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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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      <title>Evaluation of Epoke Bulk Spreader for Winter Maintenance</title>
      <link>https://trid.trb.org/View/1280995</link>
      <description><![CDATA[In the current economic climate, it is imperative to maximize efficiency while minimizing costs. As a result, ODOT is evaluating new methods to reduce expenditures in their winter maintenance budget. One such evaluation is of the Epoke Bulk Spreader, which is a salt and brine spreader capable of applying material over multiple lanes in a single pass. A thorough evaluation of the Epoke must be conducted in order to determine the feasibility for implementation, including: the impact on level of service (LOS), material usage, and versatility of the equipment. To successfully evaluate the Epoke, several areas of data must be collected, including: weather, traffic, plow truck, tanker anti-icing, and summer herbicide spraying data. The data collection for this project occurred in the Boston Heights garage in Summit County. A salt savings of 12% was realized through the use of the Epoke, with the payback period occurring in year eight with salt prices at $40 per ton and 20,000 tons of salt used annually by the garage. However, savings with the tanker truck were overall negligible. The Epoke is found to reduce salt usage and labor times, while maintaining the level of service.]]></description>
      <pubDate>Thu, 23 Jan 2014 09:43:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280995</guid>
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      <title>Optimized and Sustainable Winter Operations in Canada and the United States</title>
      <link>https://trid.trb.org/View/1249491</link>
      <description><![CDATA[Climate change is becoming a reality in Canada and United States bringing record setting winter storms with some of the lowest temperatures and heaviest snowfalls and ice storms experienced in modern times. These massive storms caused major impacts to the economy, resulting in billions of dollars lost. However, it could have been much worse without the right snow removal equipment, advanced RWIS and chemical application technologies and a trained workforce. This paper documents how research findings, from the comprehensive U.S. Strategic Highway Research Program (SHRP), combined with discoveries, from the International Winter Maintenance Technology Scanning tours produced better methods to accomplish winter maintenance, improve transportation safety and reliability and enhance winter hazard mitigation. Successful courses of action used to take SHRP winter maintenance research in road weather and forecasting, anti-icing, snow and ice control equipment, and new chemistry from theory to operational state-of-the-practice are presented. Although these proactive snow and ice control operations in Canada and the US are reported to be more efficient and effective, their negative impact to the receiving natural environment remains a concern. This paper examines how those negative impacts are being minimized by using improved and more comprehensive road/weather forecasts, optimized treatment recommendations and better snow and ice control equipment. The paper will then illustrate how these optimized operations will evolve into more sustainable solutions that will integrate into the PIARC B-5, Winter Services Committee, "triple bottom line" (economic concerns, societal interests, and environmental protections) concept models being developed for world-wide use. (A) For the covering abstract of this conference see ITRD record number 201211RT334E.]]></description>
      <pubDate>Wed, 01 May 2013 13:20:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1249491</guid>
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      <title>Present and Future of Practical Road Weather Decision Support Research</title>
      <link>https://trid.trb.org/View/1138905</link>
      <description><![CDATA[Maintaining control of snow and ice buildup on roadway surfaces during winter storms is challenging for road maintenance entities. Some of the critical challenges include making effective and efficient decisions for treatment types and timing of treatments, and knowing the location of greatest impact to the roadway based on precipitation rates and types and other weather conditions. These decisions are critical because of the implications to roadway safety, as well as economic impacts to the agency and the environmental impacts of treatments. In order to mitigate the challenges associated with winter road maintenance, the FHWA under the United States Department of Transportation (DOT) initiated the development of the Maintenance Decision Support System (MDSS) in 1999. MDSS provides a single platform that blends existing road and weather data sources with numerical weather and road condition models in order to provide information on the diagnostic and prognostic state of the atmosphere and roadway (with emphasis on the 1- to 72-h lead time period) as well as a decision support tool for roadway maintenance treatment options. MDSS was engineered with a robust modular design. The flexibility of this design allows for smaller sections of the system to be modified without having to redesign the entire system. Porting MDSS to a decision support system for non-wintertime weather impacts (visibility, flooding, non-winter maintenance, etc.) to the roads is being considered as the next step for this system. Also, customizing modules for other non-DOT user groups (e.g., emergency medical services, school planning, and fleet trucking companies), which are also highly impacted by adverse road weather, is a future direction for this research. This paper gives an overview of the most recent advancements to the federal prototype MDSS system as well as a discussion on the future direction of road weather decision support for not only the road maintenance community but also different user groups that may benefit from better and more useful road weather decision support.]]></description>
