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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7QmFyJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7QmFyJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Evaluation of Bonded Overlay and Dowel Bar Retrofit on I-40</title>
      <link>https://trid.trb.org/View/2666607</link>
      <description><![CDATA[In October 1998, the Oklahoma Department of Transportation (ODOT) constructed a 1,000 foot long, experimental section of fiber-reinforced portland cement concrete (PCC) overlay over an existing jointed concrete roadway. The ODOT Research and Development Division has been monitoring the site since completion. Field performance has been satisfactory to date. However, some cracking has been observed. The cracking has not affected ride or caused pieces of the overlay to spall out. This report summarizes the field performance of the experimental section as of June 2001.]]></description>
      <pubDate>Sun, 08 Mar 2026 16:14:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666607</guid>
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    <item>
      <title>Evaluation of Bonded Overlay and Dowel Bar Retrofit on I-40</title>
      <link>https://trid.trb.org/View/2635940</link>
      <description><![CDATA[The Oklahoma Department of Transportation (ODOT) has completed a rehabilitation project on a 1,000-foot-long section of existing jointed PCC pavement. The section is located in the westbound traffic lanes of I-40, in Canadian County. As jointed PCC pavements age, many develop faults, resulting in poor ride quality (roughness). Faults can be removed, and ride quality restored, by grinding, but this often proves to be only a short-term solution. Longer lasting solutions generally require addressing structural factors, such as void formation in the subgrade and lack of load transfer between slabs. Another common problem associated with aging pavements is loss of surface friction characteristics. Surface friction may be restored by grinding or by placing an overlay. Traditional methods of improving load transfer between slabs generally require saw cutting a section of each slab, removing it, drilling holes into the adjacent slab and fastening dowel bars into the holes with epoxy. The joint then has to be re-formed, and new concrete poured to replace the removed section. These methods are labor-intensive and expensive. Work done on the rehabilitated section consisted of retrofitting Load Transfer Units (dowel bars with expansion caps} between the slabs, and placing a thin, bonded, fiber-reinforced PCC overlay. The rehabilitation done on this project has the potential of restoring ride quality, improving load transfer between slabs, and improving surface friction characteristics using a faster, less labor-intensive process. ODOT has not used this method in the past. The construction operations will be evaluated on a constructability standpoint. The completed overlay will be evaluated with the goal of projecting the long-term performance of the rehabilitated section.]]></description>
      <pubDate>Tue, 20 Jan 2026 09:42:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635940</guid>
    </item>
    <item>
      <title>Concrete pavements' repair techniques and numerical assessment of dowel bar load transfer efficiency</title>
      <link>https://trid.trb.org/View/2491161</link>
      <description><![CDATA[Concrete pavements are a suitable alternative for high-traffic volume roads, concentrated loads and roads exposed to severe weather conditions. In Sweden, among other reasons, the scarcity of concrete pavements is attributed to the need for more national knowledge and expertise in the field. The most recent concrete pavement was constructed seventeen years ago in Uppsala. Concrete pavements are renowned for their longevity and durability. Jointed plain concrete pavements (JPCP) are the most frequent type of concrete pavements. However, it is important to note that the joints in concrete pavements are critical components that can lead to various distresses, necessitating rehabilitation. Rehabilitating concrete pavements is particularly challenging in areas with heavy traffic and requires substitute routes because of the imperative to maintain traffic flow during construction. Developing effective detours might involve significant alterations to the existing routes or building temporary roads, which entails substantial cost investment and time consumption. A literature review has been conducted to study the available methods that can be used to repair concrete pavements. The strategy for selecting a repair technique is based on rehabilitating the concrete pavement within a short work window, deterring traffic congestion and ensuring the long service life of the pavements.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:15:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491161</guid>
    </item>
    <item>
      <title>Dowel — Concrete Interface Material Categorization &amp; Performance in Isolated Test Slabs</title>
      <link>https://trid.trb.org/View/2458962</link>
