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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <language>en-us</language>
    <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>ARE ACCIDENT DATA INFORMED TO POLICE REPRESENTATIVE? /IN FINNISH/</title>
      <link>https://trid.trb.org/View/107614</link>
      <description><![CDATA[THE FINDINGS ARE DISCUSSED OF A STUDY CARRIED OUT BY THE ROAD RESEARCH INSTITUTE IN SWEDEN. THE AIM OF THE STUDY WAS TO FIND THE ACTUAL OVERALL NUMBER OF ROAD TRAFFIC ACCIDENTS IN SWEDEN BY MEANS OF INTERVIEWS. RESULTS SHOW A LARGE DISCREPANCY BETWEEN POLICE AND SURVEY FIGURES: ESTIMATED OVERALL NUMBER OF TRAFFIC ACCIDENTS FOR 1964 WAS 388,000, WHILE THE OFFICIAL FIGURE PUBLISHED BY THE POLICE FOR THE SAME YEAR WAS 59,000. /RRL/]]></description>
      <pubDate>Tue, 10 Aug 2004 17:03:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/107614</guid>
    </item>
    <item>
      <title>EXPERIENCE IN MECHANICAL SNOW MELTING IN HELSINKI</title>
      <link>https://trid.trb.org/View/107166</link>
      <description><![CDATA[THE RESULTS ARE GIVEN OF A STUDY PERFORMED IN HELSINKI IN JANUARY AND FEBRUARY, 1965 WHEN 11,000 CU M OF SNOW WAS MELTED WITH A FUEL OIL CONSUMPTION RATE OF 21,000 LITRES. THE DAILY VOLUME OF SNOW MELTING FOR A NORMAL WORKING DAY WAS ABOUT 100 CU M/H AT A TOTAL COST OF 77 FMK PER HOUR. THE CORRESPONDING COSTS OF SNOW TRANSPORTATION ON A CONTRACT BASIS WOULD HAVE BEEN ABOUT 1.20-1.50 FMK/CU M, DEPENDING ON TRANSPORTATION DISTANCE. MACHINE DEFICIENCIES INCLUDED FREEZING OF FUEL OIL /BETWEEN TANK AND FURNACE/ AND REMOVAL OF SAND WHICH COLLECTED AT THE BOTTOM OF THE TANK. THUS THE MACHINE WAS USED MAINLY FOR MELTING SNOW IN SQUARES, YARDS AND OTHER OPEN AREAS. /SVI, STOCKHOLM/RRL/]]></description>
      <pubDate>Sun, 01 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107166</guid>
    </item>
    <item>
      <title>FRICTION OF ROAD SURFACES</title>
      <link>https://trid.trb.org/View/97850</link>
      <description><![CDATA[THIS PART OF THE STUDY ON THE FRICTIONAL PROPERTIES OF ROAD SURFACINGS DEALS WITH THE RELATION BETWEEN THE FRICTION COEFFICIENT AND THE OPERATING SPEED, ROUGHNESS OF SURFACINGS , THE EFFECT OF TRAFFIC LOADS, TIME, SEASONS, CLIMATE, AQUAPLANING, DIRT ON THE SURFACE AND THE EFFECT OF SURFACING MATERIALS AND MANUFACTURING TECHNIQUES AND THE IMPROVEMENT OF NON-SKID PROPERTIES OF ROAD SURFACINGS. /SVI, STOCKHOLM/ RRL/]]></description>
      <pubDate>Wed, 27 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97850</guid>
    </item>
    <item>
      <title>TRAVEL TIMES AND SPEEDS OF URBAN BUSES</title>
      <link>https://trid.trb.org/View/120125</link>
      <description><![CDATA[THIS ARTICLE PRESENTS THE RESULTS OF A SURVEY CARRIED OUT TO STUDY BUS TRAFFIC BETWEEN THE SUBURBS AND THE CENTER OF HELSINKI.  JOURNEY TIME AND STOPPING TIME WERE MEASURED DURING MORNING AND EVENING PEAK HOUR AND DURING MID-DAY TRAFFIC ALONG FOURTEEN BUS ROUTES. /TRRL/]]></description>
      <pubDate>Wed, 19 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/120125</guid>
    </item>
    <item>
      <title>FACTORS AFFECTING THE USE OF PEDESTRIAN CROSSINGS</title>
      <link>https://trid.trb.org/View/115760</link>
