<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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7RnJvbnQgZW5kIGxvYWRlcnMmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtGcm9udCBlbmQgbG9hZGVycyZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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>EFFECTS OF DIFFERENT METHODS OF STOCKPILING AGGREGATES INTERIM REPORT</title>
      <link>https://trid.trb.org/View/110443</link>
      <description><![CDATA[THE EFFECTS OF DIFFERENT METHODS OF CONSTRUCTING AND RECLAIMING AGGREGATE STOCKPILES WERE MEASURED. ELEVEN FULL- SCALE STOCKPILES WERE CONSTRUCTED AND RECLAIMED BY METHODS COMMONLY USED BY THE INDUSTRY. THE OVERALL VARIANCE OF THE GRADATION OF THE AGGREGATE IN THE OUTPUT OF THESE STOCKPILES WAS MEASURED IN TERMS OF A SINGLE NUMBER RELATED TO THE SURFACE AREA AND VOIDAGE OF THE AGGREGATE AND EXPRESSES THE RELATIVE COARSENESS OF AN AGGREGATE GRADATION, AND THE PERCENTAGES PASSING THE STANDARD SIEVES. A SEGREGATION INDEX WAS OBTAINED BY DIVIDING THE OVERALL VARIANCE BY THE WITHIN-BATCH VARIANCE. IN GENERAL, IT IS REPORTED THAT SEGREGATION WAS MINIMIZED WHEN THE STOCKPILES WERE FORMED BY SPREADING AGGREGATES IN THIN LAYERS AND RECLAIMING THEM WITH A FRONT-END LOADER.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110443</guid>
    </item>
    <item>
      <title>INDUSTRIAL PREMIX IN SNOW AND ICE CONTROL, THE MASSACHUSETTS PROGRAM</title>
      <link>https://trid.trb.org/View/107284</link>
      <description><![CDATA[A BRIEF HISTORY IS PRESENTED OF THE USE OF SAND, SALT, BRINE-TREATED SAND, MIXTURES OF SAND AND SALT AND BLENDING OF SODIUM AND CALCIUM CHLORIDES FOR SNOW AND ICE CONTROL IN MASSACHUSETTS. BY THE YEAR 1967, THE MASSACHUSETTS DEPARTMENT OF PUBLIC WORKS ANNUAL CHEMICAL USE HAD INCREASED TO 130,000 TONS OF SODIUM CHLORIDE AND 6,000 TONS OF CALCIUM CHLORIDE. THE CALCIUM, SPREAD THROUGHTOUT EIGHT DISTRICTS WAS BEING MIXED WITH SODIUM BY FRONT END LOADERS, AT VARIOUS TIMES AND IN VARYING INTENSITIES. THERE WAS CONCERN OVER ITS PROPER USE AND STORAGE. THE PROSPECTS WERE PURSUED OF A PRE-BLEND OF THE CHEMICALS TO LESSEN THE COST OF MIXING, INSURE REALISTICALLY PROPORTIONATE USE, SECURE A MORE THOROUGH BLEND AND A BETTER STORAGE MEDIUM FOR THIS MORE EXPENSIVE ELEMENT. BIDS WERE REQUESTED FOR 15,000 TOTAL TONS OF A 4:1 MIXTURE BY WEIGHT. THE PRODUCTION OF THE MIX BY THE SUCCESSFUL BIDDER WAS SUPERVISED BY A DEPARTMENT RESIDENT. THE MATERIAL DELIVERED DURING THE FIRST YEAR WAS WELL RECEIVED BY THE SNOW FIGHTING FORCES. STORAGE OF THE PRE-MIX WAS SATISFACTORY. THE PROPOSAL FOR THE 1968-1969 WINTER PRE-MIX REDUCED THE INTENSITY TO 5:1 BY WEIGHT. SUCCESSFUL USE INDICATES THAT INDUSTRIAL PRE-MIX FOR MASSACHUSETTS IS SUCCESSFUL AND THAT ITS COST WILL IMPROVE AS BETTER MIXING TECHNIQUES EVOLVE AND POSSIBLY AS THE VOLUME OUTPUT INCREASES.]]></description>
      <pubDate>Thu, 04 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107284</guid>
    </item>
    <item>
      <title>FRONT END LOADERS AS LOADING AND CONVEYING APPLIANCES IN QUARRIES</title>
      <link>https://trid.trb.org/View/107123</link>
      <description><![CDATA[IN CONJUNCTION WITH THE DEVELOPMENT OF QUARRY EQUIPMENT, THE SIZES OF FRONT END LOADERS HAVE ALSO INCREASED. THE MACHINES ARE BEING USED MORE AND MORE FOR LOADING AND CONVEYING OPERATIONS IN QUARRIES. A TABLE GIVES THE PRINCIPAL DATA ON THE FRONT END LOADERS CURRENTLY ON THE MARKET, AND THEIR VARIOUS DISTINCTIVE DESIGN FEATURES ARE DISCUSSED. FOR LOADING WORK IN QUARRIES CERTAIN MINIMUM REQUIREMENTS MUST BE APPLIED AS TO DUMPING HIGH, DUMPING REACH, DRIVE POWER, BITING FORCE, AND MANEUVERABILITY SIMPLIFIED CONTROL OF THE OPERATIONS, SO THAT NOT MANY MORE THAN A DOZEN MACHINES APPEAR TO BE SUITABLE FOR THE PURPOSE. THE ATTAINABLE LOADING PERFORMANCES IN COMPARISON WITH SHOVELS ARE CONSIDERED WITH REFERENCE TO AN ACTUAL EXAMPLE OF PLANT OPERATION. IN GENERAL, FOR EQUAL SIZE OF SHOVEL AND BUCKET, THE PERFORMANCE FIGURES FOR FRONT END LOADERS ALWAYS FALL SHORT OF THOSE FOR SHOVELS. THE COST COMPARISON EXPLAINS THE SOMEWHAT HIGHER COAST OF LOADING WITH THE FRONT END LOADER, BUT ALSO SHOWS ITS SUPERIORITY IN TERMS OF COST WHEN PERFORMING SELECTIVE LOADING WORK. ITS VERSATILITY IN USE ENABLES HIGH UTILIZATION FACTORS TO BE ATTAINED. WITH SELECTIVE LOADING WORK, HOWEVER, FAVOURABLE OPERATION OF FRONT END LOADERS FROM THE COST VIEWPOINT IS NOT POSSIBLE IN EVERY ROCK PILE. FOR THIS REASON IT IS NECESSARY TO PLAN HARMONIOUS CO-OPERATION WITH SHOVELS THE USE OF FRONT END LOADERS FOR LOADING AND CONVEYING WORK IS THEN COMPARED WITH THE USE OF SHOVELS AND HEAVY LORRIES (TRUCKS) AS MEANS OF TRANSPORT. FOR HAULAGE DISTANCES UP TO 75 M IT IS MORE FAVOURABLE TO USE VERY LARGE FRONT END LOADERS FROM THE POINT OF VIEW OF COST. ECONOMIC USE OF THESE MACHINES FOR SHORT HAULS IS, FOR THE PRESENT, POSSIBLE ONLY IN COMBINATION WITH MOBILE OR TRANSPORTABLE CRUSHING PLANTS WHICH ARE ABLE TO MOVE ALONG WITH THE QUARRYING OPERATIONS AS THEY ADVANCE. /AUTHOR/]]></description>
