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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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    <item>
      <title>FHWA Computation Procedure for the Transportation Performance Management Bridge Condition Measures: Based on the Specifications for the National Bridge Inventory (SNBI)</title>
      <link>https://trid.trb.org/View/2694520</link>
      <description><![CDATA[This document presents the steps for Federal Highway Administration (FHWA) to compute bridge condition measures using the National Bridge Inventory (NBI) data based on the Specifications for the National Bridge Inventory (SNBI) for the purpose of determining: (1) the minimum bridge condition level for each State (23 Code of Federal Regulations (CFR) 490.411); and (2) whether or not a State Department of Transportation has made significant progress towards the achievement of its bridge condition targets (23 CFR 490.109).]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694520</guid>
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    <item>
      <title>FHWA Bridge Preservation Expert Task Group: Strategic Plan FY2025-FY2030</title>
      <link>https://trid.trb.org/View/2694519</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) Bridge Preservation Expert Task Group (BPETG) Strategic Plan identifies strategic goals, strategies, and actions in the area of highway bridge preservation by working collaboratively with Federal, State, and local agencies, industry, and academia. The Strategic Plan FY2025-2030 outlines three strategic goals to guide the BPETG’s work over this six-year period: Goal A - increase awareness and implementation of bridge preservation strategies nationwide; Goal B - foster research innovation and adoption of new technologies and materials to improve bridge preservation; and Goal C - manage risk and improve the resilience of bridges.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694519</guid>
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    <item>
      <title>Aviation Workforce: FAA Could Strengthen Regional Pilot Pipeline by Establishing Timelines for Training Initiatives</title>
      <link>https://trid.trb.org/View/2697840</link>
      <description><![CDATA[Commercial airline pilots, including regional airline pilots, play a crucial role in facilitating economic activity by ensuring safe and efficient air travel. As in many other highly specialized fields, becoming a commercial airline pilot takes years of training and experience. The Federal Aviation Administration (FAA) Reauthorization Act of 2024 includes a provision for the U.S. Government Accountability Office (GAO) to review the supply of regional airline pilots. This report examines (1) how pilot supply and other factors affected regional airline service during the post-pandemic recovery, according to selected stakeholders; and (2) what the available data and stakeholders indicate about the current and future supply of regional airline pilots. GAO analyzed FAA pilot certification data, Department of Transportation data on regional pilot employment, and data from the Air Line Pilots Association on hourly pay rates for first-year regional airline pilots. GAO interviewed FAA officials to obtain perspectives on pilot supply and agency actions. GAO also interviewed representatives from a nongeneralizable sample of 29 aviation stakeholders, such as network and regional airlines, collegiate aviation schools, and industry associations.]]></description>
      <pubDate>Tue, 05 May 2026 10:18:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697840</guid>
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    <item>
      <title>Offshore Wind Farm Development: Contractual Structures, Risk Allocation and Regulatory Challenges with a Focus on Croatia</title>
      <link>https://trid.trb.org/View/2698318</link>
      <description><![CDATA[Offshore wind farms combine engineering ingenuity with complex legal frameworks that must endure harsh marine conditions and intricate international contracts. They are built upon advanced technology, significant market potential, and precise legal regulation, spanning national laws and international standards. While countries like the UK, Denmark, Scotland, and Germany rapidly expand their offshore capacities, Croatia is just beginning to explore this renewable energy frontier. This article examines the contractual landscape for offshore wind farm construction, focusing on contract types, including EPC, turnkey, multi-contracting, and project contracts, as well as risk allocation strategies and the intersection of private contract law with public regulatory frameworks. Drafting of such contracts includes analysis of technical, market, and legal considerations relevant to offshore wind projects. Multi-contracting models dominate in this field, due to the high-risk nature of offshore developments, emphasizing meticulous risk allocation through negotiations concerning force majeure, interface risks, liability caps, and performance guarantees. The article recommends that Croatia establish a specialized offshore wind regulatory framework, adopting best practices from EU countries and standardized contract templates like the FIDIC model contracts. Clear regulatory structures and robust contract management are vital to attracting investment and ensuring successful offshore wind project implementation.]]></description>
