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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>
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    <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>JOINT WINTER RUNWAY FRICTION PROGRAM ACCOMPLISHMENTS</title>
      <link>https://trid.trb.org/View/731744</link>
      <description><![CDATA[This paper describes the scope and objectives of the Joint National Aeronautics and Space Administration (NASA)/Transport Canada (TC)/Federal Aviation Administration (FAA) Winter Runway Friction Measurement Program that has just completed its' eighth season of winter testing. The range of equipment tested, test sites, the friction database and the test accomplishments are described in detail. The primary objective of this effort, which also involved several European and Japanese aviation organizations, is to perform instrumented aircraft and ground vehicle tests aimed at identifying a "common number" that ground vehicle devices would report. This number, denoted as the International Runway Friction Index (IRFI), will be keyed to all types of aircraft stopping performance. Current correlations between measured aircraft stopping performance and ground vehicle IRFI values are presented for a variety of aircraft and winter runway conditions. A summary of test results is given and future test program plans are outlined in the paper.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/731744</guid>
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    <item>
      <title>THE RENOVATION OF THE RUNWAYS ON BRUSSELS NATIONAL AIRPORT: FAST AND HIGH-QUALITY EXECUTION</title>
      <link>https://trid.trb.org/View/754198</link>
      <description><![CDATA[This paper describes how the three bitumen-paved runways of Brussels National Airport were renovated in depth between the years 1996 and 1999. As it was unthinkable to put any of the three runways out of service for an extended period of time, it was decided to close one runway each year for a maximum duration of one month. High-quality work was nevertheless required to go together with speed of execution. The first step taken to meet this double objective was to subject the pavements of the runways to a thorough condition survey. The design for their renovation and the consequent specifications were based on the results of this survey. After the contract had been awarded, the feasibility of the solutions suggested by the contractor was examined on trial areas; these areas also served to calibrate the nuclear gauges to be used for checking the densities achieved in laying and compaction. Thanks to the know-how of the contractor and to intensive and systematic verifications during execution, the works were completed within the specified times and to the satisfaction of the client. After seven years of intensive service, the pavements are still in perfect condition and allow hope for a longer service life than they were initially designed for (twelve years).]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754198</guid>
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      <title>INNOVATIVE ASPHALT CONSTRUCTION: CASE STUDIES ON CAPE TOWN INTERNATIONAL AIRPORT AND KROMBOOM PARKWAY</title>
      <link>https://trid.trb.org/View/754199</link>
      <description><![CDATA[This paper describes how the main taxiways at Cape Town International Airport and sections of Kromboom Parkway (M5) were identified to be in urgent need of rehabilitation. Thick asphalt base layers were selected for providing the appropriate pavement rehabilitation structure in both projects. The aggressive wheel loading and environmental conditions (especially on the Taxiway contract) necessitated a superior asphalt construction methodology for these upper structural layers. Due to the extremely high tire pressures of the aircraft wheel loads (1200kPa) in the Taxiway Contract, special emphasis was placed on deformation resistance within the asphalt mixes. The selected asphalt mixes were therefore chosen to be inherently stiff and harsh (very flaky fine aggregate, no sand content, high VMA) and special stiffening additives (Gilsonite) and stiff base bitumen binders were selected to ensure maximum resistance to deformation. In addition hereto the filler/binder ratio of the mix (1.6) and the Voids-in-Mix (5% to 5.5%) were set to further enhance the rutting resistance of the selected mixes. The resultant harsh mixes as well as the paving climatic conditions (night time occupations and resultant cold ambient and road temperatures) required a maximized compaction effort. In addition to the high asphalt densities (93% to 94% of MTRD i.e. RICE density), permeability on joints and special joint preparation and sealing specifications were also specified to ensure ultimate durability and low future maintenance of these taxiway areas. Because of the high riding quality requirement (on the M5 rehabilitation project) as well as other special long term functional requirements (including impermeable joint sealing requirements), a special set of "best practice" asphalt construction techniques was developed in co-operation with the Contractor (Blitz Asphalt), the supplier (Much Asphalt) and the Institute of Transport Technology at the University of Stellenbosch to ensure the following key construction aspects were effectively and consistently obtained: (1) maximized Riding Quality through consistent mix supply, pro-active paving operation scheduling and "best-practice-paving-method" application; (2) consistent densities through active "paving train-length", asphalt temperature and rolling effort management; and (3) adequate longitudinal joint sealing results through dedicated, rigid adherence to "Best-Practice-Rolling-Methods" and special developed joint preparation methodologies. Rigid adherence to best practice rolling and innovative state-of-the-art asphalt paving and joint construction methods ensured the adherence to the rigid construction specifications through-out both of these contracts. Riding quality and performance testing (on the completed in-situ layers) confirmed the superior quality of the constructed pavement layers. The construction methods that were developed and the "best practices", as applied through out these two contracts, are discussed in this paper.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754199</guid>
