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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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      <title>Synthesis on Structural Fibre-Reinforced Asphalt Concrete</title>
      <link>https://trid.trb.org/View/2652131</link>
      <description><![CDATA[The practice of using structural fibres to reinforce asphalt pavements has been around since the 1970's. Many studies have been performed regarding structural Fibre-Reinforced Asphalt Concrete (FRAC) relative to improved performance of the resulting mixture and enhanced pavement life through pavement analysis. The primary goal of adding reinforcement fibres to asphalt mixtures is to enhance the mechanical performance in terms of fatigue cracking, low temperature cracking, and rutting resistance. Asphalt pavements crack when the tensile strain exceeds the allowable strain of the mixture. Typically, polymers (styrene-butadiene, styrene-butadiene-styrene, etc.) are used to improve the properties of the asphalt mixture. Reinforcing fibres is an alternative to greatly improve the tensile properties of the mixture that ultimately improves performance. · Aramid and other synthetic fibres can compete in terms of cracking and rutting resistance as presented in this synthesis. Numerous studies have been performed that quantify the benefits of these fibres in asphalt mixtures. Some of these studies utilize laboratory test results while others are based on field performance. These studies typically have a control mixture to quantify the benefit of the aramid and synthetic fibres. The goal of this paper is to review, summarize, and quantify the benefits of aramid and synthetic fibre-reinforced asphalt mixtures.]]></description>
      <pubDate>Tue, 20 Jan 2026 11:16:31 GMT</pubDate>
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      <title>Longitudinal Joint Specification, Construction, and Performance for Flexible Pavements in Canada</title>
      <link>https://trid.trb.org/View/2301606</link>
      <description><![CDATA[Longitudinal joints are the long seams between paving lanes made by subsequent passes of the paver to cover the surface being paved. Longitudinal joints are often the weakest area of asphalt pavements and are susceptible to early deterioration. Deterioration starts when air, water, and contaminants find their way into the joint through areas of segregation, poor density, or inadequate bond between the two mats forming the joint. Addressing this weakness will greatly delay maintenance and increase overall pavement life. One option to prevent longitudinal joint deterioration is to eliminate the joints altogether through echelon paving, which involves paving multiple lanes side-by-side at the same time with multiple pavers. Unfortunately, on most paving projects, the paving width is limited, and there is a need to maintain an acceptable level of traffic flow that prevents multi-lane paving. Consequently, most paving projects must be paved one lane at a time, which requires the construction of conventional joints. Several techniques exist for the construction of longitudinal joints, and in Canada, user agencies are exploring innovations in materials, construction methods, and specifications for improving longitudinal joint performance. As a start, a survey was conducted of Canadian agencies to gain insight into the current specifications and practices utilized in Canada in the construction of longitudinal joints. This paper discusses the results of the survey and the specifications and practices agencies reported to be acceptable and highly effective based on field performance. The paper also discusses a literature review on research of materials such as joint sealers or void-reducing asphalt membranes and construction practices that result in lower air void contents (higher densities) at the longitudinal joints and better performance.]]></description>
      <pubDate>Mon, 04 Dec 2023 16:47:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301606</guid>
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      <title>Jurisdictional Scan of Sidewalk Management Practices from North American Municipalities</title>
      <link>https://trid.trb.org/View/2301604</link>
      <description><![CDATA[Sidewalks generally receive lower attention than primary infrastructure, such as roadways and bridges. Lawsuits incurred from sidewalk hazards can be costly for jurisdictions and detrimental to public perception of safety and mobility. Many municipalities recognize the importance of maintaining sidewalk assets systematically, from condition evaluation to treatment selection. However, limited resources for sidewalk assets, such as standards, reports, and research papers, are available. To gain a better understanding of sidewalk management practices, a survey was distributed to select municipalities across North America. The survey comprised 41 questions covering various sidewalk management aspects, including sidewalk network information, data collection methods, distress types, data quality check and calibration, and management system. Analyses were performed on the collected survey feedback. The results show that, while some respondents have similar sidewalk network sizes to maintain, the available budget varies greatly. Most participating municipalities do not have calibration and/or acceptance criteria for the collected sidewalk condition data. Subsequently, a condition rating system and/or performance index have not been developed for sidewalks. This may lead to unspecified treatment triggers and inconsistent decision-making processes. The data and findings presented in this paper can serve as a reference for any size municipality looking to benchmark its sidewalk management practices.]]></description>