      <pubDate>Tue, 05 May 2026 09:26:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698318</guid>
    </item>
    <item>
      <title>Fuzzy-topsis approach for contractor selection decision; a case of Ethiopia road projects</title>
      <link>https://trid.trb.org/View/2658015</link>
      <description><![CDATA[The success of construction projects relies heavily on selecting the right contractor, with many failures attributed to labor issues, financial constraints, poor workmanship, and management deficiencies. Recognizing the inadequacies of current contract awarding methods for Ethiopian road projects, this study employs the FUZZY TOPSIS approach using MATLAB software to aid in contractor selection. Through purposive sampling, mixed surveys, and primary and secondary data sources, primary data is collected via interviews, questionnaires, and case studies, complemented by secondary data obtained through document reviews. The study evaluates existing technical and financial evaluation methods, verifying contractor experience, licenses, finances, and bid price discounts. A comprehensive review of over 37 selection criteria, including inputs from the Ethiopian road authority, is conducted. Utilizing SPSS analysis, the study identifies the eight most critical factors for selecting ideal contractors. Finally, applying these findings to a case study, the study compares contractor selection using the Fuzzy TOPSIS model. The Ethiopian Road Authority seeks contractors with capabilities beyond price considerations, including management ability, quality assurance, and adherence to project schedules. By implementing this data-driven approach effectively, improvements in project outcomes such as timeliness, budget adherence, and overall quality are anticipated.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658015</guid>
    </item>
    <item>
      <title>Coordination of Highway Safety Improvement Program and Highway Safety Office Activities</title>
      <link>https://trid.trb.org/View/2694541</link>
      <description><![CDATA[This report presents the state of practice of state departments of transportation (DOTs) on how they organize, manage, and align their Highway Safety Improvement Programs (HSIPs) and Highway Safety Offices (HSOs). The synthesis includes information on how state DOTs coordinate these functions through shared planning, data exchange, performance measures, and reporting processes. The synthesis also documents coordination practices related to funding, safety program implementation, public participation and engagement efforts, and the use of data tools and dashboards. Under NCHRP Project 20-05/Topic 56-19, “Practices on Coordination of HSIP and Highway Safety Office Activities,” the University of Missouri was asked to synthesize information to document current practices, challenges, and opportunities for improving coordination between HSIP and HSO management, practices, and associated funding. Information used in this study was attained through a literature review, a survey of state DOTs, and interviews to develop in-depth case examples. Chapter 4 provides six case examples that highlight how the interviewed state DOTs coordinate HSIP and HSO activities through shared performance measures, safety planning, crash data management, funding practices, and organizational structures, as well as challenges related to staffing, communication, and administrative processes.]]></description>
      <pubDate>Sun, 26 Apr 2026 17:37:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694541</guid>
    </item>
    <item>
      <title>Cost–Consequence Predictive Models for Hazardous Liquid and Gas Transmission-Gathering Corroded Pipelines</title>
      <link>https://trid.trb.org/View/2646048</link>
