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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>Emergency water distribution systems to improve spatial equality and spatial equity in a heterogeneous community with differing mobility characteristics</title>
      <link>https://trid.trb.org/View/2485724</link>
      <description><![CDATA[The study addresses challenges in emergency water distribution systems by proposing a hybrid method that optimizes points of distribution (PODs) and mobile delivery systems. The goal is to optimally dispense emergency water to disaster-affected populations while enhancing spatial equality and spatial equity. By considering the physiological and socioeconomic status of the disaster-affected population, the hybrid method addresses the needs of a heterogeneous community. The hybrid method consists of two models: The first model seeks to determine the optimal locations of POD for populations who are deemed physiologically able to visit PODs and pick up their emergency water. In this model, socioeconomic status is incorporated to account for different mobility characteristics of these populations. The second model focuses on determining efficient routes for mobile delivery to populations who are more likely to have physiological limitations that interfere with them traveling to PODs and picking up their emergency water. The proposed method is then validated with an application to the Flint, Michigan, water crisis. The experiments demonstrate that, compared to the actual setup of PODs, the method shows a 69.30 % improvement in objective function value and a 7.05 % reduction in the average travel time for people to reach the PODs. Particularly beneficial for those with the longest travel time to the PODs, the model indicates a significant 25.22 % decrease in travel time, equivalent to 19.49 min. Also, the method suggests the optimal delivery solution involving 20 trucks covering 191.82 km for the target populations. The authors further conduct a sensitivity analysis to discuss the potential impact of various factors on the operations of the emergency water distribution system. The results highlight that increasing the number of depots does not necessarily lead to a proportional decrease in vehicle kilometers traveled. The authors also identify that the most cost-effective vehicle type is a 16-foot truck. These findings provide emergency agencies and policymakers with valuable insights, paving the way for improved guidelines and policies to establish more effective emergency water distribution systems.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2485724</guid>
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      <title>Vehicle collisions analysis on highways based on multi-user driving simulator and multinomial logistic regression model on US highways in Michigan</title>
      <link>https://trid.trb.org/View/2292757</link>
      <description><![CDATA[Traffic collision on the highway has become a serious issue because they delay the sustainable development of society. Highway accidents on I-69 have one of the highest crash rates in the U.S. in Michigan and a higher fatality rate than average. This study aimed to identify the factors contributing to highway user crashes on I-69 in Flint, Michigan. This study also aims to find the relationship between the change in the speed limit in certain weather conditions and the number of crashes that are likely to occur as a sequence of this change. A multi-user driving simulator is applied in this study with ten driving simulator scenarios. The multinomial logistic regression (MNL) model has been investigated in this study to identify statistically significant factors that contribute to crashes. The analyses indicated that speeding and speed limits during inclement road/weather conditions significantly affected crashes. Most frequent crashes occur during snowy and icy weather conditions and by changing the speed limit during these weather conditions. Therefore, driver speed is suspected to be the most factor that caused the Vehicle crash on I-69. The method of developing Crash modification factors (CMFs) used in this study will help to reduce crashes and improve traffic system safety performance on highways in Michigan.]]></description>
      <pubDate>Tue, 28 Nov 2023 16:10:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2292757</guid>
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    <item>
      <title>Design and Analysis of Kettering University’s New Proving Ground, the GM Mobility Research Center</title>
      <link>https://trid.trb.org/View/1701303</link>
