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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Warranty Utility Cut Repairs (QC/QA of Utility Cut Repairs)</title>
      <link>https://trid.trb.org/View/1593490</link>
      <description><![CDATA[Poor construction techniques in utility cut repairs often lead to settlement of the patches, increasing the roughness of the pavement and decreasing the rideability of the repaired pavement. Identifying the company responsible for faulty pavement repairs is difficult since multiple utilities may have performed repairs in the same section. The objective of this study was to develop a set of guidelines to assist INDOT in addressing challenges with utility cut repairs. The key research tasks included: (1) a synthesis of utility cut repair guidelines among State Highway Agencies (SHAs), (2) interviews with INDOT engineers and utility contractors to identify the challenges faced in restoring utility cuts, (3) an evaluation of INDOT’s Electronic Permitting System in the context of managing utility cut permit information, and (4) an investigation of automated methods to track/manage utility cut repairs. INDOT specifications require utility cuts to be repaired using the T-section method, backfilled either, with soil compacted to 95% Standard Proctor density or with flowable fill, and edges treated with a tack coat for flexible pavements and dowel bars for rigid pavements. These specifications were found to be in alignment with a majority of the specifications of other State Highway Agencies. INDOT personnel recommended that flowable fill be made mandatory to circumvent the need for compaction, and suggested incorporating pre-qualification requirements for contractors who perform utility cut repairs. INDOT’s Electronic Permitting System lacks data fields to store information about contractors performing pavement cut repairs, record details of the work, such as dimensions of the cut, backfill materials, construction methods, etc., and list information about periodic inspections by INDOT. Including data fields to record such information will facilitate a more effective use of EPS for reviewing and managing permits and tracking the work done by permittees. Enhancements to the EPS System could also automated identification of repaired patches by correlating the global positioning system (GPS) location of INDOT’s pavement monitoring vehicle with the location information of utility cut repairs from the EPS.]]></description>
      <pubDate>Wed, 27 Mar 2019 10:13:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593490</guid>
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      <title>Concrete Pavement Joint Diagnostics with Ultrasonic Tomography</title>
      <link>https://trid.trb.org/View/1130771</link>
      <description><![CDATA[An important issue in extending the life of jointed plain concrete pavement is the proper construction and maintenance of transverse joints. The capabilities of an ultrasonic tomography device in providing information essential to joint rehabilitation decisions as well as the quality control of rehabilitation construction are presented. Testing was conducted at various partial-depth repair locations of a recently repaired in-service highway to determine the presence and extent of debonding between the partial-depth repair and the existing concrete. Testing also was conducted at the Minnesota Road Research Facility to evaluate the subsurface condition along various transverse joints. Real-time diagnosis with the intensity-based signals of the synthetic aperture focusing technique was successful in pinpointing the location of debonded concrete interfaces within partial-depth repairs. Ultrasonic tomography testing also showed the capability of identifying that a joint is in need of repair and subsequently diagnosing the extent of subsurface deterioration throughout the joint.]]></description>
      <pubDate>Mon, 25 Jun 2012 16:19:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1130771</guid>
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    <item>
      <title>Field Evaluations of the Patch Materials for Partial-Depth Repairs</title>
      <link>https://trid.trb.org/View/901066</link>
      <description><![CDATA[Spalls and wide cracks represent functional and structural distresses in portland cement concrete pavement. Traditionally, these distresses were repaired by partial depth repair (PDR). The performance of PDR varies substantially. Two types of polymeric patch materials, Material-A and Material-B, were used to repair spalls and cracks. Material-A was used to repair spalls in continuously reinforced concrete pavement. It provided quite satisfactory performance for more than 6 years. Material-B was used to repair cracks in jointed concrete pavement. Its performance was satisfactory when applied to stable slabs. Compared with full-depth repair (FDR), PDRs utilizing polymeric patch materials is much more cost effective, and PDR takes much less time than FDR. It was found that chip-and-patch method would work as well as saw-and-patch method as long as the repair limits include all the delaminated areas.]]></description>