      <pubDate>Mon, 04 Dec 2023 16:47:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301604</guid>
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      <title>International Comparison of Dangerous Goods Shipping Document Regulations</title>
      <link>https://trid.trb.org/View/2155113</link>
      <description><![CDATA[This paper summarizes research carried out for Transport Canada (TC) involving an international scan of regulations that require a “shipping document” to accompany dangerous goods (DG) while they are being transported. DG are transported daily throughout Canada and globally by all modes. These shipments, totalling millions in Canada annually, have great potential for endangering life and damaging property and the environment. Accordingly, governments around the world have developed regulations governing all stages of DG transportation. A core feature of these regulations is the requirement that a shipping document containing specified information accompany DG during their transportation. This is to inform emergency services, in case of an accident, about the DG being transported and help determine the mitigation actions required. In Canada, the definition of the DG shipping document and the specification of its form and contents can be found in the Transportation of Dangerous Goods Regulations. Currently, TC is considering ways to modernize its DG shipping document regulations while maintaining safety. In 2020, TC launched a pilot to test the use of electronic DG shipping documents, aiming to understand whether changes in safety might be brought by using electronic documents. The research described here was carried out to inform TC on the DG shipping document regulations of other countries. A range of international DG shipping document practices was investigated with the intent to identify best practices and possible opportunities to modernize Canada’s DG shipping document regulations.]]></description>
      <pubDate>Fri, 21 Jul 2023 17:21:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2155113</guid>
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    <item>
      <title>Guide to Evaluating Soil and Material Stabilization Products</title>
      <link>https://trid.trb.org/View/2071704</link>
      <description><![CDATA[This guide is intended for use by agencies in evaluating soil and material stabilization products being promoted by suppliers. It also identifies soil stabilization products and processes used across Canada and internationally, with a look at their optimal applications and performance when data is available.  This guide considers soil stabilization to include both soil and material modification and stabilization activities. Modification of soil considers soil improvement during or shortly after mixing to improve engineering properties such as plasticity and moisture sensitivity, to help facilitate or expedite construction operations. Stabilization of soil, on the other hand, considers a chemical and/or mechanical treatment of a mass of soil to improve its shear strength and durability for inclusion in a pavement structure.  This guide focuses on the stabilization of pavement structures for roadways including subgrades, aggregate layers, and full depth reclamation of asphalt, chip seal and granular roadways.  The project included a thorough literature review of relevant products and processes across Canada and internationally. A detailed survey was also prepared and distributed to agencies, consultants and contractors to collect information on current stabilization practices and product evaluation procedures used across Canada and internationally. Suppliers of stabilization products were also surveyed to develop a database of current stabilization products and their use and performance.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:14:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071704</guid>
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    <item>
      <title>A Country-wide Survey to Understand Pavement Management Practices in Canada</title>
      <link>https://trid.trb.org/View/1930553</link>
      <description><![CDATA[Canada has over 1.13 million kilometres of roads (two-lane equivalent), making it the seventh-largest road network in the world. Roads in Canada are managed primarily by four different jurisdictions:· federal authorities, provincial authorities, territorial authorities, and regional authorities. Federal authorities manage the federal highways and roads in national parks. Provincial and territorial authorities are responsible for managing provincial and territorial roads, respectively. Trans Canada highways are also managed exclusively by the provincial and territorial authorities, while regional authorities are responsible for managing local roads and streets in their respective region. Approximately 80 percent of public roads in Canada are governed by the regional authorities, which refer to cities, towns, and municipalities, making them the most important contributors to the Canadian road management system. To understand the pavement management practices at the regional level, a country-wide road management survey was conducted. The survey covered all the essential components of a pavement management system, such as road type, inventory information, road condition assessment system, treatment program, maintenance priority program, pavement performance prediction model, etc. Forty-one cities, towns, and municipalities from nine different provinces participated in this survey and yielded a tremendous amount of data to explain contemporary roadway management practices in Canada at the regional level.]]></description>
