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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <language>en-us</language>
    <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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>The Evolution Mechanism between Transport Network and Regional Economy</title>
      <link>https://trid.trb.org/View/2283096</link>
      <description><![CDATA[In this paper the authors firstly review the transport network changing with the regional economy development, compare the network form of different development stage, based on which study on the interaction mechanism between the transportation network and regional economy was carried out. Then, study the proper network form of different economy stage based on the analysis and model the authors set up. The paper including five main parts: Regional transportation network evolution; Comparison of transportation network form of different development stage; Research on interaction mechanism of the regional transportation network and economy development; Research on proper network form of different development stage; Develop the regional development transport network modal. The paper give profound analysis on the proper network form for various situation, establish multi-level stereo network frame, based on which the authors analysis the Yangzi River Delta, ZhuJiang River Delta, Bohai Rim economy region, expecting provide the theoretical support and practical guidance for the planning.]]></description>
      <pubDate>Thu, 17 Oct 2024 09:15:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2283096</guid>
    </item>
    <item>
      <title>Stepwise capacity integration in port cluster under uncertainty and congestion</title>
      <link>https://trid.trb.org/View/1873424</link>
      <description><![CDATA[Port capacity integration is important for mitigating port overinvestment and preventing the waste of coastline resources and port assets. In this paper, the authors study the port capacity integration problem in port cluster under uncertainty and congestion. The optimal investment and exit decisions for individual ports under uncertainty are first derived based on real option theory. A capacity stepwise investment and exit integration model with the aim of achieving maximum discounted expected payoff is then developed for the problem, and the corresponding solution algorithm is proposed. Empirical studies regarding the individual ports and the Bohai Rim port cluster in China are conducted to demonstrate and verify the model and methods. The empirical results indicate that the port cluster has achieved great benefits from port integration compared to the scenario without integration and the capacity utilization of the port cluster has increased over 30% at the end of the integration process. Furthermore, the policy implications for guiding the port capacity integration in port cluster (including unified port governance institution, adjustment mechanism of port price, and transfer payment) are proposed based on the empirical results.]]></description>
      <pubDate>Tue, 30 Nov 2021 10:24:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1873424</guid>
    </item>
    <item>
      <title>Do ship emission control areas in China reduce sulfur dioxide concentrations in local air? A study on causal effect using the difference-in-difference model</title>
      <link>https://trid.trb.org/View/1676975</link>
      <description><![CDATA[As a global factory and trade power, China has paid a high ecological price. Heavy shipping traffic is observed around the nation's most highly populated areas, including the Yangtze River Delta (YRD), Pearl River Delta (PRD), and Bohai Rim (BR) regions. Among the various shipping pollutants, sulfur dioxide (SO₂) has received increased attention because of its significant adverse health effects. China delimited three emission-control areas (ECAs) in three key waters of these regions to control the sulfur emissions from ships and improve the air-quality in China's coastal areas. Using the difference-in-difference model, this study determines that the ECA policy has a positive impact on reduction of SO₂ concentrations in the YRD and BR regions. The results of this study show that the ECA policy has some time lag, possibly because enforcement has gradually become more stringent. Surprisingly, the ECA policy does not play a positive role in reducing the SO₂ concentration in the PRD region. This lack of response could be caused by a series of measures that have been implemented before implementing the ECA policy in the PRD to reduce the impact of ship pollutant emissions on the local air quality.]]></description>
