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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>Optimizing the Performance of Microsurfacing Treatments in Flexible Pavements and Assessing Its Effects on Moisture Damage</title>
      <link>https://trid.trb.org/View/1576936</link>
      <description><![CDATA[Louisiana’s $6.3 million microsurfacing program is amongst the largest microsurfacing programs in the United States. As microsurfacing seals the road surface, the effectiveness of this treatment in such a setting has been a concern in recent years by linking it to moisture damage caused by the trapped moisture underneath the pavement especially in areas with shallow groundwater table. Furthermore, the cost-effectiveness and optimal timing of microsurfacing applications are also not well established for the south-central United States. The objective of this study was to assess the short-term and long-term effects of microsurfacing treatments and to evaluate whether microsurfacing is a major contributor to moisture damage. Field performance of 27 sections where microsurfacing treatments were applied between 2003 and 2008 was monitored for at least eight years. Results indicated that microsurfacing is most effective in addressing rutting damage as compared with the other performance indicators. Microsurfacing extended the service life of the pavements by 4.9–8.8 years. The effectiveness of microsurfacing was found to be optimum when applied to pavements with pre-treatment conditions ranging from 80 to 85. Results of this study also showed that microsurfacing-treated sections exhibited higher percentage of moisture damage as compared with the untreated sections in all the districts. Therefore, an in-depth assessment of the effects of microsurfacing on moisture damage in asphalt pavements is recommended.]]></description>
      <pubDate>Fri, 11 Jan 2019 17:01:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1576936</guid>
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      <title>Technical Bulletin on Design and Construction of Crack Attenuating Mixes (CAM)</title>
      <link>https://trid.trb.org/View/915787</link>
      <description><![CDATA[The crack attenuating mix (CAM) is proposed as a thin, long-lasting, cost effective surface mix for pavement maintenance and preservation. Developed under Texas Department of Transportation (TxDOT) research study 0-5598, this very fine mix is designed to pass both the current Hamburg wheel test (HWTT) to ensure moisture susceptibility and good rut resistance and strict overlay tester (OT) requirements to ensure good crack resistance. It is typically placed as a 1-inch thick mat. This mix has been evaluated in several districts around Texas, and the performance to date has been very good.  A new statewide specification is under preparation and will be available in 2009. This comprehensive specification includes all aspects of material selection, mix design, and construction. The design of the mix relies on the traditional volumetric approach. In this report a new mix design procedure is proposed that builds on the fact that in the CAM design the aggregates and asphalt are paid for separately. The proposed procedure attempts to define a window of asphalt contents where both cracking and rutting requirements are satisfied. The optimal asphalt content (OAC) is defined as the middle of the acceptable range. The volumetrics are then checked after the performance tests are satisfied. This procedure has several advantages. It will rapidly identify aggregate/asphalt combinations that will not work so that costly re-runs of the volumetric designs will be avoided. This new procedure can save money by identifying a window of asphalt content that will provide satisfactory performance.]]></description>
      <pubDate>Thu, 08 Apr 2010 16:29:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/915787</guid>
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    <item>
      <title>Traffic Signal Operations Handbook</title>
      <link>https://trid.trb.org/View/888986</link>
      <description><![CDATA[The Texas Department of Transportation (TxDOT) operates thousands of traffic signals along state highways in the state of Texas, both in rural areas and small cities. The timing and maintenance of these signals are the responsibility of the TxDOT districts in which they are located. As a result, each district has an interest in traffic signal timing design, detection design, and traffic signal maintenance. The local operation and maintenance of traffic signals has served the state well over the years. However, the same local control of signal operation and maintenance has resulted in differences in practice across the state. As traffic on Texas highways increases, these differences may lead to operational inconsistencies and sub-optimal performance, which can increase delays and fuel consumption. This handbook provides guidelines for timing traffic control signals at intersections that operate in isolation or as part of a coordinated signal system. The guidelines are intended to describe best practices, as identified through interviews with TxDOT engineers and technicians, and to identify conditions where alternative practices are equally workable. The handbook is intended to make resource investment in signal timing maintenance cost-effective and signal operation more consistent on an area-wide basis. It is likely to be most useful to engineers that desire quick-response methods for maintaining or improving the operation of existing signalized intersections.]]></description>
      <pubDate>Fri, 08 May 2009 14:43:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/888986</guid>
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    <item>
