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    <title>Transport Research International Documentation (TRID)</title>
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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>GYRATORY COMPACTION OF SOIL: REPORT 1, PIT-RUN CLAY GRAVEL, DATA REPORT</title>
      <link>https://trid.trb.org/View/122559</link>
      <description><![CDATA[TESTS WERE PERFORMED TO DETERMINE THE EFFECT OF THE GYRATORY COMPACTOR'S THREE VARIABLES (ANGLE OF GYRATION, VERTICAL PRESSURE, AND NUMBER OF REVOLUTIONS) ON COMPACTION CHARACTERISTICS OF PIT-RUN CLAY GRAVEL. GYRATORY MOISTURE- DENSITY RELATIONS WERE DETERMINED BY MAINTAINING TWO OF THE THREE VARIABLES CONSTANT WHILE THE THIRD WAS ALLOWED TO VARY THROUGH A PREDETERMINED RANGE. THIS PROCEDURE WAS REPEATED FOR EACH VARIABLE. OTHER INFORMATION OBTAINED FROM THE TESTS INCLUDED SAMPLE REBOUND AFTER GYRATION, CALIFORNIA BEARING RATIOS INDICATING COMPARATIVE SOIL STRENGTH, STATIC-PRESSURE COMPACTION, REPRODUCIBILITY OF GYRATORY COMPACTION RESULTS, AND AMOUNT OF AGGREGATE DEGRADATION. THE DATA FROM GYRATORY COMPACTED SAMPLES DEMONSTRATED EXCELLENT REPRODUCIBILITY OF COMPACTION CHARACTERISTICS. REPRODUCIBILITY OF CBR TEST RESULTS, HOWEVER, WAS INCONCLUSIVE BECAUSE OF THE AGGREGATE EFFECT ON PISTON PENETRATION. THESE DATA ARE TO BE USED LATER IN EXPLORING THE USE OF THE GYRATORY COMPACTOR IN THE DESIGN OF PAVEMENT STRUCTURES. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:43:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/122559</guid>
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    <item>
      <title>Use of Soil-Cement Mixtures for Base Courses</title>
      <link>https://trid.trb.org/View/122047</link>
      <description><![CDATA[THE LATEST INFORMATION IS AVAILABLE ON THE MATERIALS AND CONSTRUCTION METHODS IN USE FOR BUILDING SOIL-CEMENT BASE COURSES FOR PAVEMENTS. THE TYPES OF SOIL-CEMENT CONSTRUCTION DESCRIBED COVER THE INCORPORATION OF CEMENT WITH SUBGRADE SOILS, BORROW SOILS, PIT-RUN MATERIALS AND COMBINATIONS OF THESE MATERIALS BY MIXED-IN-PLACE, TRAVELING AND STATIONARY PLANT METHODS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/122047</guid>
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    <item>
      <title>COMPARISON OF SOIL-AGGREGATE MIXTURE STRENGTH BY TWO METHODS</title>
      <link>https://trid.trb.org/View/121681</link>
      <description><![CDATA[THIS INVESTIGATION WAS MADE TO PROVIDE DATA FOR COMPARING AND RELATING THE STRENGTH VALUES OF SOIL-AGGREGATE ROAD MATERIALS AS DETERMINED IN PLACE BY THE BURGGRAF SHEAR APPARATUS AND THOSE AS DETERMINED BY THE TRIAXIAL COMPRESSION TEST IN THE LABORATORY. A LARGE NUMBER OF SOIL- AGGREGATE SURFACE COURSE MATERIALS IN ILLINOIS WAS INCLUDED IN THE STUDY. BOTH PIT-RUN GRAVEL AND CRUSHED STONE MATERIALS WERE REPRESENTED. THE IN-PLACE STRENGTH OF THESE MATERIALS WAS DETERMINED ESSENTIALLY ACCORDING TO ASTM DESIGNATION' D-916-47T. THE TRIAXIAL COMPRESSION TESTS WERE PERFORMED ON SAMPLES TAKEN DIRECTLY FROM THE FIELD TEST POINTS AND REMOLDED TO THE SAME MOISTURE CONTENT AND DENSITY AS EXISTED DURING THE FIELD TEST. THE RESULTS OF THESE TESTS ARE PRESENTED AND ANALYZED. IT IS CONCLUDED THAT, WITHIN THE SCOPE OF THE TYPES AND CONDITIONS OF THE MATERIALS STUDIED, A DEFINITE RELATIONSHIP EXISTS BETWEEN THE STRENGTH VALUES DETERMINED BY THE TWO DIFFERENT METHODS. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/121681</guid>
    </item>
    <item>
      <title>CONCRETE PRODUCING PROPERTIES OF NORTH DAKOTA PIT-RUN AGGREGATES</title>
      <link>https://trid.trb.org/View/98417</link>
