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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>MAINTENANCE COST OF REST AREAS IN MICHIGAN</title>
      <link>https://trid.trb.org/View/110561</link>
      <description><![CDATA[MAINTENANCE COST DATA FOR 26 REST AREAS ON MICHIGAN FREE- WAYS IS REPORTED.  THE AREAS VARY IN SIZE FROM TWO TO EIGHT ACRES, AND THE COST OF THE LATEST DESIGN /WITH CHEMICAL TOILETS/ IS ROUHGLY $175,000 PER REST AREA. MOST OF THE REST AREAS ARE OPERATED THROUGHOUT THE YEAR.  MAINTENANCE IS PERFORMED EITHER BY STATE FORCES OR BY CONTRACT WITH COUNTIES OR CITIES.  MAINTENANCE COSTS AT DIFFERENT FACILITIES VARY CONSIDERABLY BUT AVERAGE $7,826 A YEAR OR $0.052 PER VEHICLE.  THE PUBLIC ACCEPTANCE OF CHEMICAL TOILETS HAS BEEN POOR.  TWO REST AREAS WITH FLUSH TYPE TOILETS HAVE BEEN BUILT TO COMPARE CAPITAL OUTLAY AND MAINTENANCE COSTS.  PROVIDING FLUSH TOILETS INCREASES THE INITIAL COST $15,000 PER REST AREA.  THE AVERAGE MAINTENANCE COST FOR REST AREAS WITH FLUSHTOILETS IS $0.045 PER VEHICLE STOPPING.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110561</guid>
    </item>
    <item>
      <title>EVALUATION OF A CONTINUOUS-LOGGING NUCLEAR MOISTURE-DENSITY MEASUREMENT SYSTEM (LANE-WELLS ROAD LOGGER)</title>
      <link>https://trid.trb.org/View/108131</link>
      <description><![CDATA[EVALUATION OF A LANE-WELLS ROAD LOGGER AS A REPLACEMENT FOR CONVENTIONAL MOISTURE CONTENT AND DRY DENSITY MEASUREMENTS IN HIGHWAY CONSTRUCTION WAS BEGUN IN 1965 WITH ONE UNIT. THE EVALUATION CONSISTED OF CORRELATION STUDIES ON ACCURACY AND REPEATABILITY, AND GENERAL DEVELOPMENT OF MULTI-PROJECT OPERATING PROCEDURES TO FIT CONSTRUCTION PRACTICES IN SASKATCHEWAN. THE EVALUATION PROGRAM WAS EXPANDED IN 1966 TO THREE UNITS WITH EACH UNIT RESPONSIBLE FOR CONTRACT COMPACTION CONTROL OF SUBGRADE, GRANULAR SUB- BASE AND BASE COURSE, AND ASPHALTIC CONCRETE SURFACE COURSE ON SEVERAL PROJECTS. IN ADDITION, THE UNIT'S ABILITY TO PROVIDE TIGHT CONTROL TO ESTABLISH UNIFORMITY OF COMPACTION WAS ASSESSED AND FOUND SATISFACTORY. THE TWO-YEAR EVALUATION PROGRAM INDICATED THAT WHEN PROPERLY USED, THE ROAD LOGGER MEASUREMENTS ARE AS ACCURATE AS CONVENTIONAL TEST MEASUREMENTS. THE VOLUME OF DATA, THE MATTER IN WHICH IT IS PRESENTED, AND THE SPEED AT WHICH IT IS OBTAINED HAVE BROUGHT THE POSSIBILITY OF QUALITY CONTROL OF COMPACTION PROCESSES, INCLUDING SOILS SELECTION, TO THE POINT WHERE IT IS A PRACTICAL PROCEDURE. THE MAIN DISADVANTAGES OF THE ROAD LOGGER METHOD ARE THE INITIAL COST OF THE DATA AND THE ADDITIONAL TRAINING REQUIRED BY TECHNICIANS TO PROPERLY INTERPRET THE DATA. /AUTHOR/]]></description>
      <pubDate>Thu, 17 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108131</guid>
    </item>
    <item>
      <title>RAPID TECHNIQUES FOR THE REPAIR AND PROTECTION OF BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/364826</link>
      <description><![CDATA[Bridges that are candidates for rapid repair techniques have peak-hour traffic volumes that are so high it is not practical to close a lane to repair the deck or to install a deck protection system except during off-peak traffic periods.  Results of the first 25 months of a 55-month project (Task 4 of Strategic Highway Research Program Project C103) to investigate rapid techniques for the protection, rehabilitation, and replacement of bridge decks are summarized.  A review of the literature and responses to questionnaires sent to state departments of transportation (DOTs), Canadian provinces, selected turnpike and thruway authorities, technology transfer centers, and material suppliers was conducted.  Techniques being used by the DOTs are identified and compared from the standpoint of frequency of use, performance characteristics, time demands, service life, maintenance, initial cost, and life cycle cost.]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364826</guid>
    </item>
    <item>
      <title>A REVIEW OF THE DRAGNET VEHICLE ARRESTING SYSTEM AS APPLIED TO RUNAWAY TRUCK ESCAPE RAMPS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/361731</link>
