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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>Lifecycle Cost Analysis RealCost User Manual</title>
      <link>https://trid.trb.org/View/2139930</link>
      <description><![CDATA[Lifecycle cost analysis (LCCA) is an engineering economic analysis tool that compares the relative merit of competing project implementation alternatives. LCCA considers both the agency and user costs incurred during the service life of an asset and helps transportation officials select the most preferred alternative. Additionally, LCCA introduces a structured methodology that accounts for the effects of agency activities on transportation users and provides a means to balance those effects with the system’s construction, rehabilitation, and preservation needs. This manual aims to help users of the Federal Highway Administration’s (FHWA’s) RealCost 3.0, a Microsoft® Excel®-based LCCA tool to conduct LCCA. This user manual reflects the updated and enhanced RealCost 3.0’s input data requirements, functions, analysis features, and user interface. The RealCost 3.0 tool has been updated to work on both Excel 32- and 64-bit versions and avoids the need for installation or availability of any third-party or other commercial components other than Excel 2010 or newer on end users’ computers. The user manual contains a brief introduction to LCCA and adheres to the LCCA methodology explained in detail within FHWA’s Life-Cycle Cost Analysis in Pavement Design Interim Technical Bulletin (Walls and Smith 1998). It also explains the steps to install and operate RealCost 3.0. Appendix A details the procedure to compute LCCA using examples of three pavement and one bridge projects. Appendix B helps users understand the customization of RealCost 3.0 for their specific needs. The user manual will interest State highway agency personnel and consultants responsible for conducting and reviewing LCCA.]]></description>
      <pubDate>Wed, 22 Mar 2023 17:06:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2139930</guid>
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    <item>
      <title>Quality Improvement and Application of TDOT Pavement Management Systems (PMS) Data</title>
      <link>https://trid.trb.org/View/1858288</link>
      <description><![CDATA[Tennessee Department of Transportation (TDOT) established Pavement Management System (PMS) since 1980’s. TDOT started to systematically collect roughness data since 1993 and distress data since 1998 and started using videotaping from 2002. Similar to many other agencies in the United States, TDOT utilized PMS to perform maintenance demand analysis based on which the budget allocation is determined. Furthermore, cost-effectiveness analysis of maintenance activities or preventative maintenance, prediction analysis of long-term pavement performance, and calibration of pavement design equations are conducted based on the content and accuracy of PMS data. The purpose of this research is to identify the current quality issues of PMS data and to establish the data quality management guideline by which a standard data production procedure can be followed. The summary of results are as follows. Findings from the questionnaire indicated field validation/calibration of testing equipment is considered as the most selected steps before data collection. The survey also indicated that although some state DOTs have already implemented or have been developing data quality control procedure, there is no consensus on how to perform data quality control and assurance. The research team also systematically evaluated the data variability and its consequence on maintenance planning. The influence of data quality on maintenance planning varies in terms of current pavement conditions, how the pavement condition indices are defined, and how the maintenance and rehabilitation analyses are performed.]]></description>
      <pubDate>Tue, 06 Jul 2021 14:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1858288</guid>
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    <item>
      <title>Estimating Service Life of In Situ Flexible Pavements in Louisiana Using Pavement Management System Data</title>
      <link>https://trid.trb.org/View/1559375</link>
      <description><![CDATA[Pavement service life (PSL) is an important input in the design of new and rehabilitated pavements. It is also used in pavement management system (PMS) decision tools, life-cycle cost analysis, and in the allocation of available funds. The objective of this study is to determine the PSL of flexible pavements in Louisiana and to compare the actual PSL to the assumed service life in the design phase. To achieve this objective, the variation of pavement condition index (PCI) with pavement age was extracted from the Louisiana PMS. The rate of deterioration of PCI for each pavement section was analyzed for over 11 years of performance from 1998 until 2009. Based on this analysis, it was determined that the average PSL was 16.1, 15.2, and 12.6 years for Family 1, 2, and 3, respectively. In general, the average PSL for all pavement families was lower than the assumed design life of 20 years. Alligator cracking was the controlling failure mechanism in 48% of the pavement sections. Simple performance models were developed to predict PSL and remaining service life (RSL) knowing the age of the pavement and the drop in PCI from the date of construction to a given year.]]></description>