      <pubDate>Fri, 25 May 2012 10:32:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1138905</guid>
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      <title>VERKEHRSSICHERHEIT UND WIRTSCHAFTLICHKEIT DES VERKEHRSABLAUFES IM WINTER</title>
      <link>https://trid.trb.org/View/1024618</link>
      <description><![CDATA[ES FEHLEN UNTERSUCHUNGEN, INWIEWEIT DAS SCHNEERAEUMEN UND STREUEN AUF LANDSTRASSEN DIE VERKEHRSSICHERHEIT ERHOEHT UND DIE UNFALLKOSTEN VERRINGERT.    DIE ZAHL DER UNFAELLE AUF SCHNEE- UND EISGLATTEN FAHRBAHNEN IST BETRAECHTLICH.  ES WIRD UEBER DIE ERGEBNISSE EINES FORSCHUNGSAUFTRAGES DES BUNDESVERKEHRSMINISTERIUMS "WIRKSAMKEIT DES STRASSENWINTERDIENSTES" BERICHTET, DER 1987 ABGESCHLOSSEN WURDE.  ES ZEIGT SICH, DASS AUF WINTERGLATTEN STRASSEN DIE UNFALLRATE ETWA 6 MAL SO HOCH LIEGT WIE BEI NICHT-WINTERLICHEN VERHAELTNISSEN, WOBEI AUCH DIE SCHWEREN UNFAELLE ENTSPRECHEND ZUNEHMEN.  URSACHE HIERFUER IST DIE DEN FAHRBAHNVERHAELTNISSEN NICHT AUSREICHEND ANGEPASSTE FAHRWEISE.  NACH DEM RAEUMEN UND DEM STREUEN VON SALZ SINKT DIE UNFALLRATE AUF EIN DRITTEL BIS EIN VIERTEL, DIE UNFALLKOSTENRATE AUF EIN SECHSTEL AB; VOR ALLEM DIE SCHWEREN UNFAELLE WERDEN DURCH DEN WINTERDIENST REDUZIERT.  NEBEN DIESEM DEUTLICHEN EFFEKT FUER DIE VERKEHRSSICHERHEIT WIRKT SICH DER WINTERDIENST AUCH AUF DEN VERKEHRSFLUSS POSITIV AUS, WODURCH SICH EINSPARUNGEN AN STRASSENNUTZERKOSTEN ERGEBEN.  SUMMIERT BETRAEGT DER VERKEHRLICHE NUTZEN DURCH DEN WINTERDIENST ETWA 36 PF/FZKM (80 % DAVON SIND UNFALLKOSTEN) UND IST DAMIT ERHEBLICH HOEHER ALS DESSEN BETRIEBSKOSTEN.  ZU EINER  WEITEREN ERHOEHUNG DER VERKEHRSSICHERHEIT BIETEN SICH NOCH ANSAETZE.]]></description>
      <pubDate>Sat, 20 Nov 2010 11:31:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1024618</guid>
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      <title>Development of ITS Tools for Winter Maintenance at the MTQClaude Lapointe</title>
      <link>https://trid.trb.org/View/907393</link>
      <description><![CDATA[Every administration that is responsible for managing a roadway network faces the same challenge each year: providing users with a safe and reliable network during the winter. This is a vital priority that has a direct impact on economic development, by ensuring mobility and safety on its roads. In recent years, the Ministere des Transports du Quebec (MTQ) has embarked on a process of equipping winter-maintenance decision-makers with tools that will help in making the best decisions with respect to snow-removal operations. The first tool that was developed by the MTQ was a mobile road/weather station. The MTQ installed various sensors on a vehicle in order to measure key atmospheric and road variables for forecasting road conditions (fog, white ice, etc.). The MTQ then acquired advanced expertise in developing an intelligent transportation system (ITS) with built-in stationary data capture along roads, in order to collect and store data from all atmospheric and road sensors. This innovative system is connected to Environment Canada's Meteorological Service in order to factor in weather forecasts and pavement surface temperature predictions using XML as the format for the data transfer. An important feature of the system is that it includes a data quality control system for detecting faulty data. A data distribution website was designed in order to make it easier for decision-makers to use the data. It has a simple, intuitive interface for making winter maintenance decisions. The potential of using the integrated ITS system with data acquisition for other purposes has been proven, including collecting data in order to detect freeze-thaw depths, as well as better documentation of weather/road-condition phenomena in Québec. For the covering abstract see ITRD E143097.]]></description>
      <pubDate>Thu, 24 Dec 2009 08:43:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/907393</guid>
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    <item>
      <title>Providing Winter Road Maintenance Guidance: An Update of the Federal Highway Administration Maintenance Decision Support System</title>
      <link>https://trid.trb.org/View/863372</link>