      <description><![CDATA[Rapid changes in the automotive industry, including the growth of advanced vehicle controls and autonomy, are driving the need for more dedicated proving ground spaces where these systems can be developed safely. To address this need, Kettering University has created the GM Mobility Research Center, a 21-acre proving ground located in Flint, Michigan at the former “Chevy in the Hole” factory location. Construction of a proving ground on this site represents a beneficial redevelopment of an industrial brownfield, as well as a significant expansion of the test facilities available at the campus of Kettering University. Test facilities on the site include a road course and a test pad, along with a building that has garage space, a conference room, and an indoor observation platform. All of these facilities are available to the students and faculty of Kettering University, along with their industrial partners, for the purpose of engaging in advanced transportation research and education. This work describes the history of the proving ground development and outlines its design. Special emphasis is placed on a detailed analysis of the vehicle dynamics characteristics of the road course, with physical testing methods employed to evaluate and communicate its capabilities.       ]]></description>
      <pubDate>Wed, 29 Apr 2020 17:41:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1701303</guid>
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    <item>
      <title>Pathways to Urban Sustainability: Challenges and Opportunities for the United States</title>
      <link>https://trid.trb.org/View/1427371</link>
      <description><![CDATA[Cities have experienced an unprecedented rate of growth in the last decade. More than half the world’s population lives in urban areas, with the U.S. percentage at 80 percent. Cities have captured more than 80 percent of the globe’s economic activity and offered social mobility and economic prosperity to millions by clustering creative, innovative, and educated individuals and organizations. Clustering populations, however, can compound both positive and negative conditions, with many modern urban areas experiencing growing inequality, debility, and environmental degradation. The spread and continued growth of urban areas presents a number of concerns for a sustainable future, particularly if cities cannot adequately address the rise of poverty, hunger, resource consumption, and biodiversity loss in their borders. Intended as a comparative illustration of the types of urban sustainability pathways and subsequent lessons learned existing in urban areas, this study examines specific examples that cut across geographies and scales and that feature a range of urban sustainability challenges and opportunities for collaborative learning across metropolitan regions. It focuses on nine cities across the United States and Canada (Los Angeles, CA, New York City, NY, Philadelphia, PA, Pittsburgh, PA, Grand Rapids, MI, Flint, MI, Cedar Rapids, IA, Chattanooga, TN, and Vancouver, Canada), chosen to represent a variety of metropolitan regions, with consideration given to city size, proximity to coastal and other waterways, susceptibility to hazards, primary industry, and several other factors. Chapters include: Urban Sustainability Indicators and Metrics; Principals of Urban Sustainability; and City Profiles.]]></description>
      <pubDate>Mon, 21 Nov 2016 13:26:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1427371</guid>
    </item>
    <item>
      <title>How not to become the next Flint</title>
      <link>https://trid.trb.org/View/1416989</link>
      <description><![CDATA[A new era of regulation and transparency is being ushered in by the public relations debacle surrounding tap water in Flint, Michigan. What's likely to happen and how to prepare are presented in this article, including discussions of locating and replacing lead service lines.]]></description>
      <pubDate>Wed, 27 Jul 2016 09:49:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1416989</guid>
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    <item>
      <title>Influential Range for Analyzing Motorized and Non-Motorized Crashes at
Intersections</title>
      <link>https://trid.trb.org/View/1339043</link>
      <description><![CDATA[This study investigates influential areas of motorized and non-motorized (pedestrian and bike) crashes at intersections. An influential area of an intersection is typically specified by a radius from the center of the intersection. Practitioners have applied the radius when gathering crash data for their traffic safety analyses. However, there has not been much effort in investigating if the range is appropriate and multiple radii have been applied to intersection safety studies due to the lack of analytical studies on the influence ranges. This research investigates the most probable influence ranges for both motorized and non-motorized crashes by analyzing distributions of crash locations. The result analyzed from 148 intersections in Michigan cities reveals 137 feet and 240 feet as influence ranges for non-motorized and motorized crashes, respectively.]]></description>
      <pubDate>Tue, 10 Mar 2015 07:50:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1339043</guid>
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    <item>
      <title>Cultural, Perceptional and Educational Factors on Non-Motorized Traffic Safety</title>
      <link>https://trid.trb.org/View/1289392</link>
