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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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      <title>Future Directions for Southern Ocean and Antarctic Nearshore and Coastal Research</title>
      <link>https://trid.trb.org/View/2692318</link>
      <description><![CDATA[Antarctica hosts some of the harshest and most remote environments on Earth - and it is a region of vital importance for scientific research. The environment and position of Antarctica on the globe mean that research conducted there can offer unique insights on important Earth processes, including rising sea level, the carbon cycle, ecosystem structure. As the climate warms, data gathered from Antarctic research will be essential to understanding how Earth processes are changing and the potential social, economic, and health impacts on both U.S. and global populations. This report identifies the highest priorities for research in the Southern Ocean and nearshore and coastal Antarctica, as well as gaps in current capabilities to support this research. Global sea level rise, heat and carbon budgets, and changing ecosystems are the three highest-priority science drivers for research in the region. To address those drivers and maintain a robust U.S. research presence in this vitally important region, investments are needed in the U.S. Antarctic program and its research platforms, including the development of new technologies and the replacement of aging icebreaking research vessels. Additionally, the U.S. should strengthen relationships with other nations' Antarctic programs that can help support these essential science drivers.]]></description>
      <pubDate>Tue, 21 Apr 2026 16:23:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692318</guid>
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    <item>
      <title>Trade-offs in aviation impacts on climate favour non-CO₂ mitigation</title>
      <link>https://trid.trb.org/View/2587106</link>
      <description><![CDATA[Climate assessments of civil aviation have consistently quantified the dominant climate-forcing components: (1) CO₂ emissions, (2) NOx (NO + NO₂) emissions and (3) persistent contrails. All three components exert a positive radiative forcing (RF) and lead to climate warming of similar magnitudes. The aviation community is actively seeking to reduce its climate footprint through advanced engine technologies, more sustainable aviation fuel and optimal routing plans. These approaches usually involve a trade-off of CO₂ against NOx or contrails (non-CO₂), such as burning 1% more fuel to decrease contrail RF by 4%. Here, we show that a climate-trade-off risk curve derived from uncertainties in the RF components can give the probability that a specified trade-off ratio will produce a climate benefit. For each component, we calculate the integrated effective RF resulting from 1 year of flights: global warming per activity (GWA). The complementary cumulative probability distribution of the GWA(non-CO₂) to GWA(CO₂) ratio results in a climate-trade-off risk curve giving the likelihood of a positive climate outcome as a function of the trade-off-CO₂ to trade-off-non-CO₂ ratio, because the product, GWA x trade-off, should be the same for both. We find a likely (67%) chance of climate mitigation on a 100-year time horizon for the above suggested ratio of 1:4, favouring proposed non-CO₂ mitigation efforts with ratios smaller than this.]]></description>
      <pubDate>Mon, 13 Apr 2026 16:48:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2587106</guid>
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    <item>
      <title>Quantifying Sustainable Pavements in Virginia—FHWA Climate Challenge Study</title>
      <link>https://trid.trb.org/View/2669631</link>
      <description><![CDATA[This study supports Virginia’s efforts to participate in the Federal Highway Administration’s Climate Challenge Program. The research team developed and applied OpenLCA models to evaluate the effects of key pavement treatments, including asphalt overlays, balanced mix designs, cold in-place recycling, full-depth reclamation, and Portland cement concrete paving. The research incorporated detailed data from more than 25 projects across Virginia and selected out-of-state case studies, collected through site visits, contractor records, and direct equipment monitoring. All modeled systems included emissions related to life cycle assessment modules A1, material extraction and production; A2, transport to production plant; A3, mixture production; A4, transport to construction site; and A5, construction, with results normalized to kg CO₂-equivalent per lane-mile and presented as global warming potential (GWP). Because data for asphalt-based mixtures were