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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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      <link>https://trid.trb.org/</link>
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      <title>Generalized Cost Functions of Crude Oil Pipeline Shipments in Canada</title>
      <link>https://trid.trb.org/View/1537254</link>
      <description><![CDATA[The cost-effective and safe shipping of crude oil is increasingly important as Canada seeks to increase its total oil production and export. The National Energy Board (NEB) suggests that most major pipelines are currently at over 80% utilization (National Energy Board, 2016), while the Canadian Association of Petroleum Producers (CAPP) forecasts a large increase in future production, partly from the Alberta oil sands (Canadian Association of Petroleum Producers, 2016). Meanwhile, recent North American crude oil pipeline projects, such as the Keystone XL pipeline and the Dakota Access pipeline are regularly subject to controversy in the media (e.g., BBC, 2017; The Globe and Mail, 2017; CTV, 2017). Limited pipeline capacities along major routes have already increased dependence on rail as the second-best alternative mode of shipping crude oil (Green and Jackson, 2015). Rail shipments of petroleum bulk crude are expected to increase significantly over the next 10-20 years, especially if globally crude oil prices experience a turnaround and bring new sources into production (e.g., heavier Alberta oil sands) and especially if new pipelines are not built to serve this expected demand.  The objective of this research is to develop cost functions for shipping crude oil by pipeline in Canada. These cost functions are a form of “link-performance functions” applied to pipeline route segments for a given mix of shipping conditions. This objective involves several important steps: 1. Researching the relevant explanatory variables that impact the cost of shipping crude oil by pipeline. 2. Collecting data on the relevant explanatory variables (identified in 1.); and 3. Obtaining empirical cost functions based on the Canadian data (collected in 2.)]]></description>
      <pubDate>Wed, 22 Aug 2018 13:42:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1537254</guid>
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      <title>Rock mass behaviour of weathered, jointed and faulted Khondalite. Examples from the underground crude oil storage caverns in Visakhapatnam, India</title>
      <link>https://trid.trb.org/View/1340461</link>
      <description><![CDATA[In 2008, Indian Strategic Petroleum Reserve Limited started construction of an underground unlined rock cavern complex for storage of imported crude oil at Visakhapatnam for 1.3 MMT (million metric tons) of crude oil. The excavation of the works was finally completed in February 2014. During the construction stage, after 95 % of the total excavation volume had already been excavated, an extreme wedge sliding event occurred in one of the cavern walls in April 2011, which caused a major delay to completion of the project. This wedge slide and other rock mass behaviour encountered during the excavation of the underground storage facility are described and discussed in the paper. (A)]]></description>
      <pubDate>Thu, 15 Jan 2015 11:50:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340461</guid>
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      <title>Experience of working on underground civil works contracts for strategic crude oil storage projects in India</title>
      <link>https://trid.trb.org/View/1314913</link>
      <description><![CDATA[Strategic storage of crude oil in unlined underground rock caverns below the groundwater table is being constructed for the first time in India. The projects are being implemented by Indian Strategic Petroleum Reserves Ltd., (ISPRL) a Special Purpose Vehicle (SPV) created by the Government of India. The article deals with Indian experience of working on underground civil works contracts with design consultants as well as contractors. Apart from discussing the basic principles of storage, salient design and construction aspects, it describes the implementation philosophy of the projects including a description of the awarding of contracts through a relatively new online method of procuring services called Reverse Auction. A unique combination of government agencies, private foreign and Indian consultants, private foreign and Indian contractors are collaborating on the projects and therefore an analysis has been made of the interactive experience. It is recommended that foreign agencies and Indian agencies including government agencies should learn from the feedback and improve their professional potential. (A)]]></description>
