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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>The Chicago Freeway Traffic and Incident Management Program [video]</title>
      <link>https://trid.trb.org/View/2719327</link>
      <description><![CDATA[This video compilation includes a history and description of the freeways in the Chicago Metropolitan area with emphasis on the automated management of traffic congestion. The first video includes historic photographs. The first video includes information related to the Illinois Department of Transportation (IDOT) traffic surveillance system, automatic incident detection, computerized traffic reports, emergency traffic patrol (Minutemen), and ramp metering. The second video introduces how computerized traffic surveillance is conducted by the IDOT traffic systems center (TSC). The third video focuses on the role of the IDOT District 1 Communications Center.]]></description>
      <pubDate>Tue, 30 Jun 2026 08:51:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2719327</guid>
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      <title>Evaluating the Benefits of Implementing Mobile Road Weather Information Sensors (Phase II)</title>
      <link>https://trid.trb.org/View/2714460</link>
      <description><![CDATA[Several state departments of transportation have integrated mobile road weather information sensors (RWIS) and maintenance decision support systems (MDSS) to improve the performance of their winter maintenance operations. The main goal of this research project is to conduct a multi-year field study to evaluate the effectiveness of integrating mobile RWIS and MDSS into existing Illinois Department of Transportation (IDOT) winter maintenance operations. The project focused on eight research tasks. Tasks 1 through 3 comprised identifying IDOT study participants for the deployment of mobile RWIS units and MDSS; selecting, acquiring, installing, calibrating, and providing training on 12 mobile RWIS units acquired from three manufacturers; and conducting a multi-year field evaluation of mobile RWIS units and MDSS during three consecutive winter seasons to assess their operational performance and effectiveness. Salt usage data were collected and analyzed in task 4 through pairwise comparisons of snowplows with and without mobile RWIS units and MDSS to evaluate their effectiveness in reducing salt usage and improving roadway conditions. Surveys and follow-up interviews with winter maintenance personnel were conducted in Task 5 to gather and analyze feedback on the use, benefits, and operational challenges of mobile RWIS units and MDSS. Tasks 6 through 8 comprised evaluating the cost-effectiveness of the three mobile RWIS models and MDSS, identifying additional uses for mobile RWIS units, and developing recommendations for future deployment and use of mobile RWIS units and MDSS across Illinois.]]></description>
      <pubDate>Wed, 24 Jun 2026 17:03:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714460</guid>
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    <item>
      <title>In-Service Evaluation of Temporary Sign Support Systems Against Wind Load</title>
      <link>https://trid.trb.org/View/2704032</link>
      <description><![CDATA[This short study analyzes the performance of multiple temporary sign support systems under windy conditions and provides recommendations to the Bureau of Safety Programs and Engineering of the Illinois Department of Transportation (IDOT). The efforts included a literature review that summarizes past studies on the use of temporary sign support systems and the effects of winds on their structural integrity and stability as well as current practices on the use of such systems. Then, a set of field experiments were performed to test a list of temporary sign support systems under different natural and truck-generated wind loads, revealing critical conditions where they can fail. Finally, we extended a finite-element analysis to evaluate the structural impact of natural and truck-generated winds on selected sign support systems. Slow-ramping or longer-duration gusts produce greater sign deflections than short-duration gusts, and winds induced by a single truck or a three-truck platoon generate no significant sign deflection. These findings are summarized into deployment recommendations that account for the types of sign support systems and wind gust speeds. These recommendations will help IDOT make deployment decisions based on historical maximum gust speed data in each IDOT district per season.]]></description>
      <pubDate>Fri, 29 May 2026 13:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2704032</guid>
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    <item>
      <title>Development of a Pavement Friction Management Program</title>
      <link>https://trid.trb.org/View/2703676</link>
