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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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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      <title>Investigating Travel Survey Representativeness</title>
      <link>https://trid.trb.org/View/2712628</link>
      <description><![CDATA[Household travel surveys are a critical data source for transportation planning and forecasting, offering insights into traveler behavior such as trip purpose, mode choice, travel time, and temporal patterns. However, declining response rates, increasing response biases, and measurement errors pose growing challenges to survey data quality. This project develops and applies a methodological framework to evaluate the representativeness and behavioral bias of household travel surveys. Using 2021– 2022 data from the Minneapolis–St. Paul metropolitan region, we examine how oversampling, the inclusion of convenience samples, and calibration weighting affect the bias and precision of travel behavior estimates. The framework builds upon a review of recruitment practices, sampling methods, and survey evaluation techniques, including findings from multiple metropolitan regions and recent literature. The resulting approach offers an accessible, theoretically grounded, and practically relevant tool for assessing survey design and improving data quality]]></description>
      <pubDate>Mon, 15 Jun 2026 08:40:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712628</guid>
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    <item>
      <title>Performance of Wicking Geotextile for Flexible Pavements Built over Frost Susceptible Soils</title>
      <link>https://trid.trb.org/View/2678435</link>
      <description><![CDATA[This study investigates the performance of wicking geotextiles in flexible pavements subjected to freeze-thaw cycles and traffic loading. A combination of field experiments and mechanistic-empirical modeling was employed to assess the structural behavior of pavements with and without geosynthetic reinforcement. Test sections were constructed at MnROAD, an interstate highway in Minnesota, with one section utilizing wicking geotextiles and another serving as a control. The analysis included detailed calibration of seasonal modulus multipliers using finite element modeling (ABAQUS) and the MnPAVE software to account for stress and moisture variations. Field monitoring data showed that the volumetric moisture content (VMC) in the wicking geotextile section was consistently lower than in the control section, particularly during thawing periods. The maximum VMC reached 20.6% in the control section, compared to 19.2% in the wicking geotextile section, with a long-term reduction of 2.4% in the reinforced section. Mechanistic-empirical pavement modeling further demonstrated that incorporating wicking geotextiles improves pavement longevity. The control section exhibited a remaining fatigue life of 18 years and a rutting life of 10 years. In contrast, the geotextile-reinforced section showed an extended fatigue life of 23 years and a rutting life of 16 years. The findings highlight the potential of wicking geotextiles in mitigating moisture-related pavement deterioration and improving freeze-thaw resilience.]]></description>
      <pubDate>Fri, 12 Jun 2026 15:59:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678435</guid>
    </item>
    <item>
      <title>Local Roads Research Forum under TPF-5(495) 2023 Technology Exchange on Low Volume Road Design, Construction and Maintenance</title>
      <link>https://trid.trb.org/View/2709437</link>
      <description><![CDATA[The 2023 Technology Exchange on Low Volume Road Design, Construction and Maintenance pooled fund (TPF-5(495)) hosted a Local Roads Research Forum on March 3 and 4, 2026, with the Iowa Department of Transportation coordinating as lead state in partnership with the Iowa County Engineers Association Service Bureau. The purpose of this forum was to help participants understand each another's needs and challenges related to local roads research. The forum focused on four broad areas: Current state DOT local roads research, round table discussions on hot topics, national perspectives, and future planning.]]></description>
      <pubDate>Thu, 11 Jun 2026 09:16:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709437</guid>
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    <item>
      <title>SPR-5135: CARSx Traveler Information Message (J-2735) Module Development</title>
      <link>https://trid.trb.org/View/2709429</link>
      <description><![CDATA[This project will facilitate joint engagement between Minnesota Department of Transportation (MnDOT), Indiana Department of Transportation (INDOT), and Castle Rock Associates. The objective of this proposal is to establish a collaborative, cost-sharing approach for work currently defined under an existing scope of work developed by Castle Rock for MnDOT, while ensuring that each state receives its own independent implementation.]]></description>
      <pubDate>Wed, 03 Jun 2026 13:27:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709429</guid>
    </item>
    <item>
      <title>Minnesota: Highway Safety Improvement Program 2018 Annual Report</title>
      <link>https://trid.trb.org/View/2703892</link>
