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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Noise on wheels: Decoding urban road traffic noise dynamics using a smartphone noise-based application</title>
      <link>https://trid.trb.org/View/2612420</link>
      <description><![CDATA[In recent years, an alarming rise in noise pollution has been caused by increased vehicle volume on the road. Because traffic noise is a major social and physical health risk, periodic measurements are necessary to improve environmental noise level monitoring and management in our cities. This necessitates a noise monitoring tool that is accessible, affordable, and simple to use. In this study, the reliability and effectiveness of smartphones were evaluated as noise-level measuring tools. Furthermore, this study applied a multiple regression method to develop a statistical traffic noise model for the study locations in Kumasi using collected data on noise levels and other traffic parameters. The model featured the effect of vehicle class (light and heavy vehicles), average speed of vehicles, road class (arterial, collector and local roads) and associated vehicle honking on traffic noise levels. Holistically, findings revealed that speed, honking sound, heavy vehicles and collector roads are the most significant factors impacting an increase in road traffic noise. The traffic noise levels were compared to the Environmental Protection Agency's permissible limit and were found to be relatively higher. This implies that the roadside residents may be at risk of several adverse health effects posed by traffic noise pollution.]]></description>
      <pubDate>Wed, 14 Jan 2026 17:40:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612420</guid>
    </item>
    <item>
      <title>Laser System User Guide</title>
      <link>https://trid.trb.org/View/2582266</link>
      <description><![CDATA[This guide provides instructions on operating a specific laser system for measuring seal coat quality.]]></description>
      <pubDate>Mon, 24 Nov 2025 11:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582266</guid>
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    <item>
      <title>Estimating Depth to Bedrock Beneath Pavement Using the SRBA Prototype</title>
      <link>https://trid.trb.org/View/2582249</link>
      <description><![CDATA[This manual describes the setup and operation of the prototype Seismic Refraction Bedrock Analyzer (SRBA) and the analysis of data acquired with the instrument. The SRBA prototype was constructed at the Bureau of Economic Geology to aid in the estimation of bedrock depths and seismic velocities beneath paved surfaces. It employs a fixed array of ground-motion detectors (geophones) and a movable seismic source to acquire seismic refraction data that can be analyzed to produce two-layer, planar models of seismic velocity changes in the near surface. The instrument was designed and constructed during studies completed for the Texas Department of Transportation (TxDOT) to determine whether existing geological data could be used to estimate bedrock depth to allow better analysis of falling-weight deflectometer data (Paine, 1999; Paine and Murphy, 2000).]]></description>
      <pubDate>Sat, 22 Nov 2025 17:17:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582249</guid>
    </item>
    <item>
      <title>CR7 Measurement and Control System Instruction Manual</title>
      <link>https://trid.trb.org/View/2582239</link>
      <description><![CDATA[This is the instruction manual for the CR7 measurement and control system. The contents are presented in the following sections: Overview; Programming; Data Retrieval/Communication; Programming Examples; Instructions; Measurements; Installation; Appendix A - Glossary; Appendix B - CR7 PROM Signatures for Systems Equipped with Standard Software; Appendix C - Binary Telecommunications; and Appendix D - Calibration Procedures. An Index is provided. The CR7 measurement and control system was developed by Campbell Scientific, Inc.]]></description>
      <pubDate>Tue, 18 Nov 2025 11:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582239</guid>
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    <item>
      <title>Operationalizing Smartwatch Technology to Measure and Mitigate Heat Stress Among Maritime Transportation Workers</title>
      <link>https://trid.trb.org/View/2620601</link>
