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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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      <title>Enhancing maritime port facility security exercises “tabletop” through integrated virtual reality game-based simulator and artificial intelligence: ISPS code implementation</title>
      <link>https://trid.trb.org/View/2681164</link>
      <description><![CDATA[Maritime security training under the International Ship and Port Facility Security (ISPS) Code predominantly relies on traditional tabletop security exercises, which are limited in realism, performance measurement, and consistent assessment of trainees across cognitive, affective, and psychomotor domains. This limitation results in a persistent gap in preparing port facility security teams (PFSTs), shipboard personnel, and decision-makers for complex, high-pressure security incidents. The present study addresses this gap by proposing and evaluating an integrated training approach that combines a Virtual Reality Game-Based Maritime Security Simulator (VR-GMSS) with artificial intelligence (AI)-driven performance assessment tools. The methodology employs a descriptive, analytical, and scenario-based security exercise that replicates dynamic threats, facilitates real-time interaction, and enables objective competency assessment through virtual reality head-mounted devices (VRHMDs) and artificial intelligence recognition technologies (ART). Findings demonstrate that the integration of VR and AI enhances realism, improves stakeholder coordination, enables quantifiable performance evaluation, and strengthens preparedness relative to conventional discussion-based methods. The study concludes that VR-GMSS integrated with AI provides a scalable and effective alternative for advancing maritime security education and training (MSET) in accordance with international Maritime Education and Training (MET) and ISPS Code standards.]]></description>
      <pubDate>Thu, 18 Jun 2026 08:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681164</guid>
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    <item>
      <title>Sensitivity Analysis of Machine Learning-Based Models for the Prediction of Temporal Distribution of Traffic Demand: A Case Study from Adelaide, Australia</title>
      <link>https://trid.trb.org/View/2659328</link>
      <description><![CDATA[The application of machine learning (ML) models has gained substantial popularity in recent years, extending across diverse industries and areas of practice. Within transport and traffic modelling and analysis, the strong predictive power of ML-based models presents a compelling alternative to traditional prediction and forecasting approaches. This paper explores insights obtained from interpreting ML-based predictive models for the temporal distribution of origin-destination (OD) traffic demand, utilising the methods of Feature Importance and Partial Dependence Plot (PDP) with data from the Adelaide metropolitan area. Findings reveal that while ML-based predictions may not possess the intuitive clarity of conventional approaches (e.g., theory-driven choice modelling), applying robust interpretation methods yields valuable insights that traditional techniques may fail to uncover.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659328</guid>
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    <item>
      <title>Study of Urban Vehicular Traffic in Adelaide Metropolitan Area: A Spatiotemporal Analysis for a Clearer Definition of Peak Periods, Peak Hours, and Nominal Peak Hours</title>
      <link>https://trid.trb.org/View/2394769</link>
      <description><![CDATA[‘Traffic peak hour’ is an arguably unclear yet widely used concept in urban transport studies. It is common to see the term ‘peak hour’ used interchangeably with ‘peak period’. However a clear definition is necessary to undertake quantitative and analytical assessments. Spatial variation in peak hour across larger size study areas adds to the complexity. This study considers the spatial distribution of traffic peak hours across the Adelaide metropolitan area which leads to deriving the nominal traffic peak hours. A simplified version of a methodology commonly used in travel demand models to determine peak hour volumes is replicated in this study. Comparisons are made between observed and estimated values. These comparisons coupled with the definition of nominal peak hour are used to reinforce the argument for the need for future forecast demand adjustment. Observed site-specific peak hour volumes are recommended to inform such adjustments in forecast traffic volumes.]]></description>
      <pubDate>Fri, 18 Oct 2024 13:43:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2394769</guid>
    </item>
    <item>
      <title>Exploring food shopping behaviours in 20-minute neighbourhoods: A cross-sectional analysis of ProjectPLAN</title>
      <link>https://trid.trb.org/View/2417563</link>
      <description><![CDATA[Cities worldwide have adopted the ‘20-minute neighborhood’ concept to promote local healthy living through the provision of everyday services close to home. However, evidence on their impact beyond active travel is lacking. This study investigates whether 20-minute neighborhoods shape people’s interactions with food stores. Data were from 769 participants from the 2018-2019 Places and Locations for Activity and Nutrition study (ProjectPLAN) conducted in Melbourne and Adelaide, Australia. Outcomes were distance from home to different food stores, frequency of store visits, transport mode to food stores, and reasons for shopping at primary food store. Comparisons were made between those in 20-minute neighborhoods and non-20-minute neighborhoods. Visited stores were closer to home for those in 20-minute neighborhoods. Residents of 20-minute neighborhoods more frequently visited an additional fruit and vegetable outlet than those of non-20-minute neighborhoods. While car travel prevailed across neighborhood types, walking to food stores was more common in 20-minute neighborhoods. Differences were observed in reasons for shopping at primary food store between residents of 20-minute neighborhoods and non-20-minute neighborhoods. This study suggests 20-minute neighborhoods offer opportunities for greater engagement with local food stores. Whilst walking to stores is more common in 20-minute neighborhoods, car use remains a dominant travel mode.]]></description>
