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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>Fast-Tracked: A Tactical Transit Study</title>
      <link>https://trid.trb.org/View/1656818</link>
      <description><![CDATA[This report presents the current state of the practice for Quick-Build projects for surface transit (i.e., bus and streetcar), or Tactical Transit projects. Based on Tactical Urbanism, these projects use lower cost, temporary materials and short-term tactics as a way of pilot testing or expediting projects while longer-term planning takes place. The intent is to initiate physical and operational strategies that improve the delivery of surface transit. The research team studied  (a) 20 bus and streetcar Tactical Transit projects that improved speed and reliability, access and safety, and rider experience; (b) three advocacy groups; and (c) two funding programs. Key findings across the three project categories include:  speed and reliability projects saw transit travel time savings of from 20% to 50%, with the most common savings being in the range of 20% to 30%; projects in the access and safety category showed increases in ridership of up to 17%; and three of the seven rider experience projects resulted in proposals for dedicated permits or design guidelines to guide future similar projects.]]></description>
      <pubDate>Fri, 04 Oct 2019 14:46:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1656818</guid>
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    <item>
      <title>Flash Tracking for Accelerated Project Delivery (APD)</title>
      <link>https://trid.trb.org/View/1601067</link>
      <description><![CDATA[The objectives of this study are to identify, assess, and validate best practices that are crucial for the successful completion of Flash Track projects. Five Georgia Department of Transportation (GDOT) projects and three Virginia Department of Transportation (VDOT) projects are used as case studies. These cases were carefully studied to validate existing Construction Industry Institute (CII) practices and to identify new practices essential for successful completion of Flash Track projects. The Flash Track tool developed by the CII was used to determine the readiness of a project team to complete a project of this nature. The research data were collected through numerous meetings, interviews, questionnaires, through various statistical analyses, and through discussions with project personnel from the studied projects. Some of the pertinent conclusions and products of this study are as follows: (a) The xDOT toolkit best represents the best practices crucial to the successful completion of Flash Track projects. (b) The seven categories of xDOT best practices are: (1) Right of Way & Utilities [11.9%], (2) Pre-construction [9.6%], (3) Contractual [21.2%], (4) Planning [9.7%], (5) Information Management [9.7%], (6) Execution [21.9%], and (7) Traffic Management [15.9%]. (c) The top three xDOT best practices are: (1) Implementing construction driven designs, (2) Ensuring worker/public health and safety, and (3) Having a responsible in-charge engineer/design-build integrator.]]></description>
      <pubDate>Tue, 07 May 2019 22:38:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601067</guid>
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      <title>A Case Study: Keel Section Reconstruction of Runway 08L-26R the 29 Day Wonder at Hartsfield-Jackson Atlanta International Airport</title>
      <link>https://trid.trb.org/View/1558727</link>
      <description><![CDATA[Hartsfield-Jackson Atlanta International Airport (H-JAIA) is the world’s busiest airport, handling approximately 104 million passengers in 2016, serving 70 international and 150 domestic cities. A total of five parallel runways provide landing and takeoff operations, measuring from 9,000 to 12,390 ft in length. One of the runways, 08L-26R, 9,000 ft long was constructed in 1984 and has been in service for 30 years, well beyond its design life. Due to pavement deterioration and other distresses, the City of Atlanta made the decision to reconstruct this runway. 110,000 sq yds of concrete pavement were removed and replaced on a 29-day, fast-track schedule. The replaced section consisted of 16 in. of Portland Cement Concrete (PCC) on 6 in. of cement treated base (CTB) and 6 in. of soil cement. The new section consists of 20 in. of PCC on 2 in. of asphalt leveling base, after milling the existing 6-in. CTB. The overall scope of the project was to remove and replace the keel section leaving in place the outer slabs and following the existing joint layout. A project cost of $38 million was accomplished with a minimized schedule which in turn translates into significant savings and reduced impact on aviation operations.]]></description>
      <pubDate>Mon, 31 Dec 2018 22:00:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1558727</guid>
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      <title>Thin White Topping Overlay: Insights from an Experimental Stretch</title>
      <link>https://trid.trb.org/View/1416710</link>