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    <item>
      <title>SURFACE INTEGRITY - AIRFIELD PAVEMENT CONDITION ASSESSMENT</title>
      <link>https://trid.trb.org/View/754200</link>
      <description><![CDATA[This paper presents current airfield pavement condition assessment and rating methodologies used by the US Air Force and the Avinor (Norway). Factors included in the ratings include the Pavement Condition Index (PCI), Structural Index (ACN/ PCN), Friction Characteristics, Surface Texture, Foreign Object Damage (FOD) potential and evenness The PCI is a score from 0 to 100 that is determined by a visual survey of pavement distress based on procedures in ASTM D 5340. The Structural Index is a ratio of the Aircraft Classification Number (ACN) to Pavement Classification Number (PCN). ACN represents the structural impact an aircraft will have on a pavement. PCN represents the structural capability of the pavement to support aircraft. Friction Characteristics are primarily determined for runways using a variety of measuring equipment. Surface texture is a parameter that can be used by pilots on civil aircraft to predicting the maximum tire-to-ground wet runway breaking coefficient. The FOD Index is used to indicate the potential for FOD problems generated by the pavement. It is determined based on pavement distresses collected during the PCI survey. Evenness is essential for the ride quality of a pavement. On Airfields, there are requirements both to short- (3m) and long wave (45m) unevenness. The paper presents procedures used in determining each of the above factors and also how these factors can be used collectively to determine the overall rating of airfield pavements.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754200</guid>
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      <title>DURABILITY PROBLEMS ON NORDIC AIRFIELDS- THE INFLUENCE OF DEICING AGENTS ON ASPHALT CONCRETE</title>
      <link>https://trid.trb.org/View/754201</link>
      <description><![CDATA[In the 1990s, asphalt durability problems because of the use of new deicing chemicals were observed at some Nordic airports. Degradation and disintegration of asphalt pavements occurred and there was also softening and stripping effects on bitumen and asphalt concrete together with loose stones on the runways. These problems occurred when many airports in Norway and Sweden changed from urea to potassium acetate and potassium format. Requirements from environmental authorities come because of nitrogen problems and over-fertilization of soil and watercourses around airports caused by urea. For this reason, a joint research project started in 1998 to solve the problems. The project carried out by Norwegian and Swedish Civil Aviation Administrations. Co-operation started with research institutes and deicing agent manufacturers, and later the Finnish Civil Aviation Administration also joined the project. The deicing development program contents full-scale experiments at three airports, laboratory investigation of binders and asphalt concretes, weather simulator test and evaluation of the results. Out of this process a method for determining adhesion of asphalt concrete after storage in deicing agent were developed. This method is named LFV Method 2-98. The development program results lead to increased requirements in the requirement specifications used in the purchasing of runway and aircraft deicing agents in Norway and Sweden. Requirements of deicing agent influence on asphalt concrete and bitumen were introduced together with melting capacity requirements to get an effective deicing agent as possible. Standardization works started in the SAE G-12 Fluids Subcommittee to get international accept for the problems with asphalt and bitumen. In the process of trying to get LFV Method 2-98 accepted as an international standard, a round robin test project will be carried through 2002-2003. The repeatability (within a laboratory) and the reproducibility (between participating laboratories) of the method will be defined.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754201</guid>
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      <title>TEXTURE MEASUREMENTS</title>
      <link>https://trid.trb.org/View/754202</link>