      <pubDate>Thu, 03 Jul 2014 15:24:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1314913</guid>
    </item>
    <item>
      <title>DETERMINATION OF THE DRY DENSITY OF BITUMINOUS MIXTURE AS A BASIS FOR DRAWING UP A STANDARD</title>
      <link>https://trid.trb.org/View/1067033</link>
      <description><![CDATA[ACCORDING TO STANDARD DIN 1996, SHEET 7, USED IN AUSTRIA, THE STANDARDISED DETERMINATION OF DRY DENSITY CANNOT BE USED FOR CAPILLARY POROUS AGGREGATES AND THOSE HAVING OPEN PORES. WITH THESE STONES THE TESTING LIQUID PENETRATES INTO PORES WHICH ARE NOT FILLED WHEN MIXING WITH BITUMEN - A GREATER DRY DENSITY IS DETERMINED AND TOO GREAT A VOIDS CONTENT IS CALCULATED.  PARAFFIN OIL OEAB 9 HAS AT ROOM TEMPERATURE ABOUT THE SAME VISCOSITY AS BITUMEN AT MIXING TEMPERATURE. IT CAN THEREFORE BE ASSUMED THAT IN RELATION TO THE VOIDS IN THE AGGREGATE IT BEHAVES IN A SIMILAR WAY TO BITUMEN IN THE ASPHALT MIXTURE.  A GROUP ANALYSIS IS TO BE UNDERTAKEN TO CLARIFY WHETHER THE SOLVENTS NORMALLY USED AS TEST LIQUIDS CAN BE REPLACED BY PARAFFIN OIL WHEN POROUS ROCK IS PRESENT. THE FOLLOWING 4 TYPES OF BITUMINOUS MIXTURE AND ASSOCIATED AGGREGATES ARE TO BE EXAMINED: 2 SLAG BASALTS, 1 BLAST FURNACE SLAG AND ONE QUARRY GRAVEL.]]></description>
      <pubDate>Sun, 21 Nov 2010 10:33:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1067033</guid>
    </item>
    <item>
      <title>STRESS-STRAIN BEHAVIOUR OF LIGHTWEIGHT CONCRETE MADE OF EXPANDED CLAY AGGREGATES</title>
      <link>https://trid.trb.org/View/1065626</link>
      <description><![CDATA[A LIGHTWEIGHT CONCRETE MADE FROM EXPANDED CLAY AGGREGATE WITH A CONCRETE GROSS DENSITY OF 1.3 KG/DM2 WAS TESTED. THE TENSILE STRENGTH OBTAINED IN THE SHORT PERIOD TEST WAS ON AVERAGE 16.1 KP/CM2, THE ASSOCIATED ELONGATION  0.173/1000.  THE PRISM COMPRESSION STRENGTH WAS 205 KP/CM2, WITH A COMPRESSION OF 2.2/1000.  ORIGINALLY THE TWO STRESS-STRAIN LINES HAD A COMMON TANGENT.  THE STRESS-STRAIN LINE IN THE TENSION AREA WAS AFFECTED VERY LITTLE BY THE LOWER DEFORMATION RATE.  IN THE COMPRESSION AREA, ON THE OTHER HAND, LARGER DEFORMATIONS WERE OBSERVED IN THE SLOW TEST.  THE BENDING TENSILE STRENGTH WAS 19.0 KP/CM2 WITH AN ELONGATION OF 0.23/1000.  DUE TO THE INCREASED LOADING BOTH THE STRENGTH AND THE SHAPE OF THE STRESS-STRAIN LINES WERE CHANGED.  THE TESTS ARE CLOSELY RELATED TO PARALLEL TESTS ON THERMAL STRESSING OF COMPONENTS CARRIED OUT BY THE HOLZKIRCHEN INSTITUTE FOR TECHNICAL PHYSICS.  THE TESTING OF OTHER BUILDING MATERIALS WHICH MAINLY FIND APPLICATION AS EXTERNAL COMPONENTS OF STRUCTURES IS PLANNED.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:56:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065626</guid>
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    <item>
      <title>RECOMMENDATIONS FOR TESTING PULVERIZED STONE AND OTHER FINE-GRAINED MATERIALS FOR THE CONSTRUCTION OF BITUMINOUS PAVEMENTS AND FOR RELATED FIELDS</title>
      <link>https://trid.trb.org/View/1064303</link>
      <description><![CDATA[IN ORDER TO ENSURE A UNIFORM PROCEDURE IN THE FUTURE FOR THE TESTING OF PULVERIZED STONE AND OTHER FINE-GRAINED MATERIALS AT THE TEST STATIONS OF THE FEDERAL REPUBLIC OF GERMANY, THE RECOMMENDATIONS CONTAIN METHODS OF DETERMINING THE PARTICLE SIZE DISTRIBUTION, LOOSE UNIT WEIGHT, THE VOIDS CONTENT ACCORDING TO RIGDEN, THE STIFFENING PROPERTIES OF ORGANIC COMPONENTS AND THE COMPONENTS SOLUBLE IN WATER.  IN ADDITION, UNIFORM RULES ARE DESCRIBED FOR TAKING SAMPLES, PREPARATION OF SAMPLES AND DESCRIPTION (EXTERNAL PROPERTIES) OF PULVERIZED STONE. IN PREPARING THE RECOMMENDATIONS OFTEN SEVERAL TEST METHODS HAD TO BE DISCUSSED FOR THE QUANTITATIVE DESCRIPTION OF ONE AND THE SAME PROPERTY.  OF SEVERAL USABLE METHODS, ONE WAS CHOSEN WHICH SEEMED MOST FAVOURABLE AS REGARDS EASE OF COMPARISON.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:57:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064303</guid>
    </item>
    <item>
