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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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Environmental effects on concrete</title>
      <link>https://trid.trb.org/View/1178074</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178074</guid>
    </item>
    <item>
      <title>Asphalt Adhesion and Interfacial Phenomena</title>
      <link>https://trid.trb.org/View/1178073</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178073</guid>
    </item>
    <item>
      <title>Symposium: rapid excavation</title>
      <link>https://trid.trb.org/View/1178072</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178072</guid>
    </item>
    <item>
      <title>Pile foundations</title>
      <link>https://trid.trb.org/View/1178068</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178068</guid>
    </item>
    <item>
      <title>Highway safety improvements</title>
      <link>https://trid.trb.org/View/1178067</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178067</guid>
    </item>
    <item>
      <title>Manpower, maintenance and studded tires</title>
      <link>https://trid.trb.org/View/1178066</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178066</guid>
    </item>
    <item>
      <title>Pavement rehabilitation and design of overlays</title>
      <link>https://trid.trb.org/View/1178063</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178063</guid>
    </item>
    <item>
      <title>Joint sealants, paint and pipe</title>
      <link>https://trid.trb.org/View/1178056</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178056</guid>
    </item>
    <item>
      <title>Aggregates and skid resistance of bituminous pavements</title>
      <link>https://trid.trb.org/View/1175977</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 00:50:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1175977</guid>
    </item>
    <item>
      <title>A PAVEMENT OVERLAY DESIGN SYSTEM CONSIDERING WHEEL LOADS, TEMPERATURE CHANGES, AND PERFORMANCE</title>
      <link>https://trid.trb.org/View/110836</link>
      <description><![CDATA[A RECENT REVIEW OF CURRENT OVERLAY DESIGN PROCEDURES REVEALED THAT A FEW BONA FIDE PROCEDURES EXIST AND THAT EVEN THE BEST OF THEM, I.E., THOSE BASED ON DEFLECTION, HAVE LIMITATIONS AND INCONSISTENCIES. FURTHERMORE, THE REVIEW EMPHASIZED THE NEED FOR CONSIDERING VOLUME CHANGE STRESSES. THE PURPOSE OF THIS PAPER, THEREFORE, IS TO BRIEFLY DISCUSS A RECENTLY DEVELOPED OVERLAY DESIGN PROCEDURE, WHICH HAS BEEN APPLIED TO 11 MILES OF INTERSTATE HIGHWAY AND 2 AIRPORTS. A BRIEF DESCRIPTION OF THE OVERLAY DESIGN SYSTEM AND ITS APPLICATION IS PRESENTED HERE; A DETAILED DESCRIPTION IS AVAILABLE. THE GENERAL PAVEMENT SYSTEM IS DISCUSSED AND APPLIED TO DEVELOP AN OVERLAY SYSTEM THAT IS APPLIED TO THE DESIGN OF AN OVERLAY FOR CONTINUOUSLY REINFORCED CONCRETE PAVEMENT IN TEXAS. THIS DESIGN IS DISCUSSED IN TERMS OF WHEEL LOAD AND TEMPERATURE STRESSES. /AUTHOR/]]></description>