      <title>Delivering a safe, consistent and efficient state highway network through good asset management</title>
      <link>https://trid.trb.org/View/803766</link>
      <description><![CDATA[Transit New Zealand has road safety as a fundamental consideration and the success of reaching its goals and objectives is closely linked to the level of ownership taken by area engineers, consultants and contractors engaged in managing, maintaining and operating the network. Road design standards are used as a means to achieve consistent and operationally effective  roads.  Consistent application of design and operational standards, are most important to: ensure optimal safety to the road user; provide guidelines for designers; and set out a process for inspection, maintenance, reporting and certification. The levels of service for the network maintenance concept provide an accepted set of threshold standards but involve a trade-off between assets quality, quantity, reliability, responsiveness and cost. An ongoing review and  management of the assets performance is required to ensure the  expectations of the road user are consistent nationally with the required benefits being provided. (a) For the covering entry of  this conference, please see ITRD abstract no. E214098.]]></description>
      <pubDate>Tue, 06 Mar 2007 08:16:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/803766</guid>
    </item>
    <item>
      <title>BUDGET ALLOCATION FOR STEEL BRIDGE PAINT MAINTENANCE</title>
      <link>https://trid.trb.org/View/689088</link>
      <description><![CDATA[Government authorities are responsible for managing their available budget so that they gain maximum benefit. Therefore, they must make intelligent decisions as to which projects will be funded and the degree of funding. Dynamic programming (DP), integer programming (IP), and greedy heuristic (GH) approaches have been applied to optimize a 2-year budget allocation for repainting steel bridges in Indiana. The optimal solution and the objective function values resulting from application of DP, IP, and GH are similar. The Indiana Department of Transportation (INDOT) divides Indiana into 6 districts. Results show that District 1 has the highest budget allocation percentage (28%). It has the lowest percent in the first year and the highest percent in the second year. District 2 has the lowest percentage (11%). A sensitivity analysis has been completed to show the potential alternative solutions that assist INDOT decisionmakers in solving their budget allocation problems.]]></description>
      <pubDate>Thu, 12 Feb 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689088</guid>
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    <item>
      <title>USER COST MODELS FOR WISCONSIN'S NETWORK-LEVEL BRIDGE MANAGEMENT SYSTEM</title>
      <link>https://trid.trb.org/View/706723</link>
      <description><![CDATA[The performance of Wisconsin Department of Transportation's (WisDOT's) implementation of the Pontis MR&R (Maintenance Repair and Rehabilitation) Optimization and Functional Improvement models depends upon reliable estimates of the user cost parameters.  The objectives of this research were to evaluate the sensitivity of optimal MR&R policies to variations in user costs of element failures, to estimate the value of the user cost parameters and the cost of improvement actions in the Functional Improvement model, and to assess the project programming recommendations from the Functional Improvement model.  An analysis focused on the sensitivity of maintenance policies to changes in element failure cost, the sensitivity of failure cost to changes in transition probability and the sensitivity of maintenance policies to changes in the user cost of element failure costs.  Results indicate that adding a user cost of element failure to the existing agency cost has no influence on the optimal maintenance policy.  Data collected include estimates for per hour vehicle operating and travel time costs, and average daily traffic (ADT) counts on and under bridges, estimates for per incident accident costs, and actual number and cost of bridge accidents that resulted in agency property damage.  Analyses included expected accident costs in each District, identification of top 10 accident-prone bridges in each District, and user costs for the posted bridges.  The cost and benefit of improvement actions are independent of roadway functional class, WisDOT district, ownership, and NHS status.  Because multiple alternative structure types and materials are used for each functional class, the unit costs of improvement actions should depend upon structure type and material.  Similarly, legal and design standards are uniform statewide and vary only for ADT and functional class.  Project programming simulation identified 182 functionally deficient bridges and 19 "economically worthy" strengthening projects with benefit/cost (B/C) ratio greater than or equal to one.  The optimal priority of improvement projects is not necessarily according to maximum B/C ratio.  The incremental B/C ratio method should be used to rank projects according to maximization of net benefits.  Districts should make particular efforts to collect ADT data for functionally deficient bridges.  Without ADT data, the benefits of widening, strengthening and raising improvement actions cannot be computed and the economic worthiness and relative ranking of improvement projects cannot be evaluated.]]></description>
      <pubDate>Mon, 11 Mar 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/706723</guid>
    </item>
    <item>
      <title>SENSITIVITY OF PONTIS BMS: EFFECT OF VARIATIONS IN COST, TRANSITION PROBABILITY, AND DISCOUNT FACTOR ON RECOMMENDED MR&amp;R ACTIONS AND POLICIES</title>
      <link>https://trid.trb.org/View/478615</link>