      <description><![CDATA[THIS ARTICLE DESCRIBES AN INVESTIGATION INTO THE BEHAVIOR OF PEDESTRIANS CROSSING ROADS.  SHOPS, SHOP WINDOWS AND DOORS WERE TAKEN AS SOURCES AND DESTINATIONS OF A VECTOR FIELD.  A 16 MM CAMERA WAS USED TO RECORD PEDESTRIAN MOVEMENTS AT THREE LOCATIONS.  THE RESULTS SHOWED THAT (1) SHOPS AT TRAFFIC TERMINALS DO NOT ATTRACT PEDESTRIANS GOING TO WORK, AND (2) THE USE OF A PEDESTRIAN CROSSING DEPENDS ON ITS LOCATION.  /TRRL/]]></description>
      <pubDate>Fri, 24 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115760</guid>
    </item>
    <item>
      <title>SPLIT OR JOINT PEDESTRIAN AND BICYCLE PATHS?</title>
      <link>https://trid.trb.org/View/115482</link>
      <description><![CDATA[OBSERVATIONS WERE CARRIED OUT ALONG THE CYCLE TRACKS AND PEDESTRIAN PATHS IN THE CENTER OF THE TOWN OF ESPOO NEAR HELSINKI TO SEE WHETHER PEDESTRIAN TRAFFIC AND BICYCLE TRAFFIC SHOULD BE SEPARATED. THE RESULTS OF THIS STUDY SEEM TO INDICATE THAT, WHERE THERE ARE NO SHOP WINDOWS AND THE DISTANCE BETWEEN THE FACADE AND THE PATH IS NOT LESS THAN 1.5M, THERE ARE NO REASONS FOR SEPARATING PEDESTRIAN AND CYCLE TRAFFIC.]]></description>
      <pubDate>Sat, 27 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115482</guid>
    </item>
    <item>
      <title>DEPENDENCE OF FUEL CONSUMPTION ON WEATHER AND ROAD CONDITIONS</title>
      <link>https://trid.trb.org/View/92546</link>
      <description><![CDATA[A TRAFFIC ANALYZER WHICH WAS SPECIALLY DESIGNED FOR FINNISH CONDITIONS, AND IS BASED ON THE AMERICAN TRAFFIC IMPEDANCE ANALYZER, WAS USED TO TAKE FUEL CONSUMPTION READINGS (1) ON A DRY ROAD SURFACE, (2) ON AN ICY ROAD SURFACE, (3) ON A ROAD SURFACE COVERED WITH SLUSH, AND (4) ON A SNOW-COVERED SURFACE AT SPEEDS RANGING FROM 79 KM/H.  RESULTS ARE GIVEN AND DISCUSSED.  /TRRL/]]></description>
      <pubDate>Wed, 27 Feb 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92546</guid>
    </item>
    <item>
      <title>EFFECT OF WEATHER AND ROAD CONDITIONS ON SPEEDS</title>
      <link>https://trid.trb.org/View/116091</link>
      <description><![CDATA[RESULTS ARE PRESENTED OF A SURVEY CARRIED OUT LAST WINTER ON THE EFFECT OF WEATHER AND ROAD CONDITIONS ON OPERATING SPEEDS. APPROXIMATELY 11,500 SPEED MEASUREMENTS WERE COLLECTED BY RECORDING THE NUMBER PLATE AND BY MEANS OF RADAR. THE FACTORS TAKEN INTO CONSIDERATION WERE THE WET OR DRY CONDITIONS OF THE ROAD SURFACE, PRESENCE OF ICE AND SNOW ON THE SHOULDERS OF THE ROAD, AND WINTER MAINTENANCE MEASURES (GRITTING, SPREADING OF SAND-SALT MIXTURES, REMOVAL OF SLUDGE AND SNOW). RESULTS SHOWED THAT: (1) SPEEDS TEND TO BE LOWER ON WET ROAD SURFACES, PARTICULARLY ON METALLED ROADS; (2) ICE AND SNOW ON SHOULDERS DO NOT AFFECT SPEED IF THE HIGHWAY IS DRY; (3) THE PRESENCE OF A LAYER OF ICE ON THE ROAD REDUCES SPEED MARKEDLY; (4) A LOOSE 1 TO 3 CM-THICK LAYER OF SNOW AND SLUDGE IS THE MOST IMPORTANT FACTOR IN REDUCING SPEED, (5) GRITTING HAS NO EFFECT ON SPEED, (6) THE SPREADING OF A SAND-SALT MIXTURE RESULTS IN A 4 TO 6% INCREASE IN SPEED, AND (7) A RUTTED ROAD SURFACE WHICH IS SNOW COVERED CAN BE GREATLY IMPROVED BY LEVELLING. /TRRL/]]></description>
      <pubDate>Fri, 11 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116091</guid>
    </item>
    <item>
