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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Utilization of Recycled and Reclaimed Materials in Illinois Highway Construction in 2010</title>
      <link>https://trid.trb.org/View/1136098</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) published Physical Research Report 158, “Utilization of Recycled Materials in Illinois Highway Construction in 2009” in March 2011. That report provided an update of the types and quantities of recycled materials used by (IDOT) in highway construction. This report is a revised version of the previously titled report. Revisions include updated quantities, costs, and current applications. The quantities of recycled and reclaimed materials used—tonnage, in general—indicated within the report and summarized in the appendix are based on materials use as reported to the Materials Integrated System for Test Information and Communication (MISTIC) for calendar year 2010. Quantities of materials used can vary greatly and are dependent upon the type of projects being constructed in a given year and the size of the highway program. Fluctuations in commodity prices will influence the economic impact of a given recycled material. Material costs in this report were determined using the cost information gathered in early 2011. Even though a savings may be realized up front, there is no guarantee that field performance will be the same or better. A small economic saving during initial construction may be negated by a large increase in maintenance or rehabilitation costs incurred to address performance problems. Many of the recycled materials utilized have a well researched and documented history of good performance. IDOT is in the process of adopting test procedures that will help ensure performance is not compromised for materials newly utilized.]]></description>
      <pubDate>Wed, 04 Apr 2012 16:11:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1136098</guid>
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      <title>Prediction of Salt on Road Surface: Tool to Minimize Use of Salt</title>
      <link>https://trid.trb.org/View/1091288</link>
      <description><![CDATA[The competing goals of safety, accessibility, and environmental protection, together with limited funding, increase the need for cost-effective use of resources in the pursuit of winter maintenance activities. One way to minimize the amount of salt used in winter maintenance is to predict better the amount of residual salt on a road surface. This paper combines an empirical model developed in Sweden with data on residual salt, road surface wetness, and traffic from 18 Danish field case studies. The resulting model is presented as a mathematical function and in a graph. Decision makers might use such a model as a tool for understanding the durability of a dose of salt under various conditions (e.g., traffic, road surface wetness) and therefore minimize the amount of salt needed. The results of this study showed that the decay of residual salt could be modeled with traffic as an independent variable with a fair to quite good fit. Road surface wetness, as shown from the wheel tracks, related positively to the rate of residual salt loss. The wetter the surface, the faster the salt left the wheel tracks. On a wet road surface, the salt in the wheel tracks was almost gone after only a couple of hundred vehicles had traveled across the surface, whereas on a moist road surface, it would take a couple of thousand vehicles to reach the same result.]]></description>
      <pubDate>Fri, 22 Apr 2011 13:36:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091288</guid>
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      <title>Processes That Control Development of Quantity of Salt on Road Surfaces After Salt Application</title>
      <link>https://trid.trb.org/View/1092442</link>
      <description><![CDATA[This paper is part of a larger project to study how the quantity of salt on road surfaces develops after salt application. The goal of the work presented in this paper was to identify the physical processes that control the development of salt quantities on road surfaces. Field observations were made to study the quantity of salt after application. The results suggest that the development of salt quantity after salt application is controlled by three processes: initial loss, dissolution of salt, and loss of salt. A theoretical approach was taken to investigate the process of salt dissolution. The paper presents a principal, physically based model of the measured salt quantity on road surfaces as a function of traffic. It is proposed that the dissolution of salt be expressed by an exponential equation and that the rate of dissolution depends mainly on the quantity of water on the road. The loss of salt caused by blow-off and spray-off is considered to follow an exponential curve. The resultant equation that incorporated the dissolution and the loss was compared with field observations of moist and wet road surfaces.]]></description>
