGHT-LINE DIAGRAMS. IT WAS NOT POSSIBLE FROM THE INFORMATION PRESENTLY AVAILABLE TO MEASURE THE DEGREE TO WHICH THE QUALITY OF LIMEROCK STABILIZED AND SHELL STABILIZED BASES AFFECTED THE PERFORMANCE OF THE PAVEMENTS CONSIDERED. IT IS RECOMMENDED THAT A FIELD INVESTIGATION BE DESIGNED AND CONDUCTED WITH SPECIFIED CRITERIA.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/121906</guid>
    </item>
    <item>
      <title>FIFTEEN YEARS OF CEMENT STABILIZED BASES IN GREAT BRITIAN</title>
      <link>https://trid.trb.org/View/121865</link>
      <description><![CDATA[THE HISTORY OF USE OF CEMENT STABILIZED BASES IN GREAT BRITAIN IS REVIEWED. EXISTING ROADS CONSTRUCTED WITH CEMENT STABILIZED BASES WERE SURVEYED AND FOUND VIRTUALLY FREE FROM CRACKS AND OTHER DEFECTS. ROADS CONSTRUCTED WITH LEAN CONCRETE BASES WERE ALSO SURVEYED AND ONE-THIRD OF THESE SHOWED CRACKS AT LESS THAN 200 FT. INTERVALS, BUT THESE CRACKS DID NOT IMPAIR PERFORMANCE AND SHOW NO SIGN OF DETERIORATION. LEAN CONCRETE DIFFERS FROM OTHER CEMENT STABILIZED MATERIALS IN THAT IT IS MADE FROM GRAVEL OR CRUSHED ROCK PREPARED TO THE STANDARD OF GRADING AND CLEANLINESS REQUIRED FOR CONCRETE AGGREGATES. THE BRITISH STANDARD B.S. 1924 WAS REVISED GIVING NEW METHODS OF TESTING CEMENT STABILIZED MATERIALS. OTHER STANDARD TESTS, PARTICULARLY COMPACTION AND IN SITU DENSITY TESTS, WERE IMPROVED IN DETAIL TO GIVE GREATER RELIABILITY.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/121865</guid>
    </item>
    <item>
      <title>CONCEPT OF FUTURE ROADWAY NETWORKS DESIGNED FOR SAFETY AND SERVICE</title>
      <link>https://trid.trb.org/View/118774</link>
      <description><![CDATA[THE CONCEPT IS PROPOSED OF A FREEWAY SYSTEM WITHOUT BRIDGES, A SYSTEM OF CITY STREETS ON THE FREEWAY PRINCIPAL WITHOUT BRIDGES OR TRAFFIC SIGNALS, AND TRANSITION ROADS OF SIMILAR DESIGN. FREEWAY MOVEMENT CAN BE ACCOMPLISHED WITHOUT THE USE OF GRADE SEPARATION BRIDGES BY CONVERGING ONE-WAY ROADS AND DIVERGING ONE-WAY ROADWAYS WITH CONVERGING AND DIVERGING POINTS AT LEAST ONE-ONE-HALF MILES APART ON THE MAJOR FREEWAYS BUT LESSER DISTANCES APART ON THE OTHERS. THIS TYPE OF SYSTEM WOULD AVOID THE COMPLEXITIES OF OUR MODERN HIGHWAY INTERSECTION DESIGNS WHICH, IN MANY CASES, REQUIRE VERY EXPENSIVE SIGNING TO GUIDE TRAFFIC THROUGH THE INTERSECTION. THIS CONCEPT ENVISIONS A LARGE REDUCTION IN ACCIDENTS, INJURIES AND FATALITIES. IN THIS SYSTEM, ALL ROAD NETS CONSIST OF INDEPENDENT ONE-WAY ROADWAYS, THAT IS, THEY SHOULD NOT BE CONSIDERED AS ONE DIRECTION OF A DIVIDED HIGHWAY. IT IS PROPOSED TO UTILIZE SOME EXISTING HIGHWAYS AS ONE-WAY HIGHWAYS IN ORDER TO ACQUAINT DRIVERS WITH THIS TYPE OF FACILITY. THESE ONE-WAY HIGHWAYS CAN BE INDEPENDENT OF THE OPPOSITE DIRECTION OF TRAVEL. THE PLAN INCLUDES ONE-WAY FREEWAYS FOR ALL CLASSES OF ROADS, INCLUDING HIGH SPEED ROADWAYS AND LAND SERVICE STREETS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:03:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/118774</guid>
    </item>
