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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>PRELIMINARY INVESTIGATION OF SOIL BEHAVIOR ON SOME CHEMICAL SOIL STABILIZERS</title>
      <link>https://trid.trb.org/View/121783</link>
      <description><![CDATA[BOTH SILTY SOILS AND HEAVY CLAY SOILS IN THEIR MOIST STATE ARE INHERENTLY UNSTABLE FOR HIGHWAY SUBGRADE. TO STABILIZE THESE SOILS, IT IS NECESSARY TO MODIFY OR IMPROVE THEIR PHYSICAL PROPERTIES. SUCH MODIFICATION MAY BE ACHIEVED THROUGH TREATMENT BY CHEMICAL STABILIZERS. THE FOLLOWING EXPERIMENT WAS TO INVESTIGATE HOW THESE TWO TYPES OF SOIL BEHAVE AFTER BEING TREATED WITH SUCH CHEMICALS. ROUGHLY SPEAKING, CHEMICAL SOIL STABILIZERS CAN BE CLASSIFIED INTO THREE CATEGORIES. THEY CAN ACT AS A WATER-PROOFING AGENT, AS BONDING AGENTS AND AS COMBINATION BONDING AND WATER- PROOFING. ALL THE CHEMICAL AGENTS INVESTIGATED IN THIS EXPERIMENT FALL INTO THE FIRST CATEGORY-WATER-PROOFING ONLY. SINCE THE CHEMICALS DO NOT BOND THE SOIL PARTICLES TOGETHER IN THE CASE OF THE WATER-PROOFING AGENTS, THEY WILL NOT AFFECT THE DRY STRENGTH SIGNFICANTLY, BUT THEY WILL ALLOW THE DRY STRENGTH OF THE SOIL TO BE RETAINED IN THE PRESENCE OF WATER BY REDUCING WATER ABSORPTION. SILTY SOIL IN ITS DRY STATE POSSESSES SOME LOAD-BEARING CAPACITY. TO MODIFY SOIL SO AS TO RETAIN ITS DRY STRENGTH UNDER WET CONDITIONS WAS THE OBJECT OF THIS EXPERIMENT. /CGRA/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/121783</guid>
    </item>
    <item>
      <title>EXPERIENCES WITH SOIL-LIME MIXTURES IN SASKATCHEWAN</title>
      <link>https://trid.trb.org/View/121769</link>
      <description><![CDATA[LIME STABILIZATION HAS ONLY RECENTLY BEEN USED IN WESTERN CANADA. THIS REPORT IS A BRIEF SUMMARY OF SOME OF THE FINDINGS IN SASKATCHEWAN. SOIL-LIME MIXTURES WERE SUBJECTED TO THE CALIFORNIA BEARING RATIO COMPRESSION TESTS AND CONSIDERED IN RELATION TO THE PLASTICITY INDEX. MOISTURE- DENSITY RELATIONS WERE ALSO INVESTIGATED AS WELL AS RELATION TO MOISTURE CONTENT, COMPACTION, DRY DENSITY, THE ADDITION OF SALT AND FREEZE-THAW EFFECTS. LIME ITSELF WAS FOUND TO BE UNSUITABLE AS A STABILIZING AGENT, HOWEVER, THE ADDITION OF SOME FLYASH GREATLY IMPROVED THE DURABILITY RESULTS. BECAUSE OF ITS HYDROPHILIC NATURE, TIME HAS A TENDENCY TO REDUCE THE AMOUNT OF FROST IN SOIL AND THUS REDUCE DAMAGE FROM FROST HEAVE. THE SOILS TESTED WERE MAINLY LACUSTRINE DEPOSITS AND GLACIAL TILL. THE RESULTS OF THE STUDY WERE APPLIED TO CONTROL SECTIONS IN THE HIGHWAY SYSTEM AND THE SECTIONS ARE NOW UNDER OBSERVATIONS. /CGRA/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/121769</guid>
    </item>
    <item>
      <title>ROCK MECHANICS ANALYSIS OF HELLS GATE BLUFFS</title>
