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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Scheduling rules of a waterway lock: fairness and efficiency</title>
      <link>https://trid.trb.org/View/2682194</link>
      <description><![CDATA[Fairness and efficiency are critical for inland waterway lock scheduling. Ensuring equitable sequencing of vessel passages is vital for fairness, whereas optimizing the lockage system is key to minimize delays and maximize throughput. Drawing on operational insights from Yangtze River Delta, this study proposes two distinct scheduling rules. The fairness-based scheduling rule (FSR) prioritizes individual fairness by ensuring equitable treatment among vessels, whereas, the efficiency-based scheduling rule (ESR) emphasizes system efficiency, aiming to maximize lock throughput before addressing individual fairness concerns. A lock scheduling model was developed to analyze the applicability of both rules, where efficiency is measured by the average waiting time, average load factor of the chamber area, and the inversion rate is introduced to characterize fairness. Using the Huai'an lock on the Grand Canal as a case study, simulations accurately replicated operational scenarios, demonstrating ESR effectively enhances lock operational efficiency. The study identifies optimal scheduling parameter values to balance fairness and efficiency via a multi-objective approach with entropy weighting. Furthermore, it evaluates the practical application of FSR and ESR under various operational settings. For instance, if the one-way arrival rate exceeds 7.6 vessels per hour in the Grand Canal, ESR is preferable; otherwise, FSR should be considered.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682194</guid>
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    <item>
      <title>Marine Accident Brief: Contact of Savage Voyager Tow with Jamie Whitten Lock &amp; Dam, September 8, 2019</title>
      <link>https://trid.trb.org/View/1841065</link>
      <description><![CDATA[On September 8, 2019, at 0355 local time, the towing vessel Savage Voyager and its tow of two loaded tank barges were engaged in southbound locking operations at the Jamie Whitten Lock & Dam on the Tennessee-Tombigbee Waterway, 6 miles from Dennis, Mississippi. After lock operations began, the bow of barge PBL 3422 contacted the lock’s upper gate sill and was hung up as the water level dropped, resulting in hull failure and a cargo tank breach. About 117,030 gallons (2,786 barrels) of crude oil were released into the lock. No injuries were reported. The damaged barge cost $402,294 to repair, and costs to return the lock to service 18 days later were about $4 million. ​The National Transportation Safety Board determines that the probable cause of the contact of the Savage Voyager’s tow with the Jamie Whitten Lock & Dam was the tow moving out of position in the lock chamber while locking down when the crew did not effectively monitor and maintain the vessel’s position during its descent, resulting in the aft barge becoming hung on the upper gate miter sill.]]></description>
      <pubDate>Tue, 23 Mar 2021 11:11:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1841065</guid>
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    <item>
      <title>Research on Simulation and Optimization of Ship Lock Scheduling Based on Rapid Arrange Algorithm</title>
      <link>https://trid.trb.org/View/1681493</link>
      <description><![CDATA[Ship lock is critical infrastructure of inland water transport. Efficiency of ship lockage exerts a direct influence on the economic profits of inland water transport. Based on studying actual lock capacity and lockage process, this paper proposes a simulation-optimization method to maximum the chamber area utilization rate, and study the impact of different scheduling strategies on lock capacity. In order to give the priority to important ships, the comprehensive weight is introduced. An optimization model on lockage scheduling is solved by rapid arrange algorithm, and is embedded into a simulation model of lock scheduling which aims to simulate complex scheduling process. Finally, the China’s Three Gorges ship lock is taking as an example in case study. The results show that chamber area utilization rate gradually increases with the increasing upper limit of comprehensive weight, and the average waiting time of ship declines significantly by a drop of 51%.]]></description>
      <pubDate>Wed, 22 Apr 2020 12:28:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1681493</guid>
    </item>
    <item>
      <title>Mitigating the Intrusion: Modeling the Effects of Lock Operations on Water Quality in the Lake Washington Ship Canal</title>
      <link>https://trid.trb.org/View/1606263</link>
