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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>MASH Test 3-11 Evaluation of Modified TxDOT Round Wood Post Guardrail System</title>
      <link>https://trid.trb.org/View/1632676</link>
      <description><![CDATA[The purpose of the testing reported herein was to assess the performance of the Modified TxDOT Round Wood Post Guardrail System in soil according to the safety-performance evaluation guidelines included in American Association of State Highway and Transportation Officials’ Manual for Assessing Safety Hardware (MASH) for Test Level Three. The modification involved reducing the guardrail post embedment depth from 40 inches to 36 inches to reduce the soil resistance and decrease the force required to deflect the post through the soil. The crash test performed was in accordance with MASH Test 3-11 criteria, which involves a 2270P pickup truck impacting the barrier at a target impact speed and angle of 62 mi/h and 25°, respectively. The Modified TxDOT Round Wood Post Guardrail System in soil successfully contained and redirected the pickup truck. The barrier performed acceptably for MASH Test 3-11. The maximum dynamic deflection and permanent deformation were 44.1 inches and 37.0 inches, respectively.]]></description>
      <pubDate>Mon, 22 Jul 2019 20:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1632676</guid>
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    <item>
      <title>Copper Naphthenate Treatment Usage in Wood Sign Posts</title>
      <link>https://trid.trb.org/View/1512266</link>
      <description><![CDATA[This report concludes the final phase (phase 2) of the research project for the Evaluation of Wood Species and Preservatives for Wisconsin Department of Transportation (WisDOT) Sign Posts (WisDOT SPR#0092-13-15). The usage of copper naphthenate wood preservative was evaluated in a field test to determine actual performance and resulted in no warpage and no corrosion on the aluminum signs.]]></description>
      <pubDate>Mon, 28 May 2018 09:48:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1512266</guid>
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    <item>
      <title>Development of a Crashworthy Support System for Large Temporary Guide Signs</title>
      <link>https://trid.trb.org/View/1289594</link>
      <description><![CDATA[A common issue during phased highway construction projects is the need to temporarily relocate large guide signs on the roadside or install new guide signs for temporary use. The conventional concrete foundations used for these signs are costly and time consuming to install and remove after construction is completed. A temporary direct embed wood post support system for large guide signs was developed and successfully crash tested in accordance with AASHTO Manual for Assessing Safety Hardware (MASH) guidelines. The design considers wind loads, foundation requirements, and impact performance. The direct embedded support posts eliminate the need for reinforced concrete foundations. The results of the research can be used to establish acceptance of other less critical design configurations for other sizes of temporary guide signs. Variations include different post size, grade, and spacing.]]></description>
      <pubDate>Wed, 26 Feb 2014 12:40:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1289594</guid>
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    <item>
      <title>Evaluation of Barriers for Very High Speed Roadways</title>
      <link>https://trid.trb.org/View/980893</link>
      <description><![CDATA[As the Texas Department of Transportation (TxDOT) plans for future expansion of the state’s highway network, interest in higher design speeds has been expressed as a means of promoting faster and more efficient travel and movement of goods within the state. Increased speeds (above 80mph) will place more demand on roadside safety features.  This article describes a project that begins the process of developing roadside safety hardware suitable for use on high-speed highways. The impact conditions selected for the design, testing, and evaluation of this high-speed hardware include a speed of 85 mi/h and an angle of 25 degrees for barrier impacts. Two designs were selected for further evaluation through full-scale crash testing: an energy-absorbing bridge rail concept and a modified wood post thrie beam guardrail. This article presents the results of the full-scale crash testing of these designs.  Tests were performed at the Texas Transportation Institute (TTI) Proving Ground.  For each test, the authors describe design and construction of the guardrail device, material specifications, the actual impact conditions, the test vehicle, weather conditions, test description, damage to test installation, vehicle damage, occupant risk factors, and structural adequacy of the guardrail device.  Test vehicles were a 5000-lb, ½-ton, 4-door pickup truck (2002 Dodge Ram 1500 Quad-Cab) and a 2425-lb passenger car (2002 Kia Rio).  The 85mph impact simulations of the energy-absorbing bridge rail predicted marginal performance for both the small car and pickup truck.  Results showed a high vehicle roll angle during redirection, which indicated the possibility of vehicle instability and rollover.  The modified wood post thrie beam guardrail did not contain and redirect the pickup truck; failure of the upstream anchorage permitted the vehicle to penetrate behind the guardrail.  The authors conclude that both of these designs require modifications to achieve adequate performance before implementation can be addressed.  Readers are referred to the full report (#0-6071-2) at http://tti.tamu.edu/research_areas/publications.htm?p_tid=4.]]></description>