      <description><![CDATA[This paper describes how Avinor, which owns and operates 44 airfields in Norway, has for the past seven years worked continuously with problem issues related to runway surface characteristics. This paper presents the results from this work and special two workshops held at Avinor's Test Track for Surface Characteristics Oslo in the years 2002 and 2003. Based on the work that has been done and the fact the harmonized FAR Part 25 and JAR 25 use texture as a variable for predicting the maximum tire-to-ground wet runway braking coefficient, resulted in new method for describing surface characteristics on Norwegian airports. Hence, Avinor does not declare wet friction values for their runways. After studies of the JAR and FAR regulations and related background material Avinor decided instead to measure texture and declare these values in the Aeronautical Information Publication (AIP) for each airport. At the workshop in 2002 macro-texture were measured by 7 laser vans from The Norwegian Road Administration and the Asphalt Institute of Technology in addition to manual glass-patch method. The workshop in 2003 included micro-texture measurement (CT Meter, BP tester) and different laser devices. This paper presents the results from these two workshops and also how this method is used by airlines and Norwegian Airports to describe the surface characteristics.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754202</guid>
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    <item>
      <title>DESIGN OF A RUNWAY CROSSING: OPTIMALISATION OF THE DIFFERENCE IN HEIGHT BETWEEN THE TOPS OF BOTH RUNWAY PROFILES</title>
      <link>https://trid.trb.org/View/754203</link>
      <description><![CDATA[This paper describes how runways are generally constructed in a transversal roof profile with rounded top and 1.5% side slope to prevent standing water. Where runways cross some kind of bump will occur in both runways. The effect of these bumps to the vertical acceleration of aircraft can be calculated with a two mass spring simulation program. This paper describes a study on optimization of the difference in height (H) of the tops of both runway profiles at an existing runway crossing on a military airfield in the Netherlands.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754203</guid>
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    <item>
      <title>HOW SIMULATED AIRCRAFT AIRPORT OPERATIONS CAN IMPROVE AIRPORT PAVEMENT MANAGEMENT SYSTEMS</title>
      <link>https://trid.trb.org/View/754204</link>
      <description><![CDATA[For road pavement management systems, the International Roughness Index (IRI) has become the standard for assessing pavement surface roughness in recent years. It is based on a quarter-car model traveling the pavement surface at a constant speed. The pavement surface is represented by true geometrical figures; i.e. the longitudinal profile represents the pavement surface. Historically, roughness was assessed with mechanical response systems, which is not a bad concept as the result reflects the undesired effects one wants to mitigate. However, the problem with such systems is that they change over time and that they are more or less individual. Thus, the IRI has been proven to satisfactorily describe pavement performance and pavement deterioration. However, it can be criticized for not being a perfect measure for functional performance. First of all airport traffic does not travel at a constant speed. Secondly, the IRI-filter is not relevant for airplanes at all. Further, current fast non-contact profiling platforms are unable to account for wavelengths in excess of 100 m or so, but a new method of measuring the longitudinal pitch of the sensor platform with respect to the ground seems to be promising and a test was initiated in 1997. In the fall of 2002 an improved system was finally tested. If dozens of profiles can be assessed in a matter of minutes along a runway, larger airports will be able to monitor roughness as a functional and safety criterion much as friction is today. The present paper introduces some of the results of the new profiling methods and discusses how data can be implemented in an Airfield PMS. Some experience of using laser profiler data for overlay design purposes is also presented in this paper.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754204</guid>
    </item>
    <item>
      <title>EVOLUTION OF AIRFIELD DESIGN PHILOSOPHIES</title>
      <link>https://trid.trb.org/View/754205</link>
      <description><![CDATA[This paper describes how airfield loads and structural issues are significantly different from highways. For this reason, airfield design philosophy has evolved differently from the highway industry design approaches. This paper will examine how and why the airfield design approach has developed within the U.S. military as it evolved from its initial problems designing for the B-17 and B-24 during WW II to modern jet aircraft. The military design developed in parallel with civil U.S. design philosophy and with overseas approaches. This review will include rigid, flexible, and specialized military pavements.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754205</guid>
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    <item>
      <title>A MANUFACTURER'S POINT OF VIEW OF ACN / PCN</title>
      <link>https://trid.trb.org/View/754206</link>
      <description><![CDATA[Reflecting on the historical record of full-scale airfield pavement testing (dating from the 1940's to the 1970's), and updating the record with test-to-failure data from the FAA National Airport Pavement Test Program, the pavement life cycle relationship to aircraft loading as indexed by landing gear type (dual, dual tandem, triple dual tandem, etc.) has been revisited in this paper. The resulting collection of pavement failure data was analyzed for applicability to the existing S-77-1 methodology (using what is commonly referred to as the CBR equation). The investigation establishes that the CBR equation retains its utility for predicting pavement thickness requirements and pavement life for airfield pavements. It is concluded that the unique solution of the CBR equation at the 10,000 coverage level, for four subgrade support conditions (as defined by ICAO ACN guidelines) continues to be well suited to the use for which it was intended.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754206</guid>
