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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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    <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>Analysis and Recommendations for Calculating Reimbursement Eligibility Levels for Utility Relocations</title>
      <link>https://trid.trb.org/View/2709270</link>
      <description><![CDATA[The Texas Department of Transportation (TxDOT) spends hundreds of millions of dollars on utility relocations every year. Of the various situations in which a utility relocation is eligible for reimbursement, one of the most complex situations is when parts of the existing utility facility involve a property interest because the utility owner either has an easement or owns the property in fee simple. A wide range of practices exist for what constitutes eligibility for reimbursement. The purpose of this research was to review and provide recommendations on the methodologies TxDOT uses to determine reimbursement eligibility and calculate utility reimbursement amounts. The research team conducted a review of national practices that included an analysis of relevant laws, regulations, and manuals, as well as interviews with state department of transportation officials. The research team conducted an analysis of a sample of utility agreements at TxDOT, including a review of reimbursement costs and reimbursement eligibility calculation methodologies, and prepared recommendations for implementation. The recommendations include strategies to consider for the calculation of eligibility ratios as well as strategies to improve the quality of utility agreements to make the review and approval process more consistent, accurate, and reliable.]]></description>
      <pubDate>Tue, 09 Jun 2026 10:56:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709270</guid>
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    <item>
      <title>Balanced Mix Design—A 1-Year Reality Check on Quality Control Testing and State DOT Adoption</title>
      <link>https://trid.trb.org/View/2705399</link>
      <description><![CDATA[Balanced Mix Design (BMD) represents a major advancement in asphalt pavement engineering. As a performance-driven framework, BMD integrates mix design, structural design, quality assurance/quality control (QA/QC), and performance-related specifications (PRS) to promote durable and sustainable pavements and innovations. This synthesis documents the evolution and current state of BMD implementation across the United States, with particular emphasis on Southeastern Association of State Highway and Transportation Officials (SASHTO) member states. It is based on an extensive literature review, including a comprehensive compilation of national and state research studies, first-round survey responses from 36 state Departments of Transportation (DOTs), and second-round feedback from eight SASHTO DOTs. The analysis summarizes progress and variability across performance testing, aging protocols, QA/QC integration, and specification development, and catalogs more than 170 state-based BMD studies. Key recommendations include establishing standardized testing protocols, adopting variability-informed QA/QC criteria, identifying practical long-term aging surrogates, and implementing stepwise strategies for volumetric relaxation. Collectively, these findings provide a national and regional perspective on BMD implementation, challenges, and emerging best practices, supporting SASHTO leadership, member agencies, and other stakeholders in advancing toward a standardized performance-based asphalt mixture design framework.]]></description>
      <pubDate>Tue, 02 Jun 2026 11:02:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705399</guid>
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      <title>Research for the AASHTO Standing Committee on Planning. Task 90. Best Practices in the Use of Microsimulation Models</title>
      <link>https://trid.trb.org/View/2706285</link>
      <description><![CDATA[Research resulted in a report that summarizes whether there is consensus on the state of the practice regarding where, when and how micro simulation modeling can be best supported, justified, and cost effective.
]]></description>
      <pubDate>Wed, 27 May 2026 15:09:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706285</guid>
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      <title>Mechanisms to Address Off-Airport Obstructions</title>
      <link>https://trid.trb.org/View/2701283</link>
      <description><![CDATA[This report presents the state of practice of airport methods to address obstructions located off airport property. The synthesis includes information on activities airports take to address obstructions, including outreach with landowners and other stakeholders, time and costs to resolve issues, and support and coordination from local, state, and federal authorities. Under ACRP Project 11-03/Topic S09-11, “Survey of Mechanisms to Address Off Airport Obstructions,” Embry-Riddle Aeronautical University was asked to synthesize and document the various mechanisms airports use to address obstructions, with a focus on obstructions that are outside of the airport boundary. Information used in this study was obtained through a literature review, a survey of airports, and interviews to develop in-depth case examples. This synthesis is an immediately useful document that records the practices that were acceptable within the limitations of the knowledge available at the time of its preparation. As progress in research and practices continues, new knowledge will be added to that now at hand. The audience for this synthesis is airport sponsors, local permitting authorities, state aviation officials, and non-airport stakeholders that are involved in addressing off-airport obstructions.]]></description>
      <pubDate>Sat, 16 May 2026 12:15:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701283</guid>
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      <title>Interdependence of Federal, State, and Local Transportation Funding and Ownership</title>
      <link>https://trid.trb.org/View/2701281</link>
