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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>INNOVATIONS IN VARIABLE WIDTH ASPHALT PAVING</title>
      <link>https://trid.trb.org/View/278182</link>
      <description><![CDATA[The self-extending screed is a significant breakthrough in asphalt paving.  It provides a more economic benefit by eliminating the costly task of adding and removing hard, rigid screed extension for most paving widths.  It also provides new job flexibility by affording instant, infinitely variable width changes in addition to easy extension sloping, maximizing the versatility of the asphalt paver.  Above all, the heated, vibrated extensions produce a quality end product with the same texture and uniform compaction as provided by hard extensions.  While affording these positive advantages, there is a need to develop a better understanding of the self-extending screed's operating characteristics so that this innovative, new tool can be fully utilized to its maximum potential.  It is hoped that this paper has led to a better understanding of some of the self-extending screed's functions and that it hopefully has answered some questions, or better, raised some new questions that can be further explored.  (TRRL/Author)]]></description>
      <pubDate>Mon, 31 Jan 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/278182</guid>
    </item>
    <item>
      <title>SIGNALLING OF HYDE PARK CORNER, ELEPHANT AND CASTLE AND OTHER ROUNDABOUTS</title>
      <link>https://trid.trb.org/View/202600</link>
      <description><![CDATA[This paper deals with a number of techniques for using signals in conjunction with roundabouts ranging from a total replacement of the roundabout to the signalling of only one or two points on it.  Moreover the signals may be provided at all times or only at peak traffic periods. Attention is paid to the particular problems of signalling at roundabouts.  There is a conflict between providing long cycle times required for traffic capacity and short cycle times required to accommodate queueing traffic in the limited space available.  Saturation flows at signal stop lines and at give-way lines are unpredictable requiring experimentation.  It is therefore valuable when commissioning signals at larger heavily-trafficked roundabouts to have them connected to a computer control system so that the settings can be varied to take account of actual traffic behaviour.  (TRRL)]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202600</guid>
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      <title>RESTORATION OF MEEM'S BOTTOM COVERED BRIDGE</title>
      <link>https://trid.trb.org/View/180126</link>
      <description><![CDATA[On October 28, 1976, the Meem's Bottom Covered Bridge in Shenandoah County, Virginia, was set on fire.  Listed as a historical landmark on the Virginia Landmarks Register, the structure is the longest covered bridge in the state and is one of two that still carry traffic.  At the direction of the Virginia General Assembly, the Virginia Department of Highways and Transportation undertook the task of rebuilding the structure and restoring it to service in such a manner as to maintain its historical significance.  The conclusions derived from a structural analysis of the Burr arch-truss design and the novel procedures undertaken by the department to restore the bridge are presented.  In completing the task, the department successfully maintained the 80-year-old structure's historical significance and satisfied the mandate of the General Assembly.  Although completely destroyed, the load-carrying joints were rebuilt through extensive use of epoxy.  Specially treated lumber, fire retardant varnishes, and stainless-steel roofing were used in the restoration to meet the need for fire protection and to minimize maintenance.  (Authors)]]></description>