      <description><![CDATA[INVESTIGATION WAS CONDUCTED TO DETERMINE THE STRENGTH CAPABILITIES OF AGGREGATES TAKEN DIRECTLY FROM GRAVEL PITS LOCATED AT VARIOUS POINTS WITHIN THE STATE OF NORTH DAKOTA. THE RESULTS SOUGHT WERE TO OBTAIN COMPRESSIVE STRENGTH VALUES OF 2,000 PSI, OR GREATER, FOR CONCRETE CAST FROM THE VARIOUS MIXES AND MOIST CURED FOR 28 DAYS. THE CEMENT CONTENT VARIED FROM 3 SACKS/CU.YD. TO 7 1/2 SACKS/CU.YD. IN INCREMENTS OF 1 1/2 SACKS AND THE ENTRAINED AIR CONTENT VARIED FROM 4% TO 10%. PREDETERMINED PHYSICAL TESTS WERE USED TO CLASSIFY THE QUALITY OF THE AGGREGATE AND PROVIDE A CRITERIA FOR THE SELECTION OF FOUR AGGREGATES REPRESENTATIVE OF THE MATERIAL IN THE 10 SELECTED GRAVEL PITS. LATER AN ADDITIONAL 4 AGGREGATES WERE TESTED. SIXTEEN CONCRETE MIXES WERE ALSO MADE USING A STANDARD AGGREGATE. THE COARSE AND FINE AGGREGATE COMPOSITION WAS SELECTED TO AGREE CLOSELY WITH THE GRADATION OF THE PIT-RUN MATERIAL. TWENTY-EIGHT-DAY MOIST-CURE COMPRESSIVE AND FLEXURE STRENGTH, 28-DAY AND 90- DAY DRY-CURE FLEXURE STRENGTH WERE DETERMINED. THE CHANGE OF LENGTH AT 7 DAYS, 28 DAYS, AND 90 DAYS WAS MEASURED. THE DURABILITY OF THE CONCRETE WAS DETERMINED FROM THE-RESULTS OF 300 CYCLES OF RAPID FREEZING IN AIR AND THAWING IN WATER, ASTM METHOD C-291. THE COMPRESSIVE STRENGTH OF 2,000 PSI AFTER 28 DAYS OF MOIST CURING WAS OBTAINED FOR FOUR OF THE EIGHT AGGREGATES TESTED WITH 4 1/2 SACKS/CU.YD. AND 6% ENTRAINED AIR, FOR FIVE WITH 4 1/2 SACKS AND 8% AIR, FOR SEVEN WITH 6 SACKS AND 6% AIR, AND FOR SIX WITH 6 SACKS AND 8% AIR. THIS MINIMUM COMPRESSIVE STRENGTH WAS REACHED WITH THE STANDARD AGGREGATE USING 3 SACKS/CU.YD. AND 4 AND 10% AIR. THE ONLY AGGREGATE OF THE EIGHT AGGREGATES TESTED WHICH MET THE PROPOSED COMPRESSIVE STRENGTH CRITERIA WITH 3 SACKS/CU.YD. ALSO SHOWED THE HIGHEST OVERALL COMPRESSIVE STRENGTH. THIS CONCRETE, HOWEVER, EXHIBITED THE HIGHEST STRENGTH LOSS DURING THE DURABILITY TEST BEING AS GREAT AS 44% FOR ONE OF THE CONCRETE MIX PROPORTIONS RECOMMENDED FOR USE. FIVE OF THE EIGHT AGGREGATES SELECTED FOR TESTING MAINTAINED THEIR STRENGTH WITH A LOSS IN FREEZING AND THAWING OF LESS THAN 11.5%. ALLOWING STRENGTH LOSS OF 15% QUALIFIES AN ADDITIONAL TWO AGGREGATES. /AUTHOR/]]></description>
      <pubDate>Tue, 29 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98417</guid>
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    <item>
      <title>MINNESOTA AGGREGATE RESOURCE STUDY (LRRB INVESTIGATION NO. 652). VOLUME I: EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/171555</link>
      <description><![CDATA[In 1979, the Minnesota Department of Transportation (Mn/DOT) felt that the aggregate supply would become critical in about 20 years. Hence, in December 1979, Mn/DOT acting as an agent of the Local Road Research Board, requested Ernest K. Lehmann & Associates of Minneapolis to study the aggregate supply problem in four selected areas of the state. The objectives of the study were (1) to determine permitted reserves, and the rate and causes of aggregate depletion in Polk County and vicinity, St. Cloud and vicinity, Hennepin County, and Rochester and vicinity; and (2) to determine methods used at the local, state and national levels to conserve and enhance aggregate supplies. Aggregate reserves within permitted properties in the four pilot areas were determined through interviews with pit and quarry operators and with government personnel. Demand for aggregate was obtained by analyzing the construction activity, both public and private, and by applying aggregate-content factors to the construction dollar estimates. Review of conservation methods being used by other states and in Canada suggest several methods for conserving and enhancing aggregate supplies in Minnesota. The remaining years of supply from permitted properties in the four pilot areas range from 9 to 22 years. Land use regulations are the single most important determinant of future aggregate availability, especially in metropolitan areas.  