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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>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Improving Traps/Basins on ODOT Construction Projects</title>
      <link>https://trid.trb.org/View/2237915</link>
      <description><![CDATA[The Ohio Environmental Protection Agency's (OEPA) National Pollutant Discharge Elimination System (NPDES) Construction General Permit requires that sediment traps/basins be designed to store 104 cubic yards per acre of disturbed area tributary to the traps/basins. The Ohio Department of Transportation (ODOT) makes every effort to meet the intent of this requirement by installing erosion and sediment control devices. However, due to the limited available footprint of linear transportation projects, it is difficult to create the required volume.  Without specific guidance sediment basin design with space limitations, contractors tend to use smaller traps/basins which do not perform as well addressing sediment control per the permit. As a result, some ODOT construction projects are at risk of enforcement action from OEPA. This could result in substantial project delays, costly fines and other environmental consequences. Sediment in storm water runoff from construction projects is an important environmental consideration for ODOT. Research is needed to create improved compliance strategies for satisfying the requirements of the OEPA's NPDES Construction General Permit to the maximum extent possible while still enabling ODOT to provide efficient and cost-effective transportation projects.

The goal of this research is to provide improvements to the design and implementation of sediment traps and basins  on transportation construction projects. 


The objectives of this research include the following: (1) Identify and evaluate products and retrofit options to improve efficacy of sediment traps/basins designed with volumes smaller than 104 cubic yards per acre of tributary area and compare with typical sediment basin performance in order to meet the intent of the NPDES Construction General Permit. (2) Identify critical design elements of proposed solutions based on specific construction project parameters. (3) Develop construction standards for standard traps/basins with retrofit design criteria that can be used by ODOT, ODOT contractors and storm water practitioners.
]]></description>
      <pubDate>Thu, 31 Aug 2023 13:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2237915</guid>
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    <item>
      <title>Concept of air environment cleaning of natural and technogenic systems of motor transport using mobile devices</title>
      <link>https://trid.trb.org/View/1577280</link>
      <description><![CDATA[The road transportation in the open air environment of the urban street and road network, the same as transport and technological production in the course of conducting works at the facilities of mining production, appear to be the sources of technogenic pollution of environment by toxic gases and solid particles. The pollutants get accumulated not only close to the sources of subtraction, but get actively spread through the air. The most dangerous are the finely dispersed particles, which presence and movement in air masses is similar to gaseous components. So, in particular the structures of big business of Saint Petersburg include the works of ferrous metallurgy, mining and mining and processing industry. The finely dispersed particles featuring size of 2.5–10 µm (РМ-particles) make 20–30% of volume in the composition of emissions of pollutants of these works. The task of practical reduction of ingredient air pollution by transport and technological production in the settlement zone of industrial centers is not fully settled and is permanently present as a big problem in the corresponding Federal Target Programs.The article gives consideration to some non-traditional methods of reducing concentrations of solid particles in the zone of mining industry facilities and offers one more method of cleaning air environment of the open highways of natural-and-technogenic systems from pollutants with the use of devices for neutralizing toxic gas emissions and separation of fine-dispersed particles fed from power supply network. Such neutralizers are installed in fixed-route eco-friendly vehicles.]]></description>
      <pubDate>Mon, 11 Feb 2019 16:33:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1577280</guid>
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    <item>
      <title>Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Bienville</title>
      <link>https://trid.trb.org/View/1404495</link>
