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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Rocky Mountain West Peer Exchange on Balanced Mix Design (BMD): Outcomes Summary</title>
      <link>https://trid.trb.org/View/2413812</link>
      <description><![CDATA[Nine States from the Rocky Mountain West U.S. 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 nine States 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 Salt Lake City, Utah. This summary report focuses on agency motivations for considering BMD, the role of sustainability in BMD practice, implementation challenges, key takeaways, and emerging themes.]]></description>
      <pubDate>Wed, 14 Aug 2024 13:19:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2413812</guid>
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    <item>
      <title>Pollinator Habitat Conservation Along Roadways, Volume 13: Rocky Mountains</title>
      <link>https://trid.trb.org/View/2204414</link>
      <description><![CDATA[This guide is intended to provide relevant guidance to rights-of-way owners and operators for roadside vegetation management practices that support pollinators, as well as strategies that are compliant with the Endangered Species Act (ESA). This guide will help state departments of transportation (DOTs) and other entities that manage roadsides understand pollinators generally and imperiled pollinators specifically, and it provides information on how to manage roadsides with the goal of avoiding further declines of these important species, averting the need for them to be listed under the ESA in the future. This guide will also help DOTs make informed management decisions to coordinate ESA compliance with their operations, reduce future regulatory uncertainty, contribute to pollinator conservation and recovery, and increase awareness and the associated societal values for the ecosystem services pollinators provide for agriculture and native ecosystems alike. This guide is one of 16 guides, one for each region identified based on ecoregions and distributions of pollinators.]]></description>
      <pubDate>Sun, 02 Jul 2023 18:05:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2204414</guid>
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      <title>Comparing Crash Trends and Severity in the Northern Rocky Mountain Region</title>
      <link>https://trid.trb.org/View/1312744</link>
      <description><![CDATA[Safety Management Systems are federally mandated in an effort to encourage states to develop strategic programs in order to mitigate severe crashes. In 2006, the Wyoming Department of Transportation (WYDOT) published the Wyoming Strategic Highway Safety Plan (SHSP). The plan outlines goals for the state and transportation areas of strategic emphasis. While the SHSP has proven successful in lowering crash rates, Wyoming is constantly plagued by one of the highest fatal crash rates in the region. In the northern Rocky Mountain region, North Dakota historically boasts the lowest fatal crash rates, while Colorado has the highest. Other states in the region are Wyoming, Montana, Utah, South Dakota, and Idaho. In an effort towards continued safety improvement, WYDOT is investigating whether there is a link between certain factors in North Dakota and the low number of fatal crashes experienced there. The basis of this research centers on evaluating key differences between North Dakota and Wyoming to determine if there are policies, practices, and or physical differences that keep North Dakota’s fatal crash rate lower. This research investigates patrol enforcement differences, traffic safety laws, crash records, mileage records, vehicle records, and economic factors as possible sources of crash rate differences. When some critical factors were identified, Logistic Regression Modeling was applied to two Wyoming interstates to identify safety concerns for implementation within Wyoming’s transportation SHSP. It was found that on Interstates 80 and 25 in Wyoming, sobriety, motorcycle usage, and speed were some of the largest factors in increasing the probability of a critical crash. From comparing crash trends between the two states, it  was found that interstates are an area where fatal crashes happen more often in Wyoming. Wyoming also has more fatal crashes on weekends and in the summer months than North Dakota. It was found that both states are behind in the adoption of nationally recommended laws and that Wyoming enforcement needs more resources to effectively patrol and maintain safety on highways such as interstate 80. Finally, it was determined that in those counties where mining and construction industries have high levels of employment,  crashes were more frequent and care should be taken to educate those communities on the benefits of safe driving.]]></description>
      <pubDate>Mon, 30 Jun 2014 09:41:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1312744</guid>
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    <item>
      <title>Rural Traffic Safety in the Northern Rocky Mountain Region Revisited</title>
      <link>https://trid.trb.org/View/1213977</link>