more readily available, the work focused on these materials. The study evaluated more than 200 Environmental Product Declarations for asphalt mixtures based on data submitted by Virginia asphalt producers. Environmental Product Declarations were analyzed for A1 through A3 emissions and benchmarked against U.S. General Services Administration (GSA) national thresholds. When averaged by four mixture characteristics, most mixture GWP averages were lower than GSA’s national averages, with only one subset that did not meet the GSA’s “Best 20%” GWP criteria. Higher total material extraction and transport emissions (A1 and A2, respectively) were evident in specialty mixtures (e.g., polymer-modified mixtures and stone matrix asphalt). Emissions from material extraction and production (A1 and A3, respectively) typically dominated GWP values for asphalt projects studied. For both cold in-place recycling and full-depth reclamation projects, materials emissions (A1) accounted for most of A1 through A5 emissions—approximately 75% for cold in-place recycling and 97% for full-depth reclamation—primarily due to the high embodied carbon associated with cement production. As part of the study, the research team also delivered life cycle assessment training to Virginia Department of Transportation staff and produced a roadmap for integrating life cycle assessment and Environmental Product Declaration data into project planning, procurement, and asset management. The roadmap aligns with trends for regional and national climate targets and decarbonization strategies for low-carbon transportation materials. The study recommends that the Virginia Transportation Research Council host a concluding workshop to provide additional training resources and knowledge transfer to Virginia Department of Transportation staff.]]></description>
      <pubDate>Sat, 14 Feb 2026 19:11:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669631</guid>
    </item>
    <item>
      <title>Assessing the impacts of climate warming and engineering activities on the thermal regime of permafrost in the Kunlun Mountains, Qinghai-Tibet Railway</title>
      <link>https://trid.trb.org/View/2633536</link>
      <description><![CDATA[The thermal stability of permafrost, a foundation for engineering infrastructure in cold regions, is increasingly threatened by the dual stressors of climate change and anthropogenic disturbance. This study investigates the dynamic of the crushed rock revetted embankment at the Kunlun Mountain Section of the Qinghai-Tibet Railway, systematically investigating the coupled impacts of climate warming and engineering activities on permafrost thermal stability using borehole temperature monitoring data (2008–2024) and climatic parameter analysis. Results show that under climate-driven effects, the study area experienced an air temperature increase of 0.2 °C per decade over the 2015–2024. Concurrently, the mean annual air thawing degree-days (TDD) rose by 13.8 °C·d/a, leading to active-layer thickening at a rate of 3.8 cm·a−1at natural ground sites. From 2008 to 2024, the active layer had thickened by 0.7–0.8 m. At the embankment toe (Borehole 5), the active-layer thickening rate (3.3 cm·a−1) was 25 % lower than that at the natural ground borehole (3.8 cm·a−1); correspondingly, the underlying permafrost temperature increase rate at the toe (0.3 °C per decade) was lower than that at the natural borehole (0.5–0.6 °C per decade). Permafrost warming rates decreased with depth. Shallow layers (above −2 m) were significantly influenced by climate, with warming rates of 0.3–0.6 °C per decade. In contrast, deep layers (below −10 m) showed warming rates converging with the background atmospheric temperature trend (0.2 °C per decade). Thermal regime disturbance was most pronounced at horizontal distances of 3.2–5.0 m from the embankment. Nevertheless, the crushed-rock revetment maintained a permafrost table 0.6 m shallower than that of natural ground, confirming its “thermal diode” effect (facilitating convective cooling in winter), which partially offset climate warming impacts. This study provides critical empirical data and validates the cooling mechanism of crushed-rock revetment, which is essential for predicting the long-term thermal stability and informing adaptive maintenance strategies for railway infrastructure in warming permafrost regions.]]></description>
      <pubDate>Wed, 28 Jan 2026 08:52:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633536</guid>
    </item>
    <item>
      <title>Development of a Process to Lower Global Warming Potential of Construction Materials</title>
      <link>https://trid.trb.org/View/2646979</link>