      <description><![CDATA[The Minnesota Department of Transportation (MnDOT) investigated the use of dowel bars with various anchoring methods. This report examines the characteristics of various epoxy and grout anchorage systems at the interface between new construction and existing concrete. Twelve different anchoring materials as well as various anchoring methods were studied and compared to a control using no grout. This study did not examine the effects of the number of dowels used but instead was limited to the methods and materials used to anchor the dowels. This experiment was performed on concrete panels in-house. The tube grout method exhibited the best visual and magnetic imaging results. The evaluation methods did not clearly categorize the materials in order of performance but showed advantages of cleaning the drill-hole prior to dowel placement as well as the merits and demerits of using a retaining collar. The results generally suggested the need for an actual deployment research project on actual pavement in real-world service conditions. The field experiment was reported in a separate document.]]></description>
      <pubDate>Thu, 12 Dec 2024 16:59:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2458962</guid>
    </item>
    <item>
      <title>Dowel – Concrete Interface Performance Validation in Concrete Rehabilitations</title>
      <link>https://trid.trb.org/View/2448635</link>
      <description><![CDATA[The Minnesota Department of Transportation (MnDOT) investigated the use of dowels with various anchoring methods and their effects on pavement performance. In a previous study, the characteristics of various epoxy and grout anchorage systems at the interface between new construction and existing concrete were studied using cut-out slabs brought into the Minnesota Road Research Facility (MnROAD). This investigation seeks to validate the findings of that study. Twelve different anchoring materials and methods were studied and compared to a control using no grout. This study did not examine the effects of a reduced number of dowels across a lane but rather looked at only the anchorage materials and methods. This experiment was performed on westbound lanes of Interstate 94, adjacent to the MnROAD test track. The field experimentation and monitoring involved core samples and measured ride quality, International Roughness Index (IRI), and Falling Weight Deflectometer (FWD) load transfer and fault measurement. These results supplemented the findings from the previous in-house performance categorization experiment. The control experiment, conducted without any grout or epoxy, initially displayed a notably low Load Transfer Efficiency (LTE). However, over time, there was a gradual improvement, leading to a more consistent LTE, attributed to the deployment of non-mechanical load transfer. Based on the slab thickness, the 1.25-inch dowel did not indicate any statistically significant LTE or other performance improvements over the 1-inch dowel within the anchorage types examined. Overall, the Epoxy Experimental 1 performed best while the un-grouted and unrepaired cells had the lowest performance. Moreover, no material clearly indicated characteristically low performance.]]></description>
      <pubDate>Mon, 18 Nov 2024 14:21:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2448635</guid>
    </item>
    <item>
      <title>Environmental RNA metabarcoding for ballast water microbial diversity: Minimizing false positives</title>
      <link>https://trid.trb.org/View/2444048</link>
      <description><![CDATA[While maritime transport boosts global trade by shipping bulk goods, it raises concerns about the spread of harmful bacteria via ballast water. Moreover, the dark and cold environments of ballast tanks often harbor extracellular DNA from dead organisms, leading to false positives in traditional environmental DNA (eDNA) metabarcoding analyses. Here, the authors alternatively employed environmental RNA (eRNA) metabarcoding to assess its potential for reducing false positive in ballast water monitoring. They collected eDNA and eRNA in parallel from ballast water before and after disinfection in three vessels. High-throughput sequencing of the 16S rRNA V4-V5 regions and cDNA counterparts was conducted to compare bacterial community composition. The findings showed that over 80 % of the top 150 abundant amplicon sequence variants (ASVs) were detected by both eRNA and eDNA metabarcoding. Samples sequenced separately using DNA and RNA consistently clustered together, indicating similar community recovery efficacy. However, 42 % of ASVs were detected exclusively in DNA, resulting in significantly higher bacterial diversity compared to RNA, which suggests false positives in the DNA method. In treated samples with higher dead cell counts, the RNA method showed significantly lower bacterial diversity, indicating its effectiveness in detecting live bacteria. In summary, eRNA metabarcoding offers comparable recovery efficiency while maintaining a lower false-positive rate than eDNA metabarcoding.]]></description>
      <pubDate>Thu, 14 Nov 2024 09:48:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2444048</guid>
    </item>
    <item>
      <title>Development of an Apple App for GDOT AASHTOWare Project</title>
      <link>https://trid.trb.org/View/2008878</link>
