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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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    <item>
      <title>Conditions for increased freight flows in the Baltic Sea area</title>
      <link>https://trid.trb.org/View/2666507</link>
      <description><![CDATA[The Örebro County Region is a partner in the EU-funded Baltic Loop project, which consists of regions along the corridor The Northern Growth Zone. The project involves seven partners from four countries: Finland, Estonia, Latvia, and Sweden and aims to identify bottlenecks in the transport system and develop solutions to minimize travel and freight times for passengers and goods, in addition to contributing in the reduction of greenhouse gas emissions The aim of this report, within the framework of the Baltic Loop project, is to investigate the current and future challenges that increased passenger and freight flows may entail for today's logistics chains in The Northern Growth Zone. This report provides an overall picture, increased knowledge, and analysis for the following lines: - Oslo-Örebro-Stockholm-Helsingfors-Sankt Petersburg; - Oslo-Örebro-Stockholm-Tallinn-Sankt Petersburg; - Oslo-Örebro-Stockholm-Riga-Sankt Petersburg.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666507</guid>
    </item>
    <item>
      <title>Territorial impact assessment : large infrastructure investments along EU transport corridors</title>
      <link>https://trid.trb.org/View/2534263</link>
      <description><![CDATA[Since 2014, the implementation of TEN-T core network corridors (CNCs) has gradually taken on a clearer shape and become a process that puts its stamp on the design of national transport planning frameworks throughout the EU. This innovative instrument for implementing and channelling EU transport policy aims to promote coordinated planning and development of infrastructure across national borders, thereby stimulating sustainable growth in wider geographical areas, which in turn contributes to economic, social and territorial cohesion.While the implementation of the TEN-T core network corridors focuses on the main routes for international freight transport and public transport flows, the overall picture is complemented by many regional and local initiatives. These often aim to organize stakeholder cooperation along secondary transport corridors to provide more coherent planning for cross-border infrastructure. A common challenge for intergovernmental and cross-border corridor cooperation initiatives in Europe is insufficient insights among public and market participants on how corridor infrastructure investments strengthen multimodal transport systems in the countries they pass and how they affect competitiveness in areas close by, at a certain distance to and beyond from the corridors. Territorial and system-related aspects and effects are not assessed within the framework of the more standard assessment methods (cost benefit analyse, CBA, and the complementary description of wider economic impacts, WEI). This means that the development of adequate policy measures, business strategies and governance models for the broader geographical areas affected by corridor investments is not always effective. The aim of the project is to develop more efficient planning models to assess the impact of large infrastructure investments along European transport corridors on the sustainable regional growth - as a basis for optimal multi-level governance response. The primary focus in the report are EU's Core Network Corridors (CNCs).]]></description>
      <pubDate>Fri, 04 Apr 2025 15:15:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534263</guid>
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    <item>
      <title>The development of rail path modelling: corridor capacity assessment</title>
      <link>https://trid.trb.org/View/2259789</link>
      <description><![CDATA[Transport planners in Australasia have a good understanding of road corridor capacity and associated assessment techniques and have access to a wide range of commercially available, simplified and detailed traffic models. In contrast, access to rail corridor capacity analysis is often difficult and transport planners rely on outputs from detailed operational rail models, provided by a few rail sector specialists. Strategic multi-modal transport models in Australasia rarely include rail capacity constraints and such models are either unconstrained or only apply train (passenger) crowding functions. It is very difficult for detailed operational models such as OpenTrack to provide the information required for strategic assessments, contributing to an over-reliance on subjective judgements for scenario testing. For this reason, a simplified rail path model and associated techniques to assess rail corridor capacity are demonstrated, with potential applications for strategic transport planning, preliminary scenario assessment and indicative economic appraisal.]]></description>
      <pubDate>Mon, 02 Oct 2023 11:29:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2259789</guid>
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    <item>
      <title>Embedding safe system in Victoria: blockers, enablers and improvement roadmap</title>
      <link>https://trid.trb.org/View/2209633</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 10 Jul 2023 09:17:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209633</guid>
    </item>
    <item>
      <title>Kritikalitätsanalyse für die Bundesverkehrswege als Baustein der Klimawirkungsanalyse</title>
      <link>https://trid.trb.org/View/2104611</link>
