<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Evaluation and Development of Cost Prediction Models for Resurfacing Projects to Improve M&amp;R Analysis and Project Development</title>
      <link>https://trid.trb.org/View/2688790</link>
      <description><![CDATA[Accurate preliminary cost estimates for resurfacing projects are essential to conduct a reliable Maintenance & Rehabilitation (M&R) analysis, prioritize projects, and optimize the use of available budget. However, the Tennessee Department of Transportation (TDOT) is currently using an outdated cost per lane mile data for such analysis, and hence the results of such analysis can be less reliable. To address the issue, this study develops a framework and a tangible tool entitled “Resurfacing Cost Prediction (RCP).” This framework and tool require limited project characteristics, such as, project length and location, that are available at the early phase of project development. The validation of the tool achieved 100% compliance for accuracy based on AASHTO Practical Guide for Cost Estimation for three treatment types for planning phase. The study also addresses another issue related to project bundling. TDOT creates bundles of resurfacing projects to attract more contractors, achieve lower cost per lane mile, and reduce administrative burden. However, TDOT lacks a systematic methodology to create project bundles. As such, it relies on manual identification of projects suitable for bundling. This manual approach can be very time-consuming and cumbersome, and it can create inconsistent bundles. To address this issue, an Automated Maintenance Project Bundling (AMPB) tool is developed. The tool was able to achieve up to 92% accuracy in correctly identifying if a project should be bundled or not. These frameworks and tools are expected to aid TDOT in improving the planning and execution of resurfacing projects while optimizing the use of available budget.]]></description>
      <pubDate>Thu, 09 Apr 2026 10:35:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688790</guid>
    </item>
    <item>
      <title>Assessment of road surface roughness before and after surface renewal on road II/584 in the Huty area</title>
      <link>https://trid.trb.org/View/2666115</link>
      <description><![CDATA[The article evaluates the roughness of road II/584 in the cadastral area of Huty, located in a mountainous region prone to traffic accidents due to reduced skid resistance and unfavorable alignment in terms of direction and elevation. Measurements were conducted before and after surface renewal, which included the application of an AC 11 O PMB 45/80; I layer with a thickness of 50 mm. The results demonstrated significant improvements in macrotexture depth and friction coefficients, leading to enhanced road safety. This article provides a detailed methodology, results, and recommendations for similar road rehabilitation projects.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:15:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666115</guid>
    </item>
    <item>
      <title>Microsurfacing with Natural Latex Modified Asphalt Emulsion: A Field Evaluation</title>
      <link>https://trid.trb.org/View/2657965</link>
      <description><![CDATA[This paper presents an evaluation of the use of emulsified asphalt in a relatively new process called "Micro Surfacing". The process was developed in Germany and was first used in the United States in late 1980. This micro surfacing process incorporates natural latex rubber with the asphalt emulsion. It is mixed with aggregate and other additives in a traveling pug mill similar to but larger than that of a regular slurry seal machine. The test section that was selected for the micro surfacing application is a four-lane divided highway. It is three miles in length and in an urban area. The construction phase was completed in June 1983. The evaluation of data presented shows that the service life of the test section has been enhanced. It is recommended that the micro surfacing process be approved for routine use as a restoration item for flexible pavements to fill surface ruts and cracks, seal the surface, and/or restore skid resistance.]]></description>
      <pubDate>Mon, 09 Mar 2026 11:53:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657965</guid>
    </item>
    <item>
      <title>Multibenefits Evaluation of Pavement Maintenance Treatments Based on Performance and Evolutionary Game Analysis</title>
      <link>https://trid.trb.org/View/2612885</link>
