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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>OPERATIONAL GUIDELINES FOR SHORT-TERM TOTAL FREEWAY CLOSURES</title>
      <link>https://trid.trb.org/View/266178</link>
      <description><![CDATA[Maintenance or construction work which requires closing all the main lanes of an urban freeway creates a need for special traffic management techniques.  Field studies were conducted at three freeway closures in Houston to observe traffic operations and identify problem areas and successful management strategies:  1) IH-610 (East Loop) at SH-225 was closed on a Saturday for repair work on the bridge connecting SH-225 West with IH-610 South.  The bridge required reconstruction as a result of damage sustained during a severe truck accident and fire.  2) The northbound lanes of IH-45 (Gulf Freeway) was closed between IH-610 (South Loop) and downtown Houston on a Saturday to move prtable concrete barriers.  3) The construction of a "flyover" ramp for an Authorized Vehicle Lane necessitated the closure of westbound IH-10 (Katy Freeway) at IH-610 (West Loop) during a weekend. All three closures were done as part of the sequence of work on construction projects. This report presents general operational guidelines and recommendations based on the findings of the three field studies.  The guidelines are not intended to provide information on all aspects of traffic control at freeway closure work zones. Rather, they were intended to supplement standard work zone traffic control procedures.  The guidelines are organized into four broad categories: Advance Planning; Advance Notification; Traffic Management; and Law   Enforcement.  (Author) Enforcement.  (Author)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:01:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/266178</guid>
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    <item>
      <title>DEVELOPMENT OF SPECIFICATIONS OF HOT AND COLD APPLIED TRAFFIC PAINTS</title>
      <link>https://trid.trb.org/View/41533</link>
      <description><![CDATA[Traffic line striping has usually necessitated lane closures and traffic control to keep vehicles from tracking the fresh paint. To alleviate the safety hazards and time consuming coning and retrieving operation, California designed and built a fleet of hot stripers. These stripers heat traffic paint to around 200F, and apply traffic paint stripes that dry to a no-track condition in 30 seconds or less. No cones or other traffic control devices are necessary. To accomplish the 30-second no-track dry time, existing traffic paints had to be reformulated. This report describes the formulation of paints for use in these hot stripers as well as formulations for cold applied paints. It also describes the problems with bead retention in the rapid dry paint.]]></description>
      <pubDate>Sun, 13 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41533</guid>
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    <item>
      <title>NATURAL DIVERSION AT TEMPORARY WORK ZONE LANE CLOSURES ON URBAN FREEWAYS IN TEXAS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/374266</link>
      <description><![CDATA[This report documents the results of eleven field studies at temporary work zone lane closures on urban freeways in Texas. Traffic volume and travel time data were collected at each site on days when the lane closures were implemented at each site, and compared to data collected during the same time periods on similar days without a closure present.  Study results indicated a large amount of natural diversion occurred at those sites where normal freeway traffic demands far exceeded the available capacity through the work zone.  Entrance ramp volumes were lower a considerable distance upstream of the beginning of the queue, and were even lower at ramps located within the actual freeway queuing.  Exit ramps upstream  of the queue displayed very small changes in volumes.  In contrast, the first exit ramp motorists encountered after reaching the freeway queue consistently experienced significant increases in volumes.  As a result of the significant diversion occurring at each site, freeway queuing and delays tended to reach a threshold soon after the lane closure was enacted.  The queue and delay then remained at approximately that threshold level throughout the duration of the closure.  Also discussed in this report is the application of the findings from these studies to the QUEWZ computer model for estimating queuing and road user costs at freeway lane closures.]]></description>
      <pubDate>Fri, 07 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374266</guid>
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    <item>
      <title>OPTIMAL WORK ZONE LENGTHS FOR TWO-LANE HIGHWAYS</title>
      <link>https://trid.trb.org/View/542905</link>
