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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>Impact of Dry–Wet Cycles on the Strength Characteristics of Phosphogypsum-Based Composite Stabilized Laterite Soils</title>
      <link>https://trid.trb.org/View/2761985</link>
      <description><![CDATA[Laterite soil (LS) is widely distributed and commonly utilized in engineering construction. However, its natural bonding degrades under cyclic dry–wet (D-W) conditions, resulting in volume instability and strength deterioration. To mitigate this problem, phosphogypsum (PG), as a sulfate-bearing industrial by-product, is often used in combination with cement or other stabilizing agents to improve the engineering properties of LS. Nevertheless, the durability and degradation mechanisms of PG-cement (PGC) stabilized LS under D-W cycles remain insufficiently understood. This study systematically investigates the durability of PGC-stabilized LS subjected to D-W cycles through unconfined compressive strength (UCS), scanning electron microscopy (SEM), and mercury intrusion porosimetry (MIP) tests. The results reveal that the UCS of PGC stabilized LS initially decreased after the first three cycles owing to internal loosening, then increased between the third and fifth cycles. Beyond ten cycles, a significant decline in UCS was observed, resulting from the completion of PG-cement hydration and ongoing structural degradation. SEM and MIP tests demonstrated that the degradation mechanism of stabilized soil arises from complex interactions among water, materials, chemical processes, and mechanical forces. The hydrophilicity of clay minerals influenced pore shrinkage and strength loss, with microstructural damage ultimately leading to macroscopic strength reduction. The findings provide both theoretical insights and practical guidance for the long-term performance assessment and green utilization of PGC in geotechnical engineering.]]></description>
      <pubDate>Wed, 19 Aug 2026 09:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761985</guid>
    </item>
    <item>
      <title>Effektivisering av godstransportsystemet : mått och komplexitet</title>
      <link>https://trid.trb.org/View/2752002</link>
      <description><![CDATA[Freight transport is a fundamental prerequisite for socio-economic development, business competitiveness, and the availability of goods, while at the same time accounting for a substantial share of Sweden's greenhouse gas emissions. Reducing the climate impact of transport without constraining economic development therefore constitutes a central challenge. Improved transport efficiency is often highlighted as a key strategy, yet its potential is difficult to assess since efficiency is defined, measured, and influenced in different ways across the many subsystems of the freight transport system. The aim of the project is to develop and operationalise appropriate, reliable, accessible, and cost-effective efficiency indicators for analysing the Swedish freight transport system, as well as to increase understanding of how efficiency measures affect different actors and system levels. The study applies a combination of top-down and bottom-up approaches to integrate a societal perspective with a firm-level perspective. Methodologically, the study is based on analyses of national statistics to develop efficiency indicators. Two indicators are developed: (1. climate-efficient freight transport [g CO2e/tkm], which relates greenhouse gas emissions to the amount of freight transported and the distance travelled, and (2. energy-efficient freight transport [MJ/tkm], which relates energy use to transport work. The analysis is complemented by empirical case studies on municipal freight consolidation, packaging design, and delivery service requirements. In addition, an analytical framework is developed to make visible causal relationships as well as trade-offs between efficiency, cost, environmental impact, and service level. The results show that transport efficiency in the freight transport system is a complex and multidimensional issue, where varying objectives, incentives, and system boundaries among actors complicate both analysis and governance. Efficiency improvements at the firm level may give rise to goal conflicts and sub-optimisation at the system level, and vice versa. The study therefore demonstrates the need for an integrated system perspective, in which firm-level indicators are combined with system-wide measures and where both relative efficiency metrics and total emissions are monitored. The project's results provide a knowledge base for more informed decision-making and future policy development towards a sustainable, competitive, and robust freight transport system.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:35:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752002</guid>
    </item>
    <item>
      <title>Carbon pricing in the shipping sector</title>
      <link>https://trid.trb.org/View/2751983</link>
