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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Transformative pathways toward just and sustainable urban mobility in Kampala: A backcasting and adaptation approach</title>
      <link>https://trid.trb.org/View/2706439</link>
      <description><![CDATA[As cities worldwide pursue sustainable mobility, achieving meaningful transitions requires not only identifying what changes are needed but also developing clear strategies for how to implement them. This qualitative study aims to design a long-term vision and strategic pathways for Kampala, Uganda, to overcome complex barriers to sustainable urban mobility. Data were collected through semi-structured interviews, observations of traffic and public transport usage, and a review of transport-related policy documents. Thematic analysis of interview transcripts and observational data revealed that traffic congestions, driven by poor road infrastructures, increased private motorization driven by aspirations, and reliance on paratransit to provide public transport dominate Kampala’s mobility landscape. Based on these findings, the study proposes three phased pathways that integrate climate change mitigation to reduce transport emissions, climate adaptation to enhance resilience, and just transition principles to ensure equitable outcomes. Incremental implementation with monitoring mechanisms is recommended to manage urban uncertainties. By promoting low-carbon transport, resilient infrastructure, and inclusive policies, Kampala can pursue a sustainable and socially just mobility future, offering a roadmap for other rapidly urbanizing cities facing similar challenges.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706439</guid>
    </item>
    <item>
      <title>Sustainable logistics performance across MENA: Explaining regional differences and policy implications for Tunisia</title>
      <link>https://trid.trb.org/View/2736387</link>
      <description><![CDATA[This study examines the disparities of green logistics performance across the Middle East and North Africa (MENA) region through the construction of the Green Logistics Performance Index (GLPI). The index combines standardized indicators from the Logistics Performance Index (LPI) and the Logistics Environmental Performance Index (LEPI), with weights derived from Principal Component Analysis (PCA) to enhance methodological robustness and minimize aggregation bias. Covering 17 MENA countries over the period 2007–2018, the framework provides a comparative and region-specific benchmarking of countries' capacity to integrate environmental sustainability into logistics systems. Empirical results reveal a highly uneven regional landscape characterized by structural polarization. K-means clustering for 2018 identifies three distinct performance regimes, with a strong concentration of countries in the lower-performance cluster, reflecting persistent structural constraints such as weak governance, limited investment capacity, and insufficient environmental integration. The presence of outlier countries, notably Saudi Arabia and Iran, highlights divergent development trajectories and reinforces the discriminatory power of the GLPI in capturing nuanced differences in logistics–environment efficiency. A particular focus on Tunisia underscores the challenges faced by emerging economies in transitioning toward sustainable logistics systems. Tunisia is classified within the “standard performance” cluster, ranking 15th regionally, with only a marginal improvement in its GLPI score (from 5.55 to 5.86) over the study period. This limited progression reflects structural bottlenecks, including institutional fragmentation, administrative inefficiencies, constrained financial resources, and a slow adoption of digital and low-carbon technologies. Despite relatively developed transport infrastructure, the country has not fully translated its potential into sustainable logistics performance. Overall, the findings highlight the need for coherent, long-term policy strategies in Tunisia and across the MENA region, emphasizing governance reform, targeted investment, and technological upgrading to achieve resilient, competitive, and environmentally sustainable logistics systems.]]></description>
      <pubDate>Wed, 12 Aug 2026 15:14:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736387</guid>
    </item>
    <item>
      <title>Supporting the transition to Net Zero targets: A methodology for the environmental impact assessment of airport ground handling operations</title>
      <link>https://trid.trb.org/View/2694621</link>
      <description><![CDATA[Airports are complex infrastructures with a significant environmental impact. In response, global policymakers have set ambitious decarbonization targets to achieve net-zero emissions. Among airport activities, ground handling operations represent significant emissions' sources but remain underexplored due to their classification as scope 3 by airport operators. This paper develops a standardized and scalable methodology to quantify the environmental impact in terms of energy consumption and emissions of aircraft turnaround operations at any airport, considering aircraft size, stand types and ground support equipment electrification. Aircraft size is the main driver of energy consumption and emissions (up to 405 kWh and 260 kg of CO₂ per operation). Contact stands generally reduce both metrics and rely mainly on electricity (60%), while remote stands depend more on fuel (60%). In both configurations, over 70% of emissions are attributable to boarding bridges and auxiliary power units. Aggregated annual results across standard airports for each category indicate that energy use and emissions during turnaround operations can reach 108,400 MWh and 45,300 t of CO₂. Comparison with real data from selected airports shows that the proposed methodology achieves an emissions deviation below 6.2%, demonstrating its robustness and reliability. Overall, this methodology offers valuable insights to airport stakeholders for assessing the environmental impact of airport operations, thereby providing a quantitative basis for future decarbonization decision-making.]]></description>
