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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>Where to open maritime containers?: A decision model at the interface of maritime and urban logistics</title>
      <link>https://trid.trb.org/View/1845461</link>
      <description><![CDATA[After an era of developing large-scale hinterland access for maritime containers by use of rail and inland waterways, research interest and practice has witnessed a slight shift towards port-centric logistics. The big question is where to open import containers and close and seal the ones for export goods. Is it better done in the port vicinity or should the maritime containers also be used for transport to and from the hinterland? In other words, where is the stuffing and stripping operations best located? Focusing on the import of goods loaded in maritime containers, this article provides a model for assessing the options of locating Distribution Centres (DCs) in the vicinity of the port or in the hinterland, or using a combination of the two. The model is illustrated by a case study of import through the Port of Gothenburg, Sweden, comparing a port-centric DC with a location in Falköping, 130 kms inland. Unless more than 85% of the shipments out of DCs are bound for Gothenburg and its vicinity, the assessment favours stripping the maritime containers in the DC in Falköping.]]></description>
      <pubDate>Tue, 08 Jun 2021 09:23:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845461</guid>
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    <item>
      <title>Drivers for migration of an intermodal network hub from a port to an inland terminal</title>
      <link>https://trid.trb.org/View/1770429</link>
      <description><![CDATA[This paper explores influences on a migration of hub status in an intermodal network from a port to an inland node by following the life cycle of an inland terminal development. The methodology is a longitudinal case study of the Swedish intermodal system over a period of 20 years, based on documentation, interviews and action research. The authors observe the changing roles of the Port of Gothenburg and the Falköping terminal at different time periods. These changes are then discussed and influences identified for this migration and new centralisation inland. The longitudinal approach allows a life cycle perspective which reveals the importance of initial public infrastructure development and then the operational importance of integration between shipper and intermodal transport and terminal provision in controlling the network. The integration of the inland terminal in regional logistics strategies was also found to be important in attracting port flows to be transported via the inland hub to be containerised.]]></description>
      <pubDate>Tue, 02 Mar 2021 13:36:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1770429</guid>
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    <item>
      <title>Port-related conflict at port of Gothenburg – consequences from a fashion retailer’s perspective</title>
      <link>https://trid.trb.org/View/1688717</link>
      <description><![CDATA[Previous research have distinguished the risks of supply chain disruptions and the negative effect of supply chain disruption on operational performance in terms of sales, costs and inventory. However, few researchers have studied supply chain risk management and strategies in relation to port conflicts. The 2016 port conflict at a major logistics port in Scandinavia, the Port of Gothenburg, posed an opportunity to study risk management and strategies in the context of major port disruptions, in this case, a labour conflict. The fashion retail industry was affected especially hard due to the short product life cycles and this paper, by means of case study method and analysis, investigates five cases in order to understand how they were affected and what mitigation strategies was used. Results illustrates that during the port conflict, the percentage of increase in logistics cost ranged between 15% and 70%, greatly affected by what mitigation strategy was used by the case company.]]></description>
      <pubDate>Mon, 13 Apr 2020 09:37:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1688717</guid>
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    <item>
      <title>The role of dry ports in solving seaport disruptions: A Swedish case study</title>
      <link>https://trid.trb.org/View/1648576</link>
      <description><![CDATA[This paper analyzes the effects on Swedish hinterland logistics of a port labor disruption that occurred in the Port of Gothenburg's container terminal in 2016–2017. Because of this dispute, several companies initiated mitigation strategies by moving their cargo by truck or rail in the area, thus utilizing the inherent advantages of hinterland locations and dry ports. Researching hinterland logistics in Sweden, this article conducts a case study on a dry port and the warehouse industry. The results show that the traffic share of inland terminals was higher during and soon after the conflict. Thus, this study suggests that dry ports are significant as potential solutions for this kind of disruption.]]></description>
      <pubDate>Wed, 23 Oct 2019 16:36:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1648576</guid>
    </item>
    <item>
      <title>Port-centric cities: The role of freight distribution in defining the port-city relationship</title>
      <link>https://trid.trb.org/View/1505018</link>
      <description><![CDATA[The goal of this paper is to explore the intersection between two streams of literature: port cities and port-centric logistics. While many ports have moved out of city locations, partly facilitated by intermodal corridors, some ports remain in city locations, many retaining a large share of distribution activity in or near the port. This paper will consider distribution challenges arising from the port-city dynamic in relation to the port-inland distribution axis, in particular the role of port and city planners and decision makers in managing this process. The case analysis is based on the Port of Gothenburg, the largest port in Scandinavia. Findings suggest that the majority of influencing factors are marginally in favour of siting distribution facilities inland rather than near the port, yet city planning and national sentiment continue to incentivise development near the port. There are two conclusions for the port-centric city. First, it needs to coordinate its logistics from a regional perspective, determine what activities belong near the port and not compete with inland locations for what is better located there. Second, port-centric logistics needs to be better aligned with an urban freight transport and city logistics perspective.]]></description>
