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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>THE VERTICAL SUBGRADE PRESSURES CAUSED BY NORMAL TRAFFIC ON TRUNK ROAD A.1 AT ALCONBURY HILL /HUNTS/</title>
      <link>https://trid.trb.org/View/121739</link>
      <description><![CDATA[THE LOAD-SPREADING PROPERTIES OF VARIOUS TYPES OF FLEXIBLE ROAD HAS BEEN STUDIED BY COMPARING THE DYNAMIC PRESSURES GENERATED IN THE SUBGRADE BY TEST VEHICLES /NORMALLY WITH TWO AXLES AND WHEEL LOADS FROM 1000 TO 5000 LB/ TRAVELLING ALONG THE ROAD SURFACE. THIS NOTE DESCRIBES AN EXPERIMENT TO RELATE THE SUBGRADE VERTICAL PRESSURES GENERATED BY NORMAL TRAFFIC TO THEIR WHEEL LOADS, AND TO SEE WHETHER THE DATA ALREADY OBTAINED CAN BE SCALPED UP TO THE GREATER LOADS CARRIED BY NORMAL COMMERCIAL VEHICLES. MEASUREMENTS WERE MADE FROM 903 VEHICLES WEIGHING UP TO 47 TONS AND HAVING AXLE LOADS RANGING UP TO 48,000 LB, SIX PER CENT OF THE TOTAL TONNAGE WAS OBSERVED TO BE CARRIED BY AXLE LOADS EXCEEDING 10 TONS. NINETY PER CENT OF THE AXLES OBSERVED GENERATED SOIL PRESSURES OF LESS THAN 2 LB/SQ IN, BUT A SMALL PROPORTION PRODUCED PRESSURES UP TO NEARLY 7 LB/SQ IN, WHICH WAS ALMOST TEN TIMES THAT PRODUCED AT THIS SITE BY A SINGLE WHEEL LOADED BY ONE TON. /RRL/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/121739</guid>
    </item>
    <item>
      <title>AN ANALYSIS OF CONTROL TESTS CARRIED OUT DURING THE CONSTRUCTION OF THE LEAN CONCRETE BASE ON THE LONDON- BIRMINGHAM MOTORWAY</title>
      <link>https://trid.trb.org/View/121164</link>
      <description><![CDATA[RESULTS OF CONTROL TESTS ARE PRESENTED WHICH WERE CARRIED OUT IN CONNECTION WITH THE LEAN CONCRETE BASE CONSTRUCTION ON THE LONDON-BIRMINGHAM MOTORWAY. THE ARITHMETIC MEAN VALUE OF THE UNCONFINED COMPRESSIVE STRENGTHS AT 14 DAYS OF THE 595 CONTROL CUBES WAS 1260 LB./SQ.IN. AND THE COEFFICIENT OF VARIATION IN STRENGTH WAS 55%. THE DISTRIBUTION OF STRENGTH HAD A LARGE SKEW-5% OF THE RESULTS WERE BELOW 500 LB./SQ.IN. AND 5% WERE ABOVE 2500 LB./SQ.IN.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:38:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/121164</guid>
    </item>
    <item>
      <title>THE MEASUREMENT OF THE SURFACE AREAS OF NINETEEN SAMPLES OF BRITISH CLAY SOILS</title>
      <link>https://trid.trb.org/View/120999</link>
      <description><![CDATA[THE TOTAL AND EXTERNAL SURFACE AREAS IF NINETEEN BRITISH CLAY SOILS WERE SEPARATELY DETERMINED FROM MEASUREMENTS OF THEIR WATER AND NITROGEN ADSORPTION RESPECTIVELY. IN ADDITION, FOUR PHYSICAL AND CHEMICAL PROPERTIES OF THESE SOILS WERE DETERMINED, LIQUID LIMIT, PLASTIC LIMIT, CATION EXCHANGE CAPACITY, AND CLAY CONTENT. THE CORRELATION BETWEEN THESE SIX MEASURED PROPERTIES WAS EXAMINED. THREE OF THEM, TOTAL SURFACE AREA, LIQUID LIMIT, AND CATION EXCHANGE CAPACITY, HAD CORRELATION COEFFICIENTS OF 0.90 OR GREATER. THIS IS SUFFICIENTLY HIGH TO ENABLE AN INDICATION OF THESE THREE PROPERTIES TO BE OBTAINED FROM MEASUREMENTS OF ANY ONE OF THEM. THE CORRELATION BETWEEN THESE THREE PROPERTIES AND THE REST WERE SLIGHTLY LOWER FOR THE PLASTIC LIMIT, AND CONSIDERABLY LOWER FOR THE CLAY CONTENT AND EXTERNAL SURFACE AREA, ALTHOUGH ALL WERE SIGNIFICANT AT THE 5 PER CENT LEVEL. RESULTS OF X-RAY ANALYSES ARE GIVEN IN AN APPENDIX. /RRL/A/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/120999</guid>
