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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>BRIDGE 1-351 OVER MUDDY RUN: DESIGN, TESTING, AND ERECTION OF AN ALL-COMPOSITE BRIDGE</title>
      <link>https://trid.trb.org/View/651230</link>
      <description><![CDATA[Bridge 1-351 on Business Route 896 in Glasgow, Delaware, was replaced with one of the first state-owned all-composite bridges in the nation.  Composites are lightweight construction materials that do not corrode, which results in benefits such as ease of construction and reduced maintenance costs.  A summary of the design, large-scale testing, fabrication, erection, and monitoring of this bridge is presented.  The bridge was designed to AASHTO load and resistance factor design specifications.  A methodology was developed to incorporate the engineering properties of these unique composite materials into the design. The bridge consists of two 13 x 32 ft (3.96 x 9.75 m) sections joined by a unique longitudinal joint.  The sections have sandwich construction consisting of a core [28 in. (71.12 cm) deep] and facesheets [0.4 to 0.6 in. (10.16 to 15.24 mm) thick] that provide shear and flexural rigidity, respectively.  The composite bridge was fabricated with E-glass preforms and vinyl-ester resin, which offers excellent structural performance and long-term durability.  Each of the sections was fabricated to near-net shape in a single step by a vacuum-assisted resin transfer molding process.  The overall structural behavior has been accurately predicted with simple design equations based on sandwich theory for anisotropic materials.  Large-scale testing of full-sized subcomponents was conducted to prove that the design satisfied deflection, fatigue, and strength limit states. A redundant longitudinal joint was designed that consisted of both an adhesively bonded vertical joint between sections and splice plates.  Assembly procedures were developed, and transverse testing of the full-sized joint was conducted.  Final bridge sections were proof-tested to the strength limit state. The construction phase included section positioning, joint assembly, and application of a latex-modified concrete wear surface.  The bridge was reopened to traffic on November 20, 1998.  Results from the long-term monitoring effort will be documented.]]></description>
      <pubDate>Wed, 08 Mar 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/651230</guid>
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    <item>
      <title>SLURRY-BASED FABRICATION OF CHOPPED FIBERGLASS COMPOSITE PREFORMS</title>
      <link>https://trid.trb.org/View/468166</link>
      <description><![CDATA[A water-based process for the fabrication of chopped fiberglass preforms is being developed in collaboration with the Automotive Composite Consortium (ACC) and The Budd Company.  This slurry process uses hydraulic pressure to form highly compacted fiberglass preforms on contoured, perforated metal screens.  The preforms will be used in the development of structural automotive composites.  A key objective is to produce preforms having uniform areal density.  Computational simulation of variable open area screens, and areal density mapping using a gamma densitometer are discussed.]]></description>
      <pubDate>Mon, 25 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468166</guid>
    </item>
    <item>
      <title>EXPERIMENTAL PAVEMENT MARKINGS</title>
      <link>https://trid.trb.org/View/107992</link>
      <description><![CDATA[TRAFFIC LANE STRIPING MATERIALS INCLUDING HOT-APPLIED THERMOPLASTICS, PREFORMED PLASTICS, PRECAST BUTTONS, AND ARKANSAS STANDARD PAINT WERE EVALUATED FOR DURABILITY AND RELATIVE ECONOMY AND OBSERVED OVER A PERIOD OF 2 YEARS ON A 2 1/2 MILE SECTION OF INTERSTATE HIGHWAY IN ARKANSAS, THAT INCLUDED CONCRETE AND BITUMINOUS SURFACES. IT WAS CONCLUDED THAT PRECAST BUTTONS AND PREFORMED PLASTICS DID NOT PROVIDE ADEQUATE DURABILITY BECAUSE OF POOR ADHESION TO CONCRETE SURFACES. IT WAS FURTHER CONCLUDED THAT THERMOPLASTIC MATERIALS, AS COMPARED TO STANDARD PAINT, ARE ECONOMICALLY JUSTIFIED WHERE TRAFFIC DENSITY EXCEEDS 6000 VEHICLES PER DAY. /BPR/]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107992</guid>
    </item>
    <item>
      <title>METHODS OF FORMING JOINTS IN PORTLAND CEMENT CONCRETE PAVEMENT</title>
      <link>https://trid.trb.org/View/102504</link>
      <description><![CDATA[THE TYPES OF JOINTS USED IN CONCRETE PAVEMENT ARE /1/ CONSTRUCTION JOINTS BOTH LONGITUDINAL AND TRANSVERSE, /2/ EXPANSION JOINTS, FULL PAVEMENT DEPTH WITH A COMPRESSIBLE FILLER, /3/ LONGITUDINAL CENTER JOINTS, SOMETIMES CALLED HINGE JOINTS, AND /4/ CONTRACTION JOINTS, TRANSVERSE ACROSS PAVING LANES. ALTHOUGH A LARGE VARIETY OF JOINT TYPES AND DEVICES HAVE BEEN TRIED BY HIGHWAY DEPARTMENTS AND THE SEVERAL AIRFIELD CONSTRUCTION AGENCIES, THERE ARE CURRENTLY ONLY FOUR BASIC METHODS OF FORMING JOINTS IN CONCRETE PAVEMENT' /1/ HAND-FORMING, HAND-TOOLING, /2/ SAWING JOINTS, /3/ FORMING IN THE PLASTIC CONCRETE BY SOME TYPE OF INSERT LEFT IN THE PAVEMENT, AND /4/ PLACING PREFORMED JOINT FILLER AHEAD OF THE CONCRETE TO FORM EXPANSION JOINTS. A HISTORICAL BACKGROUND, TRACING THE DEVELOPMENT OF CURRENT JOINTING PRACTICES, IS PROVIDED. TYPES AND PURPOSES OF JOINTS USED IN CONCRETE PAVEMENT ARE DESCRIBED AND THE FOUR BASIC METHODS OF FORMING JOINTS ARE DISCUSSED IN SUFFICIENT DETAIL TO PROVIDE A BASIS FOR EVALUATION OF EACH METHOD.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102504</guid>