      <description><![CDATA[The objective of this research was to support sustainable procurement of concrete pavements by linking materials-level global warming potential (GWP) to the project level. Infrastructure owners require reliable environmental product declarations (EPDs) and methodologies for integrating GWP into the procurement process to ensure equitable decision-making. This work provided insights into high-level GWP estimation tools and EPD development tools. A benchmarking methodology was developed and implemented to establish reference values for procuring sustainable products within Minnesota. A data collection protocol and life-cycle information model (LCIM) for concrete pavement construction were developed to facilitate GWP integration into current project procurement practices. The LCIM methodology was developed and implemented to estimate the production and construction environmental impacts of five real-world concrete pavement construction projects and a joint repair project. Applying the LCIM methodology allowed this work to map GWP to pay items and incentives in specifications and provide a pathway to extend a LCIM across the life cycle. Ultimately, this research provided a framework for integrating environmental impacts into the procurement process to facilitate sustainable project procurement for infrastructure owners.]]></description>
      <pubDate>Fri, 23 Jan 2026 15:34:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646979</guid>
    </item>
    <item>
      <title>Climate change intensifies bridge temperature: Evidence from 26 Years of monitoring data</title>
      <link>https://trid.trb.org/View/2610796</link>
      <description><![CDATA[Global warming has been increasing during the past decades and has been observed from worldwide observation stations. However, its impacts on civil infrastructure have not been observed or recorded due to a shortage of long-term field measurement data. This study uses the 2132-m long Tsing Ma Bridge in Hong Kong as a testbed and investigates the effects of climate change on the long-span bridge using 26 years (1999–2024) of field monitoring data. It shows that the annual mean temperature of the bridge deck has increased by 0.28°C per decade and the annual extreme temperatures have risen by 0.50°C per decade. Moreover, the annual 90th percentile bridge temperature and the frequency of extreme heat events exhibit an increasing trend. The standardized regression analysis shows that the ambient air temperature dominates the bridge temperature change. Finally, heat-transfer analysis is conducted to calculate the temperature distribution of the bridge. The numerical and monitoring results confirm the bridge temperature rise during the past decades. This study, for the first time, provides the real evidence of climate warming’s impacts on long-span bridges using 26 years of field monitoring data, the longest in the world. The results highlight the urgency of reducing greenhouse gas emissions and developing adaptation strategies to mitigate the effects of rising temperature on the safety and serviceability of infrastructure in a warming world.]]></description>
      <pubDate>Fri, 24 Oct 2025 08:47:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2610796</guid>
    </item>
    <item>
      <title>“Heat-driven”: How climate warming accelerates the rise of new energy vehicles? Empirical explorations from China's city level</title>
      <link>https://trid.trb.org/View/2599484</link>
      <description><![CDATA[New energy vehicles (NEVs) have emerged as an imperative pathway for global transportation energy transition and climate change mitigation. Employing monthly panel data from 281 cities in China during 2016–2022, this study systematically investigates the impact of climate warming on the NEVs industry. The findings demonstrate that climate warming significantly accelerates the application and promotion of NEVs. Besides, mechanism analysis reveals that public environmental concern is the important conduction path for the popularization of NEVs stimulated by climate warming. In addition, official promotion incentives exhibit a positive moderating role in strengthening this relationship. Meanwhile, heterogeneity analysis indicates that climate warming has a more significant promoting effect on the promotion of NEVs in eastern cities, cities with inadequate public transport coverage, cities with high economic development level, and non-resource-based cities. The results provide theoretical basis for global climate governance, as well as policy synergistic paths, technological innovation directions and international cooperation frameworks for promoting the rise of NEVs industry. This study clarifies the mechanisms by which climate warming drives the adoption of NEVs, providing targeted insights for balancing climate governance and transportation decarbonization, and offering actionable solutions for policymakers to formulate regionally differentiated promotion strategies of NEVs.]]></description>