      <description><![CDATA[The Hiram Chittenden Locks and Dam control the exchange of salt and fresh water between Puget Sound and the Lake Washington Ship Canal (LWSC). During each lockage the denser saltwater from the sound flows from the bottom of the locks into the lighter freshwater in Salmon Bay and proceeds to move upstream through the LWSC toward Lakes Union and Washington. This influx of water improves salmonid habitat near the locks by decreasing temperatures and increasing dissolved oxygen content, however it can have a detrimental effect on the freshwater environment in Lake Washington. Operations at the lock and dam must balance these competing water quality issues while maintaining the navigational ability through the locks. WEST Consultants, Inc. developed a two dimensional (vertical) temperature and salinity model of the LWSC in CE-QUAL-W2. The model simulates the inflows and outflows to the LWSC as well as the exchange of saltwater at the locks for 2014 and 2015. Saltwater exchange at the boundary is parameterized through an exchange coefficient. Modeled temperatures and salinities match observations well under high flow conditions but the model accuracy drops under low flow conditions. The model is most sensitive to the temperature and salinity boundary conditions at the downstream boundary where exchange with Puget Sound water occurs. Lock and dam operations drove the modeled parameters and accurate operational records were required to simulate the observed response.]]></description>
      <pubDate>Fri, 20 Dec 2019 16:23:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1606263</guid>
    </item>
    <item>
      <title>Improved Analytical Model for Estimating the Capacity of a Waterway Lock</title>
      <link>https://trid.trb.org/View/1538715</link>
      <description><![CDATA[The many locks built in the development of inland waterborne transport networks in past decades have become major bottlenecks in the China waterway system. Capacity has become one of the most important waterway lock characteristics. However, capacity is difficult to determine because it varies with the operating conditions. Although a traffic simulation is suitable for analyzing lock capacity, a reasonable analytical model may be more feasible and efficient, especially in the planning stage. The typical analytical model loses adaptability when the sizes of navigation locks and freight vessels are not uniform. Moreover, the lock capacity should have enough reserve to meet the peak demand under heavy traffic flow to provide the required level of service. In this article, an improved analytical model for estimating the lock capacity based on the load factor of the chamber area, relationship between the area and tonnage (RAT) of a freight vessel, and daily peak factor with a certain guarantee rate is presented. Three interrelated indicators (i.e., guarantee rate, traffic load, and time delay) are used to measure the lock level of service (LLOS) comprehensively. LLOS criteria and threshold values are proposed for the current conditions in China. Based on field data regarding the Beijing-Hangzhou Grand Canal, Yangtze River, and Xijiang River, the validations show that the improved model is reasonable, feasible, and very useful for an inland waterway network with nonuniform lock and vessel sizes. Additionally, optimal scheduling can be conducted based on the improved model to promote the development of uniform freight vessels in fully loaded operations as much as possible.]]></description>
      <pubDate>Thu, 11 Oct 2018 11:28:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538715</guid>
    </item>
    <item>
      <title>Optimal Design for Automatic Control of On-Demand Canal Systems</title>
      <link>https://trid.trb.org/View/1412783</link>
      <description><![CDATA[A methodology is developed for the design of an automatic gate controller for an on-demand canal system. The design is based on the EL-FLO plus RESET control concept developed previously by the U.S. Bureau of Reclamation. Two additional design parameters are included in this study to ensure a smooth upstream gate operation. The basic design parameters are optimized to achieve a stable flow condition in the entire canal system where multiple gates are operated to supply water to meet unexpected turnout demands along the canal. Due to the complexity involved in canal hydraulics, the optimization model is highly nonlinear. Decomposition allied with successive approximations is used for solution. The proposed design methodology, when applied to a section of the Caraibas Project in northeastern Brazil, showed that the proposed methodology is successful in minimizing hydraulic transients in a multipool canal system. A sensitivity analysis of the optimal design is conducted with respect to maximum demand level and the two new design parameters.]]></description>
      <pubDate>Mon, 29 Aug 2016 11:12:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412783</guid>
    </item>
    <item>
      <title>Statistical Analysis of Vessel Waiting Time and Lockage Time on the Upper Mississippi River</title>
      <link>https://trid.trb.org/View/1376250</link>
      <description><![CDATA[The Upper Mississippi River (UMR) navigation system runs from St. Louis, Missouri to Minneapolis, Minnesota and it is 660 miles long. It is considered an extremely valuable means of transporting grains from the North Central United States to lower Mississippi River ports. This article shows how with the increase in freight traffic on the UMR there are increases in congestion on the river, delays at locks and much longer processing times at ports. The article analyzes arrival time, waiting time and lockage time of vessels at locks and constructs linear and duration models of the lockage process. One of the most significant factors in forecasting lock delays are real time traffic counts. The article proposes a non-parametric model for traffic flow on the UMR that allows for the use of lockage forecasts. This non-parametric model is useful in relieving congestion and improving carrying capacity on the UMR.]]></description>
