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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 preventive maintenance strategies for enhanced pavement friction restoration performance via explainable machine learning</title>
      <link>https://trid.trb.org/View/2672268</link>
      <description><![CDATA[Maintaining sufficient pavement surface friction is crucial for roadway safety, particularly under wet conditions. Preventive Maintenance (PM) treatments have proven effective in restoring pavement friction levels and reducing the likelihood of crashes. However, capturing the friction deterioration behavior after different PM treatments remains challenging due to complex interactions among traffic, climate, and pavement conditions. This study analyzed pavement friction number (FN) using data from the Long-Term Pavement Performance (LTPP) Special Pavement Study 3 (SPS-3) to evaluate the effectiveness of 4 PM treatments at improving and maintaining high levels of friction. Four machine learning models, namely Artificial Neural Network (ANN), Support Vector Regression (SVR), Random Forest (RF), and eXtreme Gradient Boosting (XGBoost), were developed to capture the complex relationships between 10 input features and FN. The SHapley Additive exPlanations (SHAP) was employed to interpret model predictions and quantify the contribution of each input and interaction variables. Among all models, XGBoost achieved the best performance, with an R² of 0.76 and RMSE of 5.46 on the test dataset. Results indicate that slurry seals are the most effective treatment for improving pavement friction over a five-year period, followed by chip seal. The XGBoost model, combined with a cluster-based data splitting strategy, provided the most robust and accurate FN predictions. Sensitivity analysis shows that slurry seal maintains FN above the investigatory level (FN = 40) when Annual Average Daily Truck Traffic (AADTT) is below approximately 2000 trucks/day, but its effectiveness declines sharply beyond this threshold. Additionally, pre-treatment surface condition strongly influences pavement friction performance, with higher International Roughness Index (IRI) values corresponding to degraded texture and lower friction. Finally, the SHAP framework offered interpretable insights into data-driven pavement management decisions. These findings provide transportation agencies with actionable insights to guide treatment selection and optimize maintenance planning for safer pavement management.]]></description>
      <pubDate>Thu, 14 May 2026 14:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672268</guid>
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      <title>The Application of 2k Factorial Design to Determine the Luminance in Truck Parking Lots</title>
      <link>https://trid.trb.org/View/2487378</link>
      <description><![CDATA[Road freight is a main mode of transportation in the logistics system, and its operation substantially depends on the heavy goods vehicle (HGV) trucks. One of the places, where trucks drivers spend hours in the long-haul route, is the parking lot. As a result, the safety matter in truck parking lots is important to the efficient performance of trucks in the system, especially during the night time. The enough amount of light significantly contributes to the safety of both drivers and pedestrians in the parking lots. This research focused on the optimal design of lighting installation in the target truck parking lot. The first stage of this study was the survey of the available truck parking lots, and the layout of the selected lot was used as the input of the simulation program. Afterwards, DIALux software was used to simulate the luminance for the chosen layout. To carry out the empirical study, a statistical design method, 2ᵏ full factorial design, was utilised to determine the relationship between design parameters and two responses, average luminance (L[subscript av]) and overall uniformity ratio (Uo). The design parameters were categorized into three groups, luminaire (LED wattage), the placement of pole (spacing, height, boom angle, and overhang), and pavement reflectance (average luminance factor or Q[subscript 0]). The analysis results showed that all designed parameters had a significant effect on Lav. There were also effects from two interactions, height*Q[subscript 0] and boom angle*Q[subscript 0]. Moreover, Uo was considerably influenced by all parameters except wattage. Another important finding was that the following setting, spacing (low) and Q[subscript 0] (high), should lead to the maximization of L[subscript av] and Uo. Finally, the validation stage was carried out by applying the optimal setting with the lighting design on a different truck parking layout. The empirical and validation results signified that the setting of design parameters for the highest L[subscript av] also led to the acceptable level of Uo as well. In practice, the research results can assist lighting designers to improve the design of a lighting system, so it would provide the adequate amount of light for truck parking lots.]]></description>
      <pubDate>Mon, 27 Jan 2025 08:55:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487378</guid>
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    <item>
      <title>Influence of Climatic Factors on the Pavement Performance in MEPDG</title>
      <link>https://trid.trb.org/View/2196736</link>