      <description><![CDATA[This report seeks to update and expand upon a 2007 (Vachal and McGowan) report by determining changes in traffic safety policy that may have occurred in each of the Northern Rocky Mountain Region (NRMR) states (Montana, North Dakota, South Dakota, and Wyoming) between 2006 and 2010. The report will ascertain what affect those policy changes have had on specific traffic safety issues, and compare each of the NRMR states with one another, with the NRMR region as a whole, and with the United States overall. In general, NRMR State Highway Safety Plan/Highway Safety Plans continue to focus on aggressive driving/speeding, impaired driving, seat belt use, graduate driver licensing, motorcycle safety and pedestrian safety. Traffic fatalities have declined in this region. There have been few changes made to NRMR state traffic safety policies from 2006 to 2010, so the likelihood that these declines resulted from changes in state law is low. Future research is needed to explain the decline in traffic fatalities in the NRMR.]]></description>
      <pubDate>Wed, 19 Sep 2012 13:28:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1213977</guid>
    </item>
    <item>
      <title>High country</title>
      <link>https://trid.trb.org/View/891369</link>
      <description><![CDATA[Subtitle: Dixon Bros thrives as Rocky Mountain tank truck carrier.]]></description>
      <pubDate>Thu, 25 Jun 2009 12:21:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/891369</guid>
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    <item>
      <title>GREATER YELLOWSTONE RURAL ITS PROJECT WORK ORDER II-2E: GIS TETON COUNTY LAND USE AND TRANSPORTATION INFRASTRUCTURE MODELS FOR APPLICATION IN RURAL SETTINGS: LITERATURE REVIEW</title>
      <link>https://trid.trb.org/View/753731</link>
      <description><![CDATA[There are several interconnected reasons why rural sprawl - a pattern of rural residential settlement characterized principally by low densities and scattered development - and transportation infrastructure is one of the most pressing concerns facing the rural countryside. The central concerns for the purposes of this review are to understand the connections between the influence of rural travel patterns and land use change in the rural countryside. The general outline of this review is to provide background on the issue of sprawl and its causes and consequences, modeling for land use change and modeling transportation infrastructure development. Impacts resulting from sprawl include a range of social and economic costs to rural resident populations as well as the loss of open landscapes and farmland; and ecological disturbance of sensitive lands.  The format of the review is to: a) provide background on recent population growth in the Rocky Mountain West, b) discuss topics of concern stemming from the impacts of population growth and transportation in high growth rural areas, c) review the major relevant models of land use change and transportation with special emphasis on two emergent softwares that seem particularly applicable to rural settings: Land Use/Land Cover Change Prediction System and Community Viz, and d) provide some topics of further research and directions for modeling land use and transportation in a rural settings.]]></description>
      <pubDate>Mon, 21 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/753731</guid>
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    <item>
      <title>ALL I-25 SCALEHOUSES ARE AUTOMATED</title>
      <link>https://trid.trb.org/View/619345</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 16 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/619345</guid>
    </item>
    <item>
      <title>SUMMARY OF WORKSHOP SESSION ON SUBDRAINAGE--DENVER, COLORADO</title>
      <link>https://trid.trb.org/View/652718</link>
      <description><![CDATA[This paper summarizes the work session on subdrainage held at the 1973 Federal Highway Administration workshop on Water in Pavements in Denver, Colorado.  Participants discussed the state-of-the-practice and their experience in the drainage and interception of groundwater for the design of pavements.  A representative of the Office of Federal Highway Projects, U.S. Federal Highway Administration, reported on some of their practices.  They have been using standard drawings for subdrains, with the standard generally consisting of a 6-in. (15-cm) or 8-in. (20-cm) perforated pipe placed in a trench and backfilled with granular material.  They are shifting to design on a case-by-case basis.  Research work on the design of underdrains has pointed toward the use of slotted pipe.  Interceptor drains are normally placed under the shoulder or ditch section, rather than close to the edge of the pavement, because the purpose is to intercept groundwater, rather than surface percolation. Participants concluded that drainage systems to intercept groundwater are normally independent of the drainage systems used to handle water coming from the pavement surface.  A representative of the Federal Aviation Administration reported on the problems of subdrainage under large airport runway slabs.  It was agreed that there is a need for more engineering geology and subsurface exploration before groundwater problems are considered in design and construction. Another common problem was the lack of coordination between the designer and the construction engineer.]]></description>