    </item>
    <item>
      <title>TRAFFIC CAPACITY OF ROUNDABOUTS FOR NEW ZEALAND CONDITIONS</title>
      <link>https://trid.trb.org/View/290243</link>
      <description><![CDATA[A summary of data obtained on capacity flows at three roundabout entries, all at different sites, is presented. The results, though limited, point to a reasonable agreement with the capacity equations given in TRRL Laboratory Report 942 and the NAASRA draft guide for the design of roundabouts.  Differences in approach between the two methods are discussed.  Further, the traffic capacity for a roundabout yet to be built is assessed by using both methods of capacity prediction and the results are discussed. Finally, it is suggested that the NAASRA guide is used as a basis for design work and for determining the traffic capacity of roundabouts.  Reasons for this are outlined. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290243</guid>
    </item>
    <item>
      <title>IMPROVING MATERIALS AND METHODS FOR INSTALLING INDUCTIVE LOOP DETECTORS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/273496</link>
      <description><![CDATA[This report is the final report of this research project. It describes a compiling of materials utilized by various agencies for use in formation of inductive loop detectors. It further lists methods by which different agencies install materials in order to obtain a resilient detection system. Tested were loop sealants, loop wire, preformed loops and loop sawslot cleanout methods.  Included is a "Results of Survey" chart depicting materials and methods used by eight states.  It was found that though many different materials and methods are used to form inductive detector loops, there exist some major problems.  These are, most commonly, loop sealant failure (loss of adhesion) and poor installation technique (inadequately cleaned sawslots).]]></description>
      <pubDate>Wed, 31 Dec 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/273496</guid>
    </item>
    <item>
      <title>PERFORMANCE OF PREFORMED PAVEMENT MARKING TAPES</title>
      <link>https://trid.trb.org/View/205084</link>
      <description><![CDATA[Preformed pavement marking tapes have been widely used in New York State since the early 1970s.  In the study reported here, pavement marking tapes were observed on both asphalt and portland cement concrete pavements.  Condition surveys were performed to evaluate field performance and determine durability and nighttime reflectivity.  Installation in good weather and on clean pavement provided good durability on both pavement types.  Both inlaid and overlaid markings performed well, although inlaid markings require stringent installation procedures to obtain good bond.  The preformed tapes demonstrated excellent abrasion resistance, except for foil-backed tape placed on open-graded asphalt concrete and tapes placed over deteriorated pavement.  Adhesion to the pavement was best in areas where traffic crossed over the markings.  Serviceability of plastic tapes ranged from about 1 year under the most severe conditions to more than 5 years, and from 1 to 3 years for foil-backed tapes. Reflectivity of plastic tapes was initially very good, but became poor after surface beads were lost.  Foil-backed tapes provided up to 3 years of good reflectivity.  The preformed tapes appear to offer good service in areas where the best possible durability is important, but high reflectivity is not required.  High cost and variable reflectivity limit their usefulness for other applications, where lower-cost materials with better reflectivity may be a better choice.  (FHWA)]]></description>
      <pubDate>Fri, 28 Sep 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/205084</guid>
    </item>
    <item>
      <title>AN ASSESSMENT OF POWDER METALLURGY TODAY AND ITS FUTURE POTENTIAL</title>
      <link>https://trid.trb.org/View/201831</link>
      <description><![CDATA[The present level of technology is briefly reviewed in four areas of powder metallurgy: hot forging/forming (P/F), cold forging of sintered preforms, injection molding and sintering of metal powder/plastic mixtures, and high temperature sintering. Some historical background on the factors that have slowed the market acceptance of P/F are reviewed as a guide to understanding future growth.  Several examples of current commercially produced parts are cited for each technical area.]]></description>
      <pubDate>Wed, 29 Feb 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201831</guid>
    </item>
    <item>
      <title>COMPUTER-ASSISTED IMPLEMENTATION OF POWDER FORGING PROCESSES</title>
      <link>https://trid.trb.org/View/201832</link>
