<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+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7U3RyZWV0IG1haW50ZW5hbmNlJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7U3RyZWV0IG1haW50ZW5hbmNlJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" 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>STREETS AND HIGHWAYS. STREET SWEEPING DIGEST</title>
      <link>https://trid.trb.org/View/295952</link>
      <description><![CDATA[This digest describes street maintenance efforts in various states.  In Napervill, Illinois, the sweeper, an E-10A, is on the road in spring, summer, and fall.  During winter, it keeps arterials clean and helps the spring clean-up.  The cleaner is also used on a variety of other jobs such as vacuum millings produced by asphalt cold-planing machines. In Newark, New Jersey, the sweeping has been privatized for a more cost-effective delivery, and to create competition between municipal and contracted employees, thereby increasing productivity.  City and contract sweeping operations are briefly described, as well as the monitoring and control provisions.  It was found that the cost per curb mile cleaned for the municipally swept area was $94, while the cost for the contracted areas was $44 to $51.  The areas cleaned and the equipment used were comparable.  It was found that decreasing the number of municipal motorbooms increased the efficiency of the municipal operation.  The city saved about $1 million as a result of privatization.  A Wisconsin city's experience with small, versatile sweepers, and their efficiency and economy is described.  Boston's experience with mechanical street sweepers is also described.]]></description>
      <pubDate>Thu, 31 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/295952</guid>
    </item>
    <item>
      <title>LABOR SAVING INVENTION FOR ROAD MAINTENANCE</title>
      <link>https://trid.trb.org/View/348166</link>
      <description><![CDATA[Sunset Hills, Missouri, has several miles of uncurbed asphalt pavement, creating a problem with lane drop-off caused by new overlays and stormwater erosion.  The usual maintenance method was time consuming and messy.  Street foreman Robert Riggs changed this process into an easy, safe, and less labor intensive process.  He started with one of the city's two-ton dump trucks equipped with a two-way tipper spreader body.  After removing the spinner used to spread deicing salt, he installed a drag box made from scrap snowplow blades.  The frame for the drag box was bolted onto the truck frame for easy removal.  The driver moves along the edge of the roadway facing traffic while discharging gravel into the drag box using the spreader controls in the cab.  The drag box is pulled with one side riding on the edge of the pavement and the other side on the shoulder. The box has an adjustable gate at the back to control the amount of material spread and the weight of the box strikes off the material to a level just above the height of the pavement. A shoe welded to the bottom of the drag box helps it to slide along the ground and keeps it level.  An employee walks along next to the spreader and communicates with the driver to control the amount of gravel discharged.  The rear wheels of the truck provide initial compaction of the placed gravel.  Final compaction is provided by a self-propelled one-ton walk-behind roller.  When the project is finished, the box detaches easily and is hung on the front of the truck while the roller hooks to the tailgate for transport to the next street.]]></description>
      <pubDate>Tue, 31 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/348166</guid>
    </item>
    <item>
      <title>RESTORING MEMORY LANE</title>
      <link>https://trid.trb.org/View/541273</link>
      <description><![CDATA[Until the introduction of geotextiles, the restoration of aging brick streets in historically significant communities was considered a financial liability.  As a result, such streets deteriorated, experiencing uneven pavement surfaces from paver channeling, settlement, pop-outs, and shoving caused by subgrade failure and fine-grained (less than 200 sieve/.08 mm) soil contamination of the underlying crushed-stone aggregate base. Use of a nonwoven geotextile separator to solve these problems has helped reduce the cost of restoring historically significant brick streets.  In 1997, a pilot restoration project was launched in Kirksville, Missouri, a community that features many miles of brick streets.  