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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>Life-Cycle Resilience Measurement of Bridge Pile Foundation under Scour Hazard Based on Probabilistic Hydrological Information</title>
      <link>https://trid.trb.org/View/2593819</link>
      <description><![CDATA[Due to the scarcity of existing research on scour resilience, it is challenging to quantify the long-term resilience of bridge pile foundations under scour conditions. In this paper, a quantitative framework to measure the scour resilience over bridge life cycles based on probabilistic hydrological information is presented. First, a bridge pile foundation functionality profile under scour hazards was developed, incorporating the characteristics of scour hazards and intervention scenarios. The fractionally differenced autoregressive integrated moving average model was then applied to daily discharge data to generate life-cycle hydrographs. Second, a three-dimensional bridge pile foundation finite-element model (FEM) considering scour development was established, using the bridge life-cycle scour history as input and the bridge damage indicators as output. The time-varying bridge damage indicators generated from FEM analysis were used as input for the pile foundation functionality profile to compute the life-cycle scour resilience. Finally, the framework was applied to a hypothetical bridge on the Red River near Fargo, ND. The results provide the distribution of scour repair measure execution times and corresponding scour depths over bridge life cycles, highlighting that the maximum resilience enhancement is achieved when repairs are conducted as the bridge pile foundation sustains a moderate damage level.]]></description>
      <pubDate>Wed, 29 Oct 2025 13:39:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593819</guid>
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    <item>
      <title>Twin Cities-St. Cloud-Fargo/Moorhead Corridor Study</title>
      <link>https://trid.trb.org/View/2551215</link>
      <description><![CDATA[This report is a corridor analysis and evaluation of options for development of transit and rail service improvements in the corridor between the Minnesota Cities of St. Paul, Minneapolis, Coon Rapids, St. Cloud and Moorhead, and Fargo, North Dakota. The analysis in this report is intended to fulfill the requirements of the legislation, 2023 Minn. Session Laws, Ch. 68, Art. 4, Sec. 112, Subd. 3(b), including evaluation of alternatives for transit service in the corridor and evaluation of the elimination of Northstar Commuter Rail service in conjunction with those alternatives as described in the legislation. The study evaluates six alternatives, involving several modes of transportation, including intercity bus, intercity passenger rail and commuter rail (Northstar): (1) new intercity passenger rail from St. Paul to Fargo/Moorhead. Existing Northstar to remain in service; (2) extend Northstar service to St. Cloud, with new bus service between St. Cloud and Fargo/Moorhead; (3) extend Northstar service to St. Cloud and continue on to Fargo/Moorhead; (4) discontinue existing Northstar services and re-invent as an intercity passenger rail service between Minneapolis and Fargo/Moorhead; (5) introduce dedicated bus service between Minneapolis and Fargo/Moorhead. Existing Northstar to remain in service; and (6) eliminate Northstar service. Several factors were analyzed for each alternative, including ridership, capital cost, operating cost, revenue impact and the barriers and risks of each. In addition, the governance and jurisdictional transfer considerations for each of the transit service alternatives were analyzed.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2551215</guid>
    </item>
    <item>
      <title>A two-stage stochastic location-routing problem for electric vehicles fast charging</title>
      <link>https://trid.trb.org/View/2193098</link>
      <description><![CDATA[Electric cars are projected to become the vehicles of the future. A major barrier for their expansion is range anxiety stemming from the limited range a typical electric vehicle can travel. Electric vehicle batteries’ performance and capacity are affected by many factors. In particular, the decrease in ambient temperature below a certain threshold will adversely affect the battery’s efficiency. This paper develops a two-stage stochastic program model for charging stations’ optimal location to facilitate the routing decisions of delivery services that use electric vehicles while considering the variability inherent in climate and customer demand. A novel solution approach based on the progressive hedging algorithm is presented to solve the resulting mathematical model and to provide high-quality solutions within reasonable running times for problems with many scenarios. To evaluate the proposed formulation and solution approach’s performance, Fargo city in North Dakota is selected as a testbed. The authors observe that the location-routing decisions are susceptible to the electric vehicle logistics underlying climate, signifying that decision-makers of the direct current fast charging electric vehicle logistic network for cities that suffer from high-temperature fluctuations would not overlook the effect of climate to design and manage the respective logistic network efficiently.]]></description>