      <description><![CDATA[At present many metropolitan cities in the country, including Mumbai, face the problem of addressing severe pavement distresses in the old flexible (bituminous) pavements after each monsoon, incurring huge expenditure. Though cement concrete pavements, because of their long life and superior performance, greatly reduce the maintenance expenditure, often due to initial investment constraints, this option is not chosen. There is need for development of new and innovative pavement repair and strengthening strategies, which are cost effective and less maintenance intensive. One such innovative pavement strengthening strategy is to provide Thin or Ultra-Thin white topping overlay. Ultra-Thin White topping is a rehabilitation technique in which a 50 to 100 mm thick layer of high strength, fiber-reinforced, cement concrete is place on a milled surface of rutted and/or cracked bituminous concrete pavement. Thin and UTWT overlays have been successfully utilized as pavements for roads with low to medium traffic. This study provides the details of investigation, structural design, mix design, construction, and instrumentation carried out for an actual thin white topping (TWT) pavement overlay constructed over an existing flexible pavement for a road in Greater Mumbai. Through thermocouples installed in the pavement, the temperature differential between the top and bottom of the TWT have been measured and interpreted. With the use of a specifically designed high early strength concrete if it was possible to open the rehabilitated road within a week's time. Through the analysis of temperature data, it was found that the temperature differential between top and bottom of the TWT layer is much less than the one specified in Indian Roads Congress (IRC) guidelines (IRC: 58-2011).]]></description>
      <pubDate>Wed, 27 Jul 2016 09:49:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1416710</guid>
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    <item>
      <title>Maturity Value Determination for Fast Track Paving</title>
      <link>https://trid.trb.org/View/1377353</link>
      <description><![CDATA[The two major exit ramps to Interstate 5 in downtown Seattle, Washington needed to be reconstructed. High volume of traffic and high incident of accidents required less closure time for construction. Therefore, paving was conducted with fast track concrete mix and maturity was monitored to determine opening strength for concrete. Both maturity and fast track have been around for some time now; however, the idea of concrete maturity to determine the opening strength for pavement is a relatively new concept. Prior to the field application of fast track concrete mix and concrete maturity, numerous tests were conducted. Tests included the maturity value determination for an opening flexural strength of 400 psi and the insulating factor needed for fast track paving. Test results showed that a maturity value of 400 °C-hour is needed for a flexural strength of 400 psi. Also, an insulating factor of 3 (R=3) is sufficient to obtain the opening flexural strength of 400 psi in eight to twelve hours after placement of concrete. With this test information, paving was performed at the ramps of the Albro St. and Spokane St. exits. Pavement achieved the required opening strength of 400 psi in eight to eleven hours after placement of concrete. Reconstruction of the ramps was completed in two days with fast track paving.]]></description>
      <pubDate>Wed, 30 Dec 2015 16:08:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1377353</guid>
    </item>
    <item>
      <title>Blanket Curing to Promote Early Strength Concrete</title>
      <link>https://trid.trb.org/View/1377770</link>
      <description><![CDATA[Fast Track concrete has proven to be successful in obtaining high early strengths. This benefit does not come without cost. Special Type III cement and insulating blankets to accelerate the cure add to its expense when compared to conventional paving. This research was intended to determine the benefit derived from the use of insulating blankets to accelerate strength gain in three concrete mixes using Type I cement. The goal was to determine mixes and curing procedures that would result in a range of opening times. This determination would allow the most economical design for a particular project by tailoring it to a specific time restraint. Three mixes of various cement content were tested in the field. Flexural beams were cast for each mix and tested at various ages. Two test sections were placed for each mix, one section being cured with the addition of insulating blankets and the other being cured with only conventional curing compound. Iowa Department of Transportation specifications require 500 psi flexural strength before a pavement can be opened to traffic. Concrete with Fast Track proportions (nominal 7 1/2 bag), Type I cement, and insulating blankets reached that strength in approximately 36 hr, a standard mix (nominal 6 1/2 bag) using the blankets in approximately 48 hr, and the Fast Track proportions with Type I cement without blankets in about 60 hr. The results showed a significant improvement in early strength gain with the use of insulating blankets.]]></description>
      <pubDate>Mon, 21 Dec 2015 14:58:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1377770</guid>
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    <item>
      <title>Fast Track and Fast Track II Cedar Rapids, Iowa</title>
      <link>https://trid.trb.org/View/1374112</link>
      <description><![CDATA[Two lanes of a major four lane arterial street needed to be reconstructed in Cedar Rapids, Iowa. The traffic volumes and difficulty of detouring the traffic necessitated closure for construction be held to an absolute minimum. Closure of the intersections, even for one day, was not politically feasible. Therefore, Fast Track and Fast Track II was specified for the project. Fast Track concrete paving has been used successfully in Iowa since 1986. The mainline portion of the project was specified to be Fast Track and achieved the opening strength of 400 psi in less than twelve hours. The intersections were allowed to be closed between 6 PM and 6 AM. This could occur twice - once to remove the old pavement and place the base and temporary surface and the second time to pave and cure the new concrete. The contractor was able to meet these restrictions. The Fast Track II used in the intersections achieved the opening strength of 350 psi in six to seven hours. Two test sections were selected in the mainline Fast Track and two intersections were chosen to test the Fast Tract II. Both flexural and compression specimens were tested. Pulse velocity tests were conducted on the pavement and test specimens. Maturity curves were developed through monitoring of the temperatures. Correlations were performed between the maturity and pulse velocity and the flexural strengths. The project was successful in establishing the feasibility of construction at night, with no disruption of traffic in the daytime, using fast Track II. Both the Fast Track II pavements were performing well four years after construction.]]></description>