      <description><![CDATA[GDOT AASHTOWare is currently used to gather information about the sample data, which includes all the details of the samples, such as the basic sample data, contract information, testing status, and results. GDOT wants a mobile app that allows the user to create a new sample, enter the basic sample information on the mobile phone, and send this to AASHTOWare. This project creates a mobile app to gather this information and also a new labeling technology for concrete samples called CTAG. CTAG allows fresh concrete samples to be labeled with a barcode that can travel with the cylinder through the life of the testing. The mobile app developed on this project can use the phone’s camera as a barcode scanner to create samples, save field measurements, and track the chain of custody of the samples. The app can also show information from AASHTOWare. This system of using the app and the CTAG together will help GDOT engineers with archiving, tracking, and sharing the concrete sample data in the field.]]></description>
      <pubDate>Wed, 24 Aug 2022 15:05:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2008878</guid>
    </item>
    <item>
      <title>Plankton diversity in Anthropocene: Shipping vs. aquaculture along the eastern Adriatic coast assessed through DNA metabarcoding</title>
      <link>https://trid.trb.org/View/1886932</link>
      <description><![CDATA[Coastal ecosystems globally are exposed to the most pervasive anthropogenic activities, caused by a suite of human infrastructure and enterprises such as shipping ports, aquaculture facilities, fishing, and tourism. These anthropogenic activities may lead to changes in ecosystem biodiversity, followed by loss of ecosystem functioning and services. Shipping industry and aquaculture have also been recognized as the main vectors for introduction of marine non-indigenous species (NIS) worldwide. In this study, the authors used DNA metabarcoding-based methods to investigate plankton biodiversity under varying anthropogenic pressures (shipping and bivalve aquaculture) along the eastern Adriatic coast (the northernmost part of the Mediterranean Sea). Their comparative assessment revealed similar community structures among investigated coastal locations (Northern, Central and Southern Adriatic). When the whole plankton communities were considered, they did not differ significantly between port and aquaculture sites. However, the proportion of the unique zOTUs in the port samples was remarkably higher than that in aquaculture sites (40.5% vs 8.2%), indicating that port areas may receive higher abundance and species richness of NIS than aquaculture sites. Further important difference between the two types of anthropogenically impacted habitats was a high abundance of three notorious invaders – M. leidyi, M. gigas, and H. elegans in late summer at the aquaculture site in Northern Adriatic. Therefore, the plankton community of the area is under pressure not only from aquaculture activities, but also establishment of NIS. Port areas are probably under greater introduction pressure from NIS, but aquaculture sites may experience greater community changes due to their establishment.]]></description>
      <pubDate>Fri, 12 Nov 2021 17:23:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1886932</guid>
    </item>
    <item>
      <title>Metabarcoding quantifies differences in accumulation of ballast water borne biodiversity among three port systems in the United States</title>
      <link>https://trid.trb.org/View/1726722</link>
      <description><![CDATA[Characterizing biodiversity conveyed in ships' ballast water (BW), a global driver of biological invasions, is critically important for understanding risks posed by this key vector and establishing baselines to evaluate changes associated with BW management. Here the authors employ high throughput sequence (HTS) metabarcoding of the 18S small subunit rRNA to test for and quantify differences in the accumulation of BW-borne biodiversity among three distinct recipient port systems in the United States. These systems were located on three different coasts (Pacific, Gulf, and Atlantic) and chosen to reflect distinct trade patterns and source port biogeography. Extensive sampling of BW tanks (n = 116) allowed detailed exploration of molecular diversity accumulation. The results indicate that saturation of introduced zooplankton diversity may be achieved quickly, with fewer than 25 tanks needed to achieve 95% of the total extrapolated diversity, if source biogeography is relatively limited. However, as predicted, port systems with much broader source geographies require more extensive sampling to estimate diversity, which continues to accumulate after sampling >100 discharges. The ability to identify BW sources using molecular indicators was also found to depend on the breadth of source biogeography and the extent to which sources had been sampled. These findings have implications both for the effort required to fully understand introduced diversity and for projecting risks associated with future changes to maritime traffic that may increase source biogeography for many recipient ports. The data also suggest that molecular diversity may not decline significantly with BW age, indicating either that some organisms survive longer than recognized in previous studies or that nucleic acids from dead organisms persist in BW tanks. The authors present evidence for detection of potentially invasive species in arriving BW but discuss important caveats that preclude strong inferences regarding the presence of living representatives of these species in BW tanks.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:25:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1726722</guid>
