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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>HIGHWAY SAFETY ENHANCED BY ASPHALT PAVED SHOULDERS</title>
      <link>https://trid.trb.org/View/104889</link>
      <description><![CDATA[PAVED SHOULDERS OF HOT MIX ASPHALT ON MARYLAND HIGHWAYS IMPROVE SAFETY AND LEAD TO BETTER PERFORMANCE AND USAGE. FOR EXAMPLE, THERE IS NO DROP-OFF AT HIGHWAY PAVEMENT EDGE, AND SWERVING AND TURNING OVER ON UNSTABLE AND LOOSE SHOULDERS ARE AVOIDED. MOREOVER, ROAD DRAINAGE IS IMPROVED AND PLOWING SNOW IN THE WINTER IS EASIER.]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104889</guid>
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      <title>FULL DEPTH ASPHALT PAVEMENT PERFORMS WELL FOR BUSY AIRPORT</title>
      <link>https://trid.trb.org/View/104890</link>
      <description><![CDATA[A MARYLAND SUBURBAN AIRPORT HAS RUNWAY PAVEMENT THAT CONSISTS OF 5.5 INCH BITUMINOUS CONCRETE PLACED DIRECTLY ON THE EARTH SUBGRADE. RIDING QUALITIES ARE EXCELLENT. FURTHERMORE, NO PAVEMENT MAINTENANCE HAS BEEN REQUIRED IN OVER 8 YEARS.]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104890</guid>
    </item>
    <item>
      <title>A STATE-OF-THE-ART TERMINAL USING HMA PAVEMENT: SEAGIRT MARINE TERMINAL</title>
      <link>https://trid.trb.org/View/312815</link>
      <description><![CDATA[A unique 'sandwich' pavement design was proposed for the terminal to accommodate the unusually heavy loads of the container transfer equipment on a subgrade that was of relatively low strength.  Much of the fill was dredged and excavated material from the Ft. McHenry Tunnel construction project.  This unusual pavement design provides a rigid layer within the pavement structure to attenuate deep-seated load stresses and subgrade deformations, and a granular base above the rigid layer to minimize fatigue and load-associated cracking.]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/312815</guid>
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      <title>RESURFACING MARYLAND'S INTERSTATE SYSTEM</title>
      <link>https://trid.trb.org/View/210856</link>
      <description><![CDATA[Maryland is currently in the process of resurfacing the major portion of its interstate system with hot mix asphalt pavement.  Much of the early system was constructed with portland cement concrete pavement which has experienced a large percentage of joint failures resulting in expensive repairs, numerous interruptions to traffic flow, and a very rough and bumpy ride.  The desire for a smooth surface and the need for nighttime paving to eliminate the need for lane closures during peak traffic hours prompted the use of hot mix asphalt pavement.  All of the resurfaced interstate system has received the plant mix peal wearing surface. This new hot mix asphalt surface provides very good skid resistance, less tire noise, improved resistance to hydroplaning, reduced wheel spray, and excellent contrast for highway striping.  A number of safety improvements have been made including Jersey barriers walls, guardrails, longer lasting and more visible stripping and improves shoulders.  This publication reviews progress to date.]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210856</guid>
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    <item>
      <title>NORTH MECHANIC STREET IMPROVED BY CITY OF CUMBERLAND</title>
      <link>https://trid.trb.org/View/202016</link>
      <description><![CDATA[North Mechanic Street, a heavily traveled, connecting street, from West US 40 into downtown, has been rehabilitated by the City of Cumberland, Maryland.  The contract improvements extended from Bedford Street to North Center Street and included widening and total replacement of roadway surfacing, curbs, sidewalks and storm drains. Contract pavement sections varied in width from 22 to 30 feet and consisted of 5" of CR6 crusher run stone base, two 3" courses of hot mix asphalt SHA BI base mix and two 1-1/2" courses of hot mix asphalt SHA SN surface mix.  The total asphalt tonnage for the project was approximately 1,900 tons of SN surface mix and 3,800 tons of BI base mix. Moisture content of the subgrade soils was considered marginal and a potential problem.  A geotextile fabric was place on the subgrade for stabilization purposes.  The use of the stabilization fabric was effective in solving the problem and less expensive than removal and replacement of the questionable subgrade material.  It was determined that an existing sewer trench withing the pavement section of North Mechanic Street had been backfilled with unsuitable material.  The contract included removal and replacement of this material.  (Author)]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202016</guid>
