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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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      <title>Evaluation of glass as a sand replacement in asphalt</title>
      <link>https://trid.trb.org/View/1655098</link>
      <description><![CDATA[The fine sand in a typical asphalt mixture was partially replaced by 2.5% and 5% recycled crushed glass. The relative structural performance of the mixtures was evaluated in the laboratory through Marshall properties, fatigue resistance, moisture resistance, deformation resistance and dynamic complex (flexural) modulus. The results indicated that the addition of glass significantly reduced the Marshall Stability of the mixture, however it had no significant effect on Marshall Flow. Furthermore, the glass content increased the average fatigue life and reduced the wheel track rutting depth, indicating superior structural performance. However, the glass also reduced the dynamic modulus by up to 20%. Overall, the partial replacement of sand with crushed glass had no practically important impact on the expected performance of the asphalt mixture, but a financial analysis indicated that the incorporation of higher percentages of glass would be required to provide any substantial cost saving.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655098</guid>
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    <item>
      <title>Rapid replacement of bridge decks</title>
      <link>https://trid.trb.org/View/1163642</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 14:19:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1163642</guid>
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    <item>
      <title>PAVEMENT REHABILITATION DESIGN STRATEGIES</title>
      <link>https://trid.trb.org/View/177551</link>
      <description><![CDATA[Our highways are deteriorating faster than we are rehabilitating them, and reduced budgets for pavement repair has amplified the problem. This has increased the need for improved decision criteria concerning pavements, and confirms the growing worth of pavement management. This report outlines the groundwork for a comprehensive pavement rehabilitation decision model in Utah. An interface between pavement distress and corrective treatments was established in the study to better identify which rehabilitative techniques are appropriate for a given set of pavement conditions.]]></description>
      <pubDate>Thu, 30 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177551</guid>
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      <title>WEIGHT REDUCTION POTENTIAL OF AUTOMOBILES AND LIGHT TRUCKS: 1979 SUMMARY SOURCE DOCUMENT</title>
      <link>https://trid.trb.org/View/150964</link>
      <description><![CDATA[The purpose of this report is to provide an assessment of the potential for weight reduction for passenger cars and light trucks (including pickup trucks, vans, and utility vehicles of GVWR up to 8500 pounds) in the 1980 to 2000 model year period. Various aspects of vehicular performance are addressed. Four weight reduction scenarios involving material substitution are presented with increasing technological sophistication. In addition to the baseline data, dominant case assessments for high strength steel, fiber reinforced plastic, aluminum, and hybrid reinforced plastics are provided.]]></description>
      <pubDate>Tue, 27 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150964</guid>
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    <item>
      <title>TRANSFERRING TECHNOLOGY FROM CONSERVATION SCIENCE TO INFRASTRUCTURE RENEWAL</title>
      <link>https://trid.trb.org/View/408372</link>
      <description><![CDATA[Conservation science can provide valuable information to the field of highway research and development.  Transferring what has been learned in the conservation of art and architecture to the renewal of the transportation infrastructure is possible because of three similar actions.  These actions are understanding the causes of deterioration, inspecting the work nondestructively, and prescribing the most suitable methods for treatment or restoration.  Deterioration science, which studies the long-term behavior of materials in the environment, is illustrated in a series of notable photographs and figures.  The Statue of Liberty in New York, New York, and the Parthenon in Athens, Greece, are two of the examples.  The article continues by describing renewal engineering, that is, the repair or strengthening of damaged structures.  Application of renewal engineering principles will be important in the conservation of historic roads and bridges as the Nation's interstate highway system reaches its fiftieth year.]]></description>
      <pubDate>Wed, 22 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408372</guid>
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      <title>THE SERVICE-EVALUATED PRODUCTS LIST FOR RAPID TRANSIT CAR SUBSYSTEM COMPONENTS</title>
      <link>https://trid.trb.org/View/170501</link>