      <pubDate>Tue, 26 Oct 2010 09:53:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/980893</guid>
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    <item>
      <title>Evaluation of Barriers for Very High Speed Roadways</title>
      <link>https://trid.trb.org/View/916328</link>
      <description><![CDATA[As the Texas Department of Transportation (TxDOT) plans for future expansion of the state’s highway network, interest in higher design speeds has been expressed as a means of promoting faster and more efficient travel and movement of goods within the state. TxDOT funded project 0-6071 as part of a proactive consideration of safety on these high-speed facilities. This project began the process of developing roadside safety hardware suitable for use on high-speed highways. The impact conditions selected for the design, testing, and evaluation of this high-speed hardware include a speed of 85 mi/h and an angle of 25 degrees for barrier impacts. The design vehicles are those specified by the pending AASHTO Manual for Assessing Safety Hardware (MASH) and include a 5000-lb, ½-ton, 4-door pickup truck and a 2425-lb passenger car. After consideration of several barrier systems, two designs were selected for further evaluation through full-scale crash testing. These included an energy absorbing bridge rail concept and a modified wood post thrie beam guardrail. The results of the full-scale crash testing are presented and recommendations for future research are discussed.]]></description>
      <pubDate>Thu, 29 Apr 2010 16:32:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/916328</guid>
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    <item>
      <title>A GUIDE TO SMALL SIGN SUPPORT HARDWARE</title>
      <link>https://trid.trb.org/View/496089</link>
      <description><![CDATA[Most small highway signs are supported by rolled steel shapes, extruded aluminum shapes, woodposts, steel flange-channel shapes, round tubes, pipes, squares steel tubes or fiber reinforced plastic shapes. These may be used in a variety of ways to meet the dual requirements of (1) providing support for signs under a broad range of environmental conditions and (2) releasing when struck by a vehicle to minimize the change of injury to vehicle occupants. This guide is a compilation of proprietary and non-proprietary small sign support hardware.]]></description>
      <pubDate>Thu, 18 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/496089</guid>
    </item>
    <item>
      <title>TESTING OF SOUTH DAKOTA SIGN SUPPORT SYSTEM, FOIL TEST NUMBERS: 95F005 AND 95F006</title>
      <link>https://trid.trb.org/View/538483</link>
      <description><![CDATA[This test report contains the results of two crash tests performed at the Federal Outdoor Impact Laboratory (FOIL) in McLean, Virginia.  The tests were performed on a small sign support system at 35 km/h, test 95F005, and at 100 km/h, test 95F006.  The vehicle used for these tests was a 1986 Honda Civic.  The purpose of these tests was to evaluate the low- and high-speed safety performance of the South Dakota red cedar post sign support.  The sign support was made from a 102-mm by 152-mm western red cedar wood post.  No holes were drilled in the posts, and the posts were buried 1.2 m in weak soil.  The performance evaluation was based on the latest requirements for breakaway supports as specified in National Cooperative Highway Research Program (NCHRP) Report No. 350.  These criteria specify, in part, that the occupant change in velocity must be 5 m/s or less, that the significant test article stub height remaining after impact be no more than 102 mm, and no occupant compartment intrusion.  The test results indicate that the western red cedar wood post sign support system meets all of the applicable safety criteria for low-speed and high-speed tests in weak soil as specified by the Federal Highway Administration.]]></description>
      <pubDate>Wed, 23 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538483</guid>
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    <item>
      <title>TWO APPROACH GUARDRAIL TRANSITIONS FOR CONCRETE SAFETY SHAPE BARRIERS</title>
      <link>https://trid.trb.org/View/484224</link>
      <description><![CDATA[Two approach guardrail transitions for use with concrete safety shape barriers were developed and crash tested.  For this study, the transition systems were attached to the New Jersey safety shape concrete barrier; however, it is believed that these transition systems could be easily adapted to the F-shape barrier with no need for further crash testing.  Both transition designs were constructed with two nested thrie beam rails measuring 2.66-mm thick.  The first transition design was supported by nine W150x13.5 steel posts measuring, 1,981-mm long, while the second transition design was supported by nine 152-mm x 203-mm wood posts measuring 2,134-mm long.  For both systems, post spacings consisted on one at 292 mm, five at 476 mm, and three at 952 mm.  A triangular-shape concrete curb was constructed below the thrie beam rail on each approach guardrail transition system.  The two transition systems successfully met the Test Level 3 requirements specified in NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features".]]></description>
      <pubDate>Mon, 15 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/484224</guid>
    </item>
    <item>
      <title>PENDULUM TESTING OF BCT WOOD POSTS. FOIL TESTS: 91P039 THROUGH 91P045</title>
      <link>https://trid.trb.org/View/454465</link>