    <item>
      <title>DIRVER EYE LEVEL AND ROAD SAFETY</title>
      <link>https://trid.trb.org/View/113320</link>
      <description><![CDATA[CONTINUED REDUCTION IN THE EYE LEVEL OF BRITISH CARS HAS MADE THE 3 FT. 9 IN. (1.143 M) DESIGN VALUE FOR EYE HEIGHT OUT OF DATE. IT SHOULD BE REVISED TO 3 FT. 3 IN. (99.06CM) FOR NEW HIGHWAY CONSTRUCTION, AND 3 FT. 6 IN. (1.067M) FOR CARRIAGEWAY MARKINGS, WHICH WILL SUFFICE FOR DOUBLE WHITE LINES FOR A FEW YEARS. THE LOWER EYE LEVEL MAY ALSO HAVE CREATED DANGERS AT SOME PLACES ON EXISTING ROADS. CREST VERTICAL CURVES AND ROADSIDE OBSTRUCTIONS SHO1LD BE STUDIED TO DETERMINE WHETHER RECONSTRUCTION IS REQUIRED. /SRIS/]]></description>
      <pubDate>Mon, 15 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113320</guid>
    </item>
    <item>
      <title>RESULTS OF OKLAHOMA FLEXIBLE PAVING RESEARCH PROJECT</title>
      <link>https://trid.trb.org/View/104810</link>
      <description><![CDATA[FROM 1955 TO 1962 THE OKLAHOMA HIGHWAY DEPARTMENT STUDIED PLATE-BEARING AND BENKELMAN BEAM TESTS ON EXISTING ROADS AND THE EFFECTS OF SOILS, CLIMATE, TRAFFIC AND OTHER FACTORS. A PAVEMENT DESIGN METHOD WAS DEVELOPED AND A SOILS MANUAL WAS PUBLISHED. RECENTLY CONSTRUCTED PROJECTS GIVING UNSATISFACTORY SERVICE WERE INVESTIGATED AND STUDIES WERE MADE TO DETERMINE THE CAUSES OF POOR PAVEMENT PERFORMANCE. THESE WERE UNDERDESIGN FOR THE LOAD ASSUMED, DEFECTIVE MATERIALS IN THE BASE, OVERLOADED, POOR SUBBASE MATERIAL, SHRINKAGE OF SUBGRADE SOIL AND WATER ENTERING THROUGH THE SURFACE. /RRL/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104810</guid>
    </item>
    <item>
      <title>DETECTION OF CONCRETE DETERIORATION UNDER ASPHALT OVERLAYS BY MICROSEISMIC REFRACTION</title>
      <link>https://trid.trb.org/View/101453</link>
      <description><![CDATA[NONDESTRUCTIVE TESTING OF EXISTING HIGHWAYS AND STRUCTURES OFFERS ECONOMIC ADVANTAGES OVER METHODS THAT REQUIRE DEFACEMENT AND REPAIR, OR INTERRUPTION OF NORMAL SERVICE. CONCRETE SLABS OVERLAIN BY ASPHALTIC SURFACE COURSES, AND THUS NOT VISIBLE, PRESENT A MONITORING PROBLEM. ON BRIDGE DECKS AND SIMILAR EXPOSED LOCATIONS, CONSIDERABLE SLAB DETERIORATION CAN OCCUR WITHOUT PRODUCING EVIDENCE AT THE ASPHALT SURFACE. UNTIL RECENTLY, TEST PROCEDURES WERE LIMITED TO CORE SAMPLING, OR REMOVAL OF ASPHALT FOR INSPECTION. BOTH ARE COSTLY. A METHOD IS PRESENTED FOR DETERMINATION OF ASPHALT THICKNESS AND ESTIMATION OF CONCRETE STRUCTURAL SOUNDNESS BY MEASUREMENT OF THE DIRECT AND REFRACTED MICROSEISMIC WAVE VELOCITIES PRODUCED BY LOW ENERGY HAMMER IMPACTS ON THE MATERIALS SURFACE. THICKNESS IS DETERMINED BY SEISMIC REFRACTION FORMULA WHILE CONCRETE CONDITION IS ESTIMATED BY COMPARISON OF THE MEASURED VELOCITY IN THE CONCRETE WITH STANDARD VELOCITY OF CONCRETE HAVING KNOWN PROPERTIES. THEORETICAL BASIS FOR THE METHOD, DETAILED PROCEDURES FOR FIELD TESTS, AND FIELD AND LABOR- ATORY TEST INSTRUMENTS ARE DESCRIBED.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101453</guid>
