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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>Path-Based Progression Model for Long Arterial Signal Coordination Considering Partition Cost</title>
      <link>https://trid.trb.org/View/2447275</link>
      <description><![CDATA[As one of the most important traffic signal coordination models, the multi-path progression model can provide dedicated green bands for multiple critical path-flows in an artery. However, as the number of intersections and critical paths in the system increases, the bandwidth often becomes narrower or even ineffective. In this paper, a multi-path progression model for long arterial signal coordination is proposed. The proposed method permits the progression bands to be broken if necessary and optimizes system partition and signal coordination within a unified framework. To ensure the continuity of the progression band, the bandwidth loss caused by partitioning is taken into consideration. Furthermore, to obtain a more feasible solution, we optimize offsets and phase sequences at each intersection simultaneously. The proposed model is formulated as a mixed-integer linear program, which can be precisely solved by the standard branch-and-bound technique. A case study was conducted to prove the effectiveness and advantages of the proposed model. The results show that the proposed model can generate more ideal green bandwidths for critical paths compared with the benchmark. Further simulation demonstrates that the proposed model can outperform the benchmark model in reducing average path-flow delay and average number of stops, and improving average travel speed.]]></description>
      <pubDate>Mon, 04 Nov 2024 08:39:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2447275</guid>
    </item>
    <item>
      <title>A Comparison of Department of Transportation Progress Scheduling Specifications from Across the Nation</title>
      <link>https://trid.trb.org/View/2431657</link>
      <description><![CDATA[One of the primary determinants of project success is completion of the project on or ahead of schedule. Owners therefore pay a great deal of attention to schedule progress and timely project completion. This holds true especially for departments of transportation (DOTs), each of which adheres to its own specification requirements for progress scheduling. This project conducted a comparative analysis highlighting the similarities and differences among the specification requirements of multiple state DOTs, including topics such as definitions, float ownership, software requirements, differentiation of project levels/complexity, progress narratives, preliminary schedules, schedule updates, review and resubmit durations, and as-built schedule development. Preliminary findings indicate that requirements for the use of proprietary scheduling software (e.g., Primavera P6) and the use of cost-loaded critical path method (CPM) schedules for payment purposes are potential sources of conflict between the contracting community and DOTs. Researchers can use the findings from this research to assist DOTs in developing specifications that support the DOT’s mission but that are not burdensome to project management and the contracting industry.]]></description>
      <pubDate>Mon, 30 Sep 2024 08:41:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431657</guid>
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    <item>
      <title>A Comparison of Department of Transportation Progress Scheduling Specifications from across the Nation</title>
      <link>https://trid.trb.org/View/2353078</link>
      <description><![CDATA[One of the primary determinants of project success is completion of the project on, or ahead of, schedule. Owners are constantly concerned about schedule progress and project completion. Departments of transportation (DOTs) are not an exception to this behavior. DOTs each have their own specification requirements. A comparison of the specification requirements, including definition, float ownership, software, differentiation of project levels/complexity, progress narratives, preliminary schedules, schedule updates, review and resubmit durations, and “as-built” schedule development, reveals areas of consistency and differences between states. Through this comparison, researchers can support DOTs in developing specifications that support the DOT mission while not being burdensome to project management and the contracting industry. Preliminary findings indicate the requirements for proprietary scheduling software (e.g., P6) and the use of cost-loaded critical path method (CPM) schedules for payment purposes are potential sources of conflict between the contracting community and DOTs.]]></description>
      <pubDate>Tue, 21 May 2024 16:54:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2353078</guid>
    </item>
    <item>
      <title>The Application of Blockchain Technologies for Rail Transit Customs Procedures</title>
      <link>https://trid.trb.org/View/1974771</link>