      <pubDate>Mon, 14 Oct 2024 09:01:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2417563</guid>
    </item>
    <item>
      <title>Measuring access distance and geographic catchment areas for the bus rapid transit interchange from a longitudinal survey</title>
      <link>https://trid.trb.org/View/2353942</link>
      <description><![CDATA[Many developed countries have adopted the 400 m (0.25 mile) and 800 m (0.5 mile) distances, respectively, as planning goals (walking) for bus and rail transit stop catchment areas. Planners, transit agencies and researchers use these transit catchment area criteria to prescribe regulations or formulate policies. Even though these distances may vary depending on the location and study purpose, they are good starting points for developing transit-related policies. However, no standards exist for gauging high-frequency bus or rail interchange geographic catchment areas where many car ‘(‘park-and-ride) users and feeder bus users board the transit. A case study of the bus rapid transit interchange on the Adelaide O-Bahn BRT was used to define the geographic catchment areas. This study surveyed bus rapid transit interchange users over three years (2019, 2020 and 2021) and reported key findings relating to the catchment area and feeder bus proximity issues. Responses highlighted two intriguing findings. First, park-and-ride users and feeder bus users travel significant distances to reach bus rapid transit interchanges when compared with traditional transit stop users who access transit buses and rail on foot, i.e., longitudinal data analysis showed that ‘park-and-'ride’ users travelled as far as 3.7 km to reach the interchange and the feeder bus catchment area ranged from 3.8 to 4.0 km. Second, providing feeder bus route coverage alone cannot increase the patronage levels for connecting the interchange. Although the catchment area extent did not change over these years, the similarity location analysis demonstrated a 30 % difference in the ‘origin-'destination’ pattern change during the pandemic. This research is significant since no previous longitudinal studies have determined the ‘origin-destination’ pattern for accessing a PT interchange.]]></description>
      <pubDate>Mon, 15 Apr 2024 17:05:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2353942</guid>
    </item>
    <item>
      <title>A flexible and scalable single-level framework for OD matrix inference using IoT data</title>
      <link>https://trid.trb.org/View/2214251</link>
      <description><![CDATA[This study proposes a flexible and scalable single-level framework for origin–destination matrix (ODM) inference using data from IoT (Internet of Things) and other sources. The framework allows the analyst to integrate information from multiple data sources, while controlling for differences in data quality across sources. The authors assess the effectiveness of the framework through a real-world experiment in Greater Adelaide (GA), Australia. The authors infer car OD flows within the region using four separate data sources: site-level traffic counts from loop detectors, vehicle trajectories recorded by roadside Bluetooth sensors, partial OD flows based on data from in to vehicle navigation systems, and journey-to-work OD data collected by the Australian Census. The authors compare their OD inferences with those from the current version of the Strategic Adelaide Model (SAM), calibrated using data from traditional household travel surveys. The authors find remarkable consistency between their inferences and those from SAM, despite differences in input data and methodologies. For example, for the morning peak period, the authors predict the total number of trips made within GA to be equal to 556,000, while the corresponding prediction from SAM is equal to 484,000. The two predictions are within 15 per cent of each other. When the authors compare the spatial distribution of trips, in terms of origins and destinations, the authors find that their inferred OD matrix has an 86 per cent cosine similarity to the corresponding SAM matrix. Travel time predictions based on the authors' OD inferences correspond closely to those predicted by the Google Directions API, lending further confidence in their inferences. In summary, the authors' results show that the proposed framework can produce highly comparable ODM, trip production and trip attraction patterns to those inferred from traditional household travel survey-based transportation demand modelling methods.]]></description>
      <pubDate>Wed, 20 Dec 2023 15:43:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2214251</guid>
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    <item>
      <title>Effect of material hydraulic properties on temporal moisture variations and performance of unbound pavements with sprayed seals</title>
      <link>https://trid.trb.org/View/2224369</link>
