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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Gulf of Mexico Loran-C Monitor Test Plan</title>
      <link>https://trid.trb.org/View/2720096</link>
      <description><![CDATA[The project outlined in this test plan is designed to investigate the stability of LORAN-C signals in the Gulf of Mexico. The project was created in response to the needs of offshore helicopter operators whose requirement for remote instrument flight rules (IFR) navigation and non-precision approaches may be met by LORAN-C. The effects of rapidly changing atmospheric conditions will be investigated as they affect signal stability and derived position information.]]></description>
      <pubDate>Sun, 19 Jul 2026 19:13:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720096</guid>
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    <item>
      <title>Conduct Friction Testing Program, Data Analysis, and Effectiveness of Open Graded Friction Course</title>
      <link>https://trid.trb.org/View/2723384</link>
      <description><![CDATA[This report evaluates the use of skid number (SN) data for pavement friction management in New Mexico. The study reviews current pavement friction practices, consolidates historical New Mexico Department of Transportation (NMDOT) Locked Wheel Skid Trailer (LWST) data, develops roadway class specific SN thresholds, and assesses SN variability, risk, and monitoring adequacy. SN records were organized by road class, route, year, and milepost to support repeat location analysis. Safety based thresholds were developed using long term SN trends, Crash Rate Ratio (CRR) SN relationships, texture depth, directional SN behavior, seasonal variation, machine learning prediction, and geometric component assessment. Recommended base thresholds are SN = 40 for Interstate highways and SN = 38 for US and NM State highways, with higher thresholds for selected geometric components. There thresholds values were employed to monitor different locations using proximity analysis, reliability index, risk classification, monitoring adequacy, and Monte Carlo simulation. Results show higher SN risk on Interstate locations in New Mexico, especially on several I-40 segments. These threshold values should be used for NMDOT decision making for monitoring, maintenance prioritization, and future SN management.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2723384</guid>
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    <item>
      <title>Develop a Balanced Asphalt Mixture Design Procedure</title>
      <link>https://trid.trb.org/View/2723375</link>
      <description><![CDATA[Balanced Mix Design (BMD) is a performance-based approach that supplements the traditional Superpave volumetric mix design process with laboratory performance testing to achieve an appropriate balance between rutting resistance and cracking resistance. This study was conducted to develop a practical BMD framework and preliminary performance criteria for asphalt mixtures used by the New Mexico Department of Transportation (NMDOT). A comprehensive review of BMD implementation practices adopted by state Departments of Transportation (DOTs) was performed to identify commonly used performance tests and benchmark threshold values. Based on this review, a performance-modified volumetric design procedure was developed for New Mexico. Rutting and cracking performance were evaluated using the Hamburg Wheel Tracking Test (HWTT), Illinois Flexibility Index Test (I-FIT), IDEAL Rutting Test (IDEAL-RT), and IDEAL Cracking Test (IDEAL-CT). Three performance-index-based methods were proposed to determine the balanced asphalt content (AC%): (1) the HWTT–I-FIT relative performance index, (2) the IDEAL-RT–IDEAL-CT relative performance index, and (3) a combined performance index integrating all four tests. A total of nineteen asphalt mixtures representative of New Mexico materials and production practices were evaluated, including eleven laboratory-compacted short-term aged (LCSTA) mixtures and eight field-produced reheated (FMRH) mixtures. Based on the selected rutting and cracking criteria, each mixture was classified as balanced or unbalanced, and the resulting dataset was used to establish preliminary New Mexico-specific performance thresholds for BMD implementation. The recommended performance criteria include a minimum of 10,000, 15,000, and 20,000 Hamburg Wheel Tracking Test passes to reach 6 mm rut depth for mixtures containing PG 64, PG 70, and PG 76 binders, respectively; a minimum Flexibility Index (FI) of 8 (preferred ≥ 10); a minimum CTIndex of 75 (preferred ≥ 100); and a minimum RTIndex of 80 (preferred ≥ 100). The proposed BMD framework and associated performance criteria provide a practical basis for implementing Balanced Mix Design for NMDOT.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2723375</guid>
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    <item>