    </item>
    <item>
      <title>A LABORATORY INVESTIGATION OF THE PHYSICAL AND CHEMICAL PROPERTIES OF SPENT OIL SHALE</title>
      <link>https://trid.trb.org/View/120998</link>
      <description><![CDATA[AN INVESTIGATION IS BEING CONDUCTED OF THE PHYSICAL AND CHEMICAL PROPERTIES OF SPENT-OIL SHALE FROM A LARGE DEPOSIT NEAR THE PROPOSED ROUTE OF THE NEW TRUNK ROAD A8, WEST LOTHIAN, WITH A VIEW TO THEIR USE IN ROAD CONSTRUCTION. IT IS CONSIDERED THAT THE SHALES ARE SUITABLE FOR ROAD FILLS AND SUB-BASES BELOW THE ZONE OF FREEZING. THE CALIFORNIA BEARING RATIO VALUE OF SAMPLES AT BOTH B.S. STANDARD AND B.S HEAVY COMPACTION REMAINED SATISFACTORILY HIGH OVER A WIDE RANGE OF MOISTURE CONTENTS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/120998</guid>
    </item>
    <item>
      <title>AN INVESTIGATION INTO THE RELATION FOR GHANAIAN SOILS BETWEEN ORGANIC MATTER CONTENT AND THE STRENGTH OF SOIL-CEMENT</title>
      <link>https://trid.trb.org/View/120444</link>
      <description><![CDATA[THE RESULTS OF AN INVESTIGATION INTO THE STABILIZATION WITH PORTLAND CEMENT OF 84 SOILS CARRIED OUT IN 1955/6 BY THE PUBLIC WORKS DEPARTMENT, GHANA, SUGGESTED THAT THE RATE OF GAIN OF STRENGTH WITH CEMENT CONTENT WAS LESS WITH SOILS FROM THE TROPICAL FOREST BELT THAN WITH SOILS FROM THE COASTAL BELT AND FROM THE NORTHERN REGION WITH SAVANNAH-TYPE VEGETATION. THIS INVESTIGATION HAS BEEN CARRIED OUT IN AN ATTEMPT TO DETERMINE THE REASON FOR THIS DIFFERENCE. ALTHOUGH THE RESULTS OBTAINED SUGGESTED THAT THE SOILS FROM THE TROPICAL RAIN BELT MIGHT BE SLIGHTLY MORE DIFFICULT TO STABILIZE WITH CEMENT, ONLY SEVEN SOILS GAVE LOW STRENGTHS OF SOIL-CEMENT AND THIS WAS TOO FEW TO PERMIT ANY CONCLUSIONS TO BE DRAWN ABOUT THE REASON FOR THE LOW STRENGTHS. THE RESULTS OBTAINED IN THIS WORK CONFIRM THAT THE OCCURRENCE OF SOILS THAT ARE DIFFICULT TO STABILIZE WITH CEMENT IS NOT A SERIOUS PROBLEM IN GHANA, EVEN IN THE TROPICAL RAIN BELT.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:35:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/120444</guid>
    </item>
    <item>
      <title>A PRELIMINARY STUDY OF THE INDIRECT TENSILES AND COMPRESSIVE STRENGTHS OF VARIOUS CONCRETES</title>
      <link>https://trid.trb.org/View/95825</link>
      <description><![CDATA[THE EXISTING COMPRESSIVE STRENGTH SPECIFICATION FOR PAVEMENT QUALITY CONCRETE IS BEING REPLACED BY A TENSILE STRENGTH SPECIFICATION IN THE CURRENT REVISION OF THE M.O.T. 'SPECIFICATION FOR ROAD AND BRIDGE WORKS'. SOME EXPERIMENTS HAVE THEREFORE BEEN CARRIED OUT ON GRAVEL AND CRUSHED ROCK CONCRETES TO DETERMINE THE MOST APPROPRIATE TENSILE STRENGTH CORRESPONDING TO THE EXISTING COMPRESSIVE STRENGTH SPECIFICATION. THERE WAS NO UNIQUE RELATION BETWEEN TENSILE AND COMPRESSIVE STRENGTH, THE CRUSHED ROCK CONCRETES HAVING HIGHER TENSILE STRENGTHS THAN THE GRAVEL CONCRETES FOR A GIVEN COMPRESSIVE STRENGTH. AFTER SEVEN DAYS, THE RATE OF GAIN OF TENSILE STRENGTH DECREASED WITH RESPECT TO THAT OF COMPRESSIVE STRENGTH. THE COEFFICIENT OF VARIATION OF THE TENSILE STRENGTHS MEASURED IN THE LABORATORY WAS ABOUT DOUBLE THAT OF THE COMPRESSIVE STRENGTHS. A 28-DAY TENSILE STRENGTH OF 325 LBS PER SQUARE INCH IS SUGGESTED AS AN INTERIM SPECIFICATION FOR ROAD CONCRETES. /RRL/A/]]></description>
