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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Highway Research Requirements in the Seventies-A Projection</title>
      <link>https://trid.trb.org/View/2420073</link>
      <description><![CDATA[In order to put the highway research needs of the Seventies, as they point toward the Eighties and beyond, into rational focus, the staff of the Highway Research Board has listed ten principal areas of current and potential problems that should be receiving significant attention. Because these problems and their elements interact with each other heavily, there is little point in attempting to ascribe priorities. These areas, which are described in this article, are as follows: (1) The effective use of highway funds and resources; (2) Improving the quality of the environment through highway design and location; (3) Integrating the different transportation modes into a unified demand-sensitive system; (4)  Increasing the safety of highways for users and for the community; (5) Increasing capacity and reducing congestion on existing highway facilities; (6) Improving durability of pavements and structures and reducing maintenance costs; (7) Evaluation of the economic and social influences on highways, including demand, costs, and pricing; (8) Defining governmental, industrial, and consumer responsibility for transportation; (9) Development of new transportation systems and technology; and (10)  Data needs and information retrieval systems.]]></description>
      <pubDate>Mon, 23 Sep 2024 11:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2420073</guid>
    </item>
    <item>
      <title>Pavement Grooving Reduces Hydroplaning, Effects Dramatic Cut in Accident Rate</title>
      <link>https://trid.trb.org/View/2420070</link>
      <description><![CDATA[In recent years traffic engineers have become aware of the skidding accident problem caused by tire hydroplaning on wet pavement. It was decided to try pavement grooving as a correction for this problem. That the results of using this relatively new idea were very successful is shown by the accident studies presented in this article. These studies are comparisons of the accident picture before and after grooving.]]></description>
      <pubDate>Mon, 23 Sep 2024 11:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2420070</guid>
    </item>
    <item>
      <title>Roads to Recovery: Fighting the Los Angeles Killer Quake</title>
      <link>https://trid.trb.org/View/2422812</link>
      <description><![CDATA[A killer quake struck Los Angeles, California on February 9, 1971. Because of the amazing dispatch with which the highway field forces in the Los Angeles area reacted, the savage quake quickly became the world's most analyzed, diagnosed, reported, photographed, counteracted, and restored disaster of its type. This article reviews some of the lessons learned from this disaster, concluding that design and construction engineers fully intend to study these findings very carefully and to follow through with any indicated course of action.]]></description>
      <pubDate>Mon, 23 Sep 2024 11:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2422812</guid>