      <pubDate>Tue, 20 Oct 2009 07:40:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/901066</guid>
    </item>
    <item>
      <title>Concrete Pavement Preservation Workshop</title>
      <link>https://trid.trb.org/View/889843</link>
      <description><![CDATA[This document serves as the Reference Manual for the 1 1/2-day Federal Highway Administration workshop on concrete pavement preservation.  The purpose of the document is to provide the most up-to-date information available on the design, construction, and selection of cost-effective concrete pavement preservation strategies.  It concentrates primarily on strategies and methods that are applicable at the project level, and not at the network level, where pavement management activities function and addresses such issues as prioritizing and budgeting.  Detailed information is presented on seven specific concrete pavement preservation treatments:  slab stabilization, partial-depth repairs, full-depth repairs, retrofitted edge drains, load transfer restoration, diamond grinding and joint resealing.  In addition, information is provided on pavement evaluation techniques and strategy selection procedures.]]></description>
      <pubDate>Thu, 28 May 2009 16:07:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/889843</guid>
    </item>
    <item>
      <title>Do You Really Know What That Road Will Cost?</title>
      <link>https://trid.trb.org/View/859667</link>
      <description><![CDATA[In initial contract bids, hidden expenses are not always apparent. Significant area political and military events, for example, can be related to signfiicant price jumps in asphalt since political unrest in the Middle East is reflected in oil prices. Another example is that ongoing costs for road maintenance and repair once the road is in use are not always considered. Differences in asphalt and concrete are also examined.]]></description>
      <pubDate>Tue, 03 Jun 2008 07:27:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/859667</guid>
    </item>
    <item>
      <title>Concentration through fabrication</title>
      <link>https://trid.trb.org/View/794101</link>
      <description><![CDATA[The Leven Viaduct on the Carnforth to Barrow railway line across Morecambe Bay, UK, is being rebuilt at a cost of #14M with the old deck and tracks over 48 of the 49 spans being replaced. Working conditions are dangerous and there is limited space on the two track deck areas. Site access is highly restricted. Network Rail originally considered that the work would take two seasons, with blockades of 16 weeks prepared for spring 2006 and spring 2007. Carillion's design and build tender proposed a faster system, with all the work taking place in one season. The increased speed is associated with the use of two specially commissioned overhead lifting gantries for lifting out old sections and installing the new sections. Off-site robot welding is used to fabricate the new steel viaduct deck. To use gantries, new rails have been installed on either side of the track. Spans are removed in two layers: the deck and the main support girder assembly. This leaves room for work on the pier tops and installation of bearings.]]></description>
      <pubDate>Wed, 12 Mar 2008 10:22:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/794101</guid>
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    <item>
      <title>Pavement Preservation: Innovations Create Opportunities to Preserve Roads and Control Costs</title>
      <link>https://trid.trb.org/View/806410</link>
      <description><![CDATA[The author describes what the president and chief executive officer of one company in the United States deems "100 miles of problems and five miles of budget"-inadequate funding given the amount of road repair needed. Savings on future road repair costs have been shown through pavement (including concrete) preservation techniques. Technological advances have been developed for such techniques, which have been in use for a number of years. The author discusses detecting and repairing damage beneath the roadway, as well as using pre-cast concrete to hasten repair time. Standard pavement preservation techniques, including joint and crack resealing, diamond grinding, longitudinal crack or joint cross-stitching, dowel bar retrofits, partial-depth and full-depth repairs, and slab stabilization, are discussed in both the article and an insert.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:48:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/806410</guid>
    </item>
    <item>
      <title>State Aid Concrete Pavement Rehabilitation Best Practices Manual 2006</title>
      <link>https://trid.trb.org/View/794863</link>