      <description><![CDATA[In the summer of 1991, a research project was conducted at the Federal Outdoor Impact Laboratory (FOIL) in McLean, Virginia, to investigate vehicle side impacts with guardrail terminal ends. Four terminal end designs were tested using 1985 Honda Civics. The four designs were a standard breakaway cable terminal (BCT), an eccentric loader terminal, a modified eccentric loader terminal (MELT), and a MELT for side impact.  The first three designs were tested and the terminals did not function as anticipated.  The lead posts of the terminal did not break away. A study was conducted to investigate the breakaway performance of the lead wood post.  The wood post performance testing was conducted at the FOIL using the facility's 1850-lb (839-kg) pendulum.  These tests were conducted on both used and new wood posts at 20 mi/h (32 km/h).  This report documents the results of seven 20-mi/h (32-km/h) pendulum tests to measure the breakaway force required to break away a BCT post.  Tests conducted on five standard BCT posts varied from post to post. However, even the weakest BCT post demonstrated a breakaway force higher than an automobile door could produce.  Therefore, two posts were modified to reduce the required breakaway force. Explanations for the variance in performance between standard BCT posts are discussed.]]></description>
      <pubDate>Thu, 04 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454465</guid>
    </item>
    <item>
      <title>ON SITE TREATMENT OF CONTAMINATED SOILS USING CATALYZED PEROXIDE. FINAL REPORT</title>
      <link>https://trid.trb.org/View/410143</link>
      <description><![CDATA[Treatment of contaminated water, timbers, and soils was investigated using catalyzed hydrogen peroxide, a procedure based on Fenton's reagent [hydrogen peroxide and iron (II)]. The process produces hydroxyl radicals which oxidize essentially all organic contaminants.  Fenton's methodology was used to treat total petroleum hydrocarbons (TPH) in an oil-water separator effluent from the Washington State Department of Transportation (WSDOT) White Pass maintenance station.  Results indicated that the presence of surfactants affected treatment efficiency.  Although surfactants lowered the effectiveness of the process, 25% of the TPH was removed.  Wood posts contaminated with pentachlorophenol (PCP) and creosote were treated using catalyzed peroxide process, resulting in 84% degradation of PCP and 74% degradation of creosote with 6% hydrogen peroxide and 56 mg/l Fe.  Estimated chemical cost for treatment was $1.00/kg of wood.  A central composite rotatable design was used to investigate the interactions between hydrogen peroxide concentration, slurry volume, initial contaminant concentration, and soil organic carbon content in the catalyzed hydrogen peroxide remediation of diesel-contaminated soil to develop design criteria for soil remediation.  Two separate experimental matrices were investigated:  1) high slurry volumes and low peroxide concentrations, and 2) low slurry volumes with high peroxide concentrations.  Time required for high volume/low concentration system to proceed to completion was approximately three weeks; low volume/high concentration reactions were complete within three days.  The results showed that soil organic carbon content was an insignificant variable in the catalyzed peroxide treatment of diesel-contaminated soils. However, significant interactions were found for the remaining three variables.  Data were analyzed for TPH degradation and treatment stoichiometry.  Although both systems could achieve equal levels of treatment, stoichiometry of the high volume/low concentration system was significantly more efficient; therefore, high volume/low concentration was the most economical system for the remediation of diesel-contaminated soils.]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/410143</guid>
    </item>
    <item>
      <title>LONG-SPAN NESTED W-BEAM GUARDRAILS OVER LOW-FILL CULVERTS</title>
      <link>https://trid.trb.org/View/371360</link>
      <description><![CDATA[A problem arises when it is necessary to continue a roadside guardrail across a low-fill box or pipe culvert.  Full embedment of the guardrail posts is not possible over the culvert because of the shallow soil cover.  Previous crash testing has demonstrated that posts with short embedment depths can be pulled out from the ground and subsequently fall into the path of the vehicle's tires, resulting in snagging or vaulting of the vehicle.  For steel-post guardrails, one approach that has been successfully tested is bolting of the base plates of the short steel posts to the top of the box culvert.  However, this design is not applicable to wood-post guardrail systems unless the posts are replaced with steel posts for the segment over the low-fill box culvert.  This design also requires specially fabricated steel posts and additional labor for installation, resulting in considerably higher installation and maintenance costs.  The results of a study to develop a design that is suitable for use with wood-post guardrail systems over low-fill culverts are summarized here.  A computer simulation study was conducted to evaluate various alternative designs.  The best design was then further evaluated through full-scale crash testing.  The final design that was developed and successfully crash tested has no shallow embedment posts over the culvert and uses a nested W-beam rail to span the culvert.  The design was tested for span lengths of 12 ft 6 in. (3.81 m) and 18 ft 9 in. (5.72 m).  The additional costs associated with implementing this system are relatively low, consisting of two or three 12.5-ft (3.81-m) sections of W-beam rail elements and a little more labor.  It is believed that the same design can be used for steel-post guardrail systems over low-fill culverts.]]></description>
      <pubDate>Wed, 03 Feb 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/371360</guid>
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