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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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      <title>Frenchman's Creek bridge replacement</title>
      <link>https://trid.trb.org/View/2306852</link>
      <description><![CDATA[The requirement for replacement of Frenchman’s Creek Bridge was identified as part of the Rockhampton - Emu Park Road – Type 1 Road Train Access to Rockhampton Abattoirs project. A key challenge on the project was the lack of suitable diversion route and inadequate space on the highly constrained site to facilitate a temporary side-track during bridge construction. Therefore, a long-term closure of the bridge for the purpose of bridge replacement was deemed impossible. To overcome this challenge, a proposal was presented to the Department of Transport and Main Roads (TMR) to replace the bridge in a 60-hour road closure period and was approved to be taken forward to detailed design and construction. To facilitate replacement of the bridge in such a short road closure, the new bridge was designed taking into consideration maintaining the operation of the existing bridge during construction as much as possible and adopting innovative solutions to expedite construction process during road closure works. The innovations adopted on the project include introduction and implementation of a one-of-a-kind deck unit design, fast curing grout systems in line with the latest technologies and a bespoke mix design developed to respond to site constraints.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306852</guid>
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    <item>
      <title>Guidance for variable speed limit sign and lane control signal data provision to connected and automated vehicles</title>
      <link>https://trid.trb.org/View/1909669</link>
      <description><![CDATA[This report provides guidance on the provision of agency-owned variable speed limit sign and lane control signal data to connected and automated vehicles (CAVs). Providing this data CAVs supports route planning, warning and advice, and automated speed and path control. A framework is provided as a flexible tool to help agency data provision to CAVs. It consists of three components: a Capability Model, a Reference Conceptual Architecture, and implementation guidance. The Capability Model helps agencies evaluate their current data provision capability level and establish a future target state. The Reference Conceptual Architecture then assists agencies develop the business and information systems architectures needed to achieve this target state. Implementation guidance is provided to guide agencies on use of the Capability Model and Reference Conceptual Architecture. Improvement advice includes enhancing data collection practices, and improving data quality and level of service. Using the Framework will help Austroads member agencies to plan data provision capability improvements, foster collaboration, and to develop lower-level architectures, interoperability, standards and specifications for the provision of variable speed limit sign and lane control signal data to CAVs.]]></description>
      <pubDate>Mon, 07 Feb 2022 14:23:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1909669</guid>
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    <item>
      <title>Is it time to go for no-car zone policies? Braess Paradox Detection</title>
      <link>https://trid.trb.org/View/1580197</link>
      <description><![CDATA[No-car zone is becoming a trend in many parts of the world, mainly driven by environmental motives. Recent data has shown that both vehicle kilometers traveled and car ownership are on the decline, especially in developed countries. This has been coupled with the rise of new urban mobility concepts such as smart mobility, car sharing, and green modes. Can the authors push for these policies without compromising traffic circulation? The Braess Paradox (BP) suggests that road closure can, in fact, improve traffic congestion; dubbed as the Braess Paradox Detection Problem (BPDP). This study aims to leverage the BP to boost the idea of the no-car zone. To this end, the authors formulate the BPDP as a bilevel problem and develop a heuristic methodology (a surrogate-based algorithm) to identify roads for closure in the heart of the cities to be reclaimed for green space, pedestrian plazas, and so on. Furthermore, the authors' proposed formulation considers travel demand elasticity resulting from road-closure schemes while solving for the BPDP. The authors test the methodology using a real dataset, the road network of Winnipeg. The results indicate strong evidence and justification supporting the idea of no-car zone even in the heart of highly congested cities.]]></description>
      <pubDate>Thu, 07 Feb 2019 13:54:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1580197</guid>
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    <item>
      <title>Gasoline-related injuries and fatalities in the United States, 1995-2014</title>
      <link>https://trid.trb.org/View/1573815</link>
      <description><![CDATA[This descriptive study examines twenty years of gasoline-related fatalities and emergency department treated injuries in the United States, based on data from the US Consumer Product Safety Commission. Thermal burns consistently accounted for the majority (56%) of gasoline-related injuries and for most (82%) gasoline-related deaths, and were commonly (57–71%) associated with the use of gasoline as an accelerant. Poisoning accounted for 13% of injuries and 17% of deaths. The primary poisoning injury pattern was ingestion; the primary fatality pattern was inhalation, with about half of those associated with deliberate abuse. The estimated number of ingestions decreased from 60 to 23% of poisoning-related injuries, while injuries associated with inhalation abuse increased from 6 to 23%. Chemical burns and dermatitis were less represented in the injury data and were primarily associated with gasoline spills or splashes. Gasoline cans reportedly ignited or exploded in about 5% of thermal burn injuries and fatalities. While mandatory requirements for child resistant closures on gasoline cans (a primary intervention) have potentially impacted poisonings, the use of flame mitigation devices to address thermal injuries, if successful, would be a secondary intervention, and could address only a small percentage (about 5%) of injuries and deaths.]]></description>