      <description><![CDATA[How a product performs in scheduled revenue service is evidence as to how well that product has been engineered for site-specific applications within the rail transit environment. If the transit industry's search for more reliable, maintainable, and interchangeable equipment is to be advanced, industry-wide visibility of product usage and performance must be established. The Service-Evaluated Products List (SEPL) fulfills that objective. Products within each of 38 subsystem component categories for which adequate maintenance records are kept by North American rapid transit operators are profiled in the SEPL. For acceptance in the SEPL, each product must be a permanent part of rapid transit cars which have been operated in scheduled revenue service for a minimum of 4 million car-miles. The SEPL is arranged in three parts: Part A - Products Usage Data; Part B - Product Performance Profiles; and Part C - Component Performance Summaries. The SEPL should benefit the entire transit community. Operators should benefit by being able to: (1) compare performance data for like and similar products; (2) share preventive maintenance and repair experience; and (3) identify potential alternate sources for products on the cars. Suppliers should benefit because the SEPL offers: (1) unedited user evaluations of their own and their competitors' products and (2) objective, quantifiable data as the basis for establishing marketing, product improvement, and warranty support budgets.]]></description>
      <pubDate>Thu, 28 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170501</guid>
    </item>
    <item>
      <title>WEIGHT REDUCTION POTENTIAL OF AUTOMOBILES AND LIGHT TRUCKS: 1980 SUMMARY SOURCE DOCUMENT</title>
      <link>https://trid.trb.org/View/170563</link>
      <description><![CDATA[This report provides an assessment of the potential of weight reduction for passenger cars and light trucks (including pickup trucks, vans, and utility vehicles of GVWR up to 8500 pounds) in the post-1985 period. Vehicle characteristics and weight reduction methodologies, as well as methodologies for determining secondary weight reduction, are presented. Results of four weight reduction scenarios for material substitution, emphasizing high strength steels, fiberglass reinforced plastics, aluminum, and hybrid reinforced plastics, are presented for baseline vehicles.]]></description>
      <pubDate>Thu, 28 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170563</guid>
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    <item>
      <title>ANALYSIS OF TYPICAL VEHICLE REPAIR COSTS, PHASE II</title>
      <link>https://trid.trb.org/View/162921</link>
      <description><![CDATA[The report studies the cost of following the manufacturers' preventive maintenance schedules and of performing nine selected repairs for the cars projected to be the 80 top sellers for 1981. The results of the study are listed by make and model within size classes, including parts price, labor cost, and total repair cost, in Appendix A. From the work in this contract it was determined that cost-to-repair data could be developed early enough in the car model year to be of use to new car buyers.]]></description>
      <pubDate>Fri, 21 May 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162921</guid>
    </item>
    <item>
      <title>FORD F-150 LIGHT TRUCK WEIGHT AND MANUFACTURING COST ANALYSIS, 1980 AND 1979</title>
      <link>https://trid.trb.org/View/171409</link>
      <description><![CDATA[This report covers the results of a weight and cost analysis of selected Ford F-150 light truck components. The objectives were to acquire baseline data on automotive technology being employed to further fuel economy improvements. 171 components were selected for the cost analysis which provided a basis for comparing weight and costs of HSLA, aluminum and fiber glass reinforced plastics as alternate material for those parts where such substitutions would be practical. The study identified and compared component weight savings and cost per pound saved. A weight comparison of the 4-wheel drive component between the 1979 and 1980 models was also performed as well as an analysis of the weight propagational effects due to increases in vehicle GVWR. The weight propagation analysis indicated which components changed in weight with increased GVWR, drive train and suspension, and the relative magnitude. Material substitution analysis resulted in a cost savings ($0.01/lb.) to ($0.44/lb.) for HSLA, and a cost penalty of $0.28/lb. to $4.98/lb. for aluminum and $1.44/lb. to $13.81/lb. for FRP, for each pound of weight saved. 4-wheel drive weight reduction from 1979 to 1980 was 79 lbs. The net penalty for GVWR increase for 1980 F-150 trucks is 290 lbs.]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171409</guid>
    </item>
    <item>
      <title>PROPOSED ANALYSIS METHODOLOGY FOR RAIL CAR PROPULSION SYSTEM SELECTION</title>
      <link>https://trid.trb.org/View/155732</link>
      <description><![CDATA[This report proposes a rail car propulsion system selection methodology based on life cycle costing. The objective of the proposed methodology is to provide transit operators with a practical method of calculating propulsion system life cycle costs to be used in bid evaluation of different rail car propulsion and control system technologies. If life cycle costing is to become part of the car acquisition process, it is important that the methodology is known and accepted by the suppliers and purchasers. The analysis methodology as presented here is to some extent based on previously applied methods and includes results from new work performed for this project. In this report, recent railcar propulsion system procurement practices and other related information were reviewed, and discussions were held with propulsion system suppliers and various operating systems. Results of this research were used in the development of the propulsion system evaluation and selection methodology, and the structured application of life cycle costing.]]></description>