      <description><![CDATA[The railways had the lowest proportion of container China-Europe transportation at only 0.9% in 2016 [6]. Project RETRACK suggests that costs, time, flexibility, reliability, quality, and sustainability of rail transportation are among the key factors that may shift international transportation to rail [10]. The customs and other state authorities have demonstrated the most notable resistance to the change of the existing procedures, despite the CREAM [3] study having shown that customs have the lowest level of harmonization in rail production systems amongst almost all of the border crossing procedures on the way from Asia to Europe [6]. This paper examines transaction and misalignment costs that appear in cross border customs procedures with the aim to evaluate the advantages and disadvantages of including the customs in a rail logistic blockchain.The critical path method has been applied to detect technological possibilities to reduce transit time on the Latvia-Russia cross bordering stations. The created transaction and misalignment costs have been compared with the transaction and misalignment costs that exist in a blockchain. We have concluded that the usage of blockchain technology in customs can improve cross bordering processes by reducing the total processing time of a train by up to 5.5 h for each border-crossing station with comparable transaction and misalignment costs. This information suggests that customs should follow the technological changes taking place in the most important transit corridors. Nevertheless, cyber risks and rigidity of the system does not allow to change customs procedures on demand.]]></description>
      <pubDate>Tue, 31 Oct 2023 17:08:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1974771</guid>
    </item>
    <item>
      <title>Distribution Vehicle Routing Optimization Based on 3D Loading</title>
      <link>https://trid.trb.org/View/2114096</link>
      <description><![CDATA[The rapid development of e-commerce leads to increasingly fierce competition in the logistics industry. Cost reduction and efficiency has become the key issue for logistics enterprises to survive. Loading optimization and path optimization are the two core issues in distribution activities, and they are inseparable and related. The joint optimization of the two is more in line with the actual distribution optimization needs. Based on the analysis of the interaction between routing and loading, this paper proposes a multi-objective optimization model with the minimum distribution cost, the minimum number of vehicles and the maximum customer satisfaction as the objectives. A hybrid nesting algorithm based on NSGAII algorithm is designed, in which the packing module is designed by tree search algorithm combined with the deepest and leftmost algorithm. Finally, the real data of China Railway Express Chengdu branch are taken as a case to verify the feasibility of the model and algorithm. Combined with the results of the algorithm, some suggestions are put forward.]]></description>
      <pubDate>Wed, 18 Oct 2023 16:59:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2114096</guid>
    </item>
    <item>
      <title>A path-based solution approach for the Green Vehicle Routing Problem</title>
      <link>https://trid.trb.org/View/1917911</link>
      <description><![CDATA[The Green Vehicle Routing Problem concerns routing alternative fuel vehicles, based at a single depot, to handle a subset of customers while minimizing the total travel distance. Due to limited fuel autonomy, each vehicle may need to stop at Alternative Fuel Stations (AFSs) during its trip. The authors propose a two-phase solution approach in which a route is seen as the composition of paths, each one handling a subset of customers without intermediate stops at AFSs. In the first phase, all feasible paths are generated limiting their number through dominance rules. In the second phase, the paths are selected and properly combined to generate the routes via Mixed Integer Linear Programming. The authors' approach, tested on small- to medium-sized benchmark instances, outperforms the existing exact methods obtaining always the optimal solution in a smaller average computational time. Furthermore, the approach was converted into a heuristic one considering in the first phase only a subset of feasible non-dominated paths. In this way, the authors can also address larger- sized instances outperforming, in terms of solution quality, the best heuristic approach in the literature.]]></description>
      <pubDate>Wed, 23 Mar 2022 10:52:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1917911</guid>
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    <item>
      <title>Using Fault Injection to Verify an AUTOSAR Application According to the ISO 26262</title>
      <link>https://trid.trb.org/View/1831936</link>
      <description><![CDATA[The complexity and the criticality of automotive electronic embedded systems are steadily increasing today, and that is particularly the case for software development. The new ISO 26262 standard for functional safety is one of the answers to these challenges. The ISO 26262 defines requirements on the development process in order to ensure the safety. Among these requirements, fault injection (FI) is introduced as a dedicated technique to assess the effectiveness of safety mechanisms and demonstrate the correct implementation of the safety requirements. The authors work aims at developing an approach that will help integrate FI in the whole development process in a continuous way, from system requirements to the verification and validation phase. This leads the authors to explore the benefits of safety analyses (Failure Mode Effects and Criticality Analysis (FMECA), Fault Tree Analysis (FTA), Critical Path Analysis (CPA) or Freedom From Interference (FFI) Analysis, etc.) for the definition of the test plan, defining efficient FI tests cases. The paper discusses the objectives and role of FI in the Verification and Validation process. It also illustrates how to apply this methodology on a platform based on AUTOSAR 4.X that integrates a trusted Front-Light Manager Application (Automotive Safety Integrity Level - ASIL B) and a non-trusted (Quality Management - QM) application. This proposed architecture allows ensuring the safety requirements with dedicated safety mechanisms and also FFI using both temporal and spatial partitioning. Finally, the results of FI test cases obtained on a mock-up running the Front-Light Manager Application, developed at Valeo GEEDS are presented.]]></description>