      <title>The New Mexico DOT Research and Climate Bureau Library Update: Welcome to the Story of Our Reopening! [video]</title>
      <link>https://trid.trb.org/View/2724652</link>
      <description><![CDATA[The New Mexico Department of Transportation re-opened its library in 2025 after being closed for several years. Speaker and solo librarian Amy Boggess shares an overview of the Research and Climate Bureau building that houses the library, the history and timeline of the library’s closing and re-opening, and progress made in establishing the new era of the library while operating in a multi-use space.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724652</guid>
    </item>
    <item>
      <title>Evaluating the carbon emission impacts of shifting to ride-pooling: A user group perspective</title>
      <link>https://trid.trb.org/View/2691082</link>
      <description><![CDATA[Ride-pooling emerges as a shared mobility mode that has the potential to reduce congestion and carbon emissions. While previous studies have explored user heterogeneity in terms of travel behavior, trip purposes and socio-demographics using various methods, few have explicitly linked these user differences to the carbon effects of ride-pooling. This study aims to categorize ride-pooling users and assess their CO₂ emission reduction capacity. First, indicators and covariates are extracted from trip and survey data of ride-pooling users in Mexico City, and a Latent Class Cluster Analysis is utilized to identify five user classes (i.e., 𝘝𝘢𝘯-𝘗𝘳𝘦𝘧𝘦𝘳𝘳𝘦𝘥 𝘛𝘳𝘢𝘷𝘦𝘭𝘦𝘳𝘴, 𝘛𝘳𝘢𝘷𝘦𝘭 𝘛𝘪𝘮𝘦-𝘊𝘰𝘯𝘴𝘤𝘪𝘰𝘶𝘴 𝘛𝘳𝘢𝘷𝘦𝘭𝘦𝘳𝘴, 𝘔𝘰𝘳𝘯𝘪𝘯𝘨 𝘗𝘦𝘢𝘬 𝘊𝘰𝘮𝘮𝘶𝘵𝘦𝘳𝘴 - 𝘖𝘤𝘤𝘢𝘴𝘪𝘰𝘯𝘢𝘭 𝘙𝘪𝘥𝘦-𝘱𝘰𝘰𝘭𝘪𝘯𝘨 𝘜𝘴𝘦𝘳𝘴, 𝘍𝘳𝘦𝘲𝘶𝘦𝘯𝘵 𝘙𝘪𝘥𝘦-𝘱𝘰𝘰𝘭𝘪𝘯𝘨 𝘛𝘳𝘢𝘷𝘦𝘭𝘦𝘳𝘴, 𝘢𝘯𝘥 𝘍𝘰𝘳𝘮𝘦𝘳𝘭𝘺 𝘗𝘳𝘪𝘷𝘢𝘵𝘦 𝘛𝘳𝘢𝘷𝘦𝘭𝘦𝘳𝘴). Then, the CO₂ reduction capacity of different user classes is obtained by comparing the emissions using ride-pooling and its alternative modes. The results show that 𝘝𝘢𝘯-𝘗𝘳𝘦𝘧𝘦𝘳𝘳𝘦𝘥 𝘛𝘳𝘢𝘷𝘦𝘭𝘦𝘳𝘴 𝘢𝘯𝘥 𝘍𝘰𝘳𝘮𝘦𝘳𝘭𝘺 𝘗𝘳𝘪𝘷𝘢𝘵𝘦 𝘛𝘳𝘢𝘷𝘦𝘭𝘦𝘳𝘴 can reduce CO₂ emissions, while other classes of ride-pooling users increase emissions. In addition, the CO₂ reduction capacity of high-income ride-pooling users is prominent, based on their replacement of car trips, while ride-pooling users that replace other modes of public transport due to personal security concerns (mostly women in our study) increase emissions, indicating the need to address the social and environmental sustainability of public transport and shared mobility in an integrated manner.]]></description>
      <pubDate>Mon, 13 Jul 2026 10:45:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691082</guid>
    </item>
    <item>
      <title>From Ports to Projects: Estimating the Impact of Supply Chain Volatility and Trade Policy Changes on Construction Material Prices</title>
      <link>https://trid.trb.org/View/2688606</link>
      <description><![CDATA[Construction material markets are often reliant on imported commodities. Import tariffs and temporary trade barriers disrupt supply chains, presenting stakeholders with uncertainties regarding how such disruption impacts construction material prices. Despite the plethora of research efforts that examine the effects of economic conditions on construction material prices, the impacts of the import quantities remain understudied. This paper fills this knowledge gap usig a multistep methodology. First, the prices of major construction materials and the quantities of the relevant imported commodities are retrieved. Second, the stability of their historical trends was assessed using econometrics-based tests. Third, a nonlinear autoregressive distributed lag (NARDL) framework is employed to investigate the potentially asymmetric impacts of increases and decreases in import quantities on the construction material prices. The framework is demonstrated using the prices of 15 construction materials in the United States and import quantities from Canada, Mexico, China, and world total. For the 15 materials, prices respond asymmetrically to import shocks; increases and decreases in import quantities have unequal effects for at least one source country. Mexican hot-rolled steel surges are followed by a 2.5% rise in US prices in the long term, while a 10% increase in Canadian fabricated metal imports is accompanied by a short-term price decline of 0.66% at a five-month lag. The results indicate that local production capacity of cement and concrete and crude oil prices drive cement-dependent material prices more than import flows. Due to construction supply chain effects, the prices of prefabricated structural wood members increase by 18.1% in the long run when global lumber imports decline. By modeling how import shocks propagate through upstream and downstream prices, the NARDL framework facilitates prescient procurement strategies of construction materials amid persistent supply chain volatility and evolving trade policies. Owners, contractors, and other associated stakeholders can simulate a shift in steel, cement, or lumber inflows months ahead, identify vulnerable supply lines, and adjust budgets, bids, and contracts proactively.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688606</guid>
