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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>OPTIMUM DENSITY AND MOISTURE CONTENT OF NEW MEXICO CLAYS</title>
      <link>https://trid.trb.org/View/140004</link>
      <description><![CDATA[A summary is presented of the paper which discussed the most beneficial density and moisture content for compacted New Mexico Triassic clay subgrades.  Current specifications do not consider environmental changes after the soil is in place under a roadway, and the density required is based on an arbitrary compactive effort.  An infinite number of compactive efforts is available and the true problem is to determine which compacted dry density and moisture content will give the highest strength and minimum swell after environmental changes such as shrinkage due to drying before the base and pavement have been installed and by capillary wetting after the pavement is installed and evaporation is prevented.  Research results are presented and a different method of specifying compacted densities for New Mexico subgrades is suggested.]]></description>
      <pubDate>Thu, 16 Jan 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/140004</guid>
    </item>
    <item>
      <title>COLORADO DIVISION OF HIGHWAYS' EXPERIENCE WITH STATISTICAL SPECIFICATIONS</title>
      <link>https://trid.trb.org/View/109410</link>
      <description><![CDATA[FULL CONTRACTOR QUALITY CONTROL TESTING PROGRAMS IN THE LIGHTLY POPULATED WESTERN STATES WOULD NOT BE FEASIBLE OR PRACTICAL. MOST OF THESE STATES HAVE PRODUCED MATERIALS ACCEPTANCE PLANS THAT ALLOW THE TEST RESULTS TO BE USED, TO A CERTAIN DEGREE, FOR CONSTRUCTION QUALITY CONTROL. THIS IS COLORADO'S APPROACH. THE STANDARD SPECIFICATION AT PRESENT MAKES NO REFERENCE TO STATISTICAL PROCEDURES, WHICH MEANS THE ENGINEER MUST BASE HIS DETERMINATION OF REASONABLY CLOSE CONFORMITY ON INDIVIDUAL TEST RESULTS. DIFFERENT ENGINEERS HAVE DIFFERENT IDEAS OF WHAT CONSTITUTES 'REASONABLY CLOSE.' FOR THIS AND OTHER REASONS, THE STATE HAS BEEN EXAMINING VARIOUS STANDARDIZED METHODS AND HAS ESTABLISHED ITS OWN PROCEDURE, WHICH IS SIMILAR TO THAT BEING USED IN REGION 9 OF THE FHWA. THE NEW SPECIFICATION AND EXAMPLES OF ITS USE ARE GIVEN.]]></description>
      <pubDate>Sat, 03 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109410</guid>
    </item>
    <item>
      <title>AIR POLLUTION FROM DUSTY ROADS</title>
      <link>https://trid.trb.org/View/132998</link>
      <description><![CDATA[NEW MEXICO HAS ABOUT 55,000 MILES OF UNPAVED ROADS. THESE ROADS CARRY 15--20% OF ALL VEHICLE MILES OF TRAVEL IN THE STATE. HIGH VARIATIONS IN PRECIPITATION---E.G., A 40% DECREASE IN PRECIPITATION IN THE PAST TWO YEARS---MEAN THAT THE SCRUBBING EFFECT OF RAIN CANNOT BE DEPENDED ON. IT HAS BEEN DETERMINED IN NEW JERSEY THAT VEHICULAR DUST PRODUCTION IS ABOUT 430 TONS PER DAY PER MILLION OF POPULATION; FOR NEW MEXICO THEAT TOTAL SHOULD PROBABLY BE DOUBLED. TESTS IN THE LATTER STATE INDICATE A PRODUCTION OF 0.533--0.693 POUNDS OF DUST PER VEHICLE MILE; HOWEVER, A SUBSEQUENT SERIES OF TESTS, MADE TO DETERMINE EMISSIONS IN THE 1--6 MICRON RANGE, SHOWED THAT THE PRODUCTION PER VEHICLE MILE WAS 0.043 POUNDS IN THE 1--3 MICRON RANGE AND 0.8906 IN THE 4--6 RANGE. THESE RESULTS WERE CHECKED AGAINST PREVIOUS STUDIES, AND IT WAS CONCLUDED THAT ACTUAL DUST PRODUCTION BY MOTOR VEHICLES IN THE STATE IS ABOUT 1100 TONS PER DAY PER MILLION OF POPULATION. AN APPENDIX DESCRIBES THE TEST PROCEDURES EMPLOYED IN THREE SERIES OF STATE TESTS.]]></description>
      <pubDate>Tue, 23 Jan 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132998</guid>