    </item>
    <item>
      <title>Possibilities of Connecting a Sea Port With Dry Ports in the Hinterland in Order To Attract Regional Cargo: Case Study - Port of Bar</title>
      <link>https://trid.trb.org/View/1860985</link>
      <description><![CDATA[This paper presented the benefits of a seaport in intermodal transport which is connected by railway with dry ports in the region of Western Balkans in order to increase its competitiveness. Port of Bar is considered as a case study. The aim of this paper was to confirm the hypothesis that a seaport connected to its hinterland by regular container trains has a competitive position, lower intermodal transport costs than a port connected to its hinterland by truck transport only. The special attention was given to the Serbian market, the main hinterland of Bar port. The comparative analysis of intermodal transport between the Port of Bar and the main economic centers in Serbia, confirmed the hypothesis. The use of rail transport for transport of containers is a prerequisite for increasing competitiveness of a seaport.]]></description>
      <pubDate>Fri, 23 Jul 2021 15:25:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1860985</guid>
    </item>
    <item>
      <title>Anchorage of naturally-corroded, plain bars in Reinforced Concrete structures</title>
      <link>https://trid.trb.org/View/1706528</link>
      <description><![CDATA[Reinforced Concrete (RC) is the most common construction material in existing structures. However, RC structures are susceptible to deterioration over time, with corrosion of the reinforcing steel as most common mechanism. Corrosion reduces strength and ductility provided by the reinforcement bars and affects their interaction with the concrete. Research on the structural effects of corrosion commonly focuses on deformed bars and applies artificial corrosion. Performance is evaluated based on testing the bond between the bars and the concrete. Plain (smooth) reinforcing bars, as typical in older structures, are seldom studied. Plain bars interact differently with concrete, due to the absence of ribs. Additionally, doubts on the relevance of artificial corrosion methods have been raised. Thus, there is a lack of knowledge on the effects of corrosion of plain bars, and naturally corroded specimens are the ideal mean of acquiring it. This work investigates the bond of naturally corroded, plain reinforcement bars by testing specimens taken from the edge beams of a decommissioned, 80-year-old bridge. Pilot tests were performed to investigate possible test configurations, to which a total of 20 beams were subjected to displacement-controlled 3-point bending. The beams presented different levels of damage, and the corrosion level of each tensile reinforcement bar was afterwards measured using of a 3D scanner. All but three of the tested specimens were able to anchor the yield force of the bars after the opening of one or two major bending cracks in the middle. Bending failure, not bond strength, limited the load-carrying capacity for the majority of test specimens. At large deflections, end-slip of the reinforcement bars was observed; thus, anchorage limited the deformation capacity. The average bond strength was evaluated separately in the unyielded and in the yielded zones. The average bond strength in the unyielded zone was found to be equal to 7.4 MPa, with a standard deviation of 3.3 MPa. The casting position was identified as an important factor. Bottom-cast bars had higher bond strength when uncorroded, but were more prone to external cracks in the bond region and consequently loss of bond strength for small corrosion levels. Top-cast bars had lower bond strength when uncorroded, but reached higher bond strength with increasing corrosion levels, due to the absence of external cracks. These differences are likely the result of a higher density of the concrete surrounding the bottom-cast bars. In the yielded zones, substantial loss of bond strength was observed, with an average of 1 MPa. This affected the overall structural behaviour, which was observed to change from beam to arch action for larger deflections. To conclude, the results improve our understanding of the behaviour of older structures with plain bars and will enable, in the long run, improved assessment methods.]]></description>
      <pubDate>Thu, 14 May 2020 09:42:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1706528</guid>
    </item>
    <item>
      <title>Pavement Preservation How: Kentucky, Tennessee, and West Virginia: EDC-4 Peer-to-Peer Exchanges</title>
      <link>https://trid.trb.org/View/1703689</link>
      <description><![CDATA[On September 25th, 2018, a Federal Highway Administration (FHWA)-sponsored peer exchange was conducted in Lexington, Kentucky, with an FHWA representative and state department of transportation representatives from Kentucky, Tennessee, and West Virginia. The meeting format consisted of each of the states identifying their current procedures, issues, and successes for each of the topics discussed. The topics included: (1) asphalt pavement preservation treatments such as chip seal, micro surfacing, cape seal, cold in-place recycling, scrub seal, crack seal, and rejuvenators and (2) concrete pavement preservation treatments such as full-depth repair, partial-depth repair, dowel bar retrofit, and joint sealing.]]></description>