    </item>
    <item>
      <title>Optimum Locations for the Benefits of Green Infrastructure (GI) on the NMDOT Transportation System</title>
      <link>https://trid.trb.org/View/2720101</link>
      <description><![CDATA[This study was initiated to assist the New Mexico Department of Transportation (NMDOT) in identifying, evaluating, and prioritizing locations across the state where green infrastructure (GI) can be strategically implemented to address pressing roadway maintenance challenges and growing climate-related vulnerabilities. As New Mexico experiences increasing variability in precipitation patterns—ranging from prolonged droughts to intense, short-duration storms—transportation infrastructure is facing greater risks from flooding, erosion, sedimentation, and vegetation overgrowth or undergrowth. Climate change could also accelerate the emergence of new exotic plant species or create more favorable conditions for exotic species that are already established within the state. These issues result in repeated maintenance interventions, increased costs, and disruptions to roadway performance and safety. Green infrastructure offers an effective, nature-based approach to enhance roadway resilience while providing co-benefits for water quality, habitat connectivity, and long-term cost savings. Unlike conventional "gray" infrastructure, GI techniques such as bioswales, vegetated sponges, sediment basins, and check dams are designed to mimic natural hydrologic processes. When implemented appropriately, GI can reduce surface runoff, stabilize soils, manage sediment, and decrease the frequency and severity of drainage-related failures. These functions are especially important in New Mexico’s arid and semi-arid landscapes, where high-intensity rainfall can rapidly overwhelm traditional drainage systems and accelerate degradation of roadside features. This work addresses NMDOT’s growing need to integrate GI into the early stages of project planning and design, particularly within the agency’s right-of-way (ROW). Proactive identification of high-opportunity GI locations allows NMDOT to align infrastructure investments with environmental performance, maintenance reduction, and regulatory compliance.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720101</guid>
    </item>
    <item>
      <title>Chip Seal for Uniform Usages Across the Districts of NMDOT</title>
      <link>https://trid.trb.org/View/2720103</link>
      <description><![CDATA[Chip seals are a cost-effective pavement preservation treatment widely used by the New Mexico Department of Transportation (NMDOT) to extend pavement life and improve surface performance. Despite their extensive application, NMDOT has not previously adopted a standardized design procedure or construction specification, resulting in variability across districts. This research reviewed current practices, analyzed performance trends using Pavement Management System (PMS) data, and developed a formal design methodology tailored to New Mexico’s conditions. The Modified Kearby method, documented in AASHTO R 102-22, was selected as the most suitable design approach based on its practicality and compatibility with available resources. Laboratory testing of 13 aggregate sources, including reclaimed asphalt pavement (RAP), revealed significant variability in material properties and application rates, confirming the need for project-specific design. Validation through two field projects demonstrated strong agreement between laboratory-designed and field-applied rates, supporting adoption of the method. PMS analysis showed that chip seals generally perform well, with minimal bleeding and acceptable aggregate retention. Service lives average six to eight years, consistent with current practice. The study recommends adopting the Modified Kearby method, implementing statewide specifications, integrating PMS data into project selection, and constructing pilot test sections in each district during initial implementation. These measures will improve consistency, optimize material usage, and enhance long-term performance of chip seal treatments across New Mexico.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720103</guid>
    </item>
    <item>
      <title>InspectAR: Bridge Inspection Using Augmented Reality and Artificial Intelligence</title>
      <link>https://trid.trb.org/View/2720104</link>