      <description><![CDATA[This project aims to develop a comprehensive framework for statewide pavement friction management and safety-oriented decision-making for IDOT. The project was structured into several key tasks. First, a literature review was conducted to synthesize existing research on pavement friction measurement, friction-crash relationships, investigatory levels, and friction-based treatment strategies. Second, a survey and an assessment of current agency practices were carried out to understand how friction data are collected, processed, and incorporated into project selection and maintenance decisions across peer states. Third, statewide friction data were compiled, cleaned, and spatially integrated into databases for roadway and intersection peer groups to evaluate friction coverage, measurement density, and variation across facility types. Fourth, safety performance functions were developed with explicit consideration of pavement friction and other roadway and intersection characteristics to support risk-based safety evaluation. In parallel, a new life cycle cost analysis (LCCA) framework was established to integrate friction and other pavement surface condition measures (such as the IDOT Condition Rating Survey) into a unified treatment selection model, explicitly accounting for pavement deterioration, treatment effectiveness, and traffic loading. This LCCA framework was further extended to network-level site screening and prioritization through a decision-tree-based approach. In addition, IDOT-specific aggregate policy was assessed with an emphasis on incorporating friction performance into mixture design considerations. Digital image processing techniques, including the Aggregate Imaging Measurement System, have been previously applied to characterize the angularity and surface texture of Illinois aggregates and their degradation under simulated polishing. Morphological indices derived from these prior investigations were compiled and used as inputs for friction prediction modeling, supporting a more proactive, material-level approach to pavement safety performance. The tasks’ outcomes were synthesized into a schematic design of the Illinois friction management system. Finally, educational materials were developed to support statewide training on fundamental pavement friction management concepts. Overall, the project establishes a practical, data-driven foundation for integrating friction performance into safety analysis, material selection, and maintenance planning.]]></description>
      <pubDate>Mon, 18 May 2026 10:59:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703676</guid>
    </item>
    <item>
      <title>Artificial Intelligence (AI) Technologies for Data-Driven Bridge Management</title>
      <link>https://trid.trb.org/View/2703687</link>
      <description><![CDATA[Artificial intelligence (AI) is showing promise for providing quick analysis, summary and documentation of field conditions for bridges. This project will provide the Illinois Department of Transportation (IDOT) with an overview of AI products available for bridge inspection and management. Researchers will review other state agencies’ practices and policies for use of AI in this field as well as develop recommendations for IDOT. Aid in formulation of AI policy for bridge inspection within IDOT may be considered if the department deems the technology essential. Effective use of AI in bridge inspection and management systems will provide cost and time savings to the state, allowing for quicker bridge inspections, diagnosis of issues and documentation.]]></description>
      <pubDate>Fri, 15 May 2026 09:24:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703687</guid>
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    <item>
      <title>Balanced Asphalt Mix Design: Eight Tasks for Implementation</title>
      <link>https://trid.trb.org/View/2691552</link>
      <description><![CDATA[Balanced Mix Design (BMD) is described as an “asphalt mix design using performance tests on appropriately conditioned specimens that address multiple modes of distress taking into consideration mix aging, traffic, climate, and location within the pavement structure.” Goals for implementation of BMD may differ among State Departments of Transportation (DOTs). Initially, some may wish only to add performance tests as part of mix design approval, whereas others may want to replace many existing criteria with new performance test criteria for mix design approval as well as for quality assurance (QA). To learn more regarding the details of BMD and implementation efforts, the Federal Highway Administration (FHWA) conducted virtual site visits between April and September 2020 and interviews of seven early adopter State DOTs, along with material producers, consultants and paving contractors that serviced the agencies. The participating State DOTs were California DOT (Caltrans); Illinois DOT (IDOT); Louisiana DOT and Development (LaDOTD); Maine DOT (MaineDOT); New Jersey DOT (NJDOT); Texas DOT (TxDOT); and Virginia DOT (VDOT). Successful practices documented from these virtual site visits were collected and synthesized into an overall process of implementing BMD as part of mix design approval and QA. This effort suggested eight major tasks based on concurrent activities (e.g., BMD regional workshops, BMD implementation guide).]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691552</guid>