      <link>https://trid.trb.org/View/123622</link>
      <description><![CDATA[THIS REPORT OUTLINES THE ROCK MECHANICS ANALYSIS CONDUCTED AT HELLS GATE BLUFFS, BRITISH COLUMBIA IN CONJUNCTION WITH THE CONSTRUCTION OF THE TRANS-CANADA HIGHWAY. ROCK TYPES, FORMATIONS, AND GEOLOGY, AS WELL AS THE VARIOUS TESTS AND SURVEYS CONDUCTED, ARE DISCUSSED. THE RESULTS AND METHODS USED FOR STABILIZATION ARE ALSO GIVEN. BASICALLY, PLANNED STABILIZATION DESIGN MEASURES INVOLVED ROCK BOLTING AND ROCK BOLT DAMMING TO RESIST GRAVITATIONAL AND FIELD THRUST FORCES. /CGRA/]]></description>
      <pubDate>Fri, 28 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123622</guid>
    </item>
    <item>
      <title>GUIDE SIGNS FOR THE PERIMETER HIGHWAY</title>
      <link>https://trid.trb.org/View/116572</link>
      <description><![CDATA[TRAFFIC SIGN DESIGN AND PRODUCTION FOR THE PERIMETER HIGHWAY AROUND WINNIPEG, MANITOBA ARE DESCRIBED. THE SIGNING WAS DESIGNED TO FREEWAY STANDARDS USING THE AASHO MANUAL FOR SIGNING AND PAVEMENT MARKINGS OF INTER-STATE HIGHWAYS. THE SIGNS WERE MADE OF ALUMINUM PANELS FACED WITH REFLECTIVE SHEETING. THE FACTORS GOVERNING THE SELECTION OF THESE MATERIALS ARE GIVEN TOGETHER WITH THE RESULTS OF SOME SIMPLE NIGHT OBSERVANCE TESTS. THE DESIGN OF BOTH THE OVER- HEAD AND GROUND LEVEL SIGN SUPPORTS IS DESCRIBED TOGETHER WITH THE WIND LOAD VALUES AND FOUNDATION DETAILS. CONTRACTS WERE GIVEN FOR THE FABRICATION AND ERECTION OF THE SIGNS. /CGRA/]]></description>
      <pubDate>Fri, 28 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116572</guid>
    </item>
    <item>
      <title>METHODS AND MATERIALS FOR SEALING CRACKS ON BITUMINOUS PAVEMENTS</title>
      <link>https://trid.trb.org/View/110577</link>
      <description><![CDATA[THE PROBLEM OF CRACKING IN BITUMINOUS PAVEMENTS CAN BE TEMPERED BY JUDICIOUS SEALING AND CRACK FILLING. THE SEALANTS AND METHODS USED IN THIS FORM OF PAVEMENT MAINTEN- ANCE IN SASKATCHEWAN ARE OUTLINED IN THIS PAPER. SIX DIFFERENT TYPES OF CRACK ARE DEFINED AND ALL EXCEPT TYPE I ARE FILLED. BOTH MEDIUM CURING /MCO/ AND RAPID CURING /RC1/ CUT-BACK ASPHALTS ARE USED IN CRACK FILLING. THESE HAVE PROVED MORE SATISFACTORY THAN A SPECIAL CRACK FILLING PRODUCT PRODUCED BY A WESTERN SUPPLIER. THE SPECIFICATIONS FOR A BLOTTING SAND ARE GIVEN. THE COMPOSITION OF A STANDARD NINE-MAN CRACK FILLING CREW IS GIVEN. THE AVERAGE COST OF CRACK FILLING IS 150 DOLLARS PER MILE. /CGRA/]]></description>
      <pubDate>Fri, 28 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110577</guid>
    </item>
    <item>
      <title>TO BY-PASS OR NOT TO BY-PASS</title>
      <link>https://trid.trb.org/View/93681</link>
