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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
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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>Resilient Modulus of Coarse-Grained Subgrade Soils for Pavement Design</title>
      <link>https://trid.trb.org/View/2685492</link>
      <description><![CDATA[In 2018, the Virginia Department of Transportation (VDOT) implemented the American Association of State Highway and Transportation Officials' (AASHTO) AASHTOWare-ME version 2.2.6 as the pavement design methodology for new, reconstruction, and lane-widening projects, including interstate, primary, and secondary routes with annual average daily traffic greater than 10,000 vehicles. The Mechanistic-Empirical Pavement Design Guide (MEPDG) and the AASHTOWare Pavement ME software provided an improved process for conducting pavement analysis and for developing pavement designs based on mechanistic-empirical principles. To facilitate the pavement design, MEPDG recommends the resilient modulus (Mr) to characterize the subgrade soils. As part of VDOT’s MEPDG implementation efforts, the Materials Division Soils Lab collected both fine- and coarse-grained soil samples from around the state on which to perform Mr tests. For fine-grained soils (A-4, A-5, A-6, and A-7), a correlation with unconfined compression strength was developed in a Virginia Transportation Research Council study that is currently being used to estimate design Mr for high-volume projects (annual average daily traffic > 10,000) as an alternative to actual Mr testing. Also, enough fine-grained soils were tested to determine statewide average Mr values to be used in the design of low-volume roadways (annual average daily traffic < 10,000). However, no statewide average Mr values or correlations are currently available for coarse-grained soils (A-1, A-2, and A-3). Although some actual measured Mr values of coarse-grained soil are available, they are significantly less than AASHTO-recommended Mr values (MEPDG default), which needs to be further investigated. During this study, six coarse-grained soil samples were tested for Mr at standard Proctor compactive effort: three A-2-4, one A-2-6, and two A-3. The Mr values at a confining pressure of 2 psi and a deviator stress of 6 psi were less than MEPDG-recommended default values, but they are comparable with measured values reported in the literature. Sample compaction density and moisture influenced the Mr values. The Mr value of any coarse-grained soil showed a decreasing trend with increasing degrees of saturation, a combining measure of compaction density and moisture. A few soil index properties showed good correlation with Mr values. A predictive model could not be recommended because of limited data points, that is, only six soil samples.]]></description>
      <pubDate>Mon, 30 Mar 2026 11:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685492</guid>
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    <item>
      <title>Characterization of damaged modulus master curves for asphalt pavement rehabilitation</title>
      <link>https://trid.trb.org/View/2603254</link>
      <description><![CDATA[Dynamic modulus master curve of in-situ pavement is critical for rehabilitation design as well as for predicting fatigue and permanent deformation distresses. Currently, various approaches exist to determine damaged master curves, including two conceptually different methods from the Mechanistic-Empirical Pavement Design Guide (MEPDG) with three implementation levels, as well as direct master curve backcalculation from falling weight deflectometer data. In this study, all these approaches were assessed and compared in terms of their implementation details, required testing and analysis, accuracy, and efficiency. The results indicate that, among the MEPDG methods, the first method exhibits a notable limitation due to its approach of directly replacing one coefficient of the sigmoidal function in the master curve. This approach can lead to an irregular shape of the damaged master curve. On the other hand, Level 1 of the second MEPDG method provides a logically reasonable determination of the damaged master curve. However, Level 2 and Level 3 of this method require reliable calibration coefficients to better connect the damage factor with condition survey data, as these levels use condition survey data instead of direct testing. In comparison, master curve backcalculation using the open-source program ViscoWave offers an approximation of the pavement’s damaged master curve with significantly less effort compared to the MEPDG approaches. Certain discrepancies can be observed between the backcalculated master curves and those determined by the MEPDG methods, which can be quantified through differences in the Sigmoidal coefficients. The resulting pavement-level percent damage following rehabilitation design ranges from 1.6 % to 9.2 %.]]></description>
      <pubDate>Wed, 12 Nov 2025 09:35:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603254</guid>
