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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>Transport Research International Documentation (TRID)</title>
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      <title>THIRD INTERIM REPORT ON STATUS OF GAS TURBINE TRANSIT BUS DEMONSTRATION PROGRAM</title>
      <link>https://trid.trb.org/View/162417</link>
      <description><![CDATA[Progress in a program for demonstrating the use of gas turbines in city buses is reported. Five prototype gas turbine engines, Model GT-40404, manufactured by the Detroit Diesel Allison Division of General Motors Corporation, are being integrated into five RTS-II model transit coaches, manufactured by General Motors Corporation and supplied by the Mass Transit Administration (MTA) of Baltimore, Maryland. They will be acceptance tested at the Transportation Research Center proving grounds in Ohio, where one gas turbine coach will also be performance and mileage tested against a diesel RTS-II coach. The first diesel-to-turbine engine conversion is done. The second conversion is almost completed. The demonstration plan for the 5 gas turbine coaches has been finalized. (ERA citation 05:030836)]]></description>
      <pubDate>Tue, 18 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162417</guid>
    </item>
    <item>
      <title>EVALUATION OF FEDERAL FABRICS-FIBERS ELECTROCHEMICAL CAPACITORS</title>
      <link>https://trid.trb.org/View/484642</link>
      <description><![CDATA[The electrochemical capacitor devices described in this report were deliverables from the US Department of Energy-Idaho Operations Office as part of DOE High Power Energy Storage Program.  The Idaho National Engineering and Environmental Laboratory (INEL) has the responsibility for technical management, testing, and evaluation of high-power batteries and electrochemical capacitors under this program.  This report describes performance testing on four selected devices delivered over a 2-year period.]]></description>
      <pubDate>Sun, 26 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/484642</guid>
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      <title>PERFORMANCE-RELATED TESTING OF HEAVY LOADED SWISS ASPHALT CONCRETE SURFACE COURSES (WITH DISCUSSION)</title>
      <link>https://trid.trb.org/View/487718</link>
      <description><![CDATA[This investigation follows earlier studies of long term pavement performance of heavy loaded freeway sections in Switzerland. The original studies focused on permanent deformation, volumetric and Marshall properties, and creep behavior of all the pavement layers. This paper addresses the performance of the surface course and material properties as measured by the Thermal Stress Restrained Specimen Test (TSRST), the Repetitive Simple Shear test at Constant Height (RSST-CH), and the resilient modulus test (ASTM D4123).]]></description>
      <pubDate>Mon, 13 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487718</guid>
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      <title>INDUSTRY UPDATE ON SUPERPAVE IMPLEMENTATION: APPLYING YESTERDAY'S EXPERIENCE TO TOMORROW'S TECHNOLOGY WITH TODAY'S COMMON SENSE. DRAFT REPORT</title>
      <link>https://trid.trb.org/View/473917</link>
      <description><![CDATA[The purpose of this document is to provide an update on Superpave implementation and to offer Hot Mix Asphalt (HMA) industry perspective on the implementation process.  Specific implementation issues which are addressed are:  field management; aggregate considerations; binder management; mixture design; use of recycled asphalt pavement (RAP); non-dense graded mixes; matching design requirements to traffic volume; performance testing; and training.]]></description>
      <pubDate>Thu, 30 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/473917</guid>
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    <item>
      <title>ASPHALT/BINDER-AGGREGATE MIX DESIGN AND ANALYSIS - A PERFORMANCE-BASED APPROACH</title>
      <link>https://trid.trb.org/View/476506</link>
      <description><![CDATA[Two objectives of the Strategic Highway Research Program (SHRP) Asphalt Program, completed in 1993, were to develop a series of Accelerated Performance Tests (APTs) for asphalt-aggregate mixes and to provide recommendations for their use in mix design and analysis.  Two of the tests developed were a flexural beam test for fatigue and a simple shear device for permanent deformation. Mix design/analysis procedures using these tests were also formulated.  This paper describes a portion of mix design and analysis procedures which evolved from the SHRP research and includes improvements/modifications which have been incorporated since 1993.  Included in the design procedures are consideration of reliability and mix evaluation at a single test temperature. The design methodology assumes the following: a trial mix has been identified; traffic and environmental conditions have been determined; and the pavement cross-section has been designed. The paper also includes a brief discussion of conditioning procedures, including aging and water, to ensure that the specimens tested in the APTs are representative of those in situ. Specimen compaction is also briefly discussed including its influence on mix properties.]]></description>