      <description><![CDATA[Highway pavement maintenance is very expensive not only in terms of costs to the responsible agencies, but also in terms of disruptive delays to users.  Construction and maintenance activities on two-lane two-way highways often require the closure of one travel lane.  Longer work zones and the longer cycle times associated with such zones tend to increase the user delay costs.  Maintenance work can be performed more efficiently, i.e. with fewer repeated setups, in longer zones. A mathematical model is developed to optimize the work zone length and traffic control on two-lane, two-way highways where one lane at a time is closed.  The objective is to minimize the total cost, including the agency cost and user delay cost. Unbalanced traffic flows in both directions are considered.  The optimized variables (e.g., work zone length and cycle time) and the sensitivity results generated from a numerical example are presented in this study.]]></description>
      <pubDate>Tue, 05 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542905</guid>
    </item>
    <item>
      <title>TRAVEL TIME ESTIMATION ON FREEWAYS USING LOOP DETECTORS AND AVI TECHNOLOGIES</title>
      <link>https://trid.trb.org/View/543170</link>
      <description><![CDATA[The objectives of this paper are to investigate the current application of loop detectors and Automatic Vehicle Identification (AVI) technologies used for travel time estimation on freeways and determine which technology is the better investment.  A literature review, phone interviews and a questionnaire were used to help identify the current state-of-the-practice and the advantages and disadvantages for each system.  It was found that many state agencies are familiar with installing and maintaining loop detectors and that the cost of a loop detector system to measure travel time is relatively low.  When detectors are properly maintained they produce volume and occupancy data that can be used to calculate travel time on freeways.  However, the travel time data is subject to errors in high speed or congested conditions.  Loop detectors are also prone to failure and often require maintenance, which often leads to lane closures and the interruption of traffic.  Travel time can be accurately estimated with minimal roadway equipment by using AVI technology.  Radio frequency antennas are often mounted on existing structures and spaced up to 10.8 km between reader stations.  AVI technology is ideal for traffic management and Advanced Traveler Information Systems (ATIS) due to their numerous uses of accurate travel time data.  However, the biggest drawback of AVI is the capital and installation cost. AVI is a new technology in traffic management and requires skilled personnel for the installation, software development, and operations of such a system.  AVI technology is recommended for agencies and cities using Advanced Traffic Management Systems (ATMS) and ATIS.  AVI can also extend the coverage area of ATMS beyond other data sources in use.  Due to the high initial cost, areas with existing AVI systems (i.e. electronic toll collection (ETC), electronic parking) are ideal for an AVI travel time system.  AVI travel time collection systems are clearly more reliable and accurate than loop detectors; however, the cost of AVI may be prohibitive.  Properly installed and maintained loop detectors can be used as a low cost alternative to collect travel time data.  If possible, loop detectors should be installed during construction of freeway lanes.  A hypothetical AVI travel time data collection system was implemented on 16 km (10 mi) of the LBJ Freeway in Dallas, Texas.  The system will provide travel time information to motorists and transportation agencies.  An AVI system is ideal in the area since other AVI systems, such as toll collection and parking systems, exist and have a substantial number of vehicles equipped with electronic tags.  The cost of installing and maintaining the recommended system is addressed as well as possible methods for processing travel time data.]]></description>
      <pubDate>Tue, 05 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/543170</guid>
    </item>
    <item>
      <title>OPTIMUM LENGTH OF SINGLE-LANE CLOSURES IN WORK ZONES ON RURAL FOUR-LANE FREEWAYS</title>
      <link>https://trid.trb.org/View/542019</link>
      <description><![CDATA[The lengths of single-lane closures in work zones on rural four-lane freeways are commonly based on the expected work rate in order to avoid moving the temporary traffic control zone more frequently than once a day and to limit the possibility of interfering with the work activity.  However, the analysis presented suggests that this practice may result in single-lane closures that are (a) longer than the lengths that would minimize the sum of the additional road user and traffic control costs and (b) shorter than those that would minimize the traffic control cost.  The objective of the analysis presented is to determine the optimum length of single-lane closures in long-term-stationary temporary traffic control zones on rural four-lane freeways that minimizes the sum of the additional road user and traffic control costs associated with the temporary traffic control zone.  An equation for the optimum length is derived using the methods of calculus.  The equation can be used to determine the most cost-effective and the most economical lengths of single-lane closures on rural four-lane freeways.]]></description>
      <pubDate>Fri, 18 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542019</guid>