      <pubDate>Tue, 22 Mar 2022 14:50:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1930553</guid>
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      <title>Best Practices in Measuring Rutting and Shoving on Asphalt Pavements</title>
      <link>https://trid.trb.org/View/1887371</link>
      <description><![CDATA[Superpave mix design method developed by the Strategic Highway Research Program (SHRP) was implemented to create a mix design system, performance-based asphalt binder specifications, and performance-based asphalt mix specifications. SHRP was successful with the implementation of the first and the second of the objectives. However, the third objective, i.e. performance-based asphalt mix specifications, was not implemented successfully due to some complexities. Since highway agencies have been only practicing the mix design and asphalt binder specifications to capture rutting susceptibility of asphalt pavements, there is a lack of practicing appropriate performance test to investigate rutting performance of asphalt mixtures. Due to the continuous increase in the number of heavy truck traffic, municipalities such as Regional Municipality of York in Ontario are experiencing excessive rutting in most of their intersections. Implementing an appropriate performance method and threshold on rutting that could help the agencies specifying high rut resistance mixtures during tendering process Therefore, the purpose of this paper is to provide the state of the art in testing asphalt mixtures suitability to rutting and shoving. This paper would further evaluate the practicality of these test methods to the asphalt mixtures primarily used in Ontario.]]></description>
      <pubDate>Fri, 22 Oct 2021 15:19:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1887371</guid>
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    <item>
      <title>Regulatory Approaches to Enabling Implementation of Bicycle Treatments: Survey of Canadian Jurisdictions</title>
      <link>https://trid.trb.org/View/1887364</link>
      <description><![CDATA[The geometric design and traffic control measures used by jurisdictions to provide on-road bicycling infrastructure are constantly evolving. Jurisdictions in Canada use guidance such as the 2017 TAC Geometric Design Guidelines (GDG), TAC’s Bikeway Traffic Control Guidelines for Canada (2012), NACTO’s Urban Bikeway Design Guide, Vélo Québec’s Planning and Design for Pedestrians and Cyclists, provincial traffic manuals, and design guidelines from other countries. As the design guidance and provision of modern bicycle treatments is advancing, an important factor in their implementation is the provincial or municipal regulatory framework guiding the right-of-way.  This project scans jurisdictions across the country to determine what modern bicycling treatments are being implemented, how these treatments are enabled (or not restricted) by regulation (e.g., municipal by-laws and provincial legislation), and any changes to regulations that have been made to enable the implementation of modern bicycle treatments. While the project will likely focus on provincial laws and regulations, it may also identify those municipal laws or regulations that facilitate implementation of modern bicycle treatments.  The purpose of this project is to provide information to jurisdictions to: 1) illustrate where modern bicycle treatments have been implemented in Canada, and 2) reference the regulation or approach that supported the implementation of these treatments.]]></description>
      <pubDate>Fri, 22 Oct 2021 15:19:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1887364</guid>
    </item>
    <item>
      <title>Methods for Predicting Cycling Demand</title>
      <link>https://trid.trb.org/View/1887363</link>
      <description><![CDATA[Cities and towns throughout North America are increasingly investing funds in active transport infrastructure to attract more cyclists, boost economic growth, improve quality of life, and reduce congestion & transportation related greenhouse gas emissions. However, the impacts of this infrastructure on generating cycling demand, and the methods to estimate this latent demand, are not well known. Being able to provide evidence of that latent demand can help support municipalities in their decision making. However, the methods for estimating latent demand for cycling are not well known. A literature review was conducted to provide an overview of the types of tools and methods municipalities can use to predict demand for new active transportation infrastructure. Additionally, a survey was developed and distributed amongst industry and jurisdictional practitioners across Canada, to understand the industry practices focused on latent demand for cycling, and to identify predictors of potential demand for cycling.]]></description>