      <pubDate>Tue, 11 Aug 2026 09:20:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694621</guid>
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    <item>
      <title>The environmental impact of school-based trips: Investigating active and passive commuter groups in Roorkee city</title>
      <link>https://trid.trb.org/View/2692497</link>
      <description><![CDATA[Active Travel to School (ATS) is globally recognized as a relevant mobility solution due to its potential in improving child health as well as environmental health. Promoting and facilitating ATS requires systematically planned and targeted urban development aimed at meeting the needs of young active commuters. The child-active-commuter group needs to be primarily identified for this.This study classifies the Active and Passive School Commuters based on their socio-demographics and school distances and estimates the potential environmental benefit of a shift of passive commuters to active modes. Based on the results, the study proposes School Zoning to support targeted infrastructural interventions for active school commuters. The study concludes that if children aged 12 years and above, living between 2 to 5 km from their schools, were to shift from passive to active modes, it would result in the maximum reduction in emissions. Hence, facilitating them must be prioritized.]]></description>
      <pubDate>Mon, 10 Aug 2026 16:51:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692497</guid>
    </item>
    <item>
      <title>Operational and environmental impact analysis of slow steaming on alternative fuels</title>
      <link>https://trid.trb.org/View/2701363</link>
      <description><![CDATA[This study examines the operational performance of engines powered by alternative fuels under slow steaming, focusing on MAN 5G50ME engines. It evaluates marine diesel oil (MDO), liquefied natural gas (LNG), methanol, and liquefied petroleum gas (LPG) across diverse vessel types, considering compliance with EEXI and CII regulations, global warming potential (GWP), and cost-effectiveness. Key findings indicate that LNG can achieve a 55.1% reduction in GWP20 emissions during slow steaming, while LPG demonstrates the highest cost-benefit ratio (CBR) of 131 USD/tonCO₂eq at 75% SMCR. Although methanol performs better than MDO environmentally, its higher costs make it less desirable. The study highlights trade-offs between reduced fuel costs, increased maintenance, and CAPEX, impacting cost-benefit outcomes. The findings suggest that a comprehensive analysis, including running costs and cargo freight, supports informed decision-making. The importance of slow steaming is emphasised, particularly for bulk carriers after 2029 due to MDO usage. Reducing SMCR to 50% is a potential strategy to ensure regulatory compliance and optimise efficiency. This study provides insights into the trade-offs associated with slow steaming and alternative fuels, contributing to more informed choices within the maritime industry.]]></description>
      <pubDate>Tue, 04 Aug 2026 09:34:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701363</guid>
    </item>
    <item>
      <title>Environmental and economic assessment of whitetoppings made with sustainable concrete mixtures having ground granulated blast furnace slag, recycled concrete aggregates and hybrid fibres</title>
      <link>https://trid.trb.org/View/2698498</link>
      <description><![CDATA[Whitetoppings  offer a sustainable repair solution for damaged bituminous pavements, though with higher cost and environmental concerns due to high cement and aggregates usage. This study explores alternative concretes for whitetoppings by partially replacing cement and natural coarse aggregates with ground granulated blast furnace slag (GGBS) and recycled concrete aggregates (RCA), respectively. Hybrid fibre combinations of macro-steel with micro-polypropylene and macro-steel with micro-glass were incorporated to enhance post-cracking performnce and reduce whitetopping thickness. Environmental and economic assessments of ultra-thin whiteteoppings (UTW) designed with proposed alternative concretes showed 27–35% reduction in carbon dioxide emissions, 30–42% lower cumulative energy demand and 45–50% lower ReCiPe 2016 single score compared to conventional design solution. Sensitivity analysis assessed uncertainty in impact assessment due to variations in input parameters. Despite higher material and transportation costs of fibres, overall UTW cost was similar to or lower than that of conventional concrete. The results were utilised to form an integrated framework for ranking the design sections by MCDM approach.]]></description>