    </item>
    <item>
      <title>Stereo-Terrestrial-Photogrammetry for Highway Research</title>
      <link>https://trid.trb.org/View/2419999</link>
      <description><![CDATA[The Geotechnical Engineering Department of the School of Civil Engineering of Cornell University is studying the movement of landslides by plotting topographic maps of slide areas from photographs taken with a terrestrial stereo camera system. The unique approach used in this study is believed to be of interest to many areas of highway research. These stereophotographs provide a permanent record of the positions of thousands of points in the slide area. This record may be examined and reexamined, as desired, in the comfort of the office or photogrammetric plotter room, in order to further clarify a possibly ambiguous interpretation of the earlier maps. This same terrestrial stereophotogrammetric mapping system also provides the opportunity to quickly record the physical circumstances resulting from vehicle accidents.]]></description>
      <pubDate>Mon, 23 Sep 2024 11:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2419999</guid>
    </item>
    <item>
      <title>Studded Tires Versus Pavement Markings: A Collision Course</title>
      <link>https://trid.trb.org/View/2419996</link>
      <description><![CDATA[An automobile equipped with four studded tires, each containing 72 studs, has, at all times, approximately 25 to 30 studs facing the pavement. These tungsten carbide studs protrude 0.030 to 0.060 in. below the tread surface and are designed to wear at about the same rate as the tire, so that stud protrusion should remain nearly constant. Studs do not have any built-in respect for pavement markings and impose a new dimension to the difficulty of maintaining pavement markings. Studded tires and pavement markings contribute to traffic safety each in their own way. The problem is that conventional traffic markings have, at present, a relatively short service life. The widespread use of studded tires adds an additional burden on these already overworked materials. Further discussion of this problem leads to the conclusion that the future acceptance and use of studded tires is of great importance to those persons involved with the safety of the motorist, the maintenance of the highways, and the design of the next generation of pavements and pavement marking materials. Studies need to be made of the cost-effectiveness of studded tires, the cost-effectiveness of pavement markings, the rate of damage inflicted on pavement markings by studded tires, and the course of action to be recommended. The current trend appears to be toward general acceptance of studded tires, which means that highway departments must reevaluate their pavement marking practices and the materials used.]]></description>
      <pubDate>Mon, 23 Sep 2024 11:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2419996</guid>
    </item>
    <item>
      <title>AD HOC COMMITTEE ON RESEARCH NEEDS OF THE DEAPARTMENT OF SOILS, GEOLOGY AND FOUNDATIONS. RESEARCH NEEDS IN SOILS, GEOLOGY AND FOUNDATIONS</title>
      <link>https://trid.trb.org/View/118479</link>