Because restoration-cost control was critical for the small community, they required a construction cost comparable to that of Portland-cement concrete (PCC) or full-depth asphalt. The project incorporated a nonwoven geotextile-separator mattress design, which contributed to its affordability.  It was found that a geotextile separator/moisture barrier (mattress design) for brick-street restoration, used in conjunction with monolithic PCC curbs, gutters, and intersections, can help frame a restored brick pavement and enhance future function and stability.  The use of geotextile layers to encapsulate a compacted crushed-stone base also can add to the design life of historic streets that already have survived 90 years.]]></description>
      <pubDate>Mon, 30 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541273</guid>
    </item>
    <item>
      <title>WARMING UP TO TECHNOLOGY</title>
      <link>https://trid.trb.org/View/487032</link>
      <description><![CDATA[In the battle to control snow and ice, street and highway officials are turning to computer software, weather-monitoring equipment, and anti-icing sprays.  Road weather information systems (RWIS) and anti-icing frequently go hand-in-hand, because the former helps determine the composition of the latter--the blend, concentrations, and types of chemicals that will be applied to the roadway.  Some RWIS are integrated with automated bridge deck anti-icing systems featuring nozzles that spray the roadway with anti-icing chemicals pumped from storage tanks underneath the bridge.  Other bridges use electrically heated pavement to melt snow or ice.  Incompatibility of RWIS hardware and software from different manufacturers has made for a modern day Tower of Babel, but the Joint Committee on the National Transportation Communications for ITS Protocol is currently trying to hash out a uniform communications protocol for RWIS. Aside from the pervasive anti-icing and high-tech initiatives, numerous pilot programs are under way for new equipment and approaches. Prototype snow plows being tested by the Iowa, Minnesota, and Michigan departments of transportation are loaded with high-tech equipment that monitors consumption of salt and chemicals, while global positioning systems enable dispatchers to easily track the plows.  Sidebars highlight the Maryland Snow College and a variable message sign system in the Snoqualmie Pass that reflects frequently changing road and weather conditions.]]></description>
      <pubDate>Thu, 25 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487032</guid>
    </item>
    <item>
      <title>IOWA CITY LIABLE FOR COLLISION WITH DISABLED MACHINERY ON HIGHWAY</title>
      <link>https://trid.trb.org/View/475731</link>
      <description><![CDATA[A motorist and his wife sued the City of Council Bluffs, Iowa, to recover for injuries he and his passenger received in an early morning crash.  The vehicle the motorist was driving was owned by his wife.  He struck the city's disabled street sweeper, which was parked on the highway.  The plaintiffs alleged that the street sweeper's lights were not on at the time of the crash and that the city did not take any action to warn motorists of the machine's location on the highway.  A jury in the District Court, Pottawattamie County, returned a verdict against the city and the driver of the street sweeper.  When the city appealed, the Supreme Court of Iowa held that the city was not immune from liability and affirmed the lower court's decision.]]></description>
      <pubDate>Mon, 09 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475731</guid>
    </item>
    <item>
      <title>SOLVING WSDOT'S OPERATIONAL ENVIRONMENTAL PROBLEMS</title>
      <link>https://trid.trb.org/View/575449</link>
      <description><![CDATA[The Washington State Department of Transportation (WSDOT) shares the problem of management of street wastes (vactor & sweepings) with local government.  Until the past two years, the Department and local government have been decanting in the field and disposing the solids in pitsites.  With the implementation of the Municipal National Pollutant Discharge Elimination System (NPDES) permit and keener interest in the wastes by state and local regulators, generators of this material have been evaluating options, and costs, for more environmentally safe waste management practices.  Through a biennial funding package, beginning in 1993, WSDOT has begun to fund multi user street waste management facilities.  