      <pubDate>Tue, 03 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/476506</guid>
    </item>
    <item>
      <title>VERIFICATION, VALIDATION AND EVALUATION OF TCM, A KNOWLEDGE-BASED SYSTEM FOR TRAFFIC CONGESTION MANAGEMENT</title>
      <link>https://trid.trb.org/View/476590</link>
      <description><![CDATA[This paper reports on the evaluation of a real-time knowledge-based system for operator decision support in traffic congestion management.  The evaluation process was conducted following, when possible, the guidelines contained in the Federal Highway Administration Handbook for the Verification, Validation, and Evaluation of Expert Systems.  This report emphasizes the definition of the problem the system addresses, the description of the solution requirements, the validation of the knowledge base, through the verification of its completeness and consistency, and the definition of the methodology that is going to be employed for testing the system performance.  A detailed example of the application of the guidelines to a small part of an expert system for traffic management is described in the Appendix of this report.]]></description>
      <pubDate>Mon, 02 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/476590</guid>
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    <item>
      <title>THE SUPERPAVE GRADATION RESTRICTED ZONE AND PERFORMANCE TESTING WITH THE GEORGIA LOADED WHEEL TESTER</title>
      <link>https://trid.trb.org/View/577407</link>
      <description><![CDATA[Guidelines for the new hot-mix asphalt design system, Superpave, were developed under the Strategic Highway Research Program. One of the most controversial components of this system is the aggregate gradation restricted zone.  This restricted zone was adopted as a gradation specification primarily to deter the use of high levels of natural sand in high-performance mixes.  By designing mixes with gradations that avoid the restricted zone (i.e., limit natural sand), the internal strength provided by internal friction could be improved.  Some agencies question the validity of the restricted zone.  The specified gradations of many current mixes contain bands that enter the restricted zone, but the mixes have performed well for years in actual field conditions.  The Georgia Department of Transportation (GDOT) currently specifies several standard mixes with gradations that enter the restricted zone and still perform well.  These high-performance mixes contain good quality, 100% manufactured aggregates and no natural sand.  GDOT recommends that the Georgia loaded wheel tester or some other proof tester be incorporated into the mix design process to screen mixes before rejecting them solely because their combined gradation enters the restricted zone.  If mixes having combined gradations that enter the restricted zone are categorically rejected, mixes that are economical for the purpose intended may be rejected in the process.]]></description>
      <pubDate>Wed, 22 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577407</guid>
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    <item>
      <title>URBAN TRAFFIC CALMING TREATMENTS: PERFORMANCE MEASURES AND DESIGN CONFORMANCE</title>
      <link>https://trid.trb.org/View/576526</link>
      <description><![CDATA[Traffic calming measures have been adopted and implemented in numerous locations.  Many agencies within the United States have already begun to implement applications and have forged ahead with new and innovative ideas and designs.  National criteria must be kept up to date in order to keep pace with ever increasing demands and expectations citizens place on the surface transportation system.  This article discusses a variety of traffic calming treatments, a framework for measuring performance and conformance with national guidelines.]]></description>
      <pubDate>Tue, 23 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576526</guid>
    </item>
    <item>
      <title>NONDESTRUCTIVE DETERMINATION OF RESPONSE OF SHEAR KEYS TO ENVIRONMENTAL AND STRUCTURAL CYCLIC LOADING</title>
      <link>https://trid.trb.org/View/576785</link>