Model legislation termed "The Aggregate-Land Protection Act" is suggested for the conservation and orderly development of aggregate lands. Other supply enhancement measures suggested in the report are the recycling of aggregate in pavements and buildings, increased use of substitutes such as flyash and boiler slag, maximizing the use of pitrun materials by improving processing techniques, and underground mining of limestone.]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171555</guid>
    </item>
    <item>
      <title>MINNESOTA AGGREGATE RESOURCE STUDY (LRRB INVESTIGATION NO. 652). VOLUME II: REPORT</title>
      <link>https://trid.trb.org/View/171556</link>
      <description><![CDATA[The objectives of the study were (1) to determine permitted reserves, and the rate and causes of aggregate depletion in Polk County and vicinity; St. Cloud and vicinity, Hennepin County, and Rochester and vicinity; and (2) to determine methods used at the local, state and national levels to conserve and enhance aggregate supplies. Aggregate reserves within permitted properties in the four pilot areas were determined through interviews with pit and quarry operators and with government personnel. Demand for aggregate was obtained by analyzing the construction activity, both public and private, and by applying aggregate-content factors to the construction dollar estimates. Review of conservation methods being used by other states and in Canada suggest several methods for conserving and enhancing aggregate supplies in Minnesota.]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171556</guid>
    </item>
    <item>
      <title>PRODUCTION CONTROL SYSTEMS IN THE AGGREGATE INDUSTRIES</title>
      <link>https://trid.trb.org/View/37352</link>
      <description><![CDATA[The point is made that different plants make their subbase differently according to plant flow design, gradation requirements of the using agencies, quantities etc.  In the southern states, bases and/or subbases are pugmilled. Pugmilling results from a combination of coarse and fine aggregate gradations which may or may not conform to standard aggregate sizes.  In a recent Georgia project, 3 sizes of aggregates were blended utilizing a 3;4" aggregate, 1 1/2" crusher run and screenings.  In West Virginia, 3/4" stone and 1/2" screenings were found to be unsuitable and the screenings were split on a 4 1/2 mesh screen; this gave better control at the pugmill.  In New York state, all subbase and/or base material is produced through the aggregate plant and the resulting gradation is that which is eventually shipped to a construction site. The New York subbase specification permits a graded aggregate having a top size which is suitable for the construction of the project.  The aggregate producer determines what top size is needed, develops a gradation band for that material, and then is held to a tolerance band on this material.  The material can be no more than 1 1/4 inch or less than 3/4 inch where the subbase material is crusher run stone at a job site.  For pit run blended or processed materials other than crashed run stone, the top size is based on the type of work to be performed and how the material is to be used.  The point is made that in some states graded aggregate is used only as subbase, beneath bases that are stabilized with asphalt or other additives; in such cases, gradation control is not required to be as close as where the materials are designed to serve as a heavy duty base course.  Subbase material is distinguished from quality controlled base materials as described in ASTM Specification D 2940.]]></description>