      <description><![CDATA[Computerized methods have been developed for powder preform forging processes to reduce the trial-and-error development required for preform design and to improve dimensional control in the finished parts. First, the part volume and volume distribution are calculated from digitized input of the drawings.  Die dimensions are then calculated including thermal and elastic effects.  Shrink ring dimensions and interferences are also calculated if required. Preform design is then accomplished using an interactive computer program that includes consideration of densification, cracking limits and die chilling.  At the present stage of development, some user decisions are necessary and previous experience is helpful for application of the system to complexly-shaped parts.  Currently, the completely integrated system is ideally applicable to a family of similar parts, such as bearings, cam rings or gears.]]></description>
      <pubDate>Wed, 29 Feb 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201832</guid>
    </item>
    <item>
      <title>FORGEABILITY EVALUATION OF STEEL POWDER PREFORMS</title>
      <link>https://trid.trb.org/View/189592</link>
      <description><![CDATA[Forging of steel powder preform has aroused considerable interest in recent years in automobile industries for manufacture of bearing races, connecting rods, pinion gears, etc. A component made this way can be heat treated to the strength level of wrought steel. It has much less fibering than a normal wrought material which results in better transverse properties leading to increased service life. The present paper reports the results of systematic investigation on the influence of chromium & molybdenum addition on the densification, forgeability and strength of low carbon steel powder preforms under varying compacting pressures. The work has also been carried out on a steel powder preform of composition En 351/353 produced from mixture of elemental powders. These steels find application in the manufacture of differential gears, gudgeon pin, pinion, etc for automotive industries. The percentage reduction in height till fracture during upset test on 150 ton hydraulic press was taken as criterion for evaluating forgeability. The die filling ability of the sintered compacts was also evaluated under varying compacting pressure.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189592</guid>
    </item>
    <item>
      <title>THE (IN)VISIBILITY OF CARRIAGEWAY MARKINGS</title>
      <link>https://trid.trb.org/View/186427</link>
      <description><![CDATA[Three materials for carriageway marking are generally used to draw lines and put markings on the road surface.  Each of them has their advantages and disadvantages.  Two are hardly visible when they are wet and all are dangerous for two-wheeled vehicles.  They are paint, thermoplasts and preformed markings.  The first is the most visible when wet, but causes noise when touched by the wheels of a car. The glue used for the third leaves white marks, which look like marking, and can be dangerous.  (TRRL)]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186427</guid>
    </item>
    <item>
      <title>THE PHOTOELASTIC STRESS ANALYSIS OF A PREFORMED COMPRESSION SEAL</title>
      <link>https://trid.trb.org/View/110364</link>
      <description><![CDATA[A DRAWBACK OF PREFORMED COMPRESSION SEALS IS THAT WHILE THEY MUST HAVE A LONG ENOUGH SERVICE LIFE TO AMORTIZE THEIR HIGH INITIAL COST (FIVE TO TEN TIMES HIGHER THAN POURED-IN-PLACE SEALANTS), THIS LIFE IS UNPREDICTABLE BECAUSE THE STRESS INTENSITY AND DISTRIBUTION WITHIN THE SEAL ARE UNKNOWN. IT IS SHOWN THAT THE PHOTOELASTIC METHOD OF STRESS ANALYSIS IS WELL SUITED TO OVERCOME THIS DEFICIENCY. A TYPICAL CHEVRON SEAL SHAPE IS CHOSEN FOR ANALYSIS, AND PHOTOGRAPHS CLEARLY SHOW THE POINTS OF STRESS CONCENTRATION AND THE MAGNITUDE OF THE STRESSES. AN APPENDIX CONTAINS PHOTOGRAPHS OF THE PHOTOELASTIC STRESSES IN OTHER JOINT SEAL CONFIGURATIONS.]]></description>
      <pubDate>Mon, 28 Dec 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110364</guid>
    </item>
    <item>
      <title>BRIDGE EXPANSION JOINT SEALANTS</title>
      <link>https://trid.trb.org/View/110365</link>
      <description><![CDATA[FOR THE PAST 11 YEARS THE CALIFORNIA DIVISION OF HIGHWAYS HAS BEEN STUDYING JOINT SEALANTS, CATEGORIZED AND LISTED IN THE APPENDIX TO THIS PAPER. RECENT RESEARCH HAS CONCENTRATED ON TWO-COMPONENT POLYURETHANES, POLYURETHANE FOAMS, AND PREFORMED ELASTOMERIC SEALS; THE GREATEST EMPHASIS IS NOW BEING PLACED ON THE LAST OF THESE. CAST-IN-PLACE POLYURETHANE SEALS, IF PROPERLY INSTALLED, WILL EFFECTIVELY SEAL JOINTS HAVING UP TO 0.5 INCH OF MOVEMENT. POOR CONSTRUCTION PRACTICES ACCOUNT FOR MANY SEAL FAILURES. JOINTS FOR PREFORMED ELASTOMERIC SEALS SHOULD BE ENGINEERED TO FIT THE GIVEN CONDITIONS. A MOVEMENT-RATING SYSTEM, WHICH DETERMINES MOVEMENT CAPABILITY, HAS BEEN DEVELOPED FOR PREFORMED ELASTOMERIC JOINT SEALS.]]></description>
      <pubDate>Mon, 28 Dec 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110365</guid>
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