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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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    <item>
      <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>A fresh approach : Ale Flint rises through ranks to re-establish OAK</title>
      <link>https://trid.trb.org/View/1284904</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 02 Jan 2014 12:05:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1284904</guid>
    </item>
    <item>
      <title>A case study of selected factors of job satisfaction among Flint police officers</title>
      <link>https://trid.trb.org/View/1222178</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 07 Nov 2012 14:38:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1222178</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>Consumer concern</title>
      <link>https://trid.trb.org/View/1215320</link>
      <description><![CDATA["Interview [with] Deborah Ale Flint, Director of Aviation, Port of Oakland."]]></description>
      <pubDate>Mon, 01 Oct 2012 10:46:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1215320</guid>
    </item>
    <item>
      <title>The Upsizing of White Flint</title>
      <link>https://trid.trb.org/View/1119162</link>
      <description><![CDATA[White Flint, Maryland is a 430-acre suburb of Washington, DC.  This article describes the transformation of White Flint from an unappealing area marred by strip malls and confusing highways into a model of transit oriented development.  In March 2010, the Montgomery County Council adopted the White Flint Sector Plan that calls for significantly increasing the residential density of the area.  These residents can support a more urban center that will encourage transit use and reduce the need for automobile travel.  Mixed-use high-rise development is being built.  The county officials have taken a very deliberate approach to the redevelopment of White Flint, making sure that they have incorporated the input of interest groups and other stakeholders.  Revenues from a special tax on existing commercial property are being used to finance many of the infrastructure improvements.  Commercial property owners are optimistic that the improvements will have a significant positive impact on their business.]]></description>
      <pubDate>Fri, 21 Oct 2011 07:37:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1119162</guid>
    </item>
    <item>
      <title>STABILITE DES REMBLAIS CRAYEUX DE GRANDE HAUTEUR.</title>
      <link>https://trid.trb.org/View/1078272</link>
      <description><![CDATA[LES CONSTATATIONS ET ETUDES EFFECTUEES SUR LE REMBLAI CRAYEUX DU VAL-GUYON SUR L'AUTOROUTE A 13 ONT PERMIS D'EXPLIQUER LA CAUSE DES TASSEMENTS ET FISSURES OBSERVES. CES DESORDRES NE PEUVENT S'EXPLIQUER PAR LES THEORIES CLASSIQUES. IL EST MONTRE QUE LES TASSEMENTS DE LA PLATE-FORME DU REMBLAI SONT IMPUTABLES A UNE DENSIFICATION DE CELUI-CI A LA SUITE D'UNE DESAGREGATION DANS LE TEMPS DES BLOCS CRAYEUX DE FAIBLE DENSITE. CETTE DENSIFICATION CONDUIRAIT A DES MISES EN PRESSION DE L'EAU INTERSTITIELLE ET UNE AUGMENTATION DU COEFFICIENT DE POISSON DU MELANGE CRAYEUX. CETTE VARIATION ENTRAINERAIT, COMME LE MONTRE UNE ETUDE DES CONTRAINTES PAR LA METHODE DES ELEMENTS FINIS, LE DEVELOPPEMENT DE CONTRAINTES DE TRACTION EN TETE DU REMBLAI QUI EXPLIQUERAIT LES FISSURES LONGITUDINALES CONSTATEES. CES CALCULS ONT PERMIS DE DEFINIR L'INFLUENCE DES CARACTERISTIQUES MECANIQUES DE LA CRAIE, DE LA HAUTEUR DU REMBLAI ET DE SA PENTE DE TALUS SUR LE DEVELOPPEMENT DE TELLES FISSURES. IL A ETE POSSIBLE DE DEFINIR DES RECOMMANDATIONS POUR L'UTILISATION DES CRAIES TENDRES POUR L'EXECUTION DE REMBLAIS DE DIFFERENTES GEOMETRIES.(A)]]></description>