    </item>
    <item>
      <title>Development of a Flexible Pavement Database for Local Calibration of MEPDG</title>
      <link>https://trid.trb.org/View/2582911</link>
      <description><![CDATA[A comprehensive and reliable database capable of storing variables of flexible pavements is required for local calibration and effective statewide implementation of the Mechanistic Empirical Pavement Design Guide (MEPDG) in New Mexico. In this study, such a database (called MEPDG database) has been designed and populated with data including material properties, pavement structural characteristics, traffic, climatic conditions, and performance data from existing New Mexico Department of Transportation (NMDOT) databases and other formats. Using the database, MEPDG was calibrated to represent the local materials and pavement conditions of New Mexico. A set of calibration coefficients has been recommended for designing NMDOT pavements and allows for level 2 MEPDG analysis. In addition, advanced statistical analyses such as parametric and nonparametric regressions were performed to rank New Mexico pavement design inputs as high-to-moderate-to-low sensitive to pavement performance.]]></description>
      <pubDate>Tue, 21 Oct 2025 11:36:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582911</guid>
    </item>
    <item>
      <title>Laboratory Dynamic Modulus of Asphalt Mixes and Resilient Modulus of Soils throughout New Mexico for the Implementation of Mechanistic Empirical Pavement Design Guide Part 1: Laboratory Dynamic Modulus of Asphalt Mixes</title>
      <link>https://trid.trb.org/View/2582901</link>
      <description><![CDATA[This report presents dynamic modulus (E*) testing results conducted on three plant produced and two laboratory prepared asphalt mixes. The AASHTO TP 62-07 test standard is followed for E* testing. E* mastercurves are developed for all mixes. The E* mastercurve plots show that Superpave (SP) SP II mixes have higher dynamic modulus than SP III mixes. The SP-IV mix exhibits lowest dynamic modulus. The accuracy of test results is insured through independent assurance (IA) tests. One-way analysis of variance (ANOVA) shows that there is no significant difference in E* data obtained from two different laboratories. This confirms that the data reported in this report are accurate. Viscosity based Witczak model, dynamic shear modulus based Witczak model, and the Hirsch model are employed to predict dynamic moduli from mix information. All three models are found to underpredict measured E* values of New Mexico mixes. Model predictions differ from laboratory E* values significantly at high temperatures. An attempt is made in this study to modify the viscosity based Witczak model by giving more emphasis on mix volumetric variables. The modified model shows significant improvements in prediction accuracy over the viscosity based Witczak model. This study recommends the use of mix master curves as well as modified (by UNM) viscosity based Witczak model in the design pavements using Mechanistic Empirical Pavement Design Guide (MEPDG), now called DARWin-ME, in New Mexico.]]></description>
      <pubDate>Mon, 20 Oct 2025 16:28:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582901</guid>
    </item>
    <item>
      <title>Determining Fatigue Endurance Limits of New Mexico Asphalt Mixes for Designing Perpetual Pavements and Implementations of MEPDG to its Full Capacity Part I: Final Report</title>
      <link>https://trid.trb.org/View/2582900</link>
      <description><![CDATA[It is believed that Hot Mix Asphalt (HMA) mixtures used in long-lasting pavements contain a threshold of strain value below which no fatigue damage occurs. This concept is known as the fatigue endurance limit (FEL). Although previous studies have shown that an endurance limit does exist for HMA mixtures, an established value is yet to be determined, with values varying from 70-400 microstrain (με) based on mixture variability. This study determined the FEL values of two HMA mixtures, SP-II (coarse mix) and SP-III (fine mix), using laboratory testing, which were collected from an on-site project on I-25 near Budagher. The SP-II mix with PG 64-22 and the SP-III mix with PG 70-22 were collected from the field, while the SP-II mix with PG 70-22 and the SP-III mix with PG 64-22 were prepared in the laboratory. All the samples were compacted in the laboratory with samples having air voids around 5.5±0.5%. Samples were conditioned and tested using a four-point bending beam apparatus. Due to time limitations, laboratory testing was conducted on selected strain amplitudes and data are used to find the FEL values using a phenomenological approach as well as a fundamental energy based approach, the dissipated energy concept. The FEL values for the SP-II with PG 64-22 and with PG 70-22 mixes are 195 and 125 με, respectively. The FEL values for the SP-III with PG 64-22 and with PG 70-22 are estimated to be 185 and 180 με, respectively.]]></description>