      <description><![CDATA[Life-cycle management and maintenance is essential to ensuring the long-term serviceability of pavements. To investigate the mechanism of performance-based maintenance, two evaluation indicators based on pavement performance deterioration prediction models were established to assess long-term benefits, including the effort of efficiency (EOE) and safety rate (Rₛ). Considering benefits of stakeholders, a performance evaluation system was developed using the analytic hierarchy process (AHP), and scores of hot in-place recycling (HIR) and milling and resurfacing (MR) maintenance were calculated. On this basis, system dynamics and game simulation were conducted to predict the long-term benefits and cooperation probabilities between owners and contractors under different scores and standards. Comparisons were also made with traditional maintenance. Results show that under repeated applications of the same maintenance type, the EOE of MR is 1.6 times higher than that of HIR. However, the Rₛ of HIR is more stable. It is recommended that maintenance strategies be combined based on long-term benefits. HIR and MR received scores of 81.89 and 88.68 in AHP evaluation, which was input into game model. It demonstrates that the performance-based maintenance increases contractor benefits and slows performance deterioration. Higher scores result in greater benefits for both parties. Moreover, the long-term cooperation probability converges to 1. In contrast, the traditional maintenance leads to fixed contractor profits and faster performance degradation. Therefore, this mechanism can assist owners in setting reasonable standards and selecting maintenance strategies with better long-term performance, while also enabling contractors to achieve higher benefits.]]></description>
      <pubDate>Tue, 30 Dec 2025 09:46:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612885</guid>
    </item>
    <item>
      <title>Calculation of Local Equilibrium Correction Factors for the 2024 Skid Resistance Surveys</title>
      <link>https://trid.trb.org/View/2593913</link>
      <description><![CDATA[Skid resistance on England's Strategic Road Network (SRN) is managed by National Highways through annual surveys. The data are analyzed to identify sites where resurfacing might be needed to minimize the risk of skidding collisions. The data is also entered in the Key Performance Indicators (KPIs) for Pavement Condition. The surveys are adjusted for seasonal variation by the application of Local Equilibrium Correction Factors (LECF). This document provides a record of the procedure used to derive the LECFs that have been applied to the 2024 skid resistance survey data.]]></description>
      <pubDate>Thu, 16 Oct 2025 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593913</guid>
    </item>
    <item>
      <title>Pavement Preservation Demonstration Projects for Chip Seal and Microsurfacing Treatments</title>
      <link>https://trid.trb.org/View/2576320</link>
      <description><![CDATA[In 2021, the Virginia Department of Transportation (VDOT) collaborated with the National Cooperative Highway Research Program (NCHRP 20-44(26)) project research team to develop three specifications for chip seals, microsurfacing, and fog seals, incorporating recommendations from guidelines developed under the NCHRP 14-37 project and American Association of State Highway and Transportation Officials specifications. Subsequently, during the 2022 construction season, VDOT initiated two demonstration projects constructed under these new specifications. One project involved a chip seal application in the Richmond district, and the other project involved a microsurfacing application with a fog seal treatment on the shoulders in the Hampton Roads district. Each demonstration project included additional sections treated according to VDOT’s current specifications, serving as reference sections for the corresponding demonstration sections. The study assessed the effectiveness and performance outcomes of the demonstration sections constructed using the new specifications by comparing them with the reference sections constructed using the existing specifications. The effort included comprehensive documentation of preconstruction surface conditions and construction processes across project sections, incorporating qualitative visual inspections, quantitative measurements, and evaluations of material selection, application methods, and quality control measures. Furthermore, researchers assessed the short-term field performance of each section, monitored for up to 13 months, with performance metrics, such as texture, friction, rut depth, and ride quality. The results indicated that the new chip seal specification did not lead to improved performance outcomes for the chip seal (demonstration) section compared with the chip seal (reference) section constructed using VDOT’s current chip seal specification. Various factors affected the field performance of the chip seal treatment under the new specification, including challenges in achieving the target aggregate application rate and non-uniform spreading of aggregates during construction. In addition, differences in structural application, with one section featuring a modified single-layer chip seal application and the other a single-layer chip seal application, contributed to performance disparities. Further assessment through additional field trials is necessary to comprehensively evaluate the effectiveness of the new specification. Similarly, the new microsurfacing specification did not yield short-term performance differences for the microsurfacing (demonstration) section compared with the microsurfacing (reference) section constructed using VDOT’s current microsurfacing specification. The study recommends conducting additional field trials that include modified single-layer chip seal applications designed according to the new specification developed in this study to assess its effect on chip seal performance. In addition, the study recommends that VDOT should maintain the use of its current special provision for microsurfacing projects.]]></description>