      <pubDate>Fri, 30 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/180126</guid>
    </item>
    <item>
      <title>PAINTS AND VARNISHES - LIST OF EQUIVALENT TERMS - PART 1: GENERAL TERMS</title>
      <link>https://trid.trb.org/View/142871</link>
      <description><![CDATA[This international standard gives a list of equivalent terms in English, French, German and Dutch relating to paints, varnishes and assimilated products and their raw materials. Only the terms given in the official iso languages (english-french) can be considered as iso terms, the equivalents in Dutch and German are published under the sole responsibility of the committee members in the respective countries.  (TRRL)]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/142871</guid>
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    <item>
      <title>EFFECTS OF VARYING COMBUSTION RATE IN SPARK IGNITED ENGINES</title>
      <link>https://trid.trb.org/View/145902</link>
      <description><![CDATA[It has been shown by calculation that, for given engine operating conditions, there should be an optimum rate of combustion for minimum NOx emissions from spark ignited engines.  This paper gives experimental results from a single cylinder engine which confirm the theory, and show that, for a particular engine, the normal combustion rate needed reducing at zero exhaust gas recirculation (EGR) and increasing at high EGR rates, in opposition to its natural tendency to decrease.  The effect on economy was a small loss at zero EGR, but an appreciable improvement at high EGR.  Cyclic variation and octane requirement studies are also included.]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145902</guid>
    </item>
    <item>
      <title>STATISTICAL QUALITY DESCRIPTION AND ASSURANCE IN ROAD CONSTRUCTION</title>
      <link>https://trid.trb.org/View/88265</link>
      <description><![CDATA[This report develops methods of describing the quality that it is desired that the road construction process achieve together with methods of measuring whether or not that objective is attained.  The statistical methods recommended are based on equating the consequences of erroneous decisions equally between the two parties involved in the production and use of a road, i.e. the producer and the consumer.  Of necessity the use of statistical methods of quality description and assurance require a knowledge of the variability of the values of the various material properties used.  Values for the variabiity of various attributes of a road are suggested in the report. /Author/TRRL/]]></description>
      <pubDate>Sat, 29 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88265</guid>
    </item>
    <item>
      <title>TESTS ON PAINT FOR ENGINEERING STRUCTURES AND CARRIAGEWAY MARKINGS</title>
      <link>https://trid.trb.org/View/29923</link>
      <description><![CDATA[In the introduction of this draft procedure  a list is given of the organizations dealing with the standardization of paints: (1) permanent study group for paints, varnishes and ancillary products (gpem/pv) (2) French standard association (afnor); (3) lcpc who is working in cooperation with the gpem/pv. This publication presents extracts of amalgamated specifications from the lcpc and gpem/pv. A list of the documents necessary for understanding the publication is given. The first part deals with the general conditions governing the conduct of the tests: sampling methods, preparation of test samples, application of the paint. Part 2 renews physico-chemical test methods, general physical characteristics, data for the identification of the products, general criteria for the use of the products, quality control tests on films of paint optical characteristics of the films, and ageing tests on experimental sections. Part 3 describes general methods of separation and chemical analysis, and gives general chemical characteristics, methods of analyzing extracted binders, method of analysis for pulverised materials. The last part is concerned with the control of glass shots for carriageway marking, sampling and tests. /TRRL/]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29923</guid>