      <description><![CDATA[Controlling snow and ice buildup on roadways during winter weather events presents several challenges for winter maintenance personnel. Among these challenges is the need to make effective winter maintenance decisions (treatment types, timing, rates, and locations), as these decisions have a considerable impact on roadway safety and efficiency. Additionally, poor decisions can have adverse economic and environmental consequences. In an effort to mitigate the challenges associated with winter maintenance decisions, FHWA initiated a program in 2000 aimed at developing a winter road maintenance decision support system (MDSS). The primary goal of the MDSS program was to construct a functional prototype MDSS that could provide objective guidance to winter road maintenance decision makers concerning the appropriate treatment strategies to use to control roadway snow and ice during adverse winter weather events. It was envisioned that this prototype would also serve as a catalyst for additional research and development by the private sector. To date, five versions of the MDSS prototype code have been made freely available to the surface transportation stakeholder community, with the last release (MDSS Release-5) occurring in the fall of 2007. The FHWA MDSS prototype utilizes current weather observations and numerical model predictions from multiple sources to produce route-specific analyses and forecasts (48 h) of environmental conditions. Output from this process is used to drive an energy balance model to generate predictions of pavement conditions along each route of interest. Together, environmental and road condition information is used to construct recommended treatments, which are based on standard rules of practice for effective deicing and anti-icing operations. An interactive Java-based display is used to visualize graphic and text-based treatment recommendations, as well as diagnostic and prognostic atmosphere and road condition data. Through this interface, not only can users inspect the current recommended treatment strategies, but they can also investigate alternative courses of action and ascertain the anticipated consequences of action or inaction. Over the last three years, the MDSS prototype has been demonstrated in Colorado. During this period, the system was accessible to maintenance managers in the Denver metropolitan area. The multiple season demonstration provided a variety of disparate events on which to analyze system performance. As a result of the demonstration activities, the MDSS has undergone a number of recent improvements and refinements, and several lessons have been learned. This paper provides a comprehensive overview of the current FHWA MDSS prototype including the latest enhancements and changes.]]></description>
      <pubDate>Mon, 30 Jun 2008 15:05:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/863372</guid>
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    <item>
      <title>Infrasonic Monitoring of Avalanche on Teton Pass</title>
      <link>https://trid.trb.org/View/771786</link>
      <description><![CDATA[Avalanches near Teton Pass impact Wyoming Highway 22 which is one of the most heavily used highways in Wyoming due to commuter traffic necessary to support service industries in Jackson Hole, tourist traffic, and winter recreational use traffic.  Closure of WY 22 therefore has a significant impact on the local economy.  It is believed that the early identification of natural and control triggered avalanches, in near real time, when winter conditions prevent observation can provide a minimized response time, added traveler safety, and valuable information for planning future snow control activities.  It has been shown that avalanches generate sub-audible acoustic signals within the infrasound frequency spectrum (1-4 Hz), providing a scientific basis for developing an automated avalanche monitoring system.  The objective of this study was to develop, operate, and maintain an easy to use infrasound monitoring system that can reliably and automatically identify Teton Pass avalanche activity in near real time, from a remote location miles away.  The research and development of an operational monitoring system took place over two winter seasons:  2003/2004 and 2004/2005.  The system consisted of arrays of remotely powered infrasound sensors deployed near known slide paths, a central processing unit (CPU) in the local Wyoming Department of Transportation (WYDOT) office, custom software, and telecommunications equipment to transfer data from the sensor arrays to the CPU.  The completed operational system demonstrated these desired performance characteristics: 1) identification of natural events, 2) identification of control activity triggered events, 3) minimal false identifications, 4) excellent reliability and system availability, 5) time response less than 2 minutes, 6) identification of various magnitude events, and 7) verification of ordinance detonation and non detonation.  Further development of the CPU user interface is continuing through a National Science Foundation (NSF) grant.  The resulting software will allow for more flexibility in viewing results, investigating events, and system configuration.  The system near Teton Pass will be used for further development in the NSF project and the improved user interface will become part of the WYDOT system.]]></description>
      <pubDate>Mon, 27 Feb 2006 08:54:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/771786</guid>
    </item>
    <item>
      <title>Highway Salt and Our Environment</title>
      <link>https://trid.trb.org/View/762693</link>
