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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>
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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>EFFICIENT EARTHMOVING</title>
      <link>https://trid.trb.org/View/107452</link>
      <description><![CDATA[VARIOUS PHASES OF EARTHMOVING, THE CUT, THE HAUL-RETURN ROAD, AND THE FILL AREA AND MINOR PHASES OF THE JOB ARE PRESENTED. IN THE CUT, THE LOAD-GROWTH CURVE SHOWS THE TIME LOST BY OVERLOADING SCRAPERS. A NUMERICAL EXAMPLE SHOWS THE CONVERSION OF THIS LOST TIME TO PRODUCTION AND COST PER CU. YD. OF MATERIAL HAULED. TANDEM PUSHING IS ADVISED UNDER MANY CIRCUMSTANCES OF DIFFICULT LOADING MATERIAL AND WHEN USING LARGE SCRAPERS. SCRAPER TIRE WEAR OCCURS MOSTLY IN THE CUT, AND MAY AMOUNT TO 15 TO 35 PERCENT OF HOURLY OWNING AND OPERATING COSTS. THE ADVANTAGES OF GOOD HAUL ROAD MAINTENANCE ALLOWING FASTER OPERATING SPEEDS OF SCRAPERS IS EMPHASIZED AND SHOWN BY A NUMERICAL EXAMPLE. COMPACTION IS THE LIMITING PRODUCTION FACTOR ON THE FILL. AN EXAMPLE SHOWS THE ADVANTAGES IN NEW METHODS OF HIGH SPEED COMPACTION. OTHER IMPORTANT FACTORS DEALT WITH ARE INFORCED OPERATORS, MATCHED SPREADS, STANDARDIZED EQUIPMENT, PREVENTATIVE MAINTENANCE, AND JOB SAFETY.]]></description>
      <pubDate>Thu, 14 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107452</guid>
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      <title>CUT AND FILL CALCULATIONS BY MODIFIED AVERAGE-END-AREA METHOD. DISCUSSION</title>
      <link>https://trid.trb.org/View/366418</link>
      <description><![CDATA[This is a discussion of a paper of the above title by J.W. Epps and M.W. Corey published in Vol 116, No 5, September 1990 issue of this Journal.  It is pointed out that when computing the final pay quantities, a more accurate method than that presented in the original paper should be used. This discussion describes the method of computing final pay volumes, which is often used in practice, and compares it with the method presented in the original paper.  It also presents alternative calculations for type III cross sections.]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
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      <title>ACHIEVING DENSITY ON SUPER-WET SOIL</title>
      <link>https://trid.trb.org/View/353932</link>
      <description><![CDATA[An unusually rainy summer during earthmoving operations at the Kansas City International Airport, where a new 15,000-ft-long runway area was being prepared, necessitated constant disking and rolling to keep the fill soil dry. When the soil was brought to the fill areas it generally had a 26% moisture content.  After disking and rolling, it was down to 18% moisture.  The Missouri contractor, W.A. Ellis Construction Company, for the $7.5 million earthmoving job used John Deere farm tractors pulling 32-in. Rome disks and Caterpillar 1815 sheepsfoot rollers to dry the fill areas, and a Tampo 50-ton roller pulled by a Cat D9 to seal the fills and flatten the 6-in. lifts.  American pull-type and Cat 815 self-propelled rollers also were used.  Lifts were compacted to 95% standard Proctor density.  Further details of the earthmoving job are contained in this article.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353932</guid>
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    <item>
      <title>INVESTIGATION OF A SHORELINE ENHANCEMENT TECHNIQUE FOR WETLANDS IMPACT MITIGATION</title>
      <link>https://trid.trb.org/View/308726</link>
      <description><![CDATA[An attempt was made to mitigate the impact of highway construction on a wetland (beaver pond) margin by enhancing the shoreline of the roadfill.  One hundred 20-ft-long fingerlike extensions 10 ft wide were constructed 10 ft apart along the roadfill.  The extensions increased the pond-roadfill margin by a factor of three.  Willows were planted on the southeastern edge of the fingers.  Despite repeated draining of the pond by county surveyors and two successive drought years, the procedure appeared successful. Transects were compared in three areas:  an improved section with fingers; an unimproved section of roadfill; and a "control" across the pond from the roadfill.  Sampling of the pond margin communities over a 3-year period revealed up to 89% the number of benthic invertebrates in the improved area as in the control and only 44% of the benthos in the unimproved area as in the control area.  Trees occurred on the fingers at a rate 2.3 times greater per unit of shoreline than in the unimproved area, and over half were volunteers.  Fish used the improved area about four times as much as the unimproved area.  A community comparison index showed the shoreline tree community in the improved area to have about six times the habitat value of the unimproved area.  Recommended modifications of the shoreline include making the fingers longer and wider and the sloughs wider and deeper, and providing erosion control and less slope to prevent excessive sedimentation.]]></description>
      <pubDate>Sat, 30 Jun 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308726</guid>
    </item>
    <item>
      <title>ENERGY COST OF AMBULATION IN PARAPLEGIC PATIENTS USING CRAIG-SCOTT BRACES</title>
      <link>https://trid.trb.org/View/173572</link>
      <description><![CDATA[Energy metabolism data were collected in a series of 8 male paraplegic pateients. Energy costs were measured at the subject's seated basal rate and during 2 separate trials at ambulation using Craig-Scott braces. The rates of ambulation reflected the patient's perceived comfortable rate. The subjects ambulated in a straight line, with the data collection instrumentation (the Mobile Automatic Metabolic Analyzer) moving alongside. Mean oxygen consumption was 0.1867ml/sec/kg, and mean energy cost was 52.96 cal/min/kg, which when compared to a mean of 17.12 cal/min/kg at their resting state, represents a 3-fold increase in their energy cost.]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173572</guid>
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      <title>KCMR DIAL-A-RIDE STUDY: REPORT NUMBER 1. DIAL-A-RIDE SERVICE POTENTIAL IN THE KANSAS CITY METROPOLITAN REGION</title>