      <pubDate>Mon, 21 Jul 2025 09:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576320</guid>
    </item>
    <item>
      <title>Evaluating circularity in pavements using mass and value-based indicators</title>
      <link>https://trid.trb.org/View/2556828</link>
      <description><![CDATA[The objective of this study was to evaluate the applicability of two quantitative circularity indicators, the material circularity indicator (MCI) and circular economy index (CEI) in pavement maintenance. Three technologies were assessed: resurfacing, in-situ rejuvenation, and warm-mix asphalt (WMA). MCI results indicated that in-situ rejuvenation and WMA exhibit the highest circularity (∼0.77), while resurfacing scored lower (0.66) due to higher virgin material use. In contrast, CEI suggested that in-situ rejuvenation (−30.8) achieved the highest circularity by minimizing material inputs, while WMA (−48.2) and resurfacing (−46.9) had lower CEI due to higher costs of virgin materials. Sensitivity analysis showed that WMA must achieve a minimum service life of over 9 years to match resurfacing in MCI and 13 years in CEI. These findings highlight in-situ rejuvenation as the most effective maintenance strategy, while also emphasizing the need for composite indicators integrating circularity with sustainability metrics for pavement evaluation and robust decision-making.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:42:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556828</guid>
    </item>
    <item>
      <title>Early-Age Performance Evaluation of Jointed Plain Concrete Pavements Resurfaced with Continuously Reinforced Concrete Pavement</title>
      <link>https://trid.trb.org/View/2559123</link>
      <description><![CDATA[Addressing the escalating maintenance costs of deteriorated jointed plain concrete pavements (JPCP), this study explores the rehabilitation of aged JPCP using bonded continuously reinforced concrete pavements (CRCP) overlay. Drawing lessons from past implementations in Georgia (I-75 and I-85) and Texas (US 75 Sherman), it highlights the gap in the current understanding of CRCP overlays on existing JPCP. The research introduces a recent implementation of CRCP overlay on a JPCP section of US 82 (Loop 286) in Paris, Texas that was over 40 years old. Early performance evaluation of 5-in. CRCP overlay on 9-in. JPCP indicates a significant insulating effect, reducing temperature variations and joint movements in the JPCP layer. Key findings included: 1) good bonding between CRCP and JPCP interface when concrete with reasonable workability was placed, while quite poor bonding when concrete with excessive slump was placed; 2) considerable reduction in slab deflections by placing 5-in CRCP overlay; 3) a significant level of reflection cracking in CRCP at existing transverse contraction joints; and 4) sawcut, except in the transition zone, is not desirable. These encouraging and satisfactory results indicate the applicability of bonded CRCP overlay as a viable rehabilitation option for old JPCP. However, the long-term performance effects from the surface condition, surface preparation, along with construction operations and concrete properties need further investigation.]]></description>
      <pubDate>Fri, 30 May 2025 14:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559123</guid>
    </item>
    <item>
      <title>Advancing Pavement Preservation: Comprehensive Analysis and Optimization of Microsurfacing Mixtures with Stabilizers, Bitumen Types, Emulsifiers, and Fiber Impacts</title>
      <link>https://trid.trb.org/View/2534518</link>
      <description><![CDATA[Microsurfacing has emerged as a favored preventative maintenance solution in pavement engineering due to its economic efficiency, high effectiveness, and environmental benefits. This research, despite the complexity arising from the diversity of additives, conducts a comprehensive evaluation of the effects of various additives on microsurfacing performance. This includes stabilizers—whose significant impact has previously been overlooked—different types of bitumen, and fibers. Utilizing two types of bitumen with varying penetration grades, bitumen modified with polyphosphoric acid (PPA), two distinct emulsifiers, Type I (French) and Type II (Iranian), and four stabilizers (gasoil, petrol, petroleum, and engine oil) in three different percentages. Along with two types of fibers, the study examines their impacts on microsurfacing. The performance of the microsurfacing mixture was then assessed using Cohesion test, Wet-Track Abrasion Test (WTAT), Loaded Wheel Test (LWT), Mixing Time Determination Test, and Schulze–Breuer & Rock (SBRT) test. The findings indicate considerable improvements in microsurfacing performance with the recommended formulations. This study underscores the importance of proper additive selection, identifying gasoil stabilizers and Type I emulsifier as superior choices, though no significant difference was observed between emulsifiers Type I and II. The study suggests using Type II emulsifier for economic efficiency. Microscopic evaluations further confirm the critical role of 2% gasoil in emulsion stability. Statistical results highlight the stabilizer amount as the most crucial parameter affecting microsurfacing performance. These insights emphasize the criticality of precise additive selection in optimizing microsurfacing efficiency and provide effective guidelines for the optimal design of microsurfacing mixtures.]]></description>