      <description><![CDATA[This report presents a guide to help state departments of transportation (DOTs) navigate funding and financing interdependence. The guide outlines how these interdependences work, strategies to manage them, and the outcomes of the interdependences. It was developed based on extensive review of the state of the practice, engagement of the community of practice, and use cases. The information in the guide will be of immediate interest to policymakers and funding decision-makers. The findings will serve as a valuable resource for state DOTs and other public transportation agencies.]]></description>
      <pubDate>Sat, 16 May 2026 12:15:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701281</guid>
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    <item>
      <title>Human Factors Issues and Trends in Offshore Operational Environments</title>
      <link>https://trid.trb.org/View/2681101</link>
      <description><![CDATA[What is the evolving role of Human Factors and Ergonomics (HF/E) practitioners in the design of increasingly automated offshore and maritime work environments? This panel will highlight technological trends transforming operational paradigms in the maritime sector, specifically, offshore energy production and shipping, in relation to HF/E and work environment design. The panel will be a discussion hosted by the Environmental Design Technical Group in collaboration with the Safety Technical Group and the Society of Petroleum Engineers Human Factors Technical Section. Panelists include three experts from industry and academia. Discussion participants will include HFES attendees in the audience including industry practitioners, students, and members from academia and government agencies. The discussion will begin with brief presentations by each panelist on the state-of-the-science of HF/E practice in offshore operational environments and emerging trends related to automation, remote supervisory control and related HF/E challenges, and followed by a moderated question and answer forum.]]></description>
      <pubDate>Sat, 02 May 2026 15:47:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681101</guid>
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    <item>
      <title>Snow and Ice Databook 2026</title>
      <link>https://trid.trb.org/View/2674278</link>
      <description><![CDATA[Winter road service is essential to maintaining safe, reliable, and efficient transportation systems during cold-weather conditions. Snow, ice, and freezing temperatures create hazardous driving conditions that significantly increase the risk of collisions, delays, and road closures. Timely winter services—such as snow removal, ice control, anti-icing treatments, and roadway monitoring—help reduce these risks by improving traction, visibility, and overall driving conditions. Ensuring roads remain passable during winter weather is critical for protecting motorists, pedestrians, cyclists and maintenance personnel alike. With the advance of innovative technologies and practices in recent years such as digitalization of spreaders, use of environmentally friendly anti/de-icing mixtures, Artificial Intelligence (AI), and AI-based Maintenance Decision Support System (MDSS), winter service maintenance can be done more effectively while helping to reduce costs and environmental impacts. Sustainable development and environmental protection are fundamental objectives, driving us to continually improve our strategies and practices in winter maintenance. Sharing knowledge and experience with others is essential to advance towards those objectives. The ambitious goal of the Snow and Ice Data Book (SIDB) is to share experiences in winter maintenance from various countries. Initiated nearly 25 years ago, it has been regularly updated every four years in conjunction with the International Winter Road Congress, making each edition both timely and successful. This version provides an overview of winter maintenance practices from 23 countries. Of these, 17 entries are updates from the previous version with the remaining 6 countries (Poland, Slovenia, China, Iran, The Netherlands, and Ukraine) being new entries, which is very encouraging. The XVII World Winter Service and Road Resilience Congress held in Chambéry, France, from March 10 to 13, 2026, offers the opportunity to release the seventh version of the SIDB. The 2026 SIDB features a consistent format, with the same sequence of chapters contributed by each country.]]></description>
      <pubDate>Thu, 30 Apr 2026 09:11:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674278</guid>
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    <item>
      <title>Transportation Planning in Non-Metropolitan/Rural Areas</title>
      <link>https://trid.trb.org/View/2694542</link>
      <description><![CDATA[This report presents the state of practice of state departments of transportation (DOTs) regarding transportation planning in non-metropolitan (rural) areas of their states. The synthesis includes information on the structure and roles of regional planning entities (RPEs), communication and engagement practices, planning responsibilities and products, support for rural planning capacity, integration of transit and multimodal planning, and challenges to coordination. Under NCHRP Project 20-05/Topic 56-11, “Practices for Transportation Planning in Non-Metropolitan Areas,” the University of South Florida was asked to synthesize information to document state DOT practices for transportation planning in non-metropolitan areas. Information used in this study was obtained through a literature review, a survey of state DOTs, and interviews to develop in-depth case examples. The synthesis provides four case examples that highlight governance for planning in non-metropolitan areas, key coordination and support mechanisms used with RPEs or local governments, and barriers and challenges to non-metropolitan planning.]]></description>
      <pubDate>Sun, 26 Apr 2026 17:37:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694542</guid>
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    <item>
      <title>Coordination of Highway Safety Improvement Program and Highway Safety Office Activities</title>
      <link>https://trid.trb.org/View/2694541</link>