      <pubDate>Wed, 19 Jul 2023 09:38:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2193098</guid>
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    <item>
      <title>Operational Analysis of 12th Ave. N &amp; 18th St. N: Fargo, ND</title>
      <link>https://trid.trb.org/View/1981503</link>
      <description><![CDATA[The 12th Ave. N. corridor in Fargo, ND, serves many industrial, manufacturing, and warehouse facilities, as well as many dwelling units and North Dakota State University (NDSU). The corridor is also heavily used for special events at the Fargodome and NDSU. Currently, a large number of these motorists use the 12th Ave. N. and 18th St. intersection, which is an unsignalized intersection. The average annual daily traffic (AADT) at the 12th Ave. and 18th St. N. intersection ranges from 15,900 to 17,300 vehicles. Special events cause severe traffic congestion at this intersection primarily for the motorists making an eastbound left turn traveling to NDSU and the Fargodome, while the motorists attempting southbound movements are hindered traveling from the special events. In addition, southbound right turns are restricted during the afternoon peak periods. For these reasons, concerns have been raised over the necessity of a traffic signal at the intersection in Fargo, ND.]]></description>
      <pubDate>Sat, 02 Jul 2022 16:30:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1981503</guid>
    </item>
    <item>
      <title>Pedestrian Crossing Analysis, University Dr. &amp; Administration Ave.: Fargo, ND</title>
      <link>https://trid.trb.org/View/1981502</link>
      <description><![CDATA[This study was conducted due to concerns related to pedestrian/vehicle conflicts in the area of the intersection of University Dr. and Administration Ave. The intersection is currently controlled by stop signs on the minor approaches (Administration Ave., the NDSU Station Post Office, and the Alumni Center), while the major movement (University Dr.) has free-flowing southbound traffic. Pedestrian traffic primarily consists of employees and students from North Dakota State University (NDSU). The Alumni Center and NDSU Station also are pedestrian attractions.]]></description>
      <pubDate>Sat, 02 Jul 2022 16:30:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1981502</guid>
    </item>
    <item>
      <title>Micromobility Station Placement Optimization for a Rural Setting</title>
      <link>https://trid.trb.org/View/1885574</link>
      <description><![CDATA[Micromobility is an evolving form of transportation modality that uses small human- or electric-powered vehicles to move people short distances. Planners expected that bike sharing, the first form of micromobility, would reduce traffic congestion, cut travel cost, reduce pollution, enable connectivity with other modes of transport, and promote public health. However, micromobility options also brought new challenges such as the difficulty of placement decisions to encourage adoption and to minimize conflict with other transport modes. Sound deployment decisions depend on the unique environmental characteristics and demographics of a location. Most studies analyzed deployments in high-density urban areas. This research determines the best locations for 5 new bike-sharing stations in Fargo, North Dakota, a small urban area in the rural United States. The workflow combines a geographic information system (GIS), level of traffic stress (LTS) ratings, and location-allocation optimization models. The spatial analysis considered 18 candidate station locations and eliminated those that fell within the 700-meter isochrone walking distance of the 11 existing stations. This case study demonstrates a scalable workflow that planners can repeat to achieve sustainable micromobility deployments by considering the land use, population density, activity points, and characteristics of the available pathways in their unique setting.]]></description>
      <pubDate>Mon, 25 Oct 2021 09:16:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1885574</guid>
    </item>
    <item>
      <title>Scenario Planning Peer Workshop: Fargo Moorhead Region (Fargo, ND and Moorhead, MN) May 4, 2007</title>
      <link>https://trid.trb.org/View/1765022</link>
