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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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      <title>A Tool for Improving the Geo-Coordinates of Crashes for Local Roads: Crash Location Improvement Program</title>
      <link>https://trid.trb.org/View/1692016</link>
      <description><![CDATA[Crash location information is a necessary component of safety analysis and decision-making. Unfortunately, its quality is frequently limited, which poses a major problem in road safety management, project development, and safety research. Without reliable location information, crash data may lead to incorrect safety management decisions and to biased research results. According to the 2012 Indiana Five Percent Report, 74% of reported crashes were assigned to the state road network and, consequently, nearly 50,000 crashes could not be used to analyze safety at individual road locations. It is also important to mention that the rates of unassigned crashes are different for different types of crash and roads. This situation may lead to incorrect prioritization and selection of safety improvements. Many crashes on Indiana local rural roads included in the state crash database have missing or incorrect geo-coordinates due to the incorrect or incomplete location information. The most frequent cases of faulty location information are: 1. An incomplete description of the crash location (missing name of road, distance to the reference intersection, etc.); 2. Missing geographical coordinates; 3. Insufficient precision of reported coordinates; 4. Complete but incorrect crash location description; and 5. Complete but incorrect geographical coordinates. Cases 1 through 3 are easily detected. Cases 4 and 5 are detected if the associated road information collected by police officers at the crash scene is inconsistent with the road information found in a roadway database for the location with the recorded geo-coordinates. Currently, a manual checking of geo-coordinates is performed to correct the crash geo-coordinates or to add missing ones. This procedure is time- and labor-consuming and needs to be automated. To help mitigate the problem, Steiner et al. created a custom interface to enter and geocode crash location by extending the capabilities of Environmental Systems Research Institute (ESRI) geocoders. Bigham et al. used a multistep process that included preprocessing the street name information, geocoding using ArcGIS plus StreetMap Pro 2003 and Google Earth Pro, and Visual Basic for Applications (VBA) to incorporate the offset and the direction. Unfortunately, these tools are not utilized in Indiana, and probably in many other states, because local agencies and other users often do not have knowledge or access to GIS tools. This project aims to develop a convenient method that addresses the needs of local agencies. The developed convenient self-contained computer application supports both fully automated and supplemental semimanual checking and correcting of the crash coordinates without reaching for GIS tools. It uses the police crash reports, available online geocoders, interactive maps:, and a database supplemented with street names, addresses, and coordinates. The developed tool allows agencies to correct location information of most of crashes in the database and to use them in safety analysis. Once implemented, the developed method dramatically reduces the amount of time and effort needed to correct crash coordinates and to assemble data for analysis.]]></description>
      <pubDate>Wed, 11 Mar 2020 15:41:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1692016</guid>
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    <item>
      <title>Railroad Grade Crossing Micro-Level Safety and Risk Analysis - Phase 2 (Evaluation of Safety Risk at Highway Rail Grade Crossings)</title>
      <link>https://trid.trb.org/View/1601057</link>
      <description><![CDATA[The objective of this project is to define and quantify risk at highway rail grade crossings. Even though there are models available in the literature to predict the number of accidents at a crossing location this alone is not sufficient to quantify the risk at a location. This study defines the risk at a crossing by considering the number and severity of the accidents that occurred at the crossing. The risk at a railroad grade crossing should be calculated weighing in the severity of each accident at the crossing. This project evaluates the effectiveness of the U.S. Department of Transportation (USDOT) severity prediction formulas by comparing the number of fatal/injury accidents predicted by the formula to what is observed in the field. Furthermore, this study explores if any additional information about the crossing could be used to apply corrections to the formulas to improve the prediction capability of the severity equations. This approach was carried out on the accident dataset (between the years 2011 to 2015) and inventory dataset from Illinois. The corrections identified were also validated for generality on data from other States.]]></description>
      <pubDate>Thu, 23 May 2019 16:29:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601057</guid>
    </item>
    <item>
      <title>Light Vehicle Dry Stopping Distance - Vehicle Speed Correction, Tire Burnish, and Surface Friction Correction</title>
      <link>https://trid.trb.org/View/1431769</link>
      <description><![CDATA[Consistent and accurate vehicle stopping distance measurements have been difficult to achieve across the industry including media vehicle evaluations. Initial test speed, brake pedal force application, tire burnish, road surface friction, and Anti-lock Brake System (ABS) efficiency are five test variables influencing variation in stopping distance measurements. This paper will discuss these five test variables and how to apply consistent test methods to reduce test variation.       ]]></description>