      <pubDate>Fri, 18 Mar 2022 12:17:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1831936</guid>
    </item>
    <item>
      <title>Application of the PERT Method in Planning of Area Evacuation of Persons</title>
      <link>https://trid.trb.org/View/1867976</link>
      <description><![CDATA[Crisis situations usually come into our lives unexpectedly without a warning and therefore precise approaches are needed to protect the population as effectively as possible. An integral part of the process of managing any activity is the planning phase. The plan affects the overall quality of the project and its main task is to set the objectives of the activity (project) and the ways leading to their fulfillment. Methods of operational analysis form the basis for finding the optimal solution to the researched problem. They have a wide practical application in connection with time planning, storage, passenger transport, distribution of products, operation of public service systems and other tasks of an economic nature. The subject of the article is the introduction of a possibility of applying the network analysis method in the process of planning of an evacuation of people. The aim of the article is the application of the PERT method to the processes associated with crisis management and evacuation of the population, the practical use of the software tool MS Project, interpretation of results, and pointing out the possible use of network analysis methods in crisis planning situations.]]></description>
      <pubDate>Tue, 24 Aug 2021 11:16:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1867976</guid>
    </item>
    <item>
      <title>Development of a Model Determining the Relationships of the Factors Delaying Reconstruction Projects</title>
      <link>https://trid.trb.org/View/1857043</link>
      <description><![CDATA[Transportation infrastructure plays key role in timeliness of post-hurricane reconstruction process. Therefore, timely reconstruction after hurricanes is of high importance for the decision makers. Various factors lead to delays in the reconstruction of transportation infrastructure. To lessen the adverse impacts of these factors, not only the individual study of the effects of these factors but the interactive consequences of them need to be accurately investigated. The objective of this study was to (1) explore the causal relationships among the factors affecting timeliness of post-hurricane reconstruction of transportation infrastructure and (2) the extent to which these factors and their interactions affect the timeliness of reconstruction process. Implementing data from 44 experts in post-hurricane reconstruction of transportation infrastructure and 195 of the general public, the interrelated network of 14 factors was modeled using structural equation modeling (SEM) technique. Then, the impact of the factors on the time of the reconstruction was evaluated. The outputs demonstrated that severe damage to major transportation systems, insufficient number of available active contractors, and low revenue of local government are the top-three factors affecting the time of reconstruction of transportation infrastructure according to both groups. This research assists decision makers in understanding the critical paths that lead to delays in the post-hurricane reconstruction of transportation infrastructure and how different is the perspective in this regard. In addition, the decision makers would be able to predict the impacts of interdependent factors during the reconstruction process after hurricanes.]]></description>
      <pubDate>Fri, 23 Jul 2021 15:26:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1857043</guid>
    </item>
    <item>
      <title>A Real-Time Signal Optimization Method for Supersaturated Intersection Groups Based on Line-Axis Combination</title>
      <link>https://trid.trb.org/View/1756503</link>
      <description><![CDATA[In this study, the authors established a real-time control framework of a group of intersections in an over-saturated urban road network using rolling discrete optimization. The authors examined vehicle queue overflow and waste of green time at key intersections, as well as vehicle departure rate and section length of critical path. Based this data, the authors established the offset optimization method based on line-axis combination, where the signal cycle is adaptively adjusted with the real-time saturation of key intersections as the constraint. Simulation results show that the line-axis combination method can improve the critical path capacity by 9%, reduce the overall delay of the intersection group by 7%, and effectively improve the vehicle traffic efficiency of the intersection group under the condition of super saturation.]]></description>
      <pubDate>Mon, 22 Mar 2021 10:34:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1756503</guid>
    </item>
    <item>
      <title>Moisture Damage in Asphalt Concrete Mixtures: State of the Art and Critical Review of the Test Methods</title>
