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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>
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    <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>GEOLOGICAL AND GEOTECHNICAL ENGINEERING ASPECTS OF LOW-COST ROADS IN MOUNTAINOUS TERRAIN</title>
      <link>https://trid.trb.org/View/270199</link>
      <description><![CDATA[The paper is concerned with design and construction of mountain roads in areas of high relief and steep mountain slopes, where the principal soil types are transported rather than residual and the landscape is shaped mainly by active erosion processes.  The geology and geomorphology of typical mountain terrain are described and related to a five zone model.  Geotechnical features within each zone are considered so that the application of various investigation and construction techniques can be appreciated.  The paper is primarily concerned with low-cost but well-trafficked primary roads where closure time due to slope failures or lack of maintenance are intended to be minimal.  Three aspects which distinguish mountain roads are difficult ground access with numerous slope instability problems, greater use of local construction materials, and greater need for off-site drainage and erosion protection measures. The ruggedness of the terrain severely restricts the use of conventional site investigation techniques, such as drilling, and means greater emphasis on remote sensing and on the surface assessment of ground conditions. Several relatively new low-cost techniques applicable to the investigation of mountain regions are described.  A rational approach to alignment selection is developed, and practical guidelines are offered on the selection of the road cross-section and on techniques to stabilise the cross-section chosen.  The use of gabion structures is a major construction technique examined in the paper. Many of the case studies are drawn from the Dharan-Dhankuta road project in East Nepal.  (TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:57:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/270199</guid>
    </item>
    <item>
      <title>SOIL STABILIZATION IN THEORY AND PRACTICE (IN GERMAN)</title>
      <link>https://trid.trb.org/View/119668</link>
      <description><![CDATA[THIS INSTRUCTION MANUAL CONTAINS: MODIFICATION OF THE NATURAL PROPERTIES OF SOIL; TERMINOLOGY; METHODS OF SOIL STABILIZATION AND ITS ECONOMICS AND AREAS OF USE; PRINCIPLES OF MECHANICAL STABILIZATION METHODS; SITE TESTS, MAINTENANCE OF MECHANICALLY STABILIZED WEARING COURSES; INSTRUCTORS, SPECIFICATIONS AND TEST METHODS FOR SOIL STABILIZATION WITH CEMENT; LIME STABILIZATION OF COHESIVE SOILS, ECONOMIC SIGNIFICANCE, LIME AS A STABILIZER, SUITABILITY TESTS; SOIL STABILIZATION WITH BITUMINOUS BINDERS: AREAS OF USE AND CONSTRUCTION METHODS; SOIL STABILIZATION WITH CHEMICALS: POSSIBILITIES AND EXAMPLES OF APPLICATION; USE OF MACHINES IN GRADING OPERATIONS, WORKING ON BINDERS AND WATER, MIXING, COMPACTION AND CURING; CONSTRUCTION OF LOW-COST ROADS THROUGH SOIL STABILIZATION; EARTHWORKS, - LOADING, TRANSPORTING AND DISTRIBUTING; AND SURFACING AND CONSTRUCTION OF STABILIZED ROADS. /RRL/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:26:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/119668</guid>
    </item>
    <item>
      <title>LOW-COST BICYCLE PATH PAVEMENTS</title>
      <link>https://trid.trb.org/View/57104</link>
      <description><![CDATA[The proposed research involves an analytic and experimental investigation to develop realistic design criteria for bicycle path pavements.  The research also included evaluation of specific designs and innovative low-cost material systems for use in bicycle path pavements.  An extensive literature review of currently existing and experimental bikepath pavement was also included.  Results from this report indicate that the strength and durability of Class I bidepath pavements can be improved and the construction cost can be reduced through better design and construction practices and use of low-cost material systems. /Author/]]></description>