    </item>
    <item>
      <title>A380 PAVEMENT EXPERIMENTAL PROGRAM - RIGID PHASE</title>
      <link>https://trid.trb.org/View/754207</link>
      <description><![CDATA[The paper describes several experiments on rigid pavements at the Toulouse Blagnac airport, which are tested with heavy aircraft landing gear simulator developed by Airbus S.A.S. The main contributors of this program are Airbus, the French Civil Aviation Administration (STBA) and the French Road and Bridges Laboratory (LCPC). The first part of the program (1998 - 2000) deals with bituminous pavement. In 2001-2002-2003, the program has focused on Rigid tests. The main aim has been therefore to improve the understanding of the stresses applied to a cement concrete pavement, under aeronautical loads, in order to underscore the influence of the loading parameters (thermal and dynamic) and of the pavement design parameters. The two main targets are to provide comparative experimental data between different aircraft landing gears, considering especially the future Airbus A380, and to provide full-scale data towards a better understanding of rigid pavement behavior in order to contribute to the research program for renewing airport pavement design methods started in 1999 by both STBA and LCPC. There are two different experiments described in this paper.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754207</guid>
    </item>
    <item>
      <title>AIRPORT PAVEMENT EVALUATION</title>
      <link>https://trid.trb.org/View/754208</link>
      <description><![CDATA[This paper describes how air traffic has increased tremendously over the last thirty years. As a result, many airports have experienced a continuous cycle of upgrade and expansion. Pavement evaluation methods have evolved and become an integral part of the design and rehabilitation process. Some of the unique issues associated with airport evaluation include the complex loading conditions and multi-layer pavement systems. Aircraft gross loads are continuing to increase and individual wheel loads are approaching the entire weight of a truck for which a highway pavement might be designed. In addition to the load magnitude, there are the issues associated with complex gear geometry, high tire pressures, and how to account for the effects of mixed traffic. Because of increased traffic volumes and cost to an airport for facility closures, non-destructive testing has become the preferred method for assessing the condition of existing pavements. A variety of assessment tools is now available, each having both advantages and limitations. The International Civil Aviation Organization's aircraft classification number-pavement classification number (ACN-PCN) procedure has been widely accepted. However, some interesting issues have been raised with respect to the ACN (specifying the effect of new heavy aircraft) and interpreting the PCN (load bearing capacity of the pavement). In many ways, the requirement for determining structural capacity and predicting performance under increased traffic has driven the development of new design procedures and testing equipment. This paper discusses the evolution of airport pavement evaluation methods and describes the current state-of-the-practice.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754208</guid>
    </item>
    <item>
      <title>CONCRETE CONSTRUCTIONS</title>
      <link>https://trid.trb.org/View/754209</link>
      <description><![CDATA[The use of concrete for runways increased hugely during World War Two in order to meet the requirements of heavy aircraft. Designs using other forms of construction proved less durable. Since then aircraft loads have increased and concrete remains the material of choice for designers and operators. But it is not without its drawbacks. This paper considers concrete construction from the perspective of the designer and the operator. For design calculations concrete behaves more or less as an elastic material, which makes numerical analysis and calculation possible. Additionally it has characteristics that operators find attractive. Properly constructed it has high strength, is durable, cheap, resistant to chemicals, the weather, has good FOD characteristics and is capable of supporting very heavy aeroplane wheel loads on the apron and on the runway. Present designs are either fully empirical or include a mixture of analysis and empirical data. Constructions for heavy traffic require either extrapolation of design methods or increased use of analytical design methods. Because of its properties concrete lends itself to analytical methods. However maintenance can be difficult. Curing time precludes early trafficking, joints are a perennial problem and economies of scale are not available for small works. Present design methods do not really deal adequately with existing pavements for overlay and this gives a clue as to the way forward for concrete constructions. Concrete is sometimes viewed as an environmentally unfriendly material. However it has excellent recycling potential and offers opportunity for sustainability. Research into the development of very high flexural strength concretes, by the use of additives and cement replacement, is well advanced. Concrete pavements capable of supporting the demands of modern aeroplanes can now be achieved in considerably thinner layers than was previously possible. Laying techniques too have developed in such a way that contractors are able to achieve very high quality material. This paper describes why concrete will undoubtedly remain the material of choice. Aeroplanes are truly international. Identical vehicles operate to identical standards throughout the world. Apart from local material and weather conditions similar design requirements exist throughout the world. It should therefore be possible to develop an international framework to establish common design standards in much the same way that commonality has been reached through ICAO etc.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754209</guid>
