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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>Joint Mode and Shipment Size Choice for Interregional Transportation of Fruits and Vegetables in India</title>
      <link>https://trid.trb.org/View/2579824</link>
      <description><![CDATA[Freight transportation is the backbone of a nation’s economy. The mode of transport chosen is a significant logistical decision influenced by the size of the shipment. The shipment size and mode of transport are both logistics decisions that must be made simultaneously. However, studies that combine both of these logistic choices are limited. There have been no such studies in India, where the characteristics of the transport mode, shipments, and traffic are vastly different. Also, freight transport modelling studies are rare in India because disaggregate shipment data is unavailable, and data collection is costly. This study develops a joint transport mode and shipment size choice model for the interregional transportation of fruits and vegetables using the logit model. Shipment weight was divided into discrete classes using cluster analysis and combined with the mode of transport as discrete choices in modelling. The data was gathered through an extensive revealed preference survey conducted among shippers in Kerala, India's southern state. The study revealed that the shipment size affects the transport mode choice. As shipment size increases, the choice of rail is significantly increased by the increase in shipping frequency. The speed, shipment frequency, and the number of trucks were significant in joint choice modelling. Rail mode share could be increased to reduce energy consumption by improving the speed and increasing the shipment frequency.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:21:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579824</guid>
    </item>
    <item>
      <title>The carbon footprint of transporting fresh seasonal fruit</title>
      <link>https://trid.trb.org/View/2583151</link>
      <description><![CDATA[This article assesses the carbon footprint due to the transportation, handling and storage (i.e. distribution) of fresh fruit exported from South Africa to various international markets. This is the most detailed study of its kind on the scale and profile of the end-to-end distributional emissions of fresh fruit. The study also maps the typical logistical processes by which different types of fresh fruit are exported globally. It also summarizes a novel 6-step emission standard. The study assessed all emission-generating distribution activities of packed fruit, from the gate of fruit-packing facility to the international destination port, including empty-vehicle movements and empty reefer-container repositioning. The distribution-specific carbon footprint for scenarios where ocean transport is used varies between 0.31 and 0.84 kg CO2e/kg of fruit. For air transportation, it can be approximately 11.35 kg CO2e/kg of fruit. Results show that the carbon footprint of the seven representative distribution scenarios depends on various factors.]]></description>
      <pubDate>Wed, 17 Sep 2025 10:55:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2583151</guid>
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    <item>
      <title>Research on Fruit and Vegetable Product Logistics Procurement Patterns of Retail Enterprises</title>
      <link>https://trid.trb.org/View/2282030</link>
      <description><![CDATA[As fruit and vegetable products gradually gain popularity, the related logistics activities which guarantee product quality and reduce cost have been taken into account by retailers. Based on biological characteristic analysis of fruit and vegetable products, the paper presents a logistics procurement pattern evaluation and selection appraisal index system, and then makes use of the methodological combination of AHP and Entropy coefficient method to investigate the logistics procurement pattern for fruit and vegetable products.]]></description>
      <pubDate>Fri, 26 Apr 2024 14:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2282030</guid>
    </item>
    <item>
      <title>Towards net zero emissions logistics cold chains – An early-stage assessment of GHG reduction potentials in the fruits and vegetables industry</title>
      <link>https://trid.trb.org/View/2314811</link>
      <description><![CDATA[Cold chains in the food sector are responsible for a significant electricity demand and GHG emissions globally. Given the urgent need for decarbonization to limit global warming, the temperature-controlled food sector offers potentials for mitigating GHG emissions. This paper presents the results of an early-stage assessment of lettuce logistics using a case study to map energy and emissions hotspots and assess the potential for net zero emissions logistics. The results indicate that transport, such as delivery by the farmer and distribution to the customer, contributes the most to direct energy consumption and GHG emissions. Only a combination of technological measures and a change in the design of the logistics network, can support a deep decarbonization of the logistics sector. However, in the current phase of the research project, the net zero emissions target is not yet achievable.]]></description>
      <pubDate>Wed, 14 Feb 2024 14:33:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2314811</guid>
    </item>
    <item>
      <title>An Approach to Reduce Cargo Damage</title>
      <link>https://trid.trb.org/View/1817851</link>
      <description><![CDATA[To understand relationship between vibration on cargo bay of truck and bruise of strawberries in long transportation, a detail analysis of a strawberry-transport was carried out. Vibration in various locations on the truck box was measured throughout the route, and increase of damage to the strawberries was observed at the end of the journey. Also, S-N diagram of strawberries in various frequencies was measured in shaker tests. From these data, a “degree of damage” which can assess the occurrence of bruise was established.]]></description>
      <pubDate>Mon, 24 Oct 2022 10:22:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1817851</guid>
    </item>
    <item>
      <title>Asphalt mixture reinforced with banana fibres</title>
      <link>https://trid.trb.org/View/1867299</link>