      <pubDate>Mon, 20 Oct 2025 16:28:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582900</guid>
    </item>
    <item>
      <title>Laboratory Dynamic Modulus of Asphalt Mixes and Resilient Modulus of Soils throughout New Mexico for the Implementation of Mechanistic Empirical Pavement Design Guide; Part 2: Laboratory Resilient Modulus of Soils</title>
      <link>https://trid.trb.org/View/2582902</link>
      <description><![CDATA[Resilient modulus (MR) of soils is a well-accepted and essential parameter for structural design of flexible pavements using the Mechanistic Empirical Pavement Design Guide (MEPDG). A comprehensive laboratory study is undertaken to determine the resilient modulus (MR) and unconfined compressive strength (UCS) of untreated and lime treated subgrade soils and a granular aggregate base soil. Two subgrade soils: AASHTO class A-6 and A-7-6 and one granular base material (50%-50% Aggregate-RAP blend) are collected from US 491 and I-40 projects, respectively. Two lime percentages (5% and 7%) are selected on the basis of pH test. Cylindrical soil samples are prepared according to NCHRP 1-28A at different percentages of lime (0%, 5%, 7%) with three molding moisture contents: optimum moisture content (OMC), dry state (OMC-2%) and wet state (OMC+2%). MR test is conducted on the untreated soils and base materials following the AASHTO T 307 stress sequences. However, MR tests on lime treated soils are conducted with a modified stress sequence incorporated in the AASHTO T 307 procedure based on past literature and laboratory experience gained in this study. Test results reveal that MR and UCS values increase due to lime treatment depending on soil type and lime dose. A-6 subgrade soil shows MR and UCS values increase going from 5% to 7% lime dose. In A-7-6 soil, MR and UCS values decrease going from 5% to 7% lime dose. Compaction moisture affects MR and UCS values of lime stabilized soils more than untreated clayey soils. For granular base material, MR values increase with the increase of cell pressure and deviator stress, which was expected. In addition, regression coefficients (k’s) of MEPDG soil constitutive equation are developed for each soil for using in the MEPDG (now DARWin-ME) software.]]></description>
      <pubDate>Mon, 20 Oct 2025 16:28:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582902</guid>
    </item>
    <item>
      <title>Advanced Statewide Calibration of MEPDG for NMDOT</title>
      <link>https://trid.trb.org/View/2582889</link>
      <description><![CDATA[The recently developed Mechanistic Empirical Pavement Design Guide (MEPDG), which is an improved and advanced methodology for the design of pavement structures, has enhanced the necessity to precisely characterize the pavement materials. A competent structural design of a pavement using MEPDG Level 1 analysis requires materials input parameters to be obtained from the laboratory test results. Currently, New Mexico Department of Transportation (NMDOT) is in the process of calibrating and implementing MEPDG. In this study, as a part of this effort, pavement materials such as subgrade, base, asphalt concrete, binder, aggregate, etc. were collected from seven selected pavement reconstruction sites in the state of New Mexico. Laboratory dynamic modulus, Fatigue Endurance Limit (FEL), dynamic shear rheometer, and resilient modulus tests were conducted on the collected materials. A database containing all materials properties obtained from the laboratory tests has been generated and can be directly incorporated into the MEPDG. Therefore, it will provide the pavement engineer and designer with valuable information for MEPDG analysis for all design levels. Several field tests, which are additional to the originally proposed work, were also conducted and reported in this study. Additionally, all seven pavement sections were modeled and analyzed using the MEPDG for design Level 1, 2 and 3. Predicted distress quantities for fatigue cracking and rutting were compared among the three levels. The analysis results demonstrated that greater fatigue cracking and rutting in the Asphalt Concrete (AC) layer occurred in Level 2 and 3 compared to Level 1. The dynamic modulus of AC layer is under predicted at Level 2 and Level 3 resulting in higher rutting and fatigue cracking.]]></description>
      <pubDate>Sun, 12 Oct 2025 17:09:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582889</guid>
    </item>
    <item>
      <title>Improving the Long-Term Condition of Pavements in Massachusetts and Determining Return on Investment: Implementing the AASHTO Mechanistic-Empirical Pavement Design Guide - PHASE III</title>
      <link>https://trid.trb.org/View/2602549</link>