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    <item>
      <title>THE DAY AND NIGHT OF TRAFFIC CONTROL ON CHICAGO'S BISHOP FORD HIGHWAY PROJECT</title>
      <link>https://trid.trb.org/View/487959</link>
      <description><![CDATA[This article explains how Alternate Construction Controls Inc. (ACCI), Romeoville, Illinois is completing night roadwork on Bishop Ford Highway and maintaining safety as well as traffic control. In addition to advance warning systems notifying drivers of night construction work, the following take place: Flagger stations a minimum of 500 feet before the flagger so that motorists will be prepared to stop when they see the flagger; advance warning of ramp closings; and enough taper length in advance of the lane closure.]]></description>
      <pubDate>Mon, 24 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487959</guid>
    </item>
    <item>
      <title>RAPID REDECKING</title>
      <link>https://trid.trb.org/View/486001</link>
      <description><![CDATA[A contractor replaced nearly 7,000 sq m of steel grid roadway deck filled with microsilica concrete on the Canadian part of the Thousand Islands bridge system more than one year ahead of the contracted completion date and more than a month ahead of the contractor's own schedule.  Construction began in early 1997 and was expected to be completed by November 1998.  The contract permitted only nightly closures of one lane for deck replacement, and travel delays caused by construction were expected to reduce traffic, and therefore toll revenue.  However, full crews worked the day and night shifts to help complete the project ahead of schedule.  The contractor selected galvanized stringers, clip angles, blot assemblies, and other associated structural steel elements, eliminating the need to apply two coats of epoxy paint on-site and reduced painting from a major to a minor task.  The original schedule called for replacing, on average, 1-1.5 deck panels per night.  The 102 suspension span panels were completed in 62 days, an average installation rate of nearly 1.65 panels per night.  Widening the deck forced alterations to the suspension and truss span deck supports, where floor beams span the deck laterally between either the stiffening girders of the suspension spans or the members of the truss. Originally scheduled for completion in 72 working days, stringer installation and associated structural work on the suspension bridge took only 62 days, a rate of more than five stringers per day.  Workers added extensions to the existing crossbeam using splice plates.  The contractor scheduled 148 days to install the extensions and replace the viaduct and arch span decking, but crews completed the work in 105 working days, almost 30% faster than planned.]]></description>
      <pubDate>Sat, 23 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486001</guid>
    </item>
    <item>
      <title>CONTRACTOR WINS RACE TO FINISH ROADWAY WITH DAYS TO SPARE</title>
      <link>https://trid.trb.org/View/575252</link>
      <description><![CDATA[This article describes the construction of two elevated portions of Interstate 45 through downtown Houston, completed in just 95 days each. The contractor would have been liable to pay a $53,000 daily penalty for each day beyond the completion deadline.  By the time the Texas Department of Transportation (TxDOT) began the design of the project, the cost of repairing the 30-year-old section had climbed to $500,000 per year. Occasionally, complete failures of the reinforced concrete deck were causing lane closures for emergency repairs.  The TxDOT chose to close the freeway in one direction at a time and demanded that the contractor be on the job at least 20 hours per day, seven days per week.  It specified concrete pier caps be precast and said the highway closure could not begin until the state determined that sufficient precast materials were available to prevent work interruption.  The contractor mapped out a schedule with tasks set hour by hour.  The construction project ran smoothly except for a rare ice storm that resulted in the loss of four work days.]]></description>
      <pubDate>Mon, 14 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575252</guid>
    </item>
    <item>
      <title>NYSDOT REHABS BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/470838</link>
      <description><![CDATA[Rehabilitating bridge decks and keeping the road open throughout the project calls for innovation. New York's Department of Transportation is planning a series of projects that will replace 2 million square feet of bridge deck on a 4-mile-long viaduct without long-term lane closure. The $600-million plan will start early in 1999, and will rehabilitate the Gowanus Viaduct.]]></description>
      <pubDate>Thu, 06 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/470838</guid>
    </item>
    <item>
      <title>USER'S MANUAL FOR QUEWZ-92. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/380120</link>