      <pubDate>Mon, 03 Aug 2026 09:23:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698498</guid>
    </item>
    <item>
      <title>Life cycle and net environmental impact assessment of a shared e-bike service: application to the case of Madrid</title>
      <link>https://trid.trb.org/View/2687119</link>
      <description><![CDATA[Shared electric bicycles are increasingly promoted as a sustainable urban mobility solution; however, their environmental performance depends on operational, infrastructural, and behavioural factors. This study evaluates the greenhouse gas (GHG) emissions of Madrid’s station-based shared e-bike system BiciMAD, using a life cycle assessment approach, complemented by a net impact analysis that accounts for observed modal substitution patterns. The assessment covers vehicle and station infrastructure, electricity consumption, logistics operations, and end-of-life processes. Results show life cycle emissions of 29 gCO₂eq per passenger-kilometre, with infrastructure contributing a larger share than the bicycles themselves. The station-based configuration performs favourably compared to free-floating due to low vandalism rates and efficient rebalancing operations. Sensitivity analyses indicate that electrifying logistics fleets, extending vehicle lifespans, and increasing utilisation rates can substantially improve environmental performance, whereas reduced infrastructure durability leads to significantly higher emissions. Considering modal substitution effects, shared e-bikes achieve net GHG emission reductions of about −36 gCO₂eq per passenger-kilometre, since they substitute trips that would otherwise generate higher emissions per passenger-kilometre, particularly private cars, although some displacement of walking and public transport is also observed. Overall, the results highlight the importance of maximising system use and optimising infrastructure design to enhance climate benefits. The findings provide actionable insights for operators and policymakers, emphasising the role of logistics decarbonisation, infrastructure planning, and integration with wider urban mobility systems. When effectively designed and managed, shared e-bike services can contribute meaningfully to urban decarbonisation strategies.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2687119</guid>
    </item>
    <item>
      <title>Surface treatments of waste tyres for sustainable concrete production: A performance, environmental and cost-based review</title>
      <link>https://trid.trb.org/View/2687312</link>
      <description><![CDATA[Incorporating waste tyres into concrete as a partial aggregate replacement offers a sustainable solution to reduce landfill disposal and conserve natural resources. However, the poor mechanical performance of rubberised cement-based composites (RCC), primarily due to weak interfacial bonding, low rubber stiffness, and hydrophobicity, limits their practical applications. This review presents a comprehensive and systematic evaluation of studies published between 2000 and 2025 on physical, chemical, and combined surface treatment strategies aimed at enhancing the rubber–cement interface, increasing rubber stiffness, and improving the mechanical performance of RCC. Using the strength recovery factor (SRF) as a comparative metric, the most effective single and combined treatment strategies are identified, and the environmental impacts and associated costs of these treatments are systematically evaluated and compared. The results indicate that among single treatments, partial oxidation, heat treatment, NaOH treatment, and fly ash coating achieved the greatest improvements across the reviewed studies, providing 84–94% strength recovery at rubber replacement levels up to 10%. Combined treatments, including NaOH-treated rubber coated with high-performance cementitious materials or blended cement with silica fume and Na2SiO3, showed the highest effectiveness, attaining 93–102% strength recovery at a 15% rubber replacement level. Environmental and cost analyses reveal that heat treatment and NaOH-treated rubber coated with blended cement containing silica fume and Na2SiO3 are the most sustainable single and combined approaches, respectively. Finally, future perspectives are outlined for the development of eco-friendly, cost-effective, and efficient treatment methods to advance the sustainable application of RCC.]]></description>
      <pubDate>Fri, 10 Jul 2026 09:42:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2687312</guid>
    </item>
    <item>
      <title>Climate Impact Analysis on Gravitational Mass Movements Along the German Railway and Road Network</title>
      <link>https://trid.trb.org/View/2671095</link>
      <description><![CDATA[Climate change is visible in the measurement series of various climate parameters, and its consequences are already clearly noticeable today. Since parts of the permanent consequences can no longer be averted, adaptation to changing climate conditions and extreme weather events is mandatory. This is especially crucial for land-based transport infrastructure (railways and roads), as transport structures usually have long life cycles up to several decades. The integrated climate impact analysis, a tool developed by the BMDV Network of Experts from the German Federal Ministry for Digital and Transport (BMDV), serves to assess the current and future climatic influences and the resulting climate impacts on the transport sector based on a three-step procedure (exposure, sensitivity and criticality analysis). In this contribution, we present the exemplary application of the climate impact analysis in a case study for the risk of gravitational mass movements along the federal railway and trunk road network based on a rockfall event near Kestert in the Upper Middle Rhine Valley. The case study shows that the same process can have different impacts depending on the mode of transport.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671095</guid>
