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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <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>
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    <item>
      <title>THE GROCERY STORE PLANT</title>
      <link>https://trid.trb.org/View/100812</link>
      <description><![CDATA[THE DAY-TO-DAY OPERATION OF A TYPICAL 5,000 LB. BATCH PLANT, ITS PRODUCTION PROBLEMS, AND SUCCESSES AND FAILURES IN SERVING AN URBAN COMMUNITY ARE DISCUSSED. /CGRA/]]></description>
      <pubDate>Fri, 30 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100812</guid>
    </item>
    <item>
      <title>HCN MANAGEMENT STUDY</title>
      <link>https://trid.trb.org/View/90938</link>
      <description><![CDATA[A SERIES OF SIX ARTICLES ARE DISCUSSED THAT WERE PUBLISHED IN HEAVY CONSTRUCTION NEWS DURING 1966 ON MANAGEMENT'S FUNCTION AND PERFORMANCE IN CANADA'S CONSTRUCTION INDUSTRY. THE SERIES EXPLORES CURRENT MANAGEMENT PRACTICES AMONG CONSTRUCTION FIRMS AND SEEKS TO HELP THE INDUSTRY IDENTIFY ITS PROBLEMS. RESEARCH INCLUDED PARTICIPATION IN SEMINARS AND MANY INTERVIEWS PRIME OBJECTIVE OF THE SERIES IS TO CREATE IN CONSTRUCTION MEN AN AWARENESS OF THE NEED FOR SOUND MANAGEMENT PRINCIPLES. THE FOLLOWING PAPERS MAKE UP THIS SERIES: (1) THE DECISION MAKERS, (2) ORGANIZATION, (3) COST CONTROL, (4) PRODUCTIVITY, (5) PLANT AND EQUIPMENT, AND (6) MAN MANAGEMENT. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90938</guid>
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      <title>INVESTIGATION OF THE EFFECTS OF HOLDING HOT BITUMINOUS MIXTURES IN STORAGE HOPPERS FOR SHORT AND EXTENDED PERIODS OF TIME</title>
      <link>https://trid.trb.org/View/100810</link>
      <description><![CDATA[THE PURPOSE OF THIS INVESTIGATION WAS TO DETERMINE THE FEASIBILITY OF BUILDING HOT-MIX STORAGE SILOS, EITHER AT THE MIXING PLANT OR AT A DISTANT LOCATION, TO ACT AS A SATELLITE PLANT. THE ADVANTAGES OF USING SUCH A SYSTEM ARE EVIDENT. IT ASSURES A MORE CONTINUOUS OPERATION AND FEWER SHUTDOWNS OF THE PLANT, RESULTING IN HIGHER PRODUCTION AND LOWER COST OF PLANT OPERATION. THE COST OF TRUCKING IS REDUCED BY REQUIRING FEWER TRUCKS FOR ANY PARTICULAR PROJECT, DUE TO INSTANT LOADING. ALSO, IT ACHIEVES A MORE UNIFORM PRODUCT AND BETTER TEMPERATURE CONTROL WITH A CONTINUOUS OPERATION. THE STORAGE OF HOT BITUMINOUS CONCRETE FOR EXTENDED PERIODS OF TIME IS CONTROVERSIAL AND POINTS TO THE NEED FOR MORE RESEARCH. IT IS THE CONSENSUS OF OPINION THAT SURGE HOPPERS HOLDING THE MIX FOR A RELATIVELY SHORT PERIOD OF TIME (HRS) ARE PRACTICAL AND TEND TO INCREASE THE OVERALL EFFICIENCY OF THE PLANT. COARSE OPEN-GRADED MIXTURES APPEAR TO HARDEN AT A FASTER RATE THAN DENSE GRADED MIXTURES. BASED ON THIS INVESTIGATION, THE OPINION WAS THAT ASPHALT IN HOT BITUMINOUS MIXTURES HARDENS SIGNIFICANTLY AT TEMPERATURES BETWEEN 325 DEGREES F AND 250 DEGREES F. THIS PROCESS IS CONTINUOUS AND IS PRIMARILY A FUNCTION OF TEMPERATURE AND TIME. ANY SUBSTANTIAL HARDENING MUST BE REGARDED AS UNDESIRABLE. TESTS WERE CARRIED ON WITHOUT THE USE OF INERT GASES OR ASPHALT ADDITIVES SUCH AS OXIDATION INHIBITORS OR ANTI-HARDENING AGENTS. /CGRA/]]></description>
      <pubDate>Mon, 31 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100810</guid>
    </item>
    <item>
      <title>NATURAL GAS OFFERS PLANT FUEL OPTION</title>
      <link>https://trid.trb.org/View/364379</link>
      <description><![CDATA[The article notes how new market dynamics are making spot-purchased natural gas an option for asphalt plant owners.  Deregulation is a major reason for this change.  It is noted that savings are evident in this option, and there is constant contact between the supplier and the asphalt plant.  The working of the system of direct purchases of natural gas is described.  Reputable natural gas firms also offer customers a wide range of individually tailored business services.  These and other factors are discussed.]]></description>
      <pubDate>Sat, 29 Feb 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364379</guid>
    </item>
    <item>
      <title>AUGMENTATION OF RESEARCH AND ANALYSIS CAPABILITIES FOR TIMELY SUPPORT OF AUTOMOTIVE FUEL ECONOMY ACTIVITIES. VOLUME I - SUMMARY</title>
      <link>https://trid.trb.org/View/170495</link>