      <link>https://trid.trb.org/View/1754900</link>
      <description><![CDATA[Moisture-induced damage is among the four prevalent causes of premature failure of flexible pavements in Canada. Research on moisture damage evaluation of asphalt concrete mixtures dates back to approximately one century ago. However, relating the field performance of mixes to their associated properties captured through laboratory test methods is not fully developed yet. Several test methods have been utilized over the last few decades to assess the moisture-induced damage of mixes in the laboratory scale. Studying the Tensile Strength Ratio (TSR) or loss of indirect tensile strength (ITS) due to moisture conditioning of specimens with or without (a) freeze-thaw cycle(s) has been the most commonly used method in North America. Review of case studies indicates major shortcomings of this technique. For instance, in many cases a mix may pass the minimum TSR requirements in the laboratory, but would fail in the field and vice-versa. Therefore, many transportation agencies have been recently investing in finding alternative test methods such as Hamburg Wheel-Tracking Test (HWTT) and Moisture-induced stress tester (MiST) to better predict the moisture-related performance of flexible pavements. This study, provides a critical review of the existing methods for evaluation of moisture damage in asphalt mixtures along with their strengths and weaknesses for this purpose. The major parameters that contribute to this complex phenomenon are also discussed. A synthesis of the state of practice for design specifications and materials acceptance with respect to moisture damage by different agencies is also provided. Finally, the need to use domestically calibrated moisture conditioning, evaluation practices, and establishing customized acceptance thresholds that suit the climatic conditions in Canadian environment is highlighted. Recommendations are provided for an improved moisture damage assessment framework, based on the lessons learned from the past experiences as well as the identified promising techniques.]]></description>
      <pubDate>Tue, 01 Dec 2020 13:58:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1754900</guid>
    </item>
    <item>
      <title>Structural Optimization of Logistics Distribution System Based on Characteristic State Space</title>
      <link>https://trid.trb.org/View/1691151</link>
      <description><![CDATA[In this paper, resource flow variables are extracted from the internal structural features of the logistics distribution process and a new method for optimizing the internal structure of the logistics distribution system by using the characteristic state space is proposed. The characteristic state equation is constructed to represent the input and output resources of each basic logistics activity. The basic logistics activity equation is iterated according to the resource flow, and the implementation of the basic logistics process is visually and quantitatively expressed in the form of the characteristic state matrix. According to the nature of the characteristic state space, the optimization problem of the logistics distribution system is transformed into a critical path-planning problem, the gradient calculation of the objective function is solved, and an improved genetic algorithm is proposed. This accelerates the convergence speed of the algorithm and reduces the running time of the optimization process. Taking a listed logistics distribution enterprise as an example, the optimization algorithm is verified, which proves the advantages of the algorithm and provides a new method and theoretical basis for the analysis and optimization of the logistics distribution system.]]></description>
      <pubDate>Mon, 27 Apr 2020 09:07:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1691151</guid>
    </item>
    <item>
      <title>Critical Path for Project Development</title>
      <link>https://trid.trb.org/View/1671473</link>
      <description><![CDATA[Overseeing the delivery of highway projects at the Kentucky Transportation Cabinet (KYTC) requires the successful coordination of activities and inputs from multiple external agencies and members of the agency’s Project Development team, who have varied disciplinary backgrounds. Despite the complexity of project delivery, the Cabinet presently does not estimate hours and project milestone dates until after it has selected a design consultant. Moving forward KYTC should explore requiring consultants to develop a critical path method (CPM) schedule. To facilitate this process, this report describes a methodology for producing CPMs for design contracts/projects based on procedures outlined in A Guide to the Project Management Body of Knowledge. In addition to reviewing the CPM, this document includes critical path templates that are representative of the Cabinet’s project design process. Templates were developed with the assistance of KYTC experts knowledgeable in areas such as project management, environmental processes, utilities, right of way, and highway design. Work-breakdown units, templates, and Gantt charts for three project contexts were developed: 1) Rural Federal Bridge Replacement (Categorical Exclusion I), 2) Urban Federal Bridge Replacement (Categorical Exclusion I), and 3) 4-Mile Rural Road Widening into Urban Intersection (Environmental Assessment, Finding of No Significant Impact). An in-depth glossary contains detailed explanations of work-breakdown units and flags issues and challenges that merit close attention during project development. With recourse to the tools and templates presented in this report, project managers and consultants can pursue project management in an organized manner and be ready to deal with any contingencies that may arise.]]></description>