      <description><![CDATA[The objective of this report is to present economical, environmentally friendly, and effective alternatives to maintenance dredging for the Port of Bienville and its access channels. The Port of Bienville is located in Hancock County, directly off the Pearl River in the southeastern corner of Mississippi. Access to the Port from the Gulf of Mexico is provided by a channel that passes through Lake Borgne to the Rigolets, then through Little Lake to the Pearl River. When ports such as Bienville experience sediment deposition that will ultimately lead to unacceptable loss of water depth, solutions to maintain navigability include the traditional method of dredging or one of many other alternatives that can be complete (eliminating sediment deposition) or partial (reducing sediment deposition so as to reduce dredging need). Solutions tend to be unique to each port, for a successful design depends on port layout, waterway configuration, flow conditions, and sediment type and supply; however, all solutions can be placed in three categories – methods that keep sediment out of the port, methods that keep sediment that enters the port moving (and prevents net deposition), and methods that remove sediment after it has deposited in the port. The loss of all Port records during Hurricane Katrina required that other estimates of sedimentation volume, location and processes be made. In July 2008 the University of Southern Mississippi Hydrographic Science Program did a navigation chart comparison between their chart completed in July 2008 and the National Oceanographic and Atmospheric Administration's (NOAA’s) navigation chart from 1995, producing a map of depth changes along the Pearl River. Field observations, a numerical hydrodynamic model, and standard sediment analyses were used to estimate sediment deposition in the Port as averaging 10,000 tons per year. Two alternatives are suggested – a sediment trap to capture sediment and prolong the periods between dredging and agitation to prevent sediment from consolidating on the bed. Neither will be cost effective at present sedimentation rates. An alternative that would reduce access dredging requirements and provide easier, faster access is relocation of the navigation channel from Little Lake to the lower Pearl River directly to Lake Borgne. A proposed design for that relocation is provided. It will require some new work dredging and relocation of a railroad bridge, but will provide safer, easier access and reduced channel dredging.]]></description>
      <pubDate>Mon, 02 May 2016 18:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404495</guid>
    </item>
    <item>
      <title>Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Gulfport</title>
      <link>https://trid.trb.org/View/1404493</link>
      <description><![CDATA[The objective of the project is to develop solutions to reduce sediment problems within the Port of Gulfport, MS and to introduce a working simulation model to reinforce the importance of throughput within the Port of Gulfport. Sediment deposition causes and solutions will be studied along with a brief explanation of the hindrance of dredging to vessel throughput within the port. Ports along the Mississippi Gulf Coast experience large amounts of sediment deposition within their ports and ship channels. The primary tool for sediment removal is dredging, which can be very expensive and create downtimes within port operations. Research will study existing deposited material to determine its sources and suggest solutions for reduction of sediment deposition using structures, technologies and/or practices. Instruments used for such studies were clam shell dredges, Niskin tubes, and automatic water samplers to test bed sediment gradation, suspended point sediments and tidal variations in suspended sediments, respectively. Additionally, fluid mud data were retrieved from the U.S. Army Corps of Engineers Engineering Research and Development Center. This combination of data assisted in the development of solutions for the reduction or prevention of sediment deposition within the port. Further, research was performed to compare the estimated allowable throughput without dredging to throughput with dredging. This throughput estimation is shown in a simulated model.]]></description>
      <pubDate>Mon, 02 May 2016 18:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404493</guid>
    </item>
    <item>
      <title>Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Pascagoula</title>
      <link>https://trid.trb.org/View/1404494</link>
      <description><![CDATA[The purpose of this project is to develop proposed solutions to reduce the Port of Pascagoula dredging costs. The Port of Pascagoula is located in Jackson County, Mississippi, in the southeastern portion of the state. It is the largest port in Mississippi and ranks in the top 20 ports for foreign cargo volume in the United States (JCPA 2007). The West Harbor, also known as the Pascagoula River Harbor, is located at the mouth of the Pascagoula River about 13 miles from the deep water shipping lanes. The West Harbor’s channel has a design depth of 38 ft. and contains 5 terminals. The East Harbor, also known as the Bayou Casotte Harbor, is located about 11 miles from the deep water shipping lanes. The harbor has a design depth of 42 ft. and a turning basin that is 940 ft. wide. A large portion of the port access is designated a Federal channel and managed by the United States Army Corps of Engineers. The port authority is responsible only for the maintenance and dredging of the areas that they directly manage. While the focus of this report is the Jackson County Port Authority’s maintenance requirements, both the port and Federal maintenance requirements must ultimately be addressed together since they are contiguous. The local channel in the Bayou Casotte harbor needs to be dredged every 48 to 72 months and the local channel in the Pascagoula River harbor needs to be dredged every 18 months in order to maintain full channel dimensions. The Corps of Engineers Mobile District estimates that 3.06 million cu m of dredged materials from the Federal shipping channels will need to be removed and disposed of every 3 years for the next 40 years. Dredged sediment from the port and access channels is mostly fine, cohesive material, often forming fluid mud – a high concentration fluid-sediment suspension at the bed that can flow downslope. Filed measurements and analyses of hydrographic surveys have shown where sedimentation problems occur first and that fluid mud formation is a primary component of the problem. Recommended solutions include agitation dredging, a fluid mud trap, and the practice of active nautical depth, with active nautical depth, a practice employed in several European ports, offering the greatest potential cost savings. Adopting active nautical depth in partnership with the Corps of Engineers is recommended.]]></description>