      <pubDate>Wed, 24 Sep 2025 15:31:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2599484</guid>
    </item>
    <item>
      <title>Employing Life Cycle Assessment in Asphalt Mixture Design Using Reclaimed Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2562103</link>
      <description><![CDATA[The increasing demand for sustainable and cost-effective materials has led to significant research on incorporating Reclaimed Asphalt Pavement (RAP) into asphalt mixtures. While high RAP content without rejuvenators can compromise pavement performance, the addition of Ferric Chloride (FeCl₃), a Lewis acid catalyst, offers a potential solution. This study evaluated mixtures with 0%, 30%, and 50% RAP content, with and without FeCl₃, using a California-specific life cycle assessment tool and compared it to the Federal Highway Association (FHWA)’s Life Cycle Assessment (LCA) Pave tool. LCA was conducted to assess environmental impacts, focusing on cradle-to-gate Global Warming Potential (GWP). The results showed that incorporating 30% and 50% RAP reduced GWP by 25.7% and 36.8%, respectively, compared to conventional mixtures. Comparisons with a similar Louisiana study revealed regional variations in GWP values due to differences in transportation practices, production equipment, and material sourcing. This study anticipates improvements in performance, durability, and sustainability using FeCl₃ in RAP asphalt mixtures.]]></description>
      <pubDate>Tue, 08 Jul 2025 09:57:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562103</guid>
    </item>
    <item>
      <title>Development of a Systematic Approach to Estimating Mix-Specific Dryer Burner Fuel Consumption at Asphalt Plants</title>
      <link>https://trid.trb.org/View/2569694</link>
      <description><![CDATA[The objective of this study was twofold. Firstly, it aimed to establish a systematic approach for estimating the specific fuel consumption of dryer burners at an asphalt plant, using the plant’s available annual energy data. Secondly, it sought to quantify the potential fuel savings and environmental advantages that could be achieved by implementing readily available technologies at the asphalt plant, aiming to move toward net zero emissions. A thermodynamics-based methodology was proposed to estimate the mix-specific burner fuel consumption at an asphalt plant by using average plant energy data, which asphalt producers typically collect for developing Environmental Product Declarations (EPDs). The methodology’s applicability was validated using field burner fuel consumption data obtained from the NCHRP 9-47A project as proof of concept. Subsequently, the proposed methodology was put into practice to assess the potential burner fuel savings resulting from the adoption of available technologies. These technologies included the use of warm-mix asphalt (WMA), improved stockpile management concerning moisture content, and the insulation of the dryer drum. Implementation of the three technologies considered in the study could lead to significant burner fuel savings, ranging from 28,500 to 64,900 BTU per short ton of asphalt mix. Such fuel savings would also result in a reduction in global warming potential (GWP). This reduction in fuel consumption translated to a decrease in GWP, ranging from 3.5 to 4.6?kg CO2e per short ton of asphalt mix.]]></description>
      <pubDate>Tue, 01 Jul 2025 14:39:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569694</guid>
    </item>
    <item>
      <title>Global Warming Potential Benchmarking of Asphalt Mixtures to Support Low-Carbon Procurement and Cradle-to-Gate Life Cycle Assessment-Based Strategies to Reduce Mix Global Warming Potential</title>
      <link>https://trid.trb.org/View/2567083</link>
      <description><![CDATA[Considering the recent emphasis on low-carbon construction materials, there has been a growing focus on quantifying the environmental impacts associated with asphalt mix production. The global warming potential (GWP) of an asphalt mix is being used to establish reference/target values to support possible implementation of low-carbon procurement strategies. This paper covers two important aspects related to this topic. First, the paper discusses different benchmarking approaches that can be adopted to establish reference GWP values for asphalt mixes. Three possible approaches are presented, and their respective advantages and disadvantages are discussed. Results from an extensive case study are also presented, where the different benchmarking approaches have been used along with mix design data specific to the state of Oklahoma. The importance of establishing different reference values based