      <pubDate>Sun, 28 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95825</guid>
    </item>
    <item>
      <title>THE PERFORMANCE OF A ROTARY SOIL CUTTER IN PULVERIZING A COHESIVE SOIL PRIOR TO STABILIZATION WITH CEMENT</title>
      <link>https://trid.trb.org/View/107465</link>
      <description><![CDATA[THE FACTORS GOVERNING THE PERFORMANCE OF A MIX-IN-PLACE STABILIZATION MACHINE IN PULVERIZING SOIL ARE BEING INVESTIGATED. A TEST RIG COMPRISING A 6-FT. WIDE ROTOR MOUNTED BEHIND A 70-H.P. TRACTOR WAS SPECIALLY BUILT FOR THE INVESTIGATION. A POWER-TAKE-OFF DRIVE FROM THE TRACTOR ENGINE SUPPLIED POWER FOR THE ROTOR, WHICH WAS CAPABLE OF BEING DRIVEN IN EITHER DIRECTION OF ROTATION AT A WIDE RANGE OF FORWARD AND ROTOR SPEEDS. A STRAIN GAGE TORQUE METER MOUNTED ON THE FINAL DRIVE SHAFT OF THE ROTOR ENABLED MEASUREMENTS TO BE MADE OF THE POWER ABSORBED BY THE ROTOR. A SILTY CLAY AT 19% MOISTURE CONTENT WAS USED FOR THE INVESTIGATION.]]></description>
      <pubDate>Thu, 24 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107465</guid>
    </item>
    <item>
      <title>TEMPERATURE MOVEMENTS IN THE MEDWAY BRIDGE-INTERIM REPORT</title>
      <link>https://trid.trb.org/View/97993</link>
      <description><![CDATA[MOVEMENTS AT THE EXPANSION GAPS OF THE MEDWAY BRIDGE /PRESTRESSED CONCRETE/ AND THE CORRESPONDING TEMPERATURE VARIATIONS IN THE VIADUCT AND RIVER SPANS DURING THE PERIOD APRIL TO JULY, 1964 ARE MEASURED.  FROM THESE MEASUREMENTS IT IS CONCLUDED THAT' /1/ THE COEFFICIENT OF EXPANSION FOR THE WHOLE STRUCTURE WAS 12 TIMES TEN TO THE MINUS 6 DEGREES C TO THE MINUS 1 TO AN ACCURACY OF PLUS OR MINUS 1 TIMES 10 TO THE MINUS 6 DEGREES C TO THE MINUS 1, /2/ OVER A 24 HOUR PERIOD THE BRIDGE WAS GENERALLY COOLEST AT 9 A.M. /BRITISH SUMMER TIME/ AND REACHED ITS MAXIMUM EXPANSION AT APPROXI- MATELY 7 P.M. /3/ THROUGHOUT THE PERIOD APRIL TO JULY THE VARIATIONS IN THE BRIDGE TEMPERATURE AT 9 A.M. FOLLOW REASONABLY CLOSELY THE DAILY MEAN SHADE AIR TEMPERATURE, /4/ OWING TO THE THERMAL MASS OF THE STRUCTURE THERE IS NO SAT- ISFACTORY CORRELATION BETWEEN INSTANTANEOUS SHADE AIR TEMPERATURE AND THE INSTANTANEOUS MEAN BRIDGE TEMPERATURE.]]></description>
      <pubDate>Fri, 18 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97993</guid>
    </item>
    <item>
      <title>PERFORMANCE OF BRIDGE EXPANSION JOINTS IN GREAT BRITAIN</title>
      <link>https://trid.trb.org/View/97987</link>