    </item>
    <item>
      <title>ISSUES IN MIX DESIGN AND CONSTRUCTION OF HOT MIX ASPHALT FOR AIRFIELDS</title>
      <link>https://trid.trb.org/View/754210</link>
      <description><![CDATA[The quality of hot mix asphalt (HMA) is significantly affected by the qualifications of personnel and the condition of equipment used for mix design, construction, and quality control/quality assurance testing. This paper discusses some of the issues involving materials, mix design, and construction that have resulted in performance problems in the past. The paper includes some of the new test methods being used to improve the evaluation of the mix being produced as well as some of the construction methods that have been adopted to solve some of the construction related problems. Some of the most common performance problems that have been observed on airfields include rutting, raveling, cracking due to aging of the HMA, and cracking of longitudinal joints. The primary causes of these problems are poorly constructed longitudinal joints, segregation, low in-place density, or overall lack of quality control/quality assurance. Using good construction methods and good testing techniques during quality control/quality assurance can minimize each of these performance problems. Several improvements have been made in materials and mix design for hot mix asphalt. The Superpave system is an improvement over the Marshall method but it was developed for highways and should not be adopted for airfields without some modifications. Some airfield projects have used the Superpave procedures for mix design but more specific guidance for airfield pavements is needed before this new mix design system is widely used. This report addresses some of the issues facing the specifying agency when considering the use of Superpave for Airfields. Mix types such as stone matrix asphalt (SMA) and open graded friction courses (OGFC) have been used on some airfield pavements but these mix types can be more widely used. SMA, which has not been used at all in the US on airfields, can be used to provide longer lasting mixes. Developments with polymer modified asphalts and fibers have improved the quality of OGFCs. There are many new construction related techniques being adopted to improve the overall quality of hot mix asphalt. Some of these new techniques will be addressed in this report. Some of the techniques addressed include: use of material transfer vehicle for placement of HMA, use of vacuum sealing procedures for measuring bulk density, use of cutting wheel in constructing longitudinal joints, and comparison of cores and nuclear gauges for measuring density. Other issues that will be addressed will be the status of performance testing and quality control/quality assurance charts.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754210</guid>
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    <item>
      <title>AIRPORT PAVEMENT MANAGEMENT SYSTEMS (PMS)</title>
      <link>https://trid.trb.org/View/754211</link>
      <description><![CDATA[This paper provides an overall view of airport Pavement Management Systems (PMS) components and it presents the experiences of different world airports in PMS implementation, use, and benefits. The primary components described in the paper include pavement inventory, pavement inspection, condition assessment, condition prediction, condition analysis, and work planning. The use of Geographical Information Systems (GIS) is also presented. Experience using PMS from different countries including Unites States, Norway, Sweden, Holland, Denmark, and Finland is presented. The PMS inventory component is for defining the management sections of the airfield pavements. Inspection is primarily based on distress but may also include structural, skid, and roughness surveys. Condition assessment is the reduction of the inspection data into condition indexes that are useful for pavement functional and structural evaluation. Condition prediction is the ability to predict the derived condition indexes in the future and to be able to perform maintenance and repair (M&R) budget consequence analysis. Condition analysis is the ability to view past and future conditions assuming no major M&R is performed. Work planning is the ability to determine the condition and M&R backlog consequence of a given budget. Alternatively, work planning is the ability to determine budget requirements for a desired condition level or M&R requirements. Inventory, condition, and analysis data can also be presented on airport maps using GIS technology. The primary requirement is to link the pavement inventory management sections to the GIS map polygons. There are several different computerized PMSs currently in use by airport authorities around the world. The pavement management components of selected systems will be presented. Also presented will be a description of how these various systems are being used and benefits derived by the airport authorities.]]></description>
      <pubDate>Thu, 03 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754211</guid>
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