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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>
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    <item>
      <title>Training Low-Volume Road Engineers in Developing Regions</title>
      <link>https://trid.trb.org/View/2593747</link>
      <description><![CDATA[For the past three decades, low-volume roads best engineering and management practices training has been conducted in numerous developing countries, particularly in Latin America. The training has been primarily sponsored by the U.S. Department of Agriculture (USDA) Forest Service’s Office of International Programs and the U.S. Agency for International Development (USAID), with occasional support from local agencies, the World Bank, and various universities and nongovernmental organizations (NGOs). Initially developed beginning around 1995 in Guatemala, Forest Service-USAID courses have been delivered in nearly every country in Central and South America, as well as in Georgia, Haiti, Morocco, Nepal, Sudan, Uganda, and Ukraine - countries where the U.S. government has long had logging, social, or technical development programs. Rural roads courses, which typically last three to five days, have included classroom instruction and at least one field day to examine local road issues, review good and bad practice, and discuss engineering and environmental solutions such as water-quality protection and wildlife crossings. Training programs highlighted in this article include: (1) logging-road training program in Bolivia; (2) reduced impact logging program and Amazon roads manual in Brazil; (3) rural-roads training in Costa Rica; and (4) World Bank training in India and China.]]></description>
      <pubDate>Tue, 07 Oct 2025 13:15:21 GMT</pubDate>
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    <item>
      <title>Influence of Temperature and Soil Thermal Expansion on Cracking of Dirt Road Surface During Seasonal Freezing</title>
      <link>https://trid.trb.org/View/1972879</link>
      <description><![CDATA[Low-temperature cracks reduce the road surfaces quality, increase the cost of their repair. This problem is relevant in the regions with seasonal soil freezing. Analysis of the literature showed that, despite the large research work, the multidisciplinary problem of low-temperature cracking requires further research. In the present work, the object of study is a two-layer structure as a model of a straight section (segment) of an unpaved highway in the stage of seasonal freezing. Subject of research: the conditions for frost cracking in the upper layer of the road during seasonal freezing. Objective: to simulate the conditions for transverse cracking in the upper layer during seasonal freezing of the dirt road, taking into account the influence of temperature on the coefficient of thermal expansion. The paper presents a mathematical model of the frost cracks formation. The results of the modeling are consistent with data known in the literature. From a practical point of view, the results can be used to predict the state of logging roads at the stage of soil freezing in the off-season periods.]]></description>
      <pubDate>Fri, 01 Nov 2024 08:50:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1972879</guid>
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      <title>Design and analysis of electric power-assisted steering in vehicles for mountain forests</title>
      <link>https://trid.trb.org/View/2301517</link>
      <description><![CDATA[This study investigates the problem of vehicle exploitation in the mountainous and wooded regions of the Russian Federation. Considering how critical rollover accidents are in the logging industry, it is vital to ensure safe and stable driving. This study aims to develop a model of electric power steering (EPS) control using a quasi-continuous sliding-mode controller in MATLAB/Simulink. Experiments were carried out under the following conditions: maximum slope angle, 30°; maximum steering angle, 30°; maximum driving speed, 7 m/s. The dynamic characteristics of the suspension and EPS systems were optimized using the receding horizon optimization technique. The theoretical and experimental results suggest that the model reaches its critical state of stability (−0.2) at a speed range of 0–7 m/s with a steering angle of 25°. After optimization, critical stability (0.3) occurs at the driving speed of 7 m/s when the steering angle is 30°. The paper discussed the possibility of installing the EPS control system into vehicles that operate in mountainous wooded areas.]]></description>
      <pubDate>Tue, 12 Dec 2023 16:08:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301517</guid>
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      <title>Monitoring the Performance of Unreinforced and Geosynthetic-Reinforced Pavements on Forest Roads</title>
      <link>https://trid.trb.org/View/1690374</link>
      <description><![CDATA[The performance of logging roads is greatly impacted by the bearing capacity of the subgrade material. Subgrade bearing capacity on saturated forest roads is often poor when the material is a clay or silt. In order to compensate for the low strength of the subgrade, engineers use a variety of techniques. The most common technique is applying additional aggregate to the subgrade. Engineers frequently use historical data to determine appropriate aggregate depths. While this may be suitable where aggregate is abundant, using alternative methods based on specific site characteristics may provide cost savings where aggregate resources are limited. Several methods including computer programs, tables, and nomographs consider soil and aggregate bearing capacity in determining aggregate depth. The Washington Department of Natural Resources (DNR) Forest Roads Program has developed an aggregate depth design tool to assist engineers in determining the appropriate depth of aggregate based on site-specific characteristics. The program is an Excel-based computer model based on an algorithm developed by the U.S. Army