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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>YOUNG DRIVERS AND HIGHWAY DESIGN AND OPERATIONS: FINDINGS AND RECOMMENDED RESEARCH</title>
      <link>https://trid.trb.org/View/692567</link>
      <description><![CDATA[The Federal Highway Administration conducted a project that investigated the safety problems of young drivers in relation to highway design and operations.  The objective of the project was to obtain preliminary information that supports the development of traffic engineering countermeasures aimed at improving the safety of young drivers.  This Research Update highlights the findings of the project and provides recommendations for future research.]]></description>
      <pubDate>Mon, 27 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/692567</guid>
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    <item>
      <title>BOND STUDIES OF REINFORCING BARS IN SILICA FUME CONCRETE</title>
      <link>https://trid.trb.org/View/501858</link>
      <description><![CDATA[This paper reports on research in progress conducted at the American University in Beirut to evaluate the effect of silica fume on bond and anchorage of reinforcement in high performance concrete (HPC) structures.  The program includes testing the effect of a wide range of variables on the bonded strength of beam bar splices and bars anchored in pullout specimens. Results of the first phase of the research program have been analyzed.  Ten beam specimens were tested.  Each beam was designed to include two bars in tension, spliced at the center of the span.  The splice length was selected so that bars would fail in bond, splitting the concrete cover in the splice region, before reaching the yield point.  The beams were loaded in positive bending with the splice in a constant moment region. The variables used were the percentage replacement of cement by silica fume and the casting position.  Test results indicated that replacement of 5 to 20 percent of the cement by an equal weight of silica fume resulted in an average 8 percent reduction in bond strength regardless of casting position.]]></description>
      <pubDate>Fri, 09 Feb 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501858</guid>
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    <item>
      <title>ERGOTMC, A NEW TOOL FOR HUMAN-CENTERED TMC DESIGN</title>
      <link>https://trid.trb.org/View/655568</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) has recently made available a new tool to assist Transportation Management Center (TMC) managers and designers in incorporating human-centered design principles into their TMCs.  ErgoTMC, a web site tailored to support human-centered TMC design, is now on line at http://ergotmc.gtri.gatech.edu.  Developed for FHWA by the Georgia Tech Research Institute (GTRI), ErgoTMC is a repository of human factors guidance tailored to the design of TMCs.  This research update briefly comments on the need for ErgoTMC, the ErgoTMC development process, and the contents of ErgoTMC.]]></description>
      <pubDate>Thu, 18 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/655568</guid>
    </item>
    <item>
      <title>DESIGNING EFFECTIVE IN-VEHICLE ICONS</title>
      <link>https://trid.trb.org/View/655569</link>
      <description><![CDATA[This research update provides general human factors design information relevant to the early phases of in-vehicle icon development and design.  It reflects a subset of the results to date of a Federal Highway Administration project to develop a set of clear, concise, and user-centered human factors design guidelines for in-vehicle icons.  An important element of this project is the involvement of a project working group, comprised of over 20 representatives from the icon design, in-vehicle information systems, and human factors communities.  The design guidelines associated with three general aspects of icon design are summarized, reflecting key design questions such as:  (1) when should icons be used, (2) what kinds of icons are there, and (3) what are the key components of an icon?]]></description>
      <pubDate>Thu, 18 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/655569</guid>
    </item>
    <item>
      <title>IMPROVING DRIVER RECOGNITION OF IN-VEHICLE ICONS</title>
      <link>https://trid.trb.org/View/655570</link>
      <description><![CDATA[This research update provides general human factors design information relevant to the early phases of in-vehicle icon development and design.  It reflects a subset of the results to date of a Federal Highway Administration project to develop a set of clear, concise, and user-centered human factors design guidelines for in-vehicle icons.  An important element of this project is the involvement of a project working group, consisting of more than 20 representatives from the icon design, intelligent transportation systems, and human factors communities.  Design guidelines associated with three areas that influence recognition of icons are summarized, reflecting key design questions such as:  (1) What basic principles of perception can be used to increase icon recognition?  (2) What is the appropriate level of detail for in-vehicle icons? and (3) What is the appropriate level of realism for in-vehicle icons?]]></description>