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      <title>U.S. ARMY REHABILITATES MAIN RUNWAY AT PHILLIPS AIRFIELD</title>
      <link>https://trid.trb.org/View/202017</link>
      <description><![CDATA[The U.S. Army rehabilitated the main runway (200' in width--8,000' in length) at Phillips Army Airfield which is located at Aberdeen Proving Grounds.  The contract included removal and reconstruction of a portion of the existing main runway, installation of underdrains, cold milling and resurfacing of the main runway, and the surface treatment of the runway shoulders.  The cold milling operation was somewhat unique in that finished grades were provided on a 50' grid system throughout the area of the runway to be milled.  This required variable-depth milling in order to meet the predetermined finished grades. Density requirements for the subgrade aggregate base and hot mix asphalt were extremely stringent.  The in-place density requirements for the subgrade and aggregate base were 100% of the laboratory density.  The hot mix asphalt in-place density was required to be 98% of the laboratory density which was achieved using 75 blows, in lieu of the normal 50 blows, of the marshall hammer.  The resurfaced portion of the runway also required the cleaning of existing joints, sealing and placement of a 2' wide strip of non-woven fabric over the joint.  AC20 asphalt cement was used as a tack coat for the fabric.  (Author)]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202017</guid>
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    <item>
      <title>HISTORIC FREDERICK REHABILITATES STREETS</title>
      <link>https://trid.trb.org/View/195687</link>
      <description><![CDATA[The City of Frederick has recently undertaken several street rehabilitation projects.  East Street was improved between Ninth Street and E. Patrick Street.  This project, completed in 1982, was constructed by Richard F. Kline, Inc., Frederick, Maryland, and was designed by Whitman Requardt Associates, Baltimore, Maryland.  The rehabilitation contract included improvements of the storm drain system, roadway, railroad, curb and gutter, and sidewalk.  the project, which cost approximately $900,000, was funded primarily by the City of Frederick with the state Railroad Administration participating in the cost of the rehabilitation of the railroad.  The railroad tracks are located within the street section and, therefore, also required rehabilitation.  The railroad improvements included new ballast, ties, rail and underdrain.  The street pavement section, in areas requiring pavement replacement, consisted of full-depth 8" hot mix asphalt pavement.  A nominal 2" hot mix asphalt pavement section was used on resurfaced areas.  Two-way traffic was maintained during all phases of construction.  The pavement rides very well, especially considering the difficulty of paving adjacent to and between the railroad tracks.  The completed project is an attractive, smooth, maintenance-free street which does not destroy the historic qualities of the area.  (Author)]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195687</guid>
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      <title>I-95 JOHN F. KENNEDY MEMORIAL HIGHWAY RESURFACED USING RECYCLED ASPHALT</title>
      <link>https://trid.trb.org/View/195688</link>
      <description><![CDATA[In March 1982 the Toll Facilities Administration advertised contract NE 504 which included resurfacing of I-95 from Bouchelle Road to the Delaware state line, a distance of 8.5 miles.  The prospective bidders had a choice of submitting one of the following three alternates for this project.  Alternate A required coldmilling 2" of the existing bituminous pavement and resurfacing with a 2" recycled bituminous hot mix.  Alternate B included a 1" wedge and/or leveling and a 2" bituminous overlay using virgin bituminous concrete.  Alternate C included coldmilling 2" of bituminous concrete and a 2" overlay using virgin aggregate.  The successful bidder for the project was Bituminous Construction, Inc., Baltimore, Maryland, using Alternate A.  The contract provided for working hours from sunrise to sunset, 7 days a week; however, the contractor was required to maintain two, traffic lanes 12' in width in each direction at all times. The project is the largest undertaking of recycling asphalt pavement in Maryland to date.  The Maryland State Highway Administration Laboratory personnel performed all materials inspection and approvals.  The project inspection was performed by Toll Facilities Administration personnel.  The contract provided an excellent opportunity for both SHA personnel and the contractor to gain valuable experience with recycling of asphalt pavement.  The progress of the milling operation was very good, and the existing asphalt pavement was salvaged and stockpiled at the plant site.  The contract included approximately 350,000 s.y. of milled asphalt pavement 2" in depth.  The contract also provided that all existing bituminous pavement removed from the roadway became the property of the successful bidder.  (Author)]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195688</guid>