      <description><![CDATA[This manual, a reformatted version of LRRB Manual 2005-33, has been designed to be used as specifications for concrete repair of local city streets and county concrete pavements. It is intended to be used as supplemental specifications for constructing this work throughout the state of Minnesota. All standard plates have been designated as SA, which is an abbreviation for State Aid. This is intended to allow the State Aid office to track bid prices with a consistent title throughout the state. This manual was developed from existing concrete repair standards that have been developed and used by the Minnesota Department of Transportation since 1981. This manual also incorporates successful modifications to the Minnesota Department of Transportation (Mn/DOT) standards by the City of Owatonna and the City of Austin, Minnesota. This manual keeps the Mn/DOT system of labeling repairs in the A,B,C nomenclature developed in 1981 as follows: SA-A repairs are joint or crack repairs; SA-B repairs are partial depth repairs; and SA-C repairs are full depth concrete repairs. For the first time this manual incorporates standards for sidewalk and curb and gutter repairs into a specification format. These sidewalk and curb and gutter standards have been successfully performed by the cities of Austin and Owatonna, Minnesota.]]></description>
      <pubDate>Fri, 29 Dec 2006 11:08:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/794863</guid>
    </item>
    <item>
      <title>Concrete Pavement Rehabilitation and Preservation Treatments</title>
      <link>https://trid.trb.org/View/793802</link>
      <description><![CDATA[This technical brief describes several concrete pavement rehabilitation and preservation treatments that were examined under Federal Highway Administration Special Project 205.  The purpose and application of each treatment are reviewed, followed by a brief summary of application, materials, design, and construction recommendations.  The treatments evaluated include joint resealing, slab stabilization, partial depth repairs, full depth repairs, load transfer restoration, and diamond grinding and grooving.]]></description>
      <pubDate>Tue, 21 Nov 2006 13:34:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/793802</guid>
    </item>
    <item>
      <title>Road Rehab Smoothes Travel: Nueces County, Texas</title>
      <link>https://trid.trb.org/View/792873</link>
      <description><![CDATA[This brief article describes a comprehensive, court-ordered initiative undertaken to rehabilitate 280 miles of roads and replace 39 bridges in Nueces County, Texas.  Some of the rural roads in this county were in such poor conditions that ambulances responding to emergency calls were forced to drive 20mph on 60mph zones in order to avoid large potholes.  Farmers could not fit their equipment across old, narrow timber bridges and school districts were spending excessive amounts on bus maintenance because of rough roads.  To fund this $58 million Nueces County Infrastructure Rehabilitation Project (NCIRP), the county issued Series 2004 Certificates of Obligation to be repaid by taxpayers in 20 years.  By fast-tracking the project over 18 months, the county locked in a low interest rate as well as capped fuel, material and labor costs, saving millions of dollars.  The author reports on local reaction to the funding plan, the emphasis on quality in the road and bridge repairs, and the role of the Texas Department of Transportation.  All roads and bridges in the project repaired by April 2006, with costs coming in under budget by $6.8 million.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:15:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/792873</guid>
    </item>
    <item>
      <title>Study of the Effects of Buried Pipe Integrity on Roadway Subsidence</title>
      <link>https://trid.trb.org/View/788494</link>
      <description><![CDATA[The performance of roadway pavement is significantly affected by the integrity of buried pipes underneath. It is important that these pipes remain structurally sound during the life of the roadway for a better performance and uninterrupted service. Damage or total loss of the pipe will result in structural damage to the pavement, excessive deflections, and roadway subsidence or collapse. In the event of a roadway subsidence or collapse, the roadway or sections of it will be fully or partially closed to traffic for repair. Road closure and detours would cost the traveling public (trucking industry and passenger vehicles) in travel delay and added vehicle operating costs. One-lane closures usually result in approximately 30-60 minutes of delay per vehicle, and would cost the public in gas costs and additional costs due to travel delays. The added cost of travel would cause loss of revenues for businesses in New Jersey.]]></description>
      <pubDate>Mon, 11 Sep 2006 16:21:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/788494</guid>
    </item>
    <item>
      <title>Rapid Bridge Rehabilitation at Route 233 over Route 1 &amp; CSX Railroad,
 Arlington County, Virginia</title>
      <link>https://trid.trb.org/View/776188</link>