      <pubDate>Fri, 25 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110836</guid>
    </item>
    <item>
      <title>PAVEMENT WEAR DUE TO STUDDED TIRES AND THE ECONOMIC CONSEQUENCES IN ONTARIO</title>
      <link>https://trid.trb.org/View/103522</link>
      <description><![CDATA[THE WEAR CAUSED BY STUDDED TIRES IS MEASURED ON DIFFERENT PAVEMENT SURFACES IN ONTARIO BY USING A SIMPLE PHOTOGRAPHIC METHOD TO RECORD BEFORE-AND-AFTER CROSS-SECTIONAL PROFILES. RESULTS SHOW THAT, WITH NOT MORE THAN 20 PERCENT OF VEHICLES USING STUDDED TIRES, SUBSTANTIAL WEAR HAS OCCURED DURING ONE WINTER OF MODERATE-TO-HEAVY TRAFFIC. ESTIMATES OF FUTURE PAVEMENT WEAR INDICATE THAT A SERIOUS PROBLEM HAS TO BE FACED FOR WHICH NO LASTING AND ECONOMICAL REPAIR OR PREVENTIVE PROCEDURES YET EXIST. EXPERIENCE IN EUROPE AND NORTH AMERICA IS REVIEWED IN AN EFFORT TO COMPARE ANY BENEFITS OF STUDDED TIRES WITH THE WIDELY REPORTED PAVEMENT DAMAGE THEY MAY CAUSE. THE ALTERNATIVE COURSES OF ACTION-TO RESTRICT THE USE OF STUDS OR TO ALLOW THEIR CONTINUED USE-ARE CONSIDERED IN THE LIGHT OF THE FINDINGS. /AUTHOR/]]></description>
      <pubDate>Tue, 10 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103522</guid>
    </item>
    <item>
      <title>EFFECT OF STUDDED TIRES ON AGGREGATE AND RELATED EFFECTS ON SKID RESISTANCE</title>
      <link>https://trid.trb.org/View/95288</link>
      <description><![CDATA[FIELD OBSERVATIONS MADE DURING THE WINTERS OF 1966-1970 IN MINNESOTA WHEN STUDS WERE USED REVEALED THE FOLLOWING: (1) PAVEMENT WEAR WAS MINOR IN THE FIRST TWO WINTERS DUE TO THE SMALL NUMBER OF CARS (9%) EQUIPPED WITH STUDS. AS THE PROPORTION INCREASED TO 40% IN THE FOURTH WINTER, THE WEAR BECAME SO PRONOUNCED THAT A DEPTH OF 1/4 IN. WAS REACHED IN THE WHEELPATHS ON BOTH BITUMINOUS AND PORTLAND CEMENT CONCRETE. (2) THE MOST SEVERE WEAR WAS DEVELOPED ON HIGH SPEED, HIGH VOLUME ROADS SUCH AS THE INTERSTATE, FREEWAYS AND EXPRESSWAY WITHIN AND AROUND THE METROPOLITAN AREA, SHOWING THAT THE RATE OF PAVEMENT WEAR IS RELATED TO SPEED AND STUD APPLICATIONS. WHERE THE WEAR DEPRESSION WAS ABOUT 1/4 IN., AN ESTIMATE OF 1.6 MILLION STUD APPLICATIONS WAS MADE. (3) THE WEAR RATE IS SLOW FOR (A) RURAL ROADS WITH LOW TRAFFIC VOLUMES THOUGH TRAVEL SPEEDS ARE HIGH, (B) URBAN STREETS WITH SLOW TRAFFIC SPEEDS ALTHOUGH TRAFFIC DENSITY IS HIGH. HOWEVER, WHERE THERE IS A CONCENTRATION OF FAST