      <description><![CDATA[Ziel des Projekts ist, die Zusammenhänge der Verkehrsträger im Rahmen intermodaler Verkehre zu verstehen, zu dokumentieren und quantitativ aufzubereiten. Hintergrund ist die Tatsache, dass die Verkehrsträger untereinander in der Lieferkette wie auch im Personenverkehr in vielen Fällen miteinander verknüpft sind. Beispielsweise werden Güter in einem Seehafen angeliefert, mit dem Zug weiter transportiert und vom Bahnhof aus mit dem Lkw ans Endziel gebracht. Die damit zusammenhängende Annahme ist, dass die Kritikalitätsbewertung bei einem Verkehrsträger nicht unabhängig von den anderen Verkehrsträgern ist. Das Ausmaß dieser Verknüpfungen und deren gegenseitiger Einfluss auf die verkehrsträgerspezifische Kritikalität soll im Rahmen dieses Projekts genauer untersucht werden. (A) ABSTRACT IN ENGLISH: The aim of the project is to understand, document and quantitatively process the interrelationships of transport modes in the context of intermodal transport. The background to this is the fact that the modes of transport are interlinked in many cases in the supply chain as well as in passenger transport. For example, goods are delivered to a seaport, transported further by train and brought to their final destination from the station by truck. The related assumption is that the criticality assessment in one mode of transport is not independent of the other modes. The extent of these linkages and their mutual influence on mode-specific criticality will be investigated in more detail in this project. (A)]]></description>
      <pubDate>Mon, 30 Jan 2023 08:25:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2104611</guid>
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    <item>
      <title>Hudson Bay railway and the Port of Churchill – A Balancing Act</title>
      <link>https://trid.trb.org/View/2071778</link>
      <description><![CDATA[November 24, 2018 was a very good day for the 900 residents of Churchill, Manitoba. On that day, for the first time in a year and a half, a freight train arrived in the town (Redekop 2018). This paper travels back in time, in a study of events preceding that historic day. It starts in the past and ends with a little speculation on the future. The next section provides a brief history of the Hudson Bay Railway (HBR) and the Port of Churchill, with special reference to six major events that occurred between 1995 and 2018. This is succeeded by a short section on theory and method. The final section discusses the saga of HBR and Churchill; looking at the history through the lens of balance theory. This section also includes implications for theory and policy, along with a look to the future.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071778</guid>
    </item>
    <item>
      <title>The Northern Corridor Concept: A Connector Road from Northern Saskatchewan (La Loche, SK) to the Athabasca Oil Sands Region (Fort McMurray, AB)</title>
      <link>https://trid.trb.org/View/2071777</link>
      <description><![CDATA[The purpose of this research paper is to make recommendations on the construction of an all-weather connector road between northern Saskatchewan (La Loche, SK) and the Athabasca Oil Sands region (Fort McMurray, AB), based upon the perspective of the elected leaders living in northwest Saskatchewan. The scope of this all-weather connector road is interprovincial; therefore, continued collaboration is critical as success will require coordination among the municipal, provincial, federal, and Indigenous governments. In this report, I make several recommendations to the northern municipalities, regional representative associations, and the Standing Senate Committee on Banking, Trade, and Commerce to sustainably govern the interprovincial northern corridor right-of-way research, initial planning, funding, and development. Memorandum of Intent and Cooperation agreements between all rightsholders should be established to recommence advocating for this interprovincial connector road. The research found that the Indigenous traditional territory and kinship relationships that cross through provincial geopolitical jurisdictions is fundamental to incorporate into northern transportation and infrastructure strategies. This research paper may be used as a tool to once again promote the socio-economic value of the proposed connector road and potentially other northern corridor right-of-way projects.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071777</guid>
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    <item>
      <title>Logistics innovation and knowledge transfer in Cameroon</title>
      <link>https://trid.trb.org/View/1918753</link>
      <description><![CDATA[Cameroon is the second-largest economy in central Africa after the Democratic Republic of Congo, and it is rich in natural resources. Within the last decades key innovations have influenced the logistics sector dramatically, as for example the containerization of cargo flows, the information and communication technologies, and more. Efficient and well-developed freight transport corridors are important for the national and international networking of production sites with procurement and sales markets. Since 2020 the University of Ngaoundere and the University of Bremen are engaged in the "Navel Logistics Innovation Center Ngaoundere" project. The major result will be the successful installation of a Logistics FabLab on the university campus Ngaoundere. (A)]]></description>
      <pubDate>Thu, 24 Feb 2022 11:09:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1918753</guid>
    </item>
    <item>
      <title>Connecting countries by electric roads : methodology for feasibility analysis of a transnational ERS corridor</title>
      <link>https://trid.trb.org/View/1894925</link>