      <pubDate>Thu, 18 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/655570</guid>
    </item>
    <item>
      <title>IN-VEHICLE INFORMATION SYSTEMS DEMAND MODEL</title>
      <link>https://trid.trb.org/View/655571</link>
      <description><![CDATA[The goal of in-vehicle information system (IVIS) technologies is to increase the mobility, improve the efficiency, and increase the safety and/or convenience of the motoring public.  To achieve this goal, IVISs must be designed to include good human factors principles that consider the capabilities and limitations of the operators of these systems.  The Federal Highway Administration initiated a research project with two main objectives:  to provide designers of IVIS technologies with a set of tools and criteria that could be used in evaluating the attentional resources required by IVIS designs, and to provide highway planners and engineers with tools and criteria to evaluate proposed IVIS requirements.  An IVIS design support software program was developed that allows evaluation of IVIS designs on the basis of the attention demand required of the driver.  This program is called the IVIS Design Evaluation and Model of Attentional Demand (DEMAnD) software program.  This program can be installed and run in a Windows operating environment.  This research update addresses the following questions related to IVIS DEMAnD:  What does the IVIS DEMAnD program do?  How does the IVIS DEMAnD program work? and How was the IVIS DEMAnD program developed?]]></description>
      <pubDate>Thu, 18 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/655571</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF PROTOTYPE DRIVER MODELS FOR HIGHWAY DESIGN</title>
      <link>https://trid.trb.org/View/501767</link>
      <description><![CDATA[In an attempt to marshal available knowledge about safety into a more useful form for highway planners and designers, the Federal Highway Administration (FHWA) is developing the Interactive Highway Safety Design Model (IHSDM), a suite of evaluation tools for assessing the safety implications of geometric design decisions.  The development of IHSDM is a long-term, multi-year activity.  The initial development efforts are restricted to two-lane rural highways -- the largest single class of highways in the U.S., representing approximately two-thirds of all Federal-aid highways.  Release of the full model for two-lane rural highways is scheduled for 2002.  As currently envisioned, the IHSDM will consist of five modules:  Policy Review Module; Accident Analysis Module; Design Consistency Module; Traffic Analysis Module; and Driver/Vehicle Module.  The focus of this Research Update is the driver-centered research being performed to support IHSDM.  This research includes the development of the Driver Performance Model (one of the Driver/Vehicle Module models) and modifications to the Traffic Analysis Module to improve its representation of driver behavior in traffic.]]></description>
      <pubDate>Wed, 30 Jun 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501767</guid>
    </item>
    <item>
      <title>CRITICAL EVALUATION OF THE SUPERPAVE PERFORMANCE PREDICTION MODEL FOR PERMANENT DEFORMATION AND SUPPORTING THEORY</title>
      <link>https://trid.trb.org/View/501869</link>
      <description><![CDATA[Superpave performance prediction models for permanent deformation were evaluated.  Experimental design contained three unmodified asphalt binders, one Superpave level 1 mix design, and two aging procedures.  Results of this study indicate that temperature, asphalt binder grade, and aging significantly affect mixture stiffness.  The parameter m of the creep compliance equation which is used in the Superpave models as the slope of the permanent deformation equation is not reliable and should not be used to predict rutting.  Pattern search method used to determine the Vermeer plastic properties failed to reach a solution in all cases.  The parameter m and patter search failure in the Vermeer model are, in part, responsible for unreasonable predictions.]]></description>
      <pubDate>Thu, 25 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501869</guid>
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      <title>CONSTRUCTION CONSIDERATIONS IN THE FIELD APPLICATION OF THE SUPERPAVE MIX DESIGN SYSTEM</title>
      <link>https://trid.trb.org/View/501870</link>