      <description><![CDATA[The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 924.15, States are required to report annually on the progress being made to advance HSIP implementation and evaluation efforts. The format of this report is consistent with the HSIP Reporting Guidance dated December 29, 2016 and consists of five sections: program structure, progress in implementing highway safety improvement projects, progress in achieving safety outcomes and performance targets, effectiveness of the improvements and compliance assessment.]]></description>
      <pubDate>Sat, 30 May 2026 11:55:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703892</guid>
    </item>
    <item>
      <title>Minnesota State Rail Plan</title>
      <link>https://trid.trb.org/View/2703715</link>
      <description><![CDATA[The Minnesota State Rail Plan (Rail Plan) is a mode-specific plan that supports the Minnesota GO Vision through implementation on the railroad system. It is coordinated with other modal plans under the Minnesota GO and represents one of a family of modal plans. The Minnesota Department of Transportation (MnDOT) has updated the Rail Plan to guide the development of Minnesota’s rail system for the next 20 years. The Rail Plan is an update to the March 2015 Minnesota State Rail Plan. The Rail Plan conforms to Minnesota Statutes 174.03, subd. 1b, as well as to requirements of the federal Passenger Rail Investment and Improvement Act and Federal Railroad Administration (FRA) State Rail Plan Guidance of 2013.  The updated State Rail Plan identifies needs to improve safety, expand services and improve transportation options throughout Minnesota so people and cargo can get where they need to go. The plan advances several key initiatives to support an updated vision for rail infrastructure and service in Minnesota, including: (1) detailing additional funding needs to support freight rail operations; (2)  updating the process to analyze the expansion of passenger rail in new or additional corridors throughout the Midwest; (3) expanding passenger rail service by extending or adding more service along existing corridors, such as potentially expanding the Borealis or building the Northern Lights Express (NLX) lines; and (4) identifying capital improvement projects necessary to enhance reliability, speed or improve capacity in existing passenger rail corridors.]]></description>
      <pubDate>Fri, 29 May 2026 15:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703715</guid>
    </item>
    <item>
      <title>Low-Cost Pedestrian Safety Zone Case Study</title>
      <link>https://trid.trb.org/View/2706014</link>
      <description><![CDATA[A previous study by Blomberg and Cleven (1998) developed a pedestrian safety zone approach in Phoenix, AZ and Chicago, IL, focusing on pedestrian safety countermeasures in subsets of the cities that had experienced a high number of crashes involving people 65 and older. It proved efficient deploying countermeasures, significantly reducing the targeted pedestrian crashes in Phoenix. This original zone process, however, still needed significant resources to address the entire city, and required a relatively long time to plan and implement. The primary objectives of the present study included adapting the previous zones approach to be implementable quickly by cities using their resources and demonstrating the resulting low-cost pedestrian safety zones approach in several cities. Three cities—Gainesville, Florida; Kalamazoo, Michigan; and Saint Paul, Minnesota—agreed to demonstrate the low-cost zones approach. Each site prepared a case study report documenting the activities reported here. The approach showed to be flexible and effective in all three cities. The discussion section of this report includes ideas for supporting more widespread use of the technique.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706014</guid>
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    <item>
      <title>Balancing Thickness and Quality: Economic Design Framework for Flexible Pavement Foundations in Minnesota</title>
      <link>https://trid.trb.org/View/2705415</link>
      <description><![CDATA[In Minnesota, pavement designers have traditionally favored premium Class 5/6 base aggregates directly beneath asphalt or concrete surface layers, while relegating lower-quality materials to thicker subbase layers or excluding them entirely. With the limited supply of high-quality aggregates and the steady increase in transportation costs posing restrictions for pavement construction and maintenance, local agencies are increasingly exploring the use of lower-quality, locally available materials in pavement foundation layers. This study evaluated the effects of both material quality and layer thickness requirements of base and subbase on flexible pavement performance and the associated cost, with the objective to develop an optimal design framework for statewide use, particularly in areas where locally sourced high-quality aggregates are limited. To this end, resilient modulus and strength characteristics were studied to classify Minnesota aggregate sources into high-, medium-, and low-quality levels, which were then incorporated into MnPAVE mechanistic pavement analyses for multiple traffic loads, asphalt thicknesses, subgrade stiffnesses, and Minnesota climate zones. In parallel, cost–benefit analyses were conducted to identify the most economical quality–thickness combinations of unbound aggregate base and subbase using historical bid-price data available from Minnesota Department of Transportation (DOT). An iterative procedure developed for a design framework in this research effort determines the optimal base and subbase thicknesses each aggregate quality level is required to satisfy fatigue- and rutting-life criteria for conventional flexible pavements. The resulting guidance enables local agencies to use regional materials more efficiently when high-quality aggregate materials are in short supply, while delivering sustainable and cost-optimized pavements across the state.]]></description>