      <pubDate>Fri, 22 Oct 2021 15:19:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1887363</guid>
    </item>
    <item>
      <title>Geocell-Reinforced Pavement Structure State of Practice in Canada</title>
      <link>https://trid.trb.org/View/1682685</link>
      <description><![CDATA[Geocell reinforcement at the base and subbase courses of pavement structures is one of the recent developments in the field of geosynthetics soil reinforcement. Geocells are honeycomb-shaped three-dimensional materials usually made from polymeric alloys and High-Density Polyethylene. Geocells improve the modulus and strength of the reinforced soil composite and durability of the road structure by providing lateral confinement, wider load distribution and also through a semi-rigid slab or beam effect. Novel Polymeric Alloy (NPA) is the latest technology used as geocell material which provide increase tensile strength, higher modulus and creep resistance compared to the geocells made from other types of material. Geocells can be used in both paved and unpaved roads contributing to the sustainability of the project by reducing the overall thickness of the pavement structure and decreasing the amount of virgin aggregate required. This in turn decreases the environmental footprint of the project and reduces the overall construction cost. Over the past decade a number of roads (paved and unpaved) have been constructed in Canada using the NPA geocell reinforcement. This paper discusses the current state of the practice in designing pavement structure with geocells. Few projects designed with geocell reinforcement are also discussed in detail to provide insight into the challenges faced during construction, long-term performance of the geocell-reinforced pavement structure and contribution of the geocell in each project to reduce environmental footprint and construction cost of the projects. In summary geocells have enabled the owners to save on the construction cost and lower the CO2 emission associated with the construction while improving the pavement performance and reducing pavement distresses.]]></description>
      <pubDate>Tue, 04 Feb 2020 14:59:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1682685</guid>
    </item>
    <item>
      <title>Best Practices for Pothole Repairs in Canada</title>
      <link>https://trid.trb.org/View/1657720</link>
      <description><![CDATA[Every year, through the winter/spring seasons, potholes appear with detrimental effects to roadway structure, vehicles and driver comfort.  Potholes are the result of small area defects or deterioration in the pavement which may require reactive, “emergency” repair, followed by more substantial permanent repairs when weather conditions improve.  This Guide identifies current Canadian agency practices with respect to pothole repair and outlines best practices from both Canadian and international agencies. Recommendations are provided for appropriate temporary and long-term patching strategies for spring, summer and winter and for evaluating and selecting appropriate patching products that will lead to the improved performance of chip seal, asphalt and concrete surfaced roadways for Canadian climate conditions. This Guide also provides recommended guidelines for the evaluation of new patching products and their compatibility with native road surfaces.]]></description>
      <pubDate>Mon, 07 Oct 2019 14:55:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1657720</guid>
    </item>
    <item>
      <title>Operational Guidance for Migratory Birds and Vegetation Management for Existing Transportation Facilities and Infrastructure</title>
      <link>https://trid.trb.org/View/1657717</link>
      <description><![CDATA[Federally protected migratory birds (hereafter referenced as migratory birds) utilize almost every natural and man-made habitat found in Canada. Migratory birds, their eggs and nests are protected everywhere in Canada by the Migratory Birds Convention Act (MBCA) and its supporting Regulations. There is no regulatory provision to allow for limited take of migratory birds during activites that support the development, construction, maintenance and operation of transportation facilities. Environment and Climate Change Canada (ECCC), via the Canadian Wildlife Service (CWS), encourages proponents responsible for infrastructure and other sectors, where a risk of incidental take exists, to develop beneficial management plans.  This Operational Guidance (OG) document is part of a series of documents which are intended to be used alone or in conjunction with other OG documents. It will provide guidance to assist the Canadian transportation and roadway sectors in minimizing the risk of not being compliant with the Act and Regulations. Guidance provided in this OG document is intended to be non-prescriptive and will allow for the flexible application of principles for a variety of contexts. OGs are intended to be utilized at Step 2 of the Risk Management Framework (RMF). Proponents undertaking bridge and culvert infrastructure improvement activities are encouraged to review the report titled “Beneficial Practices for Compliance with the Migratory Birds Convention Act and Regulations” (Transportation Association of Canada, 2019) prior to using and applying this OG document.]]></description>