    </item>
    <item>
      <title>LEGAL PROBLEMS IN HIGHWAY CONSTRUCTION AND MAINTENANCE</title>
      <link>https://trid.trb.org/View/130360</link>
      <description><![CDATA[THE LIABILITY OF GOVERNMENT, AND PARTICULARLY THAT OF NEW MEXICO, IN CASES OF DAMAGE ARISING FROM HIGHWAY CONSTRUCTION AND MAINTENANCE IS DISCUSSED, CHIEFLY IN REGARD TO TRAFFIC ACCIDENTS. THE TOPICS COVERED ARE FLOODING, FENCING, INVERSE CONDEMNATION, COOPERATIVE AGGREEMENTS, AND SOVEREIGN IMMUNITY.]]></description>
      <pubDate>Sun, 25 Apr 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130360</guid>
    </item>
    <item>
      <title>MAINTENANCE MANAGEMENT</title>
      <link>https://trid.trb.org/View/107360</link>
      <description><![CDATA[IN 1967 THE UTAH STATE DEPARTMENT OF HIGHWAYS RETAINED A CONSULTING FIRM TO ASSIST IN DEVELOPING A MAINTENANCE MANAGEMENT SYSTEM TO COMBAT RISING COSTS. IMPLEMENTATION OF THE RESULTING ANALYSIS AND ORGANIZATIONAL CONCEPTS IS DISCUSSED. EMPHASIS IS LAID ON REQUIRED DESIGN CHARACTERISTICS, EXPERIENCES IN IMPLEMENTING THE SYSTEM, AND THE EFFECTS THE SYSTEM HAS HAD ON MAINTENANCE.]]></description>
      <pubDate>Sun, 25 Apr 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107360</guid>
    </item>
    <item>
      <title>DESIGN IN THREE DIMENSIONS TERRAIN MODELS</title>
      <link>https://trid.trb.org/View/96979</link>
      <description><![CDATA[THE USE OF TERRAIN MODELS TO ACHIEVE AN ATTRACTIVE PAVEMENT SHAPE AND TO RELATE THE ROAD TO THE LAND FORM IS DESCRIBED. THE METHOD ADOPTED ALLOWS A DEPARTURE FROM NORMAL MODEL USE. THE INITIAL DESIGN IS DONE ON THE MODEL. DIRECTIONS FOR MAKING AND USING A TERRACED TERRAIN MODEL ARE GIVEN. THE BASIC SIMILARITY OF THE MODEL TO A CONTOUR MAP OF THE SAME AREA FACILITATES CROSS REFERENCE BETWEEN THEM. /AUTHOR/]]></description>
      <pubDate>Mon, 08 Feb 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96979</guid>
    </item>
    <item>
      <title>PROPOSED NEW NATIONAL HIGHWAY TRUCK LAWS</title>
      <link>https://trid.trb.org/View/133693</link>
      <description><![CDATA[SIZE AND WEIGHT STANDARDS FOR TRUCKS REFLECT THE STATE OF ROAD AND BRIDGE DESIGN AS OF 1946. IN THE MEANTIME, CONSTRUCTION PRACTICES HAVE IMPROVED AND THE RELATION OF GROSS WEIGHT TO AXLE DISTRIBUTION AND TRUCK DIMENSIONS HAS BEEN CLARIFIED. SINCE THE ECONOMIES OF MANY STATES ARE PROBABLY TIED MORE CLOSELY TO TRUCK TRANSPORTATION THAN TO ANY OTHER FORM OF TRANSPORTATION, IT IS NECESSARY TO BRING NATIONAL AND STATE STANDARDS IN LINE WITH EXISTING CONDITIONS. RECOMMENDATIONS OF THE FEDERAL HIGHWAY ADMINISTRATION IN THIS REGARD ARE DESCRIBED AND SUPPORTED.]]></description>
      <pubDate>Mon, 08 Feb 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133693</guid>
    </item>
    <item>
      <title>TRACKED AIR CUSHION VEHICLE DEVELOPMENT. A STATUS REPORT</title>
      <link>https://trid.trb.org/View/134280</link>
      <description><![CDATA[SYSTEM ENGINEERING STUDIES PERFORMED SO FAR HAVE IDENTIFIED AND EXAMINED THE MAJOR CONFIGURATION ALTERNATIVES FOR A TACV SYSTEM AND AREAS REQUIRING SIGNIFICANT R&D. PRINCIPAL ATTENTION IS GIVEN TO FACTORS WHICH WILL STRONGLY AFFECT THE DESIGN AND COST OF AN OPERATIONAL TACV SYSTEM: THE VEHICLE-GUIDEWAY CONFIGURATION, THE EFFECTS OF CROSS WINDS, THE RELATIONSHIP BETWEEN CUSHION PRESSURE AND THE FREE STREAM DYNAMIC PRESSURE, AND THE TYPE OF PROPULSION SUBSYSTEM USED.]]></description>
      <pubDate>Mon, 08 Feb 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134280</guid>
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