      <description><![CDATA[WHETHER OR NOT TO BY-PASS A COMMUNITY, LIKE MOST ROAD AND STREET LOCATION PROBLEMS, SHOULD BE DECIDED BY DETERMINING WHAT ROAD AND STREET NETWORK WILL PROVIDE THE MOST ECONOMIC TRAFFIC SERVICE. THE WHOLE NETWORK MUST BE CONSIDERED BECAUSE HIGHWAYS, IN COMBINATION WITH OTHER RURAL ROADS AND URBAN STREETS, FORM A TRANSPORTATION NETWORK TO SERVE THE MOTORISTS. THE ECONOMIC IMPACT OF SUCH A BYPASS MUST BE SERIOUSLY CONSIDERED. IF MOST TRAFFIC HAS THE CENTRAL BUSINESS DISTRICT AS ITS DESTINATION, THEN A ROUTE SHOULD CERTAINLY PASS THROUGH THIS DISTRICT. TRAFFIC FLOW PATTERNS MUST FIRST BE DETERMINED AND THE RESULTS STUDIED BEFORE ANY DECISION CONCERNING LOCATION AND NEED IS TAKEN. THE PROCEDURES USED IN THE SASKATCHEWAN DEPARTMENT OF HIGHWAYS ARE DESCRIBED. /CGRA/]]></description>
      <pubDate>Fri, 28 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93681</guid>
    </item>
    <item>
      <title>HIGHWAY DESIGN ON COMPUTERS IN BRITISH COLUMBIA</title>
      <link>https://trid.trb.org/View/93682</link>
      <description><![CDATA[THIS PAPER DESCRIBES THE USE OF COMPUTERS AND COMPUTER PROGRAMMING IN HIGHWAY DESIGN AS EMPLOYED IN BRITISH COLUMBIA. THE PAPER IS DIVIDED INTO FOUR GROUPS' 1/ THE DIGITAL TERRAIN MODEL SYSTEM; 2/ THE BRITISH COLUMBIA EARTHWORK DESIGN SERIES; 3/ PROGRAMMES FROM OTHER SOURCES THAT ARE USED BY THE LOCATION AND DESIGN AND TRAFFIC BRANCHES; 4/ PROGRAMMES USED BY THE DEPARTMENT THAT FALL OUTSIDE THE SCOPE OF THE DESIGN, TRAFFIC AND LOCATION GROUP. A DESCRIPTION OF EACH PROGRAMME, ITS APPLICATION, USEFULNESS, AND DATA NECESSARY FOR PROGRAMMING, IS GIVEN. /CGRA/]]></description>
      <pubDate>Mon, 17 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93682</guid>
    </item>
    <item>
      <title>LOAD RATING OF SASKATCHEWANS BRIDGES</title>
      <link>https://trid.trb.org/View/98019</link>
      <description><![CDATA[ONE OF THE LEAST KNOWN ASPECTS OF A BRIDGE IS THE SIZE OF OVERLOAD IT CAN SUPPORT WITHOUT BEING DAMAGED STRUCTURALLY. ALL EXISTING BRIDGES, IN A 1965 TEST PROGRAM IN SASKATCHEWANS HIGHWAY SYSTEM, WERE ANALYZED WITH RESPECT TO STRUCTURAL DETERIORATION AND LOAD RATING. A BRIDGES ULTIMATE LOAD CAPACITY HAD TO BE DETERMINED AND THE FOLLOWING ASSUMPTIONS AND PROCEDURES WERE EMPLOYED' /1/ A SERIES OF AXLES AND AXLE SPACINGS WERE DEVELOPED AND ADOPTED AS REPRESENTING LIVELOAD, /2/ ASSUMPTIONS WERE MADE AS TO THE LIVELOAD DISTRIBUTION TO THE VARIOUS STRUCTURAL MEMBERS OF THE BRIDGES, /3/ THE CONDITIONS CONSIDERED TO RESULT IN FAILURE WERE ASSUMED, INVESTIGATED AND ALTERED WHEN NECESSARY, AND /4/ THE RESULTS OF THE ANALYSIS WERE THEN PLOTTED IN CHART FORM TO PROVIDE A SIMPLE REPRESENTATION OF THE ULTIMATE AXLE LOADS. SOME GENERAL OBSERVATIONS ON THE