      <pubDate>Sun, 23 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107123</guid>
    </item>
    <item>
      <title>ACTIVE AND PASSIVE SAFETY IN AUTOMOBILES. PART 1</title>
      <link>https://trid.trb.org/View/310466</link>
      <description><![CDATA[Vehicle safety is an area of automotive engineering which is gaining increasing significance, in view of the rising traffic density, but which, nevertheless, is still neglected in public discussion as compared to other issues.  Since the fifties, Daimler-Benz has conducted accident research and has incorporated the results in test programs and specification books.  Fulfilling these specifications places high requirements on driving safety and ride comfort, which can only be met by developing and matching sophisticated axles concepts.  As far as passive safety is concerned, these specifications influence mainly body design and equipment.  An example on the body-work is the load-bearing structure of the front end particularly the so called forked member for protecting the vehicle occupants in an accident; it constitutes an important prerequisite for the preservation of the survival space and thus for the effectiveness of all other safety measures, such as the restraint system.]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/310466</guid>
    </item>
    <item>
      <title>TRUCK CAPACITY SELECTION FOR EARTHMOVING</title>
      <link>https://trid.trb.org/View/300657</link>
      <description><![CDATA[The costs (owning and operating) and specifications of several front-end loaders and off-highway, rear-dump, diesel trucks were used to analyze the loader-truck fleet optimization problem for projects with positive total road resistance.  It was found that the cost of earthmoving can be reduced if the loader dump clearance at full lift is increased by operating the loader on a higher level than the trucks being loaded thereby allowing larger trucks to be used.  The optimal truck capacity for a loader is about 5 to 7 times the capacity of the loader.  However, if the dump clearance at full lift of the loader is not a restriction, trucks with capacities larger than 5 to 7 times the loader capacity become economical.  This paper presents graphic solutions which provide a simple and fast method for selecting the optimal fleet combinations for projects with postive total road resistance.]]></description>
      <pubDate>Thu, 31 Aug 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300657</guid>
    </item>
    <item>
      <title>OVER HALF-MILLION SQ YD MILLED IN INDIANA PROJECT</title>
      <link>https://trid.trb.org/View/277174</link>
      <description><![CDATA[Over a half million sq yd of deteriorated asphalt were milled in a 17-mile recycling project in Indiana. U.S. 30 in northeastern Indiana was milled to 1.25 inch depth using front-loading machines.  The reclaimed asphalt from the milling was recycled and replaced as a base course before the friction course was placed.  The details of the project are briefly described.]]></description>
      <pubDate>Wed, 31 Dec 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/277174</guid>
    </item>
    <item>
      <title>FRONT LOADER SEES ACTION IN MISSISSIPPI MILLING JOB</title>
      <link>https://trid.trb.org/View/277176</link>
      <description><![CDATA[Innovative machinery and techniques in hot mix recycling were used when cold planing and asphalt recycling were employed to rebuild 8 miles of I-55 in Missouri.  The details are described of this job which called for the removal of 4.5 to 5.5 inches of asphalt pavement roadway and shoulders, with the actural depth of cut conforming with the varying conditions of asphalt found underneath the cut surface.  The job specifications are discsussed.  The project was planned such that long-bed dump trailers would be used which would not run empty between the job site, asphalt plant site and back.  The milling machine used on the job is also noted.]]></description>
      <pubDate>Wed, 31 Dec 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/277176</guid>
    </item>