      <pubDate>Wed, 05 Dec 2018 16:29:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1431769</guid>
    </item>
    <item>
      <title>Towards Improved Temperature Correction for NDT Data Analyses</title>
      <link>https://trid.trb.org/View/1558655</link>
      <description><![CDATA[The STAC (French Civil Aviation Technical Center) elaborated a methodology for flexible pavements assessment using the heavy weight deflectometer (HWD). It is described in a technical guidance, released in 2014. It emphasizes the importance of complementary operations to be performed during the survey, especially temperature measurements in the asphalt materials. Backcalculated parameters correspond actually to the material properties within the test conditions, i.e. for the in situ temperature. Default temperature corrections are proposed in the guidance, which correspond for each material type to standard values. A 1-year test survey was conducted in 2014–2015 with the goal of validating these corrections or improving them. It consisted in repeated HWD tests, performed on 10 identified test points from the STAC’s instrumented test facility, which includes several embedded temperature sensors. Surveys were conducted every two weeks, during a full year, providing a significant deflections vs temperature data base, for a full temperature range with regards to French climate. This paper first presents the qualitative analysis performed from the raw data, especially about the relative influence of temperature on center and outer deflections. Then the numerical study conducted is presented. It included for each survey dynamical backcalculations using deflections from the corresponding representative test point. Finally the backcalculated asphalt materials moduli from all surveys corrected with regards to temperature are compared. The experiment allowed demonstrating that the standard corrections provide fairly consistent results, but that the model can be refined.]]></description>
      <pubDate>Mon, 12 Nov 2018 11:17:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1558655</guid>
    </item>
    <item>
      <title>Calculation of Local Equilibrium Correction Factors for the 2017 Skid Resistance Surveys</title>
      <link>https://trid.trb.org/View/1531924</link>
      <description><![CDATA[Highways England performs single annual skid resistance surveys (SASSs) as part of managing skid resistance on its road network. In order to correct for seasonal variation, a correction factor called the "Local Equilibrium Correction Factor" (LCEF) is applied to survey measurements. This report documents the procedure for deriving the LECFs that have been applied to the 2017 skid resistance survey data. Data analysis from the 2017 survey showed that the lowest levels of skid resistance occurred in the middle of the middle period, as would be expected. For 2017, the weighted average LECF value was 0.986, which indicates that the skid resistance of the road network was slightly higher than the average of the previous three years. Because concrete does not experience  seasonal variation to the same degree as bituminous surfacings, it is recommended that an LECF of 1.000 continue to be used for concrete pavements.]]></description>
      <pubDate>Wed, 26 Sep 2018 09:15:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1531924</guid>
    </item>
    <item>
      <title>Correction for the asphalt overlay thickness of flexible pavements considering pavement conditions</title>
      <link>https://trid.trb.org/View/1512931</link>
      <description><![CDATA[Pavement overlays represent a common technique used for pavement rehabilitation and maintenance and to increase the structural support of the pavements. In the Department of Defense, the methodology for the design of flexible pavement overlays is contained in the Unified Facilities Criteria 03-260-02 criteria and involves the use of an empirically derived formulation. The overlay design of flexible pavements is based on the thicknesses of the existing asphalt, base and subbase layers and the required minimum thickness for the asphalt layer. However, this formulation does not take into account the quality or the structural condition of the existing surface layers. The current formulation considers the materials to have full structural strength and no deterioration. This study proposes an improved methodology for calculating the required flexible overlay thickness of a flexible pavement by taking into account the structural condition of the existing asphalt layer. An asphalt thickness correction factor is introduced to quantify the amount of the existing asphalt layer thickness that can still offer structural support, and therefore influence the overlay thickness. The asphalt correction factor is based on the existing load-related distresses affecting the asphalt surface. The implementation of this new approach showed that an asphalt layer in poor condition requires up to 60% more in thickness than an asphalt layer in good condition. The proposed methodology aims to standardise the design and evaluation of flexible pavements overlaid with asphalt layers and account for existing structural conditions. Moreover, allocation of maintenance funding can be optimised, thus limiting pavement overdesign.]]></description>
      <pubDate>Mon, 21 May 2018 11:38:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1512931</guid>
    </item>
    <item>
      <title>Investigation into Temperature Effect on AASHTO Back Calculated Subgrade Resilient Modulus</title>
      <link>https://trid.trb.org/View/1511424</link>