      <pubDate>Fri, 19 Oct 2018 09:42:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1559375</guid>
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    <item>
      <title>Age models for rural arterials</title>
      <link>https://trid.trb.org/View/1446655</link>
      <description><![CDATA[The purpose of this paper is to report the approach used to develop and validate age models for flexible pavements of rural arterials using surface roughness as the predictor. The sample network used in the modelling includes a large number of sections from rural road classes M, A, B and C in Victoria/Australia. Maintenance records are available from 1998 to 2010 and have been used to identify the sections that have been subjected to rehabilitation treatments during this period. Roughness data of these sections has been determined from adjusted raw longitudinal profile records to ensure that time series condition data of the same section is used. The effects of climate and subgrade soil type have been assessed through grouping the segments into similar climate-soil combinations. The age models are developed for each road class and its relevant groups. The results show that there is a significant correlation between age and surface roughness for all road classes with a correlation coefficient of about 70%. This implies that there is a linear relationship of moderate strength between pavement age and surface roughness.]]></description>
      <pubDate>Tue, 24 Jan 2017 12:01:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1446655</guid>
    </item>
    <item>
      <title>D-Cracking Rehabilitation at Kansas City International</title>
      <link>https://trid.trb.org/View/1311336</link>
      <description><![CDATA[Kansas City International Airport (MCI) constructed a majority of their Portland cement concrete (PCC) pavements in the late 1990's and early 2000's. Currently most of the PCC at the airport has durability related cracking (D-cracking) associated with poor aggregate properties. Runway 1L-19R is an un-bonded PCC overlay system constructed in 1998 with a significant amount of pre-existing underlying pavement structure. The original PCC pavement section was constructed in 1959 using 12-14 inches of concrete. Subsequent 6-inch asphalt concrete (AC) overlays occurred in 1968 and 1983. After 1998, the runway section consisted of 15 inches of PCC on 13-15 inches of AC on the original 12-14 inches of PCC. D-cracking in this overlay was originally witnessed at or around 2008 when Airport Operations began collecting debris from the runway, ranging anywhere from 1-3 inches in diameter. By 2011, the D-cracking was observed to have accelerated quickly on the runway and coincided with the increased usage associated with airline growth and mergers. The Kansas City Aviation Department (KCAD) performed concrete partial depth repair and panel replacement projects in an attempt to mitigate these distresses. However, as the D-cracking accelerated, Foreign Object Debris (FOD) became a daily challenge for Airport Operations to manage, with Operations collecting almost a 5-gallon bucket of debris per day. In 2011, with the runway not yet reaching the prescribed 20 year design life, KCAD decided to rehabilitate and considered numerous options. This paper will discuss both the operational and rehabilitation challenges associated with functional deterioration caused by the D-cracking on Runway 1L-19R.]]></description>
      <pubDate>Wed, 25 Jun 2014 09:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1311336</guid>
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    <item>
      <title>Kansas Pavement Preservation Initiative: Rehabilitation of Ultrathin Bonded Bituminous Surface</title>
      <link>https://trid.trb.org/View/1230429</link>
      <description><![CDATA[The Kansas Department of Transportation (KDOT) pavement preservation program actions for asphalt-surfaced pavements include route and crack seal, chip seal, 1- to 4-inch overlay, 1- to 4-inch inlay, heater scarification, cold in-place recycle (4-inch), ultra-thin bonded bituminous surface (Nova chip), modified slurry seal, and cold milling. The ultra-thin bonded bituminous surface (UBBS or Nova chip) is a thin gap-graded hot mix which is bonded to the existing surface with a modified emulsion membrane. This surface has been found to reduce noise, minimize back spray and increase visibility. Since its introduction in the United States in 1998, more than 50 million sq. yds. have been constructed. KDOT has been using UBBS since 2001. From 2002 to 2006, more than 150 miles of UBBS have been placed on the Kansas state highway system, and its use is increasing. Most of the mileage is on full design bituminous pavements, pavements with higher truck traffic as shown. Thus far, the performance of this thin surface treatment strategy has been good. KDOT is currently extending its use from the treatment of existing surface to in conjunction with some sort of surface preparation such as, surface recycling. As some of the UBBS sections approaching rehabilitation, the question now is how to rehabilitate the sections with UBBS. Since the layer is gap or open graded, conventional overlay might result in moisture trapping in the layer causing stripping of the underlying layers. Despite the claim of the marketer of this technology that the UBBS layer will be clogged by the time of rehabilitation, there are no data to support this. They also heavily promote rehabilitation of the UBBS pavements with another UBBS layer. However, this may not be possible when strengthening is required or investigation needs to be done whether structural strengthening is possible with double UBBS layer just like double seal coat.]]></description>