      <description><![CDATA[RESEARCH NEEDED FOR SOIL-PORTLAND CEMENT STABILIZATION IS IN THE FOLLOWING AREAS: (1) SOIL-CEMENT CONSTRUCTION CONTROL TESTING, (2) SOIL-CEMENT CONSTRUCTION PROCEDURES, (3) THICKNESS DESIGN FOR SOIL-CEMENT MIXTURES, (4) RE-EVALUATION OF SOIL-CEMENT TEST METHODS AND CRITERIA, (5) CHEMISTRY OF SOILS AND SOIL CEMENT MIXTURES, AND (6) VOLUME CHANGE AND SHRINKAGE CRACKING IN SOIL-CEMENT MIXTURES.]]></description>
      <pubDate>Sun, 15 Aug 2004 01:56:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/118479</guid>
    </item>
    <item>
      <title>A SOIL BORE-HOLE DIRECT-SHEAR TEST DEVICE</title>
      <link>https://trid.trb.org/View/118147</link>
      <description><![CDATA[A RELATIVELY SIMPLE NEW DEVICE WAS DEVELOPED FOR MEASURING INTERNAL FRICTION AND COHESION IN SOILS. TWO CURVED CONTACT PLATES ARE EXPANDED INSIDE A BORE-HOLE. TO THE RESULTANT NORMAL STRESS ACHIEVED, A SHEARING STRESS IS APPLIED BY PULLING OR PUSHING THE EXPANDED DEVICE AXIALLY ALONG THE HOLE. THE RESULT IS ESSENTIALLY A DIRECT SHEAR TEST ON SOIL AT THE SIDES OF THE BORE-HOLE. FIELD TRIALS AND COMPARISONS TO LABORATORY TRIAXIAL AND DIRECT SHEAR DATA INDICATE THAT THE BORE-HOLE TESTS IN A SAND, A LOAM, SEVERAL SILTS AND A CLAY INDICATE CLOSE AGREEMENT WITH LABORATORY CONSOLIDATED- UNDRAINED TRIAXIAL AND/OR DIRECT SHEAR TEST DATA, AND COMPARABLE PRECISION. A COMPLETE DETERMINATION OF THE MAXIMUM SHEAR VS. NORMAL STRESS FAILURE ENVELOPE MAY BE MADE IN 15 MIN TO 1 HOUR, DEPENDING ON THE CONSOLIDATION TIME REQUIRED FOR A PARTICULAR SOIL.]]></description>
      <pubDate>Sun, 15 Aug 2004 01:48:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/118147</guid>
    </item>
    <item>
      <title>A NEW LABORATORY COMPACTION DEVICE AND ITS COMPARISON WITH THE PROCTOR TEST</title>
      <link>https://trid.trb.org/View/118110</link>
      <description><![CDATA[THE DEVICE DESCRIBED AND ILLUSTRATED IS A SMALL LABORATORY ONE KNOWN AS THE JODHPUR MINI-COMPACTOR IN WHICH SOIL IS COMPACTED BY A RAMMING TOOL TO A VOLUME OF 0.3 LITRE UNDER A COMPACTIVE ENERGY NEARLY THE SAME AS THAT USED IN THE STANDARD PROCTOR TEST. THE VALUES OBTAINED FOR MAXIMUM DRY DENSITY AND OPTIMUM WATER CONTENT ARE SAID TO BE THE SAME AS THOSE GIVEN BY THE PROCTOR TEST. THE DEVICE CAN BE USED FOR OTHER TESTS. /RRL/]]></description>
      <pubDate>Sun, 15 Aug 2004 01:47:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/118110</guid>
    </item>
    <item>
      <title>THE COMING REVOLUTION IN MANAGEMENT CONCEPTS</title>
      <link>https://trid.trb.org/View/92809</link>
      <description><![CDATA[THROUGHOUT HISTORY, THE CHANGING NEEDS OF SOCIETY HAVE BROUGHT ABOUT CHANGES IN MANAGEMENT THEORY. THE WARFARE OF EARLY SOCIETIES LED TO MANAGEMENT POLICY THAT WAS MILITARY IN NATURE; COMMUNICATION WAS DOWNWARD BY ORDER, AND MOTIVATION WAS BASED ON FEAR. THE INDUSTRIAL REVOLUTION WAS ABLE TO ADOPT MUCH OF MILITARY MANAGEMENT THEORY; HOWEVER, THE CONCEPT OF INDUSTRIAL EFFICIENCY WAS A MAJOR INNOVATION. RAW MATERIALS, LABOR, CAPITAL AND MANAGEMENT HAD TO BE EFFICIENTLY USED INDIVIDUALLY AND IN COMBINATION. THE NEED FOR EFFICIENCY LED TO THE DEVELOPMENT OF