      <description><![CDATA[QUEWZ-92 is a microcomputer analysis tool for planning and scheduling use in freeway work zone lane closures.  It analyzes traffic conditions on a freeway segment with and without a lane closure in place and provides estimates of the additional road user costs and of the queuing resulting from a work zone lane closure.  The road user costs calculated include travel time and vehicle operating costs.  This report is a user's manual for QUEWZ-92.  After describing the capabilities and input data requirements of QUEWZ-92, it provides instructions on using Q92MENU, a menu-driven user interface, to run QUEWZ-92.  It also includes three examples to illustrate the various input and output options that are available.]]></description>
      <pubDate>Sat, 19 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/380120</guid>
    </item>
    <item>
      <title>EVALUATION OF CROSSOVER AND PARTIAL LANE CLOSURE STRATEGIES FOR INTERSTATE WORK ZONES IN INDIANA</title>
      <link>https://trid.trb.org/View/465182</link>
      <description><![CDATA[There are two main lane closure strategies for Interstate highway work zones, crossover and partial lane closure. Depending on the situation one or the other strategy may be more desirable.  However, little research has been done to develop a systematic method for selecting appropriate lane closure strategies.  The selection of appropriate lane closure strategies at Interstate highway work zones is discussed.]]></description>
      <pubDate>Tue, 15 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465182</guid>
    </item>
    <item>
      <title>QUEUING AND NATURAL DIVERSION AT SHORT-TERM FREEWAY WORK ZONE LANE CLOSURES</title>
      <link>https://trid.trb.org/View/465183</link>
      <description><![CDATA[Research conducted to explore the effects of natural diversion on traffic conditions and travel patterns upstream of temporary work zone lane closures on high-volume urban freeways in Texas is described.  Specific objectives were to explore how natural diversion affects traffic volumes at the exit and entrance ramps upstream of the lane closures and the interrelationships between the freeway and frontage road operating conditions that develop at a closure and the amount of natural diversion that occurs. The field studies showed that the rate of queue growth upstream of the short-term lane closures diminished significantly after the first hour at each site.  Eventually, the queues approached a balanced state in which the upstream end of the queue became almost stationary.  This stabilization was due to significant reductions in entrance ramp volumes both upstream of the freeway queue and within the limits of queuing, as well as to changes in exit ramp volumes within the queue.  As a result of these ramp volume changes the constrained flow rate within the queue increased as a function of the distance upstream of the actual lane closure.  Using the theory of shock waves in a traffic stream it was shown that the changes in ramp volumes and resulting impact on constrained freeway flow rates within the queue were consistent with the queue stabilization process observed at each site.]]></description>
      <pubDate>Tue, 15 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465183</guid>
    </item>
    <item>
      <title>ANALYSIS OF CRASH RATES AT INTERSTATE WORK ZONES IN INDIANA</title>
      <link>https://trid.trb.org/View/465186</link>
      <description><![CDATA[The aging Interstate system in the United States requires extensive rehabilitation and maintenance, which results in the closure of a significant portion of the system each year to accommodate work zones.  These work zones not only cause travel delay, they also create safety hazards.  An analysis of crash rates at Interstate work zones in Indiana is presented.  Crash rates in work zones were found to be higher than those on comparable highway sections without work zones.  It is believed that lane closure strategies also may influence crash potential at work zones.  An analysis of the relative safety effects of two commonly used lane closure strategies, partial lane closure and crossover, is presented.]]></description>
      <pubDate>Tue, 15 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465186</guid>
    </item>
    <item>
      <title>NEW TRAFFIC REGULATION IN RELATION TO THE TRAFFIC VOLUMES AND SAFETY IN WORKZONES IN THE NETHERLANDS</title>
      <link>https://trid.trb.org/View/462897</link>
      <description><![CDATA[Concerning road work, three issues are every important: the safety of road users, an undisturbed traffic flow (no delays), the safety of road workers. In the Dutch policy, none of these issues is more important than another, they are considered as equivalent. In 1995, based on an inquiry into traffic safety on motorways during road works, generally speaking there is a particular problem, it is comparable to the normal situation without any road work. However, collisions due to lane closures are a matter of concern. Avoiding traffic congestion from road work is a seriously increasing problem. This report shows many shortcomings, especially in the separation between workers and traffic near the work zone. To tackle the problems, a large work zone action program has been drafted.]]></description>
      <pubDate>Fri, 12 Jul 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462897</guid>
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