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    <item>
      <title>Statistical Evaluation of Illinois Modified AASHTO T161 Freeze–Thaw Testing Following Laboratory Relocation</title>
      <link>https://trid.trb.org/View/2686616</link>
      <description><![CDATA[A critical way to build high-performing pavements and bridges is to evaluate a mixture’s freeze-thaw performance in the lab to ensure it meets performance parameters. The aim of this project is to calibrate and validate new equipment for freeze-thaw testing at the Illinois Department of Transportation’s (IDOT's) Central Bureau of Materials. Researchers will test aggregate samples using IDOT’s new and existing freeze-thaw equipment, ensuring the new equipment produces consistent and replicable results. They will also create calibration guidelines that will help to establish a repeatable framework when replacing future freeze-thaw testing equipment.]]></description>
      <pubDate>Wed, 01 Apr 2026 09:41:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686616</guid>
    </item>
    <item>
      <title>2016 - 2021 Performance Monitoring of Mechanistic-Empirical Designed Pavements</title>
      <link>https://trid.trb.org/View/2676578</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) began conducting pavement performance monitoring surveys on mechanistic-empirical designed pavements in 1986. These surveys and analyses provide the necessary data to verify and validate the design procedures and life-cycle cost models used in the pavement selection process. The pavement distress surveys were conducted by IDOT’s Bureau of Research (BR) staff until 2000 when staffing shortage caused the effort to cease. BR resumed the monitoring efforts in 2010 and has since used a consulting engineering firm to help with these activities. Monitoring of M-E designed pavements ensures the department is meeting the requirements of 20 ILCS 2705/2705-590. Three types of pavements are currently being utilized and monitored by the department: full-depth hot-mix asphalt (HMA), jointed plain concrete pavements (JPCP), and continuously reinforced concrete pavements (CRCP). IDOT has three supplement designs that are being tracked, Full-Depth HMA pavement over rubblized PCC, Unbonded JPCP overlay, and CRCP Unbonded Overlays. There are a total of 170 contracts (split into 324 sections) that make up the monitoring effort, of which 156 are HMA, 104 are JPCP, and 64 are CRCP. Contracts may be further broken down into sections based on differences in cross sectional elements (i.e. thickness, joint spacing, etc.). For each section, BR collects distress data, weighted average rut depth, weighted average ride quality, weighted average daily traffic values, and maintenance activities. Graphs comparing patching quantities and overlays as a function of the pavement age are presented for each of the three types of pavements.]]></description>
      <pubDate>Fri, 13 Mar 2026 08:45:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676578</guid>
    </item>
    <item>
      <title>Spatial and Temporal Load Distribution in Steel Bridge Superstructures (Vol. I): Agency Survey and Preliminary Numerical Modeling of Skewed Steel I-Girder Bridges for Field Instrumentation</title>
      <link>https://trid.trb.org/View/2669544</link>
      <description><![CDATA[Highly skewed steel I-girder bridges are used commonly across the US, especially in congested areas, despite complications in their analysis, design, and construction. Systematic investigation of skewed steel I-girder superstructure response, load distribution, and deformation through field monitoring and numerical simulation is needed, including analysis of bridges under construction, short-term live load, and long-term thermal and traffic loads. AASHTO’s load and resistance factor design specification allows for line girder analysis with defined live load distribution factors (considering effects of skew between 30° and 60°) when designing non-curved steel bridges. When considering lateral behavior of skewed bridges, AASHTO provides suggestions for design values of flange lateral bending stress in addition to line girder analysis when bridge skew exceeds 20° for certain cross-frame layouts. This skew limit is 45° in Illinois Department of Transportation’s “Bridge Design Manual.” When designing bridges for lateral bending during deck placement, AASHTO suggests equations to conservatively estimate flange lateral bending moments caused by eccentric loading from an overhang acting on an exterior girder top flange, in the absence of a refined analysis. Efficiency of the simplified design approaches and skew consideration in current standard design practice needs to be further evaluated through field monitoring and companion numerical studies. The research project partially described in this report was initiated in Illinois to investigate demands, load distribution, and static and dynamic responses of composite steel skewed I-girder bridge superstructures during construction and after bridges are in service. Two skewed steel I-girder bridges (41° and 45°), with stub and integral abutments, respectively, were studied through field monitoring and numerical simulations. This report documents the initial phases of the research: a survey to understand practices used and challenges faced by state transportation agencies when designing and constructing skewed steel I-girder bridges, information about and field instrumentation of the two monitored bridges, methods for 3D finite element analysis, and preliminary analysis conducted to guide field instrumentation planning of the bridges.