      <pubDate>Tue, 26 May 2026 09:44:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705415</guid>
    </item>
    <item>
      <title>Telework-to-Play or Play-to-Telework? Investigating the directional relationship between telework and nonwork travel</title>
      <link>https://trid.trb.org/View/2669581</link>
      <description><![CDATA[This study explores the intricate interrelationship between teleworking and weekly participation in two types of nonwork activities – maintenance episodes and leisure episodes. We employ a latent segmentation model to categorize the population into two segments: (1) those for whom nonwork activity participation influences telework frequency (“players”), and (2) those for whom telework frequency impacts nonwork activity participation (“workers”). Within each segment, to reduce any spurious association effects, we model teleworking and nonwork stop-making as a package by accommodating correlations in unobserved factors across the outcomes. The data for this analysis is drawn from a 2021–2022 weekly travel survey of Minnesotan workers in the Twin City region. The results reveal significant heterogeneity in the causal directionality of effect, with nonwork activity participation influencing telework intensity levels for about two-thirds of individuals (the “player” or NT segment), and telework levels influencing nonwork activity participation for the rest (the “worker” or TN segment). This result is in contrast to earlier studies that have predominantly assumed that all individuals belong to the TN or “worker” segment, which according to our analysis, is actually the case only for a minority of the population. Our analysis also indicates that, rather than asking the typical question of “does telework increase or decrease stop-making?”, the more pertinent question is “how does the number of nonwork stops relate to the intensity of teleworking?”. Our findings reveal an inverted U-shaped curve, with the highest number of nonstops occurring when individuals telework a few days a month or about one day per week. This, combined with the finding from the Asmussen et al. (2024a) study, indicates that low levels of teleworking (a day per week or less) actually increases both commute vehicle miles traveled (VMT) and nonwork VMT. Therefore, to achieve VMT reduction through teleworking, promoting moderate to high levels of telework appears important.]]></description>
      <pubDate>Tue, 26 May 2026 09:40:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669581</guid>
    </item>
    <item>
      <title>Genetic Feature Selection and Multistage Deep Learning for Bridge Substructure Condition Prediction</title>
      <link>https://trid.trb.org/View/2696898</link>
      <description><![CDATA[Transportation agencies rely on accurate predictions of bridge substructure conditions for planning, resource allocation, and ensuring the safety of their infrastructure. Traditional deterioration models fail to adequately capture the complex temporal patterns of bridge substructure deterioration. These models typically treat inspection data as single-year observations and assume that future conditions depend primarily on the current state of the bridge. They overlook long-term dependencies, maintenance-induced changes, and the value of historical context. This oversight obscures significant short-term changes, which often reflect meaningful structural deterioration rather than random noise. Consequently, bridge substructures with identical current conditions may exhibit different deterioration patterns owing to varying stress histories, environmental exposures, material fatigue, and maintenance interventions. This study proposes a novel framework that combines genetic algorithm (GA)-based feature selection with a multistage bidirectional long short-term memory (Bi-LSTM) network. The GA identifies optimal feature subsets, while multistage learning enhances temporal pattern recognition. When applied to Minnesota State bridge data, the model achieved 87% precision, recall, and F1-score in predicting future substructure conditions. The generalizability of the model was assessed using Wisconsin state data, achieving 85% accuracy in predicting substructure conditions over ten years. A class-wise focal loss function addresses class imbalance, improving predictions for underrepresented critical conditions that require urgent maintenance. Transportation agencies can leverage this data-driven tool to manage bridge substructures and ensure public safety.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696898</guid>
    </item>
    <item>
      <title>Underseals</title>
      <link>https://trid.trb.org/View/2703789</link>
      <description><![CDATA[Underseals, often referred to as Texas underseals because of their origin there, are being used in other regions, including Minnesota. However, their use has been limited and relatively undocumented. A few agencies in Minnesota, such as Hennepin County, City of Eden Prairie, and City of Lakeville, have implemented underseals on select projects.