      <description><![CDATA[Bridge inspections are critical for maintaining infrastructure safety and reliability, requiring inspectors to conduct thorough evaluations of structural components and document their conditions. However, traditional inspection workflows rely heavily on manual measurement and data entry, which introduces inefficiencies, inconsistencies, and transcription errors. This research explores the application of Augmented Reality (AR) and Computer Vision (CV) in bridge inspections through the development of an AR-based head-mounted display system. By overlaying digital annotations, enabling hands-free interaction, and integrating automated measurement tools, the proposed system supports enhanced data collection, visualization, and more efficient data conversion in the office. Through field testing with bridge inspectors, we evaluated the usability and practicality of various AR-based inspection techniques. Key findings from real-world testing indicate that AR improves spatial awareness by anchoring annotations and data directly to defects of interest on the bridge structure. The integration of CV for crack quantification has value for facilitating measurements at a distance, but its usability as a fully automated tool is low at this time. The team determined that the best way to ensure reliability in assessments was a hybrid approach where CV is guided by the inspector, with flexibility to bypass it altogether if preferred.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720104</guid>
    </item>
    <item>
      <title>Polymer Concrete Joints for Precast Bridge Elements in Accelerated Construction</title>
      <link>https://trid.trb.org/View/2720102</link>
      <description><![CDATA[Accelerated Bridge Construction (ABC) relies on prefabricated bridge element systems (PBES) to reduce construction time and minimize traffic disruption. In such systems, closure joints play a critical role in ensuring structural continuity and long-term durability. Conventional cementitious closure materials often require extended curing times and may be susceptible to cracking, shrinkage, and durability-related degradation, which can compromise accelerated construction objectives. This study evaluates the feasibility of polymer concrete (PC) as an alternative closure joint material for longitudinal joints in prefabricated slab bridges. A comprehensive experimental program was conducted in four interconnected phases to assess the mechanical, bond, thermal, and structural performance of PC under conditions representative of field applications. Phase I focused on material-level characterization of six commercially available polymer concrete products representing four polymer classes, including epoxy-based, polyester-based, polymethyl methacrylate (PMMA), and polyvinyl ester (PVE) systems. Phase II investigated bond behavior between selected PC types and both reinforcing steel and conventional concrete. Phase III evaluated the residual mechanical and bond properties of PC after exposure to thermal cycling and subzero temperatures. Phase IV assessed the structural behavior of large-scale prefabricated slab bridge specimens incorporating PC closure joints. The findings establish polymer concrete—particularly PMMA- and PVE-based systems—as a viable closure joint material for prefabricated slab bridges. The study provides experimental evidence supporting the use of performance-based material specifications, rational splice detailing, and construction practices necessary for successful field implementation in accelerated bridge construction.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720102</guid>
    </item>
    <item>
      <title>Quantifying Disproportionate User Costs Caused by Pavement Conditions</title>
      <link>https://trid.trb.org/View/2685575</link>
      <description><![CDATA[Pavement conditions are often linked to safety outcomes, greenhouse gas emissions, and a region’s economic development. While a pavement management program aims to improve overall network conditions over time, recent research shows that the burden of poor condition pavements falls proportionally on certain corridors or regions within the network. Moreover, recent studies have highlighted the lack of standardized performance measures for evaluating disproportional impacts among road users. For these reasons, this paper proposes new metrics to quantify the monetary impacts on road users, aiming to better understand the impacts. We compared the existing federal measures with the new metrics proposed to quantify the economic impact of pavement conditions on road users, followed by a detailed discussion of the proposed new set of performance measures. The effectiveness of these measures was demonstrated using New Mexico as a case study, a state with a 50.2% Hispanic population and 18.4% of residents living in poverty. The methodology was designed to be replicable using public data available to state departments of transportation. The new performance measures provide additional perspectives beyond those offered by federal pavement condition percentages. In summary, this paper demonstrates that the proposed measures help identify pavement condition disparities that could impact areas disproportionally and can help state departments of transportation assess the need for targeted, localized approaches to budget allocations and infrastructure investment.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685575</guid>