      <pubDate>Thu, 28 Jan 2016 09:01:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1376250</guid>
    </item>
    <item>
      <title>Ship Lock Control System Optimization using GA, PSO and ABC: A Comparative Review</title>
      <link>https://trid.trb.org/View/1304787</link>
      <description><![CDATA[This paper presents the comparison of some well-known global optimization techniques in optimization of an expert system controlling a ship locking process. The purpose of the comparison is to find the best algorithm for optimization of membership function parameters of fuzzy expert system for the ship lock control. Optimization was conducted in order to achieve better results in local distribution of ship arrivals, i.e. shorter waiting times for ships and less empty lockages. Particle swarm optimization, artificial bee colony optimization and genetic algorithm were compared. The results shown in this paper confirmed that all these procedures show similar results and provide overall improvement of ship lock operation performance, which speaks in favour of their application in similar transportation problem optimization.]]></description>
      <pubDate>Thu, 24 Apr 2014 11:58:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1304787</guid>
    </item>
    <item>
      <title>Analysis of Freight Vessel Arrival Distribution on the Grand Canal, China</title>
      <link>https://trid.trb.org/View/1276458</link>
      <description><![CDATA[In recent years, China has expanded locks on the Grand Canal by adding a new chamber in parallel to existing ones, aiming to expand the lock capacity and reduce delays. As a fundamental parameter of traffic status related with lock capacity and delay, the arrival distribution at locks must be studied. In this paper, an analysis of the freight vessel arrival distribution is carried out using probability statistics method based on the data observed at Shiqiao lock on the Grand Canal. Poisson and normal distributions are chosen to fit the observed arrival distribution and justified by the chi-square goodness of fit test. The result shows that independent upward arrivals per day can be described by a normal distribution rather than Poisson, and the interdependence downward arrivals per day may not consistently match a certain standard distribution. It is important for the understanding the traffic flow and the planning and design of a new navigational lock on the Grand Canal.]]></description>
      <pubDate>Mon, 03 Mar 2014 09:30:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1276458</guid>
    </item>
    <item>
      <title>Design of Deadlock Prevention Supervisor in Waterway with Multiple Locks and Canals</title>
      <link>https://trid.trb.org/View/1143717</link>
      <description><![CDATA[To avoid conflict and deadlock states in waterway with multiple locks and canals, a computer based traffic management system with proper control policy must be applied. The paper proposes a formal method for design of deadlock prevention supervisor by using discrete event theory, multiple reentrant flowlines class of Petri net and P-invariants control places calculation. By using and/or matrix algebra, authors analyze the structural characteristics of Petri net in order to find first and second level deadlocks. First level deadlocks are prevented by maintaining the number of vessels in the critical subsystems below the number of vessels in the critical circuits. A method for second level deadlock prevention, which is based on P-invariants, ensures that the key resources would not be the last available resources in the system. Functionality of the supervisor is verified by a computer simulation using Matlab software with Petri net toolbox and P-timed Petri net model of waterway.]]></description>
      <pubDate>Wed, 18 Jul 2012 16:11:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1143717</guid>
    </item>
    <item>
      <title>Water Quality and Sediment Evaluation for Inner Harbor Navigation Canal Lock Replacement Project, New Orleans, Louisiana</title>
      <link>https://trid.trb.org/View/1113084</link>
      <description><![CDATA[The U.S. Army Corps of Engineers, New Orleans District has been authorized by Congress to replace the existing Industrial Canal Lock. The existing lock has been in operation since 1921, and a new, larger lock would accommodate a heavier traffic load and modern deep-draft vessels. As part of the construction project, sediment and soil from the area will be dredged to accommodate the new lock, allow ship traffic to bypass the construction site, and deepen the current channel through the Inner Harbor Navigation Canal (IHNC). This document summarizes the sediment characterization and environmental analysis conducted in support of the IHNC lock replacement dredging project.]]></description>
      <pubDate>Wed, 14 Sep 2011 11:13:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1113084</guid>
    </item>
    <item>
