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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Development of Child Restraint Evaluation Program 7 testing and scoring protocols</title>
      <link>https://trid.trb.org/View/2431486</link>
      <description><![CDATA[The Child Restraint Evaluation Program (CREP) commenced in 1992 and the testing and scoring protocols have been periodically updated since, with the aim to promote improving child restraint designs and occupant protection. This article describes the development of the current CREP protocols (CREP-7), which were implemented in 2021. The CREP-7 protocols represent a major progression of the program. The changes to the assessment and rating of child occupant protection in CREP-7 are intended to introduce elements from United Nation Economic Commission for Europe (UNECE) 129 into the evaluation of Child Restraint System (CRS) performance in Australia. The most important changes are the introduction of an intruding door side impact test based on UNECE 129; utilizing the biofidelity and measurement opportunities of the Q-Series dummies; the introduction of a test rig that is representative of a current popular vehicle; and increase alignment between CREP and other CRS initiatives worldwide. This article fits with the conference theme ‘safe travel for all’ with a focus on ‘all ages and abilities’.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:48:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431486</guid>
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    <item>
      <title>Indikativ metod för bedömning av partikelemission från dubbdäcksslitage av vägbeläggning : modifiering och utvärdering av Tröger-metoden</title>
      <link>https://trid.trb.org/View/2344806</link>
      <description><![CDATA[Testing the particle emission from studded tire wear of road surfaces in a controlled manner is usually associated with realistic, but large-scale tests with large-scale and advanced laboratory equipment and thus relatively high costs. There is therefore an urgent need for a simpler method that can be used to provide a reasonable and good estimate of how differences in coating recipes affect particle formation, which can be used to select coating recipes to be used in later large-scale tests. One possibility is to use an existing wear test method for wear bearing specimens. Tröger is such a method where a bundle of steel needles hammers against a rotating sample body in a climate cabinet deemed suitable for measuring and studying particle emissions into air. VTI's Tröger equipment was modified for particulate emission measurements by installing particulate suction nozzles in the cooling airflow passing over the specimen. Initial tests indicated acceptable/sufficiently good repeatability and a number of specimens from some existing materials with different wear resistances were selected for further testing. A statistically optimized trial plan and sample handling was developed. One test round was planned initially but later it was expanded to two rounds. A second round was required partly because a material in the first round was mistaken for being too uniform, but consisted of three different materials, partly because the trial set-up could be improved somewhat. The particles formed (PM10) have a bimodal distribution with a primary peak at 2–3 µm and a secondary one at about 8–10 µm. The statistical analysis showed significant differences between the three constituent materials in the test bodies in the second test round and that the method in its current form can be used to distinguish the particle emission from different road surfaces. Suggestions for developing the method include preventing the build-up of dust in the cooling system and ensuring consistent quality of the needles.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:26:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344806</guid>
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    <item>
      <title>Assessing flexural and permeability performance of roller-compacted concrete pavement (RCCP) reinforcing with different types of synthetic fibres and crimped steel fibre</title>
      <link>https://trid.trb.org/View/2335116</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 06 Feb 2024 09:06:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335116</guid>
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    <item>
      <title>Characterising non-standard materials using Texas triaxial test 2019-2020</title>
      <link>https://trid.trb.org/View/2209574</link>
      <description><![CDATA[Some 20,000 km of the state-controlled road network are composed of unbound granular pavement layers with a thin bituminous surfacing. Economic and environmental considerations encourage the use of locally available and/or recycled aggregates for the provision of granular pavements. These materials typically do not conform to standard specifications, but can provide satisfactory performance when properly managed. The suitability of non-standard materials is optimally determined relative to the specific pavement application and local roadbed conditions (fit-for-purpose). Currently, there is no universally accepted test method available to characterise the deformation resistance of these non-standard materials. In this project, seven non-standard materials sampled from road networks in central Queensland in addition to one conforming material were selected for a laboratory testing program. The laboratory experiments were conducted to investigate the characterisation of non-standard materials. The laboratory test results were then compared against the field performance of those materials. The main objective of this project was to assess the