    </item>
    <item>
      <title>Environmental impact analysis of shared autonomous vehicles: A comprehensive review</title>
      <link>https://trid.trb.org/View/2717852</link>
      <description><![CDATA[Shared autonomous vehicles (SAVs) have the potential to address the environmental challenges faced by traditional transportation systems. However, the overall environmental impacts of SAVs remain underexplored. This article systematically reviews studies published between 2014 and 2025, examining the environmental impacts of SAVs across five key aspects: air pollution, land use and pollution, the greenhouse effect, noise pollution, and water pollution. Furthermore, it identifies research gaps and proposes future research directions from five perspectives: travel behavior, service operational modes, emerging technologies, policy dynamics, and research methodologies. Overall, this article provides a comprehensive review of studies on the environmental impacts of SAVs, and outlines a roadmap for future investigations.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:13:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717852</guid>
    </item>
    <item>
      <title>Green road index development: policy implications and strategic prioritization for sustainable transportation infrastructure</title>
      <link>https://trid.trb.org/View/2677524</link>
      <description><![CDATA[The sustainable management of road infrastructure has become a critical challenge for transportation agencies due to growing safety requirements, environmental pressures, and financial constraints. While several sustainability assessment frameworks exist, there is still a lack of an integrated and quantitative index that systematically prioritizes key sustainability criteria for roadway infrastructure while accounting for uncertainty in expert judgment. This study addresses this gap by developing a Green Road Index (GRI) to support informed decision-making in sustainable transportation planning and policy. The proposed GRI is developed using the Fuzzy Analytic Hierarchy Process (FAHP), which enables the integration of qualitative and quantitative indicators and effectively manages the uncertainty inherent in subjective evaluations. A structured questionnaire was administered to 30 experts from academia, industry, and public agencies to evaluate four main sustainability criteria include safety, geometric design, cost, and environmental impact, along with their associated sub-criteria through fuzzy pairwise comparisons. The results reveal that safety is the most influential criterion in sustainable roadway development, with a global weight of 0.343, followed by geometric design (0.315), environmental impact (0.182), and cost (0.160). High-priority sub-criteria include enforcement and regulations, pedestrian facilities, traffic control devices, slope reduction, renewable energy use, and promotion of public transportation. These findings emphasize the dominant role of safety and geometric design while highlighting the need to balance economic and environmental considerations. The proposed GRI offers a transparent and adaptable decision-support tool for evaluating and prioritizing roadway projects. By consolidating multiple sustainability dimensions into a single index, the study provides practical insights for planners and policymakers and contributes to advancing sustainable transportation infrastructure assessment.]]></description>
      <pubDate>Wed, 24 Jun 2026 11:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2677524</guid>
    </item>
    <item>
      <title>Effect of Biorejuvenator on Postconsumer Recycled Plastic Modified Asphalt Mixes: Laboratory Investigation and Environmental Impact Analysis</title>
      <link>https://trid.trb.org/View/2678095</link>
      <description><![CDATA[Incorporation of postconsumer recycled (PCR) plastics in asphalt mixes is reported to improve the mechanical performance of asphalt mixes when used at a lower dosage. However, overstiffening of asphalt mixes due to the addition of higher amounts of plastic has been a serious concern. To this end, this study aims at increasing the percentage of plastic in asphalt mixes by incorporating a biorejuvenator. For this purpose, a control mix was designed using the balanced mix design (BMD) approach and then modified with two different types of PCR plastics, namely low-density polyethylene (LDPE) and linear low-density polyethylene (LLDPE). The asphalt mixes were then further modified by adding a biorejuvenator. The volumetric properties were determined, and the mechanical performances (rutting, cracking, and moisture-induced damage resistance) of the asphalt mixes were evaluated using the Hamburg Wheel Tracking (HWT) and Indirect Asphalt Tensile Cracking Test (IDEAL-CT). The optimum dosage of plastics was determined using the BMD criteria. The optimum dose of LDPE was found to be 1.5% with 2% waste cooking oil (WCO)-modified binder. In addition, environmental impact analyses were performed on the plastic-modified mixes. A significant reduction in greenhouse gas emission was observed from the use of plastic in asphalt mixes. A minimum of 7.5% reduction in greenhouse gas generation was found by using optimum LDPE and WCO-modified asphalt mixes.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678095</guid>