      <description><![CDATA[In the United States, over 4.8 million km (3 million miles) of pipelines form a critical network in transportation of oil and gas. The failure of these pipelines can result in severe environmental, economic, and community consequences. Quantifying these consequences is of importance for effective risk management and maintenance planning of oil and gas pipelines. This study utilizes incident data reported by the US Pipeline and Hazardous Materials Safety Administration (PHMSA) to develop predictive models for financial consequences of failures in hazardous liquid (HL) and gas transmission-gathering (GTG) pipelines due to corrosion. Multivariable regression with all-possible-subset model selection and symbolic multigene regression (SMGR) based on genetic programming (GP) are employed to develop prediction models, using pipeline and incident features as independent variables. The models developed based on regression and GP are compared in terms of model complexity and prediction performance. The sensitivity analysis shows the impact of key features on the consequence prediction, and the findings also highlight the discrepancies between financial consequences used in the literature and the failure costs predicted by data-driven models proposed in this model. Additionally, the impact of variation in the cost consequence of pipelines failures on total expected life-cycle cost and optimal maintenance planning of pipelines is shown through a case study.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646048</guid>
    </item>
    <item>
      <title>Airport Financial Reporting: FAA Should Implement Controls to Improve Data Quality</title>
      <link>https://trid.trb.org/View/2692317</link>
      <description><![CDATA[Each year, approximately 500 commercial service airports must submit their financial data to the Federal Aviation Administration (FAA), within the Department of Transportation. These reporting requirements were enacted in 1994 to enable FAA to evaluate airports’ compliance with revenue-use requirements and inform the public on how airports collect and spend funds, according to FAA. These airports are generally publicly owned and rely on a mix of revenue sources, such as airline payments, parking revenue, and federal grants. The FAA Reauthorization Act of 2024 includes a provision for the U.S. Government Accountability Office (GAO) to review airport financial reporting. This report examines (1) how FAA and stakeholders have used Certification Activity Tracking System (CATS) data; (2) the extent to which CATS data are complete, timely, and accurate; and (3) the extent to which FAA has taken actions to improve CATS data quality and communicated any data limitations to users. GAO reviewed CATS data for fiscal years 2019 through 2023; FAA guidance; and publications that cited CATS, identified through a literature search. GAO interviewed officials from FAA headquarters and nine regions; 12 industry stakeholders and researchers; and officials from 10 airports, selected at random but to reflect a range of sizes and regions. GAO also compared CATS data quality policies with federal data standards.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692317</guid>
    </item>
    <item>
      <title>Idaho Truck Parking Research Project</title>
      <link>https://trid.trb.org/View/2693717</link>
      <description><![CDATA[Truck parking issues stem from the lack of available designated parking at convenient locations, and Federal Hours of Service (HOS) regulations of the Federal Motor Carrier Safety Administration (FMCSA) that require drivers to rest at specific intervals. Truck parking capacity has not kept up with the demand, leaving truck drivers with few options at the end of their shift or while waiting for pick-up and delivery windows. The Idaho Transportation Department (ITD) Truck Parking Research Project aims to inform the Statewide Freight Plan and provide solutions and recommendations to solve current and future truck parking demands to support freight movement and Idaho’s overall economy. This report studies the truck parking challenges and requirements and reviews similar truck studies in other states and presents findings from interviews with the Freight Advisory Committee, the Trucking Advisory Committee, and other trucking stakeholders on specific truck parking hot spots and general systemic challenges throughout the state. Public and private truck parking locations and capacity are analyzed with the development of a comprehensive Idaho truck parking database which is used to assesses truck parking demand using truck probe GPS data from the American Transportation Research Institute (ATRI). Finally, the needs for truck parking facilities based on current utilization, current and future unmet demand, and operational and policy needs are presented along with truck parking investment recommendations.]]></description>
      <pubDate>Fri, 17 Apr 2026 11:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693717</guid>
    </item>
    <item>
      <title>Assessing the vulnerability of U.S. energy infrastructure to dual source flood hazards: A spatial and population exposure analysis</title>
      <link>https://trid.trb.org/View/2657282</link>