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:11:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669544</guid>
    </item>
    <item>
      <title>Development of Equipment Rental Schedule for Illinois</title>
      <link>https://trid.trb.org/View/2657015</link>
      <description><![CDATA[During highway construction, the Illinois Department of Transportation (IDOT) resident engineer commonly adds “extra work” to the contract as needed for satisfactory completion of the project. One of the formats for contractor reimbursement requires establishing an hourly compensation rate for contractor-owned equipment used to perform the extra work and similar equipment owned by local agencies eligible for Motor Fuel Tax funding. Construction equipment rental rates vary widely according to factors, including equipment age, type, overhaul labor and parts, field labor and parts, capacity, estimated operating costs, availability, the geographic and climatic conditions at the job site, etc. It is critical that each highway agency, including IDOT, establish specific policies and standard guidelines to deal with construction equipment reimbursement in force account work in a fair manner to contractors. This project develops a comprehensive equipment rate schedule model to establish hourly compensation rates for contractor-owned equipment used in performing extra work. The model incorporates ownership costs—such as depreciation, overhead, and overhaul costs—and operating costs, including fuel, tire, and lubrication expenses. A methodology for annual rate updates is also developed. Additionally, the project delivers a user-friendly, web-based tool that can be operated and maintained by IDOT.]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657015</guid>
    </item>
    <item>
      <title>Illinois Highway Materials Sustainability Efforts 2018</title>
      <link>https://trid.trb.org/View/2617987</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) continues to use a variety of reclaimed and recycled materials in highway construction. Recycled materials are used in highway construction to supplement aggregates, concrete, hot-mix asphalt (HMA), steel, and sealants, as well as for soil modification and pavement markings. This report summarizes the materials used in 2018, along with specific reporting on the use of shingles, efforts to reduce the carbon footprint, and efforts to achieve cost savings by using recycled materials, as required by Illinois Public Act 097-0314.]]></description>
      <pubDate>Sat, 27 Dec 2025 16:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617987</guid>
    </item>
    <item>
      <title>Evaluation of High Performance Concrete Bridge Decks and Other Experimental Bridge Decks Throughout Illinois</title>
      <link>https://trid.trb.org/View/2617994</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) received Innovative Bridge Research and Construction (IBRC) funds from the Federal Highway Administration (FHWA) for fiscal years 2000 and 2002. These funds were used to construct High Performance Concrete (HPC) bridge superstructures and substructures using various mix designs from 2000 through 2004. All the mix designs provided high strength and low permeability. These bridges have been examined over the years, and some bridges as late as 2011. The results of the bridge deck inspections indicate bridge decks constructed with HPC cracked as much or more than non-HPC bridge decks. The results yielded other information, but the most surprising fact was that in two cases it was suspected the coefficient of thermal expansion for a gravel coarse aggregate resulted in a significant amount of bridge deck thermal cracking. The report also includes the results of four bridge decks built in the early 1990’s using shrinkage-compensating concrete. These bridge decks were examined in 2008-2009 and showed less cracking than what is normally observed in the field. These results have prompted IDOT to perform more research in this area. The report also includes the results of one bridge deck constructed with synthetic fibers in 2009 that was examined in 2010.]]></description>
      <pubDate>Sat, 27 Dec 2025 16:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617994</guid>
    </item>
    <item>
      <title>2012 - 2015 Performance Monitoring of Mechanistically-Designed Pavements</title>