ACCELERATION OR HEAVY BRAKING, SUCH AS ON ENTRANCE OR EXIT RAMPS TO OR FROM FREEWAYS, THE WEAR IS PRONOUNCED. (4) WHEN THE SURFACE FILM OR COATING OF ASPHALT OR CEMENT MORTAR IS WORN AWAY, THE COARSE AGGREGATE PARTICLES ARE EXPOSED, SHOWING A MOSAIC-LIKE SURFACE APPEARANCE. FOR PROGRESSING WEAR, THE MATRIX ERODES FROM BETWEEN THE HARDER COARSE AGGREGATE PARTICLES. FOR COARSE AGGREGATES OF CRUSHED ROCK OR GRAVEL CONSISTING OF IGNEOUS PARTICLES AND PEBBLES, THE HARD PARTICLES PROTRUDE ABOVE THE SURROUNDING MATRIX, PRODUCING A KNOBBY ROUGH TEXTURED SURFACE, DISCERNIBLE VISUALLY AND BY SOUND AND FEEL WHEN A CAR TRAVELS OVER IT. THE AFFECTED AREA IS APPROXIMATELY 2 1/2 FT. WIDE FOR EACH WHEELPATH. (5) LIMESTONE COARSE AGGREGATES (A) TEND TO WEAR DOWN WITH THE MATRIX REMOVAL, AND THE WHEELPATH SURFACE IS NOT AS ROUGH OR BADLY ABRADED AS THE HARD ROCK OR GRAVEL AGGREGATES; (B) MAY WEAR MORE RAPIDLY THAN THE MATRIX SO THAT THE SURFACES ARE ACTUALLY BELOW THE MATRIX. THUS, THE TYPE OF AGGREGATES USED SIGNIFICANTLY INFLUENCES THE WEAR RATE OF PAVEMENTS. WHEELPATH WEAR PRODUCES SHALLOW SURFACE RUTS THAT MAY AFFECT THE PAVEMENT'S SKID CHARACTERISTICS. READINGS WERE TAKEN WITHIN AND OUTSIDE THE WORN AREA OF THE WHEELPATH. THE SKID NUMBERS OBTAINED WERE WITHIN 2 OR 3 POINTS OF ONE ANOTHER FOR COMPANION READINGS INSIDE AND OUTSIDE THE WHEELPATH.]]></description>
      <pubDate>Sun, 08 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95288</guid>
    </item>
    <item>
      <title>PREDETERMINING THE POLISH RESISTANCE OF LIMESTONE AGGREGATES</title>
      <link>https://trid.trb.org/View/101267</link>
      <description><![CDATA[RESEARCH DATA SHOW THAT AGGREGATE TYPE IS A VITAL FACTOR IN PAVEMENT FRICTION AND LIMESTONE AGGREGATES TEND TO POLISH MORE READILY THAN OTHER AGGREGATES. SIGNIFICANT DIFFERENCES IN POLISH SUSCEPTIBILITY EXIST AMONG LIMESTONES AND THESE DIFFERENCES ARE RELATED PRIMARILY TO THE NON-CARBONATE OR ACID INSOLUBLE CONSTITUENTS IN THE ROCK. SINCE 1946, THE VIRGINIA HIGHWAY RESEARCH COUNCIL HAS ACCUMULATED A LARGE NUMBER OF PAVEMENT FRICTION MEASUREMENTS AND INFORMATION ON AGGREGATE CHARACTERISTICS. BASED ON THESE DATA, IT APPEARS THAT A SIMPLE RELATIONSHIP EXISTS BETWEEN THE TOTAL ACID INSOLUBLE CONTENT OF VIRGINIA LIMESTONES AND THEIR POLISH RESISTANCE AS EVALUATED BY STOPPING DISTANCE NUMBERS. FROM THIS RELATIONSHIP AND OBSERVATIONS ON TRAFFIC VOLUMES, TENTATIVE GUIDELINES FOR USING LIMESTONES IN PAVEMENT SURFACES ARE PROPOSED. THIS INVOLVES USING LIMESTONES WITH INCREASINGLY HIGHER INSOLUBLE FRACTIONS IN PAVEMENT SURFACES CARRYING PROGRESSIVELY GREATER TRAFFIC VOLUMES. IT IS THOUGHT THAT CERTAIN RELATIVELY IMPURE LIMESTONES MAY BE USED IN PAVEMENTS