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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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      <title>CAPILLARY RISE UNDER CARRIAGEWAYS</title>
      <link>https://trid.trb.org/View/120484</link>
      <description><![CDATA[A DESCRIPTION IS GIVEN OF THE APPLICATION OF CAPILLARY RISE MEASUREMENTS TO THE STUDY OF THE BEARING CAPACITY OF FOUNDATIONS AND THE FREEZING OF SOILS, AND TO THEIR USE IN CONNECTION WITH PENETRATION TREATMENT OF SOIL-CEMENT OR MACADAM ROADS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:35:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/120484</guid>
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      <title>STABILITY AND RESISTANCE OF ROAD STABILIZED WITH SOIL-CEMENT</title>
      <link>https://trid.trb.org/View/120440</link>
      <description><![CDATA[THE STABILITY AND RESISTANCE OF ROAD STABILIZED WITH SOIL- CEMENT, SPECIFICALLY SOIL-CEMENT MADE IN A CENTRAL MIXING PLANT ARE DISCUSSED. LABORATORY TESTS ARE REPORTED RELATING TO VARIOUS CHARACTERISTICS OF SOIL-CEMENT AND IN PARTICULAR THE STRENGTH OF SOIL-CEMENT MADE WITH TWO SAMPLES OF STONE, ONE SILEX, THE OTHER SILICO-CALCAREOUS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:35:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/120440</guid>
    </item>
    <item>
      <title>THE DEVELOPMENT OF THE APPLICATIONS OF SLAG IN HYDRAULIC CONCRETES</title>
      <link>https://trid.trb.org/View/95328</link>
      <description><![CDATA[THE RESULTS OF EXPERIMENTS RELATING TO THE PHYSICAL AND MECHANICAL PROPERTIES OF CRUSHED SLAG CONCRETE MADE FROM GRANULATED SLAG ARE GIVEN. THE INFLUENCE OF THE CONCRETE/ CEMENT RATIO AND THE IMPORTANCE OF THE PROPORTION OF CEMENT INCORPORATED IN THESE CONCRETES ARE EXAMINED. THIS SLAG CONCRETE IS COMPARED WITH CONCRETES MADE FROM RIVER GRANULATES, CRUSHED SLAG GRANULATES, AND RIVER SAND. THIS COMPARISON COVERS MECHANICAL STRENGTHS, PERMEABILITIES, PROPENSITIES TO CRACKING BY FROST, ELASTO-PLASTIC DEFORMATIONS, AND FIREPROOFING. /LCPC/A/RRL/]]></description>
      <pubDate>Tue, 05 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95328</guid>
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      <title>HAMMERS FOR REACHING THE BOTTOM OF EXCAVATION HOLES</title>
      <link>https://trid.trb.org/View/152457</link>
      <description><![CDATA[The article recalls two drilling techniques: rotation and cutting with diamond tools and percussion with tungsten carbide tools.  Details are given of the two types of carbide tools, and of the drilling tool: halcotrack 400H with hydraulically driven hammer for bottom of holes; one of its main advantages is the low noise level of the system (sound insulated air compressor); it moves on hydraulically driven crawler tracks; its mast is hydraulically positioned and its stand of drill pipe rotates also hydraulically.  A device controls the pressure applied by the stand of drill pipe or the bits of the tool which the hammer hits. (TRRL)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152457</guid>
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    <item>
      <title>THE ONIA AND EMPALOT BRIDGES - THE FIRST SECTION OF THE SOUTHERN RING ROAD IN TOULOUSE</title>
      <link>https://trid.trb.org/View/81036</link>
      <description><![CDATA[Both bridges are built with prestressed concrete.  The Onia Bridge, 270 M long, consists of 4 continuous spans; it was constructed above the piles by the cantilever method. It varies in width because of the vicinity of an interchange; this caused a number of design problems, but the main difficulty was the foundations.  The Empalot Bridge is less conventional.  It is a precast girder bridge with 4 spans and 197 M in length.  The original feature of the bridge is that it was made continuous after the girders were erected by means of prestressing cables.  The length of the girders (50 M) and their weight (153 t) are such that they make this structure one of the most important precast girder bridges built in France.  Details are given of the design and construction methods of the two bridges.  /TRRL/]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81036</guid>
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    <item>
      <title>ANALYSIS OF PLANE RETAINING SCREENS - STANDARD DESIGN AND ELASTO-PLASTIC DESIGN</title>
      <link>https://trid.trb.org/View/80904</link>
      <description><![CDATA[The authors examine the standard design assumptions for plane retaining screens and conclude that they are not all verified; they outline a better approach presently available, called the elasto-plastic design, which uses the usual data plus the horizontal coefficient of subgrade reaction.  The solution to the problem of a screen on an elasto-plastic soil and, in particular, the use of transfer matrices are outlined.  Two examples: one of a slurry trench wall and the other of a sheet pile wall, with identical data, are given.  In conclusion, the authors compare the above method to the finite element method.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80904</guid>
