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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>Operational Baseline and Structural Health Monitoring for the 2nd Avenue Network Arch Bridge</title>
      <link>https://trid.trb.org/View/2680716</link>
      <description><![CDATA[A unique network tied-arch bridge with free-standing arches was designed to carry 2nd Avenue traffic over Interstate (I-94) in Detroit, Michigan. This 245-ft-long, 96.5-ft-wide bridge, skewed at 18 degrees, is the first skewed, unbraced network arch bridge constructed in the United States. The superstructure frame was erected off-site at a bridge staging area and subsequently transported and placed over the I-94 freeway using self-propelled modular transporters and a lateral launching technique to complete construction. Based on observations from analytical models and discussions with the Engineer of Record (EOR), the peer review engineer, and the Michigan Department of Transportation (MDOT), an instrumentation system consisting of 112 vibrating wire sensors was designed to: (i) monitor strains in major structural components during construction to establish post-construction stress states; (ii) track strain changes during the service life to support bridge maintenance and load rating decisions; and (iii) collect sufficient data to verify key design assumptions. Of these sensors, 96 were embedded in the concrete during construction, and 16 were mounted on the hangers after erection of the arches and hangers. This instrumentation strategy enabled continuous monitoring of strains in the concrete frame and forces in the hangers, providing a clear understanding of the structural behavior throughout construction. The collection of a little more than two years of post-construction monitoring data provided valuable insight into the bridge’s behavior under service conditions. Analysis of the monitoring data demonstrates that the structure is performing within established design limits, thereby increasing confidence in the implementation of innovative structural systems and complex construction methods that minimize traffic disruption and enhance safety. Load testing results indicate that the bridge exhibits minimal sensitivity to live loads, with seasonal temperature variations governing the stresses developed in the structure. A fully functional monitoring system, along with operational stress limits for each instrumented location, was delivered to MDOT. This system enables continuous, data-driven monitoring of the bridge, facilitating timely identification of maintenance, repair, and load rating needs over the long term without reliance solely on traditional visual inspection methods.]]></description>
      <pubDate>Wed, 18 Mar 2026 10:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680716</guid>
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      <title>Monitoring During the Unbraced Network Tied-Arch Bridge Construction Using ABC Techniques</title>
      <link>https://trid.trb.org/View/2630563</link>
      <description><![CDATA[A unique network tied-arch bridge with free-standing arches was designed to carry the 2nd Avenue traffic over the Interstate (I) 94 in Detroit, Michigan. This 245-ft-long, 96.5-ft-wide, and 18° skew bridge is the first skewed unbraced network arch bridge in the United States. The skeleton of the superstructure was erected off-site at a bridge staging area and moved and placed over the I-94 freeway using self-propelled modular transporters to complete construction. Based on the observations from the analysis models and the communications with the Michigan Department of Transportation, the Engineer of Records, and the peer review engineer, an instrumentation system was designed and installed in the bridge to: (i) monitor and record strains in major components during construction to determine the state of stress after construction; (ii) monitor and record the change in strains during service life to support bridge maintenance and load rating decisions; and (iii) collect adequate data to verify design assumptions. This paper discusses instrumentation system planning, design, and implementation, including sensor locations, data acquisition systems, cable and power management, data collection, and observations. The instrumentation system functions as expected. The monitoring data confirm that the structural component strains are within the design limits and the structure functions as expected.]]></description>
      <pubDate>Wed, 26 Nov 2025 10:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630563</guid>
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    <item>
      <title>Michigan’s US 31 at I-94 Interchange Alternatives Analysis</title>
      <link>https://trid.trb.org/View/2003096</link>