      <pubDate>Tue, 28 Jan 2020 09:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1676975</guid>
    </item>
    <item>
      <title>Contribution of ship emissions to the concentration of PM₂.₅: A comprehensive study using AIS data and WRF/Chem model in Bohai Rim Region, China</title>
      <link>https://trid.trb.org/View/1551251</link>
      <description><![CDATA[Compared with on-road vehicles, emission from ships is one of the least-regulated anthropogenic emission sources and non-negligible source of primary aerosols and gas-phase precursors of PM₂.₅. The Bohai Rim Region in China hosts dozens of large ports, two of which ranked among the top ten ports in the world. To determine the impact of ship emissions on the PM₂.₅ concentrations over this region, two parts of works have been conducted in this study. First, a detailed ship emission inventory with high spatiotemporal resolution was developed based on Automatic Identification System (AIS) data. Then the WRF/Chem model was applied to modeling the impact of ship emissions by comparing two scenarios: with and without ship emissions. The results indicate that the total estimated ship emissions of SO₂, NOₓ, PM₁₀, PM₂.₅, CO, HC, and CO₂ from Bohai Rim Region in 2014 are 1.9×105, 2.9×105, 2.6×104, 2.4×104, 2.5×104, 1.2×104, and 1.3×107tonnes, respectively. The modeling results indicate that the annual PM₂.₅ concentrations increased by 5.9% on land areas of Bohai Rim Region (the continent within 115.2°E–124.3°E and 36.1°N–41.6°N) due to ship emissions. The contributions show distinctive seasonal variations of contributions, presenting highest in summer (12.5%) followed by spring (6.9%) and autumn (3.3%), and lowest in winter (0.9%). The contribution reaches up to 10.7% along the shoreline and down to 1.0% 200km inland. After examining the statistics of the modeling results during heavy and non-heavy haze days in July, it was found that 6 out of 9 cities around the Bohai Rim Region were observed with higher contributions from ship emissions during heavy haze days compared with non-heavy haze days. These results indicate that the impacts of ship emissions on the ambient PM₂.₅ are non-negligible, especially for heavy haze days for most coastal cities in the Bohai Rim Region.]]></description>
      <pubDate>Tue, 20 Nov 2018 10:24:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1551251</guid>
    </item>
    <item>
      <title>Connection Analysis of Container Ports of the Bohai Rim Economic Circle (BREC)</title>
      <link>https://trid.trb.org/View/1524436</link>
      <description><![CDATA[The Bohai Rim Economic Circle (BREC) is an emerging economic area that has been developing rapidly and has benefited from support from the Chinese government; however, due to the unique geographic location and the late start of development, the cargo volumes and capacities of the ports in the Northern Region are comparatively smaller than the Yangtze River Delta, and the Pearl River Delta. To resolve this issue, one effective strategy is to create additional connections with ports and container ports of nearby countries. Consequently, a Social Network Analysis (SNA), including degree centrality, betweenness centrality, and hub and authority centrality, was used to analyze the route networks of the top three ports (ports of Tianjin, Qingdao, and Dalian) of BREC. A list of ports that are highly influential to these three ports in building additional connections to obtain higher cargo volumes is provided.]]></description>
      <pubDate>Thu, 20 Sep 2018 16:34:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1524436</guid>
    </item>
    <item>
      <title>Solutions of Inverse Geodetic Problem in Navigational Applications</title>
      <link>https://trid.trb.org/View/1263578</link>