      <pubDate>Mon, 12 May 2025 09:45:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534518</guid>
    </item>
    <item>
      <title>2024 Report on the Life-Cycle Cost Analyses</title>
      <link>https://trid.trb.org/View/2506102</link>
      <description><![CDATA[This report is issued to comply with 2022 Minnesota Statutes 174.185.1 Changes to this section were made in the 2024 Legislative Session but do not become effective until July 1, 2025 (see Appendix D). The statute requires a life-cycle cost analysis for every project in the reconditioning, resurfacing and road repair funding categories constructed after July 1, 2011. The LCCA is a comparison of life-cycle costs among competing paving materials using equal design lives and equal comparison periods. Documentation required by the statute includes: • Lowest life-cycle cost • Alternatives considered • Chosen strategy • Documented justification, if the chosen strategy is not the low-cost option.]]></description>
      <pubDate>Tue, 25 Mar 2025 16:57:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2506102</guid>
    </item>
    <item>
      <title>Calculation of Local Equilibrium Correction Factors for the 2023 Skid Resistance Surveys</title>
      <link>https://trid.trb.org/View/2470560</link>
      <description><![CDATA[Skid resistance on England's Strategic Road Network (SRN) is managed by National Highways through annual surveys. The data is analyzed to identify sites where resurfacing might be needed to minimize the risk of skidding collisions. The data is also entered in the Key Performance Indicators (KPIs) for Pavement Condition. The surveys are adjusted for seasonal variation by the application of Local Equilibrium Correction Factors (LECF). This document provides a record of the procedure used to derive the LECFs that have been applied to the 2023 skid resistance survey data.]]></description>
      <pubDate>Thu, 27 Feb 2025 16:59:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470560</guid>
    </item>
    <item>
      <title>Quantification of lifecycle costs for porous asphalt life-extension maintenance methods under managerial uncertainties</title>
      <link>https://trid.trb.org/View/2487626</link>
      <description><![CDATA[The objective of this research was to evaluate the lifecycle costs associated with emerging pavement maintenance technologies, namely, in-situ rejuvenation and very open emulsion asphalt concrete (ZOEAB+), and scrutinise their suitability over corrective resurfacing maintenance using a stochastic approach. A rational lifecycle inventory was developed by conducting interviews and questionnaire surveys with experts and referring to standard guidelines and international databases. The net present value (NPV) was found sensitive to 12 different inputs with traffic growth rate and discount rate causing the highest uncertainty followed by gasoline and diesel prices. Monte Carlo simulations suggested that the median uncertainty in NPV by using in-situ rejuvenation and ZOEAB+ was 13% and 4% lower than resurfacing. It is envisioned that the research outcomes will assist decision-makers in understanding the uncertainties and costs associated with different maintenance alternatives in the early stages of the project to foster procurement of sustainable and circular pavement maintenance strategies.]]></description>
      <pubDate>Fri, 07 Feb 2025 08:47:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487626</guid>
    </item>
    <item>
      <title>Design and Rehabilitation Strategies for Permeable Friction Course Pavements</title>
      <link>https://trid.trb.org/View/2417420</link>
      <description><![CDATA[Thousands of miles of permeable friction course (PFC) pavements have performed well for the last 10 to 15 years on Texas highways. PFC pavement reduces hydroplaning, splash and spray, and pavement noise and improves ride quality and safety in wet weather. Hundreds of miles of PFC pavements are now at the end of their service life and need to be rehabilitated. The most common distress observed is raveling. To date, the most widely used method of rehabilitating PFC pavement is to mill the existing layer and replace it with a new wearing layer. This is also the most conservative and most expensive rehabilitation strategy. This project focused on determining if there are less expensive resurfacing options that do not include milling. PFC pavements have many safety-related advantages, but their use is on the decline because of the excessive cost of replacement. The research team conducted a review of literature and state specifications as well as an online survey of Texas Department of