      <pubDate>Fri, 21 Dec 2018 17:19:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1573815</guid>
    </item>
    <item>
      <title>Analysis of travel pattern changes due to a medium-term disruption on public transit networks using smart card data</title>
      <link>https://trid.trb.org/View/1567761</link>
      <description><![CDATA[This study aims to analyze the travel behavior changes due to medium-term disruption on public transit networks by using smart card data, as a potential substitute to before-after surveys. The case studies are metro station closures in Montreal, Canada. The study examines the effects of the closures at the aggregate and disaggregate levels, in order to examine the travel pattern changes due to the presented disruption event. The study shows that even a medium-term disruption could have long-term impact on the travel patterns of frequent users of the impacted infrastructure. This study presents a first attempt to use passive data for analyzing the impacts of public transit service disruption on transit customers’ behavior in Montreal. Several limitations and some of the ongoing and future research topics to address the limitations are also discussed.]]></description>
      <pubDate>Sat, 24 Nov 2018 17:29:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567761</guid>
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    <item>
      <title>Optimised decision making for traffic management during disruptive events</title>
      <link>https://trid.trb.org/View/1527966</link>
      <description><![CDATA[The increase in the frequency and severity of natural disasters implies that the need for having resilient road infrastructure is becoming unprecedentedly critical. The concept of resilience has been defined not only around actions that improve the inherent quality of the road network infrastructure to withstand against disruptive events but also around adaptive actions that are taken aftermath of a disruptive event to confront it. These adaptive actions are outcome of decisions made by operation authorities. One of the pivotal adaptive actions that immensely affects the performance of the road network and thereby its level of service aftermath of extensive disruptions is managing traffic flow via road closure with utilizing Traffic Management Points (TMPs). This paper outlines the aim and methodology of an ongoing research that has been conducted around optimised decision making for traffic management during extreme events. More specifically, this research aims at creating a decision-making framework that optimises road closures for traffic management during large-scale area-covering disruptive events such as natural disasters.]]></description>
      <pubDate>Thu, 26 Jul 2018 10:46:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1527966</guid>
    </item>
    <item>
      <title>Will the real smart bollards please stand up?</title>
      <link>https://trid.trb.org/View/1505866</link>
      <description><![CDATA[In early 2017 Sunshine Coast Council installed ‘smart bollards’ to manage traffic during street closures as a part of a streetscaping upgrade project. The aim of the installation of the automatic bollards is to reduce the requirement for external traffic management companies to be present for recurring street closures for markets and other events. The project sparked a need for guidance on traffic management measures pertaining to the bollard sensor system, the signage requirements (location, height, wording, sequencing and duration of display), sequencing of bollard motion and management of vehicle entry / exit to the enclosed area (including for emergency vehicles). This paper will present on the changing environment and new considerations in both temporary and permanent traffic management due to evolutions in smart technologies. The project is a pilot for further research into the impact of evolving in-vehicle technology and subsequent interaction with road infrastructure.]]></description>
      <pubDate>Thu, 22 Mar 2018 12:29:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505866</guid>
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    <item>
      <title>Improving regional road network resilience by optimised traffic guidance</title>
      <link>https://trid.trb.org/View/1479936</link>
      <description><![CDATA[In this paper, a new approach for improving the traffic performance of regional road networks during the recovery period following a disaster life cycle is presented. Regional road networks are often uncongested and have sparse and long-spanning link densities. Consequently, they are more impacted by natural disasters and thereby by potential road closures that may be imposed afterwards. Information about road closures after disruptive events can be transmitted through roadside information dissemination methods such as variable message signs, Cooperative-Intelligent Transport Systems or highway advisory radio. This paper proposes an optimisation model to find optimal location of roadside guidance devices across a regional road network for improving total travel time (TTT) within the network. To achieve this, firstly, a network design model is formulated using a bi-level framework and implemented to find the optimal locations of roadside guidance devices that lead to reducing the TTT of a disrupted network. Secondly, two methods for solving the formulated problem are presented, an exact solution method called SO-relaxation that cuts the solution space using system optimum traffic assignment. The other method is a hybrid-genetic algorithm (GA) that is a heuristic solution method. Results show that locating guidance devices optimally in a disrupted network leads to a more resilient road network in which the post-disaster TTT of the network during recovery phase is less than when no action is taken. It is also shown that the improvement achieved by roadside guidance is a function of available resources and the road users willingness to obey the guidance provided.]]></description>