      <pubDate>Tue, 07 Mar 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57104</guid>
    </item>
    <item>
      <title>ECONOMIC QUESTIONS (MEXICO)</title>
      <link>https://trid.trb.org/View/93169</link>
      <description><![CDATA[AIMS TO BE ATTAINED UNDER MEXICAN PLANNING ARE DEFINED: (1) THE CONSTRUCTION OF THE NECESSARY WORK TO PUT FIRST ORDER OR FEDERAL SYSTEM INTO THE DESIRABLE OPERATIONAL LEVEL, (2) CONSTRUCTION OF THE REQUIRED WORKS TO PROVIDE A GREATLY INCREASED RELATIONSHIP BETWEEN FEEDER ROADS AND THE BASIC HIGHWAY NETWORK AND, (3) INCREASE LOW COST ROAD CONSTRUCTION SO AS TO INCREASE THE NUMBER OF INHABITANTS TO BE SERVED BY SUCH A HIGHWAY NETWORK. THE FEASIBILITY AND OPPORTUNITY OF THE DESIRED AIMS AND CONGRUENT ACTIVITIES TO ATTAIN THEM HAVE BEEN ANALYZED. AMONG THE LIMITING FACTORS DETERMINING THE OBJECTIVES ARE THE EVALUATION OF THE HISTORICAL PERIOD AND WIDE KNOWLEDGE OF SOCIAL AND ECONOMICAL PHENOMENA OF THE COMMUNITY. THE RESULT OF HIGHWAY INVESTMENT VARIES ACCORDING TO SOCIAL AND ECONOMICAL ENVIRONMENT. IT IS CONCLUDED THAT THE URGENT NEED TO SPREAD OUT COMMUNAL BENEFITS OF PERMANENT COMMUNICATION CALLS FOR DIRT ROADS TO BE CONSTRUCTED IN SUCH A WAY THAT THEY CAN REACH A LEVEL TO PERMIT THE INTRODUCTION OF BETTER SPECIFICATIONS WHEN THEIR TRAFFIC VOLUME JUSTIFIES NEW INVESTMENTS. DECISIONS FOR CONSTRUCTING DIRT ROADS, SOCIAL FUNCTION HIGHWAYS, PENETRATION HIGHWAYS AND HIGHWAYS LOCATED IN DEVELOPED AREAS SHOULD BE BASED ON PROGRAMMING TECHNIQUES WHICH ENCOURAGE A BETTER USE OF RESOURCES IN ORDER TO MADE THE HIGHWAY NETWORK HELP EFFICIENTLY ECONOMICAL DEVELOPMENT AND SOCIAL PROGRESS OF A COMMUNITY. /AUTHOR/]]></description>
      <pubDate>Fri, 04 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93169</guid>
    </item>
    <item>
      <title>LOW COST, LOW TYPE ASPHALT SURFACED ROADS IN THE WESTERN REGIONS OF THE U.S.A.</title>
      <link>https://trid.trb.org/View/99617</link>
      <description><![CDATA[MAJOR HIGHWAYS BUILT IN THE U.S.A. ARE SURFACED WITH A HIGH TYPE ASPHALTIC CONCRETE PAVEMENT OR A PORTLAND CEMENT CONCRETE PAVEMENT WHEN HIGH TRAFFIC VOLUMES ARE EXPECTED. HOWEVER, WHEN NEW HIGHWAY ROUTES ARE CONSTRUCTED, HIGH TRAFFIC VOLUMES MAY NOT DEVELOP FOR A NUMBER OF YEARS. IN SUCH CASES, STAGE CONSTRUCTION STARTING WITH LOW TYPE ASPHALT SURFACES MAY SERVE TRAFFIC EFFECTIVELY AND AT LOWER COSTS. ADDITIONAL THICKNESSES OF PAVEMENT CAN BE ADDED WHEN HIGH TRAFFIC VOLUMES DEVELOP. IT IS ESSENTIAL THAT ALL ROADS OF ANY IMPORTANCE HAVE ALL WEATHER, DUSTLESS SURFACES. IN MOST AREAS, LOCAL AGGREGATES SUITABLE FOR BASE COURSES AND LOW TYPE, LOW COST ASPHALT SURFACES CAN BE FOUND AND USED. THESE LOW COST SURFACES ON ADEQUATE BASE COURSES WILL GIVE GOOD SERVICE TO LOW OR MEDIUM TRAFFIC VOLUMES RANGING FROM 50 TO 250 VEHICLES PER DAY. INTERMEDIATE CLASSES OF ASPHALT PAVEMENTS SUCH AS BITUMINOUS PENETRATION MACADAM MATS OR PLANT MIX SURFACES CAN CARRY TRAFFIC VOLUMES UP TO 500 OR 600 VEHICLES PER DAY. THE BENEFITS ARE REVIEWED OF ASPHALT SURFACE ROADS. /AUTHOR/]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/99617</guid>
    </item>
    <item>
      <title>REPORT OF THE TECHNICAL COMMITTEE ON LOW COST ROADS</title>
      <link>https://trid.trb.org/View/102648</link>
      <description><![CDATA[CONTENTS: GENERAL ACTIVITY REPORT MANUAL AND MECHANICAL METHODS FOR HIGHWAY CONSTRUCTION AND MAINTENANCE REGIONAL AND NATIONAL SURVEYS OF ROADMAKING MATERIALS INFLUENCE OF ENVIRONMENT ON THE DESIGN OF ROADS VARIOUS QUESTIONS AND INFORMATION UNESCO MANUAL ON THE CONSTRUCTION AND MAINTENANCE OF ROADS IN DEVELOPING COUNTRIES CONCLUSIONS]]></description>