on mix classes has also been highlighted. The second part of this paper explores different strategies to lower the GWP of asphalt mixes. Results from a cradle-to-gate life cycle assessment (LCA) study are presented, focusing on GWP quantification of asphalt mixtures when two commonly advocated strategies, balanced mix design (BMD) and reduced-temperature warm-mix asphalt (WMA), are implemented. BMD implementation allows for increased usage of reclaimed asphalt pavement (RAP) in asphalt mixtures. WMA technology helps reduce the plant production temperature, which leads to sizable reductions in burner fuel consumption. Results from the LCA study highlighted that ~10% reduction in asphalt mix GWP can be realized (compared with traditional Superpave-based approaches) through combined implementation of BMD and WMA technologies.]]></description>
      <pubDate>Mon, 23 Jun 2025 18:38:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567083</guid>
    </item>
    <item>
      <title>Developing a Benchmarking Methodology for Concrete Global Warming Potentials in North America</title>
      <link>https://trid.trb.org/View/2534160</link>
      <description><![CDATA[The objective of this paper is to develop a methodology for estimating the statistical distributions associated with cradle-to-gate (A1–A3) concrete global warming potentials (GWPs) within the United States. When applied, this methodology serves as a framework for identifying benchmarks for product-level GWP. Cement production contributes to approximately 90% of the GWP for concrete mixtures. In this study, publicly available environmental product declarations for Type I/II, Type IL, and Type III cements were collected and the best fitting distributions for the cement GWPs were established and used in Monte Carlo simulations for analyzing the impact of cement on concrete GWP benchmarks. The distribution parameters for GWPs of concretes incorporating each of the three cement types were calculated and applied to determine 20th percentile, 40th percentile, and average GWP reference values. Additionally, the concrete GWP results were compared to the national industry-average GWP for the same concrete class. While this paper focuses on exploring the statistical distributions to develop a benchmarking methodology for concrete A1–A3 GWPs, this methodology can be expanded to explore the distributions of other products, product classes, life cycle inventory modules, and environmental impact indicators.]]></description>
      <pubDate>Wed, 16 Apr 2025 11:24:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534160</guid>
    </item>
    <item>
      <title>Do shared e-mopeds contribute to reduce GHG emissions? Insight from Spanish cities</title>
      <link>https://trid.trb.org/View/2522148</link>
      <description><![CDATA[The rapid growth of shared mobility services is transforming urban transportation. However, concerns have arisen regarding their environmental benefits and the potential substitution of more sustainable modes. This paper examines the environmental impact of shared electric moped services in Madrid, Barcelona, and Valencia using a life cycle assessment approach based on 2022 trip data from an important operator. Additionally, a user survey was conducted to estimate the modal shift caused by these services and assess their net environmental impact. The findings indicate that production phase significantly contributes to the overall global warming potential of shared e-moped services, and offer mixed environmental benefits depending on usage patterns. The reduction in emissions across the three cities is minimal when trips are replaced by e-moped services. The paper suggests that enhancing performance in various stages, particularly in production, rebalancing, and extending the lifespan of the vehicles will help reduce their global warming impacts.]]></description>
      <pubDate>Thu, 03 Apr 2025 16:42:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2522148</guid>
    </item>
    <item>
      <title>A Roadmap for Missouri: Assessing Needs an Implementation Framework for Incorporating Environmental Product Declarations</title>
      <link>https://trid.trb.org/View/2516404</link>