      <description><![CDATA[Workers in the maritime transportation industry are being exposed to high-heat and high-humidity conditions, exacerbating their risk of developing heat-related illnesses. They include port and harbor operations, marine cargo handling, navigational services to shipping, and other support activities for water transportation. Heat-related illnesses range in severity from muscle cramps and spasms; to heat exhaustion, which if left untreated, can progress to a more serious condition; to heat stroke, a life-threatening emergency that requires immediate medical attention. Smartwatches have the potential to function as a means for detecting when a heat-related illness is imminent and/or progressing, leading to an opportunity for the risk to be mitigated through intervention. In a current MarTREC project that is nearing completion, the potential for smartwatch heat stress management has been explored by addressing the following research questions: (1) What are key indicators that can be used to quantify heat stress? (2) Can a smartwatch be used to measure heat stress in outdoor working environments? (3) Is it possible to communicate the onset of heat-related illnesses by incorporating a complete closed feedback loop? This project has made considerable progress in examining these questions, which began with conduct of a comprehensive literature review to identify the state-of-the-practice and where research gaps currently exist. These results then informed the development of a conceptual design with the goal of field-testing the application in a small-scale pilot study. The pilot study demonstrated promising results for the developed technology and its application to be feasibly utilized in an operational environment. The project aims to take this next step, namely to operationalize the technology and application in a maritime setting and to evaluate its effectiveness. More specifically, the goal of the research project is to implement the application for maritime use such that the technology can alert workers and their supervisors in real time about the onset of heat stress, provide immediate intervention, and contribute to the development of company-wide heat mitigation policy. Ultimately, the proposed project will determine the practicality of deploying smartwatch-based heat stress monitoring systems in this challenging environment.]]></description>
      <pubDate>Mon, 10 Nov 2025 09:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620601</guid>
    </item>
    <item>
      <title>Peak Flow Regression Equations for Small Drainage Basins in Central and Eastern Montana</title>
      <link>https://trid.trb.org/View/2617192</link>
      <description><![CDATA[Accurate peak-flow rates are needed by the Montana Department of Transportation (MDT) to properly size culverts and bridges on highway stream crossings. For stream crossings with drainage areas less than one square mile, one of the current methods available for estimating peak-flow rates is the set of Nallick peak-flow regression equations in the MDT hydraulics manual (MDT, 2022).

The Nallick regression equations as presented in MDT (2022) use drainage area, average annual precipitation, and 25-year 1-hour rainfall intensity to estimate peak streamflow for 2, 5, 10, 25, 50, and 100-year return intervals and are applicable to small drainage basins (less than 1 square mile) in the plains east of the Continental Divide. The equations were developed using data collected through 1988. Since 1988, more advanced methodologies have emerged for determining the three explanatory variables (drainage area, average annual precipitation, and 25-year 1-hour rainfall intensity) used in the equations. Furthermore, additional peak-flow data collected on small drainage basins and improved methods of peak-flow frequency analysis offer opportunities to improve the streamgage peak-flow frequency estimates used to develop the regression equations. Generalized least-squares (GLS) analysis and machine learning methods offer further potential to improve the mathematical development of the equations.

Records in the Transportation Research Board (TRB) database have emphasized the need for accurate peak-flow information to use in hydrologic modeling and infrastructure design. MDT and the U.S. Geological Survey (USGS) have been addressing this deficiency in peak-flow information by maintaining a crest-stage gage (CSG) network in Montana that has been collecting peak-flow data since 1955 (Sando, 2021). CSGs are simple streamgages that only record the peak stage between visits to the gage. This CSG system is especially important for collecting data in small drainage basins that are often overlooked by continuous streamflow gages. Part of the goal of the CSG network is to collect data for developing peak-flow regression equations at ungaged sites. Peak-flow variability in Montana generally increases as drainage area decreases (Sando, 2021). This variability emphasizes the need for updated regression equations that can effectively predict peak-flow rates in smaller drainage basins.