      <description><![CDATA[THE EXPANSION JOINTS ON ABOUT 300 HIGHWAY BRIDGES IN ENGLAND AND WALES HAVE BEEN EXAMINED TO DETERMINE THE LIKELY CAUSES OF UNSATISFACTORY PERFORMANCE. ON 50 OF THE BRIDGES, THE JOINTS WERE IN NEED OF REPAIR OR REPLACEMENT AND THE MAIN CAUSE OF THEIR FAILURE WAS INADEQUATE PROVISIONS FOR SECURING THEM TO THE STRUCTURE. A COMPARISON OF SUCCESSFUL AND UNSUCCESSFUL JOINTS ESTABLISHED THE FOLLOWING CRITERIA FOR ADEQUATE SECURITY. /A/ IF THE JOINTS ARE SECURED BY HOLDING-DOWN BOLTS THEN THESE SHOULD APPLY A LOAD OF NOT LESS THAN 12 TONS PER FOOT TRANSVERSELY. /B/ IF THE JOINTS ARE SECURED BY REINFORCING BARS CAST INTO THE DECK THE TOTAL AREA OF CROSS-SECTION OF THE BARS PER FOOT LENGTH OF JOINT SHOULD BE AT LEAST 0.75 SQ IN. ONE BASIS FOR THE DESIGN OF JOINTS IS DISCUSSED AND COMPARED WITH THE DESIGN OF JOINTS USED. FROM THE RESULTS OF THE SURVEY, THE MOST SUITABLE JOINTS FOR ACCOMMODATING VARIOUS MOVEMENTS ARE DESCRIBED AND THEIR MERITS ARE DISCUSSED IN RELATION TO QUALITY OF WATER- PROOFING AND EASE OF INSTALLATION. /RRL/A/]]></description>
      <pubDate>Fri, 11 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97987</guid>
    </item>
    <item>
      <title>A SURVEY OF ROADS CONSTRUCTED WITH LEAN CONCRETE BASES- SECOND REPORT</title>
      <link>https://trid.trb.org/View/101415</link>
      <description><![CDATA[DETAILS ARE GIVEN OF INSPECTIONS OF 33 ROADS IN ENGLAND AND WALES WHERE LEAN CONCRETE BASES HAVE BEEN USED.  THE DEFECTS OBSERVED COMPRISED TRANSVERSE CRACKS, BELIEVED TO BE CAUSED INITIALLY BY THERMAL AND POSSIBLY MOISTURE MOVEMENT AND DEFECTS SUCH AS DEFORMATION AND CRAZING WHICH MAY BE ATTRIBUTED TO THE ACTION OF TRAFFIC.  REPAIRS AND RESURFACINGS WERE ALSO RECORDED. IN GENERAL THE FREQUENCY OF TRANSVERSE CRACKS HAS INCREASED AND ALSO THE INCIDENCE OF OTHER DEFECTS SUCH AS DEFORMATION AND CRAZING. PROBLEMS ASSOCIATED WITH THIS SURVEY ARE DISCUSSED AND PROPOSALS FOR FUTURE WORK OUTLINED. /RRL/]]></description>
      <pubDate>Mon, 07 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101415</guid>
    </item>
    <item>
      <title>MEASUREMENTS OF THE CHANGE IN TRANSVERSE SURFACE PROFILE UNDER TRAFFIC OF FOUR SECTIONS OF THE PRESTON BY-PASS /MOTORWAY M6/</title>
      <link>https://trid.trb.org/View/124156</link>
      <description><![CDATA[RESULTS OF MEASUREMENTS OF SURFACE DEFORMATION WHICH HAS OCCURRED UNDER TRAFFIC AT FOUR LOCATIONS ARE GIVEN. AT THREE OF THESE LOCATIONS SOME REMEDIAL WORK HAD BEEN CARRIED OUT AFTER FROST DAMAGE. MEASUREMENTS, MADE AT INTERVALS OVER A PERIOD EXCEEDING FOUR YEARS, INDICATE THAT THE STRUCTURE IS NOW SOUND AND THAT LITTLE INCREASE IN DEFORMATION HAS OCCURRED IN SPITE OF A SUBSTANTIAL INCREASE IN COMMERCIAL TRAFFIC. /RRL/]]></description>
      <pubDate>Thu, 03 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124156</guid>
    </item>
    <item>
      <title>SURFACE IRREGULARITY DATA FOR RECENT MAJOR ROAD WORKS' SPECIFICATIONS AND TOLERANCES</title>
      <link>https://trid.trb.org/View/102508</link>