      <title>USE OF LIGHTWEIGHT GRAVEL IN PAVEMENTS (2)</title>
      <link>https://trid.trb.org/View/109713</link>
      <description><![CDATA[DETAILS ARE GIVEN OF TESTS ON LIGHTWEIGHT AGGREGATES STABILIZED WITH VARIOUS BITUMINOUS BINDERS. RESULTS SHOW THAT AT LEAST PART OF THE ROAD BASE CAN CONTAIN BITUMEN-STABILIZED LIGHTWEIGHT AGGREGATES AND THAT ALL THE BITUMINOUS MIXTURES TESTED CAN BE USED AS BINDERS. /TRRL/]]></description>
      <pubDate>Wed, 24 Oct 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109713</guid>
    </item>
    <item>
      <title>SPECIFICATIONS FOR ROAD MAINTENANCE</title>
      <link>https://trid.trb.org/View/109885</link>
      <description><![CDATA[A COMPREHENSIVE ROAD MAINTENANCE SURVEY IS UNDERWAY IN FINLAND; IT WILL BE COMPLETED IN 1974. THE AIM OF THE SURVEY IS TO INVESTIGATE THE EFFECT OF ENVIRONMENTAL FACTORS, TO DEFINE THE NEEDS AND OBJECTIVES OF ROAD MAINTENANCE, TO PLAN ORGANIZATION AND INVESTMENT, AND TO DEVELOP MAINTENANCE TECHNIQUES. RESULTS OF THE SURVEY WILL BE USED TO PREPARE STANDARDS SPECIFYING THE QUANTITY AND QUALITY OF MAINTENANCE OPERATIONS.]]></description>
      <pubDate>Sat, 03 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109885</guid>
    </item>
    <item>
      <title>HEAT INSULATING MATERIALS IN ROAD STRUCTURES</title>
      <link>https://trid.trb.org/View/126524</link>
      <description><![CDATA[BECAUSE OF EXTREMELY SEVERE WINTER CONDITIONS IN FINLAND, ROADS SUFFER FROM FROST HEAVE WHICH RESULTS IN A MARKED REDUCTION IN BEARING CAPACITY THE FOLLOWING SPRING. NORMALLY A LAYER OF SAND IS USED AS A FROST BLANKET IN ROADS BUILT ON FROST-SUSCEPTIBLE SOIL, BUT THIS DOES NOT ELIMINATE FROST HEAVE ENTIRELY. TESTS WERE CARRIED OUT TO FIND EFFECTIVE HEAT INSULATING MATERIALS FOR FROST BLANKETS. PLASTIC FOAM WAS FOUND TO BE THE MOST EFFECTIVE. OBSERVATIONS SHOWED THAT, BY USING STABILIZED HEAT-INSULATING MATERIALS, THE THICKNESS OF THE UPPER PART OF THE ROAD STRUCTURE COULD BE REDUCED. AS REGARDS BEARING CAPACITY, CEMENT STABILIZATION WAS FOUND TO BE THE MOST EFFECTIVE METHOD. STROPOR LIGHTWEIGHT AGGREGATE WAS SHOWN TO BE, BY FAR, THE BEST HEAT-INSULATING MATERIAL WITH A HEAT CONDUCTIVITY VALUE 1/10 OF THAT OF CRUSHED GRAVEL.]]></description>
      <pubDate>Sat, 03 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126524</guid>
    </item>
    <item>
      <title>MAINTENANCE COSTS OF PUBLIC ROADS /IN FINNISH/</title>
      <link>https://trid.trb.org/View/109719</link>
      <description><![CDATA[THIS ARTICLE DESCRIBES AN INVESTIGATION INTO ROAD MAINTENANCE COSTS ON 173 SECTIONS OF HIGHWAYS IN FINLAND, INCLUDING MOTORWAYS, HIGH-QUALITY SURFACED ROADS, OIL GRAVEL ROADS, AND CLAY AND GRAVEL ROADS. THE AVERAGE LENGTH OF THE SECTION OBSERVED WAS 14 KM. THE MAIN FACTORS AFFECTING MAINTENANCE COSTS WERE THE TYPE OF SURFACING, TRAFFIC VOLUME, WEATHER CONDITIONS, AGE OF SURFACING ROAD WIDTH, AND LOCATION AND IMPORTANCE OF THE ROAD. FIGURES ARE QUOTED FOR THE AMOUNT AND COSTS OF CLAY BINDER, GRAVEL AND CRUSHED GRAVEL, AND RESURFACING MATERIALS USED IN MAINTENANCE OPERATIONS. COSTS ARE ALSO MENTIONED OF THE MAINTENANCE OF SNOW FENCES, OPERATION OF SNOW REMOVAL EQUIPMENT, AND GRITTING OPERATIONS. /TRRL/]]></description>
      <pubDate>Wed, 28 Jun 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109719</guid>