    </item>
    <item>
      <title>SOME MEASURABLE QUALITIES OF TRAFFIC SERVICE INFLUENCED BY FREEWAYS</title>
      <link>https://trid.trb.org/View/93051</link>
      <description><![CDATA[BEFORE AND AFTER STUDIES WERE CONDUCTED BETWEEN SEATTLE AND TACOMA, WASHINGTON ON A CONGESTED HIGHWAY, AND ON THE 6 LANE FREEWAY THAT REPLACED IT. DATA ON TRAVEL TIME, OVERALL SPEED, DELAY, FUEL CONSUMPTION, DISTANCE AND VOLUME WERE COLLECTED. THE EFFECT OF OPERATING SPEED AND TRAFFIC VOLUME ON TRAVEL TIME AND FUEL CONSUMPTION ARE ANALYZED, AND THE ECONOMICS OF VEHICLE OPERATION ARE INVESTIGATED. IT IS CONCLUDED THAT WHEN THE FREEWAY BYPASS ROUTE AND THE OLDER BUSINESS ROUTE ARE COMPARED THERE IS ALWAYS A SAVINGS IN TRAVEL TIME, EVEN WHEN THE FREEWAY DISTANCE IS 12 PERCENT GREATER THAN THE OLDER ROUTE, BUT THERE MAY NOT BE AN ECONOMIC BENEFIT IN FUEL CONSUMPTION, DEPENDING ON ROUTE DISTANCES, CHARACTER OF SPEED CHANGE AND VEHICLE TYPE. BY COMBINING THE TRAVEL TIME SAVINGS AND THE FUEL CONSUMPTION, THE OPTIMUM ECONOMIC SPEED OF OPERATION IS INDICATED.]]></description>
      <pubDate>Mon, 07 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93051</guid>
    </item>
    <item>
      <title>EVALUATION OF PAVEMENTS TO DETERMINE MAINTENANCE REQUIREMENTS</title>
      <link>https://trid.trb.org/View/104791</link>
      <description><![CDATA[CONTRARY TO NORMAL PRACTICE EMPLOYED IN THE DESIGN AND CONSTRUCTION OF A MODERN HIGHWAY, THE MAINTENANCE ASPECTS OF PROVIDING THIS FACILITY ARE SELDOM BASED ON ADEQUATE PRE-ENGINEERING AND EVALUATION DATA. SUFFICIENT TIME IS SELDOM AVAILABLE TO PERFORM A THOROUGH DIAGNOSIS OF THE MAINTENANCE PROBLEM THROUGH CONVENTIONAL SAMPLING AND TESTING TECHNIQUES. A METHOD OF PAVEMENT EVALUATION BASED ON SURFACE DEFLECTIONS AND OBSERVED PERFORMANCE OF EXISTING ROUTES IS DESCRIBED AND SUMMARIZED IN THE FORM OF CHARTS WHICH PERMIT A READY APPRAISAL OF THE PROBLEM AS AN AID IN THE ESTABLISHMENT OF MAINTENANCE WARRANTS AND HIGHWAY PLANNING. /AUTHOR/]]></description>
      <pubDate>Thu, 20 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104791</guid>
    </item>
    <item>
      <title>A REVIEW AND SOME NEW THINKING ON CONTROL OF HIGHWAY ACCESS</title>
      <link>https://trid.trb.org/View/128406</link>
      <description><![CDATA[IT IS GENERALLY RECOGNIZED THAT OWNERS OF ABUTTING PROPERTY HAVE CERTAIN RIGHTS IN EXISTING STREETS AND HIGHWAYS, THE DEPRIVATION OF WHICH ENTITLES THEM TO COMPENSATION UNDER THE JUST COMPENSATION CLAUSES OF FEDERAL AND STATE CONSTITUTIONS. THESE RIGHTS INCLUDE THE RIGHT OF ACCESS, THE RIGHT OF VISIBILITY, AND THE RIGHT TO THE FLOW OF LIGHT AND AIR FROM THE STREET TO THE PROPERTY. THE RIGHT OF ACCESS IS THE MOST IMPORTANT AND HAS BEEN DESCRIBED AS AN EASEMENT APPURTENANT TO THE ABUTTING LAND. THE RIGHT OF ACCESS APPEARS TO HAVE EVOLVED FROM THE COURTS' RECOGNITION OF: (1) THE PURPOSE OF A ROAD, AND (2) THE LEGAL OBLIGATION OF THE PUBLIC TO PRESERVE THE ROAD FOR THAT PURPOSE. REGULATIONS OR LIMITATIONS ON THE RIGHTS OF ABUTTING OWNERS ARE DISCUSSED. COURT CASES ON DAMAGE CLAIMS BASED ON THE FOLLOWING PRINCIPLES ARE DISCUSSED: (1) DIVERSION OF TRAFFIC DOCTRINE, (2) CIRCUITY OF TRAVEL DOCTRINE, (3) CUL-DE-SAC DOCTRINE, AND (4) EMINENT DOMAIN VERSUS POLICE POWER.]]></description>