      <description><![CDATA[Since 1981, the Michigan Department of Transportation (MDOT) has worked with the Federal Highway Administration to complete the US 31 freeway connection between I-80/90 in northern Indiana to I-94 in Berrien County, Michigan. The latest construction on the US 31 freeway ended in 2003 with a terminal interchange at Napier Avenue in Berrien County. The original US 31 alignment planned to connect the new freeway to the existing I-94 and I-196 interchange northeast of Benton Harbor, Michigan. However, MDOT identified a sensitive natural resource and endangered species habitat south of the I-94 and I-196 interchange. Since this discovery, MDOT identified an acceptable tie-in at the I-94 and I-94 Business Loop partial interchange east of Benton Harbor. This case study presents MDOT’s iterative approach to project development that used the Interactive Highway Safety Design Model (IHSDM) software to identify a preferred design alternative based on a broad suite of traffic, safety, and cost considerations. The strategic application of IHSDM allowed MDOT to assess different design alternatives and project assumptions to make data-driven decisions for the proposed I-94 and US 31 interchange and surrounding network.]]></description>
      <pubDate>Wed, 24 Aug 2022 15:05:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2003096</guid>
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      <title>Analytical White Paper: Overcoming Barriers to Expanding Fast Charging Infrastructure in the Midcontinent Region</title>
      <link>https://trid.trb.org/View/1951994</link>
      <description><![CDATA[This paper analyzes the readily available information on costs for the installation of a direct current fast charging (DCFC) station, explains the typical business model of a DCFC investor/owner, and suggests rationale and opportunities for utilities to modify their rate structure to ensure DCFCs are viable business ventures. Great Plains Institute (GPI) staff conducted analysis for the Midcontinent Transportation Electrification Collaborative (MTEC) to evaluate the economics of operating DCFC today in the Midcontinent region. The analysis focused on potential DCFC infrastructure operated along the I-94 corridor from Minnesota to Michigan. Researchers gathered assumptions about the following: (1) capital and operating costs for DCFC; (2) typical utilization rates and revenues; and (3) actual utility rates that would be paid by DCFC operators in utility service territories across the region. Information was collected on 57 rate schedules for commercial and small industrial customers across 30 utilities. A total of 165 charging scenarios were created through a combination of three variables: demand level (wattage), utilization (charges per day), and energy use (kWh) per charging session.]]></description>
      <pubDate>Fri, 20 May 2022 09:30:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1951994</guid>
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    <item>
      <title>Getting Ready: Connected Vehicle Test Bed on Minneapolis' I-94/I-35 Merge Aims to Boost Safety</title>
      <link>https://trid.trb.org/View/1640424</link>
      <description><![CDATA[Since 2002 there has been an ongoing project on a rough stretch of I-94 in Minneapolis that shares a common series of lanes with I-35 (otherwise known as the I-94 Commons), the purpose of which is to gather traffic movement data in the name of improved traffic safety. The corridor for this test bed for connected vehicle technology, which is run by the Minnesota Traffic Observatory (MTO), was chosen because it is the highest crash zone in the state. This article details the testing taking place, featuring comprehensive camera and radar coverage, tracking vehicle speed, placement and path of travel. It is hoped that a significant amount of further research will be yielded by the data generated by the tracking of every moving object on all lanes.]]></description>
      <pubDate>Fri, 26 Jul 2019 11:50:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1640424</guid>
    </item>
    <item>
      <title>I-94 Connected Vehicles Testbed Operations and Maintenance</title>
      <link>https://trid.trb.org/View/1632751</link>
      <description><![CDATA[In March 2017, the Connected Vehicle Testbed along I-94 went live. The original project was sponsored by the Roadway Safety Institute and built on the Minnesota Traffic Observatory’s (MTO) existing field lab, also utilizing certain Minnesota Department of Transportation (MnDOT) infrastructure. The testbed originally consisted of seven stations, rooftop and roadside, capable of transmitting radar and video data collected from the roadway back to a database at the MTO for analysis, emulating what a future connected vehicle (CV) roadway will look like. This project funded maintenance and upgrades to the system, as well as movement of some stations due to construction on I-94. In addition, better visualization tools for reading the database were developed. The CV testbed is state-of-the-art, fully functional, and uniquely situated to attract freeway safety-oriented vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) safety application development, implementation, and evaluation projects going forward.]]></description>