      <description><![CDATA[Flood risk to U.S. energy infrastructure (EI) is shaped by both inland and coastal processes, yet most national assessments rely on a single hazard dataset. To address this limitation, we combine FEMA Special Flood Hazard Areas (SFHA; 1% annual chance) with NOAA's coastal composite (storm surge, high-tide flooding, sea-level rise, and related layers) to develop a unified view of exposure. Using a national EI inventory (n = 21,988), we conduct spatial overlays, county-level Getis-Ord Gi* clustering, subtype analyses, and a 5-mile population proximity assessment. Nationwide, 3174 facilities (14.4%) are classified as flood-exposed in the combined dataset, compared with 9.2% when using FEMA alone and 9.5% when using NOAA alone; 925 facilities (4.2%) are exposed in both, while FEMA-only (1096) and NOAA-only (1153) contribute roughly equally. Exposure varies by sector, with petrochemical and petroleum facilities exhibiting the highest rates. Subtypes such as petroleum ports, LNG terminals, and hydropower plants stand out as particularly exposed. Within NOAA's footprint, agreement between sources is high (87.8%), but NOAA-only facilities far exceed FEMA-only facilities, highlighting additional coastal exposure beyond regulatory SFHAs. Hotspot analysis reveals complementary geographies: NOAA emphasizes a continuous coastal belt (TX–LA Gulf, Florida, Mid-Atlantic, NY–NJ harbor, Puget Sound), while FEMA emphasizes inland regions along the Mississippi and Ohio–Tennessee corridors. Population exposure is substantial, with over 52 million people living within 5 miles of FEMA SFHA electric power facilities and 37 million near petroleum assets, underscoring the societal stakes of infrastructure disruption. To our knowledge, this is the first national-scale study to integrate FEMA and NOAA hazard datasets for EI exposure, providing a more comprehensive basis for resilience planning and focusing attention on the sectors and communities at most significant risk.]]></description>
      <pubDate>Mon, 13 Apr 2026 09:40:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657282</guid>
    </item>
    <item>
      <title>A Comparative Safety Performance Evaluation of Automated Driving Systems and Advanced Driver Assistance Systems</title>
      <link>https://trid.trb.org/View/2655531</link>
      <description><![CDATA[Vehicles with automated driving systems (ADS) and those with advanced driver assistance systems (Level 2 ADAS) operate in various locations in the US. The Federal Highway Administration (FHWA) has collected crash data for ADS and Level 2 ADAS–equipped vehicles. Understanding the safety benefits of these highly automated vehicles would provide the FHWA insights and guidance on improving their safety. Thus, this study applied Bayesian networks to evaluate the severity of ADS and Level 2 ADAS–involved crashes. Specifically, the study intends to determine the safety benefits of ADS over Level 2 ADAS in various traffic and roadway conditions. Two models focused on different categories of injury severity scale (KABCO) were developed. Results indicated that, overall, ADS-involved crashes are relatively less severe compared with Level 2 ADAS–involved crashes. On average, the probability of KA and KABC crashes is about 12% and 11% lower for ADS-equipped vehicles than Level 2 ADAS–equipped vehicles. The safety assessment across various roadway facilities, traffic conditions, and environmental factors showed relatively similar performance of ADS and Level 2 ADAS for KABC and KA crashes. Higher safety benefits of ADS-equipped vehicles were observed at low-speed limit roadways, clear weather, and intersections, among others. On the other hand, the safety performance of ADS-equipped vehicles deteriorates on the freeway, especially at 96 km/h (60  mi/h) and above. Overall, the findings suggest that most cases of ADS-equipped vehicle crashes are relatively less severe. These findings may be crucial to safety practitioners and planners focusing on deploying ADS-equipped vehicles on their roadway networks.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655531</guid>
    </item>
    <item>
      <title>Determinants of Financial Performance in European Air Navigation Service Providers</title>
      <link>https://trid.trb.org/View/2625253</link>