      <description><![CDATA[This thesis analyzes the design and effects of carbon pricing in the national and international freight transport sector, with a particular focus on maritime shipping. It brings together four papers that examine both short- and long-term behavioural responses and welfare effects of carbon pricing. The responses studied include reductions in sailing speed, changes in freight demand, investments in research and development (R&D) and learning-by-doing to reduce abatement costs through technological development, abatement of carbon emissions (e.g. alternative fuels), modal shifts, and adjustments in shipment sizes. The thesis also investigates the role of international cooperation and the incentives created by unilateral carbon pricing and carbon-intensity limits on marine fuels.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:35:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751983</guid>
    </item>
    <item>
      <title>Reducing transport-related climate impacts within upstream supply chains : challenges and opportunities for buying firms</title>
      <link>https://trid.trb.org/View/2751954</link>
      <description><![CDATA[This thesis deals with how buying firms can reduce transport-related climate impacts within their upstream supply chains. While transport is a major contributor to CO2 emissions, upstream emissions, i.e. those embedded in purchased goods and transport, are often overlooked due to limited visibility and control. In line with this, the aim of this thesis is to explore how buying firms can reduce the transport-related climate impacts from their upstream supply chains and the main challenges and opportunities in doing so. Theoretically the thesis is grounded in the Industrial Network Approach. Furthermore, it takes a starting point in the Transport Service Triad to explore the embeddedness of transport activities in supply networks and the role of purchasing in managing the transport demand to reduce CO2 emissions. A qualitative single case study approach is used, focusing on a Focal Manufacturing Company and its efforts to reduce the transport emissions embedded in their upstream supply chains. Furthermore, a literature review was conducted to get an overview of previous research in the area. The thesis identifies key challenges and opportunities for emission reductions, including aspects such as supplier locations, lead time requirements, production methods, transport modes, and vehicle and fuel choices. The findings highlight the importance of reconfiguring supply networks, fostering collaboration with suppliers and transport service providers, and integrating sustainability in purchasing decisions and strategies. The thesis contributes to the theoretical understanding of how transport activities are embedded in supply networks and offers practical insights for buying firms aiming to decarbonize their upstream supply chains.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:34:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751954</guid>
    </item>
    <item>
      <title>Enhancing the acid rain resistance of recycled aggregate pervious concrete with reactive powder cementitious system</title>
      <link>https://trid.trb.org/View/2698497</link>
      <description><![CDATA[The pervious concrete prepared with recycled aggregate can be easily deteriorated by the erosion medium. This study aims to enhance the durability performance of recycled aggregate pervious concrete by using the reactive powder cementitious matrix. The cementitious matrix is obtained through simplex centroid optimization of Portland cement, fly ash and silica fume system. The accelerated aging test results indicate that utilized reactive powder cementitious matrix can enhance the acid rain resistance of pervious concrete. Meanwhile the deterioration on flexural strength of pervious concrete exposed in acid rain is severer than that of compressive strength. The permeability of pervious concrete first decreases and then increases with the exposure age in acid rain. The phase analysis and microstructure characterization results indicate that the deterioration of the pervious concrete in acid rain is mainly caused by the formation of gypsum erosion product. This study can contribute to the durability design of pervious concrete.]]></description>
      <pubDate>Mon, 03 Aug 2026 09:23:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698497</guid>
    </item>
    <item>
      <title>From little to much, from simple to complex: the case of lead-acid batteries in electrical vehicles</title>
      <link>https://trid.trb.org/View/2681368</link>
      <description><![CDATA[Based on the theory of complex systems developed by Brian Arthur (2007, 2009, and 2015), and with information obtained from patent database (USPTO), the following will be answered: how to quantitatively represent the evolution from little to much and from simple to complex of lead-acid batteries in electric vehicles? How has it evolved and what is the deep nature of lead-acid battery technology in electric vehicles? Conceptualising technology as a multi-level process, allows to analyse the transformations that energy undergoes. The evolution of this technology is the product of the exploitation of phenomena, the emergence of a hierarchical system and the construction of interfaces that connect technological domains. With quantitative indicators, this greater complexity is expressed in the growing number of average classes per patent, as well as in the expansion of the electrical/electronic technological field: 74% of the inventive activity during the period.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681368</guid>
    </item>
    <item>
      <title>Examining tunnel safety features in sustainability-led design</title>
      <link>https://trid.trb.org/View/2711588</link>