      <pubDate>Mon, 22 Jul 2019 20:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1632751</guid>
    </item>
    <item>
      <title>Orange Work Zone Pavement Marking Midwest Field Test</title>
      <link>https://trid.trb.org/View/1582107</link>
      <description><![CDATA[Roadway lanes are often repositioned to accommodate highway work operations, resulting in a need to alter pavement markings. Even the most effective methods for removing old pavement markings sometimes leave “ghost” markings at the old lane line locations. The ghosts can be quite conspicuous under certain lighting conditions and viewing angles. To address this issue, some international jurisdictions use a special marking color (orange or yellow) to increase the salience of temporary lane lines; this practice appears to have originated in Germany in the 1980s and is now routine in several European countries and the Canadian province of Ontario. Special-color markings have also been used experimentally in Australia, New Zealand, and Quebec. In some jurisdictions the special-color markings override existing markings (such that the old markings are left in place), while other jurisdictions use special-color temporary marking but also attempt to remove old lane lines. The Wisconsin Department of Transportation (WisDOT) experimented with orange work zone marking on a high-volume long-term freeway-to-freeway interchange reconstruction project in Milwaukee; surveys indicate good driver acceptance, but the complex traffic flow characteristics and frequent configuration changes at the site make it difficult to separate the effects of the orange markings from other aspects of the work zone management strategy. To assess the driver behavior aspects of orange markings in a simpler environment, a matched-pair study was conducted on two bridge re-decking projects on I-94 near Oconomowoc, Wisconsin. Evaluation of vehicle positioning and speed data indicated very similar driver behavior with the two colors. Driver surveys and interviews with project field engineers indicated a preference for the orange marking when lateral lane shifts are required. Perhaps the most pragmatic approach is to reserve orange as an emphasis color for specific work zone locations that require difficult driving maneuvers.]]></description>
      <pubDate>Tue, 26 Feb 2019 09:41:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1582107</guid>
    </item>
    <item>
      <title>A Real-Time Truck Availability System for the State of Wisconsin</title>
      <link>https://trid.trb.org/View/1515780</link>
      <description><![CDATA[Independent of truck parking capacity shortages, obtaining reliable and timely information has been receiving considerable attention nationally as of late. The situation has been exacerbated by increasing levels of freight-borne truck volumes along many regional and interstate corridors and the need for carriers and drivers to balance efficient transport with required periods to park and rest to minimize driver fatigue. Interstate 94, a nationally designated freight corridor, as it passes through the Upper Midwest, including Wisconsin, shares this problem. A multi-camera computer vision detection system was deployed at a state sponsored rest area truck parking facility 67 miles east of Minneapolis. A key aspect of the system is that it is a completely automated 24/7, non-intrusive, parking detection system; there is no need to intervene with manual resets or re-calibration procedures, and pavements are not disturbed. Secondly, a region-wide truck parking notification architecture, recognized as an emerging national standard, was integrated with the detection system to provide real-time roadside truck parking notifications upstream of the facilities, as well as notification to other third party stakeholders. The overall detection accuracy was between 90 and 95 percent during up-to-the minute, per-space parking status notifications.]]></description>
      <pubDate>Fri, 22 Jun 2018 16:40:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515780</guid>
    </item>
    <item>
      <title>Rethinking I-94: Minnesota DOT: A TPCB Peer Exchange</title>
      <link>https://trid.trb.org/View/1502930</link>
      <description><![CDATA[This report highlights key recommendations and noteworthy practices identified at “Rethinking I-94: MnDOT Peer Exchange” held on August 15-16, 2017 in St. Paul, Minnesota. This event was sponsored by the Transportation Planning Capacity Building (TPCB) Peer Program, which is jointly funded by the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA). Participants included: Minnesota Department of Transportation (DOT), Ohio DOT, and Massachusetts DOT. Strategies discussed included: engaging with communities, using visual tools, managing community expectations, maintaining open communications, and finding creative solutions.]]></description>