      <description><![CDATA[The DRAGNET vehicle arresting system was reviewed for application in truck escape ramps.  The Arizona Department of Transportation (ADOT) currently uses gravel arrestor beds to stop vehicles that lose braking power on sustained grades.  Gravel arrestor beds have cost between one and two million dollars to build.  The DRAGNET system was reviewed as a possible improvement over gravel arrestor beds, both in terms of cost and safety.  Calculations were performed on a configuration of DRAGNETs to determine the stopping distance and deceleration for the ADOT arrestor bed design vehicle (80,000 lbs entering at 90 mph).  A safety factor of two was applied to the kinetic energy of the incoming vehicle in all designs.  Also, sand barrel arrays were recommended for the end of all DRAGNET truck escape ramps.  Two other configurations in which the longitudinal spacing of the nets was varied were used with two additional vehicle weights, each entering at four different speeds, to construct a table of occupant impact velocity, ridedown decelerations, and distance traveled.  The results of the evaluation showed that a DRAGNET system to stop the ADOT design vehicle with a maximum ridedown deceleration of .45 g's and a safety factor of two would require 25 net assemblies.  ADOT has a gravel arrestor in the design phase that was used as a basis for an economic evaluation.  A DRAGNET truck escape ramp would be 21% higher for first cost.  The maintenance for a gravel arrestor bed is between $300 and $500 per entry while a DRAGNET system would cost between $50,700 and $97,500 per entry.]]></description>
      <pubDate>Sat, 29 Feb 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361731</guid>
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      <title>BUDGET ISSUES. COST ESCALATION ON THREE MAJOR DEPARTMENT OF TRANSPORTATION PROJECTS</title>
      <link>https://trid.trb.org/View/273710</link>
      <description><![CDATA[This report addresses cost growth on selected Department of Transportation (DOT) projects.  The three projects selected were:  (1) U.S. Coast Guard's Short Range Recovery (SRR) helicopter project, which provides for the procurement of short range recovery helicopters (HH-65A's) to be used for search and rescue, polar ice breaking, law enforcement, and environmental missions; (2) Federal Aviation Administration's Airport Surveillance Radar (ASR) program for the upgrade and replacement of older, obsolete radar; and (3) Urban Mass Transportation Administration's (UMTA's) Buffalo Light Rail Rapid Transit (LRRT) System project which provides for the construction of the Buffalo, New York, transit system.  These projects were selected because they are major long-term acquisitions, procurement contracts had been awarded, and they were nearly complete.  It was found that all three projects experienced cost growth from the initial estimates provided to the Congress (or to UMTA, for the Buffalo transit system) to the latest estimates for completion of the projects.  In examining the agencies' cost estimates, it was found that some of the reasons for cost growth were outside of the agencies' control.  In other cases, it was found that certain practices, techniques, methodologies, or assumptions used by the agencies in developing cost estimates contributed to cost growth. However, this review of only three projects does not provide a basis for judging whether DOT or the three agencies systematically underestimate costs.]]></description>
      <pubDate>Sat, 31 Jan 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/273710</guid>
    </item>
    <item>
      <title>THERMAL SPRAY COATINGS</title>
      <link>https://trid.trb.org/View/271794</link>
      <description><![CDATA[The use of thermal spray coatings for corrosion resistance has been less common in the United States, though not so in Europe, because of high initial costs.  But with the greater emphasis now being given to long-term durability in the selection of protective coatings, thermal spraying is being considered more often as an attractive alternative to the various paints typically applied to steel.  This paper reviews thermal spraying processes, materials, and applications.]]></description>
      <pubDate>Sun, 31 Aug 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271794</guid>
    </item>
    <item>
      <title>EXTENSION OF A BUS NETWORK: CRITERIA FOR STRUCTURING AND EVALUATING THE ECONOMIC ASPECTS</title>
      <link>https://trid.trb.org/View/173822</link>
      <description><![CDATA[Criteria for structuring and evaluating the economics of extending a bus network ae defined as follows: (1) detailed survey of the network to be extended; (2) detailed description and analysis of existing services and demand in the proposed expansion area; (3) a detailed formulation of the hypotheses for restructuring the network by means of partial expansion; (4) an analysis of initial estimates and final costs relative to the single lines comprising the existing network (or at least the network as a whole); (5) an estimate of the initial costs relative to the groups of lines restructured to provide the additional services; and (6) an estimate of the share of overall budget costs for the extended system, to be borne by each of the administrations or authorities involved. A description is given of the application of these criteria in the restructuring of the public transport system of Sesto San Giovanni, northeast Milan, Italy. (TRRL)]]></description>