      <description><![CDATA[MEASUREMENTS WERE MADE WITH A MULTI-WHEELED PROFILOMETER OR A BUMP INTEGRATOR ON A CONSIDERABLE NUMBER OF RECENT MAJOR ROAD WORKS, IN ORDER THAT THE STANDARDS OF SURFACE FINISH AND THE VARIABILITY BETWEEN AND WITHIN INDIVIDUAL PROJECTS COULD BE ASCERTAINED AND COMPARED WITH THE CURRENT REQUIREMENTS OF SPECIFICATIONS. STANDARDS WERE FOUND TO VARY WIDELY BUT ON NEARLY ALL THE ROADS AN APPRECIABLE PROPORTION OF THE WHOLE SURFACE HAD A FINISH BETTER THAN THE 1/8-INCH STANDARD. IT IS CONSIDERED THAT SUPERVISING ENGINEERS SHOULD AIM PRIMARILY AT MINIMIZING THE VARIABILITY OF SURFACE FINISH IN ORDER TO IMPROVE OVERALL RESULTS. THIS IN TURN IMPLIES EFFICIENT AND ADEQUATE CONTROL OF ALL MATERIALS AND PROCESSES IN CONSTRUCTION. /RRL/]]></description>
      <pubDate>Sat, 26 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102508</guid>
    </item>
    <item>
      <title>SURVEY OF 38 SITES IN CONNECTION WITH PROPOSED STANDARDS OF SKIDDING RESISTANCE</title>
      <link>https://trid.trb.org/View/97780</link>
      <description><![CDATA[A SURVEY WAS CONDUCTED TO PROVIDE CHECKS ON THE SUIT- ABILITY OF THE PROPOSED STANDARDS.  THE SITES HAD SURFACES WITH VALUES BELOW THE SUGGESTED LEVELS AND WHERE THE ACCIDENT RECORDS SHOWED A SIGNIFICANTLY HIGH PROPORTION OF SKIDDING ACCIDENTS IN WET WEATHER.  THE SURVEY CONFIRMS THAT THE SUGGESTED VALUES ARE GENERALLY SUITABLE BUT SOME MODIFICATIONS TO THE TABLE OF VALUES ARE CONSIDERED DESIRABLE.]]></description>
      <pubDate>Tue, 01 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97780</guid>
    </item>
    <item>
      <title>THE CONSTRUCTION AND OPERATION OF AN EXPERIMENTAL ROAD- HEATING SYSTEM IN AN UNDERPASS ON KINGSTON BYPASS, A.3, SURREY</title>
      <link>https://trid.trb.org/View/107162</link>
      <description><![CDATA[THE HEATING SYSTEM ON THE KINGSTON BY-PASS, A.3, SURVEY, WHICH COVERS AN AREA OF 4480 SQ YD AND HAS AN ELECTRICAL LOAD OF 372 KW WAS CONSTRUCTED AT A COST OF 10,828 BRITISH POUNDS. THE OPERATING COST PER WINTER AVERAGED OVER THREE WINTERS WAS 18.2D/SQ YD. DETAILS OF THE SYSTEM AND THE PAVEMENT CONSTRUCTION ARE GIVEN. THE SURFACING OF THE ROAD WITH ROLLED ASPHALT WAS COMPLETED WITHOUT APPARENT DAMAGE TO THE CABLES BUT SUBSEQUENT TESTS HAVE SHOWN THAT A HIGH PROPORTION OF THE CABLES HAVE AN UNSATISFACTORILY LOW INSULATION RESISTANCE.]]></description>
      <pubDate>Tue, 01 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107162</guid>
    </item>
    <item>
      <title>CHECKING SURFACE FINISH WITH SIMPLE APPLIANCES</title>
      <link>https://trid.trb.org/View/107444</link>
      <description><![CDATA[THIS REPORT EXAMINES THE PRINCIPLES AND OPERATING CHARACTERISTICS OF FOUR APPLIANCES DEVELOPED FOR CHECKING THE REGULARITY OF ROAD SURFACES DURING CONSTRUCTION, VIZ'- /A/ THE SLIDING STRAIGHTEDGE /B/ THE MINISTRY OF TRANSPORT STRAIGHTEDGE /C/ THE TRAVELLING-BEAM APPLIANCE /D/ THE ROLLING STRAIGHTEDGE ALL APPLIANCES ARE USUALLY 10 FT LONG AND IN CONSEQUENCE CANNOT MEASURE LONG IRREGULARITIES. /A/ AND /B/ ARE SLOW AND INCONVENIENT TO USE; /C/ AND /D/ ARE TO BE PREFERRED. TYPE /D/ HAS THE ADDED AVANTAGE THAT IT IS MADE IN 3 PIECES AND CAN BE READILY DISMANTLED FOR EASE OF TRANSPORT. /RRL/]]></description>
      <pubDate>Tue, 01 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107444</guid>
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