    <item>
      <title>TRUCKS ARE TOPS, SAY ROADS AND BRIDGES READERS, THIRD ANNUAL FLEET EQUIPMENT SURVEY OF PUBLIC WORKS DEPARTMENTS HAS RECORD 21% RESPONSE RATE; 2,513 PUBLIC WORKS READERS POLLED</title>
      <link>https://trid.trb.org/View/271105</link>
      <description><![CDATA[The results are presented of the Roads & Bridges magazine's annual survey of equipment users in the public sector.  The trends which emerged showed that trucks are the  most useful items among most respondents.  Medium and dump trucks, front end loaders, then graders were considered the most useful. Respondents were also queried about what type of pavement was under their care, and also asked to rank reasons for equipment purchase on a scale of 10 to 1 with 10 being the most significant.  Specifications and price were deemed the most important reasons.  Charts are used to present the results of the survey.  The charts present data relating to the most useful equipment; most useful equipment by countries, by cities; fleet-size (excluding trucks); fleets by countries, by townships; expected increase in fleets; used equipment; and value of truck fleets.]]></description>
      <pubDate>Thu, 31 Jul 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271105</guid>
    </item>
    <item>
      <title>NEW JOHN DEERE INDUSTRIAL TRANSMISSION</title>
      <link>https://trid.trb.org/View/203994</link>
      <description><![CDATA[Design criteria, major components, unique features, hydraulic circuitry, and durability testing are described which were used to develop a new power shift transmission for the John Deere 844 front end loader. Features include a planetary pack with four forward and three reverse speeds, drop train gears, output shaft with a parking collar, and hydraulic valving.  High torque and energy capacity, along with a new pressure-modulating valve, provide smooth and rapid shuttle shifting from the transmission at full power which is vital to the loader's productivity.  Extensive laboratory, dynamometer, and field testing has proved the transmission's performance and reliability.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203994</guid>
    </item>
    <item>
      <title>CURRENT HANDLING EQUIPMENT--EXPERIENCE TO DATE</title>
      <link>https://trid.trb.org/View/166206</link>
      <description><![CDATA[A wide range of different types of container handling equipment has been developed, but the most commonly used types in operation today are trailer storage and straddle carriers, front end loaders and yard gantry cranes, either rail mounted or rubber tyred.  After introducing these the author reviews the advantages and disadvantages of each system, and outlines the selection criteria for each from the point of view of both the engine and the operator. There is a substantial difference in the engineering and operating characteristics of fixed path equipment and mobile plant.  Different types of terminal operation are then reviewed, and the reasons traced for the substantial difference which exists between a manufacturer's assessment of machine potential and the work rates achieved in terminal operations.  A rough indication of the potential and actual handling rates for various items of plant is given in tabular form.  A comparison of equipment handling costs is presented, to show the difference between mobile and plant operations and craneage systems, and the effect of the two different methods of operation on costs, space requirements and operational considerations.  This comparison is based on a typical deep-sea containers terminal with an annual throughput of 120,000 units comprising 40% 40 ft and 60% 20 ft containers.  The results are presented in six different tables.  The author concludes with an overview of current practice and future trends.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166206</guid>
    </item>
    <item>
      <title>NOISE ABATEMENT TECHNIQUES FOR CONSTRUCTION EQUIPMENT</title>
      <link>https://trid.trb.org/View/89487</link>