      <link>https://trid.trb.org/View/57824</link>
      <description><![CDATA[This study is comprised of 6 reports that encompass all of the major facets of a demand-responsive system. It is designed to assist the Mid-America Regional Council and local government agencies in the detailed service planning of Dial-A-Ride services in the Kansas City Metropolitan Region. A small pilot system was applied in Independence, Missouri, and a larger pilot system was applied in Johnson County, Kansas. Report No. 1 presents background and existing developments of demand-responsive systems in the KCMR. It presents relationships between general public systems vs. specialized systems (which are provided for the elderly and handicapped). It compares the various services, their applicability, potential and funding, and points out the limits and limitations of the Dial-A-Ride program. It was found that Dial-A-Ride service to the general public should be seriously considered for expansion of public transportation in major portions of the KCMR, and especially in medium and lower density suburban areas.]]></description>
      <pubDate>Sat, 07 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57824</guid>
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      <title>VOLVO EXPERIMENTAL VEHICLE FOR TRANSPORT OF DISABLED PERSONS</title>
      <link>https://trid.trb.org/View/141723</link>
      <description><![CDATA[The department for handicap research (University of Goethenburg), the Goethenburg tram company and Volvo have in cooperation developed and tested an experimental vehicle for transport of handicapped persons.  The vehicle is an Extended and elvated Volvo 145.  The aim of hte project was to develop a small and flexible vehicle with good comfort and safety standard.  The vehicle is capable of carrying two wheel chair bound persons together with a nurse.  The vehicle was tested in regular service in Goethenburg.  The drivers found the car flexible and easy to drive, and both passengers and drivers found it more comfortable than the conventional handicap bus. /TRRL/]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141723</guid>
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      <title>DETERMINATION OF WATER ACCUMULATION ADJACENT TO AND IN NORMAL EARTH EMBANKMENTS CONSTRUCTED IN PIERRE SHALE</title>
      <link>https://trid.trb.org/View/22247</link>
      <description><![CDATA[This study was initiated to investigate moisture movement in natural shale cuts and shale embankments on roadways located in the expansive Pierre Shale areas of Western South Dakota.  The following items were studied:  (1) moisture changes that take place in cut sections and embankments constructed in Pierre Shale; (2) physical character of undisturbed Pierre Shale; (3) source of free water accumulation in Pierre Shale; and (4) investigation of remedial measures to control the movement of moisture into the cut section and fill sections of roadways built in Pierre Shale.  Ten permanent surveillance test holes were installed in selected cut sections and fill sections on a portion of Interstate Route 90, near Rapid City, South Dakota, which had been completed and was open to traffic. The holes were located in an area where warping and severe heaving had taken place.  The moisture variations in the test holes were monitored by a radioactive nuclear logging device.  Ten companion water well holes were placed opposite the nuclear holes, above the toe of the inslope in the cut and fill sections, to detect changes in the free water movement that may have taken place in the deep portions of the cut sections and under the fills.  Two resistivity and seismic surveys were made during the course of the study for the purpose of correlating the data from the nuclear test holes and the water well holes and to develop a method of finding potential trouble areas with a minimum amount of drilling.  The study indicated that the water levels in the individual test sites varied considerably from month to month.  The nuclear moisture density devices also showed variable moistures and densities in the subgrade directly under the surfacing materials.  The free water, which was present in the open jointed shale cut and fill sections, was directly related to the surface water equivalent, (rain and/or snow), and collected in the lower areas of the roadbed in proportion to the amount of surface water available.  The amount of water accumulation under the fills was much lower than in the cuts and appeared to be developed from the moisture that filtered in from adjacent cut sections ahead or back of the fill.  It appeared that the severe warping condition which was associated with the conditions described above could be reduced to some agree by placing special subsurface drainage systems in all cut sections which exhibited faulting.  A redesigned ditch section, which would facilitate a fast runoff of surface water, would also be beneficial.  Other techniques, such as a catalytic asphalt blanket and plastic membrane cut off wall, could also be used.]]></description>
      <pubDate>Wed, 26 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/22247</guid>
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    <item>
      <title>PART OF RAILWAY HISTORY: THE CONSTRUCTION OF THE THREE LARGE ALPINE TUNNELS IN SWITZERLAND</title>
      <link>https://trid.trb.org/View/25277</link>
      <description><![CDATA[THE CONSTRUCTION OF THE 15 KM LONG GOTTHARD TUNNEL WAS STARTED IN 1872 AFTER A GOVERNMENT AGREEMENT BETWEEN SWITZERLAND, ITALY AND GERMANY. AFTER 9 YEARS THE TUNNEL WAS IN OPERATION. REGULAR WATER INRUSH AND TEMPERATURES UP TO 33 DEGREES C IN THE TUNNEL MADE WORK DIFFICULT. THE LONG LOETSCHBERG TUNNEL WAS BUILT BETWEEN 1906 AND 1912. HERE TOO PROBLEMS WERE CAUSED BY REGULAR INRUSH OF FILL AND WATER WHICH RESULTED IN MODIFICATIONS TO THE ALIGNMENT IN SOME PLACES. THE SIMPLON TUNNEL HAS TWO PARALLEL, SINGLE-LANED TUNNEL TUBES; IT WAS BUILT IN 1912/1922 AND IT IS 19.823 KM LONG.]]></description>
      <pubDate>Wed, 26 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25277</guid>
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