Transportation districts to establish the current state of the practice; emerging research and technologies on the design, testing, maintenance, and rehabilitation of PFC pavements; and various laboratory and field techniques that could aid in selecting PFC maintenance and/or rehabilitation options. Different material types and rejuvenator rates were considered to understand their effect on durability and friction. Field performance evaluations of resurfaced PFC pavements were conducted. PFC pavements nearing the end of their life were evaluated as candidate test sections. Three test sections were constructed with a rejuvenating fog seal aimed at extending the life of the PFC, a hot-mix overlay placed over an aged PFC, and a seal coat applied on another aged PFC. Guidelines were developed for the maintenance and rehabilitation of PFCs. These guidelines focus on how to evaluate a PFC to determine if it still functions as a permeable layer, and a decision tree is provided to offer guidance on maintenance and rehabilitation options.]]></description>
      <pubDate>Mon, 26 Aug 2024 14:45:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2417420</guid>
    </item>
    <item>
      <title>Resurface of rubber modified asphalt mixture with stress absorbing membrane interlayer: From laboratory to field application</title>
      <link>https://trid.trb.org/View/2405500</link>
      <description><![CDATA[The increasing concern over tire pollution, exacerbated by the improper disposal of waste tires, serves as the backdrop for this research, which aims to explore the efficacy of incorporating ground tire rubber (GTR) into asphalt mixtures enhanced with a stress-absorbing membrane interlayer (SAMI). In this study, three variations of Hot Mix Asphalt (HMA) were evaluated: a conventional mix, a rubber-modified asphalt mixture (RMA), and a trans-polyoctenamer rubber (TOR) modified asphalt mixture in the laboratory. The assessment focused on the high and low-temperature performance of the asphalt mix and binder. Key findings from the laboratory tests indicate that the integration of a SAMI layer and GTR as additives markedly boosts the crack resistance of the asphalt mixture. Despite a reduction in fracture energy across all three HMA types following long-term aging, the GTR-modified HMA maintained superior fracture energy relative to the conventional mix. Initially, the inclusion of GTR adversely affected the mixture's rutting resistance. However, after undergoing long-term aging, both the conventional and GTR-modified HMAs exhibited exceptional rutting and moisture damage resistance. Field noise assessments further demonstrated that GTR-enhanced pavements produced noise levels approximately 2 dB lower than those of standard asphalt pavements. Additionally, pavements lacking a SAMI layer manifested low-severity cracking, with an average cracking frequency occurring every 2 ∼ 6 m, whereas pavements equipped with a SAMI layer exhibited no cracking following two winter seasons. The rubber asphalt overlay may increase the leaching of 6PPD-quinone, but the SAMI layer helps reduce tire wear particle generation by preventing road cracking. Rubber asphalt overlay leaching tests resulted in 6PPD-quinone concentrations lower than currently available toxicity data (LC50 for Coho Salmon, 0.095 ug/L). In conclusion, the utilization of dry-processed rubber asphalt mixes alongside a SAMI layer in pavement construction not only has the potential to extend the service life of pavements but also contributes to the production of quieter road surfaces. This study underscores the environmental and functional benefits of incorporating rubber modifications into asphalt pavements, presenting a viable strategy for mitigating tire pollution through the reuse of waste tires in infrastructure.]]></description>
      <pubDate>Fri, 09 Aug 2024 15:31:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2405500</guid>
    </item>
    <item>
      <title>Improving the efficiency of public procurement : empirical evidence using micro-level contract data</title>
      <link>https://trid.trb.org/View/2388989</link>
      <description><![CDATA[The aim of this thesis is to provide new insights into how public procurers can achieve more for the money by improving the design of their auctions and contracts. Specifically, the thesis examines how the efficiency can be influenced by the following three aspects: the method of bid evaluation (the award mechanism), whether items are procured separately or grouped into larger contracts, and variations among procurers in the activities and quantities they specify in a given case. The thesis includes four essays that analyze detailed contract information from Swedish procurements of road reinvestments and public bus services. For a comprehensive sample of the examined contracts, information has been collected from procurement documents and compiled into rich microdata sets. The use of microdata has enabled detailed reviews of how the procurements have been designed as well as statistical analysis of associations between the procurer's choices and the outcome.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2388989</guid>
    </item>
  </channel>
</rss>