      <pubDate>Mon, 07 Oct 2019 14:55:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1657717</guid>
    </item>
    <item>
      <title>Operational Guidance for Migratory Bird Nests under Bridges and in Culverts</title>
      <link>https://trid.trb.org/View/1657716</link>
      <description><![CDATA[Federally protected migratory birds (hereafter referenced as migratory birds) utilize almost every natural and man-made habitat found in Canada. Migratory birds, their eggs and nests are protected everywhere in Canada by the Migratory Birds Convention Act (MBCA) and its supporting Regulations. There is no regulatory provision to allow for limited take of migratory birds during activites that support the development, construction, maintenance and operation of transportation facilities. Environment and Climate Change Canada (ECCC), via the Canadian Wildife Service (CWS), encourages proponents responsible for infrastructure and other sectors, where a risk of incidental take exists, to develop beneficial management plans.  This Operational Guidance (OG) document is part of a series of documents which are intended to be used alone or in conjunction with other OG documents. It will provide guidance to assist the Canadian transportation and roadway sectors in minimizing the risk of not being compliant with the Act and Regulations. Guidance provided in this OG document is intended to be non-prescriptive and will allow for the flexible application of principles for a variety of contexts. OGs are intended to be utilized at Step 2 of the Risk Management Framework (RMF). Proponents undertaking bridge and culvert infrastructure improvement activities are encouraged to review the report titled “Beneficial Practices for Compliance with the Migratory Birds Convention Act and Regulations” (Transportation Association of Canada, 2019) prior to using and applying this OG document.]]></description>
      <pubDate>Mon, 07 Oct 2019 14:55:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1657716</guid>
    </item>
    <item>
      <title>Beneficial Practices for Compliance with the Migratory Birds Convention Act and Regulations</title>
      <link>https://trid.trb.org/View/1657715</link>
      <description><![CDATA[Federally protected migratory birds (hereafter referenced as migratory birds) utilize almost every natural and man-made habitat found in Canada. Migratory birds, their eggs and nests are protected everywhere in Canada by the Migratory Birds Convention Act (MBCA) and its supporting Regulations. There is no regulatory provision to allow for limited take of migratory birds during activites that support the development, construction, maintenance and operation of transportation facilities. Environment and Climate Change Canada (ECCC), via the Canadian Wildife Service (CWS), encourages proponents responsible for infrastructure and other sectors, where a risk of incidental take exists, to develop beneficial management plans.  This report provides an overview of legislation, a primer on migratory bird biology, case studies to illustrate actions taken to reduce the risk of incidental take, as well as a synthesis of beneficial practices that aligns with the Act and Regulations. This report forms the first phase (Phase 1) of this project. It provides the foundation for carrying out the second phase (Phase 2) of the project which will involve the development of a national-level Canadian transportation and roadway sector-specific guidance on compliance with the MBCA and Regulations. Recommendations to suggest ways to carry out Phase 2 are presented in this report.]]></description>
      <pubDate>Mon, 07 Oct 2019 14:55:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1657715</guid>
    </item>
    <item>
      <title>Surface Slurry Sealing Systems in Canada: Performance and Practice</title>
      <link>https://trid.trb.org/View/1657703</link>
      <description><![CDATA[Traditional slurry seal systems were first used in Canada in the 1960s while polymer-modified systems were introduced in the early 1990s. Surface slurry sealing systems are placed to restore the surface characteristics of pavement or to preserve a pavement. The systems can be designed to correct rutting, to improve skid resistance, to seal and to protect the pavement surface. Skid Numbers for surface slurry sealing systems can reach the 50s, which, in terms of skid resistance, is exceptionally good. They can be applied on chip seals, on hot mix asphalt pavement or on concrete pavement.  Surface slurry sealing systems are mixtures of cationic emulsified asphalt, mineral aggregates, mineral filler, water and additives, properly proportioned, mixed and spread with a machine over a properly prepared surface. A slurry mixture forms an impervious thin overlay over an existing pavement. The rate of application ranges from approximately 8.0 kg/m² for a non-polymer modified fine graded system to 18 kg/m² for a polymer coarse graded system.  This paper presents an overview of the surface slurry sealing systems technology and a discussion on the state of the practice including design practices, construction procedures and the performance of these surface treatments.]]></description>
      <pubDate>Mon, 07 Oct 2019 14:55:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1657703</guid>
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