INDUSTRIAL ENGINEERING. METHODS FOR OPTIMIZING CAPITAL INVESTMENT RESULTED AND PIECE-WORK LABOR INCENTIVES WERE SET BY MANAGEMENT. TO OFFSET EXPLOITATION BY MANAGEMENT, LABOR UNIONS WERE CREATED. LABOR'S GOALS GREW BEYOND WAGES TO THOSE OF SOCIAL SECURITY AND WELFARE, AND THE NATION'S SOCIAL CONSCIENCE WAS ALSO AROUSED. MANAGEMENT DISCOVERED PRODUCTION RATES WERE MORE INFLUENCED BY PSYCHOLOGICAL FACTORS THAN BY PHYSICAL WORKING CONDITIONS. BY 1950, A MAJOR EVOLUTION IN MANAGEMENT PHILOSOPHY WAS TAKING PLACE AND MANAGEMENT AS A PROFESSION WAS ESTABLISHED, SEPARATE FROM OWNERSHIP OF CAPITAL. STUDENTS OF MANAGEMENT LEARNED PLANNING, ORGANIZING, STAFFING, DIRECTING, CONTROLLING, REPORTING, AND BUDGETING, WHILE THESE ARE STILL THE ELEMENTS OF MANAGEMENT, CONCERN IS TURNING TOWARD MUTUAL ACHIEVEMENT OF BOTH INDIVIDUAL AND ORGANIZATION GOALS, AND TOWARD UNDERSTANDING HUMAN BEHAVIOR. IF PRESENT TRENDS CONTINUE, FUTURE GENERATIONS WILL LOOK FOR MORE ECONOMIC AND SOCIAL EQUALITY; THERE WILL BE AN INCREASED TOLERANCE FOR INDIVIDUAL DIFFERENCES, COMPETITION WILLBE DEEMPHASIZED AND ECONOMIC GOODS WILL BE READILY AVAILABLE, RESULTING IN A NEW DEFINITION OF SUCCESS. SUCCESS WILL BE EXPRESSED AS INDIVIDUAL SELF-REALIZATION. OTHER TRENDS INDICATE THAT PERSONAL IDENTITY WILL COME MORE FROM GROUPS RATHER THAN FAMILY OR WORK RELATIONSHIPS; THAT DECISIONS WILL BE MADE MORE OFTEN BY CONSENSUS; AND THAT SENSITIVITY FOR AND EMPATHY TOWARD OTHERS WILL INCREASE. IF ALL OR PART OF THESE SOCIOLOGICAL CHANGES TAKE PLACE, THE CONCEPTS OF MANAGEMENT WILL NECESSARILY UNDERGO CHANGES TO OPERATE IN THE NEW SOCIAL ENVIRONMENT.]]></description>
      <pubDate>Sat, 25 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92809</guid>
    </item>
    <item>
      <title>THE LOUISIANA MAINTENANCE MANAGEMENT SYSTEM</title>
      <link>https://trid.trb.org/View/110726</link>
      <description><![CDATA[AFTER FOUR YEARS OF RESEARCH AND TESTING, IMPLEMENTATION IS UNDER WAY OF A MANAGEMENT SYSTEM FOR THE MAINTENANCE SECTION OF THE LOUISIANA DEPARTMENT OF HIGHWAYS. NOT ONLY IS THE NEW SYSTEM EXPECTED TO PROVIDE A UNIFORMLY HIGH LEVEL OF MAINTENANCE THROUGH THE STATE, BUT CONSERVATIVE ESTIMATES PROJECT AN ANNUAL MAINTENANCE COST SAVINGS OF BETWEEN $6 TO 8 MILLION. IN ORDER TO PLAN WORK, IT WAS DETERMINED THAT STANDARDS WOULD HAVE TO BE FORMULATED. A YEAR-LONG PERFORMANCE LABORATORY WAS SET UP AND THE DATA FROM BOTH LABORATORY AND FIELD OBSERVATIONS POINTED OUT THE CAUSES OF THE VARIATIONS IN PERFORMANCE AND PROVIDED THE NECESSARY INFORMATION TO ESTABLISH STANDARDS. DATA COLLECTED DURING THE PERIOD OF THE PERFORMANCE LABORATORY ALSO REVEALED FACTS AND FIGURES TO ENABLE THE MAINTENANCE SUPERVISORS TO PLAN AND SCHEDULE MORE EFFICIENTLY. IN ORDER TO PUT THE MAINTENANCE MANAGEMENT SYSTEM INTO STATEWIDE OPERATION, IT WAS NECESSARY TO FIRST DEVELOP TRAINING MATERIALS FOR THE SUPERINTENDENTS IN THE NINE HIGHWAY DISTRICTS. AN AUDIO-VISUAL TRAINING PROGRAM TEACHING THE BASIC PRINCIPLES OF PLANNING, SCHEDULING, ORGANIZING AND CONTROLLING WORK WAS DEVELOPED BY THE DEPARTMENT'S RESEARCH AND DEVELOPMENT SECTION. SLIDES, TAPES, WORKBOOKS, AND TESTS WERE USED TO PRESENT THE MATERIAL. THE AUDIO-VISUAL PROGRAM INTRODUCES THE SUPERINTENDENT TO THE BASIC THEORIES OF GOOD MANAGEMENT. THE SECOND PHASE OF THE TRAINING INVOLVES DISCUSSIONS OF PARTICULAR PROBLEMS AND OF SOME OF THE PHYSICAL AIDS, SUCH AS A SCHEDULING BOARD, USED BY THE MAINTENANCE MANAGEMENT SYSTEM.]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110726</guid>