      <title>Understanding the Potential Consequences of Panama Canal Expansion on Midwest Grain and Agricultural Exports</title>
      <link>https://trid.trb.org/View/1092180</link>
      <description><![CDATA[The Panama Canal Authority (ACP) has announced ambitious plans to open a third lock by 2014, significantly changing the capacity of the canal for inter-ocean movements. Midwest specialty grain and agricultural product exporters will be directly affected as all-water routes are improved and landbridge requirements reduced. The project analyzes data from a variety of sources, summarizes industry and public sector interviews, and examines the results of an industry survey to develop an understanding of changing transport decisions, energy consumption trends, and economic impacts that the expansion could cause in these commodity areas. Findings suggest that the Canal expansion may decrease transit times, incentivize export to Asia via Gulf Coast ports, increase containerization of grain, and increase energy efficiency.]]></description>
      <pubDate>Thu, 28 Apr 2011 07:01:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092180</guid>
    </item>
    <item>
      <title>Upper Mississippi River and Illinois Waterways: Non-Structural Measures Cost-Benefit Study</title>
      <link>https://trid.trb.org/View/1096610</link>
      <description><![CDATA[These analyses support the U.S. Army Corps of Engineers’ study of navigation in the Upper Mississippi River (UMR) and Illinois Waterway (IWW) and address the need to examine the potential of “non-structural measures” to improve efficiency in those waterways.  This report describes the initial assessment and selection candidate measures, the activities of two stakeholder Focus Groups in support of the project team, the analytical approach, and the results. The measures selected were 1) excess lockage time fees, and 2) tradable permits.  The selection parameters were narrowed by previous screening of small scale measures by the Army Corps during the 1990s and by concurrent studies by the Army Corps examining other selected measures.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1096610</guid>
    </item>
    <item>
      <title>Regional Impacts of Proposed Navigation and Ecosystem Improvements on the Upper Mississippi River and Illinois Waterway</title>
      <link>https://trid.trb.org/View/914508</link>
      <description><![CDATA[This study examines the regional impacts of two sets of projects—navigation and ecosystem restoration—currently under evaluation by the U.S. Army Corps of Engineers (ASACE). This work is being done by the Tennessee Valley Authority (TVA) under contract for the Rock Island District of the USACE. TVA is examining, first, the regional economic impacts of various waterway traffic scenarios and navigation alternatives. There are four navigation alternatives, which involve various potential improvements to increase efficiency of waterway movements. These include nonstructural measures (congestion fees), as well as structural measures such as guidewall extensions, lock extensions, and new locks. These alternatives are analyzed under various traffic scenarios. Also, various ecosystem restoration measures are included in the regional analysis. The ecosystem measures include beneficial adjustments to system operation and maintenance, ecosystem restoration opportunities, and environmental enhancement opportunities related to the navigation system.]]></description>
      <pubDate>Tue, 23 Mar 2010 06:46:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/914508</guid>
    </item>
    <item>
      <title>National Register Evaluation of the Keystone Lock and Dam, St. Martin Parish, Louisiana</title>
      <link>https://trid.trb.org/View/863961</link>
      <description><![CDATA[This document presents the background research, field inspection and findings from a National Register of Historic Places evaluation of the Keystone Lock and Dam in St. Martin Parish, Louisiana. Construction of the Keystone Lock and Dam, located on Bayou Teche, was begun in 1910 and the facility opened in 1913. Faced with economic hardships stemming from the decline of the steamboat industry and the completion of the railroad at Lafayette, the residents of St. Martinville, Louisiana, sought to improve their situation by making the upper Teche navigable to barges, thus attracting industry to the area. Several area residents who owned property adjacent to Bayou Teche donated land in anticipation of great benefits to the local population that would result from the construction of the Keystone Lock and Dam. The original facility consisted of a 175 foot dam and lock with an overall length of 229 feet. The lock had a 160 foot chamber and gate bays at the north and south ends. Based on a thorough review of the area and facility history as well as the facility itself, the Keystone Lock and Dam is recommended as eligible for nomination to the National Register of Historic Places. Preservation is strongly recommended, but, if preservation is not feasible, Historic American Engineering Record documentation is recommended as a mitigative alternative.]]></description>
      <pubDate>Thu, 17 Jul 2008 09:23:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/863961</guid>
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