      <pubDate>Thu, 03 Jan 2013 14:00:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1230429</guid>
    </item>
    <item>
      <title>Mechanistic design of asphalt rehabilitation treatments for New Zealand roads</title>
      <link>https://trid.trb.org/View/1205018</link>
      <description><![CDATA[This paper describes the development of an asphalt rehabilitation design procedure that is aligned to the Transit New Zealand approach to the design of granular overlays.  The proposed procedure uses the strain response of the existing pavement and its past performance, in terms of past traffic load, to determine a unique subgrade strain criterion for the pavement (sub)-section under consideration.  After postulating a trial overlay thickness, the overlaid configuration is mechanistically analysed and checked for compliance against subgrade strain and asphalt strain requirements.  The procedure takes the 'remaining life' of an existing asphalt surface layer into consideration if the latter is deemed to be in sound condition at the time of rehabilitation.  Simplified procedures to adjust the moduli of stress dependent materials in the overlaid configuration are presented.  Simple relationships are presented which express these adjustments in terms of the characteristics of the adopted pavement model.  These relationships were generated from mechanistic analyses of many pavement configurations using a range of realistic material characteristics.  At this stage these relationships have only been developed for conventional pavement configurations comprising sealed unbound granular base layer(s) over cohesive subgrades.]]></description>
      <pubDate>Fri, 24 Aug 2012 20:27:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1205018</guid>
    </item>
    <item>
      <title>Design and rehabilitation of pavements 1998</title>
      <link>https://trid.trb.org/View/1164621</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 15:02:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1164621</guid>
    </item>
    <item>
      <title>Use of Data from Specific Pavement Studies Experiment 5 in the Long-Term Pavement Performance Program to Compare Virgin and Recycled Asphalt Pavements</title>
      <link>https://trid.trb.org/View/1092713</link>
      <description><![CDATA[The Specific Pavement Studies Experiment 5 (SPS-5) in the Long-Term Pavement Performance program was designed to study the effects of overlay rehabilitation type on typical distress measures. The rehabilitation treatments compared overlay thickness, overlay type, and surface preparation before rehabilitation. The thicknesses used were 50- and 125-mm overlays. The overlay types were virgin asphalt mix and recycled asphalt that contained approximately 30% reclaimed asphalt pavement (RAP). Surface preparation consisted of either milling or not milling the existing pavement before rehabilitation. Eighteen states and provinces in North America built SPS-5 projects between 1989 and 1998. Seven distress parameters from these test pavements were analyzed, including international roughness index (IRI), rutting, fatigue cracking, longitudinal cracking, transverse cracking, block cracking, and raveling. Analyses were conducted to determine which factors affected overlay performance as measured with the above parameters. Further statistical testing compared the performance of the virgin mix sections directly with equivalent sections that contained 30% RAP. Overlays with mixes that contained 30% RAP were found to perform as well as overlays with virgin mixes in terms of IRI, rutting, block cracking, and raveling. Thicker overlays improved pavement performance, except for rutting. Milling before rehabilitation decreased IRI, fatigue cracking, and transverse cracking but increased rutting.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092713</guid>
    </item>
    <item>
      <title>Rehabilitation des chaussees</title>
      <link>https://trid.trb.org/View/961885</link>
      <description><![CDATA[Ce theme a comporte les exposes suivants:  L'entretien et la rehabilitation des chaussees en beton de ciment : un guide pratique (Thebeau,D);  Route du port de Montreal : etude sur l'etat actuel de la chaussee (Samson,M);   Autoruoute Felix-Leclerc : secteur Batiscan - Sainte Anne de la Perade : contrat de type conception-construction avec garanties (Dorchies,PT); Le beton compacte au rouleau (BCR) : une solution economique et durable pour aires de transbordement de conteneurs (Lavoie,S et Plante,P);  Le FLEXIPLAST : Aeroport de Montmagny : succes d'une demarche pour etancher les fissures.  Pour la fiche generale du congres, voir fiche DIRR numero de controle 199808RT697F.]]></description>
      <pubDate>Thu, 07 Oct 2010 18:28:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/961885</guid>
    </item>
    <item>