      <description><![CDATA[Solutions of such navigational problems as an orthodromic navigation (courses, distances and intermediate points), maximum latitude and a composite navigation with limited latitude are presented. Also presented, for comparison, is a loxodromic navigation (courses, distances) without any simplifications for a sphere, by an application of solutions of the inverse geodetic problem. An exemplary rigorous, rapid, non-iterative solution of the inverse geodetic problem according to Sodano, for any length of geodesic, is attached.]]></description>
      <pubDate>Mon, 28 Oct 2013 10:07:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263578</guid>
    </item>
    <item>
      <title>So, What is Actually the Distance from the Equator to the Pole? – Overview of the Meridian Distance Approximations</title>
      <link>https://trid.trb.org/View/1263583</link>
      <description><![CDATA[In the paper, the author presents an overview of the meridian distance approximations, and seeks to determine polar distance - the actual distance from the equator to the pole. In spite of appearances, this is not such a simple question. The problem of determining the polar distance is a great opportunity to demonstrate the multitude of possible solutions in common use. At the beginning of the paper, the author discusses some approximations and a few exact expressions (infinite sums) to calculate perimeter and quadrant of an ellipse. He presents convenient measurement units of the distance on the surface of the Earth and existing methods for the solution of the great circle and great elliptic sailing. In the end, he analyses and compares geodetic formulas for the meridian arc length.]]></description>
      <pubDate>Mon, 28 Oct 2013 10:07:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263583</guid>
    </item>
    <item>
      <title>CALCULATION OF THE STABILITY OF FOUNDATIONS ON A SLOPE</title>
      <link>https://trid.trb.org/View/1071916</link>
      <description><![CDATA[A METHOD IS PROPOSED FOR CALCULATING THE COEFFICIENT OF SAFETY OF A FOUNDATION BUILT ON A NON-COHESIVE SLOPE. THE METHOD IS BASED ON THE THEORY OF EQUILIBRIUM FOR NON-COHESIVE MEDIA. THE SLIP LINE NETWORK IS DRAWN UP. FORMULAE ARE USED TO DETERMINE THE ULTIMATE LOAD AS A FUNCTION OF THE COHESION AND BULK DENSITY OF THE SOIL. THE NOTION OF THE COEFFICIENT OF SAFETY IS  APPLIED TO THE CASE OF CIRCULAR FAILURE, AND A METHOD IS PROPOSED TO CALCULATE THE CIRCLE NEAREST TO THE REAL CURVE, E.G., TO DEFINE THE MOST LIKELY COEFFICIENT OF SAFETY. IN ALL CASES, THE COEFFICIENTS OF SAFETY USED IN  THE USSR EXCEED 2 OR 2,25. THIS ARTICLE HAS BEEN TRANSLATED FROM RUSSIAN  INTO FRENCH AND IS AVAILABLE AT THE LCPC AS TRADUCTION LCPC NUMERO 73T3.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:11:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071916</guid>
    </item>
    <item>
      <title>REMARKS ON THE PROBLEM OF MOTORVEHICLE STABILITY</title>
      <link>https://trid.trb.org/View/1071090</link>
      <description><![CDATA[THE AUTHOR STUDIES THE PROBLEM OF THE STABILITY OF A VEHICLE SUBJECTED TO  A UNIFORM CIRCULAR MOVEMENT. A SIMPLE MODEL (BOX ON WHEELS WITHOUT SUSPENSION) IS CONSIDERED AND THE DRIFTING FORCES ARE DESCRIBED BY MEANS OF CONVENTIONAL FORMULAE. THE STABILITY OF THE MOVING VEHICLE IS EXAMINED IN THE  LIGHT OF A LINEARIZED THEORY. RESULTS SHOWED THAT SURPRISINGLY, THE SYSTEM IS UNSTABLE AT LOW SPEEDS. THIS FACT SUGGESTS THAT A DETAILED ANALYSIS OF THE SIMPLIFYING ASSUMPTIONS GENERALLY ADMITTED IN THIS KIND OF PROBLEM SHOULD BE CARRIED OUT. SEE ALSO IRRD ABSTRACTS NOS 102094 AND 102096.]]></description>
      <pubDate>Sun, 21 Nov 2010 12:47:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071090</guid>
    </item>
    <item>
      <title>BUCKLING AND STABILITY. BUCKLING OF ARCHES AND SLABS</title>
      <link>https://trid.trb.org/View/1068740</link>
      <description><![CDATA[THE AUTHOR CONSIDERS CURVED BARS AND ARCHES WHEN THEY BUCKLE IN AND OUT OF THEIR PLANE.  A STUDY IS CONDUCTED OF PLATES IN ORDER OF INCREASING COMPLEXITY AS REGARDS THEIR SHAPE, STIFFNESS, PLASTICITY AND CREEP.  MENTION IS MADE OF MIXED AND SANDWICHED PLATES.]]></description>
