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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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    <item>
      <title>DESIGNING AND INSTALLING A HIGHWAY MAINTENANCE MANAGEMENT SYSTEM</title>
      <link>https://trid.trb.org/View/110607</link>
      <description><![CDATA[A STEP-BY-STEP OUTLINE IS GIVEN FOR DEVELOPMENT OF A HIGHWAY MAINTENANCE MANAGEMENT SYSTEM AND THE LIMITING FACTORS ASSOCIATED WITH IT ARE DISCUSSED. STEP 1 IS TO ESTABLISH WORK UNITS, I.E. UNITS OF MEASUREMENT FOR MAINTENANCE ACTIVITIES. STEP 2 IS TO ESTABLISH WORK QUANTITIES FOR EACH ACTIVITY. STEP 3 IS TO ESTABLISH PRODUCTIVITY RATES IN ORDER TO ACCOMPLISH THE PLANNED WORK QUANTITIES. THE FOURTH STEP IS TO ESTABLISH RESOURCE REQUIREMENTS FOR MANPOWER, EQUIPMENT AND MATERIALS. THE FINAL STEP IS TO CONTROL THE PRODUCTIVITY RATE USING THE PLANNED QUANTITIES AS GUIDELINES. THIS PHASE REQUIRES EFFICIENT SUPERVISORS. THE PROBLEMS INVOLVED IN SUCH A SYSTEM ARE THE DYNAMIC NATURE OF THE MAINTENANCE OPERATION, THE DIFFICULTY OF DEFINING WORK OBJECTIVES IN TERMS OF QUANTITY AND FREQUENCY, GEOGRAPHIC AND SEASONAL VARIABLES, AND THE PROBLEMS OF INTEGRATING DIFFERENT WORK ACTIVITIES TO BE CARRIED OUT BY THE SAME WORK FORCE.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110607</guid>
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      <title>PROGRAMMING STRUCTURAL INTEGRITY MAINTENANCE</title>
      <link>https://trid.trb.org/View/107219</link>
      <description><![CDATA[THE PORT OF NEW YORK AUTHORITY HAS DEVELOPED A PROGRAM OF STRUCTURAL INTEGRITY MAINTENANCE FOR ITS THREE STATEN ISLAND BRIDGES, EACH ALMOST 40 YEARS OLD. A COMPLETE PROGRAM WAS WRITTEN OF 71 FIELD ROUTINES THAT A STRUCTURAL MECHANIC PERFORMS ON THE BRIDGES ON A SCHEDULED CYCLE. THEY INCLUDE INSPECTIONS, LUBRICATIONS, TECHNICAL MEASUREMENTS, STRUCTURAL CLEANING, ACCESS RIGGING, AND SPOT PAINTING. INSPECTION AND MAINTENANCE GUIDES DEFINE ALL WORK ROUTINES, ILLUSTRATE TYPICAL DEFECTS, AND INCLUDE A CONDITION REPORT TO BE FILLED IN BY THE MECHANIC. THE REPORTS ARE SUBSEQUENTLY ANALYZED AND RECORDED BY THE ENGINEERING STAFF, WHICH CAN FOLLOW DEVELOPMENTS OVER A PERIOD OF TIME AND DETERMINE STRUCTURAL CONDITION WITHOUT THE NEED FOR FREQUENT AND COSTLY FIELD INSPECTIONS. THE PROGRAMMING OF STRUCTURAL INTEGRITY MAINTENANCE THUS EFFECTIVELY TRANSFORMS THE CRITICAL JUDGMENT FACTOR FROM THE FIELD TO THE DECISION MAKING ATMOSPHERE OF THE ENGINEERING OFFICE. /ASCE/]]></description>
      <pubDate>Sat, 12 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107219</guid>
    </item>
    <item>
      <title>THE ONTARIO APPROACH TO MAINTENANCE MANAGEMENT</title>
      <link>https://trid.trb.org/View/110704</link>
      <description><![CDATA[RESEARCH HAS SHOWN THAT SIGNIFICANT REDUCTIONS CAN BE MADE IN HIGHWAY MAINTENANCE EXPENDITURES. THE SYSTEM APPROACH IS DIRECTED TOWARD MAXIMIZATION OF THIS REDUCTION. A TOTAL SYSTEM FOR PLANNING, ORGANIZING, DIRECTING, AND CONTROLLING OF THE MAINTENANCE FUNCTION IS PRESENTED. THE ELEMENTS OF THE SYSTEM ARE DISCUSSED AND A MODEL OF THE SYSTEM IS ILLUSTRATED. THE SYSTEM IS DYNAMIC BECAUSE WORK QUANTITY STANDARDS, PRODUCTION RATES, AND WORK METHODS ARE CONTINUOUSLY SCRUTINIZED AND ARE REVISED ACCORDING TO CHANGING CONDITIONS. PLANNING IS THUS BASED ON CURRENT INFORMATION, ALLOWING MAXIMUM UTILIZATION OF ALL RESOURCES AND THE ACHIEVEMENT OF THE DESIRED LEVEL OF MAINTENANCE SERVICE AT THE LOWEST PRACTICAL COST. THIS HIGHWAY MAINTENANCE MANAGEMENT SYSTEM PERMITS THE MAINTENANCE FUNCTION TO SUPPORT MAINTENANCE BUDGET REQUIREMENTS IN TERMS OF MEASURABLE AND DEFINABLE WORK PROGRAMS. APPENDIXES PROVIDE A LIST OF ROAD TYPE CODES AND TYPICAL CREW SIZE TABLES.]]></description>
      <pubDate>Thu, 17 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110704</guid>
    </item>
    <item>
      <title>CHANGES IN WAGES AND WORKING PRACTICES IN THE BUS INDUSTRY SINCE DEREGULATION: FIVE CASE STUDIES</title>
      <link>https://trid.trb.org/View/349976</link>