      <description><![CDATA[The present study aims at discussing relevant aspects for a potential roll-out of Electric Road Systems (ERS) on transnational corridors, as well as generally for ERS introduction in Europe. Feasibility criteria have thus been developed in order to assess the following topics for specific potential ERS corridor projects: (i) Technical aspects: Which technical prerequisites exist for ERS corridors and to which extent can they expected to be met? (ii) Environmental aspects: Which effects can be expected on key environmental indicators? (iii) Economic aspects: Can an ERS corridor pose a business case? Could it contribute to the improvement of ERS economy in general? (iv) Political aspects: Would an ERS corridor implementation make sense from a political point of view?]]></description>
      <pubDate>Wed, 01 Dec 2021 14:47:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894925</guid>
    </item>
    <item>
      <title>Innovative Transport Systems in European Logistic Networks</title>
      <link>https://trid.trb.org/View/1765605</link>
      <description><![CDATA[The issue contains the following articles: Scalable in-database Machine Learning for the prediction of port-to-port routes (Marten,D; Hilgenfeld,C; Heuer,A); Developing the transport infrastructure of Central and Eastern Europe with a view to the region's convergence (Novoszath,P); Effects of connected and automated vehicles in a cooperative environment (Pribyl,O); Vessel Traffic Services (VTS) and e-navigation to safely and efficiently connect regions (Claresta,G; Baldauf,M).]]></description>
      <pubDate>Thu, 18 Nov 2021 09:17:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765605</guid>
    </item>
    <item>
      <title>The Perpignan-Figueras high-speed line. A great European project that arrived in the middle of a crisis and in an immature environment</title>
      <link>https://trid.trb.org/View/1857945</link>
      <description><![CDATA[The Perpignan-Figueras high-speed line is one of the major European projects aimed at solving technical barriers and bottlenecks between rail networks. It is an interoperable line designed for mixed passenger and freight traffic, built perfectly on time. Delivered into commercial service in December 2020, it arrived in the middle of a global financial crisis and in an immature and incomplete railway environment. The situation is improving, but the line is still underutilized. Perspectives are good, but efforts are necessary, both on the infrastructure side, operators' and on the authorities' side, to set up regional trains. (A)]]></description>
      <pubDate>Thu, 29 Jul 2021 12:08:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1857945</guid>
    </item>
    <item>
      <title>Realising benefits from the TEN-T Core Network Corridors: how, where and by whom?</title>
      <link>https://trid.trb.org/View/1706557</link>
      <description><![CDATA[This report summarises the findings and recommendations from the EU Interreg Baltic Sea Region (BSR) TENTacle project, which aimed to increase the stakeholder capacity to capitalise on the TEN-T core network corridors for prosperity, sustainable growth and territorial cohesion in the BSR. The project was carried out during the years 2016-2019 in the partnership with 23 organisations from nine countries in the BSR. The project, apart from macroregional analyses, contained nine pilot cases (showcases), displaying a variety of context-related opportunities to reap core network corridor gains in diverse geographical locations. Among these were: Corridor node and transit areas: Fehmarnbelt fixed Link (DE/DK), Westpomerania – Skåne (PL/SE), Gdynia transport node (PL); Corridor catchment areas: Blekinge (SE), Vidzeme (LV); Corridor void areas: Central Scandinavia borderland (SE/NO), Lahti – North Karelia (fi); Corridor extension areas: Catching the goods transports from the northern regions to CNCs (logistics hub function of the Örebro region), interactions between the CNCs and transport networks of the EU Eastern Partnership countries. In addition, TENTacle gathered corridor governance experiences from earlier BSR Interregprojects and conducted an analysis to investigate the effects related to both the improved connectivity and the wider economic benefits of the CNC implementation. The impact analysis showed potential positive and negative impacts of the corridor infrastructure investments both geographically and by stakeholder category. Based on all these results, suitable policy and action responses were formulated, to either boost or mitigate potential effects of the CNC implementation, in the near future, but also from a long-term perspective.]]></description>
      <pubDate>Thu, 14 May 2020 09:43:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1706557</guid>
    </item>
    <item>
      <title>The Bayview Corridor Project</title>
      <link>https://trid.trb.org/View/1682706</link>
      <description><![CDATA[Bayview Avenue is a major north-south arterial corridor under the jurisdiction of The Regional Municipality of York (York Region). Located in the Town of Richmond Hill, Ontario, the lower segment of the project corridor contains a principal tributary of the Rouge River that is fed, at this location, through significant steady state groundwater upwellings from the Oak Ridges Moraine Aquifer directly below. The principal tributary and former road side ditches now all contain significant brook trout population and habitat. The watershed is managed by the Toronto and Region Conservation Authority and the brook trout habitat is managed by Fisheries and Oceans Canada.  York Region and the Town of Richmond Hill are undergoing tremendous growth in population and employment. In response to this growth, the Bayview Corridor Project improves mobility for all corridor users including motorists, pedestrians, cyclists and fish, with an innovative design enhancing the environment. The design of the project included extensive consideration of artesian conditions resulting from the Oak Ridges Moraine Aquifer and resulting brook trout habitat which contributed to the overall duration and complexity of the project.]]></description>