      <description><![CDATA[A series of research tasks were undertaken to assess the potential fuel economy improvements for passenger cars and light trucks during the 1980 to 1985 time frame, and later to 1990. Supported by NHTSA's fuel economy activity, this program provided analytical capabilities in the areas of automotive technology, product planning, manufacturing costs and transportation energy economics. Specific subject areas of investigation include: spark ignition engine improvements; fuel economy potential of alternate engines; reductions in tire rolling resistance, aerodynamic drag, and engine friction (through improved lubricants); weight reduction of domestic and certain import passenger vehicles, including a teardown of a Chrysler - Dodge Omni for an analysis of materials and weight and a technology assessment of carbon composites as a future substitute material; manufacturing and consumer costs for the fuel economy improvement areas identified; identification of unregulated diesel emission problem areas in need of research; and a determination of the cost benefits of petroleum conservation by means other than fuel economy standards. Volume I summarizes the results of all tasks, identifies the methodology employed fuel economy benefits expected.]]></description>
      <pubDate>Thu, 28 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170495</guid>
    </item>
    <item>
      <title>AUGMENTATION OF RESEARCH AND ANALYSIS CAPABILITIES FOR TIMELY SUPPORT OF AUTOMOTIVE FUEL ECONOMY ACTIVITIES. VOLUME II - APPENDICES A THROUGH C</title>
      <link>https://trid.trb.org/View/170496</link>
      <description><![CDATA[A series of research tasks were undertaken to asses the potential fuel economy improvements for passenger cars and light trucks during the 1980 to 1985 time frame, and later to 1990. Supported by NHTSA's fuel economy activity, this program provided analytical capabilities in the areas of automotive technology, product planning, manufacturing costs and transportation energy economics. Volumes II and III, as appendices, contain detailed assessments of those subject areas not reported previously under NTIS. These subjects are: tire rolling resistance, aerodynamic drag, and improved lubricants; manufacturing and consumer costs; unregulated diesel emission research; and alternate means of petroleum conservation.]]></description>
      <pubDate>Thu, 28 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170496</guid>
    </item>
    <item>
      <title>AUGMENTATION OF RESEARCH AND ANALYSIS CAPABILITIES FOR TIMELY SUPPORT OF AUTOMOTIVE FUEL ECONOMY ACTIVITIES. VOLUME III - APPENDIX D</title>
      <link>https://trid.trb.org/View/170497</link>
      <description><![CDATA[A series of research tasks were undertaken to assess the potential fuel economy improvements for passenger cars and light trucks during the 1980 to 1985 time frame, and later to 1990. Supported by NHTSA's fuel economy activity, this program provided analytical capabilities in the areas of automotive technology, product planning, manufacturing costs and transportation energy economics. Volumes II and III, as appendices, contain detailed assessments of those subject areas not reported previously under NTIS. These subjects are: tire rolling resistance, aerodynamic drag, and improved lubricants; manufacturing and consumer costs; unregulated diesel emission research; and alternate means of petroleum conservation.]]></description>
      <pubDate>Thu, 28 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170497</guid>
    </item>
    <item>
      <title>PROCEEDINGS OF THE 7TH CONFERENCE OF THE AUSTRALIAN ROAD RESEARCH BOARD, ADELAIDE, 1974, VOLUME 7, PART 8: LOCAL GOVERNMENT SYMPOSIA</title>
      <link>https://trid.trb.org/View/46619</link>
      <description><![CDATA[The following papers were presented in part 8: Use of Rainfall Intensity Data as Provided in the Revised Australian Rainfall and Run-off, Pierrehumbert, C; Road Surface Drainage - A Review, Hughes, H; Pavement Analysis for Local Design and Maintenance Applications, Wallace, KB; Economics of Plant Usage, Knight, PO; Efficient Use of Plant in Local Government, Heap, RG; Humane Considerations in Mechanical Engineering in a State Road Authority, Oborn, HA, Langston, JP and Newman, EG; Prediction of Soil Moisture Conditions for Pavement Design; A Study of Existing and New Construction on a Main Road Subject to Heavy Log Traffic, Morris, PO and Meyer, PA; The Effects of Heavy Vehicles on Council Roads, Bennett, AJ, Hudson, KE and Nieuwhof, FHW; A Report on the Policing of Load Limits on Heavy Vehicles, Doust, HG and Sealey, JJ; The Effects of Heavy Vehicles on Rural Roads in Queensland, Moore, RR and Clarkson, D. /TRRL/]]></description>