Corps of Engineers in 1978. This equation considers the level of traffic, quality of materials, and critical performance standards (Barber et al., 1978). Geosynthetic reinforcement (geotextile fabrics and biaxial and triaxial geogrids) may be used to provide additional bearing capacity over weak subgrades and provide a separation layer between the aggregate and the subgrade. Geogrids are used extensively in civil engineering for slope stabilization, soil erosion control, and reinforcement of weak soils. While nonwoven geotextile products are often used for separation, they do offer reinforcement in addition to separation. The DNR Forest Roads Program developed an aggregate study to evaluate the performance of four different subgrade and aggregate configurations and determine whether an opportunity exists to either increase performance or reduce road cost. In addition they wanted to answer the following questions: What is the difference in road performance between alternative depth design methods? Can geosynthetic-reinforced sections on soft subgrades reduce the depth of aggregate? Is there a potential to reduce road construction costs by using alternative depth design methods?]]></description>
      <pubDate>Tue, 03 Mar 2020 16:02:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1690374</guid>
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    <item>
      <title>Fiberglass ACE Mat as a Temporary, Rapid Alternative to Unpaved Road Surfaces</title>
      <link>https://trid.trb.org/View/1690356</link>
      <description><![CDATA[Temporary, low-volume roadways often challenge designers with balancing cost of improving weak soils with the performance requirements of the intended application. Construction costs can be high, depending on the strength of the native soil and improvements required to sustain the vehicle loadings that are applied. In an effort to provide a solution for ground improvement that balances cost, logistics, and performance, the U.S. Army Corps of Engineers (USACE) developed a multipurpose, medium-duty matting system constructed of woven fiberglass reinforcement and polyester resin. This paper discusses three demonstrations in which the U.S. Army Corps of Engineers Mat (ACE Mat) was used as a surfacing for temporary roads. First, ACE Mat was used to support weak soil crossings for logging operations at the Apalachicola National Forest in Florida. Second, the matting was tested for its capability to support loads from a U.S. Marine Corps Medium Tactical Vehicle Replacement (MTVR) and a U.S. Army M1 Abrams main battle tank crossing sand and silt soils at the U.S. Army Engineer Research and Development Center in Mississippi. Finally, ACE Mat was demonstrated as a ground surfacing to stabilize a riverbank during temporary bridging training at Fort Knox, Kentucky. Attributes and performance characteristics of ACE Mat in comparison to typical unpaved road design and construction using compacted aggregate are also discussed.]]></description>
      <pubDate>Tue, 03 Mar 2020 16:02:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1690356</guid>
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      <title>Long-Term Study on the Cost-Effectiveness of Dust Control and Untreated Aggregate-Surfaced Resource Roads</title>
      <link>https://trid.trb.org/View/1651057</link>
      <description><![CDATA[A long-term study of treated and untreated aggregate resource roads in Canada was conducted. The objective was to investigate the cost-effectiveness of annual dust control treatments where the hypothesis is that annual applications may prolong aggregate life. Seven sections along two road segments with different traffic levels were studied over five years. A survey of road users revealed that 88% agreed that the treated sections were safer because of the increase in visibility and quicker dust settlement times. Evaluation of surface aggregate indicated some aggregate wear but there were no significant differences between treated and untreated sections. The source and quality of crushed aggregate has an impact on road performance. The condition of the running surface did not indicate any major performance differences between the treated and untreated sections. Regardless of treatment, age, or aggregate sources, a general downward trend in Unsurfaced Road Condition Index was observed, indicating wearing course degradation over time. The study revealed a strong correlation between traffic volume and maintenance intensity. Moderately higher travel speeds were measured on the treated versus untreated sections. When the cost of treatment and maintenance was compared with historical costs, the dust control scenario was more expensive. However, when log hauling cost savings from increased travel speeds were introduced, the dust control was approximately cost neutral in low traffic scenarios and moderately better for high traffic. If non-quantifiable benefits, such as increased safety, were to be considered, application of dust control treatment is recommended.]]></description>
      <pubDate>Fri, 20 Sep 2019 15:15:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1651057</guid>
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      <title>Evaluation of Air Emission Modal Models: For Use in Optimizing Log Transport</title>
      <link>https://trid.trb.org/View/1236599</link>
      <description><![CDATA[The objective of the project is to evaluate the net benefit in the reduction of green house gasses from optimization of log movements. Factors in the vehicle operating environment that may affect modal emissions, such as, external conditions, vehicle fleet characteristics, vehicle activities, vehicle gasoline specifications, inspection and maintenance programs and anti-tampering programs, etc. are considered. The Environmental Protection Agency's (EPA's) MOBILE 6 is selected to predict gram per mile emissions of green house gasses based on average speeds for each fleet type under various conditions. Pilot input data will be collected for MOBILE 6 to estimate the emission impacts from changes in driving characteristics associated with traffic operations improvements. Large scale input data will be collected to evaluate the net benefit in the reduction of green house gasses from the optimization of log movement.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:49:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1236599</guid>