The work proposed in this project will produce updated regression equations to replace the Nallick peak-flow equations. Project tasks include camera monitoring on small streamgages, Lidar-derived basin delineations, calculation of basin characteristics, and peak-flow frequency analysis to supply the inputs needed for updated regression equations. The updated equations will be derived using generalized or weighted least squares methods and informed by exploratory machine learning analysis. By integrating advanced methods for estimating the explanatory variables and utilizing the extensive peak-flow data collected through the CSG network, this project has the potential to enhance the accuracy and reliability of peak-flow predictions for small drainage basins. Ultimately, this project aims to provide MDT with improved tools for infrastructure design, ensuring that stream crossings are appropriately sized to accommodate the peak-flows occurring in small drainage basins.]]></description>
      <pubDate>Mon, 03 Nov 2025 11:55:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617192</guid>
    </item>
    <item>
      <title>Improved Calibration Procedure for British Pendulum Tester</title>
      <link>https://trid.trb.org/View/2407408</link>
      <description><![CDATA[Regular periodic calibration is important to ensure the accuracy of measurements of British pendulum test (BPT). The current standard calibration procedures of BS EN 13036 and ASTM E303 are widely adopted by pavement engineering community. Studies by different research groups have shown that test results of BPT devices complying with standard calibration requirements have good repeatability, but could have deviations of 10% or more. The present research presents a detailed examination of the impact of the limiting values of the main calibration parameters of BPT devices. Since it is difficult to study by means experimental measurements the impact of any pendulum parameter value within the allowable range on BPN (British pendulum number), a finite element model was adopted in this research based on the mechanics of the BPT test process. The simulation results showed that BPT devices satisfying the calibration requirements of any standard could produce measurements with uncertainty of more than 23% of their mean test value. By tightening the calibration parameter range according to the actual needs of the user, this study shows that the uncertainty of the BPT measurements can be controlled within an acceptable range.]]></description>
      <pubDate>Mon, 22 Sep 2025 17:13:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407408</guid>
    </item>
    <item>
      <title>Development of a Scanning Laser System for Measuring Seal Coat Quality</title>
      <link>https://trid.trb.org/View/2572361</link>
      <description><![CDATA[In this project, a 3-D laser scanning imaging system based on auto-synchronized scanning is developed for evaluation of seal coat quality. Compared to the classical triangulation technique, this approach does not sacrifice the system resolution for the large field of view. To achieve high-speed measurement, a PSD (Position Sensitive Detector) is used in the prototype system instead of a CCD (Charge Couple Device), which is usually used in the common imaging system. By using a galvanometer scanner, the system can scan up to 100 lines per second. Compared to the previous mechanical scanning device, which gives two scan lines per second, the new system is more suitable for highway speed measurement. The system is tested both in the lab with different distances. The result shows the great potential of this system to be applied in pavement survey.]]></description>
      <pubDate>Tue, 16 Sep 2025 12:00:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572361</guid>
    </item>
    <item>
      <title>Feasibility Study of Scanning Laser Systems for Measuring Seal Coat Quality</title>
      <link>https://trid.trb.org/View/2572362</link>
      <description><![CDATA[In this project the researchers developed a methodology, two hardware systems, and software to evaluate seal coat quality at highway speed. The methodology is based on mean profile depth (MPD) measured by high speed laser devices. The two hardware systems are texture laser device and scanning laser device. A high-speed texture laser and a 3-D scanning laser system based on auto-synchronized scanning technology are developed in this project. A mean profile depth algorithm based on ASTM standard has been developed and embedded into both point laser and scanning laser devices. The two different devices are mounted on a measurement van and field-tested in pavement sections in San Antonio, Texas. The results of these devices are compared with the MPD value measured by outflow meter. The results are proved to be accurate and can be used in a high-speed measurement in harsh environment. A criterion of automatically identifying a pavement section for flushing, shelling or normal surface conditions is also developed using the field data from both devices. This project is jointly performed by the University of Houston (UH) and the University of Texas at San Antonio (UTSA). UH is responsible for hardware, software and field tests of the laser devices, while UTSA is responsible for identifying test sections and performing CMT and outflow meter measurements.]]></description>