      <pubDate>Wed, 17 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46619</guid>
    </item>
    <item>
      <title>EFFICIENT USE OF ENERGY: A PHYSICS PERSPECTIVE, A REPORT OF THE RESEARCH OPPORTUNITIES GROUP OF A SUMMER STUDY HELD IN PRINCETON, NEW JERSEY ON JULY, 1974</title>
      <link>https://trid.trb.org/View/29616</link>
      <description><![CDATA[Research opportunities in physics related to efficient energy utilization are identified. Stress is given to the conceptual framework of thermodynamics, especially as a tool for assessing the efficiency of the management of low quality heat. Elementary quantitative models of energy flows in the house and the car are developed. The report emphasizes the importance of new systems concepts and new materials for the management of heat and of new diagnostic instrumentation. Further technologies reviewed include the automobile tire and suspension, hot water heaters, HVAC systems, the fuel cell as a combined system for electricity and heat, electrochemical processes, and processes involving separative work.]]></description>
      <pubDate>Wed, 05 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29616</guid>
    </item>
    <item>
      <title>EVALUATION OF A LARGE-SIZED VACUUM PYCNOMETER FOR MAXIMUM SPECIFIC GRAVITY DETERMINATIONS</title>
      <link>https://trid.trb.org/View/34419</link>
      <description><![CDATA[A preliminary evaluation has been made of the suitability and limitations of the Yale pycnometer as a "rapid" test method for monitoring plant control.  Modifications are confirmed.  It assists with corrective measure analysis by providing both direction and relative magnitude of the diviation.  Charting test data is shown to be highly level, and cities measurement sensitivity information.  The study also confirms both accuracy and precision data.  Other uses are cited, and comparison is made with the Illinois pressure method.  Details are given of the procedure and checking when a plant is "lined out" on the new JMF following a product change, show a close check with the Illinois high pressure air test method. adequate for production control purposes.  Tests may be run at any temperature from 60 to 155 F and then rational corrections may be made to adjust to maximum specific at 77 F. Temperature correction is accurate and independent of gradation or bitumen level.  Repeatability is very satisfactory (standard deviation at 28 deg. of freedom= 0.0038).  A slight but statistically significant difference in effective specific gravity of the combined aggregate as a function of bitumen level (0.006 points) and as a function of plant versus hand-mixing (also 0.00l points) is linked to a small difference in bitumen absorption of the order 0.08 percent (potentially significant for porous aggregates). The test shows promise as a rapid test method for monitoring the uniformity of production of a hot-mix plant.  It provides numerical documentation that a significant]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34419</guid>
    </item>
    <item>
      <title>COMPLEX STANDARDIZATION OF MATERIALS AND COMPONENTS SUPPLIED TO THE YAROSLAVL MOTOR PLANT</title>
      <link>https://trid.trb.org/View/24009</link>
      <description><![CDATA[The article deals with the great amount of work involved in achieving increased standards of goods in the automobile industry. New methods of production have been introduced and new techniques developed. Cooperation between various branches and departments is the keynote to success in this field.]]></description>
      <pubDate>Thu, 26 Jun 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24009</guid>
    </item>
    <item>
      <title>VALUE PROVED-STATE CHANGES SPECIFICATIONS</title>
      <link>https://trid.trb.org/View/26503</link>