      <description><![CDATA[This report discusses how we use salt for highway applications and the impact of this use on our environment.  The table of contents lists the following chapter headings: 1. Why We Use Highway Salt - Sensible Salting Saves Lives, Snowstorms Can Disrupt Economic Activity, Why Salt Works Best, Other Materials (Should) Have Limited Application, Salt is the Sensible Deicer; 2. Road, Bridge and Vehicle Corrosion - Roads, Bridges, Vehicles; 3. Roadside Vegetation - The Problem, Salt-Proofing the Roadside Environment; 4. Wildlife and Fish - Salted Roads and Animal-Car Collisions, Salt Tolerance in Fish; 5. Human Health - The "Salt Hypothesis", Drinking Water and Sodium, Drinking Water and Chlorides, Hexacyanoferrates; 6. Sensible Salting : Safeguarding the Environment - Just Enough and No More, Proper Storage, Application Guidelines; 7. Summary and Conclusion.]]></description>
      <pubDate>Fri, 28 Oct 2005 08:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/762693</guid>
    </item>
    <item>
      <title>ECONOMIC IMPACT OF HIGHWAY SNOW AND ICE CONTROL. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/740838</link>
      <description><![CDATA[This report provides a brief overview, conclusions, recommendations and suggested implementation of the study.  It is an executive summary and as such does not contain the detailed results of the original research conducted under the study.]]></description>
      <pubDate>Fri, 01 Oct 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/740838</guid>
    </item>
    <item>
      <title>SPREADING THE NEWS</title>
      <link>https://trid.trb.org/View/700024</link>
      <description><![CDATA[TRL was commissioned by the National Salt Spreading Research Group (NSSRG) to undertake research to determine how well the UK is salting its roads. The effectiveness of different salting techniques (dry salt, prewetted salt and brine), spreaders and different salt types by size, grading, origin and moisture content was examined. Field trials showed that when certain de-icers and spreaders were used under different conditions, salt is deposited on the roadside verges where it is not required. De-icers need to be tested for their de-icing properties and also for their constituents. Conventional salts are also being examined in order to limit the amount of chloride being deposited on the verges. The long term objectives of the NSSRG are to investigate residual salt levels and to develop ways of measuring and forecasting the levels, determining optimum techniques and rates of application, and investigating the effects and impact of salting on the environment, structures and road user vehicles.]]></description>
      <pubDate>Thu, 22 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/700024</guid>
    </item>
    <item>
      <title>RISK AND IMPACT OF NATURAL HAZARDS ON A ROAD NETWORK</title>
      <link>https://trid.trb.org/View/676930</link>
      <description><![CDATA[This paper describes a study to investigate hazards with the potential to close the Desert Road section of New Zealand's major north-south road link.  The risks caused by snow and ice, volcanic eruptions, earthquakes, and traffic accidents were evaluated in terms of their expected frequency of occurrence and duration of road closure.  The effects of road closures on traffic flow patterns were assessed using a traffic assignment model, with and without allowing for the elasticity of travel demand.  A probability distribution for the annual economic impact of road closure was found for each hazard.  The viability of various mitigation options for reducing the risk of road closure was assessed, using probability distributions of the benefit cost ratio for mitigation options.]]></description>
      <pubDate>Sat, 17 Mar 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/676930</guid>
    </item>
    <item>
      <title>ALTERNATIVE SNOW AND ICE CONTROL METHODS: FIELD EVALUATION</title>
      <link>https://trid.trb.org/View/497633</link>
      <description><![CDATA[This document is the result of a two-year study to evaluate the emerging technologies in snow and ice control and determine their economic and operational effectiveness.  Operational, environmental and economic factors were evaluated to compare Oregon's "plow and sand" strategies to emerging chemical-based anti-icing strategies.  The strategies examined included the use of calcium magnesium acetate (CMA) and magnesium chloride (MgCl2) known for their effectiveness, low corrosion, and low environmental impact.  The ten evaluation sections in this study represented the various climate conditions found throughout the state.  Results show that an anti-icing strategy, with either CMA or MgCl2 is effective and cost-efficient under a wide range of climatological and traffic conditions when compared to traditional "plow and sand" strategies.]]></description>
      <pubDate>Thu, 01 Jun 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/497633</guid>
    </item>
    <item>
      <title>AASHTO'S WINTER MAINTENANCE PROGRAM: A PROACTIVE APPROACH TO INTERNATIONAL TECHNOLOGY TRANSFER</title>
      <link>https://trid.trb.org/View/652349</link>