      <pubDate>Tue, 16 Sep 2025 12:00:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572362</guid>
    </item>
    <item>
      <title>Evaluation of Seal Coat Performance Using Macro-Texture Measurements</title>
      <link>https://trid.trb.org/View/2572360</link>
      <description><![CDATA[The Texas Department of Transportation (TxDOT) spends over $250 million per year to maintain almost 200,000 miles of roadway with more than 450 million vehicle miles per day. Seal coats are very important for the Department’s preventive maintenance program. Seal coats are one of the most important elements of pavement maintenance because they slow down pavement deterioration. It is less expensive to seal coat roads with low traffic volumes every few years than it is to overlay or completely replace the road. Seal coats also beautify and seal the road from water. In addition, seal coats are instrumental in maintaining and recovering skid resistance, which is a major safety requirement in pavement maintenance. The purpose of this research project is to develop an objective technique to accurately evaluate pavement distresses including raveling (loss of aggregate) and excess binder (flushing or bleeding). Current methods available to evaluate seal coat distresses are very subjective and they include visual inspection by different people. This method is subject to different interpretation by the different inspectors with different levels of knowledge and experience on pavement distresses. Currently, there is no method based on equipment measurements to scientifically evaluate the performance of seal coats and reduce the subjectiveness of seal coat performance evaluations. A methodology based on texture could be an option to measure seal coat performance as affected by flushing and raveling. Two portable tools are available for measuring pavement texture and need to be evaluated for measuring texture of seal coats, the Circular Track Meter (CTM) (ASTM E 2157 – 01) and the Outflow Meter (OFM) (ASTM E 2380 – 05). The CTM and the OFM provide measurements of pavement texture that has been shown to correlate with skid resistance. The CTM would be the most feasible and practical for a TxDOT inspector to carry in his or her truck. The Outflow Meter is also simple to use and it only requires water to operate. On the other hand, the CTM is several times more expensive than the OFM; it requires the use of a laptop computer, and preferably two people to operate. The correlation between the OFM and the CTM will be presented later in this report. In addition, preliminary performance curves for seal coats based on texture degradation are also reported. A factorial table of seal coat test sections based on age and traffic was defined by this research project and pavement texture data were collected using the CTM and OFM. These data were summarized to develop CTM and OFM correlations. In addition, the research developed seal coat failure criteria based on texture and makes recommendations on how to establish a systematic procedure to evaluate seal coats.]]></description>
      <pubDate>Mon, 15 Sep 2025 11:31:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572360</guid>
    </item>
    <item>
      <title>Evaluating Effectiveness and Developing a Use Plan for the RetroTek Retroreflectometer</title>
      <link>https://trid.trb.org/View/2593937</link>
      <description><![CDATA[The Kentucky Transportation Cabinet (KYTC) acquired a new mobile retroreflectometer whose measurement accuracy needs to be fully tested. The Cabinet also needs to verify the unit will be accessible to and operable within all Districts and compare its serviceability to retroreflectometers that have been used in the past. Once the unit’s performance has been evaluated, KYTC needs to develop a blueprint for incorporating it into its pavement markings maintenance plan. This entails documenting requirements for retroreflectivity measurements, authoring a user’s manual, and developing use schedules.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:32:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593937</guid>
    </item>
    <item>
      <title>Development of a Laser Based Texture Measuring System</title>
      <link>https://trid.trb.org/View/2570747</link>
      <description><![CDATA[This project has been successful in developing a high-speed instrumentation system for macrotexture measurements and a laboratory system for static field and laboratory microtexture measurements. Both systems have been made available to the Texas Department of Transportation (TxDOT) for implementation. This report provides details on these two systems.]]></description>
      <pubDate>Tue, 26 Aug 2025 14:34:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2570747</guid>
    </item>
    <item>