Funding is contingent on local government ownership of the facility, use by WSDOT and all other local generators, and retention by WSDOT of its decanted volume. Five decant/dewatering facilities were committed to the last biennium and four or five more are being funded this biennium. Until recently, the options for handling the dewatered material were limited.  Several developments occurred, including:  1) recognition that the accepted analytical method was registering false positives, 2) acceptance by the regulatory agencies for reuse of the material without treatment in maintenance projects, and 3) acceptance by WSDOT regional landscape staff to use the material as a soil amendment.  WSDOT is beginning to use dewatered vactor wastes and screened sweepings in roadside soil improvement projects and anticipates that its annual volume of 10,000 cubic meters of vactor solids and approximately 30,000 cubic meters of sweepings will be reused for beneficial purposes rather than disposed at considerable costs in landfills.]]></description>
      <pubDate>Tue, 08 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575449</guid>
    </item>
    <item>
      <title>HOUSTON NEIGHBORHOODS PROGRAM GETS TOP HONORS</title>
      <link>https://trid.trb.org/View/481738</link>
      <description><![CDATA[Neighborhoods to Standard (NTS) is an award-winning Houston (Texas) infrastructure maintenance program initiated by Mayor Bob Lanier.  The program focuses on simple infrastructure maintenance to revitalize inner-city neighborhoods.  NTS has made a huge impact on 57 Houston neighborhoods via resurfacing roadways, installing or converting street lights, removing trash, cleaning ditches, upgrading water and wastewater service, constructing sidewalks adjacent to schools, repairing traffic signals, and upgrading parks.  About $75 million has been spent in the first 4 years of the NTS program.  This article describes the NTS program including its administration, contact points, and priorities.  In Houston's NTS neighborhoods, property values are up, tax revenue is up, crime is down, and attendance in parks is up.]]></description>
      <pubDate>Thu, 06 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481738</guid>
    </item>
    <item>
      <title>AN ASSESSMENT OF THE FISCAL CAPACITY OF TEXAS CITIES AND COUNTIES AND THEIR ABILITY TO MEET LOCAL STREET CONSTRUCTION AND MAINTENANCE NEEDS THROUGH THE YEAR 2000. FINAL REPORT</title>
      <link>https://trid.trb.org/View/454687</link>
      <description><![CDATA[This study examines changes in the fiscal health of select Texas cities and counties from 1972 to 1992 and the relationship of those changes to the ability of local transportation agencies to maintain local roads and streets.  The fiscal health of two-thirds of the cities and counties in our group improved over the period in question; however, it has not translated into adequate spending required to maintain local roads and streets in an acceptable condition.  The authors found that declining fiscal health was accompanied by decreases in local road and street maintenance expenditures, and that these decreases were statistically related to a deterioration of locally maintained bridges and structures.  The report also includes forecasts of fiscal health and local road and street spending for 1995 and 2000.  The report concludes with some policy recommendations with respect to changes that may be required over the next decade in the manner in which the Texas Department of Transportation targets state aid to local transportation departments and metropolitan planning organizations.]]></description>
      <pubDate>Fri, 26 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454687</guid>
    </item>
    <item>
      <title>MAINTENANCE PRACTICES FOR LOCAL ROADS. VOLUME I - MAINTENANCE TECHNIQUES</title>
      <link>https://trid.trb.org/View/454583</link>
      <description><![CDATA[This manual is one of a series of four manuals designed to aid municipalities in Pennsylvania to administer, manage, and conduct road maintenance activities.  The objectives of the manual are to help municipal administrators and engineers to: Maintain both paved and unpaved roadway surfaces; Resurface and rehabilitate surfaces; Maintain and improve drainage; Maintain and place signs, pavement markings, and other traffic control devices; Maintain bridges; Conduct other maintenance activities such as street sweeping, weed control, and mowing; Remove snow and control ice; and Find sources for more detailed information and training.  The manual contains chapters on maintenance of the road surface, overlays and rehabilitation, drainage, traffic engineering and safety devices, bridges, roadside maintenance, snow and ice control, and traffic control in work zones.]]></description>