      <description><![CDATA[Moisture is widely recognised as a primary factor responsible for road failures. In particular, unbound pavements with sprayed seals, a common type of flexible pavement used in Australia and New Zealand are highly susceptible to moisture-related performance losses. The wearing course of these pavements, i.e. the sprayed seals, is moderately permeable, which allows for moisture exchange between the environment and the pavement structure throughout its service life. As a result, the moisture content of pavement layers varies according to the prevailing climate, which could cause noticeable performance reductions.This study extensively investigates the moisture variations in pavement layers of unbound pavements with sprayed seals during the service life due to the variations of ambient climatic conditions. The moisture variations in 18 different typical sprayed sealed pavements were numerically simulated for 10-year climates of Melbourne and Adelaide. Both the degree of saturation (Sr) and suction (s) variations were simulated for a number of practical scenarios. The results indicated that the pavement layers reach an equilibrium condition within less than 6 months under the climates considered. A series of sensitivity analyses were performed to evaluate the effect of hydraulic properties of seal, unbound granular material (UGM), subgrade and effect of water table depth on the moisture variations of pavement layers. The parametric analysis revealed that relatively permeable seals facilitate significant wetting of the UGM layer and substantial drying due to variations in prevailing climatic conditions. Moreover, this study identified primary influencing factors that determine the equilibrium state and the temporal moisture variations of the pavement layers. The effect of water table depth is evaluated for different subgrade conditions. A pavement performance evaluation conducted following the effective stress concept, the factor Sr.s is presented in this study. Overall, the results highlight the importance of considering temporal moisture variations in the design stage to improve pavement performance.]]></description>
      <pubDate>Mon, 28 Aug 2023 09:34:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2224369</guid>
    </item>
    <item>
      <title>Liveability transitioning: Results of a pilot study of walking, accessibility, and social connection strengths weaknesses in established suburbs in Adelaide</title>
      <link>https://trid.trb.org/View/2167165</link>
      <description><![CDATA[Population health is profoundly affected by the livability of the urban environments where people live. In Australia today most people live in suburbs which fall well short of the form and function required for livability, which is adversely affecting population health and health equity. The authors produced the Healthy Urban Neighborhood Transition Tool (HUNTT) to analyze the existing livability strengths and weaknesses of neighborhoods with the objective of assessing their potential for, and pathways required, for a livability transition. This paper presents a summary of the findings of the application of the HUNTT in 22 suburbs of Adelaide, South Australia, looking at the livability determinant of walkability. The study showed that there were walkability strengths and weaknesses in all surveyed suburbs, and weaknesses tended to proliferate more in middle and all outer suburbs and those with lower median incomes. It also showed that a walkability transition is possible in all the suburbs surveyed. However, it would require coordination between multiple stakeholders, government regulatory changes and intervention, and significant public funding.]]></description>
      <pubDate>Thu, 22 Jun 2023 10:10:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2167165</guid>
    </item>
    <item>
      <title>Post COVID-19 Transformation in the Frequency and Location of Traffic Crashes Involving Older Adults</title>
      <link>https://trid.trb.org/View/2167178</link>
      <description><![CDATA[Although numerous studies have been conducted to discover the spatial patterns of road crashes, relatively few have focused on the patterns of road crashes suffered by socially disadvantaged groups, while simultaneously accounting for urban environmental features. This study used advanced econometric (negative binomial regression) and spatial (geographically weighted Poisson regression) approaches to capture latent geographical diversity in crash patterns. The police-reported crash data for the over-65 population in metropolitan Adelaide, Australia, were investigated for two periods: before and after COVID-19. Using both spatial and nonspatial models, the effects of land use mix, population density, road network design, distance to the central business district, and accessibility of public transit on crash frequency, and location at the neighborhood level were investigated. The findings revealed that, in addition to sociodemographic factors, the aforementioned components had nonlinear effects in varied geographical contexts. Although the number of crashes fell by 20% during the periods studied, the fundamental reasons for such incidents did not change. The results of the study could assist academics and policy makers in Australia to better understand the multidimensional implications of the built environment on the road safety of the elderly—a vulnerable group in society who were disproportionately affected by the global pandemic. The hybrid technique presented in this research has the potential to be useful in other scenarios experiencing varying crash patterns.]]></description>
      <pubDate>Sun, 07 May 2023 17:54:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2167178</guid>
    </item>
    <item>
      <title>Road crashes in Adelaide metropolitan region, the consequences of COVID-19</title>
      <link>https://trid.trb.org/View/2112084</link>