      <description><![CDATA[As per Federal Highway Administration (FHWA), climatic factors alone contribute up to 36% and 24% in total damage to flexible and rigid pavements, respectively. Hence, it is important to understand the influence of climatic factors on pavement performance as well as the design methodologies. The existing literature evaluated the sensitivity of individual climatic and traffic factors on pavement performance. However, the sensitivity of interaction between various traffic and climatic factors could be highly significant but is least understood. The objective of this study is to evaluate the sensitivity of individuals and interactions of climatic and traffic factors on predicted pavement performance. This study considers air temperature, precipitation, wind speed, humidity, percentage sunshine, and groundwater table as the climatic factors and annual average daily truck traffic (AADTT) as the traffic factor. A fractional factorial design (2⁷-²) is considered to determine the statistical significance of individual and interaction factors on performance prediction. The study concluded that interaction of temperature and wind speed would be highly significant for rutting predictions, while the interaction of AADTT with temperature/windspeed would be prominent for cracking predictions.]]></description>
      <pubDate>Wed, 27 Dec 2023 11:25:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2196736</guid>
    </item>
    <item>
      <title>Development of an Automated Pavement Profiling Truck</title>
      <link>https://trid.trb.org/View/1809627</link>
      <description><![CDATA[The increasing numbers of paved roadways throughout the world have motivated the development of automated methods of assessing road pavement conditions. A method of developing an automated profiling vehicle that can rapidly acquire and accurately determine road roughness levels is presented. It is shown that it is important to compensate for the chassis dynamics in order to minimize the effects of suspension system interactions when computing the road roughness level. Experimental results from a prototype vehicle are detailed where the effectiveness of the vehicle design method is demonstrated.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:26:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1809627</guid>
    </item>
    <item>
      <title>Developing Design Guidelines for Commercial Vehicle Envelopes on Urban Streets</title>
      <link>https://trid.trb.org/View/1717004</link>
      <description><![CDATA[This report presents research to improve the understanding of curb space and delivery needs in urban areas. Observations of delivery operations to determine vehicle type, loading actions, door locations, and accessories used were conducted. Once common practices had been identified, then simulated loading activities were measured to quantify different types of loading space requirements around commercial vehicles. This resulted in a robust measurement of the operating envelope required to reduce conflicts between truck loading and unloading activities with adjacent pedestrian, bicycle, and motor vehicle activities. A bicycling simulator experiment examined bicycle and truck interactions in a variety of commercial vehicle loading zone (CVLZ) designs. The experiment was completed by 50 participants. The bicycling simulator collected data regarding a participant’s velocity, lane position, and acceleration. Three independent variables were included in this experiment: pavement marking (no CVLZ, minimum CVLZ, or recommended CVLZ), courier position (none, behind the vehicle, on the driver’s side), and accessory (none or a hand truck). The results support the development of commercial loading zone design recommendations that will allow our urban street systems to operate more efficiently, safely, and reliably for all users.]]></description>
      <pubDate>Thu, 16 Jul 2020 11:03:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1717004</guid>
    </item>
    <item>
      <title>An Examination of the Impact of Commercial Parking Utilization on Cyclist Behavior in Urban Environments</title>
      <link>https://trid.trb.org/View/1629437</link>
      <description><![CDATA[There is little research on the behavioral interaction between bicycle lanes and commercial vehicle loading zones in the United States. These interactions are important to understand, to preempt increasing conflicts between truckers and bicyclists. In this study, a bicycling simulator experiment examined bicycle and truck interactions. The experiment was successfully completed by  48 participants. The bicycling simulator collected data regarding a participant’s velocity, lane position, and acceleration. Three independent variables were included in this experiment: pavement marking (white lane markings with no supplemental pavement color (white lane markings), white lane markings with solid green color applied to conflict areas (solid green), and white lane markings with dashed green color applied to conflict areas (dashed green)); signage (with and without a truck warning sign); and truck maneuver (no truck in the load zone, truck parked in the load zone, and truck pulling out of the load zone). The following bike-truck interactions were observed from the simulation. Bicyclists had the highest mean velocity when there was a white lane marking and no warning sign, and had the lowest mean velocity when there was a solid green pavement, no warning sign, and an exiting truck. Of the three independent variables, truck maneuvering had the greatest impact by decreasing mean