      <title>Le transport : outil de developpement economique : recueil des communications, 33e congress annuel, Association quebecoise du transport et des routes, 20 et 21 avril 1998, l'Hotel Loews le Concorde de Quebec</title>
      <link>https://trid.trb.org/View/961884</link>
      <description><![CDATA[La presente publication rassemble la plupart des communications qui ont ete presentees lors du 33e congres annuel de l'Association quebecoise du transport et des routes, les 20 et 21 avril 1998, a Quebec. On y retrouve les textes des conferences regroupes selon les themes abordes dans les sessions techniques.  Les themes presentes sont les suivants: 1. Rehabilitation  des chaussees.  2. Les ouvrages d'art.  3. Les infrastructures et la securite.  4. La signalisation, outil de communication.  5. Transport et developpement economique regional.  6. Systemes d'auscultation pour la rehabilitation des chaussees.  7. Les chaussees souples.  8. Dispositifs de securite.  9. Transport multimodal des marchandises.  10. Techniques innovatrices pour les chaussees.  11. Materiaux recycles.  12. Gestion de la circulation.  13. Planification et transport durable.  14.Viabilite hivernale.  15. Techniques innovatrices pour les chaussees.  16. Drainage des routes. 17. Gestion de la circulation.  18. La securite a pied, en velo et en patins a roues alignees.  19. Perspectives d'avenir du financement du transport en commun.  Pour fiches de sessions voir fiches DIRR avec numero de contrrole 199808RT698F a 199808RT716F.]]></description>
      <pubDate>Thu, 07 Oct 2010 18:28:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/961884</guid>
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    <item>
      <title>Erstanwendung eines Pavement Management Systems fuer die Erhaltungsplanung der Bundesfernstrassen - Teil 2 / Initial Application of a Pavement Management System for Maintenance and Rehabilitation Planning of the Federal Trunk Roads - Part 2</title>
      <link>https://trid.trb.org/View/953915</link>
      <description><![CDATA[In einer von Mitte 1998 bis Anfang 2002 laufenden Erstanwendung eines in Forschungsprojekten entwickelten Pavement Management Systems (PMS) wurde geprueft, inwieweit die Anforderungen der Erhaltungspraxis im Hinblick auf die Benutzerfreundlichkeit und die Ergebnisqualitaet erfuellt sind. An der PMS-Erstanwendung beteiligten sich alle 13 Flaechenlaender mit insgesamt 25 Verwaltungseinheiten. Die 3 Stadtstaaten nahmen beobachtend teil. Die zum Abschluss der praktischen Anwendung uebermittelten Erfahrungsberichte bestaetigten die Brauchbarkeit des Instrumentariums und die Plausibilitaet der im Ergebnis ausgewiesenen Vorschlaege zur Art, Oertlichkeit und zeitlichen Prioritaet von Erhaltungsmassnahmen, die nach einer netzweiten Optimierung als Basis fuer operative und erhaltungsstrategische Fragestellungen dienen koennen. Die Erstanwendung zur Ueberpruefung der Praxistauglichkeit des PMS ist vielfach nahtlos in eine Anwendung und teilweise bereits in eine Routineanwendung uebergegangen. In circa der Haelfte der beteiligten Laender wird das PMS bereits im operativen Einsatz fuer die Vorbereitung von Erhaltungsprogrammen verwendet. Durch laufende Verbesserungen wird kurzfristig ein noch zuverlaessigeres und komfortableres Instrumentarium verfuegbar sein, das im Rahmen der Richtlinien fuer die Planung von Erhaltungsmassnahmen an Strassenbefestigungen (RPE-Stra 01) effektive Hilfestellung bei der systematischen Erhaltungsplanung auf Projekt- und Netzebene leisten kann. ABSTRACT IN ENGLISH: During the initial application of a Pavement Management System (PMS), from mid 1998 until the beginning of 2002 developed within the framework of research projects, it was tested to what extent the requirements of the maintenance and rehabilitation practice with regard to user friendliness and the performance quality have been complied with. All 13 larger federal states with a total of 25 administrative units participated in the initial application. The 3 city states attended the meetings of the initial users as observers. The experience reports transmitted at the end of the practical application confirmed the usefulness of the instrument and the plausibility of the resulting proposals concerning the type, the location and the temporal priority of maintenance and rehabilitation treatments which can, owing to the network-wide optimization, serve as a basis for operational issues as well as issues in connection with maintenance and rehabilitation strategy. The initial application of the PMS to test its practical suitability has in many cases merged smoothly into a more extensive application and in some cases even into a routine application. In about half the federal states involved, the PMS is already applied in the operational framework for the preparation of maintenance and rehabilitation programmes. The further development which has already been initiated will soon provide an improved instrument which, within the draft of the directives for the Maintenance and Rehabilitation Planing of Road Pavement RPE Stra-01, can serve as an effective aid for a systematic maintenance and rehabilitation planning on project as well as on network level. (A)]]></description>
      <pubDate>Thu, 07 Oct 2010 15:01:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/953915</guid>
    </item>
    <item>
      <title>Selective Flexible Pavement Rehabilitation Based on Forensic Investigation and Deflection Analysis: Seventeen-Year Case Study in Virginia</title>