LOAD CARRYING CAPACITY RATINGS OF DIFFERENT BRIDGE TYPES ARE GIVEN /TIMBER, STEEL GIRDERS, CONCRETE BEAM, COMPOSITE, BOX GIRDER/. THE AUTHOR SUGGESTS THAT SOME OF THE PRESENT BRIDGE DESIGN PROCEDURES NEED REVISING. DIFFERENT LIVELOAD TO DEADLOAD RATIOS PRODUCE DIFFERENT ULTIMATE CAPACITIES. PLASTIC DESIGN, LIMIT DESIGN AND THE USE OF LOAD FACTORS WILL PROVIDE CONSISTENT CAPACITIES. DISTRIBUTION EFFECTS OF A CONCRETE SLAB ARE UNDERESTIMATED. A GRID ANALYSIS AS USED IN EUROPE WILL PROVIDE FOR A MORE EFFICIENT USE OF THE SLAB. IF THESE REVISIONS ARE MADE, CONSIDERATION WILL HAVE TO BE GIVEN TO REPLACING THE AASHO TRUCK AS THE DESIGN LOAD. /CGRA/]]></description>
      <pubDate>Mon, 17 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98019</guid>
    </item>
    <item>
      <title>ACCIDENT PRONE LOCATIONS IDENTIFICATION AND CORRECTION</title>
      <link>https://trid.trb.org/View/111088</link>
      <description><![CDATA[BY THOROUGH INVESTIGATION, ACCIDENT PRONE LOCATIONS MAY BE IDENTIFIED. THE TYPE OF ACCIDENT, HEAD-ON COLLISIONS, WITH ANIMALS, ALCOHOL USAGE, MAY BE CORRELATED WITH THE TYPE OF VEHICLE, AND PAVEMENT QUALITY AND THE EFFECT OF ICY CONDITIONS. ONCE THESE FACTORS ARE ESTABLISHED AND A PATTERN EMERGES, STEPS TOWARD CORRECTION OF ANY DEFECTS MAY BE TAKEN /CGRA/.]]></description>
      <pubDate>Mon, 17 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111088</guid>
    </item>
    <item>
      <title>HIGHWAY IMPROVEMENTS SUGGESTED BY ACCIDENT ANALYSIS</title>
      <link>https://trid.trb.org/View/111089</link>
      <description><![CDATA[RECORDS OF ALL TRAFFIC ACCIDENTS, INDICATING CAUSE, LOCATION AND ACCIDENT RATE, SHOULD BE KEPT ON FILE. A COMPREHENSIVE ANALYSIS OF THIS DATA ENABLES THE HIGHWAY ENGINEER TO ASCERTAIN WHAT IMPROVEMENTS MUST BE UNDERTAKEN TO INCREASE THE SAFETY MARGIN OF A PARTICULAR HIGHWAY OR SECTION. THESE RECORDS ARE BEING KEPT IN MANITOBA AND A SAFETY-ORIENTED IMPROVEMENT PROGRAM HAS SHOWN ENCOURAGING RESULTS. WHILE, SINGLY, ACCIDENT RECORDS ARE OF NO VALUE, THEY ASSUME HIGH IMPORTANCE WHEN LINKED TO STATISTICS SUCH AS TRAFFIC VOLUME AND FLOW, DESIGN STANDARDS AND PAVEMENT SHOULDER WIDTHS. FOUR EXAMPLES OF ROAD IMPROVEMENTS RESULTING FROM ACCIDENT ANALYSES ARE GIVEN' THREE WERE INTERSECTION MODIFICATIONS AND ONE, THE RESURFACING OF A SLIPPERY PAVEMENT. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111089</guid>
    </item>
    <item>
      <title>USE OF BLANK OUT SIGNS AT WEIGH SCALE SITES</title>
      <link>https://trid.trb.org/View/116573</link>