      <pubDate>Wed, 11 Nov 2015 12:11:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374112</guid>
    </item>
    <item>
      <title>Thin Bonded Concrete Overlay with Fast Track Concrete</title>
      <link>https://trid.trb.org/View/1374046</link>
      <description><![CDATA[This report is a supplement to one issued in late summer 1986 which covered construction on U.S. 71, in Buena Vista County, Iowa. The work involved rehabilitation of an older 20 foot wide pavement by placing a four inch thick bonded concrete overlay monolithically with two feet of widening on each side. The work was performed on one lane at a time while construction traffic and limited public traffic used the adjacent traffic lane. When work on the first lane was complete traffic was moved onto it and rehabilitation was completed on the second lane. This report covers the condition of the rehabilitated roadway in May 1987 after the first winter. The condition is described by visual observations, core conditions, and various test results including core compressive strength, direct shear tests on cores for bond strength, profilometer results and delamtect test results.]]></description>
      <pubDate>Tue, 10 Nov 2015 16:59:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374046</guid>
    </item>
    <item>
      <title>Fast Track Portland Cement Concrete Pavement</title>
      <link>https://trid.trb.org/View/1374085</link>
      <description><![CDATA[In 1987, i.5 km (0.935 mi.) of Spruce Hill Drive in Bettendorf, Iowa was reconstructed. It is an arterial street with commercial usage on both termini with single family residential dwellings along most of the project. A portland cement concrete (PCC) pavement design was selected, but a 14 day curing period would have been an undue hardship on the residents and commercial businesses. An Iowa Department of Transportation Class F fast track concrete was used so the roadway could be used in 7 to 10 days. The Class F concrete with fly ash was relatively sticky and exhibited early stiffening problems and substantial difficulty in obtaining the target entrained air content of 6.5%. These problems were never completely resolved on the project. Annual visual field reviews were conducted through 1996. In November 1991, severe premature distress was identified on the westbound two lanes of the full width replacement. The most deteriorated section in a sag vertical, 152 m (500 ft) section of the westbound roadway, was replaced in 1996. Premature distress has been identified on a dozen other conventional PCC Iowa pavements constructed between 1983 and 1989, so the deterioration may not be related to the fact that it was fast track pavement.]]></description>
      <pubDate>Tue, 10 Nov 2015 16:59:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374085</guid>
    </item>
    <item>
      <title>City of Calgary's West LRT Project - Use of Design-Build for Fast Track Delivery</title>
      <link>https://trid.trb.org/View/1280789</link>
      <description><![CDATA[In November 2007, the City Council approved the alignment and funding for Calgary’s West Light Rail Transit (WLRT) project to serve communities in west Calgary. The Council decision also addressed a project completion date of December 2012, coinciding with a timeline that kept the overall $1.4 Billion program budget within a schedule for available provincial funding and is considered a success by every metric, the most significant of which is meeting both internal and external stakeholder expectations. The eight kilometre extension of Calgary’s C-Train Light Rail system opened exactly on schedule on December 10, 2012 after an unprecedented five year fast-track design build project delivery period. This paper presents the Owner’s rationale for proceeding with design-build delivery and how public and organizational considerations were addressed. This paper also presents an overview on how the project was planned and executed and finally, some key lessons learned from an Owner’s persepective.]]></description>
      <pubDate>Tue, 24 Dec 2013 13:09:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280789</guid>
    </item>
    <item>
      <title>Construction of a Metro Line Serving the Holy Sites of Makkah in the Kingdom of Saudi Arabia</title>
      <link>https://trid.trb.org/View/1278593</link>
      <description><![CDATA[Each year, over the course of seven days around 3.5 millions pilgrims gather in Makkah, Kingdom of Saudi Arabia, to perform one of the five pillars of the Islam, "El Hajj." The government (Ministry of Municipal and Rural Affairs) decided to equip the area with a metro line. SYSTRA was involved in the functional design, the result of which was an 18 km metro line with nine stations with line capacity of 72,000 passengers per hour per direction. The project was awarded as an Engineering, Procurement and Construction contract to CRCC (the Contractor), which decided to award the civil work design to SYSTRA (the Designer) and a local consulting firm. It was an eight-month fast track design where extensive use of prefabrication was the key.]]></description>