    </item>
    <item>
      <title>RECYCLING METHODS RESULT IN SAVINGS TO SHOPPING MALL OWNER</title>
      <link>https://trid.trb.org/View/188474</link>
      <description><![CDATA[The Annapolis shopping mall was originally constructed in 1980.  Recent expansion plans required the removal of a large portion of the existing parking area.  Reliable Asphalt, Inc., Millersville, Maryland, obtained the contract to do the site work for the proposed expansion. This included removing existing pavement, drainage, grading, curb and gutter, and constructing the new parking lot. Reliable devised a method of removing the existing pavement and using the reclaimed material that resulted in significant savings (approximately 20%) to the owner.  They proposed to remove the existing asphalt pavement using the cold milling process, stockpile it on the site, and use the reclaimed material as part of the base.  The existing parking lot pavement section consisted of 6" full-depth asphalt paving.  The existing access road paving section consisted of 7-1/2" full-depth asphalt paving (sand asphalt base and bituminous concrete surface).  The proposed method of reclaiming the existing asphalt pavement went as planned, and the cold milling took approximately four weeks to remove 41,000 square yards.  When the drainage and grading were completed, a 5" layer of reclaimed material was placed and compacted as a base.  The material went down well, compacted readily, and made an excellent base.  The surface course consisted of a 2" hot mix asphalt pavement for parking areas, and a 3" hot mix asphalt pavement for roads and entrances.  (Author)]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188474</guid>
    </item>
    <item>
      <title>RECYCLED ASPHALT PAVEMENT USED ON BALTIMORE'S SCOTT STREET</title>
      <link>https://trid.trb.org/View/182246</link>
      <description><![CDATA[The asphalt pavement recycling project required the cold milling of two to four inches of the existing pavement and the resurfacing of the roadway using a hot mix asphalt containing reclaimed material.  Approximately 1,800 tons of hot mix asphalt were required to pave the project.  The asphalt mix design included 30% reclaimed material.  The BI mix design for this project required approximately 2.5% AC20 asphalt cement and met Maryland State Highway Administration Specifications.  The new pavement section consisted of a single 2" course of BI mix.  The batch plant required relatively minor modification to accommodate the recycled material.  The reclaimed material is added at the weigh box after which it is mixed with the super-heated virgin aggregate and heated using the heat transfer method.  While asphalt hot mix recycling is just beginning in Maryland, it appears to be destined to become a viable product for future paving.  The ability to recycle not only conserves resources and energy, it can also result in economic benefits.]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/182246</guid>
    </item>
    <item>
      <title>ARUNDEL ASPHALT PRODUCTS COMPANY PAVES ROUTE 4 AT NIGHT</title>
      <link>https://trid.trb.org/View/174235</link>
      <description><![CDATA[In a $2.4 million project which was completed well ahead of time, 6.5 miles of highway were paved at night with the least inconvenience to the public. The night operation was accomplished by a well organized crew to handle cones, barricades, flagging, blinkers and flares. The crew was trained to move along with the paving operation. Emergency maintenance equipment and personnel were present and capable of handling most mechanical difficulties. Pavers and rollers were equipped with lights and blinkers. Shoulders, turning lanes, and drainage items were handled during day time hours. The traffic flow was smooth at all times. The asphalt overlay on the mainline consisted of two courses of BI (Base Course Intermediate), each 1.5" thick. A 1-inch thick surface course of SN was placed for the wearing course. The total thickness placed was 4 inches. A light tack coat of AE-4 was applied on the old concrete and between the asphalt courses.]]></description>
      <pubDate>Tue, 30 Mar 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174235</guid>
    </item>
    <item>
      <title>HIGHWAY FUNDS NEEDED FOR RESCUE DETERIORATING HIGHWAY SYSTEM</title>
      <link>https://trid.trb.org/View/172900</link>