bicyclist velocity. Bicyclists had the least lateral divergence when there was a white lane marking, a warning sign, and no truck. Of the three independent variables, truck maneuvering (parked and exiting) increased lateral movements, while solid green pavement markings decreased lateral variability. Bicyclists had the highest acceleration when there was a white lane marking, no truck, and a warning sign. Of the three independent variables, truck maneuvering had the greatest impact by increasing bicyclist acceleration. The results showed that truck presence does have an effect on bicyclist’s performance, and this effect varies on the basis of the engineering and design treatments employed. The findings of the current study showed that when a truck is present in a loading zone, solid green pavement causes bicyclists to have a lower velocity and lower divergence from the right edge of the bike lane, and employment of a warning sign causes a higher divergence from the right edge of the bike lane.]]></description>
      <pubDate>Tue, 25 Jun 2019 09:17:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1629437</guid>
    </item>
    <item>
      <title>Factors impacting bicyclist lateral position and velocity in proximity to commercial vehicle loading zones: Application of a bicycling simulator</title>
      <link>https://trid.trb.org/View/1583612</link>
      <description><![CDATA[There is little research on the behavioral interaction between bicycle lanes and commercial vehicle loading zones (CVLZ) in the United States. These interactions are important to understand, to preempt increasing conflicts between truckers and bicyclists. In this study, a bicycling simulator experiment examined bicycle and truck interactions. The experiment was successfully completed by 48 participants. The bicycling simulator collected data regarding a participant’s velocity and lateral position. Three independent variables reflecting common engineering approaches were included in this experiment: pavement marking (L1: white lane markings with no supplemental pavement color, termed white lane markings, L2: white lane markings with solid green pavement applied on the conflict area, termed solid green, and L3: white lane markings with dashed green pavement applied on the conflict area, termed dashed green), signage (L1: No sign and L2: a truck warning sign), and truck maneuver (L1: no truck in CVLZ, L2: truck parked in CVLZ, and L3: truck pulling out of CVLZ).The results showed that truck presence does have an effect on bicyclist’s performance, and this effect varies based on the engineering and design treatments employed. Of the three independent variables, truck maneuvering had the greatest impact by decreasing mean bicyclist velocity and increasing mean lateral position. It was also observed that when a truck was present in a CVLZ, bicyclists had a lower velocity and lower divergence from right-edge of bike lane on solid green pavement, and a higher divergence from the right-edge of bike lane was observed when a warning sign was present.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:14:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1583612</guid>
    </item>
    <item>
      <title>Computational Modelling and Simulation of Commercial Truck with Road–Tyre Interactions to Evaluate Ride Comfort</title>
      <link>https://trid.trb.org/View/1511869</link>
      <description><![CDATA[This paper deals with a bond graph (BG) model of road truck, which includes roll and pitch motions. The vehicle system comprises cab, cargo, base frame, suspension system and pneumatic tires. The dynamic behavior of the truck has also been presented, which incorporates the wheel/tires, axle/suspension and frame of the vehicle. The potential usefulness of the integrated BG model of vehicle may be used for the evaluation of the ride comfort. Another focus of the paper is the dynamic and thermal analysis of tire system, which demonstrates its behavior at different temperature conditions. The simulation of the model is carried out to obtain the vertical accelerations of the cab, cargo and base frame at various operating speeds. The ride comfort of the cab is evaluated using the FFT analysis at various speeds and the analysis is corroborated with the standard ISO 2631.]]></description>
      <pubDate>Thu, 27 Sep 2018 16:11:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511869</guid>
    </item>
    <item>
      <title>A Multi-Laser Sensor System to Measure Rolling Deformation for Truck Tyres</title>
      <link>https://trid.trb.org/View/1464155</link>
      <description><![CDATA[The rolling deformation of a tire is a direct result of tire-road interactions and therefore contains useful information for tire design. This study proposes a multi-laser sensor system for rolling tire deformation measurements and the methodology is illustrated in detail. On-board validation tests were conducted with a truck tire under service conditions. Tire inner contour changes due to the inflation and wheel load were measured. In addition, non-uniform tread deformations were observed within the contact patch. In the longitudinal direction, asymmetric tread deformations which have direct links to rolling resistance were observed, while, in the lateral direction, the tread deformation pattern were found related to the inflation pressure and wheel load. The preliminary measurement results demonstrate the feasibility of the proposed system as a tool for investigations on tire-road interactions and validations of virtual tire models.]]></description>