      <description><![CDATA[Stone Matrix Asphalt (SMA) is a gap-graded mixture which requires high contents of asphalt binder. To prevent draindown, natural or synthetic fibres and polymer-modified asphalt binders are conventionally used in SMA. Banana agribusiness is one of the major sources of post-harvest residue in Brazil. Amongst those residues, fibres extracted from the pseudostem of the banana plant are resistant and used in diverse purposes. The present study assesses the incorporation of fibres from the pseudostem of the banana plant in an SMA mixture. The fibre contents and lengths capable to prevent binder draindown were evaluated from draindown tests. Mechanical properties of an SMA mixture stabilised with different banana fibre lengths were analysed through the tests of Marshall stability, modified Lottman, Indirect Tensile Strength and Cantabro. The results indicated that the fibres studied are a viable alternative for SMA, stabilising draindown and improving its mechanical performance, especially at the length of 20 mm.]]></description>
      <pubDate>Thu, 30 Sep 2021 09:29:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1867299</guid>
    </item>
    <item>
      <title>Finding Competitors and Strategies in Maritime Transportation of Fruits and Vegetables in Spain</title>
      <link>https://trid.trb.org/View/1877997</link>
      <description><![CDATA[Complex network analysis (CNA) has appeared as a flexible tool to model systems in multiple fields. With the nodes representing the entities of the system, and the links the relationships among them, CNA allows a topological characterisation of the system, assessing its structure. In recent years, researchers have shown an interest in modelling maritime traffic as a complex network, for analysing connections and relationships among different stakeholders. This paper proposes to model the maritime traffic flow of some food products, traded internationally. The model considers the traffic flows from Spain, allowing to group the partner countries whose traffic flow patterns are similar. These groups (communities), can help decision makers to identify their direct competitors and search for alliances or new markets comparing themselves with those ports that have similar infrastructures. The abovementioned procedure is applied to the export traffic of fruit, vegetables and legumes. Spain is the main fruit and vegetable producer in the EU, the first exporter in the EU and the third in the world. In the Spanish fruit and vegetable sector, part of the products are exported to the EU partly by land, but Spanish ports play a critical role in the transport of this type of goods. The importance of exports to other countries, which are mainly carried out by sea, makes it particularly interesting to study the role of Spanish ports in the export of this type of goods, and the possibilities of improving maritime traffic of these cargo for the Spanish port system. The conclusions derived from the analysis of the export connectivity of Spanish ports for the goods studied are presented, with some of the most important ports for these goods being geographically distant from the production areas, but with a high land connectivity with these regions.]]></description>
      <pubDate>Mon, 27 Sep 2021 09:59:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1877997</guid>
    </item>
    <item>
      <title>Reducing postharvest losses of fruits and vegetables through supply chain performance evaluation: an illustration of the application of SCOR model</title>
      <link>https://trid.trb.org/View/1843087</link>
      <description><![CDATA[Previous research revealed many causes of postharvest losses of food along the value chain. This study illustrates the application of the SCOR model's performance metrics in evaluating the performance of the supply chain of fruits and vegetables towards reducing losses. The results of the experiment shows that the reliability, responsiveness and agility performance of the supply chain is a reflection of the rate of quantitative and qualitative losses as well as the ability to deliver orders within the customer-commit dates. These ultimately determine the value of returns on capital and supply chain fixed assets. The performance scores have also been attributed to the management processes and practices. The implication is that, the economic value of losses along the value chain is a reflection of decision making and had a direct link with the profitability of the company. SCOR is therefore recommended to all fruit and vegetable supply chain managers.]]></description>
      <pubDate>Fri, 21 May 2021 10:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1843087</guid>
    </item>
    <item>
      <title>Ordering Policies of Post-Ripening Fruit Supply Chain under Physical Loss</title>
      <link>https://trid.trb.org/View/1678483</link>
      <description><![CDATA[The physical loss of the post-ripening fruit occurs mainly in the retail stage. This paper studies the ordering policies of the post-ripening fruit supply chain under the physical loss. And the retailer's ordering policies in both decentralized and centralized systems are discussed. The natural loss rate of the post-ripening fruit is considered as a decision variable in the supply chain. The results show that when the natural loss rate is low and medium, the retailer should choose the decentralized ordering policy in order to reduce the procurement costs or the deterioration losses. When the natural fruit loss rate is high, close to the maximum shelf life, the retailer should adopt the centralized ordering policy and try to reduce the loss of degradation with the highest delivery frequency and minimum order quantity.]]></description>
      <pubDate>Fri, 21 Feb 2020 09:51:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1678483</guid>
    </item>
    <item>
      <title>Environmental impact of the on-road transportation distance and product volume from farm to a fresh food distribution center: a case study in Brazil</title>
      <link>https://trid.trb.org/View/1670672</link>