      <pubDate>Sun, 21 Nov 2010 11:24:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1068740</guid>
    </item>
    <item>
      <title>STATE OF THE ART OF THEORETICAL DESIGN TECHNIQUES</title>
      <link>https://trid.trb.org/View/1067460</link>
      <description><![CDATA[FROM THE CURRENT STATE OF THE ART OF THEORETICAL DIMENSIONING TECHNIQUES FOR PAVEMENT DESIGN, THE DEVELOPMENT OF A GENERAL DESIGN METHOD CAN BE EXPECTED IN THE FUTURE.  THIS WILL BE DERIVED FROM THE MULTI-LAYER THEORY BASED ON THE THEORY OF ELASTICITY.  FOR THE CALCULATION, THE MATERIAL COEFFICIENTS SUCH AS DYNAMIC MODULUS OF ELASTICITY, DYNAMIC G MODULUS AND THE POISSON'S RATIO AS WELL AS THE ALLOWABLE STRESSES, MUST BE KNOWN. MOHR'S SHEAR STRESS HYPOTHESIS APPEARS TO BE PARTICULARLY SUITABLE FOR THIS CALCULATION.]]></description>
      <pubDate>Sun, 21 Nov 2010 10:45:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1067460</guid>
    </item>
    <item>
      <title>AIDS TO GRAPHICAL ROUTE ALIGNMENT WITH CLOTHOIDS</title>
      <link>https://trid.trb.org/View/1063041</link>
      <description><![CDATA[THIS PAPER IS CONCERNED WITH A COMPARISON OF A GRAPHICAL ROUTE LOCATION TECHNIQUE WITH THE CONVENTIONAL METHODS. THE ADVANTAGES OF THIS GRAPHICAL METHOD LIE IN THE LARGE NUMBER OF SOLUTIONS WHICH ONE CAN OBTAIN IN ONE WORKING SEQUENCE AND WHICH MAY BE USED TO DETERMINE THE MOST ECONOMICAL ALIGNMENTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:25:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063041</guid>
    </item>
    <item>
      <title>DETERMINATION OF STATIC AND DYNAMIC WIND FORCES ON CIRCULAR CYLINDRICAL STRUCTURES</title>
      <link>https://trid.trb.org/View/1061302</link>
      <description><![CDATA[AFTER FINAL TESTS OF ALL THE TEST EQUIPMENT HAD BEEN CARRIED OUT IN THE LABORATORY IT WAS INSTALLED IN THE COMMUNICATIONS MAST HAMBURG.  THE WIND FORCES WERE MEASURED AT SUITABLE WIND PHASES AND THE VALUES RECORDED ON PERFORATED TAPE.  A COMPUTER PROGRAM CALCULATES THE RELATIONSHIPS BETWEEN THE  WIND FORCES AT THE MAST AND THE WIND VARIATION.  THE CONVERTIBILITY OF MODEL TESTS IS CHECKED IN COOPERATION WITH THE AERODYNAMIC INSTITUTE OF THE  TECHNICAL UNIVERSITY AACHEN.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:43:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1061302</guid>
    </item>
    <item>
      <title>THE CATENARY CURVE, A LINK BETWEEN CIRCULAR CURVES</title>
      <link>https://trid.trb.org/View/1060233</link>
      <description><![CDATA[THE LINKING OF 2 CIRCULAR CURVES CAN BE EFFECTED BY MEANS OF A CATENARY CURVE.  BY USING THE RADII OF THESE CURVES AND THE DISTANCE BETWEEN THEIR CENTRES, IT IS POSSIBLE TO FIND THE PARAMETER OF THIS CATENARY CURVE AND THE POSITION OF ITS APEX, AND TO DETERMINE ITS POINTS OF CONTACT WITH THE CIRCULAR CURVES.  THE RADIUS OF CURVATURE IN THE CATENARY CURVE VARIES UNIFORMLY AND CONTINUOUSLY BETWEEN THE RADII OF THE GIVEN CURVES.  EQUATIONS AND FORMULAE ARE DERIVED, WHICH ARE EASY TO TABULATE OR TO SOLVE WITH A COMPUTER.  FOR THE COVERING ABSTRACT, SEE IRRD ABSTRACT NO 106528.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:58:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1060233</guid>
    </item>
    <item>
      <title>HELIPORTS. AERONAUTIC SERVICES</title>
      <link>https://trid.trb.org/View/1059763</link>
      <description><![CDATA[THIS AIR MINISTRY DECREE DEFINES THE AERONAUTICAL SERVICE CHARACTERISTICS  OF HELIPORTS.  THE MOST IMPORTANT ARE THOSE WHICH REFER TO GEOGRAPHICAL CORRIDORS AND TO THE ALTITUDE AT THE POINT WHICH CONSTITUTES THE CENTRE OF  A CIRCLE OF RADIUS 1500 M AND TO THE BASIC DIMENSIONS FOR TAKE OFF AND LANDING.  THE NECESSARY AREAS AND SURFACES FOR AERIAL MANOEUVRES AT HELIPORTS ARE DEFINED, THESE BEING: THE TAKE OFF AND LANDING AREAS, THE CONTACT ZONE, THE EDGE AREAS, THE APPROACH AND CLIMBING AREA DURING TAKE OFF, THE TRANSITION SURFACE, THE HORIZONTAL SURFACE AND THE REFERENCE POINT.  FINALLY, THE CHARACTERISTICS WHICH THE ABOVE AREAS SHOULD POSSESS ARE SPECIFIED AND A PERSPECTIVE SKETCH OF A HELIPORT IS GIVEN.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:48:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1059763</guid>
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