      <description><![CDATA[Air navigation service providers (ANSPs) increasingly aim to operate in a more autonomous and financially self-sufficient structure without compromising safety. To support this transition, many ANSPs have been corporatized, while others have started sharing their operational and financial performance to promote transparency and accountability. Given that ANSPs operate as critical infrastructure providers within a highly regulated environment, their financial health directly affects service continuity, investment capacity, and resilience during crises such as the COVID-19 pandemic. Understanding the determinants of financial performance is therefore essential for both policymakers and industry stakeholders seeking to balance efficiency, safety, and long-term sustainability. While many ANSOs in Europe have undergone corporatization in recent decades, the evidence on whether such reforms consistently improve financial outcomes remains mixed. Some operate as corporatized entities with varying degrees of private sector participation, whereas others remain state agencies or departments. These institutional differences, together with firm-level factors such as size, capital structure, and asset composition, may shape financial performance. This Technical Note analyzes the determinants of financial performance among 36 Europe ANSPs over the period 2017-2022, with particular attention to the role of corporatization, leverage, and external shocks such as the COVID-19 pandemic.]]></description>
      <pubDate>Tue, 31 Mar 2026 10:13:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625253</guid>
    </item>
    <item>
      <title>U.S. Army Corps of Engineers: Continued Use of Other Transaction Agreements for Civil Works Research and Prototypes</title>
      <link>https://trid.trb.org/View/2683043</link>
      <description><![CDATA[As part of the Department of Defense (DOD), the U.S. Army Corps of Engineers operates, maintains, and manages the nation’s estimated $200 billion water resources infrastructure portfolio. This portfolio encompasses 12 million acres of land and water, including 400 miles of shoreline, 700 dams, and 13,000 miles of levees. The infrastructure is found throughout the U.S.—along the Mississippi River and Great Lakes, as well as on the East, West, and Gulf Coasts. The Water Resources Development Act of 2018, as amended (the 2022 act) (Pub. L. No. 117-263, § 8160(a), 136 Stat. 2395, 3741-44, (codified at 33 U.S.C. § 2313(c)) granted the Corps authority to use what are known as “other transaction” (OT) agreements to carry out prototype projects and follow-on production contracts or transactions to support the basic, applied, and advanced research activities of its civilian civil works missions and authorities. These efforts can aid the Corps’s management of its water resources infrastructure by, for example, helping to mitigate the risks posed by natural disasters and severe weather. The 2022 act also includes a provision for the U.S. Government Accountability Office (GAO) to report annually on the Corps’s use of other transaction authority for its civil works missions (33 U.S.C. § 2313(c)(7)(E)). This is the third annual report and updates the status of the Corps's use of OT agreements since GAO's December 2024 report.]]></description>
      <pubDate>Tue, 31 Mar 2026 10:12:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683043</guid>
    </item>
    <item>
      <title>Methodology &amp; Procedure of Extension of Time on Engineering Procurement Construction Mode Projects</title>
      <link>https://trid.trb.org/View/2678102</link>
      <description><![CDATA[Extension of Time (EoT) assessment in Engineering, Procurement and Construction (EPC) highway projects requires systematic evaluation of contractual entitlement, factual evidenc. Under the Ministry of Road Transport & Highways (MoRTH) framework, delays arising from Right of Way (RoW), utility shifting, adverse weather, and socio-political disruptions must be examined strictly in accordance with the EPC Agreement.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678102</guid>
    </item>
    <item>
      <title>Determinants of vessels’ fixtures allocation over contracts of different duration and global economic uncertainty</title>
      <link>https://trid.trb.org/View/2676088</link>
      <description><![CDATA[This paper proposes a methodological framework to investigate the decision of economic agents to allocate vessel fixtures between ‘short,’ ‘medium,’ and ‘longer-term’ contracts and reveal the economic forces that drive decisions and the risk preferences of the participants in these markets. A unique database of individual vessel fixtures in the dry-bulk sector of the maritime industry is utilized. Application of the methodology to the data shows that relative freight rates of ‘short,’ ‘medium,’ and ‘longer-term’ contracts and the global ‘economic sentiment’ are the driving forces in the choice of the vessel fixture duration. An economic uncertainty index is introduced for the first time, which is able to capture the global ‘economic sentiment’ in the markets. This is found significant in driving decisions in this international industry, which is affected by global geoeconomic and political events. Specifically, it is shown that periods of high economic risk lead dry-bulk market participants to opt for relatively shorter, over longer-term, vessel fixtures.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676088</guid>
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