      <description><![CDATA[This report summarizes a Peer Workshop on tools and effective practices for scenario planning. The Federal Highway Administration (FHWA) coordinated and led the day-long workshop in Moorhead, Minnesota. Presenters from the FHWA provided participants with an overview of the scenario planning process and described available resources and tools to assist with scenario planning analysis. Local planning staffs, elected officials, and consultants joined Fargo Moorhead Metropolitan Council of Governments (MetroCOG) for the one-day scenario planning workshop. Attendees hailed from across the region and shared their views on introducing scenario planning to their planning processes. Presenters from the Chittenden County Metropolitan Planning Organization, Community Planning Association of Southwest Idaho (COMPASS), and the Federal Highway Administration provided the group with information on implementing scenario planning in a variety of community contexts. FHWA defines scenario planning as “a process in which transportation professionals and citizens work together to analyze and shape the long-term future of their communities. Using a variety of tools and techniques, participants assess trends in key factors such as transportation, land use, demographics, health, etc. Participants bring the factors together in alternative future scenarios, each of these reflecting different trend assumptions and tradeoff preferences.”]]></description>
      <pubDate>Mon, 22 Feb 2021 17:11:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765022</guid>
    </item>
    <item>
      <title>Maximum Closeness Centrality-Clubs: A Study of Dock-Less Bike Sharing</title>
      <link>https://trid.trb.org/View/1681504</link>
      <description><![CDATA[In this work, the authors investigate a new paradigm for dock-less bike sharing. Recently, it has become essential to accommodate connected and free-floating bicycles in modern bike-sharing operations. This change comes with an increase in the coordination cost, as bicycles are no longer checked in and out from bike-sharing stations that are fully equipped to handle the volume of requests; instead, bicycles can be checked in and out from virtually anywhere. In this paper, the authors propose a new framework for combining traditional bike stations with locations that can serve as free-floating bike-sharing stations. The framework the authors propose here focuses on identifying highly centralized -clubs (i.e., connected subgraphs of restricted diameter). The restricted diameter reduces coordination costs as dock-less bicycles can only be found in specific locations. In addition, the authors use closeness centrality as this metric allows for quick access to dock-less bike sharing while, at the same time, optimizing the reach of service to bikers/customers. For the proposed problem, the authors first derive its computational complexity and show that it is -hard (by reduction from the 3-SATISFIABILITY problem), and then provide an integer programming formulation. Due to its computational complexity, the problem cannot be solved exactly in a large-scale setting, as is such of an urban area. Hence, the authors provide a greedy heuristic approach that is shown to run in reasonable computational time. The authors also provide the presentation and analysis of a case study in two cities of the state of North Dakota: Casselton and Fargo. The work concludes with the cost-benefit analysis of both models (docked vs. dockless) to suggest the potential advantages of the proposed model.]]></description>
      <pubDate>Tue, 04 Feb 2020 15:54:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1681504</guid>
    </item>
    <item>
      <title>Evaluation of Transit Signal Priority Strategies for Small-Medium Cities</title>
      <link>https://trid.trb.org/View/1567470</link>
      <description><![CDATA[Transit Signal Priority (TSP) has mainly been applied in larger metropolitan areas where demand for transit service is moderate to high and bus headways are less than 15 minutes. TSP in larger metropolitan areas is implemented to expedite the movement of buses with high occupancy, thus justifying any negative impacts on other traffic and lowering the overall person-delay at intersections. Transit agencies in small-medium size cities, on the other hand, have fewer users and operate at less frequency (i.e., headway greater than 30 minutes). During peak periods, traffic congestion causes missed connections at transfer points and can increase the transit rider’s total trip time by as much as one hour. Therefore, TSP could be used in small-medium size areas to alleviate missed connections, enhance service, and attract more transit riders. This study provides a theoretical evaluation of TSP strategies in a small-medium size urban area. Several scenarios are evaluated, involving two TSP strategies; existing and reduced bus headways; and two traffic peak periods. The study findings could give practitioners information concerning TSP implementation in a small-medium size city. The microscopic traffic simulation model, VISSIM, was used to accurately model a downtown region of Fargo, North Dakota, with several bus routes. Results indicated potential bus travel time savings as high as 14 percent, with a decrease in bus stopped delay as high as 38 percent. Impacts to the local system were investigated as well; side-street person-delay increased as much as 14 percent during the afternoon peak.]]></description>