      <description><![CDATA[The primary objective of this work was to transfer technology developed in the area of truck noise reduction to that of construction equipment. Included is information gathered from previous contracts, surveys of manufacturers, a noise impact ranking by equipment type, engine and equipment test results, specific information to enable equipment owners to reduce noise from their equipment, and recommendations dealing with reasonable noise level goals for used equipment. Work accomplished under this contract involved the compilation of comprehensive specifications for diesel engines greater than 50 horsepower used in the construction industry, the development of a comparative muffler selection procedure, and the collection of costs for mufflers and complete exhaust systems. A noise impact ranking was developed to characterize equipment types with respect to degree of noise pollution. This ranking was based on: the average machine noise level, the typical percentage of time the machine was at full load, the average production rate per year based on production figures of the last ten years, and proximity of machine use to human population. Using the noise impact rating system, front-end loaders, tractors, and backhoes (excavators) were identified as the three machines of the greatest impact. Detailed tests conducted on two classes of tractors, a front-end loader and a backhoe, identified the contributions of the various major component noise sources to overall machine noise levels. Results indicate that construction equipment produced since the late 1960's have utilized reasonable muffling such that exhaust noise is not generally the dominant noise source.]]></description>
      <pubDate>Fri, 19 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/89487</guid>
    </item>
    <item>
      <title>CONSTRUCTION EQUIPMENT. MAY, 1976-MARCH, 1980 (CITATIONS FROM THE NTIS DATA BASE)</title>
      <link>https://trid.trb.org/View/155522</link>
      <description><![CDATA[Construction equipment used in roadbuilding, mining, earth handling, and general contruction is described and analyzed in these Government-sponsored research reports. Translations of foreign reports have been excluded.]]></description>
      <pubDate>Tue, 22 Jul 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155522</guid>
    </item>
    <item>
      <title>WET-WEATHER HIGH-HAZARD LOCATIONS IDENTIFICATION AND EVALUATION</title>
      <link>https://trid.trb.org/View/149671</link>
      <description><![CDATA[Emphasis is on field testing and examination of selected wet-weather accident sites.  A summary of work performed in 1976 and 1977 is included.  A study was made of the relationships between texture and speed gradients, and between texture and skid numbers.  Correlations were quite poor in both cases.  Bold-tire values over areas tested in 1978 were generally below 25 with ribbed tire numbers reaching as high as 50.  Hydroplaning accidents were usually associated with bald-tire values below the low twenties.  An open-graded friction course showed skid numbers in the high thirties with no reported hydroplaning accidents.  An inventory test of 30 miles of Route 15 demonstrated good correlation between accident experience and areas  of low bald-tire skid resistance.  Correlation with ribbed-tire values was very poor.  Recommendations are made for an expanded bald-tire inventory program and the periodic monitoring of accident data on the open-graded friction course. (FHWA)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149671</guid>
    </item>
    <item>
      <title>CONSTRUCTION EQUIPMENT. VOLUME 2. MAY, 1976-MARCH, 1979 (A BIBLIOGRAPHY WITH ABSTRACTS)</title>
      <link>https://trid.trb.org/View/83171</link>
      <description><![CDATA[Construction equipment used in roadbuilding, mining, earth handling, and general construction is described and analyzed in these Government-sponsored research reports. Translations of foreign reports have been excluded.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83171</guid>
    </item>
    <item>
      <title>SHOVEL LOADERS -- PORTS DEMAND MORE OF MANUFACTURERS</title>
      <link>https://trid.trb.org/View/80673</link>
      <description><![CDATA[Shovel loaders are an important link in the unloading process of bulk materials -- particularly for an in-hold operation.  Their efficiency is essential to rapid vessel turnround.  The range of machines on the market is extensive but just how well suited is the shovel loader to its working environment and to its role in the unloading system? Some stevedores are not satisfied with the machines and believe there is a need to develop a shovel loader specifically for port operation.  Nevertheless manufacturers appear to be unsure of the stevedore's needs.  There also seems to be uncertainty about the port as a potential or real market. Co-operation between stevedores and manufacturers is important if the right equipment is to be provided.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80673</guid>
    </item>
  </channel>
</rss>