      <pubDate>Fri, 09 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102648</guid>
    </item>
    <item>
      <title>THE LOS ANGELES ABRASION MACHINE FOR DETERMINING THE QUALITY OF COARSE AGGREGATE</title>
      <link>https://trid.trb.org/View/107059</link>
      <description><![CDATA[DISSATISFACTION WITH THE STANDARD DEVAL ABRASION TEST FOR DETERMINING THE QUALITY OF COARSE AGGREGATE LED TO THE INVESTIGATION OF THE LOS ANGELES ABRASION TEST PROPOSED BY THE CALIFORNIA DIVISION OF HIGHWAYS. SEVERAL FEATURES OF THE TEST METHOD WERE CHANGED TO PROMOTE MORE UNIFORM RESULTS AND TO ADAPT THE METHOD TO THE TESTING OF MATERIALS USED IN LOW- COST ROAD CONSTRUCTION. AS NOW PRESENTED, THE METHOD IS BELIEVED SUITABLE FOR USE IN DETERMINING THE QUALITY OF PRACTICALLY ALL COARSE AGGREGATES USED IN ROAD CONSTRUCTION. SERVICE RECORDS FOR MATERIALS FROM 44 DIFFERENT SOURCES ARE COMPARED WITH THE RESULTS OF DEVAL AND LOS ANGELES ABRASION TESTS ON SAMPLES FROM EACH SOURCE. A DEFINITE AGREEMENT SEEMS TO EXIST BETWEEN THE RESULTS OF THE LOS ANGELES TEST AND THE SERVICE RECORD. THE RESULTS OF THE DEVAL TEST SHOW NO AGREEMENT WITH THE SERVICE RECORD, AND IN A NUMBER OF CASES INDICATE MATERIAL TO BE SATISFACTORY QUALITY WHILE THE SERVICE RECORD FINDS THE MATERIAL TO BE QUESTIONABLE OR UNSUITABLE FOR USE. BASED ON THE TESTS REPORTED, THE AUTHORS FIND THE LOS ANGELES ABRASION TEST TO BE BETTER SUITED FOR DETERMINING THE QUALITY OF COARSE AGGREGATE THAN THE STANDARD DEVAL ABRASION TEST. A PERCENTAGE OF WEAR OF 40 IN THE LOS ANGELES TEST IS SUGGESTED AS A SUITABLE SPECIFICATION LIMIT FOR AGGREGATE FOR USE IN SURFACE TREATMENT WORK. /AUTHOR/]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107059</guid>
    </item>
    <item>
      <title>DESIGN, CONSTRUCT AND MAINTAIN (DCM) CONTRACTS. A TRIAL PROJECT.</title>
      <link>https://trid.trb.org/View/360049</link>
      <description><![CDATA[This is the first demonstration project regarding a new form of contract - "Design, Construct and Maintain (DCM)" contract.  The report describes the project.  A 6200m section of the gravel road was reconstructed at a cost of about SEK 1.7m.  4 years of the 7-year maintenance period have expired.  A DCM contract necessitates a new interface between client and contractor.  Keeping a gravel road in good repair requires close interplay between service and maintenance measures.  The client specifies the road standard; the contractor aims to minimise the life cycle cost for the first 5-10 years.  The client's costs in drawing up tender documents were reduced.  Contract supervision costs were practically nil since the contractor is responsible for maintenance over 7 years.  Final cost was SEK 270/m of road.  During the 4 years the contractor has reinforced some slopes and relocated some culverts to improve drainage.  Contractor's maintenance costs so far have been ca SEK 10,000.  The client (road authority) considers that the specified road standard has been delivered.  As far as contractor is concerned, he could by realigning the road save money on excavation, blasting, etc. One of the advantages is that changes can be made as the contract proceeds without the client having to be consulted. The work was carried out with strict compliance to specifications since maintenance responsibility would last for 7 years.  (TRRL)]]></description>
      <pubDate>Sat, 30 Nov 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/360049</guid>
    </item>
    <item>
      <title>SOIL-CEMENT PAVEMENT</title>
      <link>https://trid.trb.org/View/351700</link>