      <title>THE RANGE OF VARIATION OF BITUMINOUS MIXTURES</title>
      <link>https://trid.trb.org/View/1063991</link>
      <description><![CDATA[THE RESULTS OF INTERNAL QUALITY CONTROL TESTS FROM APPROXIMATELY ONE THIRD OF THE HESSE STATIONARY MIXING PLANTS WERE COLLECTED FOR THE MOST IMPORTANT TYPES OF MIXTURES DURING 1973 THROUGH TO FEBRUARY 1974, SUBJECTED TO STATISTICAL ANALYSIS AND COMPARED WITH THE REQUIREMENTS OF THE STANDARD SPECIFICATIONS.  IF ONE CONSIDERS THAT THE VARIATIONS IN THE QUALITY CONTROL TESTS CONFORM TO THE TOLERANCE RANGE PRESCRIBED IN THE STANDARDS, THEN IT CAN BE ESTABLISHED THAT IN GENERAL THE DEMANDS OF THE REGULATIONS ARE MET.   THE DEVIATIONS FROM THE REGULATIONS CAN BE LIMITED BY AGREEING LIMITING  VALUES NEAR THE BOUNDARIES OF THE STANDARDS FOR THE QUALITY CONTROL TESTS, THIS MEANS THAT ANY TRANSGRESSION OF THE LIMITS LIES WITHIN THE TOLERANCE BOUNDARIES OF THE QUALITY CONTROL TESTS.  FAILURE TO ACHIEVE THE SPECIFIED BINDER CONTENT CAN BE TRACED TO THE PREFERRED USE IN HESSE OF THE NATURALLY OCCURRING BASALT MINERALS OF HIGH DENSITY AS AGGREGATES. PARTICLE SIZE DISTRIBUTION OF BINDERS 0/11 AND 0/22 SHOWS THAT THERE ARE STILL DIFFICULTIES IN MEETING THE REQUIREMENTS OF THE STANDARDS IN THE CASE OF MIXTURES INCORPORATING THE LARGER PARTICLE SIZES.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:49:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063991</guid>
    </item>
    <item>
      <title>DETERMINATION OF TESTING ERRORS ON THE PROCEDURES ADOPTED IN THE "GUIDE FOR THE TESTING OF AGGREGATES" BY MEANS OF GROUP ANALYSIS: BULK DENSITY</title>
      <link>https://trid.trb.org/View/1063888</link>
      <description><![CDATA[THE RECOMMENDATIONS FOR DETERMINING BULK DENSITY IN BOTTLE PYCNOMETERS AND MANUAL SAMPLES IN ACCORDANCE WITH THE BUOYANCY PROCEDURE GIVE NO INFORMATION ON TEST ERRORS. THESE ERRORS ARE TO BE ESTABLISHED IN A GROUP ANALYSIS, REFERENCE BEING MADE TO EARLIER ANALYSES MADE BY THE WORKING GROUP ON LABORATORY TECHNOLOGY ON BULK DENSITY DETERMINATION IN THE BOTTLE PYCNOMETER AFTER EXTRACTION OF THE BINDER.  CHIPPINGS OF PARTICLE SIZE 8/11MM AND MANUAL SAMPLES OF COARSE GRAVEL WEIGHING 150 - 350 G ARE TO BE EXAMINED.  THESE INCLUDE BASALT, QUARTZ PORPHYRY, OOLITE, BLAST FURNACE SLAG AND GRAVEL.  SAMPLE PREPARATION AND SENDING OF THE SAMPLES TO THE 11 PARTICIPATING LABORATORIES IS BEING UNDERTAKEN BY A TEST CENTRE WHICH IS ALSO CONTROLLING THE GROUP ANALYSIS. IN THE STATISTICAL EVALUATION ESTIMATED VALUES OF STANDARD DEVIATION BETWEEN MULTIPLE DETERMINATION UNDER REPEATED CONDITIONS AND UNDER COMPARATIVE CONDITIONS ARE TO BE WORKED OUT.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:47:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063888</guid>
    </item>
    <item>
      <title>DETERMINATION OF THE DRY DENSITY OF BITUMINOUS MATERIALS - RESULTS OF A GROUP TEST</title>
      <link>https://trid.trb.org/View/1053969</link>
      <description><![CDATA[ACCORDING TO STANDARD DIN 1996, SHEET 7, USED IN AUSTRIA, THE STANDARDISED DETERMINATION OF DRY DENSITY CANNOT BE USED FOR CAPILLARY POROUS AGGREGATES AND THOSE HAVING OPEN PORES. WITH THESE STONES THE TESTING LIQUID PENETRATES INTO PORES WHICH ARE NOT FILLED WHEN MIXING WITH BITUMEN - A GREATER DRY DENSITY IS DETERMINED AND TOO GREAT A VOIDS CONTENT IS CALCULATED.  PARAFFIN OIL OEAB 9 HAS AT ROOM TEMPERATURE ABOUT THE SAME VISCOSITY AS BITUMEN AT MIXING TEMPERATURE. IT CAN THEREFORE BE ASSUMED THAT IN RELATION TO THE VOIDS IN THE AGGREGATE IT BEHAVES IN A SIMILAR WAY TO BITUMEN IN THE ASPHALT MIXTURE.  A GROUP ANALYSIS IS TO BE UNDERTAKEN TO CLARIFY WHETHER THE SOLVENTS NORMALLY USED AS TEST LIQUIDS CAN BE REPLACED BY PARAFFIN OIL WHEN POROUS ROCK IS PRESENT. THE FOLLOWING 4 TYPES OF BITUMINOUS MIXTURE AND ASSOCIATED AGGREGATES ARE TO BE EXAMINED: 2 SLAG BASALTS, 1 BLAST FURNACE SLAG AND ONE QUARRY GRAVEL.]]></description>
      <pubDate>Sun, 21 Nov 2010 03:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1053969</guid>
    </item>
    <item>
      <title>A NEW METHOD FOR EVALUATING THE SURFACE ROUGHNESS OF CONCRETE CUT FOR REPAIR OR STRENGTHENING</title>
      <link>https://trid.trb.org/View/656028</link>