      <pubDate>Tue, 10 Dec 2013 11:00:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1278593</guid>
    </item>
    <item>
      <title>Gautrain - A Modern Transit Project in a Progressing Country, South Africa</title>
      <link>https://trid.trb.org/View/1124251</link>
      <description><![CDATA[The paper will discuss how the Gautrain Rail project is the fourth largest in the World in terms of single construction projects. The project consists of developing, designing, constructing, operating and maintaining a 77km long railway line in order to provide domestic and airport train services, together with a dedicated bus network that services a radius of 10km around each of the 10 stations, and 9,000 specific parking spaces within the station precincts. This paper presents the intermediate design phase that develops the project between the Letter of Intent and the Financial Closing and is specific to Concessions and the public private partnership (PPP). This phase of the project is essential in validating the conceptual design provided with the offer and to launch the detailed design on solid technical grounds and it is described in terms of objectives and organization. The schedule of development is presented in the paper and it illustrates the new trends for fast track projects on limited early data. A “preliminary design stage” needs to be inserted between conceptual design at tender and detailed design for construction. The paper shows how fast track construction is not synonymous to an aesthetic and standard design. The paper discusses how the Sandton station is built as a cavern. The station is a concentration of technology, modern station planning, economical construction and the station is especially suited to the integration into the site and the geological complex conditions.]]></description>
      <pubDate>Fri, 16 Dec 2011 14:46:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1124251</guid>
    </item>
    <item>
      <title>Cable-Stayed Bridges across the Panama Canal and the Orinoco</title>
      <link>https://trid.trb.org/View/1082849</link>
      <description><![CDATA[This paper presents two major bridges in South America which have been designed and built in record periods in geotechnical and seismically critical areas combining effectively local workforce and international experience.]]></description>
      <pubDate>Wed, 15 Dec 2010 08:52:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1082849</guid>
    </item>
    <item>
      <title>Fast-Track Installation of Micropiles to Resupport Settled Florida SR-60 Bridge End Bents</title>
      <link>https://trid.trb.org/View/1083543</link>
      <description><![CDATA[The end bents of an existing bridge located west of Lake Wales, Florida, experienced significant settlement, leading to concern about its stability. A detailed foundation inspection attributed the settlement to deterioration of the existing timber piles. The bridge was closed to traffic until both end bents could be remediated. An adjacent bridge handled both directions of traffic during the closure. The geotechnical contractor proposed a solution of micropiles installed through both end bents to restore the bridge’s capacity. Timing was a critical component of the remediation work. The micropile program consisted of the use of rotary drilling techniques to install 20 micropiles through the end bents to a depth of 30 ft. The tops of the micropiles were bonded to the end bent pile caps. A load test was performed on a test pile installed adjacent to the existing bridge.]]></description>
      <pubDate>Wed, 08 Dec 2010 11:56:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1083543</guid>
    </item>
    <item>
      <title>Assessment and Rehabilitation of Corpus Christi Harbor Bridge, Texas</title>
      <link>https://trid.trb.org/View/1083464</link>
      <description><![CDATA[The Corpus Christi Harbor Bridge carries US Route 181 over the Port of Corpus Christi, Texas, ship channel entrance. The topic of this paper is the five-span 1,788-ft truss portion of the bridge. It is a vital element of the Corpus Christi road system and provides the main link between the city of Corpus Christi and industry and recreation to the north. The six-lane bridge was opened to traffic in October 1959. A wider replacement bridge, with greater vertical clearance to accommodate modern maritime traffic and more desirable approach geometry, has been studied for several years, but the anticipated cost exceeds $700 million. Because of the cost, the Texas Department of Transportation (DOT) has elected to rehabilitate the existing bridge and gain another 20 years of service life for a projected cost of $20 million. Texas DOT chose to take a three-phase approach to the assessment and rehabilitation of the truss. The first phase was a detailed inspection and condition evaluation, the second phase included analyses and load ratings of the original and deteriorated conditions, and the third phase was to produce detailed plans, specifications, and estimates for the truss rehabilitation. All phases of work were conducted by HDR Engineering, Inc., during a 10-month period. This paper focuses on the fast-track schedule, the approach to managing voluminous amounts of analysis data, innovative repair methods conducted while maintaining vehicular and maritime traffic, and the way the plans and specifications were presented to generate solid competitive bids.]]></description>
      <pubDate>Mon, 06 Dec 2010 14:46:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1083464</guid>
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