      <description><![CDATA[This report presents the state of practice of state departments of transportation (DOTs) on how they organize, manage, and align their Highway Safety Improvement Programs (HSIPs) and Highway Safety Offices (HSOs). The synthesis includes information on how state DOTs coordinate these functions through shared planning, data exchange, performance measures, and reporting processes. The synthesis also documents coordination practices related to funding, safety program implementation, public participation and engagement efforts, and the use of data tools and dashboards. Under NCHRP Project 20-05/Topic 56-19, “Practices on Coordination of HSIP and Highway Safety Office Activities,” the University of Missouri was asked to synthesize information to document current practices, challenges, and opportunities for improving coordination between HSIP and HSO management, practices, and associated funding. Information used in this study was attained through a literature review, a survey of state DOTs, and interviews to develop in-depth case examples. Chapter 4 provides six case examples that highlight how the interviewed state DOTs coordinate HSIP and HSO activities through shared performance measures, safety planning, crash data management, funding practices, and organizational structures, as well as challenges related to staffing, communication, and administrative processes.]]></description>
      <pubDate>Sun, 26 Apr 2026 17:37:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694541</guid>
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    <item>
      <title>Hydrologic Approaches to Playa Lakes, Areas of Significant Karst Geology, and Arid Regions (Synthesis of Current State of Knowledge and Practice)</title>
      <link>https://trid.trb.org/View/2691530</link>
      <description><![CDATA[Playa lakes, arid regions, and karst terrains constitute important geographic and hydrological features across Texas, each presenting unique challenges due to their complex and varied hydrology. Currently, there are no uniform guidelines or standards for the hydrological and hydraulic design of transportation infrastructure in these landscapes, leading designers to rely heavily on project-specific judgment to determine suitable hydrological parameters. This report provides a comprehensive synthesis of current knowledge and best practices related to hydrological studies within three distinct landscapes: playa lakes, arid regions, and karst terrains. The research findings were obtained through an extensive literature review, surveys, and follow-up interviews. Based on existing knowledge, the following conclusions were reached regarding the current hydrology approaches in playa lakes, arid regions, and karst terrains: Playa Lakes: There is no method specific to the hydrology of playa lakes. Traditional hydrological methods, including the Rational Method and the NRCS Curve Number method, often prove inadequate because they fail to fully account for the complexities of playa lake systems, specifically the influence of infiltration, evaporation, sediment mobilization, and the dynamic interplay between surface and subsurface water flows. Karst Regions: The Federal Highway Administration (FHWA) recommends various standard and empirical hydrologic methods for estimating runoff in karst regions. However, these methods are site-specific and often fail to capture the full complexity of subterranean interactions, leading to inaccurate predictions of peak flows and flood extents. Arid Zones: Traditional hydrological methods, such as NRCS Curve Number method, which often rely on data and parameters from more humid climates, frequently underperform in arid environments, resulting in inaccurate flood predictions and potentially inadequate infrastructure design. The research reveals significant challenges in accurately predicting rainfall-runoff and effectively managing flood risks in these diverse environments, underscoring the need for region-specific approaches and further investigation. The inherent complexities of the hydrological processes within each region demand a refined understanding that extends beyond traditional methodologies.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691530</guid>
    </item>
    <item>
      <title>Mid-Atlantic Peer Exchange on Balanced Mix Design (BMD): Outcomes Summary</title>
      <link>https://trid.trb.org/View/2691551</link>
      <description><![CDATA[Seven States from the Mid-Atlantic U.S. and the District of Columbia (the District) gathered for a peer exchange and discussion on implementation activities to support Balanced Mix Design (BMD). The peer exchange was sponsored by the Federal Highway Administration (FHWA). The seven States and the District met to assess the state-of-practice for the technology, tools, and techniques in designing, verifying, and accepting asphalt mixtures for different layers within the flexible pavement structure, as well as for overlays of different pavements following BMD emerging practices. The peer exchange was held in Washington, D.C. This summary report focuses on agency motivations for considering BMD, implementation challenges, key takeaways, and emerging themes. Participating States included: District Department of Transportation (DDOT), Iowa Department of Transportation (IDOT), Kentucky Transportation Cabinet (KYTC), Maryland DOT (MDOT), North Carolina DOT (NCDOT), South Carolina DOT (SCDOT), Virginia DOT (VDOT), and West Virginia DOT (WVDOT).]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691551</guid>
    </item>
    <item>
      <title>Biochar Design Guidance</title>
      <link>https://trid.trb.org/View/2686622</link>
      <description><![CDATA[Minnesota Department of Transportation (MnDOT) would like to develop a design manual that provides specific or standard specifications and design information for using biochar on projects and sought to gather information from other agencies to assist them. To help MnDOT understand biochar practices used by other agencies, this project: (1) interviewed a MnDOT employee to identify key issues, (2) developed and distributed an online survey to DOTs, state agencies, professional organizations, and consultants, and (3) conducted follow-up interviews with three experts in biochar design guidance and specifications. Biochar is being used as a soil amendment in stormwater management best practices (BMPs) to reduce nutrients, sediment, and to capture bacteria in stormwater runoff. Biochar is also being used as a soil amendment to enhance plant and tree growth in urban settings. This research synthesis summarizes the findings from the survey and interviews.]]></description>