      <pubDate>Tue, 29 Aug 2017 10:07:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479936</guid>
    </item>
    <item>
      <title>Design and construction of rail grade separations for an accelerated construction program</title>
      <link>https://trid.trb.org/View/1468090</link>
      <description><![CDATA[The Level Crossing Removal Project Package 1 (LCRP1) has successfully achieved its goal in Connecting Communities through the removal of four level crossings in record time by lowering the rail under road. The simultaneous removal of three of these crossings between Ormond and Bentleigh has minimised disruptions to the public and has enabled improvements to safety, travel times for all modes of transport and has stimulated economic and community revitalisation. The construction and design methodologies were carefully selected to limit disruptions to the public and to facilitate the use of online construction techniques that culminated in the main 37 day rail occupation; which is the largest rail occupation in Melbourne since construction of the Melbourne Central Business District loop. Leading up to this event significant works were required to complete the retention walls and bridges. The main retention wall system consists of anchored and non-anchored continuous flight auger (CFA) piles and driven steel sheet piles. The four bridges were constructed top-down with associated concourse and value capture areas consisting of precast Super-T and In-situ reinforced concrete superstructures. At Ormond station a 170m value capture deck was installed during the main rail occupation to facilitate continued construction activities above the deck following the main rail occupation. This space permits for future residential and commercial space developments, providing benefit to the surrounding community by further connecting communities previously separated by the rail corridor. This paper outlines the design and construction methods used to facilitate the accelerated construction program and the considerations in minimising effects upon the community.]]></description>
      <pubDate>Wed, 24 May 2017 14:11:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1468090</guid>
    </item>
    <item>
      <title>Citylink Tulla widening project English Street bridge demolition and construction</title>
      <link>https://trid.trb.org/View/1468083</link>
      <description><![CDATA[As part of the CityLink Tulla Widening (CTW) project, the English Street Bridge will be reconstructed to accommodate the widened Tullamarine Freeway and improve access to Essendon Fields. The reconstructed English Street Bridge will be a single span structure comprising of steel trough girders with a reinforced concrete deck slab. The substructure will comprise of an integral abutment substructure which utilises the existing western abutment wall as a retaining feature wall. The demolition and reconstruction methodology was developed to minimise impact on the project stakeholders. The majority of the demolition and reconstruction works are scheduled to be carried out in January 2017 during periods of lower traffic volumes. Construction of the substructure involves half and full closures during the weeknights; opening for weekday traffic and half closures during the weekends, both day and night. Due to the location of the structure, numerous stakeholders were consulted during the preconstruction phase of the project in order to understand their needs and requirements. Key stakeholders have been continuously informed of planned traffic changes in order to coordinate construction works that would have the least impact to them. Construction of the superstructure will take place as soon as the demolition works has been completed and will require all essential superstructure elements to be in place prior to the Freeway being re-opened. The remaining deck construction can then continue after the opening.]]></description>
      <pubDate>Wed, 24 May 2017 14:10:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1468083</guid>
    </item>
    <item>
      <title>Replacement of the Amy Street Rail Overbridge in two weekend track possessions at Regents Park, Sydney</title>
      <link>https://trid.trb.org/View/1468003</link>
      <description><![CDATA[Built in 1921, the existing bridge is a two-span (6.4m & 9.45m) Jack Arch superstructure supported on unreinforced masonry abutments and central pier. The bridge spans over the railway line and carries two lanes of traffic with narrow footways along both edges. The abutments act as retaining structures that are partially propped at the top by the superstructure. Road traffic required this bridge to be widened to accommodate 4 lanes of traffic and tie-in to the existing roads at each end. Rail traffic required the bridge to accommodate future addition of two rail tracks and increased vertical clearance for overhead wiring maintenance. The final design allows for the demolition of the existing bridge and provision of a new single span bridge. The envelope and clearances as determined by Auburn Council and Sydney Trains have been adhered to in the design. This paper outlines how innovative construction methodology was included in the design to address construction program issues (bridge construction in one weekend track possession) and tight site constraints at each end of the bridge.]]></description>
      <pubDate>Wed, 24 May 2017 14:03:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1468003</guid>
    </item>
    <item>
      <title>A study of mandatory lane-changing execution behaviour model considering conflicts</title>
      <link>https://trid.trb.org/View/1457890</link>