      <description><![CDATA[Establishment of relationships between asphalt content and distress levels (rutting, fatigue cracking, and low temperature cracking) during the mix design process is one of the major advantages of the Superpave mix design system.  These relationships, which are specific for the mix under consideration, can be employed to predict the expected loss in the distress oriented pavement life resulting from any deviation in asphalt content from the target optimum value.  The expected losses in pavement life can be used as rational basis for the construction related pay adjustment factors.  The pay adjustment in this case will have the advantage of being "mix specific". The overall pavement performance life may be significantly affected when the specified asphalt content, aggregate gradation (job mix formula) and degree of compaction are not achieved in situ.  Quantification of these effects is essential for rational pay adjustment factors in asphalt pavement construction.  This paper presents a scheme that employs data obtained during the Superpave mix design process to predict the "mix specific" expected loss (or gain) in pavement performance life resulting from any in situ deviation in asphalt content, aggregate gradation and relative compaction from the specified job mix formula and degree of compaction tolerance bands.  The proposed scheme can be easily programmed and become as part of the structure of the superpave software.]]></description>
      <pubDate>Thu, 25 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501870</guid>
    </item>
    <item>
      <title>DETERMINATION OF KEY GYRATORY COMPACTION POINTS FOR SUPERPAVE MIX DESIGN IN ARIZONA</title>
      <link>https://trid.trb.org/View/501871</link>
      <description><![CDATA[As part of the Arizona Department of Transportation's effort to implement the findings of the Strategic Highway Research Program (SHRP) on volumetric asphaltic concrete mix design, a study is being conducted to evaluate the level of laboratory compaction necessary in the SHRP gyratory compactor to best simulate field density after various levels of traffic.  This study considered pavements on Arizona's Interstate highway system.  The projects studied were constructed under Arizona's quality assurance specifications, so the materials characteristics at the time of construction are known.  Cores removed from these pavements, from two to six years after construction, were tested to determine bulk density, rice density, and then processed through the ignition furnace to determine asphalt content, gradation, fine aggregate specific gravity, and uncompacted voids.  The salvaged aggregate from each project, along with a like binder, were combined to form laboratory mix for preparing SHRP gyratory specimens.  based upon an analysis of these results, a revision is recommended to the current SHRP gyratory compaction tables now used in Superpave mix designs.]]></description>
      <pubDate>Thu, 25 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501871</guid>
    </item>
    <item>
      <title>OREGON'S SUPERPAVE IMPLEMENTATION</title>
      <link>https://trid.trb.org/View/501860</link>
      <description><![CDATA[Oregon Department of transportation (ODOT) has specified performance-based asphalts (PBAs) since 1991.  Developed by the Pacific Coast Conference on Asphalt Specifications (PCCAS) in 1990, the PBA concept uses conventional test methods for classification and facilitates binder selection based on climatic conditions.  The Conference plan was to use the PBA concept and conventional tests as a interom approach which would eventually be replaced with the Strategic Highway Research Program performance grade (SHRP-PG) specification and supporting tests.  As a first step in the SHRP implementation/validation effort ODOT has evaluated its commonly used PBA grades in terms of the SHRP (now called Superpave) protocols.  Using the Superpave weather database, nomographs were developed to illustrate the recommended binder grades.  Because of Oregon's climatic diversity, as many as 14 binder grades could be used. Practical constraints and realistic measures such as state-maintained road-miles associated with the various PG binders, however, suggest that 4 PG binders may suffice. Additionally, preliminary economic analysis suggests that implementation of the PG system could provided substantial savings.  Because of Oregon's extensive use of open-graded friction courses, additional work must be done to determine what effects, if any, the PG classification might have on this mix type in terms of field performance.]]></description>
      <pubDate>Wed, 24 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501860</guid>
    </item>
    <item>
      <title>ARIZONA'S SHRP EXPERIENCE</title>
      <link>https://trid.trb.org/View/501861</link>