      <pubDate>Wed, 27 Sep 2017 10:20:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1464155</guid>
    </item>
    <item>
      <title>Life Cycle Environmental Assessment Using Athena LCA Tool: A Manitoba Case Study</title>
      <link>https://trid.trb.org/View/1434885</link>
      <description><![CDATA[Environmental sustainability is one of the four strategic priorities of the Department of Manitoba Infrastructure. Life Cycle Assessment (LCA) is acknowledged as one of the most comprehensive ways to evaluate the environmental impacts of different strategies associated with a physical feature. The Athena Pavement LCA software for highways is a tool that can be used to assess the environmental impacts of materials production, construction, and maintenance & rehabilitation activities over a given life cycle period. The software is also capable of modeling pavement vehicle interactions (PVI) to assess the environmental impact of traffic use phases of a roadway due to pavement surface roughness and deflection. This paper presents comparisons of the environmental impacts of various alternative strategies for a concrete pavement to demonstrate the opportunity to optimize pavement performance and environmental impacts. The concrete pavement constructed in 2015 on Manitoba Provincial Truck Highway 75 (PTH 75) has been used as a case study. A matrix of alternative concrete mix, pavement design, and maintenance and rehabilitation strategies has been used to compare environmental impacts of those alternative options. The analysis presented is expected to assist Manitoba Infrastructure and other agencies to better understand and weigh the environmental implications of alternative roadway materials, design as well as construction, maintenance and rehabilitation practices and select the best strategy considering pavement performance and preservation of our natural environment.]]></description>
      <pubDate>Tue, 15 Nov 2016 16:54:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1434885</guid>
    </item>
    <item>
      <title>Towards a Substantially Lower Fuel Consumption Freight Transport by the Development of an Innovative Low Rolling Resistance Truck Tyre Concept</title>
      <link>https://trid.trb.org/View/1413961</link>
      <description><![CDATA[The aim of the LORRY project is to reduce carbon footprint of truck transportation by developing an innovative low Rolling Resistance (RR) tyre concept combined with a comprehensive toolbox for fleet fuel saving management. The ambition is that steering and trailer tyres developed in the framework of the project must demonstrate a minimum 20% reduction in truck tyre rolling resistance, which corresponds approximatively to a reduction of 5% in fuel consumption and CO₂ emission. Truck tyre wear (10% improvement) and wet safety performance levels will also be additionally improved. This proposed concept is going beyond current state of art and stakeholder or market expectations regarding tyre rolling resistance, mileage, driving safety, driving performance and material and manufacturing sustainability. To reach this objective, a multidisciplinary approach has been initiated covering the fields of tyre technology, rubber and filler technology, nanotechnologies, composite physics, sensory, transport and road infrastructure. A complete set of complementary scientific evaluation methods enable the understanding of interactions between new tread pattern design and new material composites as well as the tyre performance dependency on tyre-vehicle operation and road conditions. Main novelties from this project are: Design of new tread pattern, Development of advancement nano-structured truck tyre compounds, Enhanced characterization through predictive tools: new testing methods and models, phenomena understanding at multi-scale and development of related predictive experimental and virtual analysis tools, Assessment of tyre performance – field evaluation, Analysis and modelisation of tyre performance.]]></description>
      <pubDate>Fri, 29 Jul 2016 10:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1413961</guid>
    </item>
    <item>
      <title>A Three-Dimensional Model of an Articulated Frame-Steer Vehicle for Coupled Ride and Handling Dynamic Analyses</title>
      <link>https://trid.trb.org/View/1374285</link>
      <description><![CDATA[The ride and directional stability properties of an articulated frame steer vehicle (ASV) are investigated through formulation of a comprehensive three-dimensional vehicle model. The model integrates a kineto-dynamic formulation of the frame steering system, a torsio-elastic rear axle suspension, and random roughness of two parallel terrain tracks. The validity of the model is illustrated on the basis of the field-measured ride vibration data and steering strut responses to a 90-degree-turn maneuver. The model is applied to determine the ride and yaw/roll dynamic responses of an articulated dump truck with and without a rear-axle suspension under steady and transient steering inputs. The ride responses are evaluated in terms of weighted and un-weighted rms accelerations at the operator location, while the directional responses are obtained in terms of static and dynamic rollover thresholds, rearward amplification ratio, and critical speed corresponding to snaking instability. The results suggest that the rear-axle torsio-elastic suspension yields slightly lower yaw and roll stability limit of the vehicle but substantial reductions in the ride vibration levels. Tire interactions with the rough terrains affect the stability limits in a highly adverse manner. The results suggest that suspension design with greater lateral and torsional stiffness could yield enhanced directional stability limits while preserving the ride performance.]]></description>
