<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7UmVoYWJpbGl0YXRpb24gdHJlYXRtZW50cyAgKCBQYXZlbWVudHMgKSAmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtSZWhhYmlsaXRhdGlvbiB0cmVhdG1lbnRzIChQYXZlbWVudHMpJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Exploring Different Forms of Base Stabilization</title>
      <link>https://trid.trb.org/View/1213758</link>
      <description><![CDATA[Our nation’s roadways have experienced a growing demand over the past couple of decades. With decreasing funds and the need to provide the public with an efficient, safe, and cost effective roadway system, there has been a remarkable increase in the need to rehabilitate our existing pavements. When a flexible pavement has deteriorated to the point where rehabilitation or reconstruction is necessary, pavement engineers have traditionally used either the mill and overlay strategy or complete reconstruction. With the advances made on road construction equipment over the last two decades, there has been a growth in asphalt recycling and reclaiming as a technically and environmentally friendly way of rehabilitating the existing, failed pavements. An example of rehabilitation is base stabilization, or Full-Depth Reclamation. This research identified two mix designs for Portland cement base stabilization, three mix designs for asphalt emulsion base stabilization, and two mix designs for asphalt foam base stabilization. These mix designs are currently being synthesized to produce one final mix design for each technology. Preliminary testing indicated that the modified proctor and Superpave Gyratory Compactor can produce similar moisture density curves. In addition, increasing the water content and asphalt foam content of asphalt foam base stabilization mixture increased the compressive strength.]]></description>
      <pubDate>Fri, 14 Sep 2012 11:14:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1213758</guid>
    </item>
    <item>
      <title>Road Rehab Smoothes Travel: Nueces County, Texas</title>
      <link>https://trid.trb.org/View/792873</link>
      <description><![CDATA[This brief article describes a comprehensive, court-ordered initiative undertaken to rehabilitate 280 miles of roads and replace 39 bridges in Nueces County, Texas.  Some of the rural roads in this county were in such poor conditions that ambulances responding to emergency calls were forced to drive 20mph on 60mph zones in order to avoid large potholes.  Farmers could not fit their equipment across old, narrow timber bridges and school districts were spending excessive amounts on bus maintenance because of rough roads.  To fund this $58 million Nueces County Infrastructure Rehabilitation Project (NCIRP), the county issued Series 2004 Certificates of Obligation to be repaid by taxpayers in 20 years.  By fast-tracking the project over 18 months, the county locked in a low interest rate as well as capped fuel, material and labor costs, saving millions of dollars.  The author reports on local reaction to the funding plan, the emphasis on quality in the road and bridge repairs, and the role of the Texas Department of Transportation.  All roads and bridges in the project repaired by April 2006, with costs coming in under budget by $6.8 million.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:15:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/792873</guid>
    </item>
    <item>
      <title>Cohesive Slope Surface Failure and Evaluation</title>
      <link>https://trid.trb.org/View/757703</link>
      <description><![CDATA[This paper highlights the mechanism of slope surface failure that occurs on highway embankments with cohesive soils.  Based on systematic instrumentation in the field, the major reason for such surface failures is ascribed to the reduction of soil strength due to the seasonal variation of moisture content in embankment soils.  Shrinkage cracks develop in an embankment during dry seasons.  A great amount of rainfall then infiltrates into embankment soils through these cracks in subsequent wet seasons.  As such, the shear strength of embankment soils progressively decreases as soils swell until a surface failure occurs.  This surface failure mechanism was indirectly studied through a series of shrinkage and unconfined compressive tests on cohesive soil similar to that at the highway embankment.  A limit equilibrium analysis method was also suggested accordingly for the back calculation of slope stability.  Finally, a rehabilitation technique using nonwoven geotextile was recommended for highway maintenance engineers to repair such slope surface failures.]]></description>
      <pubDate>Mon, 25 Jul 2005 09:37:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/757703</guid>
    </item>
    <item>
      <title>GETTING THE MOST FROM YOUR LONG TERM PAVEMENT PERFORMANCE (LTPP) SECTION - GUIDANCE FOR REHABILITATION</title>
      <link>https://trid.trb.org/View/673751</link>
      <description><![CDATA[Pavement rehabilitation in a number of States and Provinces consumes the majority of the pavement funds. Highway agencies have many questions related to selecting the right rehabilitation strategy considering the pavement condition, traffic, and desired performance period.  In response to this need, one of the Long Term Pavement Performance (LTPP) program's objectives is to develop improved design methodologies and strategies for the rehabilitation of existing pavements.  Of the approximately 2,400 LTPP sections, there are 442 rehabilitated pavement sections in the GPS-6 and -7 and SPS-5 and -6 experiments.  These 442 are the source of the data used to address LTPP's goal.  An increase in the quality and applicability of the LTPP rehabilitation products requires an increase in the number of rehabilitated test sections in the LTPP program while not increasing the total number of sections in the program.  A means to increase the number of rehabilitated sections is to continue to monitor an LTPP section after the State or Province has completed a pavement rehabilitation.  For an LTPP test section to be considered for future monitoring after a rehabilitation, three criteria must be met: (1) the rehabilitation treatment must fall within certain types and ranges, (2) the section rehabilitation must be completed and open to traffic by the end of 2002, and (3) the State or Province must meet certain data collection responsibilities.]]></description>
      <pubDate>Fri, 23 Feb 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/673751</guid>
    </item>
  </channel>
</rss>