      <pubDate>Thu, 29 Mar 2018 09:31:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505018</guid>
    </item>
    <item>
      <title>Greenhouse gas emissions from ships in ports – Case studies in four continents</title>
      <link>https://trid.trb.org/View/1473789</link>
      <description><![CDATA[Emissions of greenhouse gases (GHG) from the transport sector and how to reduce them are major challenges for policy makers. The purpose of this paper is to analyse the level of greenhouse gas (GHG) emissions from ships while in port based on annual data from Port of Gothenburg, Port of Long Beach, Port of Osaka and Sydney Ports. Port call statistics including International Maritime Organization (IMO) number, ship name, berth number and time spent at berth for each ship call, were provided by each participating port. The IMO numbers were used to match each port call to ship specifications from the IHS database Sea-web. All data were analysed with a model developed by the IVL Swedish Environmental Research Institute for the purpose of quantifying GHG emissions (as CO₂-equivalent) from ships in the port area. Emissions from five operational modes are summed in order to account for ship operations in the different traffic areas. The model estimates total GHG emissions of 150,000, 240,000, 97,000, and 95,000 tonnes CO₂ equivalents per year for Gothenburg, Long Beach, Osaka, and Sydney, respectively. Four important emission-reduction measures are discussed: reduced speed in fairway channels, on-shore power supply, reduced turnaround time at berth and alternative fuels. It is argued that the potential to reduce emissions in a port area depends on how often a ship revisits a port: there it in general is easier to implement measures for high-frequent liners. Ships that call 10 times or less contribute significantly to emissions in all ports.]]></description>
      <pubDate>Mon, 31 Jul 2017 16:54:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1473789</guid>
    </item>
    <item>
      <title>Developing a model for measuring the resilience of a port-hinterland container transportation network</title>
      <link>https://trid.trb.org/View/1440751</link>
      <description><![CDATA[The ongoing development of world trade has increased the demand for safe and resilient container transport. In this paper, the authors apply the concept of resilience to the context of a port-hinterland container transportation network. They first propose their definition of resilience within this context, and then build an integer programming model to obtain a quantitative measure of resilience from the perspective of shippers. The model is tested using a numerical simulation based on the specific case of Gothenburg Port and part of its hinterland. Finally, the validity and reliability of the model are tested.]]></description>
      <pubDate>Fri, 30 Dec 2016 16:32:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1440751</guid>
    </item>
    <item>
      <title>Sea Traffic Management – Beneficial for all Maritime Stakeholders</title>
      <link>https://trid.trb.org/View/1413869</link>
      <description><![CDATA[Sea Traffic Management is the idea of sharing information and collaborating to optimise the maritime transport chain while increasing safety and sustainability. The digital information on-board and on shore is abundant; however, the interconnection today is point-to-point and proprietary and stops the industry becoming more efficient. The authors will discuss how Sea Traffic Management will help the industry achieve improved predictability by introducing standards for key information and supplying an infrastructure for information exchange. This enables all actors involved in the transport to plan better and utilise their resources more efficiently. Shorter routes, just-in-time arrivals, shorter port calls are factors that will strengthen the competitiveness of the maritime sector. Improved situational awareness on the bridge and knowledge of planned routes will help optimised planning as well as reducing the number of incidents and accidents. The standard route exchange format submitted by the European Union (EU) financed Maritime Unmanned Navigation trhough Intelligence in Networks (MONALISA) 2.0 project partners in 2014 is included in the current edition of the IEC standard, which was launched in August 2015. Solutions using that standard will start realising the benefits already next year. The authors will describe an infrastructure, which could work in a centralised manner but also has the flexibility to be organised in a more federative manner, similar to how the maritime world works in many aspects. Some key components are: a unique identifier for each voyage; that the information publisher controls who can access the data; that updated information should be made available in real-time; and that subscription to updated data will be the main trigger for many systems and processes. The authors will also describe the outcomes of the test beds in the MONALISA 2.0 project – The Sound: how shore and vessel can interact better in order improve safety in dense traffic areas; Port of Gothenburg and Port of Valencia – how collaborative decision making can improve operations for all involved actors; European Maritime Simulator Network – how new solutions can be tested in complex traffic situations and areas with real people on a large number of bridges, without risk. How large of an impact will all this have on the maritime transport industry? Based on a study from Linköping University, the authors believe that the number €1 billion/year in Europe due to shorter routes is only the tip of the benefit iceberg. In the study ship operators and society split the benefit 50/50. Ship operators save on fuel and other cost, society saves on reduced emissions, and other actors associated to maritime operations benefit from a higher degree of infrastructural use. The authors will also present results from other business cases developed during 2015, in which the benefits of Sea Traffic Management are elaborated on main stakeholders.]]></description>