    </item>
    <item>
      <title>EFFECT OF TRAFFIC LOAD AND STREET STRUCTURE ON THE STRENGTH AND SETTLEMENT OF LITORINA CLAY /IN FINNISH/</title>
      <link>https://trid.trb.org/View/120510</link>
      <description><![CDATA[RESULTS ARE GIVEN OF INVESTIGATIONS OF THE EFFECT OF FOUR DIFFERENT TYPES OF ROAD STRUCTURE AND TRAFFIC VOLUME ON THE SETTLEMENT PROPERTIES OF SUBSOILS CONSISTING OF LITORINA CLAY. RESULTS SHOW THAT THE EFFECT OF TRAFFIC LOADS EXTENDS ONLY TO A DEPTH OF APPROXIMATELY 3 METERS, WHILE THE EFFECT OF THE ROAD STRUCTURE CAN BE FELT AT A DEPTH OF 8 METERS. IT WAS FOUND THAT, IN ORDER TO PREVENT SETTLEMENT, ONLY THE SURFACING SHOULD BE RENEWED, AND NEW STREETS SHOULD HAVE AS LIGHT A STRUCTURE AS POSSIBLE. /TRRL/]]></description>
      <pubDate>Sun, 11 Jun 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/120510</guid>
    </item>
    <item>
      <title>RESEARCH INTO THE DEVELOPMENT OF PAVEMENT ROUGHNESS WITH SPECIAL REFERENCE TO SETTLEMENT /IN FINNISH/</title>
      <link>https://trid.trb.org/View/120539</link>
      <description><![CDATA[RESULTS ARE GIVEN OF A SURVEY CARRIED OUT TO INVESTIGATE THE DEFORMATIONS OF EIGHT FLEXIBLE PAVEMENTS IN FINLAND AND TO FIND OUT WHETHER UNEVENNESS RESULTED FROM SETTLEMENT OR LOW BEARING CAPACITY OR BOTH. PAVEMENT ROUGHNESS WAS MEASURED WITH A PROFILOMETER. DATA ON SUBSOIL, TRAFFIC VOLUME AND THICKNESS OF THE ROAD STRUCTURE WERE KNOWN. RESULTS SHOW THAT SETTLEMENT OF THE ROAD SURFACE WAS FAIRLY REGULAR AND DEPENDENT ON THE PROPERTIES OF THE SUBSOIL; FROST HEAVE WAS ONLY A MINOR CAUSE OF SETTLEMENT. THERE EXISTS A LINEAR RELATION BETWEEN ROUGHNESS AND TIME; SETTLEMENT HAS ONLY A SMALL INFLUENCE ON ROUGHNESS BUT THE LATTER IS AFFECTED MORE BY THE BEARING CAPACITY OF THE PAVEMENT THAN BY THE NATURE OF THE SUBSOIL. FACTORS AFFECTING THE DEVELOPMENT OF ROUGHNESS ARE IN ORDER OF IMPORTANCE: BEARING CAPACITY, SETTLEMENT OF THE SUBSOIL, TRAFFIC, AND ORIGINAL "BUILT-IN" ROUGHNESS. ADEQUATE COMPACTION AND LAYER THICKNESS ENSURE HIGH BEARING CAPACITY THUS PREVENTING ROUGHNESS AND ELIMINATING THE NEED FOR EARLY RESURFACING. /TRRL/]]></description>
      <pubDate>Sun, 11 Jun 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/120539</guid>
    </item>
    <item>
      <title>CROSSFALL IN DESIGN OF TWO-LANE ROADS /IN FINNISH/</title>
      <link>https://trid.trb.org/View/97116</link>
      <description><![CDATA[AFTER REVIEWING CROSSFALL SPECIFICATIONS IN DIFFERENT COUNTRIES, THE AUTHOR OUTLINES CROSSFALL DESIGN SPECIFICATIONS AS DRAWN UP IN NEW 1970 FINNISH STANDARD SPECIFICATIONS FOR ALIGNMENT DESIGN. AT THE MOMENT, THE CROSSFALL OF NEW TWO-LANE ROADS IS MOST FREQUENTLY THE MINIMUM REQUIRED FOR DRAINAGE. LARGER CROSSFALL VALUES ARE CONSIDERED ONLY IN EXCEPTIONAL CASES. RESULTS ARE GIVEN OF A SURVEY OF THE CROSSFALL OF 36 HIGHWAYS IN FINLAND. IT WAS FOUND THAT, ON GRAVEL ROADS, THE CROSSFALL NEVER EXCEEDED THE MINIMUM VALUE OF 5 PER CENT; THE MINIMUM CROSSFALL OF OIL GRAVEL ROADS WAS 4 PER CENT; 2.5 PER CENT WAS THE CROSSFALL NORMALLY FOUND FOR ASPHALT SURFACINGS. /RRL/]]></description>
      <pubDate>Sun, 23 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97116</guid>
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