      <description><![CDATA[Study has indicated that 40% of the Maryland State Highway System Interstate, Primary and Secondary is in a substandard condition. In order for Maryland to put its highway system in proper condition, it needs increased funding. It seems logical to raise these funds by raising the tax on gasoline by 2 cents per gallon this year and 2 cents next year. It is also necessary that it should be written in the law that these new funds shall all go to the State Highway Administration for use on highways. Poor roads are costly to car owners and the trucking industry. Due to inflation, the longer that maintenance is deferred, the more it costs to repair them.]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172900</guid>
    </item>
    <item>
      <title>THE KENYAN LOW COST MODULAR TIMBER BRIDGE</title>
      <link>https://trid.trb.org/View/172903</link>
      <description><![CDATA[A novel design of a type of timber truss bridge that has been developed in Kenya is described.  The bridge comprises a number of identical timber frames that are assembled into trusses of the required span.  Two or more parallel trusses are supported on conventional abutments, and the timber deck rests on top of the trusses.  Loading tests carried out on individual frames, on groups of frames, and on complete bridges, have indicated that the design is suitable for bridges ranging in span from 12M to 24M required to carry limited numbers of vehicles up to 20t gross weight provided that the deck is accepted as contributing to the structural strength of the bridge.  This assumption would not normally be made for bridges of this kind, but in practice measurements show that the deck does contribute significantly to the strength of the bridge.  In lightly loaded situations, provided regular maintenance is undertaken, the bridge can be expected to have a life of 20 years.  Evidence of the durability of the bridge at higher traffic loadings is not available.  The cost of the bridge in Kenya is between one-half and one-fifth of comparable steel or concrete bridges.(a) (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172903</guid>
    </item>
    <item>
      <title>INJURY PATTERNS OF MOTORCYCLISTS INVOLVED IN ACCIDENTS</title>
      <link>https://trid.trb.org/View/172906</link>
      <description><![CDATA[Two injury studies are reported: a two-year hospital sample of 766 motorcycle casualties treated at one major accident hospital and a separate one-year sample of 41 fatally injured motorcyclists.  National accident data indicate that motorcycle riders have a higher overall death and injury rate compared to car drivers in relation to their respective average distances travelled.  In addition, motorcycle fatalities account for 55 per cent of road accident deaths in the 17-19 year age group.  The studies showed that the body regions most frequently sustaining severe injuries are the head, arms and lower legs. Injuries to these body regions are mainly responsible for both prolonged in-patient treatment and also permanent disability.  Serious injuries to the head frequently resulted in death. There was also a high incidence of injuries to the thoracic aorta in the fatally injured group caused by rapid deceleration of the projected rider's body against an unyielding object.  A high proportion of those killed and injured were in the 17-19 year age group and most of the collisions were with cars and occurred in urban areas.  Engineering solutions are suggested aimed at improving machine handling and preventing high deceleration forces being applied to the vulnerable body regions of the motorcyclist following accidental impact.  Improvements in protection for the lower leg and the need for better understanding of the mechanism of brain injury which may lead to a possible improvement in helmet design are also suggested.(a) (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172906</guid>
    </item>
    <item>
      <title>COMMUTER PARKING HAS ARRIVED</title>
      <link>https://trid.trb.org/View/154719</link>
      <description><![CDATA[This article discusses the recently created demand for commuter parking areas in Maryland and the State Highway Administration's (SHA) response to that demand. The SHA has provided paved parking areas at several locations, some with elaborate facilities and others merely with a paved space off the road. Many of the larger facilities are found in Harford County. The SHA constructed a 50 space lot along Route 24 adjacent to I-95 in 1978. It doubled in size in 1979, and there are plans for further expansion. There are three commuter lots along Route 152: a 150 space lot near Route 1, a 35 space lot in Stockton, and a 75 space lot on Toll Facilities property adjacent to I-95.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154719</guid>
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