      <pubDate>Sat, 27 Feb 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173822</guid>
    </item>
    <item>
      <title>TECHNICAL AND ECONOMIC FEASIBILITY STUDY OF AT-GRADE CONCRETE SLAB TRACK FOR URBAN RAIL TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/171374</link>
      <description><![CDATA[The report presents work conducted to evaluate the technical and economic feasibility of using concrete slab track systems for at-grade transit track. The functions of a rail transit track system are to guide railway vehicles and provide a safe and acceptable ride to passengers. Traditionally, a track system with cross ties and ballast has been used for at-grade construction. Such track systems utilize wood, monoblock concrete, or two-block concrete ties. These track systems undergo permanent deformation during loading due principally to consolidation and degradation of ballast that occurs during track life. Therefore, maintenance operations are required periodically to provide proper surface and alignment. Improved track systems with superior capabilities to those of conventional track provide possible solutions to problems of continuing and costly track maintenance. A slab track system consisting of a continuous concrete support, sub-base, and compacted subgrade, is one example of such improved track system. Rails are secured to the concrete support using fasteners that provide restraint to rail movements and therefore, ensure proper gage and alignment. Experience with concrete slab track systems in foreign countries has shown that such track systems result in decreased maintenance and increased reliability of service. This experience has also indicated a generally higher initial cost of slab track. This report presents a world-wide review of details and performance of slab track projects and compares features of slab track systems with those of conventional ballasted track. Methods of constructing slab track systems and a cost comparison between slab and ballasted track systems are discussed. Recommendations for future research efforts related to the development of at-grade concrete slab track systems are also presented.]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171374</guid>
    </item>
    <item>
      <title>ECONOMIC COMPARISON OF FUTURE AUTOMOTIVE POWER SYSTEMS</title>
      <link>https://trid.trb.org/View/83272</link>
      <description><![CDATA[This paper presents Exxon Enterprises Inc.'s approach to the economic evaluation of advanced automotive power systems. The paper derives and compares projected initial costs and operating costs for a subcompact car and a full size car powered by four different advanced power systems, i.e. an advanced spark ignition engine, a lightweight diesel engine, a battery powered motor, and a diesel electric hybrid system. /SAE/]]></description>
      <pubDate>Sat, 26 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83272</guid>
    </item>
    <item>
      <title>CULVERT HYDRAULICS /IN PORTUGUESE/</title>
      <link>https://trid.trb.org/View/108323</link>
      <description><![CDATA[HYDRAULIC MODELS ARE USED TO MAKE THE CULVERT DESIGN STANDARDS THAT WERE DEVELOPED IN THE UNITED STATES APPLICABLE TO BRAZILIAN CONDITIONS. ECONOMIC ASPECTS ARE CONSIDERED IN THE DESIGN OF CULVERTS INCLUDING INITIAL COSTS, COSTS OF REPAIRS, AND COST OF REPLACEMENT IN CASE OF FLOODS. THE STUDY INCLUDES CHARTS THAT ALLOW PRACTICAL AND ADEQUATE SOLUTIONS FOR MOST OF THE ACTUAL CONDITIONS. EXAMPLES OF APPLICATIONS ARE DISCUSSED. /RRI/]]></description>
      <pubDate>Sat, 30 Sep 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108323</guid>
    </item>
    <item>
      <title>COMPARATIVE ANALYSIS OF PUBLIC TRANSPORTATION FOR SMALL AND MEDIUM SIZED CITIES</title>
      <link>https://trid.trb.org/View/131714</link>
      <description><![CDATA[A COMPARISON OF VARIOUS LAND TRANSPORTATION SYSTEMS, INCLUDING RAIL RAPID TRANSIT, AUTOMATICALLY GUIDED BUSES, MANUALLY CONTROLLED BUSES ON PRIVATE RIGHT-OF-WAYS, CONVENTIONAL BUSES, AND PERSONAL TRANSIT SYSTEMS IS MADE FOR SMALL AND MEDIUM SIZED CITIES. THESE SYSTEMS ARE COMPARED ON THE BASIS OF COST OF INSTALLATION AND OPERATION AS WELL AS SOCIAL FACTORS. SOME PARAMETRIC COST DATA ARE PRESENTED FOR VARIOUS PARTS OF THE OVERALL TRANSIT SYSTEMS AS WELL AS RELATIVE COST OF EACH SYSTEM FOR A RANGE OF PARTONAGE. /AUTHOR/]]></description>
      <pubDate>Wed, 13 May 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/131714</guid>
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