      <description><![CDATA[The Massachusetts Department of Transportation (MassDOT) has sponsored multiple projects to implement the Mechanistic-Empirical Pavement Design Guide (MEPDG). Due to the complexity of this research, a four-phase approach spanning several years was proposed. This report focuses on Phase 3. In Phase 3, MassDOT concentrated on using the Long-Term Pavement Performance (LTPP) test pavements in Massachusetts and neighboring states. The LTPP projects provided readily available data on traffic, climate, subgrade, materials, structure, and performance. The objective was to verify the global flexible pavement calibration coefficients using LTPP test sections for predicting distresses and smoothness, and to locally/regionally calibrate the flexible pavement transfer functions (rutting, transverse cracking, fatigue cracking, reflection cracking, and smoothness) if necessary. This report presents the 2024 regional calibration coefficients determined by distress type for new flexible pavements and asphalt overlays, along with a comparison to the global calibration coefficients of version 3 of the Pavement Mechanistic Empirical Design (PMED) software. It is recommended that MassDOT use these regional calibration coefficients for designing and evaluating flexible pavements, as they reflect the performance of flexible pavements and asphalt overlays in Massachusetts. Additionally, the default laboratory coefficients for dense-graded asphalt mixtures are suggested for predicting fatigue, thermal, and reflective cracking in Massachusetts until more comprehensive laboratory mixture test data can be collected. A future phase of this study, Phase 4, will address this shortcoming by incorporating additional roadway segments in Massachusetts and conducting laboratory tests on the asphalt mixtures used in these segments.]]></description>
      <pubDate>Tue, 30 Sep 2025 16:46:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2602549</guid>
    </item>
    <item>
      <title>Evaluation of Equipment, Methods, and Pavement Design Implications for Texas Conditions of the AASHTO 2002 Axle Load Spectra Traffic Methodology: Literature Review and Level 1 Data</title>
      <link>https://trid.trb.org/View/2571785</link>
      <description><![CDATA[The use of actual axle load distributions instead of summary statistics, such as equivalent single-axle loads (ESALs), in the forthcoming Mechanistic-Empirical (M-E) Pavement Design Guide will allow the assessment of the consequences of specific loading configurations on pavement performance. For example, the damaging effects of increased axle loads on specific pavement structures, increased tire pressure, or different axle configurations could be assessed. It is expected that the new M-E Guide will significantly influence future pavement design practices in the United States and abroad. The successful application of the new M-E Design Guide will require more detailed traffic data and will place an increased demand on weigh-in-motion (WIM) systems in Texas and probably other states in the U.S. Texas is now evaluating the transition from the current empirical AASHTO Pavement Design Guide (AASHTO’93) to the new M-E Design Guide. In order to assist the Texas Department of Transportation (TxDOT) in determining the measures that should be taken to increase traffic data collection capability in Texas so as to meet the data requirements set by the M-E Design Guide, a review of state-of-the-art WIM technologies in the U.S. with particular emphasis on WIM performance, economy, and calibration, together with an assessment of the potential trends in vehicle weights and dimensions are integral parts of this research. This interim report presents the findings of the literature review with particular emphasis on: (i) current regulations and trends on weights, lengths, and widths of commercial vehicles; and (ii) a review of state-of-the-art WIM technology. The report is complemented with a summary of the available WIM data in Texas to support Level 1 design in the M-E Design Guide.]]></description>
      <pubDate>Tue, 26 Aug 2025 10:41:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571785</guid>
    </item>
    <item>
      <title>Evaluation of Equipment, Methods, and Pavement Design Implications of the AASHTO 2002 Axle Load Spectra Traffic Methodology</title>
      <link>https://trid.trb.org/View/2571784</link>
      <description><![CDATA[Traffic volume influences the geometric requirements of a highway; however, it is only the axle loads of heavy commercial traffic that affect the structural design of pavements. Mechanistic-based pavement design approaches, coupled with faster computers, are changing the way in which traffic loads are accounted for in pavement design. In the M-E Design Guide for the Design of New and Rehabilitated Pavement Structures, traffic loading will be accounted for by using axle load spectra. Axle load spectra consist of the histograms of axle load distribution for each of four axle types: single, tandem, tridem, and quad. Currently, the Texas Department of Transportation (TxDOT) does not have adequate regional representation of weigh data and uses a statewide average to generate load data for most highways, a practice that is inconsistent with the proposed M-E design approach. This research project will assess and evaluate the implications of the