      <pubDate>Mon, 29 Aug 2016 11:08:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1413869</guid>
    </item>
    <item>
      <title>Seaport–inland port dyad dynamics: an investigation of service provisions and intermodal transportation linkages</title>
      <link>https://trid.trb.org/View/1374310</link>
      <description><![CDATA[This research investigates the operational and logistical dynamics of seaports and inland ports. Face–to–face semi–structure interviews were conducted on three seaport–inland port dyads that actively use intermodal transportation to move freight between the seaports and connected inland ports. The three dyads are the port of Virginia and Virginia Inland Port (VIP) in the USA, the Port of Sydney and Minto terminal in Australia, and the Port of Gothenburg and Hallsberg terminal in Sweden. Findings of this research provide essential understanding of the range of services provided at the three inland ports studied, offering a benchmark for ports around the world in devising their business portfolio.]]></description>
      <pubDate>Wed, 25 Nov 2015 09:14:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374310</guid>
    </item>
    <item>
      <title>Financial and environmental impacts of hypothetical Finnish dry port structure</title>
      <link>https://trid.trb.org/View/1123040</link>
      <description><![CDATA[One main theme of the European Union in transport policy statements has been the increased role of railways in the reducing environmental impacts and costs of transport activity. One option to increase the modal share of rail transport is to utilize the dry port concept, particularly applicable to general cargo. At the Port of Gothenburg (Sweden) use of this concept in combination with rail transport has led to a reduction of CO2 emissions, and lower transport energy costs. The main objective and motivation of this research work are to examine through analytical models, how this same dry port concept could be implemented in the Finnish transportation network, with estimates of the benefits being gained. The research method of this study is macro gravitational models of distribution. Main input data for the models are distances and population in the area. The approach aims to research, how relative transport costs behave by increasing the number of dry port distribution locations. For the actual computation work the authors apply linear integer programming. Based on the results, the authors argue that relative transport costs can decrease considerably by increasing the number of dry ports, up to the level of six locations. This is considerably less than what is the current situation in Sweden. The found solution also differs from Sweden as the fragmented Finnish seaport system enables using numerous seaports instead of one, which further decreases inland transportation distances and volumes considerably. At the same time forthcoming sulphur emission reduction regulation (for sea transports) might impact the transportation network structure by decreasing sea transport and the number of seaports used. This might lead to a further increase in land-based hinterland transport.]]></description>
      <pubDate>Fri, 16 Dec 2011 14:48:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1123040</guid>
    </item>
    <item>
      <title>The value of direct call services by container shipping lines in Northern Europe: support model for strategic scenario development and case study</title>
      <link>https://trid.trb.org/View/1118952</link>
      <description><![CDATA[This paper addresses the decision on which ports to service with direct calls by large vessels, and which ports to service by feeder vessels from (which) transhipment ports. This is a fundamental aspect of liner shipping services which impacts directly upon the cost of transporting intercontinental container flows. The authors develop a strategic support model for analysing the economic consequences of the alternative options for container service, as well as illustrate its use with an empirical case study of intercontinental container flows moving to and from the port of Gothenburg in Sweden. A range of hypothetical scenarios are tested which vary in terms of container volumes and number of operators involved in the shipping service. Given sufficient volumes, the authors deduce that a direct call system would be more cost-efficient than feeder-based services; particularly when maximum economies of scale can be reaped by a monopoly provider in a contestable market. Conclusions are made regarding the port of Gothenburg in terms of its competitiveness as a transhipment hub for container flows to and from the Baltic States and Russia. There are also positive economic ramifications for Sweden, in general; as well as greater scope for horizontal cooperation between shippers in Scandinavia and its export markets, in such a way that higher quality of service and lower prices with international carriers can be secured.]]></description>
      <pubDate>Fri, 21 Oct 2011 07:37:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1118952</guid>
    </item>
    <item>
      <title>Secure and Efficient Intermodal Transports – Port Pilot Project in the Port of Gothenburg, Sweden</title>
      <link>https://trid.trb.org/View/911743</link>
      <description><![CDATA[Increasing security in transports without negatively affecting the logistical flow makes efficiency a critical factor. To achieve a viable end-to-end security solution in a supply chain, with complex network of dependencies, requires a holistic perspective. The pilot project was driven by Volvo Technology and it involved important stakeholders in the supply chain and port domain focusing on the Port of Gothenburg. The project results show increased security and efficiency through for example faster passages in and out of ports as well as electronic handling of documents. This leads to the possibility of focusing on value adding activities like transportation of goods, as intended, instead of waiting time in ports. The world’s seaborne container traffic carries approximately 80 % of the world trade but its current security level does not reflect its importance for society. Millions of containers flow through ports and only a fraction of them are ever scrutinized. Security threats towards critical societal infrastructures, e.g. international ports, have resulted in several security and supply chain initiatives. So far, these initiatives mainly focus on nodes like ports and terminals. Nevertheless, in order to secure the entire supply chain and attain end-to-end security, the security of goods while in-transit needs to be ensured as well, achieving secure links. At the same time, several ports suffer from congestion and are in urgent need of procedures and technologies to increase the through-put speed of goods.]]></description>