      <pubDate>Wed, 07 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/37352</guid>
    </item>
    <item>
      <title>FIELD IDENTIFICATION OF SOILS AND AGGREGATES FOR COUNTY ROADS</title>
      <link>https://trid.trb.org/View/117608</link>
      <description><![CDATA[THE PRIMARY PURPOSE IS TO PROVIDE INSTRUCTION TO INDIANA COUNTY ROAD PERSONNEL ON RATING THE QUALITY OF SOILS AND PIT-RUN MATERIALS USED IN THE CONSTRUCTION AND MAINTENANCE OF COUNTY ROADS. A SYSTEM OF SOIL CLASSIFICATION IS PRESENTED WITH A COMMON LAUGUAGE FOR IDENTIFYING SOIL TYPES PROPERTIES AND PROBLEMS. CHAPTER II, SOIL COMPONENTS, PROPERTIES AND IDENTIFICATION TESTS, PROVIDES INSTRUCTIONS ON THE IDENTIFICATION OF SOIL COMPONENTS, BASED ON THEIR PHYSICAL PROPERTIES AS DETERMINED BY VISUAL EXAMINATION AND SIMPLE HAND TESTS. FIVE SOIL COMPONENTS ARE DEFINED, ALONG WITH THEIR SIZE RANGES, PROPERTIES AND SIMPLE HAND TESTS FOR IDENTIFICATION. THE UNIFIED SOIL CLASSIFICATION SYSTEM IS PRESENTED IN CHAPTER III: THE CLASSIFICATION RECOGNIZES 15 BASIC SOIL GROUPS, HOWEVER, ONLY SEVEN OR EIGHT OF THESE COMMONLY OCCUR HERE IN INDIANA. DEFINITIONS, WORD DESCRIPTIONS AND CLASSIFICATION SYMBOLS ARE SUMMARIZED IN TABULAR FORM. CHAPTER IV, FIELD IDENTIFICATION PROCEDURE, OUTLINES INSTRUCTIONS AND PROCEDURES FOR IDENTIFYING EACH OF THE 15 SOIL GROUPS, USING VISUAL EXAMINATION AND SIMPLE HAND TESTS. THE SOIL IDENTIFICATION PROCESS IS SUMMARIZED IN TABULAR FORM. CHAPTER V, FIELD TESTS FOR AGGREGATE MATERIALS, OUTLINES ADDITIONAL FIELD IDENTIFICATION TESTS. THESE "INDICATOR" TESTS ARE MAINLY FOR PIT-RUN GRAVELS AND SANDS BUT CAN SERVE FOR BOTH IDENTIFICATION AND GENERAL QUALITY EVALUATION TESTS. GUIDE GRADINGS ARE PRESENTED FOR GRAVEL BASE AND SURFACING AGGREGATES. TESTS TO INDICATE THE RELATIVE AMOUNT OF FINES AND RELATIVE PLASTICITY OF FINES ARE ALSO OUTLINED. CHAPTER VI, RATING SOILS AND AGGREGATES AS ROAD MATERIALS, THE 15 SOIL GROUPS ARE RATED WITH RESPECT TO THEIR INHERENT PROPERTIERS AS ROAD-BUILDING MATERIALS. EACH SOIL GROUP IS RATED FOR ITS: (1) LOAD-CARRYING PROPERTIES AS ROAD-BUILDING MATERIALS. EACH SOIL GROUP IS RATED FOR ITS: (1) LOAD-CARRYING PROPERTIES, (2) DRAINAGE PROPERTIES, (3) FROST PROPERTIES, AND (4) COMPACTION PROPERTIES. /AUTHOR/]]></description>
      <pubDate>Wed, 13 Dec 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117608</guid>
    </item>
    <item>
      <title>CHECKING THE BEHAVIOR OF GRANULAR BASES AT THE BATALHA EXPERIMENTAL ROAD /IN PORTUGUESE/</title>
      <link>https://trid.trb.org/View/119722</link>
      <description><![CDATA[AN EXPERIMENTAL ROAD WAS BUILT IN ORDER TO INVESTIGATE THE INFLUENCE OF THE NATURE AND GRAIN-SIZE DISTRIBUTION OF PIT- RUN GRAVEL ON THE BEHAVIOR OF BASES MADE WITH THIS AGGREGATE, TO DEFINE MORE CLEARLY THE QUALITY REQUIREMENTS FOR THIS MATERIAL, AND TO CHECK DESIGN CRITERIA IN USE. IT WAS ALSO INTENDED TO OBTAIN EXPERIENCE ON THE USE OF EXPERIMENTAL ROADS AND TO TEST SOME ROAD PAVEMENT OBSERVATION METHODS. THIS PAPER DESCRIBES THE STRUCTURE AND THE CONSTRUCTION OF THE EXPERIMENTAL ROAD, THE SUPERVISION OF ITS CONSTRUCTION, THE OBSERVATION TECHNIQUES USED, AND THE RESULTS SO FAR OBTAINED AS REGARDS THE BEHAVIOR OF THE TESTED BASES. /RRL/LNEC/]]></description>
      <pubDate>Fri, 09 Apr 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/119722</guid>
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