      <pubDate>Wed, 20 Apr 2011 14:03:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092442</guid>
    </item>
    <item>
      <title>Field Observations on the Quantity of Salt on Road Surfaces after Salt Application</title>
      <link>https://trid.trb.org/View/1092450</link>
      <description><![CDATA[The work presented in this paper is part of a project to study the quantity of salt on road surfaces after salt application. Field observations were conducted and the quantity of salt was measured, as well as data on weather, road surface conditions and traffic. The quantity of salt is presented as a function of traffic. The results show significant differences in the quantity of salt after application between the various observations and some of these differences can clearly be explained by the quantity of water on the road surface. The quantity of water on the road surface determines the quantity of salt after application. Wet road surfaces both dissolve and lose salt more rapidly than moist road surfaces. The data also shows that there is a surprisingly rapid loss of salt, especially on wet road surfaces. After 200 to 400 passing vehicles, the quantity of salt equals that before application. A physical based model is used to model the salt quantity as function of traffic. The model produced an acceptable fit to the date, but it is concluded that the data scatter is too large for the model to be precise enough for decision-making purposes. Despite this, the data allows some conclusions to be drawn and some operational advice to be given.]]></description>
      <pubDate>Wed, 20 Apr 2011 14:03:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092450</guid>
    </item>
    <item>
      <title>Deconstructing development density: Quality, quantity and price effects on household non-work travel</title>
      <link>https://trid.trb.org/View/868343</link>
      <description><![CDATA[Smart growth and transit-oriented development proponents advocate increasing the density of new land development and infill redevelopment. This is partly in order to reduce auto use, by reducing distances between trip origins and destinations, creating a more enjoyable walking environment, slowing down road travel, and increasing the market for transit. But research investigating how development density influences household travel has typically been inadequate to account for this complex set of hypotheses: it has used theoretically unjustified measures, has not accounted for spatial scale very well, and has not investigated potentially important combinations of measures. Using data from a survey of metropolitan households in California, measures of development density corresponding to the main hypotheses about how density affects travel--activity density affecting distance traveled, network load density affecting the speed of auto travel, and built form density affecting the quality of walking--are tested as independent variables in models of auto trip speed and individual non-work travel. Residential network load density is highly negatively correlated with the speed of driving, and is also highly correlated with non-work travel, both singly and in combination with other measures. Activity density and built form density are not as significantly related, on their own. These results suggest that denser development will not influence travel very much unless road level-of-service standards and parking requirements are reduced or eliminated.]]></description>
      <pubDate>Fri, 22 Aug 2008 08:42:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/868343</guid>
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    <item>
      <title>Numerical Evolution of Deicer Amount on Pavement Surface: Traffic and Weather Influences</title>
      <link>https://trid.trb.org/View/863366</link>