      <description><![CDATA[Over the past 25 years, Alberta Transportation (AT) has collected successive datasets of Falling Weight Deflectometer (FWD) deflection data over their 21,000 km (almost entirely flexible) highway network.  A study was conducted to investigate the variation in back calculated subgrade modulus between two or more test dates in different collection years using AT’s FWD inventory data.  Presently, AT uses the AASHTO 1993 method for the design of flexible pavement rehabilitation.  The AASHTO 1993 design method only applies a temperature correction to the FWD central deflection, which is not directly used for estimated subgrade support strength, and therefore does not account for subgrade strength variation as a function of temperature at the time of testing.  This paper presents a subgrade modulus temperature correction model developed from the FWD inventory data.  The model was able to reduce the variation of subgrade modulus by a statistically and practically significant amount.  If implemented, the model can be incorporated into the pavement rehabilitation design method to either minimize the risk of an under-designed pavement from using a higher than typical back calculated subgrade modulus, or minimize the risk (added costs) of over-design from using lower than typical back calculated subgrade modulus.]]></description>
      <pubDate>Thu, 03 May 2018 15:19:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511424</guid>
    </item>
    <item>
      <title>Practical Method to Determine the Effect of Air Voids on the Dynamic Modulus of Asphalt Mixture</title>
      <link>https://trid.trb.org/View/1497220</link>
      <description><![CDATA[This study presents a practical method for estimating the effect of air voids on the dynamic modulus of asphalt mixture. Dynamic modulus was predicted for mixes with a large range of air void contents using the construction mix volumetric and binder rheological data from 10 accelerated loading facility (ALF) lanes, following the Witczak and Hirsch methods. A large variety of plant-produced and laboratory-prepared mixtures, including hot- and warm-mix asphalt (HMA and WMA), reclaimed asphalt pavement, and recycled asphalt shingles, was tested for dynamic modulus at different air void contents. The experimentally measured and normalized correction factors were found to be more dependent on test temperature than the frequency. The predicted correction factors were found to match with the experimental data at lower temperature but to be clearly lower at high temperature. A set of correction factors for each test temperature is recommended to practitioners correcting dynamic modulus with variation in air voids in asphalt pavement.]]></description>
      <pubDate>Tue, 06 Mar 2018 16:22:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1497220</guid>
    </item>
    <item>
      <title>Improving accuracy of asphalt content determination by ignition test</title>
      <link>https://trid.trb.org/View/1493421</link>
      <description><![CDATA[Accurate determination of asphalt content and aggregate gradation is critical for controlling quality of asphalt mixtures during construction. Most state specifications require quantitative evaluation of the asphalt content of mixes as a criterion for acceptance. The ignition oven test procedure specified in American Association of State Highway and Transportation Officials (AASHTO) T 308 (Standard method of test for determining the asphalt binder content of Hot Mix Asphalt [HMA] by the ignition method) is required or allowed by most state departments of transportation (DOTs) for determining the asphalt content and aggregate gradation of asphalt mixtures. The ignition oven test specified in AASHTO T 308 procedure requires the determination of asphalt content correction factors for each asphalt mix and for each ignition oven used. However, in some instances when numerous asphalt mix designs and several ignition ovens are available, correction factors (CFs) are shared between ignition units, even when that practice is not allowed by the standard. There is a need to identify the consequences of sharing correction factors between units/mixes and also to identify testing parameters that affect the measured CFs. By identifying possible causes of variation, the test procedure could be adjusted to make the CFs more consistent between ignition ovens. Also, it should be possible to reduce the amount of difference in CFs between all types of equipment. A study was conducted to assess the variability of ignition oven CFs for different ignition oven unit brands and mixes to better understand the implications of sharing CFs. Twenty-three laboratories used various brands of ovens to test four mixes containing aggregates with varying CFs. The results indicated that CFs were significantly different for the different mixes even when the same unit brand was used. The within-lab and between-lab precision developed in this study suggests that different precision statements are necessary for aggregates with high breakdown potential and that the current precision included in AASHTO T 308 was likely developed for low weight loss aggregate making it unacceptable to use for aggregates with higher CFs. It was also found that the addition of lime caused no significant difference in the measured asphalt content when the CF was correctly measured. However, it was cautioned that a change in amount of lime during mixture production would affect the measured asphalt content. In addition, ways to minimise variability in asphalt CF were evaluated. It was determined that ignition tests conducted at lower temperature (427°C) proved to be effective in reducing the variability in measured asphalt content since the lower temperature reduced the asphalt correction factors for asphalt mixes.]]></description>
      <pubDate>Mon, 22 Jan 2018 10:48:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1493421</guid>
    </item>
    <item>
      <title>Evaluation of Lane Departure Correction Systems Using a Regenerative Stochastic Driver Model</title>
      <link>https://trid.trb.org/View/1487756</link>
