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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>HOT WATER-CIRCULATING IN PLASTIC PIPING SYSTEMS RENDERS POSSIBLE THE ECONOMICAL HEATING OF ROAD SURFACES (GERMAN)</title>
      <link>https://trid.trb.org/View/110650</link>
      <description><![CDATA[IN ODENSE (DENMARK) THE CARRIAGEWAY OF A BRIDGE APPROACH IS BEING HEATED BY DISTRICT HEATING RETURN WATER OF 40-50 DEGREES C. THE SERVICE SYSTEM CONSISTS OF HARD PVC PIPES (2,396M WITH 24-90 MM), WHICH ARE SET INTO SPECIALLY SHAPED 6-CORNERED CONCRETE MOULDS AND COVERED WITH 5 CM OF GUSSASPHALT. THE TOTAL CONSTRUCTION COSTS AMOUNTED TO DM 47,500 (INCLUSIVE OF SERVICING SPACE AND PIPING FROM THE DISTRICT HEATING SYSTEM), AND THE OPERATION COSTS WERE DM 2,370 FOR 1963/4 AND DM 1,830 FOR 1964/5. /FG/RRL/]]></description>
      <pubDate>Thu, 08 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110650</guid>
    </item>
    <item>
      <title>PEAT BLASTING IN IN SCHLESWING-HOLSTEIN AND BAVARIA 1958- 1963</title>
      <link>https://trid.trb.org/View/96787</link>
      <description><![CDATA[IN THE CONSTRUCTION OF THE E3 FROM HAMBURG THROUGH RENDSBURG, SCHLESWIG AND FLENSBURG, A NUMBER OF PEAT BOGS WEST OF RENDSBURG AND SOUTH OF SCHLESWIG, UP TO 360 METERS IN LENGTH AND WITH DEPTHS UP TO 17 METRES WERE DISCOVERED. SOUTH OF RENDSBURG ON THE B202, PEAT BOGS WITH 70 AND 110 METRES LENGTH AND DEPTHS UP TO 12 METRES WERE DISCOVERED. ON A RELIEVING BYPASS NEAR FLENSBURG, A STRETCH OF BOG 140 METRES LONG WITH A MAXIMUM DEPTH OF 24 METRES WAS DISCOVERED. THE AUTHOR REPORTS ON THESE STRETCHES, WHICH HAVE BEEN IN TRAFFIC USE FOR BETWEEN TWO AND FOUR YEARS, AND FOR WHICH PEAT-BLASTING WAS USED, SINCE, OWING TO THE EXCESSIVE DEPTH, HIGH WATER CONTENT AND SOFT CONSISTENCY OF THE PEAT, NEITHER COMPLETE STRIPPING NOR SAND-DRAINAGE COULD BE USED. THE PEAT-BLASTING METHODS USED IN THE INDIVIDUAL CONSTRUCTION SECTIONS ARE DESCRIBED IN DETAIL, MENTIONING THE SOIL CLASSIFICATION, PEAT AND SLUDGE BEDS, CONSUMPTION OF EXPLOSIVES AND COSTS AND WITH MANY SECTIONAL AND BLASTING DIAGRAMS. /RRL/FGL]]></description>
      <pubDate>Sun, 01 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96787</guid>
    </item>
    <item>
      <title>MOTORIST'S VISUAL PERFORMANCE IN A DYNAMIC TRAFFIC SCENE</title>
      <link>https://trid.trb.org/View/271991</link>
      <description><![CDATA[Driving a car implies a permanent complex sequence of response comprising sight, perception, discernment, and action while facing a constantly changing scene.  The inherent and peripheral factors of this sequence are analyzed.  They include physiological and psychic aspects and the effects emanating from mobile and immovable components of the scope of view, which altogether are bound to jeopardize the motorist's perception.  Where too many of these factors coincide, the motorist can be at a loss to cope with them.  All traffic-guiding facilities, and particularly those at motorway rehabilitation sites, should be evaluated under the aspect of these factors.  Traffic guidance information by sign post must be most efficiently realized by luminescent signs.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271991</guid>
    </item>
    <item>
      <title>REALISTIC DESIGN OF CONCRETE SURFACES FOR AIRPORT RUNWAY AREAS AND ROADS - 1</title>
      <link>https://trid.trb.org/View/271992</link>
      <description><![CDATA[The present state of the art is highlighted by two detailed calculation models for prestressed and ordinarily reinforced concrete slabs, to be placed on natural ground, as they should be conceived to meet factual stress condition.  The present design practice, calling for a revision, is criticized in four respects:  the presupposed magnitude of soil friction, the assessment of the bearing capacity, in the evaluation of load and stress interdependence as a design parameter, and in the capacity of the joint feature to take up lateral forces.  The cost of the ordinarily reinforced version and prestressed slabs being nearly equal if areas of some thousand square meters are involved, the cost/performance ratio is strongly more in favor of the prestressed version.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271992</guid>
    </item>
    <item>
      <title>REALISTIC DESIGN OF CONCRETE SURFACES FOR AIRPORT RUNWAY AREAS AND ROADS - 2</title>
      <link>https://trid.trb.org/View/271993</link>
      <description><![CDATA[Part 2 of the article presents two numerical examples of the design method for an ordinary concrete slab and a prestressed concrete slab.  A comparison of respective costs is given.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271993</guid>
    </item>
    <item>
      <title>PRACTICAL METHODS FOR ACHIEVING A UNIFORM CRACK PATTERN IN HYDRAULICALLY BOUND BASE COURSES</title>
      <link>https://trid.trb.org/View/271994</link>
      <description><![CDATA[There are different options for lowering intrinsic tensions in concrete base courses, an effect that is desirable for improvement of the load bearing capacity of such road courses.  Several research projects have been carried out for quantitative analysis of the results to realize by appliction of various methods.  These are evaluated in a theoretical model, followed by recommendations of how to utilize the findings in practice.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271994</guid>
    </item>
    <item>
      <title>SELECTION CRITERIA FOR PREPARATIONS TO CONSTRUCTION WORKS INVOLVING CONCRETE PUMP PLACING AND CHUTING MASTS</title>
      <link>https://trid.trb.org/View/271995</link>