      <link>https://trid.trb.org/View/910387</link>
      <description><![CDATA[This paper describes the effectiveness of combining forensic investigation and Falling Weight Deflectometer (FWD) deflection analysis in selecting the most economical best performing rehabilitation remedy for a prematurely failing thin flexible pavement. The project is a four lane divided primary road, about 3 miles long and part of Route 3 in Lancaster County, Fredericksburg District, Virginia. The two west bound lanes were constructed in 1992 with pavement structure consisting of 4.5 inches asphalt concrete on top of 6 inches dense graded aggregate, which rested on a 6 inches soil cement treated layer, on top of the natural subgrade.  Within two years of service, it showed white stains at the surface, but no distresses were observed. In 1998 several areas in truck lane failed in fatigue and alligator cracking. The first rehabilitation activity, in 1998, was to mill and replace the asphalt layers, a total of 4.5 inches, without identifying the failure mechanism. This activity proved ineffective and the pavement failed in the same mode but more severely in 1999. Determination of the failure mechanism based on forensic investigation and deflection testing was finally considered, in 2000. The failure mechanism showed that dense plain aggregate which was loaded with fines acted as a weak link between the top and bottom stiff layers and lead to entrapment of moisture (in the absence of pavement edgedrain) and the premature failure due to the truck loading in the truck lane. Based on the forensic investigation and FWD deflection testing, it was decided to remove the asphalt layers and in-place cement stabilize the plain aggregate layer for the truck lane only to provide much stronger pavement by eliminating the weak link. This unique and selective rehabilitation approach resulted in two different treatments one for the truck lane, where most of the heavy loading is applied, and one for the passing lane where light loading is applied. The pavement has performed very well during the last eight years without any signs of distresses. This paper documents the lessons learned from this project, over a span of 17 years.]]></description>
      <pubDate>Mon, 25 Jan 2010 11:01:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/910387</guid>
    </item>
    <item>
      <title>Summary Report on the Evaluation of Rigid Pavement Long-life Strategies</title>
      <link>https://trid.trb.org/View/849379</link>
      <description><![CDATA[This report presents a summary of investigations conducted by the Pavement Research Center during 1998-2005 regarding the assessment of strategies by the California Department of Transportation (Caltrans) for the construction of rigid pavements, and in particularly, jointed plain concrete pavement. The report reviews overall objectives and the studies that were conducted to meet the objectives, including desktop studies and laboratory and full-scale experiments. Recommendations and reports from each study are discussed.]]></description>
      <pubDate>Mon, 31 Mar 2008 08:04:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/849379</guid>
    </item>
    <item>
      <title>Streamlined Strategies for Faster, Less Traffic-Disruptive Highway Rehabilitation in Urban Networks</title>
      <link>https://trid.trb.org/View/848513</link>
      <description><![CDATA[The need for faster, less traffic-disruptive rehabilitation for aging highway infrastructure is an emerging concern for many state highway agencies. In response to this concern, the California Department of Transportation (Caltrans) launched the Long-Life Pavement Rehabilitation Strategies (LLPRS) program in 1998 to rebuild 2,800 lane kilometers of high-volume urban freeway with premium pavements that will last 30+ years and require minimal maintenance over their service life. This paper presents innovative strategies and technologies for achieving faster project completion with less traffic disruption as applied on three experimental LLPRS projects. The research team and the Caltrans project team used Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) software from the initial planning and design stages to implement the most economical rehabilitation strategies for the projects. The postconstruction analysis of all three LLPRS projects, made with data collected during construction, revealed a close match with the preconstruction schedule estimate generated by CA4PRS, validating the software’s scheduling reliability. Incentive–disincentive contractual provisions proved effective for shortening project duration on all three LLPRS projects, which were time critical because of their heavy traffic volume. Resultant traffic data demonstrate the importance of a public outreach campaign that convinced motorists to use alternative routes or to adjust their commuting modes, resulting in significantly lower traffic demand in the construction work zone. The strategies and lessons addressed in this paper will help state highway agencies and contractors maximize construction productivity for early project completion and minimize inconvenience to the traveling public.]]></description>
      <pubDate>Mon, 25 Feb 2008 14:32:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/848513</guid>
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