      <pubDate>Tue, 16 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454583</guid>
    </item>
    <item>
      <title>CLEANING OF ROAD SIGNS, MARKER POSTS AND ROAD MARKING</title>
      <link>https://trid.trb.org/View/408752</link>
      <description><![CDATA[Pavement wear due to studded tires combined with the use of deicing agents produce substantial amount of dirt which, by the spray of traffic, covers road sign boards and marker posts. The cleaning of signs and posts is essential to traffic safety and traffic flow. Over the last few years, the Norwegian Public Road Administration has led the successful development of equipment for cleaning road signs and marker posts. Equipment, in the price range of NOK 100.000 to 400.000, are now applied on all major national roads in Norway. The equipment is one-man operated, providing a safe and adequate working environment for the operator. The cleaning process uses hot water with a temperature of 60 to 90 degrees C and a pressure of 150 - 200 bars. No mechanical washing equipment such as brushes are used.]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408752</guid>
    </item>
    <item>
      <title>STATE AND LOCAL HIGHWAY TRAINING AND TECHNOLOGY RESOURCES</title>
      <link>https://trid.trb.org/View/406589</link>
      <description><![CDATA[This directory provides a list of training and technology resources developed through the Technology Transfer (T2) Center program, which was initiated by the Local Technical Assistance Program (LTAP) (formerly Rural Technical Assistance Program) to provide a transfer of technology to local road programs in governmental units of under 50,000 population.  Sources of data for the directory were the T2 Centers, State highway agencies, professional organizations, universities, and the Federal Highway Administration.  The directory is divided into sections by the following subjects:  bridges; drainage/roadside; equipment; general/management; operations; roads; and other resources.  For each resource the following are provided: title; the type of product (such as course, manual, or videocassette); the source of the item; a contact who can give further information; the cost of the item; a short description of the product; and the targeted audience.  A title index is provided as well as a list of the LTAP Technology Transfer Centers.]]></description>
      <pubDate>Mon, 11 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406589</guid>
    </item>
    <item>
      <title>THE SHORT LIFE OF A HOLE IN THE STREET</title>
      <link>https://trid.trb.org/View/107231</link>
      <description><![CDATA[CHICAGO'S NEW STREET MAINTENANCE SYSTEM USES AN IBM CARD, A TELETYPE SYSTEM, A TWO-WAY-RADIO COMMUNICATIONS NET AND SOME SPECIAL FORMS TO CODE WORK PERFORMED FOR DATA PROCESSING. THE SYSTEM IS DESCRIBED THAT PROVIDES ONE DAY MAINTENANCE SERVICE ON STREET REPAIRS AND KEEPS CLOSE TABS ON MAINTENANCE COSTS. THE PUNCH CARD RECORDS KEEP TRACK OF EQUIPMENT USAGE ON CITY MAINTENANCE WORK.]]></description>
      <pubDate>Fri, 01 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107231</guid>
    </item>
    <item>
      <title>STREET MAINTENANCE-TACTICS AND TECHNIQUES</title>
      <link>https://trid.trb.org/View/108552</link>
      <description><![CDATA[THE IMPORTANCE OF KEEPING GOOD RECORDS ON STREET MAINTENANCE AND LEVEL OF SERVICE IS EMPHASIZED. THE MAINTENANCE PLAN CALLS FOR AN INVENTORY OF STREETS WHICH HAVE NOT RECEIVED ATTENTION FOR THE PRECEDING FIVE YEARS. LATEX RUBBER ADDITIVE FOR RESURFACING AND SEALING HAS BEEN FOUND SATISFACTORY. THE LATEX ADDS RESISTANCE TO WATER PENETRATION AND TO CRACK REFLECTION. LATEX HAS ALSO CUT THE LOSS OF CHIPS FROM CHIP SEALS. IT KEEPS CHIPS IN PLACE WHEN CARS ACCELERATED OR STOPPED SHORTLY AFTER TRAFFIC WAS ALLOWED TO USE THE NEWLY SEALED STREET. FAST-DRY PAINT IS USED TO ALLOW TRAFFIC TO CROSS STREET MARKINGS WITHOUT TRACKING IN 12 TO 15 MINUTES. THE USE OF RAISED, REFLECTORIZED MARKERS IS SUCCESSFULLY REPORTED. THE NEED FOR GOOD MAINTENANCE EQUIPMENT AND GOOD RECORDS OF MAINTENANCE ARE STRESSED.]]></description>
      <pubDate>Sun, 15 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108552</guid>
    </item>
    <item>