      <pubDate>Mon, 02 May 2016 18:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404494</guid>
    </item>
    <item>
      <title>A Basic Study on Protective Steel Structures Against Woody Debris Hazards</title>
      <link>https://trid.trb.org/View/1359783</link>
      <description><![CDATA[This paper presents a basic study for protective structures (slit dams) against woody debris hazards. First, a model experiment was carried out to examine the trap efficiency of a slit dam against woody debris with or without roots. Herein, the effects of length of woody debris, flow discharge and opening width of a slit dam on the trap efficiency were investigated. Second, a new three dimensional distinct element method (3D-DEM) was developed to simulate the trap efficiency of woody debris with or without roots by introducing cylindrical elements. Finally, the new 3D-DEM was applied to simulate an actual woody debris disaster site in Hiroshima, Japan.]]></description>
      <pubDate>Tue, 28 Jul 2015 15:56:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1359783</guid>
    </item>
    <item>
      <title>Spray characteristics of four-hole injectors used for a hydrocarbon lean nitrogen oxide catalyst system in a diesel engine</title>
      <link>https://trid.trb.org/View/1144198</link>
      <description><![CDATA[Among emission reduction technologies, a hydrocarbon lean nitrogen oxide trap is a cost-effective solution for nitrogen oxide emission control in light-duty vehicles. However, the hydrocarbon lean nitrogen oxide trap leads to high fuel consumption because diesel fuel is normally used as a reducing agent (i.e. a reductant). It is necessary to establish injection conditions corresponding to the maximum nitrogen oxide conversion in the hydrocarbon lean nitrogen oxide trap system. A uniform distribution of the reducing agent is desirable, and the spray characteristics of the reductant, such as atomization and penetration, must be well understood in order to establish a good performance of the hydrocarbon lean nitrogen oxide trap. With this goal in mind, the spray characteristics and behaviour of a port fuel injector with four holes were analysed using visualization and r.m.s. image-processing techniques. The Sauter mean diameter distribution of the injector was measured using a Malvern system. The liquid agents employed in this study were ISO 4113 and n-heptane, which have properties similar to those of diesel and gasoline fuels respectively. These results elucidated the feasibility of a secondary injection system for the hydrocarbon lean nitrogen oxide trap.]]></description>
      <pubDate>Wed, 22 Aug 2012 15:36:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1144198</guid>
    </item>
    <item>
      <title>Assessment and Recommendations for the Operation of
Standard Sumps as Best Management Practices for
Stormwater Treatment (Volume 2)</title>
      <link>https://trid.trb.org/View/1143493</link>
      <description><![CDATA[In order to improve the performance of standard sumps as a best management practice (BMP) in treating stormwater runoff, a baffle was designed to be installed as a retrofit in standard sumps. The retrofit is a porous baffle called “SAFL Baffle”. The effect of the SAFL Baffle on the performance of standard sumps was assessed by conducting laboratory tests on small scale as well as full scale straight flow-through standard sumps equipped with the baffle. In addition, a number of tests were conducted to determine the performance of standard sumps with the SAFL Baffle when the baffle is clogged with debris like trash and vegetation. Furthermore, the performance of two other configurations of the baffle was studied: (1) the SAFL Baffle in a sump with an outlet pipe 90 degrees to the inlet pipe, and (2) the SAFL Baffle in a sump with some water entering the sump through an overhead inlet grate. Standard sumps equipped with the SAFL Baffle were evaluated using two metrics: (1) How well the system captures sediment during low flow conditions (Removal Efficiency Testing), and (2) how well the system retains the previously captured sediment during high flow conditions (Washout Testing). The results of the tests showed that the SAFL Baffle dissipates the energy of water entering the sump and as a result, at low flow rates, it captures sediment better than a standard sump with no baffle. More importantly, at high flow rates, the washout of the previously captured sediment reduces to near zero.]]></description>
      <pubDate>Fri, 20 Jul 2012 15:21:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1143493</guid>
    </item>
    <item>