suitability of using the modified Texas triaxial (MTT) test to characterise the non-standard materials. Results showed that the MTT test confirmed a generally satisfactory outcome by showing acceptable conformity with the field performance, particularly in wet conditions. However, it was found that one of the challenges in the MTT test is that it may result in the equivalent classification number for different materials that do not necessarily have similar field performance. Therefore, the MTT test should be accompanied by other experiments to ensure the improved characterisation of the non-standard materials. The California bearing ratio (CBR) test is suggested to be used in conjunction with the MTT test. These two assessment methods, accompanied by the initial qualitative assessments from the basic material properties, can result in an improved prediction of likely in-service performance of non-standard materials in a pavement structure.]]></description>
      <pubDate>Mon, 10 Jul 2023 09:10:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209574</guid>
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    <item>
      <title>Evaluation of conditioning methods for the determination of water sensitivity of asphalt concrete mixtures : comparison of MIST, SS-EN 12697-12:2018 (Method A) and TDOK 2017:0650</title>
      <link>https://trid.trb.org/View/2145733</link>
      <description><![CDATA[Water or moisture in different physical states is a major factor that contributes to various forms of damages in asphalt concrete (AC) pavements. For pavement design and maintenance, it is essential to evaluate the AC mixtures with respect to water/ moisture damage susceptibility. In Sweden, this is currently done according to the Swedish standard (TDOK 2017:0650) or alternatively can be done according to the European standard (SS-EN 12697-12). However, these methods are time consuming, and they do not simulate the pumping action of water due to passing wheels. On the other hand, the Moisture Induced Sensitivity Test (MIST) is intended to be a quick method that applies cyclic pore pressure to simulate the repeated pumping action of water. However, it is a relatively new approach that has not yet been properly studied for Swedish conditions and yet to be standardized in Europe.  In this project, the MIST, TDOK and the EN methods were evaluated using five different AC mixes. Results showed that the MIST with 12,000 cycles and the TDOK method have comparable and the strongest effect on the stiffness properties. MIST with 3,500 and 7,000 cycles and the EN method showed identical and relatively weak impact of water. MIST also indicated the changes of the indirect tensile strengths of the specimens. However, compared to the TDOK or EN methods, the changes in the indirect tensile strengths due to MIST conditioning were smaller. Overall, MIST was concluded to be a quicker, more convenient and a more realistic alternative. Comparing the various mixes with respect to moisture sensitivity, binder content and air voids showed great influences. The specimens with cut surfaces were less affected by moisture conditioning. The addition of amine additives significantly improved the resistance to moisture damage of the mixes. Generally, the results of this study formed the basis for further development of the EN and TDOK method as well as standardizing the MIST conditioning method in Europe.]]></description>
      <pubDate>Mon, 03 Apr 2023 16:47:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2145733</guid>
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    <item>
      <title>Assessment of autonomous moving vehicles. From theoretical approaches to practical test procedures</title>
      <link>https://trid.trb.org/View/1918755</link>
      <description><![CDATA[Irrespective of deployment strategies of the automotive sector a consistent procedure of testing and proving automatization technologies is required. System adaptions in technical respect and coexistence strategies with view on traffic practice will be necessary. The multitude of motorized road users and their physical capabilities to pass interactions frictionless is challenging. That consideration leads to questions of two kinds, firstly what knowledges is needed for developing the automat system and secondly how transparent the algorithmic conditioning will be handled by the car suppliers. (A)]]></description>
      <pubDate>Thu, 24 Feb 2022 11:09:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1918755</guid>
    </item>
    <item>
      <title>Best practice non-destructive testing for quality assurance of asphalt: Year 1 - 2016/2017</title>
      <link>https://trid.trb.org/View/1909637</link>
      <description><![CDATA[This project evaluates current best practice in non-destructive density test methods for product acceptance of asphalt layers. Density measurement by asphalt cores and nuclear gauges are widely used within the asphalt industry and TMR currently specifies the use of either test method to determine the in situ field density of compacted asphalt. However both of these methods have some disadvantages, and alternative methods were therefore investigated. The alternative technologies considered as part of the literature review included: electromagnetic devices; ground penetrating radar; seismic analysis technology; intelligent compaction; and infrared thermography. International research suggests that electromagnetic devices could be a suitable alternative to nuclear density gauges, and a number of road agencies in the USA already allow these devices for acceptance control during construction. It is therefore recommended that future research be undertaken to assess the use of these devices for acceptance control using local materials and construction practices]]></description>