    </item>
    <item>
      <title>PVC VS WATER VAPOR TRANSMISSION</title>
      <link>https://trid.trb.org/View/107872</link>
      <description><![CDATA[FOUR DIFFERENT RESIN SOLUTIONS AND SIX DIFFERENT PIGMENTS OF WIDELY VARYING CHARACTERISTICS WERE TAKEN UNDER CONSIDERATION. THE CRITICAL PIGMENT VOLUME CONCENTRATION (PVC) RANGE WAS ESTABLISHED BY THE WATER VAPOR TRANSMISSION OF THE FILMS. TESTS PROVED THAT WATER VAPOR TRANSMISSION IS NOT DIRECTLY RELATED TO FILM BRITTLENESS PROVIDED THAT MICRO-CRACKS DO NOT DEVELOP. THE EXPERIMENTS WITH PIGMENTED FORMULATIONS SHOWED THAT THE BRITTLENESS OF PAINT FILMS INCREASES RAPIDLY WHEN THE PVC IS INCREASED BEYOND THE RESIN-TO-PIGMENT RATIO OF 1:1. NOT ALL PIGMENTS DECREASE THE WATER VAPOR PERMEABILITY IN ALL RESIN FORMULATIONS, EVEN BELOW THEIR CRITICAL CONCENTRATIONS. AMONG ALL TESTED FORMULATIONS, THE BEST WATER VAPOR TRANSMISSION CONSTANT WAS OBTAINED FOR THE MARBON-RED LEAD FORMULATION AT A RATIO OF 1:1 BY VOLUME. THE MARBON UNPIGMENTED RESIN FILM ALSO HAD THE LOWEST PERMEABILITY CONSTANT OF ALL CLEAR RESIN FILMS. /AUTHOR/]]></description>
      <pubDate>Mon, 18 Dec 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107872</guid>
    </item>
    <item>
      <title>ABRASION RESISTANCE OF BRIDGE PAINTS FOR USE IN ALASKA - FIELD AND LABORATORY TESTS EVALUATED</title>
      <link>https://trid.trb.org/View/106511</link>
      <description><![CDATA[FINDINGS FROM A STUDY OF THE RESISTANCE OF PAINT SYSTEMS TO ABRASION IN THE ALASKA COPPER RIVER DELTA AREA ARE REPORTED IN THIS ARTICLE. THE STUDY WAS INSTITUTED BECAUSE OF THE RAPID AND PREMATURE FAILURE OF A CONVENTIONAL HIGHWAY PAINT SYSTEM APPLIED TO OLD RAILROAD BRIDGES MODIFIED FOR HIGHWAY USE AS PART OF THE COPPER RIVER HIGHWAY-EDGERTON CUTOFF. TESTS WERE MADE TO DETERMINE THE MOST SUITABLE PAINT SYSTEM FOR THIS AREA WHERE IT MUST RESIST ABRASION FROM EXTREMELY LARGE AMOUNTS OF AEOLIAN SAND, SILT, AND ICE CRYSTALS CARRIED BY WINDS HAVING HIGH VELOCITIES, AS MUCH AS 90 M.P.H. A FIELD STUDY AND ACCELERATED LABORATORY ABRASION TEST WERE MADE TO EVALUATE NINE DIFFERENT PAINT SYSTEMS. THE SUPERIORITY OF A CATALYZED POLYSULFIDE PAINT SYSTEM WAS DEMONSTRATED BY RESULTS OF THE FIELD STUDY AND CONFIRMED BY THE LABORATORY TESTS. THE OTHER PAINT SYSTEMS EVALUATED WERE COAL TAR, DRYING OIL, ALKYD, VINYL, EPOXY ESTER, ZINC-RICH INORGANIC, NEOPRENE, AND A CONVENTIONAL RED LEAD PRIMER AND ALUMINUM VARNISH SYSTEM. LABORATORY CONFIRMATION WAS NEEDED TO ASSESS THE VALIDITY OF THE FIELD FINDINGS AS THE THICKNESSES FOR THE APPLIED PAINT SYSTEMS VARIED CONSIDERABLY IN THE FIELD STUDY. THE LABORATORY TESTS CONFIRMED THAT THE POLYSULFIDE COATING WAS INHERENTLY MORE RESISTANT TO ABRASION THAN THE OTHER PAINTS WHEN COMPARABLE FILM THICKNESSES WERE TESTED. THE AUTHOR RECOMMENDS THAT A CATALYZED LIQUID POLYSULFIDE RUBBER COATING REPLACE THE ORDINARY RED LEAD PRIMER AND ALUMINUM VARNISH PAINT SYSTEM FOR MAINTENANCE OF STEEL BRIDGES EXPOSED TO THE EXTREME ABRASIVE FORCES PREVALENT IN THE COPPER RIVER DELTA OF ALASKA. HE RECOMMENDS THAT THE DRY COATING THICKNESSES BE LIMITED TO 12 TO 15 MILS AND SUGGESTS THAT INCORPORATION OF A RUST-INHIBITIVE PRIMER WOULD IMPROVE THE RESISTANCE OF THE PAINT SYSTEM TO CORROSION. /RRL/A/]]></description>
      <pubDate>Wed, 12 Aug 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106511</guid>
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