      <title>Real-Time Data Acquisition for Surface Measurement/Implementation of Intelligent Bus Systems for Distress Measurements</title>
      <link>https://trid.trb.org/View/2567188</link>
      <description><![CDATA[This report provides specific details on much of the work done on a project for the Texas Department of Transportation (TxDOT) for providing the capability for making pavement distress measurements. The report primarily contains hardware and design procedures used to implement the Texas Profiler/Rut-Bar systems and which will be useful for TxDOT personnel in using and maintaining this equipment.]]></description>
      <pubDate>Sat, 23 Aug 2025 18:22:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567188</guid>
    </item>
    <item>
      <title>Impact of Pavement Friction on Traffic Safety, Phase I: Pavement Friction Evaluation</title>
      <link>https://trid.trb.org/View/2576287</link>
      <description><![CDATA[Pavement friction significantly contributes to roadway safety by providing the grip required for safe travel. The Iowa Department of Transportation (DOT) has long recognized the importance of evaluating pavement skid resistance and its impact on traffic safety. Several devices have been developed to measure skid resistance. The Iowa DOT currently uses the locked-wheel skid tester (LWST), which is well accepted across the United States and globally. Due to its relatively narrow speed range and limitations on curves and short, low-speed segments, various types of continuous friction measurement equipment (CFME) have been proposed as alternatives, including the GripTester and sideway-force coefficient routine investigation machine (SCRIM). A broader issue in friction measurement is repeatability and reliability under different operational conditions, with temperature, pavement wetting, and test speed affecting the correlation between different devices. This study aimed to evaluate candidate CFME technologies for their ability to measure pavement friction at different test speeds and in different operational conditions relative to the LWST currently available at the Iowa DOT. Promising CFME technologies were selected, and a testing program based on statistical procedures was designed to evaluate the devices’ suitability for pavement friction evaluation in relation to the friction demand and safety analysis. CFME and LWST testing was performed at three asphalt and three concrete pavement test segments at different speeds and using smooth and ribbed tires, and tests were repeated on different days to determine performance in different operational conditions. A dynamic friction tester (DFT) and laser texture scanner (LTS) were used to verify the correlation between the CFME and LWST and to investigate the impact of pavement texture on dry and wet skid resistance. The research resulted in guidance and recommendations for friction evaluation on different components of the network, including curves and low-speed segments. These outcomes represent a step toward a consistent procedure for both routine pavement friction evaluation at the network level and spot investigation for high-risk areas.]]></description>
      <pubDate>Wed, 06 Aug 2025 15:00:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576287</guid>
    </item>
    <item>
      <title>Development of Design Profiles &amp; Parameters using Measurement While Drilling (MWD) and Permeafor Data</title>
      <link>https://trid.trb.org/View/2582031</link>
      <description><![CDATA[The New Hampshire Department of Transportation (NHDOT) has recently invested in two new technologies to improve geotechnical site characterization for stormwater best management practices (BMPs) and to improve the efficiency and accuracy of geotechnical subsurface models for bridge and roadway designs.  The need for time consuming borehole infiltration testing and standard penetration testing may be reduced through further deployment of Permeafor and Measurement While Drilling (MWD).  
This project will advance integration of these technologies by ensuring current hardware, software, and data analysis methods are updated with best available methods.  It will also assist in installation and troubleshooting of new equipment on a recently acquired drill rig, train field staff on the use and care of these technologies, and train technical staff on data reduction and interpretation of results. Specifications will be proposed for inclusion in the NHDOT Geotechnical Manual. 
This project builds upon work conducted under previous Projects 26962 and 42372F which led to significant improvements in the capabilities of the NHDOT Geotechnical section to meet their needs for the design of various structures across New Hampshire. These efforts will support more efficient use of design and construction resources, reduce the chance of delays due to unexpected subsurface conditions, and potentially help reduce the time associated with conventional subsurface investigation programs in the long term.  ]]></description>
      <pubDate>Thu, 24 Jul 2025 14:03:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582031</guid>
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