      <description><![CDATA[Each winter, state and local governmental transportation agencies across the United States are commonly faced with the need to control snow and ice on their highways and roads. Severe winter conditions raise safety hazards for those who are traveling and have a major negative economic impact.  Even though public transportation agencies have developed and applied an array of practices and techniques for snow and ice control to minimize winter hazards and make highways, roads, and streets safer for travel, their customers--the traveling public--desire more.  Therefore, these agencies are continually looking for better ways to address snow and ice problems.  One such effort to seek better ways of snow and ice control was a 1994 International Winter Maintenance Technology Scanning Tour sponsored by the American Association of State Highway and Transportation Officials (AASHTO), through the National Cooperative Highway Research Program (NCHRP) and the Federal Highway Administration's (FHWA's) International Outreach Program.  A group of state and local government winter maintenance experts, together with a representative from the FHWA, was constituted as a Scanning Team and visited winter maintenance road officials in Japan and Europe.  The Scanning Team found many equipment technologies and winter maintenance systems improvements during the tour that were not used in the United States, but were believed to be of potential benefit to Americans.  The Scanning Team developed a proposal for a Winter Maintenance Program and presented those findings to the AASHTO Subcommittee on Maintenance and the Standing Committee on Highways.  The Winter Maintenance Program was subsequently presented to the AASHTO Board of Directors and adopted at its November 1994 annual meeting.  The Program is designed to have a collaborative relationship with AASHTO and Transportation Research Board Committees, such as the Committee on Maintenance Equipment.  This paper describes details of that program and the progress that has been made toward implementation.]]></description>
      <pubDate>Tue, 11 Apr 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/652349</guid>
    </item>
    <item>
      <title>FROM PIVH TO DOVH</title>
      <link>https://trid.trb.org/View/487760</link>
      <description><![CDATA[French road and motorway managers implement winter service procedures to maintain the best possible road conditions during the winter months.  Two treatment methods help to prevent or counteract ice: snow scraping (done most often by machine) and salt (and salt mixture) spreading.  These procedural actions were regulated by 1980s-era policies until recently.  Under the 1980s policies, known as the Winter Viability Intervention Plan (WVIP or, in French, PIVH), road managers had to formally describe the organization and means of response to various weather and road occurrences, such as road surfaces and traffic.  The "Quality Objectives" method, recommended by Road Management (DR) since 1993, completely "rethinks" winter circumstances and provides some very interesting innovations.  These include the most comprehensive consideration of/accounting for drivers possible by using the most precise, best adapted information possible.  This is aimed at making drivers actively aware that they play a role in winter viability.  Another innovation is rating quality levels as a road or motorway's function, its economic importance, and the nature and level of its traffic.  This results in the preparation of Organization Documents for Winter Viability (ODWV or, in French, DOVH).  More political than the PIVH, the DOVH should be implemented in the winter of 1997-1998, following a national communication campaign during the fall of 1997.  The preliminary results, featuring the impact of the DOVH on the general public, will be ready for presentation in March, 1998.]]></description>
      <pubDate>Wed, 17 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487760</guid>
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    <item>
      <title>A WAY TO OPTIMISE WINTER MAINTENANCE</title>
      <link>https://trid.trb.org/View/487755</link>
      <description><![CDATA[The impact that winter road maintenance has is greater than many realize.  Commerce, for instance, will be negatively affected if goods cannot be transported over snow-covered roads.  In Sweden winter operations alone claim nearly a third of the country's road maintenance budget.  The Swedish government is currently studying its winter road maintenance guidelines, which became effective in the 1970s, in order to improve its efficiency and production.  Despite often dramatic climatic differences between northern and southern Sweden, current maintenance guidelines are uniform throughout the nation.  These differences must be taken into consideration for optimal winter maintenance.  Government scrutiny includes reviewing state-of-the-art conditions and operations, including road salting and gritting.  Most winter maintenance was performed by the government in the past. Contractors, whose services have been increasingly used since 1993, are now responsible for approximately 70% of the state road network maintenance.  The Swedish National Road Administration (SNRA) must contract out all production in the next two years. The obligations and duties of contractors vary according to such factors as geographic location.]]></description>
      <pubDate>Wed, 20 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487755</guid>
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