      <description><![CDATA[The pollutants’ emissions from on-road transport are critical pressure on the climate change scenario, and most developing countries rely on mostly diesel transportation. The current study aimed to estimate the environmental impact of the distance from the agricultural production area of fresh food (papaya, potato, and tomato) to a fresh food distribution center located in Campinas, Sao Paulo, Brazil. The way the products were carried was assessed for calculating the total transported volume. The total amount carried was measured, considering the number of trips multiplied by the total distance traveled within a year of supply. An online calculator was used to evaluate the amount of CO₂ emission, and to allow the estimative of the amount of CO₂-eq, that is the Global Warming Impact (GWP) in 100 years. The highest CO₂ emission was identified in the potato transported from Paraná State to the distribution center, with a CO₂-eq emission of 3237 t/year (64% of contribution), followed by the papaya from Bahia State (2723 t/year, 42% of contribution), and the tomato from Sao Paulo State (625 t/year, 71% of contribution). However, when computing the GWP, the highest value was found in the transport of potato from the Minas Gerais State (8 × 10⁻² in 100 years) followed by the papaya from Rio Grande do Norte State (5 × 10⁻² in 100 years) and the papaya from Bahia (3 × 10⁻² in 100 years). The higher the amount of product transported by a trip, the smaller the environmental impact in the long run. A proper strategy to reduce the environmental impact would be to have large freight volume when transporting food from vast distances within continental countries.]]></description>
      <pubDate>Tue, 28 Jan 2020 09:47:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1670672</guid>
    </item>
    <item>
      <title>Transport as a limiting factor for the growth of Spanish agri-food exports</title>
      <link>https://trid.trb.org/View/1677558</link>
      <description><![CDATA[The location of the main Spanish fruit and vegetable production areas in the southern Mediterranean region and their dependence on road transport hinder the exporting activity in this area. The growth of transport costs and future scenarios with constrictions, for example green taxes and land transit limitations, oblige exporters to seek out alternatives, such as sea transport within an intermodal framework. The present study aims to provide a quantitative analysis for strategic decisions to promote this adaptation. The results support the change to intermodal transport and highlight the negative effects of transport cost increases on exports. They also reveal the benefits of a consolidated business nucleus at origin to avoid certain logistical problems caused by the modal switch.]]></description>
      <pubDate>Tue, 28 Jan 2020 09:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1677558</guid>
    </item>
    <item>
      <title>Last-mile distribution planning for fruit-and-vegetable cold chains</title>
      <link>https://trid.trb.org/View/1585915</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 19 Feb 2019 15:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1585915</guid>
    </item>
    <item>
      <title>Optimal consolidation of fresh agricultural products in a multi-temperature joint distribution system</title>
      <link>https://trid.trb.org/View/1585914</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 19 Feb 2019 15:20:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1585914</guid>
    </item>
    <item>
      <title>The impacts of relocating a logistics facility on last food miles – The case of Melbourne’s fruit &amp; vegetable wholesale market</title>
      <link>https://trid.trb.org/View/1515105</link>
      <description><![CDATA[The distribution activities of fresh produce by retail and wholesale trade industries generate a large volume of freight movements in urban areas. Recently, the local government in Melbourne, Australia have relocated the fruit & vegetable wholesale market from a centrally located suburb: West Melbourne to Epping, a suburban area on the fringe of Greater Melbourne. This paper investigates the impacts of the market relocation on the freight activities for fruit and vegetable retailers and wholesalers that source fresh produce directly from the wholesale market. This study utilised a telephone questionnaire with retailers to identify their delivery schemes and evaluate the impact of the market relocation on their freight trips. The analysis of the responses indicated that the market relocation has led to a significant increase (31%) in distance travelled (VKT) by retailers compared with the former site in West Melbourne. It is estimated that this additional distance contributes 830 tonnes of CO₂-e per year for all the freight trips by the retailers. Furthermore, nineteen fruit & vegetable wholesalers participated in the semi-structured interviews to evaluate the impacts of the market relocation on their freight activities with respect to additional vehicle-km and explore any changes to their freight trips. It is estimated that wholesalers have to drive on average an additional 14.1 km to distribute the fresh produce to their customers due to the market relocation. Analysis for the wholesalers revealed that the market relocation complicated their ability to sustain their customer base and geographical coverage due to the additional vehicle-km.]]></description>
      <pubDate>Mon, 20 Aug 2018 09:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515105</guid>
    </item>
    <item>
      <title>The airport choice of exporters for fruit from Brazil</title>
      <link>https://trid.trb.org/View/1515090</link>
      <description><![CDATA[Decisions related to transportation should be optimized using criteria and indicators. Although the literature shows relevant criteria and indicators in competitiveness between airports, this study intends to contribute to the airport choice theory presenting perceptible indicators to air cargo service users. In this sense, this study aims to analyze the airport choice factors for the export of perishables from Brazil. Based on criteria found within the literature, a sensitivity analysis was performed under simulation for airport choice. Specifically, using the Analytic Hierarchy Process (AHP) method, indicators related to time and cost criteria were compared based on interviews performed with Brazilian mango exporters. It was simulated the choice between of Brazil's main airports used for fruit export in recent years on the basis of the selection criterion pointed out by these exporters. The results show that the prioritization or choice based on time, commonly used as a reference, can result in loss of road freight, increasing costs for access to the airport by 23%. Hence, future studies can be conducted with the purpose of verifying the relation between cost and time in the decisions for choosing specific cargo airports for exporting nonperishable products.]]></description>
      <pubDate>Mon, 20 Aug 2018 09:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515090</guid>
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