      <description><![CDATA[Lane change models are one of the basic driver behaviour interactions in the microscopic traffic simulations for traffic, safety and transportation system analysis. However, many of the present traffic simulations mostly pay attention to the lane changing decision process, while the lane change execution process is often simplified or even ignored. This paper presents an exploratory study of lane change execution and proposes a lane changing behaviour model on arterial road where there is a block occurring on the curb-side lane to fit this situation.  A video camera was used to collect data from an arterial road in Melbourne, Australia. When the mandatory lane-changing vehicle shifts from the current lane to the target lane, the driver adjusts its lane-changing execution behaviour to complete lane change safely by evaluating the blockage impact and surrounding traffic impact. The lane change execution model is developed as a combined model with blockage impact model and surrounding traffic impact model. The blockage impact model is considering the emergency status to perform lane change, using distance to block as the indicator. The surrounding traffic impact model detects the traffic conflicts between lane changing vehicle and the surrounding vehicles, using Fisher discriminant analysis method.  A binary logit model is proposed to interpret the driver’s execution choice according to both the blockage impact and the surrounding traffic impact. In the conclusion, the paper provides a framework for the future work of lane change execution models on traffic simulation to assess the traffic safety and road efficiency.]]></description>
      <pubDate>Mon, 27 Feb 2017 10:04:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1457890</guid>
    </item>
    <item>
      <title>Malvern Hills small bridge replacements</title>
      <link>https://trid.trb.org/View/1446704</link>
      <description><![CDATA[In the Waianiwaniwa Valley of the Malvern Hills Selwyn District Council had four timber bridges three of which had weight restrictions and one had a speed restriction. The restrictions effectively prohibited farm machinery and heavy vehicles from accessing properties in this area without an extensive detour. Council funded a project over two years to replace the timber bridges. Two bridges were replaced in April and May 2014 and one in May/June 2015 with single lane, single span bridges. The remaining bridge on Malvern Hills Rd south west of Bush Gully is a shorter span with a speed restriction only. The funding was not sufficient to replace this bridge as part of this project but has since had a deck replacement completed in May 2016. The use of precast concrete abutment and deck units and steel beams meant that the road closures were kept to a minimum (three weeks at each site). The work was completed through our roading maintenance contract with the price submitted on a design and build basis. Using the same design and combining the resource and building consent for the three bridges meant an efficient replacement construction that caused little disruption to the property owners.]]></description>
      <pubDate>Tue, 24 Jan 2017 12:05:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1446704</guid>
    </item>
    <item>
      <title>Decision-Tree Based Approach to Making Post-Flooding Road Opening and Closure Decisions for Transportation Agencies</title>
      <link>https://trid.trb.org/View/1394174</link>
      <description><![CDATA[This paper discusses the development of a decision-tree based approach to making post-flooding road opening and closure decisions for transportation agencies. The proposed approach is intended to address expected consequences (focused on losses) of potential road opening and closure decisions, as well as the need and value of additional information in the form of a site-specific analysis or in-place (nondestructive) testing. The application of the decision tree after a flooding event addresses the following questions: Should testing be conducted in addition to visual inspection? Should the road be closed or opened to traffic once flooding waters have receded? Results of a survey of forty highway agencies on past flooding events were utilized. An example decision tree is presented giving: a measure of flood intensity, location, pavement cross-section characteristics, and roadway functional classification. This example demonstrates that, given a set of conditions, the payoff from the optimal decision is affected significantly by losses from opening the road to traffic when the pavement is not sound, which is a direct result of an erroneous conclusion regarding pavement integrity. In addition, in-place testing is warranted under certain conditions to reduce the uncertainty that may be present in the visual inspection results. Ultimately, the proposed decision tree explicitly accounts for the value of testing and can be used to facilitate decision-making based on the relative numerical value of risk associated with different actions. A brief discussion on the challenges associated with the development of utility functions for risk-averse agencies is also incorporated.]]></description>
      <pubDate>Mon, 29 Feb 2016 17:49:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1394174</guid>
    </item>
    <item>
      <title>Closing Forest Roads for Habitat Protection: A Northern Rockies Case Study</title>
      <link>https://trid.trb.org/View/1391749</link>
      <description><![CDATA[From 1994 to 1995, road closure effectiveness was evaluated at more than eight hundred road closure points in wildlife management areas on National Forest lands in Idaho, Wyoming, Montana, and Washington. Closure structures were documented by field inventories and assessed for presence/absence, functioning condition, and whether or not motorized use occurred beyond the structure. More than half of all road closures inventoried had evidence of motorized use beyond the closure points. Road closure devices such as gates or earth berms may be useful to allow management activities in restricted areas or for temporary closures, but in the long term they are not cost effective and do not reliably protect habitat security. Road removal offers a more effective method of treatment for protection and restoration of wildlife habitat areas.]]></description>
      <pubDate>Thu, 28 Jan 2016 09:01:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1391749</guid>
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