      <pubDate>Fri, 20 Dec 2019 16:23:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1671473</guid>
    </item>
    <item>
      <title>Better Construction Project Management through Better Scheduling</title>
      <link>https://trid.trb.org/View/1667857</link>
      <description><![CDATA[This project investigated the effect of using Critical Path Method (CPM) schedules on South Carolina transportation projects.The analysis used 2,097 projects let after February 2007 and substantially completed by August 2015.Among these projects,55.22% had CPM schedules. Among the projects without CPM schedules,47.49% were delayed beyond the original contract completion date, and 16.08% were delayed beyond the date adjusted by change orders; the average delay beyond the original contract completion date was 28.5 days,and the average delay beyond the adjusted completion date was –14.6 days (i.e.,they were completed 14.6 days before the adjusted completion date).Among the projects with CPM schedules,54.32% were delayed beyond the original contract completion date,and 14.50% were delayed beyond adjusted completion date; the average delay beyond the original contract completion date was 54.8 days,and the average delay beyond the adjusted completion date was –9.8 days.Chi-square test results indicated that projects with larger bid amounts and longer durations were more likely to have a CPM schedule.  The t-test results indicated that the Bridge,General,and Hot-mix Asphalt Paving projects with CPM schedules had a statistically significant longer average delay beyond the original contract completion date than projects without CPM schedules.Conversely, the t-test results indicated that the short duration (less than six months)projects without CPM schedules had longer average delay beyond the adjusted completion date than projects with CPM schedules.It should be noted that for the SCDOT,projects with CPM schedules are those with a significant amount of risk and complex scope whereas projects without CPM schedules are those with low risk and limited scope. A binary logistic regression model was developed to predict project delay and this model indicated that the variable “total bid amount” was statistically significant at the 95% confidence level. A neural network model was also developed using change order remarks and texts from daily work reports as inputs. This model correctly predicted a project will be delayed 53.7% of the time.Best-fit distributions were developed for delayed and early completion projects.Using these distributions and the Total Law of Probability, the probability that a project will be delayed can be estimated.  Based on the literature view and SCDOT current practice, it is recommended that the SCDOT considers using a more methodical approach that examines multiple criteria for identifying those projects that need CPM schedules.  Additionally, the SCDOT may consider incorporating the probabilistic information about project delaying the schedules,such as providing a range for the activity duration in the CPM schedule instead of simply using the expected duration.Lastly, it is recommended that the SCDOT consider including a provision in future contracts to ensure that all personnel (SCDOT and contractors)are using the same schedule for project management.]]></description>
      <pubDate>Wed, 27 Nov 2019 10:35:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1667857</guid>
    </item>
    <item>
      <title>Increasing Robustness by Reallocating the Margins in the Timetable</title>
      <link>https://trid.trb.org/View/1647082</link>
      <description><![CDATA[It is a common practice to improve the punctuality of a railway service by the addition of time margins during the planning process of a timetable. Due to the capacity constraints of the railway network, a limited amount of time margins can be inserted. The paper presents a model and heuristic technique to find the better position for the limited amount of time margins (headway buffers and running time supplements) in a train timetable. The aim of reallocating the time margins is to adjust an existing timetable to minimize the sum of train delays at the event of the operational disturbances. The model consists of two basic parts. Firstly, the paper treats the train timetable as a Directed Arc Graph (DAG) with the aggregation concept and proposes a heuristic technique known as Critical Time Margins Allocation (CTMA), which is based on the critical path method (CPM), to reallocate the time margins. Secondly, the paper evaluates the original and modified timetable under different disturbed situations. The case study is developed on a hypothetical small railway network and a practical timetable of single-line train timetable for the track segment of Rawalpindi to Lalamusa, Pakistan. The results show that the timetable modified with the CTMA reduces the total delay time by an average of 3.25% for the small railway network and 5.18% for the large dataset. It suggests that adding the time supplements to the proper positions in a timetable can reduce the delay propagation and increase the robustness of the timetable.]]></description>
      <pubDate>Wed, 18 Sep 2019 09:17:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1647082</guid>
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