      <description><![CDATA[Deterioration to concrete structures usually starts at the surface and progresses into the structure.  The deteriorated concrete has to be removed and replaced by new repair material, which leads to a composite concrete/repair material structure.  In order to ensure full structural interaction between the old and new material, it is necessary to have a good bond between them.  The bond itself depends on having a clean and rough surface.  The importance of surface preparation and the effect of roughness have been emphasised by many researchers.  In order to study the effect of surface roughness on the bond between a repair material and the concrete substrate, the roughness of the surface needs to be measured.  No standard method for measuring surface roughness of concrete has been adopted.  A range of methods are available and are in use for measuring the surface texture of concrete pavements in the highway field, but no method is accepted as standard.  A new method of quantifying surface roughness is proposed and compared with the only method reported in the literature.  In this new method (referred to as the roughness gradient method) a new method of describing the surface roughness is proposed.  The surface of the cut concrete is defined as a series of irregular waves.  The roughness parameter is dependent on the peak-to-trough depth and the respective wavelength.  The method adopted using the 'roughness gradient' (RG) gave a better indication of the treated surfaces used in testing concrete repairs.  Visual observation of the treated surfaces seemed to be in agreement with the RG parameters, while the method reported in the literature failed to define the roughness of the surface of the whole substrate in an accurate and comprehensive way.  (A)]]></description>
      <pubDate>Thu, 15 Jun 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/656028</guid>
    </item>
    <item>
      <title>FINES CONTENT IN CONCRETE MINERAL AGGREGATE. PROCEEDINGS - SYMPOSIUM ON RESEARCH ON THE USE OF MODERN ACHIEVEMENTS IN YUGOSLAV CIVIL ENGINEERING IN THE FIELD OF MATERIALS AND STRUCTURES. VOLUME 1, 2, 3 AND 4</title>
      <link>https://trid.trb.org/View/284940</link>
      <description><![CDATA[The paper analyzes the content of fine particles (smaller than 0.09 and 0.063 mm) in the products from 30 separation plants in slovenia for the period between 1983 and 1986. It describes the influence of raw material (gravel, sandstone, dolomite) and the type of separation plant (dry or wet processing). The results show that it would be suitable for yugoslav standards to accept the quality criterion based on 0.063 mm sieve size. Quality criteria cannot be achieved with dry-processed products in plants without cyclone separators. (TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/284940</guid>
    </item>
    <item>
      <title>LIQUID FUELS-PETROLEUM</title>
      <link>https://trid.trb.org/View/211843</link>
      <description><![CDATA[In the past five years Australia's transport fuel outlook has changed substantially.  On the supply side of the balance the assessment of the known indigenous crude oil fields has improved to such an extent that peak production instead of declining from 1980, as was expected, can now be maintained at least to the middle of this decade. furthermore, with the intersified exploration activity, which doubled in the last five years, there is at least a fifty per cent chance that further discoveries will permit maintenance of the present production level until about 1990.  On the other side of the balance the growth of demand for transport fuels has slowed down, mostly due to the introduction of world price parity.  the higher motor spirit prices causesd a switch to smaller cars and it is expected that this trend will continue.  However, with a break in the price trend in 1981, motor spirit demand may take off again.  This may strain existing refinery capacity, particularly after the introduction of lead-free petrol, unless engine technology development will reduce petrol consumption of cars.  At present Australia imports about 30 per cent of its crude oil requirements.  However, due to the "lightness" of indigenous crudes, about 80 per cent of the transport fuel production is based on indigenous crude.  This portion could be further increased if the Australian refineries installed additional catalytic cracking capacity.  The local supply base for transport fuels is expected to increase further with the more intense use of locally produced LPG as transport fuel.  If conservation measures are maintained, the possibility exists that with additional hydrocarbon supplies and increased secondary processing Australia may become fully self-sufficient in transport fuels for a period in the second hlf of the decase.  (TRRL)]]></description>