      <description><![CDATA[Evaluating the effectiveness and benefits of driver assistance systems is crucial for improving the system performance. In this paper, the authors propose a novel framework for testing and evaluating lane departure correction systems at a low cost by using lane departure events reproduced from naturalistic driving data. First, 529 096 lane departure events were extracted from the Safety Pilot Model Deployment database collected by the University of Michigan Transportation Research Institute. Second, a stochastic lane departure model consisting of eight random key variables was developed to reduce the dimension of the data description and improve the computational efficiency. With this purpose, the authors used a bounded Gaussian mixture model to describe drivers’ stochastic lane departure behaviors. Then, a lane departure correction system with an aim point controller was designed, and a batch of lane departure events was reproduced from the learned stochastic driver model. Finally, the authors assessed the developed evaluation approach by comparing lateral departure areas of vehicles between with and without correction controllers. The simulation results show that the proposed method can effectively evaluate lane departure correction systems.]]></description>
      <pubDate>Mon, 20 Nov 2017 17:09:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1487756</guid>
    </item>
    <item>
      <title>Variability of Ignition Furnace Correction Factors</title>
      <link>https://trid.trb.org/View/1467080</link>
      <description><![CDATA[AASHTO T 308, “Determining the Asphalt Binder Content of Hot Mix Asphalt (HMA) by the Ignition Method,” requires determination of asphalt and aggregate correction factors for asphalt mix designs for each ignition furnace used to test a design. In some cases, where there are numerous asphalt mix designs or numerous ignition furnaces testing a particular mix design, correction factors may be shared between ignition furnaces, though this practice is not strictly permitted by AASHTO T 308 without supporting evidence. The objectives of this research were to (1) determine the significant influences that affect the variability of asphalt and aggregate correction factors for ignition furnaces; (2) develop guidelines for the installation, operation, and maintenance of ignition furnaces to minimize the variability in correction factors between furnaces; and (3) develop and document a statistically valid correction factor verification procedure to identify and troubleshoot causes for non-comparing, statistically different, or biased results of AASHTO T 308. The research was conducted in three parts: (1) a study of the sensitivity of asphalt and aggregate correction factors to variation in experimental factors such as furnace type, test temperature, asphalt content, and sample mass; (2) a round-robin study to identify correction factor outliers and determine the contributory cause(s); and (3) troubleshooting of outliers from the round-robin study. The research found that the primary factors affecting asphalt and aggregate correction factors determined by AASHTO T 308 are furnace type and test temperature. Conducting the test at 800°F appears to substantially reduce the magnitude and standard deviation of the correction factors for asphalt mixtures that do not contain lime. Sharing correction factors among different ignition furnaces appears acceptable for low correction factor aggregates (0.1% or less) but is problematic for aggregates with correction factors of 1.0% or greater. The current precision estimates in AASHTO T 308 appear applicable only to mixtures with low correction factor aggregates. The key product of this research is a Proposed Standard Practice for Installation, Operation, and Maintenance of Ignition Furnaces (Appendix I). Development of a verification procedure to identify causes for non-comparing, statistically different, or biased test results from ignition furnaces was found to be premature and further research is planned.]]></description>
      <pubDate>Mon, 15 May 2017 15:25:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1467080</guid>
    </item>
    <item>
      <title>Multi-class identification of driver's cognitive distraction with error-correcting output coding (ECOC) method</title>
      <link>https://trid.trb.org/View/1365586</link>
      <description><![CDATA[Human cognitive state monitoring is quite important for active safety which is a technology to prevent accidents. While driving, cognitive distraction like conversation or thoughts unrelated to driving has potential hazards. Identification of cognitive distraction has already been reported in literature. However, multi-class identification of cognitive distraction has yet to be reported. This paper suggests a multi-class identification with the error-correcting output coding (ECOC) method, which is one of the multi-class pattern recognition methods. Four sets of biological information are used as features for the identification of cognitive distraction. Two kinds of ECOC methods having different decoding rules were also compared. Consequently, higher identification capability of cognitive distraction was achieved. Finally, the authors discussed optimal combination of either two, three, or four feature sets and their implications.]]></description>
      <pubDate>Wed, 26 Aug 2015 10:54:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1365586</guid>
    </item>
    <item>
      <title>Initial stress correction method for the modeling of folded space inflatable structures</title>
      <link>https://trid.trb.org/View/1336237</link>