      <pubDate>Tue, 04 Feb 2020 14:59:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1682706</guid>
    </item>
    <item>
      <title>50 Street / Canadian Pacific Rail Grade Separation in Edmonton</title>
      <link>https://trid.trb.org/View/1682660</link>
      <description><![CDATA[50 Street is an important goods movement and commuter corridor in the City of Edmonton (City), providing access to adjacent developing industrial areas and functioning as a major north-south commuter route. Currently, the at-grade Canadian Pacific Railway (CP) crossing along 50 Street north of Sherwood Park Freeway ranks as the top priority location for grade separation in the City based on delays, number of vehicles impacted, frequency of train crossings and other factors. With ongoing development along the 50 Street corridor, particularly in the industrial and residential areas south of Sherwood Park Freeway, traffic volumes and congestion at this crossing are predicted to continue to increase.  The City, along with ISL Engineering and Land Services Ltd. (ISL), recently completed a concept validation study for the grade separation of the CP crossing of 50 Street NW near 82 Avenue NW. The scope of the project was to review, validate and update the previously completed grade separation feasibility study (2008) and subsequent 50 Street Corridor study (2010), which both recommended a tight urban underpass.  The project complexities included being situated in a fully developed and built up area of the City with existing residential, commercial and industrial land uses abutting the corridor, existing at-grade accesses within the grade separation area, complex underground and aerial utilities, a high water table, sand lenses in the sub-surface, and numerous daily train movements across 50 Street both from the CP mainline and from shunting in and out of CP’s Lambton staging yard, which also abutted 50 Street.  This paper will present the process that the City and the project team undertook to explore feasible and viable options, both overpass and underpass, as well as the decision making processes that were used to select the preferred option. This paper will highlight the issues, opportunities, challenges and constraints that resulted with the overpass and underpass options, as well as the sub options that were explored to reduce costs and present a viable, constructible project.  In addition, the paper will present the implementation approach along with the risk assessments, value engineering, and multiple account evaluation process that were undertaken. The paper will demonstrate how the City and the team undertook the exploration of options for a complex project in a constrained corridor and ultimately recommended a refined underpass option that met stakeholder concerns, respected access needs (both during and post construction), and minimized land acquisition and overall costs.]]></description>
      <pubDate>Tue, 04 Feb 2020 14:58:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1682660</guid>
    </item>
    <item>
      <title>Governance for sustainable development of major European transport corridors: the Scandinavian-Mediterranean TEN-T core network corridor</title>
      <link>https://trid.trb.org/View/1652350</link>
      <description><![CDATA[Intermodal road, rail, air and sea transport networks across the European Union (EU) called Trans-European Networks for Transport (TEN-T) are currently being implemented. Key elements, which should be implemented by 2030, are the most strategic TEN-T Core network corridors. These nine corridors are expected to enhance smoothness and sustainability of transport across the EU, thereby enhancing cohesion between EU nations, and relate to non-EU nations. In the EU Regulation 1315/2013 a governance framework for implementation of the Core network corridors is outlined, which mainly involves appointment of a European coordinator for each corridor, establishment of Corridor forums for consultations, and formulation of work plans and follow-up measures.  This framework is now being implemented in practice. A recognised challenge in the process is engaging the numerous, diverse stakeholders. A possible solution is to introduce appropriate elements of complementary governance. Thus, in this doctoral research, suitable complementary governance to support the sustainable development of a Core network corridor was investigated. Complementary governance, a concept that was developed and refined during the project, refers here to additional governance in relation to the governance framework described for the EU Core network corridors in the EU Regulation 1315/2013.  To address an identified gap in knowledge on the nature and utility of complementary governance a series of studies was carried out. The studies included a study of relevant academic literature, studies of EU transport policy and implementation documents regarding governance and sustainability, a survey of views of Scandinavian-Mediterranean Corridor forum participants, and interviews with stakeholders in the Baltic Sea region. These studies collectively constitute a case study, focusing on the Scandinavian-Mediterranean Core network corridor, of the need for, and if a need is present the optimal design of, complementary governance in the process of sustainable development of a Core network corridor.]]></description>
      <pubDate>Tue, 17 Sep 2019 10:34:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1652350</guid>
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