      <pubDate>Mon, 07 Feb 2022 14:18:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1909637</guid>
    </item>
    <item>
      <title>Investigation of instrumentation for real-time condition and performance monitoring of in-service pavements: 2014/15</title>
      <link>https://trid.trb.org/View/1909615</link>
      <description><![CDATA[In order to capture the benefits of innovative practices in pavement construction and the use of marginal materials, it is essential to monitor the performance and condition of pavements. This ideally would be achieved through low-cost, non-destructive techniques that accurately and reliably provide feedback on pavement performance. This project has summarised the current state of play with regards to pavement instrumentation. The focus has primarily been on technologies that allow for non-obtrusive, medium-to-long term solutions that can provide valuable data on pavement condition and performance, and help inform design, research and decision making across the network. Each style of instrumentation has been shown to have some benefit to road asset owners and designers. Wireless sensors, often feeding data to a receiver that can be remotely accessed, allow for real-time monitoring of pavements. Improved battery technology and methods of designing compact sensors has allowed for these sensors to be very small, while still remaining low-cost. A range of trials have taken place in Queensland in recent years, which should form a starting point for any future work in instrumentation projects in the future. This project was originally proposed to have funding allocated to further years, however the focus has now shifted to providing pavement instrumentation through existing NACOE research projects, ensuring that research findings are maximised from the program. NACOE projects identified as having the potential for enhanced benefits through additional instrumentation should be targeted for specific literature reviews, which will benefit from this broad initial literature review.]]></description>
      <pubDate>Mon, 07 Feb 2022 14:18:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1909615</guid>
    </item>
    <item>
      <title>Harmonisation of asphalt compaction standards: 2020–21</title>
      <link>https://trid.trb.org/View/1883763</link>
      <description><![CDATA[An important component of the current Austroads asphalt mix design procedure is the use of gyratory compaction to determine the volumetric properties of asphalt mixes in the laboratory. With production of the Gyropac, a bespoke compactor, ceasing a new test method needed to be designed. This project was was established to assist TMR with transitioning towards a new gyratory compaction test method and reviewing current best practice for drying asphalt cores prior to bulk density testing.]]></description>
      <pubDate>Thu, 07 Oct 2021 16:25:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1883763</guid>
    </item>
    <item>
      <title>Performance test to evaluate the corrosion resistance of stainless steel in concrete</title>
      <link>https://trid.trb.org/View/1667688</link>
      <description><![CDATA[Stainless steel is a possible measure for increasing the service life of reinforced concrete structures exposed to chlorides. For the prediction of service life it is crucial to quantify the corrosion resistance of the material used by determining the chloride threshold at the steel concrete interface inducing corrosion at the rebar. However, currently the corrosion resistance of stainless steel is expressed by its pitting resistance equivalent number (PREN) which considers only the content of chromium, molybdenum and nickel along with certain factors. The higher the PREN-value, the more corrosion resistant the steel. But this PREN-value cannot be transferred into a chloride threshold concentration. Therefore, this paper presents a test method, the so called “ECISS”-test (ECISS = European Commission for International Steel Standardization), which enables the evaluation of the chloride threshold of stainless steel. The focus is on the performance of this test with respect to its limits and opportunities. Test results of different types of stainless steels are included and discussed. The benefit of stainless steel with respect to the service life of reinforced concrete structures is highlighted. (A)]]></description>
      <pubDate>Mon, 08 Jun 2020 17:36:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1667688</guid>
    </item>
    <item>
      <title>Field validation of warm mix pavements performance after nine years of service</title>
      <link>https://trid.trb.org/View/1655074</link>
      <description><![CDATA[VicRoads in partnership with the Australian Asphalt Pavement Association (AAPA) and Austroads undertook a validation project in 2010 to demonstrate the performance of warm mix asphalt (WMA) technologies against hot mix asphalt (HMA). The project involved the placement of 18 sections of size 14 mm dense graded asphalt mixes over a 1.3 km section on a major road in Melbourne. The asphalt produced from three suppliers included a range of both HMA and WMA using various aggregate types and amounts of Recycled Asphalt Pavement (RAP). The 2012 Field Validation Report found no discernible differences in the performance of WMA and HMA during the first two years of trafficking. The purpose of the paper is to confirm whether the WMA continues to perform similarly to HMA at the end of its life. The asphalt has been in service for approximately nine years and VicRoads has undertaken an evaluation of the project. It found that warm mix asphalt performed similarly to hot mix asphalt in the field.]]></description>