      <pubDate>Mon, 09 Apr 2018 11:42:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502930</guid>
    </item>
    <item>
      <title>Predicting Imminent Crash Risk with Simulated Traffic from Distant Sensors</title>
      <link>https://trid.trb.org/View/1496922</link>
      <description><![CDATA[The aim of this research was to investigate the performance of simulated traffic data for real-time crash prediction when loop detector stations are distant from the actual crash location. Nearly all contemporary real-time crash prediction models use traffic data from physical detector stations; however, the distance between a crash location and its nearest detector station can vary considerably from site to site, creating inconsistency in detector data retrieval and subsequent crash prediction. Moreover, large distances between crash locations and detector stations imply that traffic data from these stations may not truly reflect crash-prone conditions. Crash and noncrash events were identified for a freeway section on I-94 EB in Wisconsin. The cell transmission model (CTM), a macroscopic simulation model, was applied in this study to instrument segments with virtual detector stations when physical stations were not available near the crash location. Traffic data produced from the virtual stations were used to develop crash prediction models. A comparison revealed that the predictive accuracy of models developed with virtual station data was comparable to those developed with physical station data. The finding demonstrates that simulated traffic data are a viable option for real-time crash prediction given distant detector stations. The proposed approach can be used in the real-time crash detection system or in a connected vehicle environment with different settings.]]></description>
      <pubDate>Wed, 21 Mar 2018 10:04:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496922</guid>
    </item>
    <item>
      <title>Orange Work Zone Pavement Marking Midwest Field Test</title>
      <link>https://trid.trb.org/View/1497124</link>
      <description><![CDATA[Roadway lanes are often repositioned to accommodate highway work operations, resulting in a need to alter pavement markings. Even the most effective methods for removing old pavement markings sometimes leave “ghost” markings at the old lane line locations. The ghosts can be quite conspicuous under certain lighting conditions and viewing angles. To address this issue, some jurisdictions use a special marking color (orange or yellow) to increase the salience of temporary lane lines; this practice appears to have originated in Germany in the 1980s and is now routine in several European countries and the Canadian province of Ontario. Special-color markings have also been used experimentally in Australia, New Zealand, and Quebec. In some jurisdictions the special-color markings override existing markings (such that the old markings are left in place), while other jurisdictions use special-color temporary marking but also attempt to remove old lane lines. Wisconsin DOT is currently experimenting with orange work zone marking on a high-volume long-term freeway-to-freeway interchange reconstruction project in Milwaukee; surveys indicate good driver acceptance but the complex traffic flow characteristics and frequent configuration changes at the site make it difficult to separate the effects of the orange marking from other aspects of the work zone management strategy. To assess the driver behavior aspects of orange markings in a simpler environment, a matched-pair study was conducted on two bridge re-decking projects on I-94 near Oconomowoc, Wisconsin. Evaluation of vehicle positioning and speed data indicated very similar driver behavior with the two colors. Driver surveys and interviews with project field engineers indicated a preference for the orange marking when lateral lane shifts are required. Perhaps the most pragmatic approach is to reserve orange as an emphasis color for specific work zone locations that require difficult driving maneuvers.]]></description>
      <pubDate>Thu, 22 Feb 2018 09:19:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1497124</guid>
    </item>
    <item>
      <title>Using Spatial Interpolation to Determine Effects of Snowfall on Traffic Crashes: A Case Study of Interstate-94 in Southwest Michigan</title>
      <link>https://trid.trb.org/View/1439199</link>