    </item>
    <item>
      <title>ANALYSIS OF PLANE RETAINING SCREENS - STANDARD CALCULATION AND ELASTO-PLASTIC CALCULATION (PART 2)</title>
      <link>https://trid.trb.org/View/80905</link>
      <description><![CDATA[A comparison is made of the analysis of a screen with an anchorage tie by the two methods; the comparison shows the difference in design based on the nature of the stress/displacement relations.  For economic reasons a series of tests were undertaken in 1974 in the harbour at Le Havre with a view to testing the measuring apparatus utilized.  /TRRL/]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80905</guid>
    </item>
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      <title>REQUIREMENTS REGARDING DRIVERS; DISEASES</title>
      <link>https://trid.trb.org/View/79037</link>
      <description><![CDATA[This report is mainly a literature study of the relations between traffic safety and chronic medical conditions and physical impairments among drivers.  It is not known how many accidents are caused by illness of drivers.  In some investigations, one has tried to find the percentage of accidents that are caused by sudden illness of the driver. This percentage varies somewhat between investigations, but 0.2% seems to be a reasonable estimate. Several researchers have investigated whether drivers with a chronic medical condition have more accidents than other drivers. Investigations carried out in California and Washington indicate that these drivers have more than their share of accidents.  On the other hand Swedish investigations find that drivers with a chronic medical condition have less than their share of accidents.  The Swedish investigations included very few drivers with epilepsy.  All investigations indicate that the accident risk increases when the medical condition is more serious.  This may be related to the different results of the Swedish and American investigations.  It is possible that there is a better or stricter medical control of drivers in Sweden than in California.  The investigations show that it is possible to find the drivers who represent a high accident risk.  These drivers should be prevented from driving.  The results indicate that this has been achieved in Sweden.  A few researchers have investigated the relation between traffic accidents and physical impairment of drivers.  All find that these drivers do not have more accidents than others. /TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79037</guid>
    </item>
    <item>
      <title>REINFORCED CONCRETE: PROTECTION OF THE REINFORCEMENT</title>
      <link>https://trid.trb.org/View/79034</link>
      <description><![CDATA[Tests carried out over the last 20 years throughout the world have shown that hot galvanization of the reinforcement ensures an increase in the life of reinforced concrete structures.  Part 1 of the article considers conditions governing the corrosion of the reinforcement: carbonation of concrete, presence of calcium chloride (admixture against frost), sodium chloride (de-icing salts, marine environment, infiltration of brackish water), and construction methods. /TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79034</guid>
    </item>
    <item>
      <title>REQUIREMENTS REGARDING DRIVERS; PSYCHOLOGICAL CHARACTERISTICS</title>
      <link>https://trid.trb.org/View/79039</link>
      <description><![CDATA[The aim of the report is to appraise the significance for traffic safety of different psychological characteristics of drivers, and the possibility and need of making requirements regarding these characteristics when licensing the driver. A person's typical way of behaviour is influenced by factors such as mental health, attitudes and personality. Empirical investigations indicate that drivers with mental illness have more accidents than other drivers.  Several empirical investigations find significant relations between attitudes or personality traits of drivers and their accidents. Evaluations of drivers' mental capacity are connected to measurements of intelligence, reaction time, attention, coordination of movements and perceptual abilities.  Since empirical investigations find a relation between low intelligence and high accident risk, it seems necessary to deny persons with too low intelligence a driver licence. Investigations find no or negligible relations between simple reaction time and accidents. /TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79039</guid>
    </item>
    <item>
      <title>REINFORCED CONCRETE - PROTECTION OF THE REINFORCEMENT</title>
      <link>https://trid.trb.org/View/79033</link>