      <description><![CDATA[Many countries instituted lockdown rules as the COVID-19 epidemic progressed, however, the effects of COVID-19 on transportation safety vary widely across countries and regions. In several situations, it has been shown that although the COVID-19 closure has decreased average traffic flow, it has also led to an increase in speeding, which will indeed increase the severity of crashes and the number of fatalities and serious injuries. At the local level, Generalized Linear Mixed (GLM) modelling is used to look at how often road accidents changed in the Adelaide metropolitan area before and after the COVID-19 pandemic. The Geographically Weighted Poisson Regression (GWPR) is also used to explore how the association between the number of crashes and the factors that explain them varies across census blocks. Using both no-spatial and spatial models, the effects of urban structure elements like land use mix, road network design, distance to CBD, and proximity to public transit on the frequency of crashes at the local level were studied. This research showed that lockdown orders led to a mild reduction (approximately 7%) in crash frequency. However, this decrease, which has occurred mostly during the first three months of the lockdown, has not systematically alleviated traffic safety risks in the Greater Adelaide Metropolitan Area. Crash hotspots shifted from areas adjacent to workplaces and education centers to green spaces and city fringes, while crash incidence periods switched from weekdays to weekends and winter to summer. The outcomes of this research provided insights into the impact of shifting driving behavior on safety during disorderly catastrophes such as COVID-19. The COVID-19 crisis in Australia increased unemployment and remote work, hence decreasing the crash rate. For example, one of the findings of this study is that promoting work/education from home could be a sustainable policy for reducing traffic accidents, especially in industrial and employment clusters.]]></description>
      <pubDate>Thu, 23 Feb 2023 09:17:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2112084</guid>
    </item>
    <item>
      <title>Geothermal Pavements: An Experimental and Numerical Study on Thermal Performance</title>
      <link>https://trid.trb.org/View/1974651</link>
      <description><![CDATA[One of the greatest challenges society faces today is the provision of clean and renewable energy to both meet the over-growing energy demand and reduce our carbon footprint. Ground source heat pump (GSHP) systems can efficiently heat and cool buildings using shallow geothermal energy and can therefore contribute towards the above goals. Significant attention has been given to energy geo-structures in the last few years, that is, using subsurface structures to exchange heat with the ground. Thus, these geo-structures provide structural support and thermal energy. The majority of literature relating to energy geo-structures focuses on piles, but only limited research exists on geothermal pavements. This work developed a detailed 3D finite element (FE) model to explore the thermal performance of geothermal pavement systems. This 3D FE model has been successfully validated against a full-scale experimental test undertaken in Adelaide, South Australia. The validated model is then used to evaluate the long-term performance of geothermal pavement systems under both a traditional system configuration and as a hybrid system configuration. The performance of the geothermal pavement system is analysed under three thermal loading cases including balanced, heating dominated and, cooling dominated cases, showing the potential and identifying possible limitations for geothermal pavements.]]></description>
      <pubDate>Wed, 22 Feb 2023 09:57:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1974651</guid>
    </item>
    <item>
      <title>Numerical investigation of geothermal pavements: design optimisation &amp; boundary conditions</title>
      <link>https://trid.trb.org/View/2011590</link>
      <description><![CDATA[Geothermal pavements comprise a newfound type of thermal geo-structures, an innovation in pavement construction contributing to ground source heat pump (GSHP) systems, resulting in a better cost-efficiency compared to conventional GSHP systems. Ground heat exchangers are formed by embedding pipe into the pavement structure (e.g., base, sub-base or subgrades). Developing accurate models with appropriate boundary conditions is crucial to obtaining a deep understanding of the performance and function of geothermal pavement systems. This paper introduces an experimentally validated 3D finite element model (FEM) and compares the effect of surface boundary condition choices on the results of the simulation. The model uses two different approaches for boundary conditions: i) using ambient temperature and ii) implementing energy balance equations on the surface, as surface boundary conditions. The model is further utilised to perform a parametric study and the results are employed by a statistical tool (Minitab) to determine the optimum heat exchanger design for a geothermal pavement project in Adelaide, an Australian city subjected to temperate climate conditions and good solar irradiation throughout the year. Results show that the choice of both boundary conditions leads to similar fluid temperature trends, but with differences in values, particularly during the heating season, resulting in a reduced embedded pipe length of up to 30% and up to a 10 % better annual average coefficient of performance (COP(when using the energy balance equations on the surface. The parametric study shows that the system annual COP increases with the length of the pipe and spacing between the pipes, whilst the pipe depth placement is inversely proportional to the annual average COP given the advantages obtained during the heating season over the cooling season. Finally, considering the interaction effect between various parameters, a pipe heat exchanger with 400 m length, 0.76 m pipe spacing and 0.45 burial depth is evaluated as the best design to maximise COP for the case study at hand.]]></description>