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    <item>
      <title>Regional issues in road funding in the Central West [of New South Wales]</title>
      <link>https://trid.trb.org/View/1212027</link>
      <description><![CDATA[This paper looks briefly at a project, undertaken by a group of Councils in the Central West, which required a regional perspective.  In the context of this Conference, the risk to the profitability of a regional industry has significant impacts of the region generally.  With the aim of ensuring that Council's road infrastructure was fit-for-service to ensure the haulage component of the logging industry was as effective as it could be, relationships crossing shire boundaries and with industry stakeholders was established to facilitate and co-ordinate a regional approach.]]></description>
      <pubDate>Mon, 27 Aug 2012 12:36:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1212027</guid>
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    <item>
      <title>Overlay design of a timber haul road</title>
      <link>https://trid.trb.org/View/1205904</link>
      <description><![CDATA[This paper describes a complete procedure for analyzing pavement distress, assigning alternative overlay strategies and, consequently, the design of overlay structural sections of a timber haul road.  As the major mode of distress was found to be fatigue cracking, the basic design philosophy emphasizes controlling the reflective cracking from the badly deteriorated existing pavement through the overlay pavement.  The overlay design concentrates on the most current mechanistic approach in which the pavement structure is considered as a linear elastic multi-layered system and the layered materials are characterized by their resilient moduli and dynamic strain ratios.  The primary design criteria are fatigue life of the asphalt concrete and plastic deformation of the subgrade soil.  It was found that the energy and material conservation pavement recycling method provides the most promising strategy among the alternatives (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 21:22:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1205904</guid>
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    <item>
      <title>Open graded mixes used for paving timber haul roads</title>
      <link>https://trid.trb.org/View/1205903</link>
      <description><![CDATA[Energy considerations and material availability dictate the use of open graded mix as an alternative paving material for timber hauling roads. This investigation was undertaken to evaluate the design, laboratory testing, construction and performance of these pavements.  The causes of pavement deterioration and recommended corrective measures are included.  A general discussion of benefits and deficiencies of open graded pavements from the standpoints of economy, construction and the mechanistic analysis are presented.  Also introduced is a sand- asphalt membrane underlain open graded pavement which out performs the open graded pavement without a membrane (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 21:22:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1205903</guid>
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    <item>
      <title>Portable and low cost bridges</title>
      <link>https://trid.trb.org/View/1203343</link>
      <description><![CDATA[When short term access is required for harvesting operations, portable or removable bridges for stream crossings should be considered as an alternative to permanent installations.  Prefabricated bridges are versatile, low cost and the waterway is easily restored to its original condition after the bridge is removed. The use of a portable bridge can offer greater flexibility for skid road location, and can minimise waterway disturbance from roading or harvesting operations.  An approximate cost for a six metre long by four metre wide portable bridge for use by forest machines is NZ$12,000. Although this may appear to be expensive, repeated use should make them a cost effective alternative to conventional bridges and culverts where permanent crossings are not required. Bridges that are simple in design, rugged, light and use the least amount of materials have the most potential for use in New Zealand. These and other types of portable and permanent bridges used overseas, and in New Zealand, are also discussed.]]></description>
      <pubDate>Fri, 24 Aug 2012 19:04:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1203343</guid>
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    <item>
      <title>Forest industry road transport code of conduct</title>
      <link>https://trid.trb.org/View/1203211</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 18:59:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1203211</guid>
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    <item>
      <title>Heavy vehicle suspension performance and road wear</title>
      <link>https://trid.trb.org/View/1203040</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 18:52:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1203040</guid>
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      <title>Higher gross weights and truck/trailer dynamics</title>
      <link>https://trid.trb.org/View/1203039</link>
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      <pubDate>Fri, 24 Aug 2012 18:52:45 GMT</pubDate>
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    <item>
      <title>Computer monitoring of truck performance</title>
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      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 18:52:44 GMT</pubDate>
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