      <pubDate>Mon, 08 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/652718</guid>
    </item>
    <item>
      <title>SUMMARY OF WORKSHOP SESSION ON FLEXIBLE PAVEMENTS--DENVER, COLORADO</title>
      <link>https://trid.trb.org/View/652720</link>
      <description><![CDATA[This paper summarizes the work session on flexible pavements held at the 1973 Federal Highway Administration workshop on Water in Pavements in Denver, Colorado.  Idaho has been paving their shoulders and carrying their base course full-width for a number of years.  Although there is a lack of available asphalt, it was agreed that paving materials could be conserved through the use of free-draining bases and paved shoulders.  A Wyoming representative discussed the difficulties in applying asphalt membranes and in tying membranes to the shoulders of full-depth pavements.  This led into a discussion of the problem of coping with swelling soils.  The predominate type of aggregate used in bases and subbases is a native bank gravel, or terrace gravels, rather than quarried commercial aggregates.  Though drainage is important, on extensively wide paved sections the primary emphasis must be placed on the prevention of the entry of water into the pavement section.  It was agreed that the minus #200 material in base aggregates is detrimental, because it leads to a lack of drainage capability, the possibility of high pore pressures, and the formation of ice lenses.  There was a need expressed for the design of roadways to provide for snow storage to insure that the subsequent melt would be properly taken care of.  It was suggested that this pointed out the need for paved ditches to insure that snowmelt water would not percolate faster than it would run off.  Surface sealing was discussed, but it became apparent that there is a need to know more about the actual permeabilities of the materials used beneath the pavement surfaces and in drainage systems.  It was agreed that the advantages of free-draining bases outweigh the disadvantages by far.]]></description>
      <pubDate>Mon, 08 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/652720</guid>
    </item>
    <item>
      <title>INNOVATIVE FINANCING METHODS FOR LOCAL ROADS IN THE MIDWEST AND MOUNTAIN-PLAINS STATES</title>
      <link>https://trid.trb.org/View/472144</link>
      <description><![CDATA[The need for federal, state, and local road funding is a national problem.  Due to changing trends, i.e., population shifts, changes in travel patterns, local governments have many challenges to overcome to maintain their extensive road networks.  Typically, local governments have relied on fuel taxes, property taxes, vehicle registration fees, and mill levies to finance road maintenance and improvements.  However, traditional funding sources are no longer adequate.  There is a great need for counties to explore innovative methods that increase revenue and/or decrease costs.  This study describes 8 innovative financing methods, e.g., rural improvement districts, and 14 cost reducing strategies, e.g., sharing equipment, that local governments in Iowa, Minnesota, Montana, North Dakota, South Dakota, Utah, and Wyoming currently are using.  County road officials identified these methods through a mail questionnaire and rated key criteria, e.g., ease of collection, etc. which should be used to evaluate each method before implementing them.  Advantages and disadvantages to rural improvement districts/special assessment districts and the wheel tax are discussed in this report.]]></description>
      <pubDate>Mon, 19 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472144</guid>
    </item>
    <item>
      <title>LESS-THAN-TRUCKLOAD IN THE NORTHERN MOUNTAIN-PLAINS STATES</title>
      <link>https://trid.trb.org/View/472145</link>
      <description><![CDATA[This study examined less-than-truckload (LTL) carriers in the mountain-plains region of North Dakota, South Dakota, Montana, and Wyoming.  A mail survey was sent to trucking firms in those states to determine the characteristics and the level of LTL service in the rural states.  The survey was structured to determine the size of firms providing LTL service to the mountain-plains states.  The survey also asked firms about their level of technology.  The mail survey was sent to common carriers in the mountain-plains states.  The survey group selection, survey design, and data analysis techniques were described.  The study determined that all sizes of carriers are performing LTL service in the mountain-plains region.  The level of service is undetermined, but it is clear that many companies are performing both TL and LTL services in the region.  The level of technology is clearly more advanced in larger companies and larger carriers are likely to adopt all types of technology available. ITS/CVO is not used extensively in the region, but the majority of carriers thought that it will become more prevalent and does add efficiency to the industry.  Although all sizes of carriers are performing LTL service in the mountain-plains region, only a small portion of their revenue comes from the mountain-plains region.  This indicates that even though they serve the area, they may link with other carriers to deliver in rural areas deemed less profitable.]]></description>
      <pubDate>Mon, 19 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472145</guid>