      <description><![CDATA[This leaflet describes the features of soil-cement and the reasons for its wide usage. Soil-cement is a highly compacted mixture of a soil material, cement, and water that is widely used as a low-cost pavement base for roads, residential streets, parking areas, airports, shoulders, and materials-handling and storage areas. Gives four reasons why soil-cement is being built at an increasing rate: low first cost; long life; fast construction; and great strength.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/351700</guid>
    </item>
    <item>
      <title>RCCP ONE ALTERNATIVE FOR LOW-SPEED</title>
      <link>https://trid.trb.org/View/301848</link>
      <description><![CDATA[The advantages of roller-compacted concrete (RCC) include the ability to be placed in large volumes rapidly without the use of expensive equipment or skilled labor, resistance to  petroleum spills, frost resistance, negligible creep, and it does not need additional surfacing.  The in-place characteristics of RCC material are proportional to its density.  The surface texture and smoothness limit RCC pavements to traffic speed below 40 mph.  The densification of in-place RCCP is important. Only by achieving the designed degree of compaction in the field can the long-term design performance of the on-site project be achieved.  This article discusses the mix and material handling factors that affect the density of RCCP: aggregate; cement; water; mixing plant; transportation; paver; and compactor.  The test strip, and the determination of the machine settings for a given project are described.  The compaction of RCCP is also discussed.]]></description>
      <pubDate>Tue, 31 Oct 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/301848</guid>
    </item>
    <item>
      <title>LARGE STONE MIXES - MAKING A COMEBACK ACROSS THE COUNTRY</title>
      <link>https://trid.trb.org/View/300861</link>
      <description><![CDATA[Large stone hot mix asphalt (HMA) mixes are becoming increasingly popular since they meet the performance challenges for today's heavy-duty, heavy traffic, heavy wheel load pavements.  Also, HMA is economical, employing less asphalt cement and requiring less crushing costs than the finer mixtures.  Recent or planned HMA projects are described: two roads serving stone quarries, one in North Carolina, the other in Georgia; 13 miles of interstate highway in San Bernadino County; shopping center parking lot in Illinois; roads serving coal trucks in Kentucky; industrial park road in Maryland; industrial park road in Cadillac, Michigan; company work yard in Cleveland, Ohio; and other projects in South Carolina and Texas.]]></description>
      <pubDate>Thu, 31 Aug 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300861</guid>
    </item>
    <item>
      <title>N.J. USES LIME FLY ASH AS A ROADWAY BASE</title>
      <link>https://trid.trb.org/View/290266</link>
      <description><![CDATA[The use is described of a lime fly ash aggregate mixture, LiFA,  in a base course on a new road construction in Newton, New Jersey.  The installed cost of LiFA is $26.64 per ton compared to $33.45 per ton for bituminous concrete. This resulted in a savings of $28,116 for the construction without compromising the quality of the road. Other advantages of LiFA include its ability to displace traffic load over a much wider area than conventional flexible pavements, it reduces rutting, and LiFA becomes stronger with time because of its curing properties.  LiFA is known to be manitenance-free for 20 years.  It is also very easy to work with; 3,600 tons were installed in 2 working days.]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290266</guid>
    </item>
    <item>
      <title>CHARACTERISTICS AND BEHAVIOUR OF DUNE SAND STABILIZED WITH BITUMEN AND SULPHUR FOR LOW COST ROAD CONSTRUCTION</title>
      <link>https://trid.trb.org/View/275510</link>