      <description><![CDATA[Adjacent box girder bridges use grouted shear keys to share loads among beams.  These keys tend to crack and leak.  A full-scale portion of an adjacent box girder bridge is being used to test the performance of grouted shear keys under environmental and cyclic loads.  The pulse velocity method is employed to find cracks in the shear keys.  Two separate tests were conducted.  In the first, shear keys that were grouted in late autumn cracked soon after casting, before any load had been applied.  Data from instruments embedded in the beams and shear keys showed large discontinuities in strain caused by freezing temperatures.  The strains were much larger than strains that occurred under loads corresponding to the weight of an HS20-44 truck.  The beams were subjected to 41,000 cycles of loading, simulating HS20-44 wheel loads.  No new cracking occurred from the loading, but cracks caused by temperature propagated under loads.  In the second test, the keys were grouted in summer. Higher temperatures caused by the sun's heat on the top of the beams again caused large thermal strains, which cracked the shear keys.  These keys were subjected to 1,000,000 cycles of load corresponding to an HS20-44 wheel load.  As in the first test, the load itself did not cause new cracks but the existing thermal cracks propagated under the load.]]></description>
      <pubDate>Mon, 08 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576785</guid>
    </item>
    <item>
      <title>USE OF COMPOSITE TESTING FOR EVALUATION OF KEYWAY GROUT FOR PRECAST PRESTRESSED BRIDGE BEAMS</title>
      <link>https://trid.trb.org/View/576350</link>
      <description><![CDATA[Precast, prestressed concrete voided members are used in bridge decks.  All members have keyway joints which are later grouted to provide shear capacity across adjacent members.  Typically, a non-shrink grout is used to fill the keyway joint formed by two female-to-female shapes in the precast members.  Even though these decks can be overlaid with portland cement or asphaltic concrete, these types of keyway joints often develop leaks on the underside of the bridge deck, wicking chloride laden salts into the precast concrete.  Corrosion has been noted in beams adjacent to the keyway joints.  Cracking in the overlay above the joint is seen in the field providing access of the chloride laden deicing chemicals or sea sprays.  Non-shrink grout is a poor choice for the grouting of these keyways. Designed for correction of vertical settlement shrinkage due to bleeding, these types of grouts generally develop long-term drying shrinkage upon exposure to air.  Loss of interface bond between the grout and the member occurs, and shrinkage adjacent to the precast member is noticed in the field.  Vertical faulting has been observed, indicating poor load transfer across adjacent members.  A lab study compared non-shrink grout with magnesium ammonium phosphate mortar in keyway-shaped composite specimens comprising both the grout and the keyway assembly.  These specimens were initially tested in direct tension, vertical shear, and longitudinal shear.  A minimum 250 percent increase in performance was observed with the magnesium ammonium phosphate grout compared to non-shrink grout in initial tests.  Longer term testing indicates virtually no loss in performance with the magnesium ammonium phosphate keyway mortar while the non-shrink grout lost 36 percent of its initial capacity after longer drying shrinkage.  Differences may be due to the better bond strength and lower drying shrinkage of these types of mortars compared to the non-shrink grouts which are in use by most DOTs in the U.S.]]></description>
      <pubDate>Mon, 25 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576350</guid>
    </item>
    <item>
      <title>TSIS: ADVANCED TRAFFIC SOFTWARE TOOLS FOR THE USER</title>
      <link>https://trid.trb.org/View/576075</link>
      <description><![CDATA[In an effort to develop a standard platform, the Federal Highway Administration (FHWA) has commissioned the continued development of the Traffic Software Integrated System (TSIS).  The major goals of the TSIS initiative are to provide both a user interface that is intuitive and a platform for integrating transportation models.  This will make FHWA's TRAF tools available to many more traffic engineers by reducing the time required to:  (1) create traffic networks by reducing the labor-intensive, error-prone means presently available, and (2) learn how to operate the models and interpret their cryptic results.  TSIS integrates a number of widely utilized traffic engineering packages including (1) FHWA's new microscopic traffic simulator, (2) a graphical input processor, (3) the traffic visualization package, and (4) signal optimization software.  TSIS also improves the operability of CORSIM.  This gives traffic engineers new opportunities to test scenarios to relieve traffic congestion, determine the effects of integrating freeway and corridor traffic by coordinating ramp meters and signal control strategies, and test and demonstrate the utility of adaptive signal control.  Until recently, demonstrating the integration of these systems to reduce congestion was limited to either research performed in field tests or through traffic flow theory.  For the first time, these models are becoming user-friendly and powerful enough to demonstrate these advancements in a laboratory-like, controlled environment.]]></description>
      <pubDate>Wed, 20 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576075</guid>
    </item>
    <item>
      <title>MODELING BOLTED CONNECTIONS IN WOOD: REVIEW</title>