    </item>
    <item>
      <title>Multi-criteria well-to-wheel sustainability assessment of energy pathways for China’s new energy vehicles</title>
      <link>https://trid.trb.org/View/2709518</link>
      <description><![CDATA[Achieving transport decarbonization requires evaluating the sustainability of upstream energy systems that support new energy vehicles (NEV). This study develops an integrated multi-criteria framework combining well-to-wheel life-cycle environmental assessment, levelized cost accounting, and stakeholder-informed weighting to compare 28 energy pathways for battery electric vehicles (BEVs), fuel cell vehicles, and internal combustion engine vehicles using synthetic e-Fuels. Results indicate that BEV pathways supplied by low-carbon electricity generally show favorable environmental and economic performance, while ICEV pathways using grid-electrolysis e-Fuels perform the worst. Among hydrogen pathways, grid-electrolysis with gaseous-hydrogen trailers has the highest well-to-pump cost (CNY 51.93 per 10⁵ kJ), whereas coal-gasification with pipeline delivery is lowest (CNY 17.55 per 10⁵ kJ). Although renewable hydrogen routes currently entail higher costs, they show substantial long-term potential as costs decline. These findings offer critical insights for investment priorities and infrastructure strategies to accelerate NEV adoption.]]></description>
      <pubDate>Fri, 05 Jun 2026 11:28:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709518</guid>
    </item>
    <item>
      <title>Environmental impact assessment for a sustainable urban freight transport system</title>
      <link>https://trid.trb.org/View/2701582</link>
      <description><![CDATA[This study proposes a conceptual framework for a Sustainable Urban Freight Transport System (SUFTS) and interprets its realization primarily through three interrelated determinants: infrastructural, technological, and managerial factors. The study selects an Urban Green Freight Transport Distribution Demonstration Project (UGFT) implemented in China as a case study. The conceptual contribution lies in this framework, while the empirical contribution lies in operationalizing it through a systematic environmental impact assessment of UGFT as an integrated policy package, thereby addressing a gap where such assessments often focus on individual dimensions of green freight initiatives. Results show that the UGFT significantly improves overall urban air quality in pilot cities, but the effects weaken after the first two years. Moreover, spatial spillover benefits of the policy exist within a 200 km radius.]]></description>
      <pubDate>Wed, 20 May 2026 09:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701582</guid>
    </item>
    <item>
      <title>Pittsylvania County Road Orders 1767-1783</title>
      <link>https://trid.trb.org/View/2702871</link>
      <description><![CDATA[Road history projects undertaken by VTRC establish the feasibility of studies of early road networks and their use in the environmental review process.  This proposed volume marks the 33rd entry in the Historic Roads of Virginia series, initiated in 1973 by the Virginia Highway & Transportation Research Council (subsequently VTRC). Pittsylvania County Road Orders 1767-1783 will further the coverage of the early southern Virginia transportation records begun in the previously published Brunswick County Road Orders 1732-1749, Lunenburg County Road Orders 1746-1764, Amelia County Road Orders 1735-1753, and Halifax County Road Orders 1752-1767.

This volume covers the period of Pittsylvania County’s greatest extent, from its creation from Halifax County in 1767, through its division to create Henry County in 1777, and extending to the end of the Revolutionary War, which saw significant military contributions, including essential supply centers, in Pittsylvania. By the second half of the 18th century, Pittsylvania County contained important east-west and north-south transportation routes. The county’s early transportation records provide information relating to transportation connections not only with neighboring counties and other counties farther to the north, east and west in Virginia, but also with with neighboring North Carolina. This publication will have particular application to the cultural resource research relating to transportation projects in this area of southern Virginia. 

If questions arise about early roads once a VDOT road improvement project is already underway (or nearly underway), primary historical research of this nature can take 6 to 12 months to complete. Therefore, this volume can be a source of potentially significant cost savings for VDOT, including the avoided costs of project delays and avoided consultant costs for cultural resource studies should questions arise. 
]]></description>
      <pubDate>Thu, 14 May 2026 10:58:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702871</guid>
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