      <description><![CDATA[Deicers are used to maintain a proper grip in icy conditions. Tons of deicers are spread over French roads, and 20% to 30% of deicers could be saved. This study evaluates residual deicer on a road after a winter maintenance operation to assess and to improve safety. This could optimize the spread quantity to reach cost-effective spreading. The homogeneity of the amount of deicer on the road, the effect of precipitations, and the traffic influences have been studied. A 200-m highway section was selected. Patterns of sodium chloride from calibration data of winter maintenance vehicles were used. Precipitation data were used to modelize the water amount. Highway traffic intensity was used as an input. Their evolutions were taken over a 24-h period. Traffic includes trajectory distributions, and distinguishes cars from trucks. The deicer amount is calculated with a numerical model. The calculation considers a homogeneous weather over the whole road section. The traffic intensity depends on road location and on corresponding traffic distribution. The deicer removal is calculated hourly. For each passing vehicle, a fraction of deicer is lost, depending on tire size. Slopes and pavement markings create streaming heterogeneities: the higher the deicer concentration the better the protection against freezing. A color code identifies critical zones (in red) on the road stretch, where wheel tracks could be easily identified. A comparative analysis between and within lanes has been included.]]></description>
      <pubDate>Mon, 30 Jun 2008 15:05:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/863366</guid>
    </item>
    <item>
      <title>Deregulation and Access: Access to Bus Services in the UK</title>
      <link>https://trid.trb.org/View/843800</link>
      <description><![CDATA[Since the autumn of 1986 most of the UK has seen the removal of all quantity controls on bus services. The only area that still has quantity controls is London. The first part of the paper examines the situation prior to deregulation - an era not noted for massive strides forward in access. The second part deals with the post deregulation period. Another period where there is limited progress in improving access to fixed route bus services.]]></description>
      <pubDate>Mon, 28 Jan 2008 08:12:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/843800</guid>
    </item>
    <item>
      <title>Montana Moves to Volumetric Acceptance for Superpave</title>
      <link>https://trid.trb.org/View/814936</link>
      <description><![CDATA[The article focuses on the Montana Department of Transportation's move to exclusively use, for Superpave mixes, volumetric acceptance criteria for improved hot mix asphalt (HMA) quality. The move toward volumetric acceptance criteria use in Montana began in 2000 after years of data review showed that "...with adequate incentives, [it] would level the playing field and allow quality to compete with quantity." Four criteria form the basis of Superpave mix acceptance: dust/binder ratio, voids filled with asphalt, voids in the mineral aggregate, and air voids. The authors conclude that one observable benefit over a three year period has been intense HMA producer focus on mix quality. Application on US Highway 93 in Montana is discussed.]]></description>
      <pubDate>Thu, 23 Aug 2007 13:00:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/814936</guid>
    </item>
    <item>
      <title>Beyond Water Quality: Can the Clean Water Act Be Used to Reduce the Quantity of Stormwater Runoff?</title>
      <link>https://trid.trb.org/View/808826</link>
      <description><![CDATA[The authors discuss how the Clean Water Act (CWA) could potentially impact urban and suburban implementation of a small best management practices (BMPs) program. An example of a small BMP is using rain barrels on individual properties throughout a watershed to collect stormwater. They hypothesize through such a program streambed and biota ecological conditions will be improved, a more natural hydrologic profile approximated, and a cost-effective reduction in stormwater runoff will occur. The authors also discuss, from an environmental impact perspective, storm water quantity and quality connections. Analysis of CWA background and how its legal distinctions affect its applicability to stormwater quantity are given. The United State Environmental Protection Agency's National Risk Management Research Laboratory's proposed case study of stormwater quantity reduction in the Cincinnati, Ohio area's Shepherd Creek watershed through indirect CWA application is discussed. The authors conclude that excess stormwater runoff environmental impact reduction may occur indirectly through CWA application.]]></description>
      <pubDate>Fri, 25 May 2007 10:35:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/808826</guid>
    </item>
    <item>
      <title>Mode Selection for Automotive Distribution with Quantity Discounts</title>
      <link>https://trid.trb.org/View/802167</link>