      <description><![CDATA[Large construction projects contribute significantly to global carbon emissions and are as such increasingly scrutinised for their carbon footprints. This presents designers with the opportunity to critically review how all aspects of these projects are designed and delivered, including identifying alternative ways of designing for fire safety. In this paper, the authors have used Copenhagen’s M5 metro line as a case study to showcase several tunnel fire safety features that have been significantly re-designed as part of sustainability-led design. Additionally, several other features have been highlighted as essential and irreplaceable, regardless of their carbon footprint. The goal of this paper it to highlight how a discipline which is typically believed to have small contribution to the project’s carbon footprint, such as fire safety engineering, can have a significant contribution to carbon reduction efforts, while at the same time sufficiently addressing fire safety objectives.]]></description>
      <pubDate>Fri, 05 Jun 2026 11:30:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711588</guid>
    </item>
    <item>
      <title>Documented vehicle fires in marine vehicle carriers from 2013 to 2023</title>
      <link>https://trid.trb.org/View/2705999</link>
      <description><![CDATA[This work is part of the project Carbon diOxide Fire Fighting Experimental Evaluation, referred to as COFFEE. The overall project aim is to ensure a safe transportation of lithium-ion battery driven vehicles in the cargo spaces of ro-ro vehicle carriers. Specifically, COFFEE studies the traditional low-pressure carbon dioxide fire suppression system and its suitability for suppressing and/or delaying battery electric vehicle fires in cargo spaces of ro-ro vehicle carriers. This has previously not been documented. The project begun with a comprehensive literature study to describe the fire suppression mechanisms, personnel safety issues and installation guidelines for carbon dioxide systems. Additionally, it collected existing data on fire incidents on ro-ro vehicle carriers, the performance of the fixed carbon dioxide system (if used) and lithium-ion battery fire suppression tests using carbon dioxide. The project’s reference group is comprised of experts from various organizations, such as ship owners, insurance, industry, classification and logistic service. This broad group provide valuable insights and feedback. During the 11-year period from 2013 to 2023, at least 22 severe fires started in the cargo space of ro-ro vehicle carriers. Eleven of 22 identified fires had fixed carbon dioxide system that was used. The time to discharge the system in case of fire is typically noted in the order of 30 minutes. The literature study revealed that the effectiveness of carbon dioxide in an actual fire relies on fast fire detection, evacuation of the space, prompt closure of external and internal ramps and doors as well as closure of the ventilation system and associated hatches. The full literature study is presented in RISE Report 2024:75.]]></description>
      <pubDate>Tue, 26 May 2026 09:38:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705999</guid>
    </item>
    <item>
      <title>Study on the rheological and aging behavior of high-viscosity polyphosphoric acid modified asphalt (HVPA)</title>
      <link>https://trid.trb.org/View/2665947</link>
      <description><![CDATA[To address the challenges of high cost and insufficient durability in traditional high-viscosity polymer modified asphalt, this study innovatively employs the inexpensive inorganic modifier polyphosphoric acid (PPA) to prepare high-viscosity PPA modified asphalt (HVPA). The rheological and aging behavior of HVPA is systematically compared with that of high-viscosity SBS modified asphalt (HVSA) and base asphalt. Research indicates that the PPA threshold for preparing HVPA is only 2.2 %. For high-temperature performance, HVPA has comparable high-temperature performance and temperature/stress sensitivity to HVSA when unaged, owing to the chemical crosslinking between PPA and asphalt. During aging, this chemical crosslinking exhibits excellent stability, enabling the high-temperature performance of HVPA to surpass that of HVSA which is limited by SBS degradation. For low-temperature performance, although HVPA is inferior to HVSA, its chemical modification mechanism effectively delays the oxidation embrittlement process, making it less affected by aging and low temperatures. For fatigue performance, HVPA exhibits superior fatigue life before aging, but inferior to HVSA after aging. The fatigue life of HVPA after aging is correlated with pavement structure strain. At low strains, it increases with aging, while at high strains, it decreases with aging. The fatigue life of HVPA exhibits poor strain sensitivity. Chemical analysis confirms that PPA modification generates new compounds (aryl phosphate esters), significantly increases asphaltene content, achieves superior high-temperature performance without forming macromolecular polymers, and imparts enhanced oxidation resistance to the asphalt. This study illustrates the performance advantages and limitations of HVPA, providing certain reference for the promotion and application of PPA in high-viscosity modified asphalt.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665947</guid>
    </item>
    <item>