axle load spectra approach proposed by the M-E Design Guide and develop guidelines and recommendations that will facilitate the transition from current practice to the application of the new proposed methodology. The evaluation of current equipment and methodology for traffic data collection and data management will be addressed during the first part of the research project. With these findings in hand, guidelines and recommendations for the implementation of the M-E Design Guide will be developed. Finally, implications for the structural design of pavement will be determined. This interim report presents the findings of the initial literature review, a description of traffic data requirements for the M-E Design Guide for the Design of New and Rehabilitated Pavement Structures, and a preliminary sensitivity analysis conducted under typical Texas environmental conditions.]]></description>
      <pubDate>Tue, 26 Aug 2025 10:41:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571784</guid>
    </item>
    <item>
      <title>Long-Term Performance Evaluation of Recycled Concrete Aggregate as a Base Material in Flexible Pavements</title>
      <link>https://trid.trb.org/View/2582345</link>
      <description><![CDATA[This study, conducted by the Florida Department of Transportation (DOT), evaluated the long-term performance of recycled concrete aggregate (RCA) as a base material in flexible pavements compared with standard lime rock (LRK). Field monitoring was carried out at a test site on SR 43/US-301, where both RCA and LRK were used as base materials. Key performance indicators such as falling weight deflectometer (FWD) deflection, cracking, rutting, smoothness, and ride quality were evaluated over time. The findings revealed that RCA outperformed LRK in structural integrity, deflection, rutting resistance, smoothness, and ride quality. These results have significant practical implications, highlighting the importance of comprehensive field evaluations and supporting the viability of RCA as a sustainable alternative in pavement base layer applications. Additionally, the study incorporates local calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG) to enhance the accuracy of performance predictions specific to RCA behavior in Florida’s environmental conditions. The study demonstrates RCA’s long-term durability and structural benefits in a real-world context.]]></description>
      <pubDate>Tue, 29 Jul 2025 13:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582345</guid>
    </item>
    <item>
      <title>Assessment of the impacts of climate change on cold region pavement design and operation</title>
      <link>https://trid.trb.org/View/2563739</link>
      <description><![CDATA[Cold region pavements are subjected to climate impacts, as frost heave and thaw settlement can significantly deteriorate the pavement surface conditions and reduce its service life. Due to the freezing/thawing behaviors, the smoothness of the flexible pavement surface usually shows seasonal fluctuations, i.e., an increases or decreases of international roughness index (IRI) during freezing season or thawing season, respectively. However, few existing models capture such season-dependent mode of IRI variations. In this study, calibrated models for flexible pavement are proposed for evaluating the IRI on seasonal scales through both global and local calibrations. The globally calibrated model successfully links the freezing–thawing processes to flexible pavement performance. The performance of both the global and local calibrations are verified by field measurements at selected road sections and Mechanistic Empirical Pavement Design Guide (MEPDG) model predictions. The proposed model connects climatic factors with pavement performance, and therefore offering a tool to assess the pavement IRI response to future climate changes. Based on the globally calibrated model, a series of analyses were conducted to forecast the impacts of climate change on IRI at sites located in different cold climate zones. The effects of climate change on pavement construction and operation are investigated. From this, the impacts of climate change on pavement design adaptation as well as the environmental footprint of vehicle operations are estimated.]]></description>
      <pubDate>Thu, 24 Jul 2025 11:29:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563739</guid>
    </item>
    <item>
      <title>Impact of Truck Platoon Rest Period on Mechanistic-Empirical Flexible Pavement Design</title>
      <link>https://trid.trb.org/View/2556774</link>