      <pubDate>Fri, 30 Nov 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211843</guid>
    </item>
    <item>
      <title>ENERGY USE OF ELECTRIC VEHICLES</title>
      <link>https://trid.trb.org/View/166739</link>
      <description><![CDATA[Although electric vehicles are not more energy-efficient than conventional vehicles (of comparable performance), they do offer two substantial possibilities for conserving fossil fuels.  First, much of the electricity used for recharging electric cars will be generated from non-petroleum sources. Second, if the tradeoff between using coal to produce synfuels for conventional cars, or using the coal to produce electricity for electric cars is considered there is substantially greater transformation-efficiency in the production of electricity.  Regarding the first point, projections of fuel use by U.S. electric utilities indicate that even for total electrification of light-duty vehicles, less than 25% of recharge power would be generated from oil in the 1990's.  In many areas of the country, little or no petroleum would be used to generate recharge power.  Thus the potential for petroleum conservation through vehicular electrification is immense.  Regarding the second point, cars powered by coal-produced electricity would require about 40% less coal than cars powered by coal-produced synfuels, because of the relatively low efficiency with which gasoline can be synthesized from coal.  (TRRL)]]></description>
      <pubDate>Mon, 15 Aug 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166739</guid>
    </item>
    <item>
      <title>THE TRANSITION TO ROAD TRANSPORT FUELS FROM COAL: A PRELIMINARY STUDY</title>
      <link>https://trid.trb.org/View/149295</link>
      <description><![CDATA[Demand for road transport fuel has been examined against the background of a growing awareness of the need for conservation as eventual depletion of world reserves of natural crude oil comes closer.  The world price of oil was projected to grow in real terms at between 2.5 and 4 per cent annually with reserves becoming virtually exhausted in the period 2010 to 2020.  UK indigenous oil is likely to follow a similar path.  If road transport were to move to synthetic liquid fuel made from coal then by 2020 90 million tonne of coal would be required each year to meet the road transport demand.  Spread over the thirty years from 1990 to 2020, the necessary additional investment in coal mining and the associated plant for converting coal to liquid fuel is equivalent to 5p a gallon on the price of petrol. Leaving aside taxes this was predicted to rise from 32p in 1975 to about 50p by 2000 and between 50 and 75p by 2020 (all in 1975 prices) when it would be made from coal.  Other considerations appear far more important than the financial ones: in addition to any non-transport linked expansion of coal mining capacity, the equivalent of nine mines like selby each with its associated liquefaction plant would have to be developed before 2020 or else coal would have to be imported. (a) (TRRL)]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149295</guid>
    </item>
    <item>
      <title>MANUFACTURING PROCESS FOR OBTAINING HIGH-STRENGTH RAPID-HARDENING CEMENT</title>
      <link>https://trid.trb.org/View/152468</link>
      <description><![CDATA[In order to improve the hydraulic characteristics of cement and to produce rapid-hardening cement, organizations in the USSR carried out investigations which showed that the clinker's baking conditions had the greatest influence on the hydraulic properties of cement.  The composition and fineness of raw meal, the cooling of the clinker and the fineness of the cement are other parameters affecting the hydraulic properties.  If the raw material available has A silicate ingredient containing ferrous oxide, rapid baking of the clinker in a short oven with a short flame is recommended.  In a long oven with an extension clinkerization zone, good hydraulic quality clinker is obtained only if the alkali content exceeds 0,7%.  Tests 700 and 850 kp/sq.cm. (TRRL)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152468</guid>
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