      <description><![CDATA[Where concrete slurry has to be placed in volume rates of 12 cu m/hr or more, it would as a rule come from concrete mixing plants by truck mixer either with incorporated conveying line or in conjunction with a separate chuting mast.  Subject of the article is the pump performance and its correlation with fresh concrete viscosity, the required throughput capacity, and safety aspects, further the impact of organizational and operational sequences on the cost-conscious running of a pump-driven conveying system. The safety aspects are underlined by hints resulting from practical experience.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271995</guid>
    </item>
    <item>
      <title>EVALUATION OF MINERAL AGGREGATES FOR STABLE ASPHALT PAVEMENTS</title>
      <link>https://trid.trb.org/View/271996</link>
      <description><![CDATA[Many criteria were published in road construction literature on how to select and compose mineral aggregate for optimization of asphalt layers, particularly in terms of stability.  In evaluating the suitability of an aggregate one should not see in its resistance to impact the only criterion, independent of the type of mineral concerned. Recent research results make it possible to revise the existing Code of Practice, as far as the admissible limits of resistance to impact are concerned.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271996</guid>
    </item>
    <item>
      <title>LONG-TERM BEHAVIOR OF LD SLAG AS A ROADBUILDING MATERIAL</title>
      <link>https://trid.trb.org/View/271997</link>
      <description><![CDATA[Road pavements are a preferred field of application for slag resulting from steel production after the Linz-Donawitz method (LD slag).  Tests have been made both in laboratory and in the field with a view to determine the long-term behavior of that aggregate.  The results are communicated.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271997</guid>
    </item>
    <item>
      <title>"OPEN" TROUGH COVERS AS PROTECTION AGAINST ROAD TRAFFIC NOISE</title>
      <link>https://trid.trb.org/View/271998</link>
      <description><![CDATA[Gratings and louvre-type covers can reduce the sound level emanating from trough-shaped road traffic facilities. Criteria for efficient sound baffling structures on top of such traffic sections are derived from literature and from the sound absorption theory.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271998</guid>
    </item>
    <item>
      <title>ASPHALT PAVEMENT COURSES ON EUROPEAN AIRPORT TAXI WAYS AND RUNWAYS</title>
      <link>https://trid.trb.org/View/271999</link>
      <description><![CDATA[The airport runways for take-off and landing of airplanes are exposed to high intermittent stress.  In addition, the pavement of such runways has to withstand chemical attacks from deicing agents and aviation fuel.  To meet these requirements, runway pavements should feature evenness and anti-skid quality, further good resistance to weathering, chemical attacks, and deformation.  Trinidad natural asphalt can provide the answer in terms of an impervious surface of expedient performance and stability.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271999</guid>
    </item>
    <item>
      <title>JOINT SEALING PROFILES FOR UNDERWATER ELEMENTS</title>
      <link>https://trid.trb.org/View/272000</link>
      <description><![CDATA[New traffic facilities across waterways imply the use of prefabricated steel or reinforced concrete tunnel segments which, after immersion, must be connected and their joints sealed imperviously.  Suitable for that purpose are extruded rubber profiles.  Their use is the subject of this article, featuring both the demands in response to the prevailing mechanical and hydraulic stress conditions and the technical know-how to apply to meet them.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/272000</guid>
    </item>
    <item>
      <title>APPLICATION OF NON-WOVEN FABRICS IN SECONDARY ROAD CONSTRUCTION</title>
      <link>https://trid.trb.org/View/216745</link>
      <description><![CDATA[The stress-strain behavior of non-woven fabrics (geotextiles) is an important criterion for their performance as separatory membranes between soil courses of a highway.  The article reports on field tests to verify their suitability for such applications.  It was found that the non-woven fabrics are subject to maximum stress at laying operations and afterwards through the impact of traffic ruts.  Non-woven fabrics perform, however, in many cases better than sub-base courses.]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216745</guid>
    </item>
    <item>
      <title>PAVEMENT LAYERS OF ASPHALT CONCRETE OR MASTIC ASPHALT?</title>
      <link>https://trid.trb.org/View/211502</link>
      <description><![CDATA[The characteristics of asphaltic concrete and mastic asphalt are compared with a view to their performance in wearing courses of roads for medium and high traffic volumes.  The study arrives at the conclusion that wearing courses of asphaltic concrete either suffice in resistance to deformation but lack the desirable flexibility or, if they are sufficiently flexible, show want of resistance to deformation.  This is to the author's mind a dilemma unknown in the application of mastic asphalt.]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211502</guid>
    </item>
    <item>
      <title>MASS DISTRIBUTION BY BALANCE SHEET FRAMEWORK METHOD IN LINEAR EARTHWORKS</title>
      <link>https://trid.trb.org/View/211503</link>
      <description><![CDATA[The described method is intended to minimize earthmoving costs in linear earthwork.  Accepted as working conditions for this method are a discretionary number of exit tracks from the route and/or lateral earth deposits.  The instrument for cost minimization is the balance sheet framework model.  It covers earth movements in route direction only.  Transverse earth movements are beyond the scope of the balance sheet framework method.]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211503</guid>
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