      <pubDate>Fri, 14 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/128406</guid>
    </item>
    <item>
      <title>NORTH DAKOTA INTERSTATE SYSTEM ACCIDENT STUDY</title>
      <link>https://trid.trb.org/View/108761</link>
      <description><![CDATA[THE PRIMARY PURPOSE OF THIS REPORT WAS TO SHOW COMPARISONS OF ACCIDENT, INJURY, AND FATALITY RATES BETWEEN THE COMPLETED PORTIONS OF THE INTERSTATE SYSTEM AND EXISTING U. S. NUMBERED RURAL HIGHWAYS WITHIN NORTH DAKOTA. THE REPORT WAS PREPARED IN TWO PARTS. PART I CONSISTED OF A COMPARISON OF THE ENTIRE RURAL INTERSTATE MILEAGE OPENED TO TRAFFIC PRIOR TO JANUARY 1, 1962, WITH SIMILAR LENGTH SECTIONS OF NEARBY EXISTING HIGHWAYS. IN PART II, TWO SHORT SECTIONS OF INTERSTATE 94 WERE SELECTED AND COMPARED TO NEARBY EXISTING U. S. ROUTES. RATES WERE COMPUTED FOR THE EXISTING HIGHWAYS BOTH BEFORE AND AFTER THE CORRESPONDING INTERSTATE SECTIONS WERE OPENED TO TRAFFIC. THE ACCIDENT RATE ON THE INTERSTATE SYSTEMS WAS 15 PERCENT LOWER THAN THAT ON THE EXISTING ROUTES. THE RATES FOR INJURIES AND FATALITIES WERE RESPECTIVELY 54 AND 86 PERCENT LOWER ON THE INTERSTATE SYSTEM THAN ON THE EXISTING ROUTES. HEAD-ON COLLISIONS WERE FOUND TO BE NEARLY NON-EXISTENT ON THE INTERSTATE HIGHWAYS. /BPR/]]></description>
      <pubDate>Sat, 01 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108761</guid>
    </item>
    <item>
      <title>GROUND TRANSPORTATION AT MAJOR EUROPEAN AIRPORTS</title>
      <link>https://trid.trb.org/View/132450</link>
      <description><![CDATA[GROUND TRANSPORTATION PROBLEMS AT LONDON AND PARIS AIRPORTS ARE DISCUSSED. THE HIGH GROWTH RATE OF AIR PASSENGER TRAFFIC IS EXPECTED TO CONTINUE UNCHANGED. THE BOEING 747 CARRYING 490 PASSENGERS WILL ADD TO THE NECESSITY FOR MORE GROUND TRANSPORTATION WHEN IN OPERATION. THE GROUND TRANSPORT CHOICE IS CONFINED TO THE FOLLOWING ALTERNATIVES: (1) THE EXISTING ROAD SYSTEM CAN BE IMPROVED AND NEW ROADS PROVIDED WHERE NECESSARY TO IMPROVE THIS MEANS OF ACCESS TO THE AIRPORT, OR, (2) AN EXCLUSIVE PUBLIC TRANSPORT LINK CAN BE CONSTRUCTED BETWEEN THE CITY CENTER AND THE AIRPORT. ECONOMIC CONSIDERATIONS AND COST/BENEFIT STUDIES CAN BE DECIDING FACTORS IN THE FINAL DECISION. THE CHARACTERISTICS OF AIR PASSENGER TRAFFIC ARE DISCUSSED FROM THE VIEWPOINT OF TOTAL JOURNEY TIME. AS AIRCRAFT SPEEDS INCREASE, THE PROPORTION OF THE AIR PASSENGER'S TIME SPENT ON THE GROUND WILL INCREASE. THIS WILL FOCUS ATTENTION ON THE NEED TO IMPROVE GROUND FACILITIES. IT IS CONCLUDED THAT FUTURE EMPHASIS MUST BE ON THE INTEGRATION OF AN AIRPORT INTO THE OVERALL TRANSPORTATION SYSTEM FOR A CITY.]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132450</guid>
    </item>
  </channel>
</rss>