      <pubDate>Fri, 08 May 2020 15:57:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703689</guid>
    </item>
    <item>
      <title>Implementation of Cargo Image System Via QR Code for Export Containers: Case Study of the Keelung Port</title>
      <link>https://trid.trb.org/View/1690412</link>
      <description><![CDATA[This article proposes a novel implementation of a cloud cargo image system via Quick Response (QR) codes to reduce the amount and cost of manual unpacking examinations for export containers. First, individual cargo pictures for different owners are taken before loading. After loading, cargo scenario photos are also taken right before sealing the doors. According to the customs inspection procedure, all containers selected for checks were X-rayed. If cargo X-ray images cannot be identified by customs, the container must be unpacked for examination. In this study, customs officers can access the cargo interior photos with a voucher via its QR code. By comparing X-ray images and cargo scenario photos, the officers verify whether the inspection cargo and declared goods are consistent. Thus, the amount and cost of manual unpacking examination can be substantially reduced. Simulation results showed that, for the inspectors using the X-ray scanner with this cargo image system, overall examination performance for export containers increased by about 32%. This study further expects to provide results and findings to relevant stakeholders for reference.]]></description>
      <pubDate>Fri, 17 Apr 2020 09:37:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1690412</guid>
    </item>
    <item>
      <title>Developing higher berth productivity: Comparison of eastern adriatic container terminals</title>
      <link>https://trid.trb.org/View/1666104</link>
      <description><![CDATA[This paper analyses changes of berth infrastructure and suprastructure by global container terminals (CTs) and by four eastern Adriatic ports in the last decade. The emphasis is on understanding whether CTs at Koper, Trieste, Rijeka and Bar achieved higher berth utilisation and productivity per ship-to-shore (STS) crane and if so, how and whether their development is in line with the global trend in CT berth productivity. On this basis a comparison model of twenty selected global CTs is used for productivity comparison as a first step in the process of analysing subsystem productivity. The study shows that four eastern Adriatic ports made different decisions, but with the same goals in reaction to the increased flow of containers via the Adriatic Sea transport route. Their main goal was to increase berth productivity by controlling the eventual subsystem overcapacity. According to observations, the Port of Koper is running at the subsys-tem’s upper level, while CTs in Trieste, Rijeka and Bar operate with certain degree of berth infrastructural, and supra-structural overcapacity.]]></description>
      <pubDate>Fri, 22 Nov 2019 16:46:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1666104</guid>
    </item>
    <item>
      <title>Roadside Safety Hardware Identification Methods</title>
      <link>https://trid.trb.org/View/1652673</link>
      <description><![CDATA[Section 1429 of the Fixing America’s Surface Transportation (FAST) Act requires the Secretary of Transportation to study identification methods that can improve the capability of transportation agencies to collect data about their roadside safety hardware, such as guardrail and end treatments. Transportation agencies use the collected data to evaluate the in-service performance of this safety hardware. This report submits the results of the study, which include: Determining available roadside safety hardware identification (ID) methods; Conducting an in-depth analysis of the ID methods; and Evaluating the ID methods for their ability to convey information, withstand roadside conditions, and connect to existing agency systems. The Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) encourage States to perform in-service performance evaluations (ISPE) to identify real-world performance of roadside hardware. Transportation agencies can effectively improve their capability to monitor the field performance of safety hardware by using ID methods for ISPE programs or as part of overall agency asset management systems. This report documents the evaluation of ID methods and investigates how these ID methods may be integrated into a transportation agency’s ISPE or asset management framework. Currently available ID methods were identified based on the FAST Act Section 1429 requirement, input from the expert panel, and review of literature and specifications. The FHWA identified and studied three primary ID methods: Barcodes, either one-dimensional (1D) or two-dimensional (2D); Radio frequency identification (RFID) devices, either active or passive; and Serial numbers. Approaches to tracking, and evaluating the performance of assets using these ID methods were also investigated, with a focus on roadside assets where that information was available.]]></description>
      <pubDate>Tue, 08 Oct 2019 17:35:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1652673</guid>
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