      <description><![CDATA[Initial errors and mesh distortions are inevitable in the modelling of folded space inflatable structures. Aimed at this key technical problem, an initial stress correction method based on finite element theory is proposed in this paper. First, initial stress is calculated through the difference of mapping and reference configurations, the former with initial errors and the later without. Then the initial stress is imposed on the mapping configuration to correct initial errors. Through the correction, the accuracy of the inflation deployment numerical calculation is greatly improved. In order to validate the reliability of this correction method, a typical space inflatable structure-inflatable tube is studied as an example. First of all, the finite element models of both Z-folded and rolled tubes are established with the initial stress correction method. Then the inflation deployment numerical calculations of the folded tubes are carried out applying the segmented inflatable control volume method. Through comparative analysis of the calculation results with and without a correction, the method proposed in this paper is proved to be feasible and accurate. The correction method is a complement to the modelling of folded space inflatable structures and it has a great significance for the improvement of the accuracy of the inflation deployment numerical calculations of space inflatable structures.]]></description>
      <pubDate>Tue, 27 Jan 2015 11:24:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1336237</guid>
    </item>
    <item>
      <title>Fatigue limit state of shear studs in steel-concrete composite road bridges</title>
      <link>https://trid.trb.org/View/1335441</link>
      <description><![CDATA[Shear studs are the most common connector used in steel-concrete composite bridges and, similar to other construction details, the fatigue limit state should be verified. In this project, a literature review on the fatigue strength of this detail is made and shows that the current Eurocode 4 detail categories under shear (FAT 90 with a slope m = 8) and under direct stresses (FAT 80 with a slope m = 3) can be used. The interaction between shear and direct stresses, which does not exist in SIA codes, can be accounted for using the Eurocode formula, which needs more validation. The detrimental influence of variable amplitude loading may lead to update the Miner rule limit, limiting it to 0.1 instead of unity. In order to evaluate the current codes verifications, two types of comparisons are made. Firstly, the damage equivalence factor values from the cades are compared with the re-sults from traffic simulations on different bridges (different influence lines) made using the program (WinQSIM) and the software developed during the research project AGB-2007/004). It is found that SIA 263: 2003 specifications for fatigue verification of shear studs are over-conservative since the SN curves for studs and the -factors given in the code are based on the SN-curves related to details subjected to direct stresses. For the Eurocode, the -factor for studs under shear is found to be generally sound. Also, the fa-tigue equivalent length, , proposed in the AGB-2007/004 project is found to be applica-ble to influence lines related to shear. Secondly, to apply the verifications, a typical steel-concrete girder bridge is selected for this study, the Venoge bridge on the highway A1. It is found again that the Eurocode 4 provides a more promising approach then the SIA code since -factors are specifically determined for the shear studs under shear. An-other reason is that the design fatigue strength for studs under shear are significantly dif-ferent, the Eurocode value is 90 MPa while the SIA code equals 69 MPa only. However, since the design truck weight is kN in the Eurocode, it is very high compared to the Swiss traffic and may result in an over-conservative fatigue design of the shear studs. Little information about practical cases of fatigue failure or damage being available, rele-vant information of damages in shear stud connections were gathered through an inquiry and literature. The conclusion is even if computations indicate it to be a critical detail in fatigue, the very few fatigue damage cases reported seem to indicate that shear connec-tors are not that susceptible to fatigue. A main reason is the determination of stresses in this detail which is very poor because models do not account for many effects (bond or friction, effects of slip, group effect, etc.). The conclusions are given in 3 languages in chapter 6.]]></description>
      <pubDate>Mon, 15 Dec 2014 15:18:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1335441</guid>
    </item>
    <item>
      <title>Frequency-Domain Temperature Correction of Tire-Pavement Noise</title>
      <link>https://trid.trb.org/View/1289620</link>
      <description><![CDATA[This paper describes the development of temperature correction factors for on-board sound intensity  measurements on portland cement concrete pavements. Data were collected at the Minnesota Road  Research facility on several test cells where both conventional and innovative surface grinding  configurations were applied. The research examined temperature effects in the frequency domain to  investigate the effect of temperature on third-octave frequencies in the on-board sound intensity data.  This was part of a larger pavement surface characteristics study where noise, friction, texture, and ride  quality were measured over a period of five years. A frequency fragmentation approach accentuated the  existence of unevenly weighted temperature influence in the frequency domain. The results of this study  can aid in making comparisons between sound intensity measurements taken at different temperatures,  over long periods of time, and can help minimize seasonal effects when evaluating the effectiveness of a  pavement surface related to noise generated by tire-pavement interaction.]]></description>
      <pubDate>Wed, 26 Mar 2014 10:07:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1289620</guid>
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