The objective of this project was to survey Minnesota and neighboring state agencies - using Minnesota Department of Transportation's (MnDOT’s) National Road Research Alliance network to develop a database of bituminous underseal projects. The study aimed to synthesize information on usage, cost, timing, benefits, drawbacks, and performance.]]></description>
      <pubDate>Fri, 15 May 2026 15:44:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703789</guid>
    </item>
    <item>
      <title>Link-based full cost analysis of travel by automobile</title>
      <link>https://trid.trb.org/View/2663023</link>
      <description><![CDATA[This paper develops a link-based full cost model for auto travel, which identifies both internal and external costs of travel, and gives a link-based cost estimate for the Minneapolis – St. Paul (Twin Cities) metropolitan region. The key cost components are time, emissions, crashes, user monetary, and infrastructure. The estimates show that the average full cost of travel is a $0.694/veh-km traffic-weighted average over the study area, of which the time and user monetary costs account for approximately 70% of the total. Except for the infrastructure cost, highways are more cost-effective than other surface roadways considering all the other cost components, as well as the internal and full costs. Quantifying the full costs of auto travel is essential for making sustainable investments.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663023</guid>
    </item>
    <item>
      <title>Investigating Flexible Pavement Responses and Performance under Trunnion Axle Loading Using Three-Dimensional Finite Element Modeling and Field Validation</title>
      <link>https://trid.trb.org/View/2701381</link>
      <description><![CDATA[The growing demand for high-capacity freight vehicles has heightened the need to evaluate the impact of heavy truck axle configurations on pavement behavior. This study employed a validated three-dimensional (3D) finite element (FE) model to evaluate the structural response of flexible pavements under trunnion and tandem axle configurations at two vehicle speeds (35 and 55 mph), using legal load levels of 60 and 34 kip, respectively. Then, key pavement responses (i.e., tensile strain, stress, and vertical displacement) were assessed. Also, pavement performance (i.e., fatigue cracking and subgrade rutting) was evaluated. The results showed that the trunnion axle generated higher tensile strain, von Mises stress, maximum principal stress, vertical stress, and vertical displacement than the tandem axle. This increase in pavement responses is primarily attributed to the trunnion’s shorter axle spacing, which causes overlapping stress zones and amplifies strain concentrations within the asphalt and subgrade layers. Concerning pavement performance, the trunnion axle exhibited lower fatigue life and lower resistance to subgrade rutting. Vehicle speed was also found to influence pavement response, with lower speeds producing higher stress, strain, and displacement levels for both axle types. Model predictions were validated using field measurements from the MnRoad test site in Minnesota, USA, confirming consistent trends in pavement responses under dynamic axle loading. These findings offer insight into the roles of axle configuration, maximum load, and truck speed in determining flexible pavement performance, thereby supporting better-informed design and evaluation practices.]]></description>
      <pubDate>Thu, 14 May 2026 17:01:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701381</guid>
    </item>
    <item>
      <title>Minnesota: Highway Safety Improvement Program 2017 Annual Report</title>
      <link>https://trid.trb.org/View/2696959</link>
      <description><![CDATA[The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 924.15, States are required to report annually on the progress being made to advance HSIP implementation and evaluation efforts. The format of this report is consistent with the HSIP Reporting Guidance dated December 29, 2016 and consists of five sections: program structure, progress in implementing highway safety improvement projects, progress in achieving safety outcomes and performance targets, effectiveness of the improvements and compliance assessment.]]></description>
      <pubDate>Mon, 11 May 2026 14:40:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696959</guid>
    </item>
    <item>
      <title>Transportation Policy Changes Introduced in the 2025 Legislation in Minnesota -- Roadway Funding Updates</title>
      <link>https://trid.trb.org/View/2689421</link>
      <description><![CDATA[The 2025 Minnesota Legislature passed a comprehensive omnibus bill, which, among others, approved changes to roadway funding for the upcoming years and established a working group to facilitate the use of electricity as vehicle fuel. This report encompasses major legislative changes regarding transportation funding such as modifications to electric vehicle (EV) registration fees, the addition of a hybrid vehicle registration fee, a tax per kilowatt hour (kWh) of electric vehicle charging, the addition of a new working group, setting the motor fuel tax rate for 2026, an update to the exemptions in the retail delivery fee, and the creation of the local government road funding gap assistance account.]]></description>
      <pubDate>Thu, 16 Apr 2026 16:54:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689421</guid>
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