      <description><![CDATA[With increasing highway traffic, rehabilitation of deteriorated bridges requires special attention from highway agencies.  During bridge rehabilitation, traffic congestion results in delays and inconvenience to motorists. Rapid bridge rehabilitation methods minimize disruption to traffic and reduce total construction time.  This paper presents the design and construction aspects of rapid bridge rehabilitation at Route 233 over Route 1 and CSX Railroad in Arlington County, Virginia.  The multi-span structure, built in mid 60’s, carries the Washington D.C. traffic to, and from, the Reagan National Airport. After about 40 years of service the structure was in need of a comprehensive rehabilitation. The rehabilitation of the bridge was done with minimal disruption to traffic. All construction operations were conducted in such a manner that all Route 233 lanes on the bridge were fully open to traffic everyday from 5:00 a.m. to 10:30 p.m. The bridge was also partially open to traffic during the construction at nighttime.  The scope of the rapid rehabilitation work included:  •Repairing & overlaying the deck, •Closing selected joints in the deck slab,  •Replacing malfunctioning bearings, •Repairing deteriorated pier caps and columns, and  •Wrapping severely deteriorated columns with FRP material.]]></description>
      <pubDate>Wed, 23 Aug 2006 14:15:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/776188</guid>
    </item>
    <item>
      <title>Fifteen Years Performance of a Concrete Pavement Rehabilitation Project in Canada</title>
      <link>https://trid.trb.org/View/780934</link>
      <description><![CDATA[The Ministry of Transportation of Ontario (MTO) undertook the rehabilitation of an exposed concrete pavement exhibiting various distress manifestations in the summer of 1989.  Highway 126 in Southwestern Ontario is a four-lane divided arterial with 22,000 AADT and 9.6% commercial traffic in year 2000.  The existing pavement, originally constructed in 1963, consisted of 230 mm mesh reinforced Portland Cement Concrete (PCC) pavement with dowelled joints at a spacing of 21.3 m.  The rehabilitation strategy selected for southbound lanes was a 180 mm thick plain jointed unbonded PCC overlay to address the severe 'D' cracking and spalling at all the joints and cracks.  The rehabilitation of the northbound lanes, which had experienced moderate deterioration, consisted of using the latest concrete pavement rehabilitation (CPR) techniques, material specifications and construction methods, which included full depth repair, partial depth repair, diamond grinding and joint sealant replacement.  This paper will discuss the evaluation of this rehabilitated pavement in terms of roughness measurements, frictional resistance measured, and pavement condition ratings.  Overall, the fifteen-year performance of the rehabilitated concrete pavements has been good with acceptable levels of ride quality, frictional resistance and distress propagation.]]></description>
      <pubDate>Fri, 28 Apr 2006 09:12:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/780934</guid>
    </item>
    <item>
      <title>Effect of Different Limit States on Life-Cycle Cost of RC Structures in Corrosive Environment</title>
      <link>https://trid.trb.org/View/767418</link>
      <description><![CDATA[The paper considers the comparative effect of ultimate limit states and a serviceability limit state associated with cracking and spalling of the concrete cover on the expected life-cycle cost of reinforced concrete (RC) structures subject to chloride-induced corrosion. A simple computationally efficient method for the evaluation of the expected costs of failure due to ultimate and serviceability (i.e., spalling) limit states is described. Ratios between the expected costs of failure associated with spalling and with ultimate limit states have been estimated as a function of the time between repairs for different design specifications, environmental conditions, and discount rates. Using these results, in the cases when the expected cost of failure associated with ultimate limit states is quite significant compared to that due to spalling and hence, cannot be neglected in a life-cycle cost analysis can be easily determined. Optimum times between repairs, which minimize the total expected cost of failure, have been calculated as a function of the ratio between the failure costs for ultimate and serviceability limit states. The effect of other parameters such as concrete strength, thickness of the concrete cover, the discount rate, and exposure conditions on the optimum times between repairs has also been examined.]]></description>
      <pubDate>Tue, 27 Dec 2005 09:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/767418</guid>
    </item>
    <item>
      <title>THE FUNCTIONING AND CLASSIFICATION OF AUTOMATED SYSTEMS FOR DIAGNOSING RAILWAY VEHICLES</title>
      <link>https://trid.trb.org/View/276027</link>
      <description><![CDATA[The author presents a system for diagnosing the condition of railway vehicles which enables the economic operation of vehicles to be optimized and facilitates decisions concerning their maintenance or repair.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/276027</guid>
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