      <description><![CDATA[Dune sand, with characteristics typical of the dune sand abundantly found in most desert areas of the world, is stabilised with bitumen and sulphur for low cost road construction.  The engineering behaviour of this mixture and that of a two layer combination consisting of the mixture resting on a simulated subgrade, are studied in response to static and dynamic loading.  The engineering characteristics investigated include the dynamic modulus of elasticity, tensile and flexural strengths, creep behaviour under static and dymamic load, and rutting and fatigue behavour. Comparisons are made between the mixture and dune sand stabilised with bitumen alone and with bitumen and limestone filler.  Comparisons are also made with the behaviour of asphaltic concrete and dense bitumen macadam.  (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/275510</guid>
    </item>
    <item>
      <title>ECONOMICS AND PERFORMANCE OF THIN ASPHALT PAVEMENTS FOR LOW VOLUME HIGHWAYS</title>
      <link>https://trid.trb.org/View/279075</link>
      <description><![CDATA[Thin (20mm) pavements were developed to meet the public's demand for paved roads under limited road construction budgets.  This pavement type, dubbed 'oil treatment', has been successfully used on 12,000 km of Saskatchewan highways carrying 100 to 600 a.d.t.  Measurement of the quality of service provided by various surface types indicated that thin asphalt pavements provided the most cost effective service to the public for low to medium traffic volumes. This paper describes the historical development, quality of service aspects, economic rationale, construction and maintenance procedures, and performance characteristics of thin asphalt pavements.  For the covering abstract of the conference see IRRD 286189.  (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/279075</guid>
    </item>
    <item>
      <title>CONSTRUCTION OF FARM-TO-MARKET CONCRETE ROADS IN GUIPUZCOA, SPAIN</title>
      <link>https://trid.trb.org/View/288192</link>
      <description><![CDATA[The historical territory of Guipuzcoa, which belongs to the Basque Autonomous Community, is uniquely characterized by its rural settlements, the so-called caserios, which are small family farms that perform a great deal of the agricultural activity in this Spanish province.  Most of the caserios are located on the mountainsides, because a great part of the narrow valleys, where the population in Guipuzcoa has devaloped, is occupied by industries and urban centers.  Rural settlements are consequently scattered in isolated farmsteads or small hamlets to which access is difficult.  In 1982, the Basque Autonomous Community Government and Guipuzcoan authorities therefore established a Plan for Rural Infrastructure Improvement, including technical aid and financial support for the construction or rehabilitation of rural roads.  As part of this plan about 600 km of these roads were surfaced between 1982 and 1985, which represents about 50 percent of the total existing network.  Both rigid and flexible pavements were used in road construction.  Asphalt pavements are always constructed by contractors, but a traditional procedure of communal work is employed to construct concrete roads.  This procedure is callled "auzolan" in Basque, which means unpaid work performed to fulfill communal needs.  Reductions in constructon costs of over 20 percent have been achieved through the use of the auzolan work organization. Maintenance costs are also lower when compared with those of flexible pavements, because any repairs that are needed are normally performed by the farmers themselves.  Therefore, the number of municipal authorities that are choosing to build concrete roads is steadily increasing.]]></description>
      <pubDate>Wed, 30 Sep 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288192</guid>
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