      <pubDate>Mon, 19 Nov 2018 09:29:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567470</guid>
    </item>
    <item>
      <title>Winter Bikesharing in US: User Willingness, and Operator’s Challenges and Best Practices</title>
      <link>https://trid.trb.org/View/1488383</link>
      <description><![CDATA[Bikesharing is an emerging sustainable transportation alternative which is gaining attention and demand since the launch of the third-generation bikeshare system in the United States in 2007. As of 2015, there were 74 U.S. cities operating bikeshare programs. More than half of these programs are seasonal, meaning they shut down their operations for winter. This study focuses on gathering more knowledge and information relating to winter bikesharing for the United States in terms of understanding users’ willingness to use bikeshare programs in harsh winters, and operators’ strategies, challenges and best practices for providing bikeshare operations without interruption in cold U.S. cities. Great Rides Bikeshare users in Fargo, North Dakota, were surveyed in October 2015 to understand their willingness to use the bikeshare program in winter and determine factors influencing their ridership. Based on 654 returned survey responses, significant number (70%–95%) of regular, occasional, and infrequent bikeshare users expressed their willingness to use bikeshare program in winter; further, the willingness increased among users in situations when bike paths and sidewalks could be cleared of snow and ice. A second survey was conducted in February 2016 with bikeshare program operators located in other cold U.S. cities that expect snow events, freezing temperatures, and other adverse winter weather conditions and were operational for the 2015–2016 winter. Expected ridership for bikeshare program during the winter has been observed anywhere between 10 and 30% of peak summer ridership. Winter bikeshare operational strategies, challenges, and best practices were gathered from 10 out of 14 bikeshare programs that were operated through 2015–2016 winter. Results from this study can be useful to researchers, and bikeshare operators who want to implement year-round bikeshare operations in cold cities with winter conditions.]]></description>
      <pubDate>Wed, 27 Dec 2017 10:24:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1488383</guid>
    </item>
    <item>
      <title>Bike Share in Fargo, North Dakota: Keys to Success and Factors Affecting Ridership</title>
      <link>https://trid.trb.org/View/1488389</link>
      <description><![CDATA[The growing popularity of bike share programs in the United States has prompted many cities to implement bike share systems to enhance mobility and health in their communities. While many of these programs have been introduced in large cities, and existing research has tended to focus on these large systems, bike share programs are becoming increasingly popular in smaller cities as well. Great Rides Bike Share launched with 11 stations and 101 bikes in 2015 in Fargo, North Dakota. This is one of the smaller systems in the United States, but it has been very successful. This study examines the ridership data for Great Rides Bike Share during its first two years of operations, investigates it keys to success, and estimates impacts of weather, temporal, and spatial variables on bike share use. In terms of trips per bike per day, bike share usage in Fargo surpasses that of the largest programs in the country. Keys to its success were the presence of a college campus and the reduced barriers to use for college students. The ridership model showed that temperatures, wind, precipitation, and the location of stations on a college campus all have significant impacts on bikes share use.]]></description>
      <pubDate>Fri, 01 Dec 2017 09:32:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1488389</guid>
    </item>
    <item>
      <title>Evaluation Study of the Bike Share Program in Fargo, North Dakota</title>
      <link>https://trid.trb.org/View/1473775</link>
      <description><![CDATA[The growing popularity of bike share programs in the United States has prompted many cities to implement bike share systems to enhance mobility and health in their communities. Major advantages of bike share program include increased transportation options for the public, improved health and fitness, reduced environmental impacts due to mode shift from automobiles to bicycles, affordability, and improved community connectivity. The advantages, applicability, and impact of bike share programs in large urban areas have been well studied and documented. However, because of the spread of this program in smaller cities and communities, there is a need to study the public attitudes toward bike share programs as well as the benefits, applicability, and