      <description><![CDATA[This paper studies the design of an automotive distribution network that has two transportation modes: railway and highway. In the automotive industry, a mode selection decision should be made for each plant-dealer pair. If railway is selected as the transportation mode for a pair, then the location of the ramp (automotive distribution center) also needs to be selected. Because lead-time influences the turnaround rate of expensive railcars for automotive distribution and because volume has a large impact on the total lead-time from a plant to a railway ramp, the paper considers quantity discounts in railway cost structures. In practice, multiple rounds of manual negotiations take place between automakers and railway companies to determine rates and finalize contracts. This paper proposes a business scheme that is based on an integer linear program (ILP) to minimize the total distribution costs by making mode and ramp selection decisions. The manual negotiation process is also simulated in this paper so that the ILP-based model can be compared to the simulated model. The numerical experiments based on randomly created instances show that the solutions obtained from the ILP significantly outperform the results of the simulated manual negotiation process. The real-world instances of the ILP can be solved by commercial optimization solvers in a small amount of time (several seconds). Another interesting finding is that with respect to payments to railways the ILP-based and the negotiation-based business schemes lead to results that are not statistically different. Therefore, the proposed ILP-based business scheme is incentive compatible and technically feasible for both automakers and railway companies.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/802167</guid>
    </item>
    <item>
      <title>REGULATION--AN INTERNATIONAL STUDY OF BUS AND COACH LICENSING</title>
      <link>https://trid.trb.org/View/275621</link>
      <description><![CDATA[Results of a major worldwide survey of bus regulation practices are used in this book to argue for removal of quantity and price control, with a strengthening of quality regulation.  Summaries are presented of the regulatory systems of 150 countries and 68 Australian, Canadian and USA states with detailed appendices describing the operation of regulation in 40 countries ranging from Argentina to Uruguay and including deregulation experiences in Chile and Hong Kong and the contrasting franchise and arbitrational systems.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:41:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/275621</guid>
    </item>
    <item>
      <title>EARTHWORK QUANTITIES BY RANDOM SAMPLING</title>
      <link>https://trid.trb.org/View/122649</link>
      <description><![CDATA[STATISTICAL METHODS ARE APPLIED TO DETERMINE EARTHWORK QUANTITIES. FIRST, CUT AND FILL AREAS ARE DELINEATED AND PLANIMETERED. THEN, A TABLE OF RANDOM NUMBERS IS USED TO LOCATE SAMPLE ITEMS OF DEPTHS OF EARTHWORK. THE VOLUME OF EARTHWORK IS THE PRODUCT OF THE PLANIMETERED AREA AND THE WEIGHTED AVERAGE OF THE SAMPLED DEPTHS. THE PRECISION (ERROR) OF THE ANSWER IS EXPRESSED AS A FUNCTION OF CONFIDENCE LIMIT, AVERAGE DEPTH, CONTOUR INTERVAL, AND NUMBER OF SAMPLE ITEMS,. THIS METHOD IS RAPID AND ACCURATE AND YIELDS THE MOST MEANINGFUL RESULTS WHEN COMPARED WITH ANY OTHER METHOD IN USE TODAY FOR COMPUTING EARTHWORK QUANTITIES. THE DISTRIBUTION OF CUT AND FILL AREAS CAN ALSO BE DETERMINED FROM THE SAMPLE ITEMS USED TO FIND THE DEPTH OF EARTHWORK. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:44:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/122649</guid>
    </item>
    <item>
      <title>RAW MATERIAL PARAMETERS DETERMINING EXTRUDABILITY</title>
      <link>https://trid.trb.org/View/122534</link>
      <description><![CDATA[AN INVESTIGATION WAS MADE OF RAW MATERIAL CHARACTERISTICS THAT DETERMINE THE INTERNAL STRUCTURE OF EXTRUDED OBJECTS. SYNTHETIC MIXTURES WERE PREPARED WHICH PERMITTED EVALUATION OF CLAY QUANTITY, CLAY MINERAL, PARTICLE SIZE OF CLAY COMPONENT, PARTICLE SIZE DISTRIBUTION OF NON-PLASTICS AND CHEMICAL ATTITUDES. BODY COMPOSITION DETERMINED THE STRESS-STRAIN PROPERTY, DIFFERENTIAL SHRINKAGE, INTERNAL FRICTION, COHESION AND ADHESION OF A BODY. THESE PROPERTIES DETERMINE THE INTERNAL STRUCTURE OF THE EXTRUDED OBJECT. THE BEST RESULTS WERE OBTAINED THROUGH THE USE OF A MIXTURE OF SIZE WITH THE MAXIMUM SIZE LIMITED TO 35 MESH AND WITH GRADATION OF SIZES THAT GAVE APPROXIMATELY ONE-HALF OF THE NON-PLASTICS LARGER THAN 200 MESH AND ONE-HALF SMALLER THAN 200 MESH. CERTAIN MATERIAL PROPERTIES PREDICT EXTRUSION BEHAVIOR. THESE PROPERTIES WERE STRAIN, STRESS, PRODUCT OF STRESS AND STRAIN, RATIO OF INTERNAL FRICTION TO INTER-FACIAL FRICTION AND RATIO TOTAL FRICTION TO STRESS. THE STRESS WAS CONSIDERED INDICATIVE OF THE COHESION OF THE MATERIAL AND THE INTER-FACIAL FRICTION OF ADHESION. INFORMATION OBTAINED ON SYNTHETIC MIXTURES WAS USED TO PREDICT CHANGES IN COMMERCIAL STRUCTURAL CLAY MATERIALS WHICH WOULD CORRECT LAMINATION DEFECTS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:43:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/122534</guid>