      <pubDate>Fri, 29 Jan 2010 07:13:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/911743</guid>
    </item>
    <item>
      <title>Secure and Efficient Intermodal Transports - Pilot Project in the Port of Gothenburg, Sweden</title>
      <link>https://trid.trb.org/View/906332</link>
      <description><![CDATA[Increasing security in transports without negatively affecting the logistical flow makes efficiency a critical factor. To achieve a viable end-to-end security solution in a supply chain, with complex network of dependencies, a holistic perspective is required. With focus on dual use measures this pilot project, performed in close cooperation between Volvo Technology and Saab, involves important stakeholders in the supply chain and port domain focusing on the Port of Gothenburg, the largest port in Scandinavia and with CSI certification. Gathering key players in global transportation and societal security into this pilot project will create excellent conditions for developing and implementing relevant concepts and solutions with dual use by improving security and efficiency for the global flow of goods and people. The world’s seaborne container traffic carries approximately 80 % of the world trade but its current security level does not reflect its importance for society. Millions of containers flow through ports and only a fraction of them are ever scrutinized. Recent security threats towards critical societal infrastructures, e.g. international ports, have resulted in several security and supply chain initiatives. So far, these initiatives mainly focus on nodes like ports and terminals. Nevertheless, in order to secure the entire supply chain and attain end-to-end security, the security of goods while in-transit needs to be ensured as well, achieving secure links. At the same time, several ports suffer from congestion and are in urgent need of procedures and technologies to increase the through-put speed of the goods. Ports operate in a multi-faceted environment with an inadequate and delayed information exchange. To accomplish desired results, solutions and technology that facilitate a continuous exchange of relevant and timely information between involved actors are required. Therefore, a multi-stakeholder approach for finding competitive and secure supply chain improvements is required. To attain a viable and attractive solution it is imperative to consider different stakeholders’ different needs, problems, and driving forces.]]></description>
      <pubDate>Tue, 22 Dec 2009 09:00:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/906332</guid>
    </item>
    <item>
      <title>The Emergence and Significance of Dry Ports: The Case of the Port of Goteborg</title>
      <link>https://trid.trb.org/View/898944</link>
      <description><![CDATA[The dry port concept is based on a seaport directly connected by rail to inland intermodal terminals, where shippers can leave and/or collect standardized units as if directly at the seaport. The aim of this paper is to present the dry port concept, to identify and categorize existing dry ports for the Port of Goteborg, and to evaluate the concept from an environmental perspective. Conclusions indicate that implementation of a dry port in the seaport's hinterland enables the seaport to increase its terminal capacity; the modal shift from road to rail results in  reduced congestion at the seaport gates and its surroundings and consequently in improved inland access, as well as in a lesser environmental effect. Only 2 of the surveyed intermodal terminals can be categorized as simple dry ports for the Port of Goteborg.]]></description>
      <pubDate>Wed, 19 Aug 2009 13:50:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/898944</guid>
    </item>
    <item>
      <title>Interaction Between Transport, Infrastructure, and Institutional Management: Case Study of a Port Community System</title>
      <link>https://trid.trb.org/View/802371</link>
      <description><![CDATA[Ongoing research on how to support high-quality information for intermodal transport is reported. The research approach suggests that the interaction between the domains of transport, infrastructure, and institutional management is a step forward. This kind of interaction must be formalized and structured through a specific infrastructure, and someone must be responsible for the development and maintenance of this infrastructure. Research results of 54 semistructured interviews conducted as a prestudy for a port community system (PCS) in the Port of Gothenburg, Sweden, are used as empirical data. Results indicate that cooperation and information sharing within the port cluster are far from a highly integrated supply-chain management solution. Results also reveal major gaps regarding the recognition of each other’s situation, especially between authorities and the shipping industry. With a PCS viewed as an interaction infrastructure, the approach of the Port of Gothenburg stresses the need for interaction among the different domains as well as the need for a strong initiator and developer. For the system to become successful, it must achieve a certain status as useful and trusted by the many who must update the system in a timely manner. For trust to be built into the system, development and implementation must be done in close cooperation with the many actors. The actors must think outside of their own systems; information crucial to each individual actor’s operation also can be of value to others.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:00:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/802371</guid>
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