      <title>Problems of Trenchless Rehabilitation of Pipelines Situated under Watercourses</title>
      <link>https://trid.trb.org/View/1136128</link>
      <description><![CDATA[This chapter will discuss how all types of collisions of pipelines with water race are frequently solved by elaborating sewer trap construction. These constructions are often encountered in sewerage systems when it is necessary to overcome an obstacle and for this reason collectors of large dimensions are used. Channels located in close neighborhood to surface water should be constantly monitored since every damage or failure of the under-river pipeline or channel leading surface water may cause very serious consequences. The chapter shows how municipal and industrial wastes, when in contact with surface water, may quickly result in contamination and ecological catastrophe. Surface water disturbs water and sewerage balance and in extreme cases, with high pressures applied to the sewer trap construction, may produce a very quick propagation of the damage and construction disaster. Due to the very specific construction of a sewage trap it is impossible to repair or replace a pipeline network that is created by a sewage trap in a traditional dig technology. With the development of civil engineering and the use of trenchless technology, restoring the original condition of pipelines is highly feasible. The chapter presents examples of sewer traps and sewerage system rehabilitations.]]></description>
      <pubDate>Tue, 10 Apr 2012 15:17:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1136128</guid>
    </item>
    <item>
      <title>Police use data shared by TomTom GPS users to set targeted speed traps</title>
      <link>https://trid.trb.org/View/1133470</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 01 Mar 2012 11:11:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1133470</guid>
    </item>
    <item>
      <title>Improving Safety and Mobility at High-Speed Intersections with Innovations in Sensor Technology</title>
      <link>https://trid.trb.org/View/1093416</link>
      <description><![CDATA[A series of innovations has been made in the vehicle sensors field. Technologies such as IntelliDrive and radar-based smart sensors make it possible to track each vehicle in proximity to an intersection. However, current technologies have limitations, such as lack of robustness, accuracy, or level of penetration. This paper assumes an accurate wide-area detector (WAD), which might be soon available, and highlights the potential benefits that might be derived in safety and efficiency of operations at high-speed intersections from the deployment of the WAD. Two critical areas in which wide-area detection can lead to significant improvements are discussed: (a) location of crash risk on onset of yellow and (b) location of vehicles on onset of yellow. A case study was conducted at an instrumented intersection in Noblesville, Indiana, to estimate potential improvement from the use of an ideally operating WAD and green extension logic for signal control. Findings revealed that the replacement of the single loop detector sensor with a WAD sensor would lead to an additional 1.4 vehicles being served per lane on the cross street per unit vehicle provided with dilemma zone protection on the high-speed approach. Results also showed that speed traps should be used only after accounting for the trade-off between safety and efficiency and the traffic control logic. When speed traps were designed with generic dilemma zone boundaries at the Noblesville site, the dilemma zone protection was provided only 57% of the time because vehicles accelerated or decelerated after passing the speed trap.]]></description>
      <pubDate>Fri, 25 Mar 2011 10:28:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093416</guid>
    </item>
    <item>
      <title>Evaluating Sediment Capture Rates for Different Sediment Basin Designs</title>
      <link>https://trid.trb.org/View/916546</link>
      <description><![CDATA[The effectiveness of sediment control devices was studied on a large North Carolina Department of Transportation project to determine the effects of different designs and conditions. Flow and sediment content of water exiting six different traps and basins were measured and the amount of sediment trapped estimated from periodic surveys. Sediment trapping and discharges strongly suggested that commonly used designs are relatively ineffective. The three devices with rock dam outlets had sediment retention of <57% of sediment entering the traps and discharged up to 20 t ac to the -1 power during up to 12 months of monitoring. In contrast, the skimmer basins with surface outlets, stable sides and inlets, and porous baffles, retained more that 90% of sediment entering them, as long as they were properly maintained. While the skimmer basins retained most of the sediment entering it, the discharges were still relatively turbid and contained considerable suspended solids. The skimmer basin which was monitored longest (one year) had average turbidity of 891 nephelpmetric turbidity units (NTU) and total suspended solids (TSS) of 537 mg L to the -1 power. It is likely that the remaining suspended materials are very fine and will not settle by gravity alone under typical retention times. The more efficient designs tended to retain more of the coarse fraction entering the basins than the less efficient designs. The improvement in sediment retention with the design improvements will significantly reduce the impacts of land disturbances from construction activity on water quality in nearby streams.]]></description>