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    <item>
      <title>STUDIES OF FILL CONSTRUCTION OVER MUD FLATS INCLUDING A DESCRIPTION OF EXPERIMENTAL CONSTRUCTION USING VERTICAL SAND DRAINS TO HASTEN STABILIZATION</title>
      <link>https://trid.trb.org/View/122015</link>
      <description><![CDATA[STUDIES WERE CONDUCTED OF FILL CONSTRUCTION OVER MARSH LANDS IN CALIFORNIA TO DETERMINE: (1) METHOD OF CONSTRUCTING THE FILL WITH MINIMUM SLIPPAGE, (2) REQUIRED YARDAGE OF FILL MATERIAL, INCLUDING YARDAGE NECESSARY TO COMPENSATE FOR UNAVOIDABLE LATERAL DISPLACEMENT AND LOSS BETWEEN DREDGER CUT AND FILL, AND (3) PROBABLE RATE OF SUBSIDENCE AND TOTAL SETTLEMENT SUBSEQUENT TO INITIAL CONSTRUCTION DUE TO SLOW DEHYDRATION AND CONSOLIDATION OF THE MUD STRATA. THE DATA FROM DEEP BORINGS, STUDIES OF THE FOUNDATION PRESSURE, AND LABORATORY ANALYSES OF FOUNDATION MATERIAL, INCLUDING THE DETERMINATION OF UNIT WEIGHT, DENSITY, MOISTURE CONTENT, GRAIN SIZE, CONSOLIDATION, COHESIVE STRENGTH, AND ANGLE OF INTERNAL FRICTION, WERE USED IN THE FILL DESIGN AND CONSTRUCTION TO DETERMINE THE PROBABLE SETTLEMENT AND EMBANKMENT QUANTITIES. A STANDPIPE TEST DEVELOPED BY THE AUTHOR, WAS USED TO CHECK THE ASSUMPTIONS AND THEORETICAL ANALYSES OF FOUNDATION PRESSURES. A HEAVY SIX-IN. DIAMETER CASING WAS DRIVEN THROUGH THE FILL INTO AN IMPERMEABLE CLAY MUD STRATUM, THUS PREVENTING WATER FROM FLOWING READILY UP ALONG THE OUTSIDE OF THE PIPE. THE CASING WAS CLEANED TO THE BOTTOM AND CONTINUOUS UNDISTURBED CORE SAMPLES OBTAINED FROM THE BOTTOM OF THE CASING TO ELEVATION. A TWO- IN. DIAMETER PERFORATED SAND FILLED PIPE WAS PLACED BETWEEN CERTAIN ELEVATIONS TO SERVE AS A FILLER, THUS ALLOWING THE WATER BELOW THE ELEVATION TO PASS UPWARDS THROUGH THE STANDPIPE. THE BOTTOM 2 FT. OF THE 6-IN. CASING WAS ALSO FILLED WITH SAND TO PREVENT MUD FROM ENTERING. THE TEST WAS FOUND SUFFICIENTLY SENSITIVE TO REFLECT THE INCREASED WEIGHT OF THE FILL DURING WET SEASON AND THE LOAD RESULTING FROM PLACEMENT OF SUBGRADE MATERIAL, BASE, AND PAVEMENT. THE HYDRODYNAMIC EXCESS PRESSURE AGREES CLOSELY WITH THE THEORETICAL ANALYSIS MADE PRIOR TO CONSTRUCTION. THE TEST PROMISES TO BE USEFUL FOR MEASURING THE RATE OF CORE SOLIDIFICATION AND THE HORIZONTAL COMPONENT IN HYDRAULIC- FILL DAMS. VERTICAL SAND DRAINS WERE INSTALLED IN THE MARSH FOR TESTING UNDER FIELD CONDITIONS. THREE TEST SECTIONS WERE USED TO MAKE BORINGS AND OBTAIN SOIL PROFILES AND THEORETICAL PRESSURE CONTOURS. SUBSTRATA DRAINAGE WAS FOUND NECESSARY TO RELIEVE HYDRODYNAMIC PRESSURE AND STABILIZE IMPERMEABLE SATURATED GROUND. THEORETICAL ADVANTAGES OF VERTICAL DRAINS IN CONNECTION WITH FILL CONSTRUCTION OVER DEEP MARSH LANDS HAVE BEEN CONFIRMED BY THE EXPERIMENTAL CONSTRUCTION DESCRIBED. IT IS POSSIBLE, WITH PROPER SPACING OF THE DRAINS, TO OBTAIN PRACTICALLY ALL OF THE SETTLEMENT DURING THE 6 MONTHS TO ONE YEAR'S TIME FOLLOWING CONSTRUCTION. WATER USUALLY TRAVELS THROUGH SOIL DEPOSITS MORE READILY HORIZONTALLY (WITH THE BEDDING) THAN VERTICALLY. THE DRAINS MAY ACCELERATE THE RATE OF SETTLEMENT BY PROVIDING AN OUTLET FOR HORIZONTAL MOVEMENT OF EXCESS MOISTURE. DRAINS, WITH A SPACING CONSISTENT WITH THE TYPE OF MATERIAL AND THE DESIRED RATE OF LOADING, READILY RELEASE THE EXCESS WATER, RELIEVE THE HYDRODYNAMIC PRESSURE, AND THUS PREVENT LATERAL DISPLACEMENT DURING FILL CONSTRUCTION.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/122015</guid>
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    <item>
      <title>SOME ASPECTS OF METHODS FOR MEASURING CONSISTENCE</title>
      <link>https://trid.trb.org/View/121722</link>
      <description><![CDATA[A BRIEF, GENERAL DESCRIPTION IS PRESENTED OF THE K-PROCEDURE FOR THE PREDICTION OF CONSISTENCE. FROM THIS, A THINNING FACTOR K IS DEVELOPED FOR THE STANDARD COMPACTING FACTOR TEST. NUMERICAL VALUES OF K ARE PRESENTED FOR PRACTICAL APPLICATION. AN EXAMPLE ILLUSTRATES THE USE OF TABLES FOR THE ESTIMATION OF WATER QUANTITY WHICH IS NEEDED FOR A GIVEN VALUE OF THE COMPACTING FACTOR. THE EQUATIONS PRESENTED SHOW GOOD AGREEMENT WITH TEST RESULTS OBTAINED BY SEVERAL INVESTIGATORS.FINALLY, THE VIRTUES OF THE STANDARD SLUMP TEST ARE DEMONSTRATED. /RRL/A/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/121722</guid>
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