CARRYING UP TO 10,000 VEHICLES PER DAY. IF SELECTED LIMESTONES CAN BE USED IN PAVEMENT SURFACES, CONSIDERABLE ECONOMIES WILL RESULT, BECAUSE MANY STATES ARE EITHER EXCLUDING OR CONSIDERING EXCLUSION OF ALL LIMESTONES FROM PAVEMENT SURFACES. IT IS RECOMMENDED THAT OTHER STATES CARRY OUT SIMILAR STUDIES RELATING PAVEMENT FRICTION TO LIMESTONE AGGREGATE CHARACTERISTICS, PARTICULARLY THE INSOLUBLE CONTENT. THUS THE TENTATIVE GUIDELINES SUGGESTED HERE MAY BE REFINED AND FOUND USEFUL OUTSIDE VIRGINIA. /AUTHOR/]]></description>
      <pubDate>Sun, 08 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101267</guid>
    </item>
    <item>
      <title>A LABORATORY METHOD TO DETERMINE POLISH SUSCEPTIBILITY OF AGGREGATES</title>
      <link>https://trid.trb.org/View/101268</link>
      <description><![CDATA[A LABORATORY PROCEDURE IS DEVISED TO EVALUATE THE POLISHING TENDENCIES OF AGGREGATES. THE DESIGN OF THE POLISHING MACHINE IS AIMED AT REPRODUCING THE ACTION OF TRAFFIC IN THE FIELD. THE POLISHING INSTRUMENT IS A PAIR OF 7:50 X 14 ASTM E-17 TEST TRAILER TIRES CHASING EACH OTHER AROUND A 6-FT DIAMETER CIRCLE AT ABOUT 22 1/2 RPM DAY AND NIGHT. THE DIAMETER TRACK IS DIVIDED INTO 16 EQUAL SEGMENTS, EACH OF WHICH HOLDS ONE SAMPLE, ENABLING REPLICATE TESTS TO BE CONDUCTED ON ONE OR MORE AGGREGATES AT A TIME. THE SIZES OF AGGREGATE PARTICLES WERE TESTED FOR THEIR INFLUENCE ON THE SYSTEM. THREE TYPES OF SAMPLES WERE USED: PARTICLES PASSING A 3/4 IN. SIEVE AND RETAINING ON A 5/8 IN. SIEVE, MATERIAL BETWEEN 3/8 AND 1/4 IN., AND A ROCK SLAB. ONCE THE SPECIMENS ARE MOUNTED IN THE ROCK, THEY ARE EXPOSED TO CONTINUOUS TRAFFIC AT THE RATE OF 32,500 REV. PRODUCING 65,000 COVERAGES PER DAY. THE SKID RESISTANCE OF EACH SAMPLE IS MEASURED DURING THE "PIT STOPS." THE DEGREE OF POLISH IS MEASURED BY THE BRITISH PORTABLE TESTER (BPT). ANALYSIS OF VARIANCE OF THE PROCESS WAS ALSO PERFORMED. FINDINGS SHOW THAT (1) THE DATA OBTAINED AGREED WELL WITH THE PRECISION STATEMENT FOR THE TEST METHOD AS IT IS GIVEN IN ASTM, (2) THE VARIANCE BETWEEN SAMPLES MAKES UP THE GREATEST PART OF THE TOTAL TO THE EXTENT THAT IT IS ABOUT 4 TIMES THE SUM OF THE REST. THE AVERAGE SKID NUMBER FOR A MATERIAL PLOTTED AGAINST THE CORRESPONDING TRAFFIC MEASURED BY REVOLUTIONS GIVES A HYPERBOLIC CURVE. A COMPUTER PROGRAM GIVES THE BEST FITTING HYPERBOLA FOR EACH SET OF DATA POINTS. CORRELATION COEFFICIENTS ARE AROUND 0.96 OR HIGHER. AT INFINITY, THE COMPUTATIONS GIVE AN INTERCEPT WHICH MAY BE INTERPRETED AS THE ULTIMATE SKID NUMBER THAT WOULD BE PRODUCED IF THE POLISHING PROCESS IS CONTINUOUS FOR AN INFINITE NUMBER OF REVOLUTIONS. THE HYPERBOLIC CURVE APPROACHES THE ASYMTOTE WITH INCREASED TRAFFIC. THE SLOPE GIVES A COMPARATIVE POLISH RATE. IF ALL THESE HOLD UP THROUGHOUT THE INVESTIGATION, THEN THE METHOD DESCRIBED GIVES A CONVENIENT QUANTITATIVE EVALUATION OF ULTIMATE POLISH POTENTIAL OF AN AGGREGATE.]]></description>