      <description><![CDATA[The Arizona Department of Transportation (ADOT) continues to be interested in improving pavement performance and, thus, is a strong supporter of the Strategic Highway Research Program (SHRP).  The main focus on this paper is on five test projects including two with SPS-9 test sections build since 1993.  The purpose of these projects is to learn more about SHRP binders and how they perform in Arizona's climate, and to review and try the SHRP mix design and SHRP testing as it applies to predicting future rutting and cracking, thus improving ultimately pavement performance.  The knowledge gained from this work is being used by an Arizona SHRP implementation team representing ADOT, the Federal Highway Administration (FHWA), academe, and industry. The team's goal is to implement those elements of SHRP that are practical, beneficial, and cost effective.  Based on substantially upon this work, Arizona has adopted significant changes to specifying the quality of the aggregate crushing in order to address rutting on high traffic loading highways.  In addition, Arizona will adopt the SHRP performance grading system for asphalt binders in calendar year 1997.]]></description>
      <pubDate>Wed, 24 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501861</guid>
    </item>
    <item>
      <title>EFFECT OF CRUMB RUBBER PARTICLE SIZE AND CONCENTRATION ON PERFORMANCE GRADING OF RUBBER MODIFIED ASPHALT BINDERS</title>
      <link>https://trid.trb.org/View/501862</link>
      <description><![CDATA[This study evaluates two aspects of the performance related Superpave binder specification methodology:  (1) the applicability of the dynamic shear rheometer (DSR) to crumb rubber modified binders, and (2) the effect of crumb rubber particle size and concentration on the higher temperature performance grading of rubber modified asphalt binders.  Results indicate that Superpave DSR test protocol is applicable to the modified binders used in this study.  The average coefficient of variation for the different specimens thickness and replicate testing based on the measured property obtained was 6.2% and 6.5%, respectively.  In general, the crumb rubber particle size did not affect the performance grading of the modified binders. A 7% crumb rubber modification increased the high temperature performance grading by one grade; whereas, the 14% crumb rubber modification increased the performance grading by two grades. For high temperature range, the unmodified and modified binders with the same performance grade appear to show similar characteristics.]]></description>
      <pubDate>Wed, 24 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501862</guid>
    </item>
    <item>
      <title>COLORADO BEGINS SUPERPAVE VALIDATION</title>
      <link>https://trid.trb.org/View/501863</link>
      <description><![CDATA[One of the first applications of Superpave technology in colorado was at a high traffic intersection near Denver in 1994. The project was developed to demonstrate whether Superpave asphalt technology could solve a recurring problem of rutting in a very severe traffic environment.  Although the project was designed for an anticipated 8 million ESALs, recent traffic classification analysis indicates traffic is over 30 million ESALs in 20 years.  In spite of this significant difference the Superpave asphalt materials are performing well.  However, as would be expected, the control section developed ruts in the wheelpaths six months after construction.  The Superpave concept originally included both a mixture design method and an analysis system which was intended to determine the adequacy of the materials with respect to rutting and cracking distress. However, when this project was conceived and built, the analysis portion of Superpave had not been fully developed.  Therefore, in the absence of a means to evaluate the structural ability of the design mixture by Superpave methods, the French Rut Tester and Hamburg Wheel Tracking Device were used to determine the adequacy of the design and construction mixtures.  Analysis of results indicates field performance of asphalt mixtures may be predictable with respect to rutting.  This paper documents the planning, design, construction and two year performance of this very high traffic asphalt concrete intersection.]]></description>
      <pubDate>Wed, 24 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501863</guid>
    </item>
    <item>
      <title>FIELD AND LABORATORY EVALUATION OF SUPERPAVE LEVEL ONE MIX DESIGN IN CALIFORNIA</title>
      <link>https://trid.trb.org/View/501864</link>
      <description><![CDATA[This paper presents an evaluation of the volumetric (Level One) Superpave mix design procedure.  The evaluation consisted of constructing field test sections in January 1996 and conducting various laboratory performance tests.  The performance testing included repetitive simple shear test at constant height (RSST-CH), frequency sweep tests, repetitive direct tension (RDTT), and Laboratoire Central des Ponts et Chaussees (LCPC) wheel tracking testing.  This paper recognizes the importance of conducting performance tests to gain confidence in the columetric mix design.  It was concluded that all mixes placed on the project would be anticipated to perform adequately. Field performance has so far supported the laboratory findings. Further evaluation is recommended because this study addressed only one aggregate source, two gradations and two binder grades.]]></description>
      <pubDate>Wed, 24 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/501864</guid>
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