      <pubDate>Sun, 21 Nov 2010 16:49:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078272</guid>
    </item>
    <item>
      <title>DIE ANWENDUNG VON AUFGEHELLTEM BITUMENFEINBETON</title>
      <link>https://trid.trb.org/View/1065267</link>
      <description><![CDATA[FORSCHUNGSERGEBNISSE ZUR VERBESSERUNG LICHTTECHNISCHER UND FAHRDYNAMISCHER EIGENSCHAFTEN BITUMINOESER DECKSCHICHTEN WURDEN 1973 AUF EINER GROESSEREN BAUMASSNAHME IM ZUGE DER F 191 ALS GROSSVERSUCH IM BEREICH DER BEZIRKSDIREKTION DES STRASSENWESENS SCHWERIN VERWERTET.  ALS AUFHELLER WURDE KALZINIERTER FLINT 0/6 MM ZU DEN NATURSTEINBAUSTOFFEN ZUGEGEBEN.  ZWECKMAESSIG IST ES, EINE FRAKTIONIERTE LIEFERUNG DES AUFHELLERS ZU GEWAEHRLEISTEN, DA EINE EFFEKTIVE AUFHELLUNG ERST BEI KOERNUNGEN AB 2 MM ERREICHT WIRD.  DIE REZEPTUR SIEHT VOR: MIND. 60 % KALZINIERTER FLINT (GEM. SIEBANALYSE 50-56 %  > 2 MM), 22 % QUARZPORPHYRSPLITT 5/12,5 MM, 10 % BRECHSAND, 8 % FUELLER;  DAZU 6,7 % BITUMEN 80.  EINGEBAUT WURDE MIT FERTIGERN, VERDICHTET MIT GLATTMANTELWALZEN.  DER EINBAU WAR PROBLEMLOS, DIE AUFHELLUNG SOFORT ERKENNBAR, ABER ERST NACH ETWA 6 MONATEN VOLL WIRKSAM.  SCHWIERIGKEITEN BEREITETE  DER RELATIV HOHE ANTEIL VON BRECHSAND UND FUELLER BEIM KALZINIERTEN FLINT.  DIE MIT SRT-PENDEL GEMESSENEN GRIFFIGKEITSWERTE WAREN IN DER RADSPUR UEBER DEM GRENZWERT 45 SRT-E, IN DER FAHRSPUR JEDOCH NACH EINEM JAHR MIT 44  SRT-E KNAPP DARUNTER.  AUSFUEHRUNGEN UEBER DAS REFLEXIONSVERHALTEN UND DIE KOSTEN SOWIE EMPFEHLUNGEN FUER KUENFTIGE AUSFUEHRUNGEN BESCHLIESSEN DEN  BEITRAG.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:18:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065267</guid>
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    <item>
      <title>LIGHT COLOURED BITUMINOUS ROAD SURFACING</title>
      <link>https://trid.trb.org/View/1064676</link>
      <description><![CDATA[AS A RESULT OF LABORATORY TESTS, A TRIAL ROAD WAS BUILT IN THE URBAN AREA  OF WEIMAR.  TWO MIXTURES WERE SELECTED, ONE INCLUDED 60% BY WEIGHT CALCINED FLINT 0/4 MM AS A LIGHTENING AGENT AND THE OTHER 60% BY WEIGHT OF LIMESTONE 2/8 MM.  WITH THESE WAS A BASE (CRUSHED SAND, FINE STONE AGGREGATE) AND "GRANODIORIT" (DIORITE) FROM THE LAUSITZER GRANITE MASSIF WAS ADDED.  JUDGMENT OF THE LIGHTING QUALITIES FOLLOWED THE EXAMINATION OF CORES IN THE LABORATORY.  AFTER ONE YEAR THE LUMINANCE CO-EFFICIENTS OF THE DRY SURFACE WAS ON AVERAGE Q (INDEX PT) = 0.03, FOR DAMP CONDITIONS Q (INDEX PF) = 0.02 CD/M2 AND LX, THE OPTIMAL ANGLE OF INCIDENCE GAMMA (INDEX E) GREATER THAN 50 DEG MEASURED ACCORDING TO BECK.  A COMPARISON WITH THE RESULTS OF THE PRELIMINARY TESTS SHOWS THAT AT THE TIME OF BEING MEASURED THE ABRASION OF THE BINDER HAD NOT BEEN TERMINATED, THE DEPTH OF TEXTURE WAS LESS AND  A POLISHING OF THE SURFACE HAD TAKEN PLACE.  IT IS EXPECTED THAT THE LUMINANCE CO-EFFICIENT WILL AVERAGE OUT IN A FINAL CONDITION TO 0.05 CD/M2 AND LX AND THAT EMPLOYING HIGH PRESSURE MERCURY VAPOUR LAMPS AT LEAST 65% ENERGY SHOULD BE SAVED USING A RATED LUMINANCE LN = 2 CD/M2 AND AN OPTIMAL ANGLE OF INCIDENCE GAMMA (INDEX E) = 50 DEG WHEN COMPARED TO DARK BITUMINOUS WEARING COURSES.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:05:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064676</guid>
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