    </item>
    <item>
      <title>BIOGRAPHICAL AND MEDICAL DATA ABOUT THE AUTOMOBILE DRIVER - A REVIEW OF LITERATURE</title>
      <link>https://trid.trb.org/View/116320</link>
      <description><![CDATA[A SYSTEMS ANALYSIS OF SAFE AUTOMOBILE DRIVING PERFORMANCE REVEALS THAT IT CONSISTS OF THREE COMPONENTS: THE DRIVER, THE VEHICLE, AND THE HIGHWAY. THE FUNDAMENTAL CONTROLLING FACTOR IS THE OPERATOR OF THE VEHICLE. THE BACKGROUND INFORMATION AND PHYSICAL EXAMINATIONS COMPRISING THE HUMAN FACTORS PART OF THE DRIVER LICENSING PROCEDURES ARE DISCUSSED. PERSONALITY VARIABLES ARE INVESTIGATED BY DRIVER ATTITUDE SURVEYS AND PERSONALITY AND ATTITUDE SURVEYS THAT DISTINGUISH BETWEEN VARYING CATEGORIES OF DRIVERS. HIGH-ACCIDENT SUBJECTS MAY WELL BE PSYCHOLOGICALLY MORE COMPLEX THAN THE NO-ACCIDENT SUBJECTS, LESS CONVENTIONAL AND LESS IN HARMONY WITH THEIR ENVIRONMENT. ANOTHER VARIABLE THAT COULD BE USED AS A PREDICTOR IS PREVIOUS DRIVING RECORDS. AGE, SEX, AND MEDICAL FACTORS ARE VARIABLES OF DRIVER PERFORMANCE. A MAJOR VARIABLE STUDIED IS THE EFFECTS OF ALCOHOL. SINCE ALMOST EVERY DRIVING DECISION IS BASED ON VISION, VISION WILL BECOME EVEN MORE VITAL AS HIGHWAYS IMPROVE AND VEHICLES GAIN IN HORSEPOWER. THE IMPORTANCE OF VARIOUS PHYSICAL EXAMINATIONS FOR THE INITIAL DRIVER LICENSE APPLICATION OR THE NEED TO REVIEW THESE REQUIREMENTS IN TERMS OF RESEARCH FINDINGS CANNOT BE MINIMIZED. NO ONE BIOGRAPHICAL OR PERSONALITY VARIABLE OR COMBINATION OF ANY OF THESE VARIABLES IS FOUND TO PREDICT DRIVING PERFORMANCE TO A SIGNIFICANT EXTENT. EMPHASIS SHOULD BE ON DETECTING THOSE WITH ANY SHORTCOMINGS OR DEFICIENCIES AND IMPROVING THEIR DRIVING PERFORMANCE BY REMOVING THESE. SUGGESTED REMEDIES ARE DISCUSSED.]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116320</guid>
    </item>
    <item>
      <title>A STUDY OF THE MECHANISM OF CONCRETE FATIGUE AND FRACTURE</title>
      <link>https://trid.trb.org/View/95312</link>
      <description><![CDATA[THE FATIGUE AND FRACTURE MECHANISMS OF CRACKING OF CONCRETE IN HIGHWAYS, BRIDGE DECKS, AND OTHER STRUCTURES SUBJECTED TO REPEATED LOADINGS ARE STUDIED. THE STUDIES HAVE INDICATED THE APPLICABILITY OF THE GRIFFITH THEORY OF FAILURE TO THE CASE OF CONCRETE FATIGUE. A BRIEF DISCUSSION OF THE GRIFFITH THEORY AND ITS APPLICATION TO CONCRETE FRACTURE IS MADE FOLLOWING A BACKGROUND DISCUSSION.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95312</guid>
    </item>
    <item>
      <title>HIGHWAY INTERCHANGE PROFILE MODELS</title>
      <link>https://trid.trb.org/View/90611</link>
      <description><![CDATA[BRIEF DETAILS ARE PRESENTED OF A CHEAP, EASILY AND QUICKLY ASSEMBLED PROFILE MODEL USED FOR INTERCHANGE DESIGN BY THE IOWA STATE HIGHWAY COMMISSION. A PROFILE MODEL ENABLES A MORE INTEGRATED VIEW OF THE PLANNED INTERCHANGE, THUS AVOIDING PLACEMENT OF UNDESIRABLE OPERATING CONDITIONS.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90611</guid>