      <pubDate>Sun, 08 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101268</guid>
    </item>
    <item>
      <title>A REVIEW OF EUROPEAN PRACTICES FOR LABORATORY EVALUATION OF AGGREGATE POLISHING CHARACTERISTICS</title>
      <link>https://trid.trb.org/View/101270</link>
      <description><![CDATA[EUROPEAN METHODS OF EVALUATING AGGREGATE POLISHING ARE PRESENTED. THE BRITISH ARE CONTINUING THEIR INVESTIGATIONS FOR A BETTER NON-SKID SURFACING AND SPECIAL TYPES OF MANUFACTURED AGGREGATES. CALCINED BAUXITE WAS MEASURED BY THE BRITISH PENDULUM TESTER AND SIDEWAYS FORCE COEFFICIENT APPARATUS, AND FOUND TO HAVE A POLISHED STONE VALUE OF 75, WHICH IS BETTER THAN THE BEST NATURAL ROADSTONE. HOWEVER, IT IS TOO EXPENSIVE ($75/TON USABLE MATERIAL) FOR PRACTICAL USE. THE RESEARCHERS HOPE TO FIND A MANUFACTURED AGGREGATE MADE UP OF A MATRIX CONTAINING HARD AND ANGULAR GRANULES OF ANOTHER MATERIAL. THE ROAD SURFACE TEXTURE SHOULD BE ROUGH. STEREOPHOTOGRAPHIC TECHNIQUES WITH COMPUTER ANALYSIS GIVE THE TEXTURE MEASUREMENTS. THE ROAD RESEARCH LABORATORY AND CEMENT AND CONCRETE ASSOCIATION DEVELOPED AN ACCELERATED WEAR MACHINE, ACTUALLY AN ENLARGED VERSION OF THE STONE POLISHING APPARATUS, FOR STUDYING PORTLAND CEMENT PAVING MIXTURES. FOR SURFACE TEXTURE MEASUREMENTS, THE FRENCH MAKE A RUBBER CASTING OF THE SURFACE TO MAKE A REPLICATE OF THE SURFACE IN EPOXY RESIN. THE PROFILE RATIO IS MEASURED AND ANALYZED BY COMPUTER. THE BRITISH STONE POLISHING TEST IS USED FOR AGGREGATE EVALUATION AND FOUND TO HAVE GOOD CORRELATION BETWEEN THE POLISHING CHARACTERISTICS AND THE VICKERS HARDNESS TEST. FOR PORTLAND CEMENT PAVEMENTS THE FRENCH ADVOCATE MECHANICAL BRUSHING IN TRANSVERSE DIRECTION FOR SURFACE LAITANCE REMOVAL AND CHOOSING A NON-POLISHING MORTAR. THE BELGIAN TECHNIQUE FOR TEXTURING PORTLAND CEMENT LIES IN INCORPORATING TRANSVERSE GROOVES IN FRESH CONCRETE. IN GERMANY, PROFILE MEASUREMENTS ARE MADE WITH A RUBBER-COATED STYLUS. THIS METHOD IS BELIEVED TO TAKE INTO ACCOUNT THE MICROROUGHNESS OF PAVEMENT SURFACES. SINCE THE GERMANS BELIEVE THAT ACCIDENT STATISTICS ARE THE MOST IMPORTANT PARAMETER WHEN JUDGING THE NEED FOR RESURFACING TO IMPROVE RESISTANCE TO SKIDDING, ACCIDENT DATA ARE COLLECTED TO SPOT LOCATIONS WHERE SKIDDING ACCIDENTS OCCURRED AND TO INVESTIGATE THE SKIDDING CHARACTERISTICS OF THESE PAVEMENTS.]]></description>
      <pubDate>Sun, 08 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101270</guid>
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