      <pubDate>Thu, 26 Sep 2019 12:33:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655074</guid>
    </item>
    <item>
      <title>Long-term pavement performance (LTPP) project: future directions</title>
      <link>https://trid.trb.org/View/1513246</link>
      <description><![CDATA[This report presents the proposed future directions for long-term pavement performance (LTPP) studies in Australasia. The proposed way forward is based on the results of a 2017 survey directed to the LTPP Project Steering Group (PSG) and Assets Task Force (ATF) with the objective of assessing their views regarding the future direction and management of the project together with a wider perspective on the value of Australasian LTPP data.]]></description>
      <pubDate>Mon, 21 May 2018 10:54:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1513246</guid>
    </item>
    <item>
      <title>Pavement vibration measurements for falling weight deflectometer and moving vehicle loads</title>
      <link>https://trid.trb.org/View/1485236</link>
      <description><![CDATA[As part of the National Asset Centre of Excellence (NACoE) research program, the multi-year project P40 has been conducted by the ARRB Group with the objective to improve the understanding of data collected using the Intelligent Pavement Assessment Vehicle (iPAVe), also commonly known as Traffic Speed Deflectometer (TSD). A detailed understanding of the dynamic surface motions generated by the iPAVe is required as pavement data collected with this device becomes increasingly abundant. There is also the question of how closely the Falling Weight Deflectometer (FWD) and, to a lesser extent, the iPAVe, mimic real-life traffic loading. The use of instrumentation embedded in the pavement is one method to validate the reported deflections from different test equipment and vehicle loads. In this paper, a pavement vibration measurement technique has been developed to measure pavement motions from any vehicle or non-destructive deflection testing devices. Motions from FWD loading and a semi-trailer are also measured and presented in this paper. A setup similar to the one discussed will be used in the near future to measure the true ground motion response of the iPAVe. This study found that the pavement motion as measured by the in-situ vibration sensor array closely matched the FWD measurements. The use of stationary instrumentation installed in the pavement can be an important step in validating iPAVe measurements allowing road authorities to utilise iPAVe data more regularly.]]></description>
      <pubDate>Tue, 10 Oct 2017 14:53:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1485236</guid>
    </item>
    <item>
      <title>Limit handling in a driving simulator</title>
      <link>https://trid.trb.org/View/1426623</link>
      <description><![CDATA[The purpose of this work has been to investigate how the driving simulator performs at the handling limit of a vehicle and improve its function so that the simulator feels and behaves more like a real vehicle when driving on the limit. Tests were performed with a Volvo S40, the same vehicle model for which the driving simulator vehicle dynamics model is based upon. Based on these test results the vehicle model that is currently used in VTI's driving simulator III was modified in order to better simulate vehicle characteristics when driving on the handling limit. A method for validation of handling characteristics was developed. The method is based on the double lane change manoeuvre, and comprise a subjective and an objective part. The method was regarded to work well, and the validation tests showed that the modified vehicle model closer captures the understeer and time lag properties of a real Volvo S40 compared to the original model. Still, additional improvements need to be made before the model can be regarded as fully useful for on-the-limit driving situations.]]></description>
      <pubDate>Mon, 17 Oct 2016 12:00:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426623</guid>
    </item>
    <item>
      <title>How do you assess the distraction of in-vehicle information systems?: a comparison of occlusion, lane change task and medium-fidelity driving simulator methods</title>
      <link>https://trid.trb.org/View/1405246</link>
      <description><![CDATA[There are several simplistic, low-cost methods for evaluating the distraction of in-vehicle information systems (IVIS), intended primarily for use in the formative design process. This study compared two standardised low-cost evaluation methods, Occlusion and Lane Change Task (LCT), with a medium-fidelity driving simulation. Participants carried out tasks using an in-vehicle information system under three conditions: Using the occlusion protocol; LCT; and while driving on a motorway in the simulator. Findings provided strong evidence that the occlusion technique is a stronger candidate than the LCT for evaluating driving distraction due to IVIS. Measures from the occlusion technique (Total Shutter Open Time —TSOT; and Task Time with full vision) were found to correlate highly with the majority of the driving simulator measures (total glance time, mean glance time, driving task time, standard deviation of headway and standard deviation of lane position). Importantly, TSOT was found to successfully predict the number of long off-road glances (greater than two seconds), a critical safety-related measure. In contrast, the key LCT measure of mean deviation provided little predictive ability in considering varying tasks and systems. (Paper No. 23-P).]]></description>
      <pubDate>Wed, 27 Apr 2016 11:32:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405246</guid>
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