use of the program in smaller communities. This study investigates the effectiveness of the Great Rides Bike Share program that was launched in 2015 in the small urban area of Fargo, North Dakota. Eleven bike share stations were installed in Fargo with 101 bikes. Stations were primarily concentrated on the North Dakota State University (NDSU) campus and downtown Fargo. Primary objectives of the study were to understand user opinions on the bike share program, analyze demand for the bike share program, study the impact of the program on NDSU student travel behavior and shifts in mode shares, analyze the livability benefits from the bike share program, and analyze origin-destination trip data to understand the user trips patterns and needs. Three online surveys were conducted, mostly of NDSU students. One survey was conducted before the launch of the program and two were conducted after the program was initiated. Regression analyses were conducted to estimate the impacts of weather and other factors on bike share use in Fargo and to estimate the impacts of bike share use on bus ridership. The study examined mode shifts and whether bike share has a substitute or complementary relationship with transit in Fargo. The program has proven to be highly successful in its first two years. A significant number of NDSU students chose bike share as a primary or secondary mode of transportation. The introduction of bike share in Fargo has increased overall mode shares for bicycling among NDSU students. Students who live closer to campus and have a bike share station accessible tend to choose the bike share program for traveling to and from campus. The program was also found to improve livability in Fargo by providing more travel options for NDSU students and riders and, at the same time, provides access to more locations than the transit service that was already available. Bus ridership decreased following the introduction of the bike share program. An analysis of the data indicated that bike share did have a negative impact on bus ridership, but other factors were more important contributors to the decline in bus use.]]></description>
      <pubDate>Mon, 17 Jul 2017 09:32:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1473775</guid>
    </item>
    <item>
      <title>Average Opportunity-based Accessibility of Public Transit Systems to Grocery Stores in Small Urban Areas</title>
      <link>https://trid.trb.org/View/1455458</link>
      <description><![CDATA[ This research studies the accessibility of grocery stores to university students using the public transportation system, drawing from a case study of Fargo, North Dakota. Taking into consideration the combined travel time components of walking, riding, and waiting, this study measures two types of accessibilities: accessibility to reach a particular place and accessibility to reach the bus stop to ride the public transit system. These two accessibilities are interdependent and cannot perform without each other. A new method to calculate the average accessibility measure for the transit routes is proposed. A step-wise case study analysis indicates that one route provides accessibility to a grocery store in eight minutes. This also suggests that the North Dakota State University area has moderate accessibility to grocery stores.]]></description>
      <pubDate>Mon, 27 Feb 2017 09:38:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1455458</guid>
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    <item>
      <title>Promising Practices for Strengthening the Regional STEM Workforce Development Ecosystem</title>
      <link>https://trid.trb.org/View/1398220</link>
      <description><![CDATA[This report summarizes an 18-month study by the Committee on Improving Higher Education's Responsiveness to STEM Workforce Needs: Identifying Analytical Tools and Regional Best Practices, organized under the auspices of the Board on Higher Education and Workforce of the National Academies of Sciences, Engineering, and Medicine. The study examined the extent to which universities and employers in five metropolitan communities (Phoenix, Arizona; Cleveland, Ohio; Montgomery, Alabama; Los Angeles, California; and Fargo, North Dakota) collaborate successfully to align curricula, labs, and other undergraduate educational experiences with current and prospective regional science, technology, engineering, and mathematics (STEM) workforce needs. The findings and recommendations of the committee are included in this report.]]></description>
      <pubDate>Mon, 29 Feb 2016 16:54:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398220</guid>
    </item>
    <item>
      <title>At the ready : crash/fire/rescue teams train for that critical moment</title>
      <link>https://trid.trb.org/View/1396678</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 01 Feb 2016 11:38:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1396678</guid>
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