    </item>
    <item>
      <title>EDUCATIONAL NEEDS FOR RIGID PAVEMENT CONSTRUCTION</title>
      <link>https://trid.trb.org/View/90265</link>
      <description><![CDATA[THE CHANGING PICTURE IN PORTLAND CEMENT CONCRETE PAVEMENT CONSTRUCTION PRACTICES IS PRESENTED AND SOME SUGGESTIONS ARE OFFERED ON NEEDED PROGRAMS OF CONTINUING EDUCATION AND TRAINING. COMMUNICATIONS ARE DISCUSSED AS A TOOL FOR TEACHING A SKILL. THE PORTLAND CEMENT ASSOCIATION, NATIONAL READY MIX CONCRETE ASSOCIATION AND THE AMERICAN CONCRETE INSTITUTE ARE WORKING WITH THE DEPARTMENT OF HEALTH, EDUCATION, AND WELFARE TO DEVELOP A 2-YEAR CURRICULUM AND MATERIALS FOR TRAINING WORKERS IN CONCRETE TECHNOLOGY AND VARIOUS JOB CLASSIFICATIONS. THE FIRST PHASE OF THE PROGRAM IS INTENDED TO: (1) PROVIDE COURSE CONTENT AND TEACHING GUIDES FOR AN AREA OF VOCATIONAL EDUCATION WHERE NO SUCH TRAINING EXISTS, (2) BROADEN EMPLOYMENT OPPORTUNITIES IN AN EXPANDING INDUSTRY FOR NON-ACADEMIC POST HIGH SCHOOL YOUTH, (3) PROVIDE A BASIS FOR IN-SERVICE JOB UPGRADING AND OTHER ADULT VOCATIONAL EDUCATION PROGRAMS, (4) REDUCE A CRITICAL SHORTAGE OF SKILLED MANPOWER IN THE GROWING CEMENT AND CONCRETE INDUSTRIES, (5) PROVIDE NEW AVENUES OF EMPLOYMENT FOR PERSONS FROM SOCIALLY OR ECONOMICALLY DISADVANTAGED GROUPS, AND (6) INITIATE VOCATIONAL EDUCATION TRAINING PROGRAMS TO FILL THE MANPOWER NEEDS OF THE CEMENT AND CONCRETE INDUSTRIES. THE SECOND PHASE OF THE PROGRAM WILL BE A 2-YEAR PILOT PROGRAM TO PROVIDE THROUGH FIELD TESTS THE LEVEL OF TRAINING FOR WHICH THE BASIC CURRICULM IS DESIGNED. ADAPTATION OF CURRICULUM MATERIALS DEVELOPED IN THE FIRST PHASE FOR OTHER LEVELS OF VOCATIONAL EDUCATION AND FOR TRAINING PROGRAMS FOR SPECIFIC OCCUPATIONS WILL BE ACCOMPLISHED IN THE THIRD PHASE. IT IS ADVISED THAT THERE ARE NEDDS FOR SEVERAL KINDS OF EFFORTS IN CONTINUING EDUCATION FOR BETTER BUILDING OF PORTLAND CEMENT CONCRETE PAVEMENTS. SUGGESTIONS ARE FOR BETTER MANAGEMENT AT THE TOP, BETTER SUPERVISION, BETTER OPERATION OF EQUIPMENT, BETTER SPECIFICATIONS, AND BETTER INSPECTION WHICH CAN ALL BE OBTAINED THROUGH CONTINUING EDUCATION.]]></description>
      <pubDate>Fri, 21 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90265</guid>
    </item>
    <item>
      <title>OUR HIGHWAY HERITAGE ABROAD</title>
      <link>https://trid.trb.org/View/90159</link>
      <description><![CDATA[OBSERVATIONS ON TRANSPORTATION ARE MADE BY THE AUTHOR ON A TRIP AROUND-THE-GLOBE THAT TOOK HIM TO TOKYO, QUEZON CITY, HONG KONG, BANGKOK, THAILAND, DELHI, AGRA, TEHERAN, BEIRUT AND IRAN. CONTRIBUTIONS TO ROAD RESEARCH MADE BY THE FOLLOWING COUNTRIES ARE DESCRIBED:BRAZIL, BRITAIN, CANADA, INDIA, IRAN, LEBANON, JAPAN, NIGERIA, PHILIPPINES, AND THAILAND. HIGHWAY RESEARCH PROJECTS AROUND THE WORLD ARE REPORTED TO THE HIGHWAY RESEARCH INFORMATION SERVICE OF THE HIGHWAY RESEARCH BOARD. THE VALUE OF INFORMATION EXCHANGED IN HIGHWAY RESEARCH ACTIVITIES IS EMPHASIZED.]]></description>
      <pubDate>Fri, 21 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90159</guid>
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