      <pubDate>Tue, 27 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155732</guid>
    </item>
    <item>
      <title>IMPACTS OF MATERIAL SUBSTITUTION IN AUTOMOBILE MANUFACTURE ON RESOURCE RECOVERY. VOLUME II. APPENDICES A-E</title>
      <link>https://trid.trb.org/View/56457</link>
      <description><![CDATA[Probable changes in the mix of materials used to manufacture automobiles were examined to determine if economic or technical problems in recycling could arise such that the 'abandoned automobile problem' would be resurrected. Future trends in materials composition of the automobile were quantified, and possible constraints related to material characteristics, availability, and price were examined. The automobile resource recovery industry was studied in terms of economic incentives for recycling and technical obstacles to recycling of deregistered automobiles. A macro-model of the economy, the EPA sponsored SEAS model, was used to study overall economic and environmental effects and to bring to light any secondary effects that might be important. This volume contains appendices covering the following subjects: (1) Future Material Composition in Automobiles; (2) Projections of Automobile Sales by Weight Class; (3) Automotive Use of Plastics and Recycling Possibilities; (4) Safety Aspects of Materials Substitution; (5) Energy Consequences.]]></description>
      <pubDate>Wed, 20 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56457</guid>
    </item>
    <item>
      <title>IMPACTS OF MATERIAL SUBSTITUTION IN AUTOMOBILE MANUFACTURE ON RESOURCE RECOVERY. VOLUME III. APPENDICES F-G</title>
      <link>https://trid.trb.org/View/56458</link>
      <description><![CDATA[This volume contains appendices covering the following subjects: (1) Future Scrap Requirements and Prospects for Automotive Recycling; (2) Demand, Availability, and Price of Steel and Substitute Materials for Automobile Manufacture.]]></description>
      <pubDate>Wed, 20 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56458</guid>
    </item>
    <item>
      <title>IMPACTS OF MATERIAL SUBSTITUTION IN AUTOMOBILE MANUFACTURE ON RESOURCE RECOVERY. VOLUME IV. APPENDICES H-J</title>
      <link>https://trid.trb.org/View/56459</link>
      <description><![CDATA[This volume contains appendices covering the following subjects: (1) Shredder Industry Survey; (2) Material Substitution and Automobile Performance; (3) Integrated Analysis of the Impact of Automobile Composition Changes Using the Strategic Environmental Assessment System.]]></description>
      <pubDate>Wed, 20 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56459</guid>
    </item>
    <item>
      <title>ASPHALT IMPROVEMENTS. AN INFORMATION BULLETIN OF THE TRANSPORTATION TASK FORCE OF THE URBAN CONSORTIUM FOR TECHNOLOGY INITIATIVES</title>
      <link>https://trid.trb.org/View/63207</link>
      <description><![CDATA[This report is one of eight bulletins prepared by the Transportation Task Force of the Urban Consortium for Technology Initiatives. Among issues and problems covered are costs, concrete as a substitute for asphalt, asphalt additives and recycling, aggregates, anti-skid properties of various materials, and productivity. Also included are a list of contacts and current programs, and an annotated bibliography highlighting references on general asphalt usage, state of art, recycling, heater-planer regulations, and skid resistance.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63207</guid>
    </item>
    <item>
      <title>IMPACTS OF MATERIAL SUBSTITUTION IN AUTOMOBILE MANUFACTURE ON RESOURCE RECOVERY. VOLUME I. RESULTS AND SUMMARY</title>
      <link>https://trid.trb.org/View/63376</link>
      <description><![CDATA[The study reported here was undertaken to focus on a particular aspect of resource recovery from automobiles; namely, the long-range technical, environmental, and economic consequences of changes in the materials input into the manufacture of automobiles. That radical changes in automobile materials consumption are taking place, and will continue, is readily apparent; cars are becoming smaller and lighter and major efforts are being made to improve their fuel economy; lighter weight materials, particularly aluminum and plastics, are being emphasized as replacement for traditional materials. The study has been subdivided into four parts as follows: (1) A quantification of the trends in automobile material composition in the period from now to the 1980-1990 decade; (2) An examination of technological and economic problems associated with materials characteristics, availability, and price which could constrain an evident trend toward the use of lighter metals and plastics in automobiles; (3) A study of the automobile recycling industry to determine if the perceived changes in automobile materials composition might either alter economic incentives, or present technical problems in recycling automobiles; (4) A study of long-range economic and environmental effects using a macromodel of the U.S. economy, the SEAS (Strategic Environmental Assessment System) model, developed under the auspices of EPA.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63376</guid>
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