      <description><![CDATA[Snowfall affects traffic safety by impacting vehicle performance, driver behavior, and the transportation infrastructure. Depending on intensity, snowfall can reduce visibility, pavement friction performance, and vehicle stability and maneuverability. Based on this premise, the objective of this study was to use spatial interpolation to analyze the effects of annual snowfall on crashes during winter periods along a 143-mile section of Interstate 94 in southwest Michigan. Using the geostatistical method of Ordinary Kriging, site specific historical snowfall values were estimated based on data obtained from a series of weather stations for the winter months of 2004 through 2014 along the entire study corridor. Data was spatially matched with historical crash data and roadway inventory data for each freeway segment. Two negative binomial regression models were generated to quantify effects of snowfall on crashes, each of which included annual average daily traffic, segment length, and a snowfall variable. The two models varied solely based on the format of the snowfall variable, which was a continuous variable first model and categorized in the second model to further examine the relationship between the effects of snowfall and crashes. The results indicated that snow has a statistically significant positive effect on winter crashes for all types of crash types and severity outcomes analyzed. Crashes involving a truck or bus experienced the strongest relationship with annual snowfall, and this relationship was particularly strong for those segments with the largest annual snowfall amounts. Considering crash severity, property damage only crashes possessed a stronger relationship with snowfall compared to injury crashes.]]></description>
      <pubDate>Mon, 27 Feb 2017 17:12:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1439199</guid>
    </item>
    <item>
      <title>Operational Resiliency of the Beloit-Hudson Interstate Highway Corridor</title>
      <link>https://trid.trb.org/View/1398459</link>
      <description><![CDATA[This research identified the top 10 high-risk (low operational resilience) segments along the I-90/94 Interstate Highway Corridor from Hudson to Beloit, Wisconsin. Resiliency in this project is a function of the vulnerability, economic importance and the alternate routes. The analysis considered both freight trucks carrying top 10 commodities and passenger vehicles. The corridor was divided into 43 segments, each starting and ending at interchanges with the state trunk highway. The evaluation metrics included alternate route distance, alternate route travel time, change in traffic volumes on the alternate routes and the change in level of service for the traffic. The vulnerabilities of the bridges, culverts, and road segments of each corridor segment were assessed for various failures modes ranging from scouring, flood scouring, traffic overloads, snow storms, and ice accumulation using a basic analysis method of FMEA (failure mode and effects analysis). The FMEA analysis resulted in risk priority numbers, which provided a rating for each corridor segment on a scale of 10 (high) to 1 (low). The evaluation metrics, along with vulnerability ratings were used to determine an overall resiliency rating for each corridor segment, thus resulting in a prioritization of the segments based on their risk resiliency.]]></description>
      <pubDate>Mon, 21 Mar 2016 16:47:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398459</guid>
    </item>
    <item>
      <title>So-called 'smart' parking goes commercial</title>
      <link>https://trid.trb.org/View/1341904</link>
      <description><![CDATA[Ready for this? Truck Smart Parking Services has set up shop in Michigan with their sights on expanding the network to alert truckers of available parking via electronic highway signs, on the web and on their smartphone app.]]></description>
      <pubDate>Mon, 26 Jan 2015 12:08:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1341904</guid>
    </item>
    <item>
      <title>Minnesota’s New Solutions for Aging Pavement</title>
      <link>https://trid.trb.org/View/1320860</link>
      <description><![CDATA[The Minnesota Department of Transportation is working to minimize costs and disruption when repairing pavement. A recent repair project was the section of Interstate-94 between Minneapolis and St. Cloud, which regularly sees a high traffic volume. Traffic had reached capacity by early 2013 and the pavement was in need of repair. Two concrete projects were developed for the I-94, one using a concrete overlay approach and the other using the Buried Treasure method. The first project was completed in time to open lanes to traffic for Memorial Day 2013, while construction for the other project was restricted to night times to keep lanes open during the day.]]></description>
      <pubDate>Tue, 02 Sep 2014 09:07:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1320860</guid>
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