      <pubDate>Fri, 10 Apr 2026 10:52:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686622</guid>
    </item>
    <item>
      <title>Assessment of Resilient Modulus Testing Methods and Their Application to Design of Pavements</title>
      <link>https://trid.trb.org/View/2680620</link>
      <description><![CDATA[Resilient modulus (RM) is an important property of subgrade soils that accounts for repetitive loads due to vehicular traffic. Since AASHTO recommended its use in pavement design in 1986, various transportation agencies have devised procedures for testing and evaluation of RM. A comprehensive literature search was conducted in this study with two objectives in mind: (i) to obtain information on current practices pertaining to RM testing of subgrade soils; and (ii) to compile information pertaining to the collective experience of various agencies in correlating RM with other engineering soil properties. Practices adopted by different transportation agencies in testing RM are not identical; some follow AASHTO guidelines, while others differ. The differences are centered around deviator stress, rate of loading, confining stress, moisture-density relationship, specimen preparation and stress sequence. The well known relationship between RM and CBR, proposed by AASHTO, does not correlate well for many soils. Efforts have been made by various researchers to correlate RM with other factors including clay, silt and organic carbon contents, plasticity index, liquid limit, group index, compressive strength, initial elastic modulus and confining pressure. Very limited efforts have been directed toward understanding the RM characteristics of bonded materials and aggregate bases.]]></description>
      <pubDate>Mon, 06 Apr 2026 16:11:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680620</guid>
    </item>
    <item>
      <title>Components of Variability in Bituminous Concrete Pavement Construction. Volume 1: Summary of Current State Practices</title>
      <link>https://trid.trb.org/View/2680594</link>
      <description><![CDATA[The Oklahoma Department of Transportation (ODOT) turned to quality assurance specifications in 1989 after several years of careful study and consideration. The objective of phase-I of this research project was to evaluate the ODOT's Quality Assurance Specifications (QAS) for bituminous concrete pavements in comparison with those developed by other states. To meet the objectives of this phase, a survey of practice was conducted in all 1990. A letter was mailed to state DOTs asking whether the agency is using statistically·based QAS for bituminous concrete pavement construction, and if so, the letter requested copies of the specifications. Of the 30 state DOTs which responded to the survey, 70% had statistically-based QAS, 17% reported the use of combination of method specifications and QAS, and 13% were in the process of developing QAS or planning to develop one. High levels of satisfaction with, and confidence in, QAS were expressed by many of the agencies which used them. Results of the survey indicated that there was a wide variation among specifying agencies in the quality attributes used for acceptance purposes, definition of lot and sublot of bituminous pavement, decision rule for acceptance, allowable tolerances for acceptable construction, and the basis for payment. For acceptance purposes, the three most often used quality attributes were aggregate gradation, asphalt content, and in-place density. The two most common decision rules for acceptance were the percent within limits method and the average deviation method. The methods used to determine the payment for a lot of construction material varied significantly among the different agencies.]]></description>
      <pubDate>Sat, 04 Apr 2026 17:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680594</guid>
    </item>
    <item>
      <title>Price Adjustment Clauses in Highway Construction: State of the Practice</title>
      <link>https://trid.trb.org/View/2651442</link>
      <description><![CDATA[Material price volatility creates uncertainty for highway construction projects. This uncertainty complicates bid preparation because suppliers may be unable to guarantee fixed material prices for the project duration. In response, contractors often include risk premiums, leading to price speculation and inflated bid prices. These embedded contingencies may cause transportation agencies to overpay under fixed-price contracts. To address these risks, state DOTs implement material price adjustment clauses (PACs) in certain highway construction contracts. While PACs are commonly applied to construction materials such as fuel, asphalt, steel, and cement, their implementation varies across several decision factors—including eligible bid items, trigger thresholds, opt-in/opt-out provisions, caps, and more. The growing interest in PACs, along with these variations, underscores the need for a review of current practices to identify the key elements shaping their use. This study reviews PAC implementation across 50 state DOTs, focusing on variations in PAC eligibility requirements, contractual conditions, triggering events, and calculation process. Data were collected from publicly available specifications, verified through direct communication with state DOT construction-related representatives, and analyzed using content analysis. Results show that 96% of state DOTs implement at least one type of material price adjustment (including pilot implementation), with fuel (84%) and asphalt (80%) being the most common, followed by steel (36%) and cement (6%). Most PACs require a 5% trigger value to activate price adjustment and use an indexed material usage per unit method for calculation. These findings offer a national reference point for evaluating the current practices and considering potential improvements to PAC implementation strategies.]]></description>
      <pubDate>Wed, 25 Mar 2026 08:40:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651442</guid>
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