      <description><![CDATA[THE TRAFFIC ENGINEER IS OFTEN CALLED UPON TO IMPROVE AN EXISTING SITUATION THROUGH A SYSTEM OF SIGNS, SIGNALS OR MINOR GEOMETRIC CHANGES. THE PROBLEM DESCRIBED INVOLVES A PROVINCIAL GOVERNMENT WEIGH SCALE INSTALLATION LOCATED ON THE WEST SIDE OF A FOUR LANE UNDIVIDED HIGHWAY. SINCE THE SCALE SERVED TRUCKS FROM BOTH DIRECTIONS, NORTHBOUND TRUCKS HAD TO CONDUCT ALL MANEUVERS SUCH AS DECELERATION, WAITING FOR GAPS IN OPPOSING TRAFFIC, AND ACCELERATION TO HIGHWAY SPEEDS IN THE LEFT HAND OR HIGH SPEED LANE. SEVERAL POSSIBLE SOLUTIONS WERE STUDIED AND IT WAS FINALLY CONCLUDED THAT A RESTRICTIVE SPEED LIMIT SHOULD BE IMPOSED ON THE SECTION OF HIGHWAY NEAR THE SCALE BUT ONLY DURING THE TIMES THAT THE SCALES WERE OPEN. THE VARIOUS METHODS OF POSTING A TEMPORARY SPEED LIMIT WERE EXAMINED AND IT WAS DETERMINED THAT BLANK OUT SIGNS WOULD BE MOST SUITABLE. THE REQUIREMENTS WERE PRESENTED TO SEVERAL KNOWN SUPPLIERS OF SIGNS AND SAMPLES OF A NUMBER OF PRODUCTS WERE REVIEWED. A SET OF TEST SIGNS WAS INSTALLED AND THEIR EFFECTIVENESS CHECKED BY A SERIES OF VISUAL INSPECTIONS AS WELL AS BEFORE AND AFTER RADAR SPEED STUDIES. A FEW MODIFICATIONS WERE MADE IN THE SIGNS AND THEY ARE NOW OPERATING IN A SATISFACTORY MANNER. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116573</guid>
    </item>
    <item>
      <title>A METHOD OF DETERMINING INTERSECTION TYPES USING ECONOMIC ANALYSIS PRINCIPLES</title>
      <link>https://trid.trb.org/View/93086</link>
      <description><![CDATA[TO OBTAIN THE GREATEST USE OF HIGHWAY FUNDS, SOME METHOD OF DETERMINING PRIORITIES MUST BE ESTABLISHED. WHILE 'HUNCH' DECISIONS MAY BE DEFENDED ON HISTORICAL GROUNDS, SOME METHOD OF COMPARING ALTERNATE USES OF HIGHWAY DOLLARS SHOULD BE DEVISED. THE MOST LIKELY METHOD IS THE ECONOMIC ANALYSIS, A METHOD THAT ENSURES THAT INVESTMENTS ARE NO GREATER THAN THE BENEFITS OF THE INVESTMENT. IN HIGHWAY WORK, BENEFITS ARE USUALLY SAVINGS IN VEHICLE OPERATION. THE INVESTMENT (OR COST) IS THE COST OF CONSTRUCTING ADDITIONAL HIGHWAY FACILITIES, SO THAT SOME VEHICLE OPERATION SAVINGS CAN BE MADE. THE PRINCIPLES OF ECONOMIC ANALYSIS ARE APPLICABLE TO A VARIETY OF HIGHWAY ENGINEERING PROBLEMS SUCH AS LOCATIONS, TRAFFIC CONTROL DEVICES, ACCIDENT REDUCTION, TYPE OF GEOMETRICS AND SURFACE TYPES. THE APPLICATION OF ECONOMIC TOOLS IN INTERSECTION TREATMENTS IS DISCUSSED. THE REFERENCES CONTAIN EXAMPLES OF THE USE OF ECONOMICS IN INTERSECTION CHOICE. SOME HIGHWAY DEPARTMENTS HAVE BEEN USING THE ECONOMIC METHOD FOR SOME TIME. THE MAIN PROBLEM IS OBTAINING A REASONABLY SIMPLE METHOD TO EASE THE CALCULATION TIME. A METHOD WILL BE DEVELOPED WITH THIS OBJECTIVE. WHILE THIS METHOD WILL SHORTEN CALCULATION, ADDITIONAL TIME SAVINGS SHOULD BE POSSIBLE WITH FURTHER REFINEMENTS. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93086</guid>
    </item>
    <item>