      <pubDate>Mon, 03 May 2010 16:59:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/916546</guid>
    </item>
    <item>
      <title>Proposed Test Protocol for Evaluating Performance of Sediment Control Devices for Roadside Storm Water Runoff</title>
      <link>https://trid.trb.org/View/910575</link>
      <description><![CDATA[This paper details an official testing program developed by researchers at the Texas Transportation Institute (TTI) to classify sediment retention devices on the basis of their sediment removal performance. The testing facility designed as part of this study was constructed at the Texas Department of Transportation–TTI Hydraulics, Sedimentation, and Erosion Control Laboratory (HSECL) located at the Texas A&M University Riverside Campus. The facility consists of a parabola-shaped testing channel 4.6 m (15 ft) wide and 5.5 m (18 ft) long with a maximum depth of 0.8 m (2.5 ft) at the center and a slope of 3%. Two commercially available artificial sediments were mixed in equal proportions to create the artificial storm water for testing. The flow rate and turbidity of the water entering and leaving the channel were monitored for the duration of the test. The turbidity measurements were converted to suspended solid concentration by using a relationship developed in the HSECL laboratory. A simple mass balance calculation was used to determine the amount of sediment trapped in the channel.]]></description>
      <pubDate>Wed, 31 Mar 2010 07:46:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/910575</guid>
    </item>
    <item>
      <title>Evaluating Systems to Reduce Road Improvement Impacts on Mountain Streams</title>
      <link>https://trid.trb.org/View/891107</link>
      <description><![CDATA[Sediment is the most common pollutant affecting North Carolina’s waterways, impacting a range of aquatic organisms, reducing reservoir capacity, and hurting their aesthetic value. Construction activities, including roadway projects, are a significant contributor of state-wide sediment loading. The North Carolina Department of Transportation (NCDOT) program of widening and paving rural roads in the mountain region provided an opportunity to evaluate new types of roadside erosion control best management practices (BMPs) with the goal of protecting the particularly sensitive trout streams commonly found there. Two roadway paving projects were each divided into experimental sections installed with either 1) the standard DOT BMPs consisting of narrow sediment traps and rock checks, 2) the new fiber wattle check dams (consisting of a mix of straw wattles and coir logs) with 100 grams of granulated polyacrylamide (anionic PAM 705) added to each, or 3) the new wattle check dams alone (no PAM added). The results suggest a significant advantage to the use of the new BMPs. At the first site, from June 2006 to March 2007, the average turbidity values (in NTUs) for the stormwater runoff were 4,198 for the Standard BMPs, 30 for the Experimental BMPs with PAM, and 187 for the Experimental BMPs alone. The second site showed similar results with average turbidity values of 64 for the Experimental BMPs with PAM, as compared to 852 for the Standard BMPs. Sediment loading at both sites was similarly skewed with dramatic decreases in sediment discharged off site from the new BMPs. At the first site, the Standard BMPs lost an average of 944 lb (428 kg) of sediment per storm event as compared to just 1.93 lb (0.88 kg) for the BMPs with PAM and 6.53 lb (2.96 kg) for the Experimental BMPs alone. At the second site, the Standard BMPs lost an average of 8.84 lb (3.63 kg) per storm event compared with 1.67 lb (0.76 kg) for the Experimental BMPs with PAM. As a result, the authors recommend that the new BMPs be implemented on a wider basis by the DOT on similar roadway improvement projects, particularly in areas adjacent to sensitive habitat waters.]]></description>
      <pubDate>Thu, 25 Jun 2009 16:26:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/891107</guid>
    </item>
    <item>
      <title>Fleet Maintenance for 2007</title>
      <link>https://trid.trb.org/View/795802</link>
      <description><![CDATA[Although technological improvements over the past 10 years have resulted in less maintenance required on fleet vehicles, changes and improvements in 2007 vehicle models are expected to have the opposite effect.  This article describes what factors fleet managers might want to consider when planning their 2007 vehicle budgets.  Diesel improvements to reduce nitrogen oxide and particulate emissions raise operating under-hood temperatures in the new vehicles .  These higher temperatures generate premature under-hood failure, which cause higher maintenance costs.  Fuel tanks and systems, filters and particulate traps will also require more frequent preventive maintenance.  These maintenance costs and demands will also have an effect on fleet managers who want to expand their fleet and must decide whether they want to buy the more expensive and harder to maintain 2007 vehicle, purchase a reconditioned vehicle or repair a used vehicle.]]></description>
      <pubDate>Wed, 03 Jan 2007 08:40:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/795802</guid>
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