      <description><![CDATA[Specifications are described which allow construction of processed aggregate base with screenings treated with calcium chloride and pugmill mixed. Plant mix designs and surface treatment designs are described. Plant mix material was placed directly opposite a surface treated section. The water and calcium chloride were measured and pugmill mixed. The calcium chloride was added at the rate of 10 lbs. per ton and water was included to obtain optimum moisture content. Two hours after placement began, the water content was 12 percent on the first laid section and 6 percent on the last. Densities of 161.7 lbs. per cubic foot were recorded. On a shoulder mix of 0.75-inch processed stone, the surface treated material had a density of 146.9 lbs. cu ft. Trials in actual construction are summarized. Traffic can be allowed on the base as soon as it is rolled. If the base is left open to traffic for an extended period light application of calcium chloride will maintain enough surface moisture to keep it moist and tight. A flexible pavement design for using calcium chloride treated base aggregate is outlined, which calls for construction of 6-inch calcium chloride stabilized bases on 10-inch subbases for low-type, two lane bituminous concrete pavements, and 4-inch calcium chloride bases sandwiched between a 10-inch minimum subbase and a 6-inch premixed bituminous base for expressway type 4-lane divided bituminous concrete wearing courses.]]></description>
      <pubDate>Thu, 29 May 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26503</guid>
    </item>
    <item>
      <title>SOME ASPECTS OF BLACK-TOP MANUFACTURE</title>
      <link>https://trid.trb.org/View/25244</link>
      <description><![CDATA[THE AUTHOR COMMENCES BY GIVING AN HISTORICAL OUTLINE OF THE DEVELOPMENT OF ROADS FROM STONE-AGE TIMES TO THE PRESENT DAY. THIS IS FOLLOWED BY A DISCUSSION OF RECENT AND LIKELY FUTURE REQUIREMENTS FOR BLACK-TOP MATERIALS FOR ROAD CONSTRUCTION. THE MAJOR PART OF THE PAPER IS CONCERNED WITH SIX MAJOR ELEMENTS IN BLACK-TOP PRODUCTION:- 1 PLANT AND PLANT DESIGN IS DISCUSSED IN DETAIL AND SEPARATE SECTIONS DEAL WITH BATCH-HEATER PLANT, PLANT LAYOUT FOR BATCH HEATER UNITS, THE ASSEMBLING OF THE BATCH, BATCH HEATERS, MIXERS, AUXILIARY SYSTEMS (BINDER, FLUX AND FILLER SYSTEMS), THE ASPHALT PLANT, ASPHALT PLANT BINDER FEED SYSTEMS; THE 'COATMASTER' AND THE 'WIBAU' SYSTEM. 2. TECHNICAL CONTROL; VISUAL INSPECTION BACKED UP BY LABORATORY TESTING IS RECOMMENDED, AND AN EXAMPLE OF A SUITABLE COATED-STONE ANALYSIS SHEET IS INCLUDED. 3. INDUSTRIAL RELATIONS: THE PART PLAYED BY THE GOVERNMENT IS DISCUSSED TOGETHER WITH THE VARIOUS PRESSURES THAT ARISE. 4. COST CONTROL; WITH NOTES ON THE EFFECT OF PLANT THROUGHPUT, LABOUR COSTS, ELECTRICITY USAGE, BINDERS AND FLUXES, HIRED PLANT, AND REPAIRS AND MAINTENANCE. 5. DISTRIBUTION OPERATIONS CONTROL; WITH NOTES ON COATED STORAGE HOPPERS, COMMUNICATIONS AND PLANT OPERATION CONTROL. 6. THE ENVIRONMENT; WITH NOTES ON THE ALKALI ACT AND THE PREVENTION OF DUST, AND THE INCREASING DEMANDS BY PLANNING AUTHORITIES REGARDING SITING AND LANDSCAPING.]]></description>
      <pubDate>Thu, 27 Feb 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25244</guid>
    </item>
    <item>
      <title>EARTHWORKS, WEATHER AND PLANT. NEED FOR TAILORED SPECIFICATIONS BASED ON FILL SHEAR STRENGTH</title>
      <link>https://trid.trb.org/View/139641</link>
      <description><![CDATA[Values ranging from 20 to 80 percent have been reported for the total loss of productivity over a whole year that can be attributed to a weather conditions at a number of different sites in this country. Considering the problem in general terms, to reduce the effects of wet weather to a minimum the soil should be excavated from a vertical face, transported to the fill area by plant whose operation is not critically affected by wetting of the ground surface, and the fill should be placed in the thickest possible layer and compacted immediately. With the ideal plant and construction methods it would be practicable and economic to continue working until a limiting condition is reached which corresponds to placing fill that is the minimum strength for an economic embankment design.. One of the main reasons for the slowness of the industry to get to grips with these problems is the lack of co-ordinated drive by the industry as a whole.]]></description>
      <pubDate>Fri, 13 Dec 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/139641</guid>
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