      <pubDate>Thu, 17 Nov 2022 10:15:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2011590</guid>
    </item>
    <item>
      <title>Evaluating Convenience and Accessibility of Transit-Oriented Development (TOD) Neighbourhoods in Greater Adelaide</title>
      <link>https://trid.trb.org/View/1984216</link>
      <description><![CDATA[This study evaluated the convenience and accessibility of 10 transit-oriented development (TOD) neighbourhoods in Greater Adelaide, with convenience determined by points-of-interest (POI) data such as supplies of food, beverages and services. Railway-station accessibility mainly used the available geographic information system (GIS) data, covering areas such as road connectivity and available number of buses, within the TOD catchment (an 800m radius centred on a railway station). The entropy method was used to determine the weight of each indicator, and a coupling coordination degree model was used to evaluate the level of coordination of convenience and accessibility. The analysis of existing TODs demonstrated their advantages and disadvantages holistically and led to recommendations for improving convenience and accessibility.]]></description>
      <pubDate>Wed, 10 Aug 2022 16:40:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1984216</guid>
    </item>
    <item>
      <title>Do residents with a 20-min neighbourhood walk more? Findings from ProjectPLAN</title>
      <link>https://trid.trb.org/View/1995120</link>
      <description><![CDATA[The 20-min neighborhood (20 MN) concept aims to provide people the ability to meet their daily needs within a 20-min non-motorized trip from home. Evidence as to whether the 20 MN encourages more walking for transport or recreation is currently absent. This cross-sectional study used self-reported data from the Places and Locations for Activity and Nutrition study (ProjectPLAN) targeting adults (n = 843) residing in Melbourne or Adelaide, Australia. Multiple services and amenities were used to represent access to five service domains (healthy food, community resources, recreational resources, public open space, public transport). Address points meeting the access criteria for each of the five domains were defined as having a 20 MN. Non-20 MNs were defined as having five or fewer individual services and amenities. This study examined if those residing in a 20 MN compared with a non-20MN undertook more walking for transport or for recreation. The analysis considered separately each of the cities to support the estimation of effects specific to each local context. Respondents residing in a 20 MN relative to a non-20MN had higher odds of walking for transport in Melbourne (OR = 4.24, 95% CI = 2.38, 7.56), whilst in Adelaide there was no evidence of a difference (OR = 1.31, 95% CI = 0.80, 2.13). In Melbourne, the mean time spent walking for transport was greater for 20 MNs (82.5 min/week, 95% CI = 65.3, 99.7) compared to non-20MNs (41.2 min/week, 95% CI = 32.7, 49.7). Whilst minutes spent walking for recreation was higher than minutes spent walking for transport, no differences were found between neighborhood types and walking for recreation in either city. 20 MNs appeared to promote walking for transport in the higher density setting of Melbourne, but no association was observed in the lower density city of Adelaide. Further investigation is required to determine other factors beyond service provision that can promote walking for transport in Adelaide (e.g., pedestrian safety). Recreational walking did not differ across neighborhood types highlighting that service provision and thus the 20 MN is not related to walking for exercise/recreation purposes.]]></description>
      <pubDate>Wed, 10 Aug 2022 16:38:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1995120</guid>
    </item>
    <item>
      <title>A framework for the mitigation and adaptation from heat-related risks to infrastructure</title>
      <link>https://trid.trb.org/View/1925872</link>
      <description><![CDATA[The rising frequency of heat-related hazards as a result of climate change will increasingly affect heat-sensitive infrastructure assets. Recent studies quantify the heat-related risk to infrastructure, with some exploration of individual mitigation strategies, however missing in literature is an infrastructure sector-transferable and comprehensive framework for analysing future risk and performing evaluation of several options for risk reduction. This paper introduces a generic framework to: quantify heat-related risks to infrastructure assets in a transferable manner; assess the effects of future exogenous systems changes, and; evaluate several practical mitigation strategies. The framework is applied to the asphalt road network in Adelaide, Australia. This case study explores heat-related risk under present and future climate hazard and traffic stressor scenarios and critical evaluation of mitigation strategies. The strategies explored affect both hazard and vulnerability elements of risk, including: asphalt binder materials, reflectivity additives, and traffic volume, loading or speed management. Results indicate up to a 19% increase in risk from 2020 to 2090 as a result of climate change. Road replacement strategies are identified as most effective, reducing risk by up to 33% in 2090. The framework shows value in developing comprehensive and practical strategies for managing heat-sensitive infrastructure assets into the future.]]></description>
      <pubDate>Fri, 01 Apr 2022 08:58:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925872</guid>
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