      <link>https://trid.trb.org/View/2617995</link>
      <description><![CDATA[The Illinois Department of Transportation (IDOT) has been conducting pavement performance monitoring surveys on mechanistically-designed pavements since 1986. This effort is necessary to verify and validate the design procedures and life-cycle cost models used in the pavement selection process. The pavement distress surveys were conducted by IDOT’s Bureau of Materials and Physical Research (BMPR) until a staffing shortage in 2000 required that the efforts be ceased. BMPR resumed the monitoring efforts in 2010 and has since used a consulting engineering firm to help with this research. There are three main types of pavements that are currently being monitored by the department, full-depth hot-mix asphalt (HMA), jointed plain concrete pavements (JPCP), and continuously reinforced concrete pavements (CRCP). There is a total of 105 contracts that make up the monitoring effort, of which 55 are HMA, 24 are JPCP, and 26 are CRCP. Contracts may be further broken down into sections based on differences in cross sectional elements (i.e. thickness, joint spacing, etc.) Some of these contracts were deemed “historical” and the data were sorted and removed from the analyses. Historical sections might include design criteria not currently used by the department (i.e. 40-foot joint spacing, untied shoulders on concrete pavement, experimental thicknesses of all pavement types, etc.). For each section, BMPR reports distress data, weighted average rut depth, weighted average ride quality, weighted average daily traffic values, cumulative equivalent single-axle loadings, and maintenance activities. Graphs comparing patching quantities and overlays as a function of the pavement age are presented for each of the three types of pavements.]]></description>
      <pubDate>Sat, 27 Dec 2025 16:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617995</guid>
    </item>
    <item>
      <title>Illinois Highway Materials Sustainability Efforts of 2017</title>
      <link>https://trid.trb.org/View/2617993</link>
      <description><![CDATA[This report provides a summary of the sustainability efforts of the Illinois Department of Transportation (IDOT) in recycling reclaimed materials in highway construction during calendar year 2016. This report meets the requirements of Illinois Public Act 097-0314 by documenting IDOT’s efforts to reduce the carbon footprint and achieve cost savings through the use of recycled materials in asphalt paving projects. Research efforts undertaken and those that will have a future impact on IDOT’s sustainability efforts are highlighted. In 2017, 1,451,675 tons of recycled material were used, a 19% decrease in recycled tonnage from the 1,795,408 tons in 2016. The value of 2017 recycled materials was $51,488,535, a 1.5% increase from 2016. In 2017, the miles of roadway improvement decreased, the number of bridges constructed or rehabilitated increased, and value of projects awarded was higher, as compared with 2016 figures. Despite the decrease in recycled tonnage in 2017, the overall value of the recycled materials increased due to increase in the price for some of the individual recycled materials.]]></description>
      <pubDate>Sat, 27 Dec 2025 16:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617993</guid>
    </item>
    <item>
      <title>Utilization of Recycled and Reclaimed Materials in Illinois Highway Construction in 2011</title>
      <link>https://trid.trb.org/View/2617977</link>
      <description><![CDATA[This report is the 2011 version of past reports with a similar title. Included are the types and quantities of recycled and reclaimed materials for calendar year 2011. Revisions include updated quantities, costs, and current applications. Quantities of materials used can vary greatly and are dependent upon the type of projects being constructed in a given year and the size of the highway program. Fluctuations in commodity prices will influence the economic impact of a given recycled material. Material costs in this report were determined using the cost information gathered in early 2012. The Illinois Department of Transportation (IDOT) utilizes millions of tons of highway materials annually. The basic building materials in roadway and bridge construction are primarily aggregate, cement, and asphalt binder. The educated use of recycled materials can result in reduced cost potentials and may enhance performance; however, not all recycled materials are well suited for highway applications. The two main reasons for not utilizing a reclaimed material are 1) addition of material is a detriment to highway performance and 2) excessive cost. This report reviews current usage of various recycled materials, as well as discusses reclaimed materials not currently being utilized by the Department.]]></description>
      <pubDate>Tue, 23 Dec 2025 08:59:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617977</guid>
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