      <description><![CDATA[The report investigates the impact of the 1985 Transport Act on wages and working practices amongst bus operators, with particular reference to Metropolitan areas.  The objectives of the research were:  to identify changes in working practices over the period 1983-1988 and particularly since deregulation, distinguishing between former NBC, PTE and independent companies; to identify changes attributable to new forms of operation, such as minibus services, competition and privatization; and to estimate the effects of these changes in working practices on operating costs and efficiency.  The report describes the results of five case studies examining individual companies in more detail and addressing all objectives.  It presents a more detailed analysis of changes in working practices and their effect on costs and efficiency of the individual companies.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/349976</guid>
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      <title>ADAPTABLE DRIVER-CAR INTERFACING AND MENTAL WORKLOAD: A REVIEW OF LITERATURE</title>
      <link>https://trid.trb.org/View/344242</link>
      <description><![CDATA[This report discusses a number of issues that are important for the design of an adaptive interface or dialogue controller in a car equipped with a GIDS system.  There are two major sections, each followed by recommendations for interface design.  In the first section, a short review of human performance in multitask situations is given. Practice is assumed to be of major significance for mental workload reduction especially in tasks that are executed concurrently with similar tasks.  Also, issues concerning the concept, prediction and assessment of mental workload are discussed. A distinction is made between mental workload assessment for the evaluation of GIDS systems and for the adaptation of the interface to the driver workload. Recommendations are given for workload assessment in evaluation studies.  The second section of the report discusses literature on adaptive interfaces.  Distinctions are made between human and system-initiated interface adaption and between short-term and long-term adaptation. The section ends with recommendations regarding when and how to adapt the interface characteristics to driver workload.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344242</guid>
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      <title>REINFORCED EARTH ON M62 MOTORWAY</title>
      <link>https://trid.trb.org/View/40434</link>
      <description><![CDATA[A new technique is outlined for reinforced earth structures (made up of soil, reinforcement and facing unit) in which the vertical reinforcing member is incorporated with the horizontal reinforcement and the facing is a non-structural unit.  On the basis of economy, galvanized mild steel traps were chosen for the horizontal reinforcement.  A block of 100 straps supporting a section near the middle of the wall was made of glass fiber roving impregnated with polyester resin - as an additional experiment.  The facing unit was a hexagon based pyramid, 125 mm deep and measuring 600 mm across the flats.  A glass reinforcement cement was used for the facing unit.  Bunter sandstone from a borrow pit on site was used as the fill material.  A discrete gap was formed between each facing unit.  Details of construction are briefly described.  Construction was in layers with the facing keeping pace with the fill.  The maximum area of wall completed including backfilling by 2 men in one day is 60 sq. m.  Three general categories of problems have risen with the use of new construction techniques and materials. These problems are related to: the internal stability of the wall and the adequacy and relevance of the present design methods and assumptions, the problem of corrosion or damage of the materials forming the structure, and the general behaviour of the wall and its capacity to accommodate differential settlements and externally imposed stresses, and the internal strain movements of the wall. Comparisons are made of reinforced earth construction costs using the new method and the costs using the French method.]]></description>
      <pubDate>Wed, 10 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/40434</guid>
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