      <title>The chemical evolution of tributaries to Lake George (Essex County), New York (USA), 1970–2024: Recovery from acidic atmospheric deposition and the impact of road salt</title>
      <link>https://trid.trb.org/View/2661986</link>
      <description><![CDATA[Acidic atmospheric deposition from air pollution (elevated sulfate, nitrate) and salinization from highway deicing (normally sodium chloride) have significant impacts on terrestrial and aquatic ecosystems. Lake George, New York (USA), is the largest waterbody totally within the Adirondack Park, a U.S. region identified by the National Acid Precipitation Assessment Program as containing surface waters sensitive to acidification. Lake George also is typical of temperate lakes at risk for elevated sodium and chloride concentrations from winter deicing. We evaluated the ionic composition of 18 Lake George tributaries using >4300 samples, intermittently collected from 1970 to 2024. Sulfate, in response to the Clean Air Act and Amendments, declined above road salting areas, reaching “steady state” about 2019 for sulfate (a 90% decline) and base cations. Chloride from road salt has increased irregularly, starting before 1970. Watershed soil accumulated considerable Na⁺ during ion exchange by 2016, displacing Ca⁺², Mg⁺², and K⁺ from soils to Lake George. This trend then reversed as total (Ca⁺² + Mg⁺² + K⁺) declined more than Na⁺, which converged on Cl⁻. Consequently, the Ca⁺², Mg⁺², and K⁺ concentrations in Lake George now are being diluted but remain elevated. Continued salt loading since before 1970 has resulted in soil depletion of exchangeable Ca⁺², Mg⁺², and K⁺, even as Na⁺ and Cl⁻ declined from reduced salt use. Base cations in runoff from some salt-impacted tributaries are approaching the weathering rate. Elevated Ca⁺² made Lake George susceptible to invasion by non-native bivalve species. The Lake George outlet lags behind tributary chemistry changes by a few years.]]></description>
      <pubDate>Wed, 22 Apr 2026 14:04:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661986</guid>
    </item>
    <item>
      <title>Density Functional Theory-Based Mechanism of Antioxidant Activity of Phenols as Asphalt Antioxidants</title>
      <link>https://trid.trb.org/View/2658031</link>
      <description><![CDATA[The antioxidant qualities of phenolic chemicals found in asphalt have drawn a lot of attention. By comparing theoretical calculations with experimental results, we evaluate the applicability of various antioxidant indices for assessing the efficacy of phenolic antiaging compounds in asphalt and unveil the antiaging mechanism of phenolic antioxidants in asphalt. By analyzing the correlation between oxygen radical absorbance capacity values and asphalt experimental results as well as the correlation between bond dissociation energy (BDE) and asphalt experimental results, it can be observed that the antioxidant mechanism of phenolic compounds in asphalt aligns with the hydrogen atom transfer (HAT) mechanism. In contrast, ferric reducing antioxidant power values, vertical ionization potential, electronegativity (χ), chemical hardness (η), and electrophilicity index (ω) show no correlation with any asphalt experimental results, indicating that the antioxidant mechanism of phenolic compounds in asphalt is not based on the single electron transfer (SET) mechanism. This suggests that the antioxidant mechanism of phenolic antioxidants for asphalt is not the HAT mechanism but rather the SET mechanism, related to the phenolic hydroxyl content, the arrangement of hydroxyls in the ortho-dihydroxy conformation and BDE values of the phenolic O─ H bond. These results indicate that enhancing the antioxidant activity of phenolic antioxidants may be achieved by reducing the BDE of the phenolic O─ H bond, modifying the arrangement of hydroxyls, and increasing the phenolic hydroxyl group content.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658031</guid>
    </item>
    <item>
      <title>Failure Cause Analysis of Valve-Regulated Lead-Acid Battery on Fire
                    in Communication Equipment Room</title>
      <link>https://trid.trb.org/View/2681212</link>
      <description><![CDATA[This paper carried out the fire failure analysis of valve-regulated lead-acid                     battery in communication equipment room. Through disassembly and observation of                     the battery and iron frame of battery cabinet in the area of fire origin, we                     obtained the key residual traces and used the physical and chemical analysis                     methods such as macroscopic/microscopic morphology, EDS, X-ray and                     metallographic, it was finally judged that the leakage of the battery                     electrolyte lead to the connection of the battery electrode plate and the iron                     frame and subsequently the electric heating fault caused the fire accident.                     Furthermore, we put forward some suggestions according to the existing problems,                     which may contribute to the prevention of similar failures.]]></description>
      <pubDate>Wed, 18 Mar 2026 11:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681212</guid>
    </item>
    <item>
      <title>Rheological and Micro Properties of High-Viscosity Binder–Incorporated Polyphosphoric Acid and Rock Asphalt</title>
      <link>https://trid.trb.org/View/2632944</link>