    </item>
    <item>
      <title>EFFECT OF MOISTURE ON BITUMINOUS PAVEMENT IN ROCKY MOUNTAIN AREAS</title>
      <link>https://trid.trb.org/View/100745</link>
      <description><![CDATA[THE PAPER DEALS WITH PROBLEMS IN COLORADO, NEW MEXICO, UTAH AND WYOMING WHICH RESULT FROM THE PREFERENTIAL AFFINITY OF MANY COMMONLY AVAILABLE AGGREGATES IN THE AREA FOR WATER RATHER THAN FOR ASPHALT. THE RESULT IS EVIDENCED BY SURFACE RAVELING AND IN EXTREME CASES BY SOFTENING AND COMPLETE DISINTEGRATION OF THE BITUMINOUS PAVEMENT. THE CHARACTERISTIC IS COMMONLY REFERRED TO AS STRIPPING, MEANING THAT THE ASPHALT COATING COMES OFF THE AGGREGATE IN THE PRESENCE OF WATER AND IS REPLACED BY THE WATER. IT IS MORE PRONOUNCED WITH THE LIGHTER TYPES OF ASPHALTIC MATERIALS /SUCH AS CUTBACKS/ WHEN USED IN ROAD MIXES, AND HAS BEEN ONE OF THE PRINCIPAL REASONS FOR THE GENERAL REPLACEMENT OF ROAD MIXES BY HOT PLANT MIXES AND ASPHALTIC CONCRETE USING ASPHALTIC CEMENTS. EVEN WITH HIGHER TYPES OF PAVEMENTS THE PROBLEM IS COMMON ENOUGH AND SERIOUS ENOUGH TO REQUIRE THE GENERAL USE OF SEAL COATS, EITHER IMMEDIATELY OR AFTER A PERIOD OF SEVERAL YEARS. TYPES OF SEAL COATS USED ARE DESCRIBED. ANOTHER COMMON APPROACH TO THE PROBLEM HAS BEEN THE USE OF CHEMICAL ADDITIVES AND, MORE RECENTLY, HYDRATED LIME. THEIR EFFECT AND METHODS OF SPECIFYING AND USING ARE DESCRIBED. EARLY REALIZATION OF THE STRIPPING PROBLEM LED TO THE DEVELOPMENT OF THE IMMERSION-COMPRESSION TEST /AASHO DESIGNATION T-165/ FOR MEASURING THE EFFECT OF WATER ON COMPACTED BITUMINOUS MIXTURES AND OF THE STATIC-IMMERSION TEST /AASHO DESIGNATION T-182/ FOR DETERMINING THE EFFECT OF WATER ON COATED COARSE AGGREGATE PARTICLES /AS USED IN SURFACE TREATMENT AND SEAL COATS/. THE PAPER IS NOT INTENDED TO BE A TECHNICAL ANALYSIS OF THE CHEMISTRY OR MECHANICS OF THE STRIPPING ACTION, NOR DOES IT PRESENT ANY GUARANTEED SOLUTIONS. IT DOES, HOWEVER, POINT UP THE EXTENT AND SERIOUSNESS OF THE PROBLEM WITH THE HOPE THAT IT WILL STIMULATE FURTHER INVESTIGATIONS AND RESEARCH LEADING TO MORE CONSISTENTLY WATER-RESISTANT PAVEMENTS. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100745</guid>
    </item>
    <item>
      <title>STUDY OF POTENTIAL COAL UTILIZATION, 1985--2000</title>
      <link>https://trid.trb.org/View/77571</link>
      <description><![CDATA[Growing energy requirements beyond 1985 will require continued expansion of coal use and will impose a considerable strain on the mining and transportation industries. National projections tend to obscure the reality that the impacts of this expansion will not be borne equally throughout the nation, but will fall heavily on the coal-producing regions, particularly on those in the west. The Federal government's policy to develop a commercial synthetic fuels industry may result in a new and growing coal market during this period, as well. To examine these factors, regional supplies and demands for coal, oil, and natural gas were estimated for 1985 and 2000. National coal supplies of 1018 million tons in 1985 (consistent with FEA's 1976 National Energy Outlook) and 1836 million tons in 2000 were employed in this analysis. In order to estimate transportation and consumption patterns for these supplies, a substantial data base was assembled estimating interregional energy-transportation costs. Delivered energy costs were then estimated regionally by combining the wellhead or mine-mouth costs of the fuel resource with these transportation charges. Coal transportation and use patterns for electric utilities, industrial steam, and synthetic-fuel producers were determined by linking the supply, demand, and cost estimates and solving the resulting network through a cost-minimizing linear program formulation. The coal-use patterns generated through this formulation constituted the basis of an investigation of constraints that might preclude this development. Major findings are summarized. (ERA citation 03:040668)]]></description>
      <pubDate>Sat, 29 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77571</guid>
    </item>
    <item>
      <title>MOTOR COMMON CARRIER FREIGHT RATE STUDY FOR NINE WESTERN STATES</title>
      <link>https://trid.trb.org/View/28894</link>
      <description><![CDATA[The purpose of the study is to develop and analyze data about the availability of interstate motor freight carrier services and the structure of their freight rates in nine western states. Motor freight and other carrier service is reported at 1032 points in the states of Colorado, Idaho, Montana, Nebraska, New Mexico, North Dakota, South Dakota, Utah, and Wyoming. Questionnaires circulated in Idaho, Wyoming, and Utah indicate a possible 55 percent unfavorable/45 percent favorable reaction to local motor carrier services. Surveys in North Dakota and Wyoming indicate motor carrier service at outlying points is not as extensive as what carriers are certificated for. Economic impact of rate inconsistencies is probably heaviest on small businessman in small town, but lack of backhaul causes carriers to publish attractive outbound commodity rates which is a plus factor for industrial location.]]></description>
      <pubDate>Mon, 18 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/28894</guid>
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