      <description><![CDATA[Truck platoons could reduce fuel consumption and improve safety; however, they may increase pavement damage because of potential channelized traffic and a reduced rest period. The rest period is a critical parameter, and it is not included in the AASHTOWare Mechanistic-Empirical Pavement Design Guide (MEPDG) framework. This study’s objective was to include the impact of a rest period in the MEPDG framework, utilizing repeated-load permanent-deformation test results. A shift model was developed by extending the time–temperature superposition concept to incorporate rest period using experimental data. A three-dimensional finite-element pavement model was used, and proper pavement material characteristics and loading configurations were considered. A holistic response framework was used to compute pavement distresses as a function of both the wander and the rest period (based on the shift model). To illustrate the holistic framework, a case study of truck platoons distributed uniformly on sublanes was considered. The results indicated platoons could result in lower damage than a conventional trucking operation, with 60-ft spacing between trucks being optimal.]]></description>
      <pubDate>Fri, 23 May 2025 15:34:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556774</guid>
    </item>
    <item>
      <title>Development of ME Pavement Design for Cementitious Material Reinforced Subgrades</title>
      <link>https://trid.trb.org/View/2507251</link>
      <description><![CDATA[Building on the Phase I project, “Application of Cementitious Materials and Fiber
Reinforcement to Enhance Lime Stabilization for Nebraska Shale Soils,” this study evaluates design parameters for subgrades treated with lime and cementitious additives, with an emphasis on resilient modulus (Mr) testing to advance Mechanistic-Empirical (ME) pavement design. Phase I demonstrated that lime alone has limited effectiveness in stabilizing Nebraska’s challenging shale soils, particularly in the northeast, while combining lime with additives such as fly ash or cement effectively mitigates shrinkage and swelling issues (Ibdah et al., 2024). Phase I included an evaluation of strength properties, such as internal friction angles and unconfined compressive strength (UCS), for only two soils: gray shales and brown lean clay. Results highlighted a need for further research into critical parameters like Mr, especially under environmental stresses like freeze-thaw (F-T) cycles. 
Meanwhile, subgrade stabilization techniques are vital for sustainable infrastructure in
Nebraska, where variable soil conditions and environmental challenges, such as freeze-thaw cycles, can significantly impact pavement performance. However, there is limited data on Mr reduction under freeze-thaw cycles and moisture changes. This study addresses this gap by integrating cementitious materials with advanced geotechnical testing to improve subgrade layer performance and provide reliable ME pavement design inputs. The Mechanistic-Empirical Pavement Design Guide (MEPDG) offers a robust framework for predicting pavement performance by considering traffic loads, climate variability, and material properties (AASHTO, 2008).]]></description>
      <pubDate>Mon, 10 Feb 2025 14:14:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2507251</guid>
    </item>
    <item>
      <title>RES2020-16: Evaluating Performance and Benefits-Costs of Road Diets in Tennessee</title>
      <link>https://trid.trb.org/View/2499160</link>
      <description><![CDATA[The Pavement Mechanistic Empirical Design (PMED) method was developed to address shortcomings experienced on the AASHTO Guide for Design of Pavement Structures (1993) including environmental/climate considerations. However, the implementation of PMED requires a large number of design inputs that characterize materials, traffic, and climatic conditions. This project was conducted to address the PMED climate input data for the state of Tennessee. Two climatic data sources were considered, North American Regional Reanalysis (NARR), and Modern-Era Retrospective Analysis for Research and
Application (MERRA). First, the sensitivity analysis using 2k factorial design method considering lower and higher extremes of each climatic input and water table was performed to determine climatic inputs sensitive to pavement distresses. Then, Virtual Weather stations (VWSs) were created, and their predicted performance was analyzed in comparison to the existing stations. Lastly, the performance analysis of NARR and MERRA
climatic data sources considered pavement distress predictions, and surface layer optimization. On sensitivity analysis of the EICM model, temperature was the most sensitive climatic input in PMED distress predictions, while humidity had no effect to pavement distress predictions. Performance evaluation of PMED VWSs indicated a significant difference in some of the predicted distresses when comparing PMED VWSs and MERRA stations at identical locations. The performance analysis of NARR and MERRA climatic data sources using surface layer optimization, indicated that MERRA optimized surface layer thicknesses were not significantly different from the original surfaces, while NARR and input Levels 2 and 3 thicknesses were significantly different from the original layer thicknesses.]]></description>
      <pubDate>Wed, 29 Jan 2025 15:57:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499160</guid>
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