    </item>
    <item>
      <title>The journey matters: How do built environment and safety perceptions shape walking experiences around metro stations in Monterrey, Mexico?</title>
      <link>https://trid.trb.org/View/2712743</link>
      <description><![CDATA[Latin America's motorization rate has exceeded the global average over the past decade, at the expense of public transport use. However, walking remains the primary mode of transportation, accounting for one in every three trips. While research has advanced the understanding of how perceptions of the built environment factors relate to walking behavior, how these factors influence pedestrians' walking experiences is less explored. This study examines how pedestrians' perceptions of urban and social environment factors shape walking experiences within public transportation catchment areas, using data collected from a sample of adults in Monterrey, Mexico. The authors conducted intercept surveys around two metro stations and estimated a structural equation model to examine direct and indirect effects of latent constructs on walking experiences. The findings indicate that perceived safety plays a significant role in mediating the relationship between the built environment and walking experience. How people perceive pedestrian infrastructure affects their walking experience directly and indirectly through safety perceptions, with varying impacts across stations. Additionally, how people perceive pedestrian infrastructure at the station in comparison to that of their home neighborhood can influence their trip quality. These insights can help us understand how the urban environment affects walking experiences in Mexican metropolitan areas and can help inform better urban design around public transit stations. Future investments in pedestrian infrastructure should consider the mediating role of safety from crime and traffic to ensure that all residents can benefit from these investments.]]></description>
      <pubDate>Fri, 26 Jun 2026 13:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712743</guid>
    </item>
    <item>
      <title>Exploring industrial policy pattern in developing countries' automotive industry: a comparative mixed-approach analysis</title>
      <link>https://trid.trb.org/View/2681370</link>
      <description><![CDATA[This paper undertakes a comparative analysis of industrial policy approaches across four developing economies - China, Mexico, Thailand, and Turkey - in the automotive sector. Employing a mixed-methods approach through Boolean algebra, the study identifies key policy combinations that correlate with successful industry outcomes. The study proposes a phased policy model: in the first phase, countries should focus on import substitution, export promotion, and establishing joint ventures. In the same time, it is good to pay attention to policies supporting research and development, and human resource development. Second phase contains cross-border investment policies to further support industry growth.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681370</guid>
    </item>
    <item>
      <title>Predictive Analytics for Target Zero Initiative Recommendations
</title>
      <link>https://trid.trb.org/View/2717344</link>
      <description><![CDATA[Target Zero is a transformative initiative working to develop a plan of recommendations for 
New Mexico Department of Transportation (NMDOT) to improve its practices and build a transportation safety culture in New Mexico. The initiative will coordinate safety-aligned programs across NMDOT to elevate their impact statewide. The recommendations in the plan have been developed based on transportation professionals’ insights and literature reviews. However, there is a gap in our understanding of what to expect from these recommendations. To plan how and when we will reach the goal of zero traffic fatalities, we need to conduct predictive analytics research to anticipate the impact of our recommendations on transportation in New Mexico. ]]></description>
      <pubDate>Tue, 23 Jun 2026 13:34:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717344</guid>
    </item>
    <item>
      <title>Graphic Air Traffic Control Study of the Mexico City Terminal Area</title>
      <link>https://trid.trb.org/View/2709280</link>
      <description><![CDATA[The specific objective of this study is to analyze and improve, through the use of graphic study techniques, the capability of the Mexico City terminal area to accommodate existing and projected air traffic demands.]]></description>
      <pubDate>Sun, 21 Jun 2026 18:09:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709280</guid>
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