      <title>OIL TREATMENT FOR DUST CONTROL IN SASKATCHEWAN</title>
      <link>https://trid.trb.org/View/94998</link>
      <description><![CDATA[THE HIGH PROPORTION OF UNPAVED ROADS IN SASKATCHEWAN DEMANDED AN ECONOMICAL, ADEQUATE SURFACE TREATMENT TO CONTROL DUST AND PROVIDE THE ROAD USER WITH IMPROVED RIDING QUALITY. OIL TREATMENT HAS BEEN USED FOR SEVERAL YEARS IN THIS RELATIVELY ARID AREA WHERE PRECIPITATION IS LESS THAN 20 INCHES OF RAIN. OIL TREATMENT IS DEFINED AS A VERY THIN ROAD-MIXED, BITUMINOUS SURFACING APPLIED TO AN OIL PRIMED GRAVEL SURFACED SUBGRADE. SLOW-CURING LIQUID ASPHALTS /SC-1 OR SC-2/ ARE GENERALLY USED IN CONSTRUCTING THIS ONE-INCH THICK SURFACE. THESE OIL-TREATMENT PAVEMENTS HAVE AN AVERAGE LIFE OF 3 TO 5 YEARS AND TRAFFIC VOLUMES OF 100 TO 400 VEHICLES PER DAY. THE TOTAL PAVEMENT CONSTRUCTION COST IS APPROXIMATELY 3000 DOLLARS PER MILE WITH ANNUAL MAINTENANCE COSTS RANGING FROM 100 TO 1500 DOLLARS PER MILE. SUCCESS OF THE OIL TREATMENT DEPENDS UPON THE METHOD OF CONSTRUCTION AND ON PROMPT MAINTENANCE. THE CONSTRUCTION AND MAINTENANCE PROCEDURES ARE DESCRIBED. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/94998</guid>
    </item>
    <item>
      <title>FUNDAMENTAL VISCOSITY TESTING OF ASPHALT CEMENTS</title>
      <link>https://trid.trb.org/View/94999</link>
      <description><![CDATA[THERE ARE CRITICAL POINTS ON THE TEMPERATURE CONSISTENCY CURVE OF ASPHALT CEMENT. SOME OF THESE POINTS, FOR ASPHALT MIX PAVING, ARE: MIXING AND COMPACTING TEMPERATURES, MAXIMUM PAVEMENT TEMPERATURE (140 DEGREES F.) AND TESTING TEMPERATURE FOR VOIDS (77 DEGREES F.). GRADING AND TESTING PROCEDURES FOR ASPHALT CEMENTS ADOPTED BY THE BRITISH COLUMBIA DEPARTMENT OF HIGHWAYS ARE DISCUSSED AND THE MORE RIGID SPECIFICATIONS IN THEIR ROAD BUILDING PROCEDURES ARE OUTLINED. /CGRA/]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/94999</guid>
    </item>
    <item>
      <title>PORTLAND CEMENT CONCRETE PAVEMENT AND RELATED WORKS. SIMON FRASER UNIVERSITY ACCESS ROADS, BURNABY B. C.</title>
      <link>https://trid.trb.org/View/93683</link>
      <description><![CDATA[THE PLANNING AND CONSTRUCTION OF ACCESS ROADS AND RELATED SERVICES NECESSARY TO SERVE SIMON FRASER UNIVERSITY, SITUATED IN THE MUNICIPALITY OF BURNABY ON THE SUMMIT OF BURNABY MOUNTAIN, ARE DISCUSSED. SUCH TOPICS AS RIGHT-OF- WAY, UTILITIES, RAILWAY OVERPASS, CLEARING AND STRIPPING, GRADE CONSTRUCTION, COMPACTION CONTROL, DRAINAGE, CEMENT TREATED BASE CONSTRUCTION, SURFACING, FORMS, PLACING AND FINISHING, CURING, JOINT CONSTRUCTION AND SEALING, CURBS, LANDSCAPING AND FENCING, AND LIGHTING ARE DISCUSSED. /CGRA/]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93683</guid>
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