      <description><![CDATA[This report details the Missouri Department of Transportation’s (MoDOT's) activities within the Federal Highway Administration’s Climate Challenge program. The purpose of the program was three-fold, (1) to increase knowledge of environmental product declarations (EPDs) within the Missouri asphalt and concrete industry, (2) to assess the current state of Missouri EPDs and compare with appropriate regional and national benchmarks, and (3) to provide recommendations for lowering the global warming potential (GWP) of asphalt and concrete mixtures. Various government and private entities across the U.S. are at disparate positions regarding the requirement and application of EPDs. The ultimate goal of this process is to assess the state-of-the practice in Missouri, to support future informed decision-making. Per-phase GWP benchmarks for Missouri’s asphalt EPDs were determined as per National Asphalt Pavement Association's (NAPA’s) benchmarking system for asphalt mixtures. However, limited data from asphalt plants in Missouri were available. The asphalt mixtures were also assessed to identify carbon-intensive mixture types and processes. Based on the findings, recommendations were made to lower the GWP of the asphalt mixtures to conform to the benchmarks. Very few concrete EPDs currently exist in Missouri, and none have been specifically created for MoDOT concrete mixtures. The existing EPDs are all consistent with National Ready Mixed Concrete Association (NRMCA) regional benchmarks. With relatively small allowable increases to the Supplemental Cementitious Material (SCM) content within the specifications or adoption of pavement Performance Engineered Mixtures (PEM), all concrete mixtures could achieve the US General Services Administration’s GWP benchmarks with most exceeding the top 20% category. For MoDOT to set feasible benchmarks within the state, more mixture-specific EPDs need to be generated and collected.]]></description>
      <pubDate>Fri, 07 Mar 2025 15:04:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516404</guid>
    </item>
    <item>
      <title>Association of nighttime heat with road traffic mortality: A time-stratified case-crossover study</title>
      <link>https://trid.trb.org/View/2476442</link>
      <description><![CDATA[Road traffic incidents pose public health concerns worldwide, particularly during nighttime driving when incidents frequently result in fatalities. These risks are further exacerbated by the effects of global warming, which have heightened awareness of the increased vulnerability to nighttime heat exposure, particularly in densely populated urban areas. Despite previous research emphasizing the heightened risk of road crashes in hot conditions, there remains a significant gap in addressing nighttime scenarios. This study aims to bridge this gap by investigating the relationship between nighttime temperatures and road mortality. Utilizing road mortality records and temperature data from the Taipei metropolitan area, Taiwan, the study employed a time-stratified case-crossover design. Leveraging a distributed lag non-linear model with a conditional quasi-Poisson model, it pioneers the use of daily minimum temperature as a temperature metric. The findings underscore a more pronounced association between temperature and road mortality at night compared to daytime. Moreover, sex- and age-stratified analyses reveal higher vulnerability to nocturnal heat-induced road mortality among females and young adults (21–40 years). To mitigate temperature-induced nighttime road safety risks, policymakers are urged to implement demographic-targeted interventions. This study carries broad implications globally, particularly considering the narrowing diel temperature range attributed to urban heat island effects amid ongoing global warming and rapid urbanization.]]></description>
      <pubDate>Mon, 13 Jan 2025 10:24:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2476442</guid>
    </item>
    <item>
      <title>EPD Benchmark for National Asphalt Pavement Association: Version 2.0 Including Round 2 Data Collection</title>
      <link>https://trid.trb.org/View/2470603</link>
      <description><![CDATA[In this report, a framework is developed to assess the global warming potential (GWP) as reported in Environmental Product Declarations (EPDs) for each phase of asphalt mixture production. Treating asphalt mixture life cycle phases independently can account for regional variations and agency specifications. In this way GWP benchmarking can take into account factors outside of a contractor's control such as geology, climate, and material specifications requirements. The framework recommendations include: use of impact factors for upstream raw material extraction and manufacturing (A1) impacts; use of regional trends for the raw materials transportation (A2) life cycle phase and manufacturing (A3) benchmarks; combine the local benchmark value for A1, A2, and A3 for compliance with environmental performance improvements; and improve sampling processes. The goal of this report is to incentivize contractors to choose low carbon materials in accordance with the Inflation Reduction Act of 2022.]]></description>
      <pubDate>Thu, 19 Dec 2024 14:14:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470603</guid>
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