      <description><![CDATA[To enhance the performance of high-viscosity modified asphalt (HVMA), polyphosphoric acid (PPA) and North American rock asphalt (NA–RA) were incorporated into styrene-butadiene-styrene (SBS)/crumb rubber (CR) composite modified asphalt, resulting in two distinct types of HVMA. The two HVMA types were evaluated at various dosages using a dynamic shear rheometer (DSR), bending beam rheometer (BBR), fluorescence microscope (FM), and Fourier infrared spectroscopy (FT-IR) tests. These tests provided both macroscopic and microscopic insights into their properties. The findings indicated that both PPA and NA–RA modify the asphalt’s internal structure, enhancing its temperature resistance. PPA primarily improved high-temperature performance, while NA–RA enhanced low-temperature properties. Specifically, both modifiers improved rutting resistance, with higher dosages leading to further enhancements. However, excessive use of additives could reduce the cracking resistance. NA–RA at a 4% dosage provided the best low-temperature improvement. PPA and NA–RA also improved SBS dispersion and distribution, enhancing the asphalt’s morphology. NA–RA can form a finer flocculated structure within the asphalt. These structures enhanced compatibility more effectively than those formed by PPA. FT-IR analysis showed that PPA induced both physical and chemical changes in asphalt. By contrast, NA–RA caused only physical modifications with no new chemical peaks. The one-way ANOVA results indicated that both the type and dosage of additives significantly affected HVMA performance. These findings offer theoretical support and practical guidance for applying HVMA.]]></description>
      <pubDate>Tue, 17 Mar 2026 16:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632944</guid>
    </item>
    <item>
      <title>Application of pre-treated incineration fly ash (PIFA) in cement-stabilised macadam material: mechanism, mechanical and environmental considerations</title>
      <link>https://trid.trb.org/View/2618016</link>
      <description><![CDATA[This study comprehensively explored the feasibility of applying PIFA in roadbases from both technological and environmental perspectives. Firstly, by conducting macro-mechanical property tests and microscopic characterisations, it delved into the synergistic hydration behaviour of the cement-PIFA composite system, aiming to clarify the mechanism of how PIFA affects the strength development of cement-stabilised macadam. Then, the leaching toxicity of heavy metals in the whole life cycle of cement-stabilised macadam containing PIFA was simulated under unfavourable conditions such as crushing and acid rain. Meanwhile, water stability and frost resistance were also analysed. Results indicated that within a reasonable dosage range, PIFA could enhance the macro-mechanical properties, yet excessive dosage would have the opposite effect. The leaching concentration of heavy metals was far below the limit, making PIFA a feasible road-building alternative when used rationally.]]></description>
      <pubDate>Mon, 09 Feb 2026 13:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618016</guid>
    </item>
    <item>
      <title>Assessing the potential of policies targeting air-to-rail modal substitution : an explorative analysis</title>
      <link>https://trid.trb.org/View/2666505</link>
      <description><![CDATA[The growing environmental concerns and the present constraints of technological development drive the search for alternative solutions to decarbonise aviation. In particular, rail is widely recognised as a potential substitute for short-haul flights (SHF), enabling considerable savings in CO2-equivalent (CO2 e) emissions while offering comparable travel times and level of service. As the pace of modal substitution from air to rail in Europe remains below expectations, policies to further stimulate this process are increasingly being explored. Thus, this thesis investigates the potential of two such strategies SHF bans and air-rail integration through two papers based on air supply and demand data, travel times of available rail alternatives, and current capacity utilisation on the Swedish rail network. Paper I serves as a stress test for SHF bans, often regarded as a low-hanging fruit for reducing transport emissions due to their relative ease of implementation. The analysis of trade-offs between rail travel time thresholds and CO2 e savings reveals that their attractiveness diminishes rapidly as the policy scope expands to include a larger number of flight cancellations, precisely where the environmental benefits would be most significant. Paper II explores the substitution potential driven by air-rail integration across Europe, proposing a simple and interpretable indicator. The indicator reveals that this potential is highly concentrated along a limited number of key routes and major hubs, indicating that targeted interventions, such as expanding the supply of non-stop high-speed rail services between cities and airport stations on high-demand corridors, could effectively encourage modal shift from air to rail. However, the findings also highlight the limited scope of air-rail integration, constrained by the availability of rail infrastructure and services at many airports, as well as the relatively small share of routes and passengers affected.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666505</guid>
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