      <description><![CDATA[This report presents a sensitivity analysis of the recommendations obtained from the MR&R optimization model of the Pontis Bridge Management System (BMS) to changes in Wisconsin's estimates of MR&R costs, transition probabilities, and discount factor.  The scope includes the MR&R actions for 25 bridge elements in Wisconsin.  The analysis is based on scenarios of cost and transition probabilities representing a range of low- to high-cost projects and slow to fast element deteriorations. The potential cost savings per element from adopting special policies on extreme high- and low-cost projects were estimated. The analysis identified the MR&R actions that are sensitive to changes in cost or transition probability, the MR&R actions that are never recommended, and the cost and transition scenarios for which the optimal policy is to do-nothing until failure.  The optimal policies recommended by Pontis and the current practice at District 1 were compared as were the predicted long-term steady-state conditions and the current element conditions in Districts 5 and 6.  Recommendations for improving Wisconsin's MR&R cost database are presented.]]></description>
      <pubDate>Wed, 23 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478615</guid>
    </item>
    <item>
      <title>OPTIMAL DESIGN OF MAINTENANCE DISTRICTS</title>
      <link>https://trid.trb.org/View/453092</link>
      <description><![CDATA[Two optimization models are presented and compared for use in partitioning a transportation network into service districts for which snow and ice control routes are subsequently designed. The models are used to redistrict a winter maintenance service area in northern Indiana.  The service areas created by these models are shown to be compact with centralized locations of depots/garages, enhancing the efficiency of routes that can be designed to cover these areas.]]></description>
      <pubDate>Fri, 19 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453092</guid>
    </item>
    <item>
      <title>DEVELOPING STOCHASTIC FLEXIBLE PAVEMENT DISTRESS AND SERVICEABILITY EQUATIONS</title>
      <link>https://trid.trb.org/View/272198</link>
      <description><![CDATA[The development of a method of predicting pavement performance in terms of present serviceability index and four primary distress types (area and severity) and the application of the method to the design of flexible pavements are summarized. The method is based on an S-shaped performance curve, the curve fit parameters for which can be determined using the methodology developed by Garcia-Diaz and Riggins. These parameters have been found for 164 pavement test sections located throughout Texas. The pavement test sections were categorized as three main types: asphalt concrete pavement on unbound base course, asphaltic concrete pavement on bituminous base course, and asphaltic concrete overlay. Data describing the pavement structure, including the thickness and elastic modulus of each layer, the environment, and the traffic for these pavements, were used to develop regression models for the curve fit parameters. A sensitivity analysis was made of these models to determine the effects of climate on pavement performance in four widely separated highway districts in Texas. The regression models along with the proposed performance equations and the stochastic form of these equations have been incorporated in the Texas Flexible Pavement System (FPS) design computer program. The modified version of FPS provides a listing of the optimal pavement designs selected on the basis of least total cost including material and user costs, overlay costs, and salvage values.]]></description>
      <pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/272198</guid>
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    <item>
      <title>FEASIBILITY OF MOVING WALKS/BOSTON--B: ENGINEERING</title>
      <link>https://trid.trb.org/View/132121</link>
      <description><![CDATA[ENGINEERING REQUIREMENTS AND ALTERNATIVES FOR A PROPOSED MOVING WAY SYSTEM IN THE BOSTON CENTRAL BUSINESS DISTRICT ARE DISCUSSED. SIX SPECIFIC DESIGN CONFIGURATIONS WERE ANALYZED AND AN OPTIMAL NETWORK CONCEPT WAS RECOMMENDED USING THE MULTIPLE BELT APPROACH. THIS SYSTEM EMPLOYS A SERIES OF MOVING BELTS IN LINEAR ARRAY EACH TURNING AT A RELATIVELY FASTER SPEED THAN THE ONE IMMEDIATELY PRECEDING. RELATIVE COST DIFFERENCES AMONG THE SIX ALTERNATIVE DESIGNS ARE DETAILED, ALONG WITH A BREAKDOWN OF PROJECTED EXPENSES FOR IMPLEMENTATION, OPERATION, AND MAINTENANCE OF THE RECOMMENDED SYSTEM. GENERAL REQUIREMENTS FOR CONSTRUCTION OF THE MOVING WAY ARE DISCUSSED WITH REFERENCE TO ROUTING, STATIONS AND TRANSFER POINTS, POWER DISTRIBUTION, AND MAINTENANCE. CORRELATION OF THE RECOMMENDED CONCEPT WITHIN THE GENERAL PLANNING FRAMEWORK OF THE BOSTON REDEVELOPMENT PROGRAM IS ALSO EXAMINED. STATE-OF-THE-ART IN CONVEYOR DESIGN AND ENGINEERING IS EXAMINED IN ALL RELEVANT ASPECTS: PRESENT MANUFACTURERS, CAPACITY, ACCESS, SPEED, ACCELERATION, PASSENGER STABILIZERS, PROPULSION AND SUSPENSION SYSTEMS, RIDE QUALITY, OVERALL SPECIFICATIONS, NOISE AND VIBRATION LEVELS, CONSTRUCTION MATERIALS, SAFETY AND OPERATIONAL RELIABILITY, GUIDEWAY PROTECTION, MAINTENANCE, AND OTHER DESIGN CONSIDERATIONS. THE ANALYSIS ALSO FOCUSES ON THE HUMAN-MACHINE INTERFACE WITH PARTICULAR EMPHASIS ON HUMAN ENGINEERING REQUIREMENTS, HUMAN TOLERANCES TO ACCELERATION AND VIBRATION, AND EVALUATIVE MODELS. THE REPORT CONCLUDES WITH DETAILED CITATIONS FROM INDUSTRY AND GOVERNMENTAL REGULATORY SAFETY CODES PERTINENT TO THE CONSTRUCTION OF A MOVING WAY SYSTEM. /UMTA/]]></description>
      <pubDate>Tue, 07 Nov 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132121</guid>
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