      <description><![CDATA[An important measure of non-motorized traffic safety is the understanding of traffic rules and regulations by those who comprise non-motorized transportation modes as well as the motorists who must share the roadways with their fellow pedestrian and bicyclists. Streams of motorized and non-motorized traffic frequently meet at locations such as intersections with crosswalks, and mid-block crossings. Unfortunately, such high frequent interactions at these locations are responsible for a large proportion of crashes involving a pedestrian or bicyclist. Transportation officials attempt to mitigate these incidents through various methods of control, such as demarcation and pedestrian or bicyclist countermeasures, under the assumption that these countermeasures will be understood and yield appropriate behavior in road users. Ideally, this assumption would prove correct; however, a number of factors impact the variance in the level of understanding and compliance among the public, and many of these are outside of the control of transportation officials. This study examines if there are cultural, perceptional or educational differences in using transportation facilities associated with non-motorized traffic safety. Such differences are examined through a questionnaire survey conducted in four Michigan cities (Ann Arbor, East Lansing, Flint, and Grand Rapids). The results of this study reveal differences in understanding of non-motorized traffic safety rules that are dependent upon city-wide variations in culture, educational attainment, and perception.]]></description>
      <pubDate>Wed, 26 Feb 2014 10:38:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1289392</guid>
    </item>
    <item>
      <title>Life after job loss for former General Motors employees in Flint, Michigan : outsourcing's impact</title>
      <link>https://trid.trb.org/View/1221090</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 07 Nov 2012 13:26:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1221090</guid>
    </item>
    <item>
      <title>Economic Census, Transportation, 1997 Commodity Flow Survey: Detroit-Ann Arbor-Flint, MI CMSA</title>
      <link>https://trid.trb.org/View/882511</link>
      <description><![CDATA[The 1997 Commodity Flow Survey (CFS) is undertaken through a partnership between the Bureau of the Census, U.S. Department of Commerce, and the Bureau of Transportation Statistics, U.S. Department of Transportation. This survey produces data on the movement of goods in the United States. It provides information on commodities shipped, their value, weight, and mode of transportation, as well as the origin and destination of shipments of manufacturing, mining, wholesale, and selected retail establishments. The CFS was last conducted in 1993. See the Comparability With the 1993 Commodity Flow Survey table (Appendix A) for a comparison between the 1997 and 1993 surveys. The data from the CFS are used by public policy analysts and for transportation planning and decision-making to assess the demand for transportation facilities and services, energy use, and safety risk and environmental concerns. This report presents data on Metropolitan Area (MA) and Remainder of State (ROS) shipment characteristics.]]></description>
      <pubDate>Thu, 19 Feb 2009 14:42:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/882511</guid>
    </item>
    <item>
      <title>FLINT (I).</title>
      <link>https://trid.trb.org/View/595882</link>
      <description><![CDATA[SUBTITLE: AS 'GENEROUS MOTORS' RETREATS FROM FLINT, THE CITY STRUGGLES TO OVERCOME DECADES OF DEPENDENCE ON GM. SIDEBAR: WOE IS FLINT, A CITY OF LOW SELF-ESTEEM.]]></description>
      <pubDate>Thu, 21 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/595882</guid>
    </item>
    <item>
      <title>FLINT (II).</title>
      <link>https://trid.trb.org/View/595883</link>
      <description><![CDATA[SIDEBARS: CONCERNED RESIDENTS WATCH, WAIT, WONDER. -- HOW CITY LOOKS IN RETROSPECT.]]></description>
      <pubDate>Thu, 21 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/595883</guid>
    </item>
    <item>
      <title>BUICK CITY'S DEMISE</title>
      <link>https://trid.trb.org/View/565466</link>
      <description><![CDATA[SUBTITLE: FLINT STRUGGLES WITH AN IMPENDING LOSS.]]></description>
      <pubDate>Mon, 03 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/565466</guid>
    </item>
    <item>
      <title>FLINT'S SELECTIVE ENFORCEMENT UNIT PROVES SUCCESSFUL</title>
      <link>https://trid.trb.org/View/557503</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 11 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/557503</guid>
    </item>
    <item>
      <title>TRANSIT 'TRIPPER SERVICE' FILTERS INTO SUBURBAN, RURAL COMMUNITIES: FED UP WITH FUNDING SHORTFALL, FLINT (MI) COMMUNITY SCHOOLS ELIMINATES SCHOOL BUS SERVICE.</title>
      <link>https://trid.trb.org/View/535783</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 28 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/535783</guid>
    </item>
    <item>
      <title>THE IMPACT OF TRANSPORTATION CHANGE AND OF FLINT METROPOLITAN EXPANSION ON THE LINDEN COMMUNITY: A CASE STUDY OF ECONOMIC CHANGE FROM 1900 TO 1950.</title>
      <link>https://trid.trb.org/View/516721</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 14 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/516721</guid>
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