      <pubDate>Mon, 30 Nov 2015 08:31:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374285</guid>
    </item>
    <item>
      <title>Optimizing Haul Road Design - a Challenge for Resource Development in Northern Canada</title>
      <link>https://trid.trb.org/View/1343526</link>
      <description><![CDATA[Mine operation haul roads and ultra-heavy dump trucks should be considered as two components of a single transportation system, with interactions between them. The interactions of this system’s components are becoming more important to the operations they serve as the gross vehicle mass (GVM) of the available trucks increases. To illustrate, the maximum GVM of one manufacturer’s trucks has approximately doubled in the last 20 years, to exceed 600 tonnes. The paper focuses on the road component of the transportation system, examining the influence of road conditions on ultra-heavy truck performance. Of the truck power requirements, grade resistance and rolling resistance power demand depend on road inputs, and they dominate the other power requirements. Stiffening granular haul road pavements will reduce rolling resistance and fuel consumption. While placing geosynthetics in the pavement cross section was shown to increase pavement life substantially, it did not increase road stiffness appreciably. Other methods of stiffening haul road pavements are discussed. The paper advocates the use of more sophisticated pavement design methods such as the Critical Strain Method (CSM), over traditional CBR methods. The displacements, stresses, and strains predicted by the CSM for these ultra-heavy truck loadings should be verified. A full-scale trial is called for and the paper provides the design of a full-scale experiment.]]></description>
      <pubDate>Fri, 13 Feb 2015 16:26:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343526</guid>
    </item>
    <item>
      <title>Logistics Augmentation to the Freight-Truck-Pavement Interaction Pilot Study: Final Report</title>
      <link>https://trid.trb.org/View/1342268</link>
      <description><![CDATA[The objectives of this logistics augmentation to the Freight-Truck-Pavement interaction pilot study are: (1) to provide a basic understanding to the California Department of Transportation (Caltrans) of private-sector decision making in road-freight transportation; (2) to identify and describe the comprehensive set of interactions between the efficiency and efficacy of road-freight transportation and the capacity, performance and regulation of road infrastructure in the state; and (3) to illustrate the value of direct interactions and consultations with private companies in exploring private sector decision making and the interdependence of these decisions on public sector actions. This pilot study has shown that road infrastructure and regulations have a direct effect on supply chain vulnerability, and that design and private companies need to consider these elements in their decision making.]]></description>
      <pubDate>Thu, 05 Feb 2015 13:08:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1342268</guid>
    </item>
    <item>
      <title>Mechanistic Characterization of Thin Asphalt Overlays for Pavement Preservation using Finite Element Modelling Approach</title>
      <link>https://trid.trb.org/View/1330243</link>
      <description><![CDATA[Thin asphalt overlays are commonly used as a preservation technique for rigid and flexible pavement because of their ability to improve riding quality, extend service life, and reduce noise levels. Many state highway agencies are currently using thin overlays routinely in local roads and highways as part of their planned preservation and maintenance operation. Despite the widespread use of thin overlays, there remain questions about their life expectancy and potential role in improving pavement's structural capacity and functional properties. The proposed research work aims at characterizing the performance of thin asphalt overlays using a mechanistic approach. However, the analysis of thin overlay poses significant challenges compared with the conventional techniques commonly used in the analysis of layered pavement systems. The overlays experience gradient of material properties because of aging and, possibly, moisture damage. In addition, the mixture's heterogeneity and microstructural characteristics render the application of some basic assumptions challenging; especially when the overlays are directly exposed to non- uniform and three-dimensional truck loads. Therefore, mechanistic-based performance deterioration models will be developed in this study, bridging the characteristics of the local (aggregate gradation, size, binder-aggregate, mastic-aggregate interactions, mastic, etc.) and global scales. The finite element model will be based on simple input parameters that should be available at the design and construction stage, but contain fundamental characteristics of the existing pavement, materials used, thickness, and environmental conditions.]]></description>
      <pubDate>Sat, 08 Nov 2014 01:01:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1330243</guid>
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