      <title>GRASSY SWALES TO CONTROL HIGHWAY WATER QUALITY RUNOFF</title>
      <link>https://trid.trb.org/View/389632</link>
      <description><![CDATA[The authors propose grassy swales for roadsides for new or upgraded highway facilities to provide water quality benefits. The proposal applies to state and local agencies responsible for highway infrastructure development, restoration, and maintenance.  The concept is to incorporate grassy swales into land development street design and into highway repair activities.  Vegetated side ditches are known to provide significant suspended solids and phosphorus reductions.  Within urban to suburban developments, the tendency has been to require relatively expensive curb-and-gutter street cross sections from developers.  Curbs and gutters concentrate storm flow and its suspended sediments, including phosphorus, and this contributes to non-point source pollutant loadings from developed areas. Providing grassy swale shoulders with underground storm drains to pick up flows that are on erosion thresholds may be an attractive alternative for new projects or for curb and gutter replacement if right-of-way costs are not a major factor. Concentrated flows would be slowed and subject to sediment deposition in swales.  Highway, road, and particularly local street developments could cost less, be more attractive, and provide water quality benefits for nutrient and suspended solids removal with the use of grassy swales.]]></description>
      <pubDate>Mon, 11 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/389632</guid>
    </item>
    <item>
      <title>APPROACH TO MAINTENANCE MANAGEMENT</title>
      <link>https://trid.trb.org/View/110698</link>
      <description><![CDATA[THE BUREAU OF STREET MAINTENANCE IS ONE OF TWELVE BUREAUS WHICH MAKE UP THE DEPARTMENT OF PUBLIC WORKS OF THE CITY OF LOS ANGELES. THE BUREAU IS RESPONSIBLE FOR FOUR MAJOR FUNCTIONS WHICH ARE ASSIGNED TO THE FOLLOWING FOUR FUNCTIONAL DIVISIONS: (1) STREET MAINTENANCE DIVISION, (2) STREET TREE DIVISION, (3) BLOCK CLEANING DIVISION AND (4) STREET USE INSPECTION DIVISION. IN ADDITION TO THE FOUR FUNCTIONAL DIVISIONS THERE IS AN EQUIPMENT AND SUPPLY DIVISION WHICH IS A SERVICE ORGANIZATION WHICH PURCHASES AND MAINTAINS EQUIPMENT AND SUPPLIES FOR ALL FUNCTIONAL DIVISIONS. INDUSTRIAL ENGINEERING PRINCIPLES WERE APPLIED TO THE WORK OF THE STREET MAINTENANCE DIVISION UNDER CONTRACT AGREEMENT WITH A CONSULTING FIRM TO SURVEY OPERATIONS. THE FIRST ACTIVITY OF THE CONSULTING FIRM WAS TO SELECT, BY SPECIAL EXAMINATION, A GROUP OF METHODS AND STANDARDS TECHNICIANS COMPOSED OF EMPLOYEES OF THE BUREAU OF STREET MAINTENANCE. FOLLOWING THE SELECTION AND TRAINING, THE METHODS AND STANDARDS SECTION WAS ACTIVATED AND WORK STARTED. SEVENTEEN WEEKS OF STUDY INCLUDED SCIENTIFIC ANALYSIS OF THE WORK ASSIGNED TO THE CREWS, THE WORK ASSIGNED TO EACH MAN IN EACH CREW, AND EACH ESSENTIAL MOVEMENT OF EVERY MAN IN THE CREW. MEASUREMENT AND TABULATION WERE MADE OF ENFORCED DELAYS, OR THE WORKING TIME, WHEN ONLY ONE OPERATION CAN BE PERFORMED AT A GIVEN TIME, AND THE BALANCE OF THE CREW MUST WAIT. CHARTS ARE PRESENTED ON DELAY AND CREW COSTS. IT WAS RECOMMENDED THAT 21 FOUR-MAN CREWS BE REDUCED TO TWO-MAN CREWS. A FORM OF CONTROL WAS ESTABLISHED AND IS BEING EXTENDED TO ALL CREWS ENGAGED IN STREET MAINTENANCE WORK ON A CITY-WIDE BASIS. A SECOND CONTRACT WAS MADE WITH THE SAME MANAGEMENT FIRM TO EXTEND MANAGEMENT CONTROL COVERAGE TO THE EQUIPMENT SUPPLY DIVISION. THE FOLLOWING MECHANICAL REPAIR STANDARDS WERE DEVELOPED FOR: (1) HEAVY-DUTY EQUIPMENT AS GRADERS, SKIPLOADERS, GRADALLS, (2) TRUCKS (DUMPS, FLUSHERS, SWEEPERS, ETC.), AND STANDARDS WERE DEVELOPED TO EXTEND COVERAGE FOR TIRE REPAIR SECTION, AUTO ELECTRICIANS SECTION, SWEEPER BROOM SHOP SECTION, LUBRICATION AND PREVENTIVE MAINTENANCE SECTION, MACHINE SHOP SECTION, AND ENGINE REBUILD SECTION. A THIRD CONTRACT WAS SIGNED TO EXTEND COVERAGE TO THE RESURFACING AND SPECIAL PROJECT SECTION OF THE STREET MAINTENANCE DIVISION. THIS PROGRAM WITHIN THE BUREAU HAS PRODUCED A NET LABOR SAVINGS OF $4,339,344. EMPHASIS PLACED ON MINIMUM TRAVEL MILES RESULTED IN PURCHASE OF $23,000.00 LESS GASOLINE. ALL INSTALLATIONS HAVE SHOWN SIZEABLE SAVINGS. IT IS CONCLUDED THAT IT PAYS TO ANALYZE THE WORK OF CREWS SCIENTIFICALLY, AND IN MINUTE DETAIL, BOTH AS TO SIZE OF CREW AND IN EVERY DETAIL OF THEIR WORK.]]></description>
      <pubDate>Thu, 10 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110698</guid>
    </item>
  </channel>
</rss>