      <description><![CDATA[This article studies the influence of zinc and the salts it contains on concrete as regards adhesion.  It describes laboratory tests on new steel, oxidized steel and zinc treated steel, together with commercial applications in France, the Netherlands, the United States, Japan, etc.  It deals with the reaction of zinc with cement and with the consequence on the behaviour of steel wires subjected to high tensile prestressing forces.  Mention is made of full-scale tests on prestressed beams.  The risk of brittleness in high-strength steel due to the presence of hydrogen released through the reaction between zinc and cement, can be avoided if the appropriate type of cement is used or by adding potassium bichromate to artificial portland cement. /TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79033</guid>
    </item>
    <item>
      <title>REQUIREMENTS REGARDING DRIVERS; HEARING ABILITY</title>
      <link>https://trid.trb.org/View/79038</link>
      <description><![CDATA[The aim of the present report is to discuss the importance of the driver's hearing ability when driving, and to decide whether it is necessary to make requirements regarding this ability when licencing the driver.  Investigations on the relationship between hearing ability and accidents show conflicting results, and have methodological shortcomings which make it difficult to reach a reliable decision. Another method is to evaluate the importance of noise and signals in a theoretical manner.  It is concluded that hearing has minor importance for safe driving.  Besides, the number of drivers in Norway who are deaf or have considerably reduced hearing ability will probably be fairly low, about 500 to 700 persons.  Accordingly it is recommended that requirements should not be made on driver's hearing ability.  However, drivers who are deaf or have a considerably reduced hearing should use extra mirrors on the vehicle to increase the possibility of using their vision. /TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79038</guid>
    </item>
    <item>
      <title>REQUIREMENTS REGARDING DRIVERS; VISION</title>
      <link>https://trid.trb.org/View/79040</link>
      <description><![CDATA[During the past years several extensive, empirical investigations have studied the relation between vision of drivers and accidents.  A review of these investigations shows that several such relations exist, although they seem to be weak.  The most important reasons for this are probably unsuitable statistical methods and/or the characteristics of the sample, e.g. the sample consists of drivers who already are screened for visual defects and not the fact that vision is of minor importance for safe driving.  The most interesting visual functions from a safety point of view are discussed: static visual acuity, visual field, dynamic visual acuity, perception of movements in depth and lateral movements, visual abilities in the dark. /TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79040</guid>
    </item>
    <item>
      <title>RESEARCH IN DISCOMFORT GLARE</title>
      <link>https://trid.trb.org/View/79041</link>
      <description><![CDATA[Factors determining discomfort glare are described and a general relationship between source luminance and size producing borderline comfort/discomfort (bcd) glare for an 'average' observer is given.  The fundamental relationship is extended to the ease of a source displaced at an angle to the line of sight and to several sources.  It is shown that glare effects from a number of sources may be combined by an appropriate function and good agreement is obtained between calculated and subjectively determined indices of sensation for a variety of lighting systems.  Using the criterion of bcd the distribution of discomfort glare ratings (dgr) for over 200 observers and 41 experimental conditions was determined and a visual comfort probability (vcp) estimated. Percentage rations expressed in terms of vcp represent a figure of merit for the lighting system under consideration, thus relating dgr and vcp.  In this research source and field luminances were measured in footlamberts and appropriate corrections are needed to the fundamental equation for index of sensation when SI units are employed. /Author/TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79041</guid>
    </item>
    <item>
      <title>REPORT ON THE FIRST ARRB WORKSHOP ON CRUSHED ROCK AND AGGREGATE, 15 OCTOBER 1975</title>
      <link>https://trid.trb.org/View/79036</link>
      <description><![CDATA[This report presents a summary of discussion and proceedings of a one-day workshop on crushed rock and aggregate held at the Australian road research centre on 15 October 1975.  The aim of the workshop was to bring together producers and users of quarry products, particularly those quarry products intended for use as road construction materials, and to define subject areas where research is required.  The report lists these subject areas and contains recommendations on the action which should be taken on the problem areas reported in the discussion. /Author/TRRL/]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79036</guid>
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