      <link>https://trid.trb.org/View/576379</link>
      <description><![CDATA[This paper presents a discussion of salient issues surrounding the modeling and performance of bolted connections in wood construction.  To understand the complex behavior of bolted joints under a load, a number of key issues related to connection geometry, material, and mechanics need to be understood.  Issues addressed in this paper include the design philosophy of bolted joints (allowable stress and reliability-based design), the influence of connection geometry on behavior under load, and a discussion of previous models that have been used to predict connection performance.  Discussions of the key models used to predict connection load behavior, including the European yield model, which currently serves as the basis for allowable connection load in U.S. codes, and various failure criteria are presented.  Of particular interest is the discussion of the strengths and weaknesses of the two-dimensional (2D) models that have been used historically to quantify connection behavior.  These are seen relative to developments in three-dimensional (3D) modeling of bolted connections.  The contributions of modeling pin/wood contact surfaces to connection behavior prediction are also considered.]]></description>
      <pubDate>Sat, 16 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576379</guid>
    </item>
    <item>
      <title>WESTRACK: PERFORMANCE TESTING FOR QUALITY ROADS</title>
      <link>https://trid.trb.org/View/572791</link>
      <description><![CDATA[Driverless trucks, their triple trailers in tow, drone through the sweltering days and frigid nights of western Nevada's high desert.  They will travel steadily along their 2.9 km oval track at a constant 65 mph for up to 21 hours a day, 7 days a week for a full two years.  WesTrack is a state-of-the-art pavement performance project being carried out at the Nevada Automotive Test Center.  The specially built track contains 26 test sections that will provide valuable information on hot-mix asphalt (HMA) construction.  The specific purpose of WesTrack's multiple test sections is to duplicate the range of materials and construction quality that may be found on the nation's roadways and demonstrate how well or poorly they perform relative to each other.  Performance is being monitored by watching the development of rutting and fatigue cracking in each section.]]></description>
      <pubDate>Tue, 29 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572791</guid>
    </item>
    <item>
      <title>TESTING THE PERFORMANCE OF COPPER-CLAD REINFORCING BARS</title>
      <link>https://trid.trb.org/View/574825</link>
      <description><![CDATA[The use of corrosion-resistant reinforcing bars for design lives greater than 50 years has received increased attention over the past 20 years. Interest has been shown in the use of metallic coatings for steel reinforcing bars and new types of solid corrosion-resistant steel. To date, no significant structures have been constructed using these materials: however, several long-term laboratory tests have been conducted showing that copper-clad bars may be a viable option for corrosion protection. This paper discusses the performance of copper-clad bars in concrete in relation to black bars.]]></description>
      <pubDate>Fri, 27 Jun 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574825</guid>
    </item>
    <item>
      <title>IVHS COUNTERMEASURES FOR REAR-END COLLISIONS, TASK 3--TEST RESULTS</title>
      <link>https://trid.trb.org/View/479008</link>
      <description><![CDATA[The IVHS Countermeasures for Rear-End Collisions program's primary objective is the development of practical performance guidelines or specifications for rear-end collision avoidance systems.  This work focuses on light vehicles only and emphasizes autonomous in-vehicle-based equipment.  This Task 3 interim report presents the results of the tests carried out on existing collision-avoidance systems.  These systems were tested to determine limits, boundaries, and capabilities of the systems, to help in formulating performance requirements relative to IVHS safety needs, and to eliminate technologies that are not appropriate as potential rear-end collision countermeasures.  Covered in the report is the plan for testing, contacts made with suppliers, an overview of the instrumentation, results, and summary.  The existing systems selected for testing were to be complete systems consisting of all components and subsystems needed for sensing, data processing and interfacing with the driver and/or vehicle. System tests were performed in the laboratory and in the field. Human factors testing was performed at the University of Iowa. The results presented in this report are based on a limited amount of work carried out with limited interaction with the academic, research, and industry communities.]]></description>
      <pubDate>Fri, 02 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479008</guid>
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