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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>Port and road network development post coastal disaster: Hurricane Ian flooding of port of Kingston, Jamaica</title>
      <link>https://trid.trb.org/View/2604624</link>
      <description><![CDATA[After the colossal impact of Hurricane Ian in 2022, this prompted the need to investigate the extent of the damage and, more importantly, the policies implemented to mitigate against it. That tropical storm, while passing over Jamaica, intensified into a hurricane as it hit North America in mid-September of 2022. As such, this research was conducted over the final quarter of the year 2022. As hurricanes and natural disasters morph, some regions face greater risks of flooding and a rise in sea level that occurs subsequent to it. The tropical region of the Caribbean faces these coastal disasters annually, in some cases biannually. In the Caribbean Sea, all the countries located centrally are islands. Their ports are essential as it is the only physical contact they have with each other and the rest of the world. Therefore, the damage they incur and the prevention methods must be of high importance to different regulatory bodies. This paper will analyse the frequent occurrence of natural disasters, including flooding induced by hurricanes/heavy rainfall and the rise in sea level. The way the occurrence is handled was tabulated based on a series of interviews from various governing bodies on the island. From this, the Hurricane Aftermath Evaluation Method was created, a method that holds five main variables: type of damage, extent of infrastructure damage, port downtime, impact on economy and strategies for recovery and mitigation. The study concludes that the Port of Kingston is highly susceptible to coastal disasters, and oftentimes, the infrastructure and regulatory bodies alike are grossly underprepared to combat them. Therefore, reconstruction of the drainage system must be done along with further study and improvement to the surrounding infrastructure currently in place.]]></description>
      <pubDate>Tue, 07 Oct 2025 09:13:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604624</guid>
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    <item>
      <title>Case Study of Long-Term Bearing and Expansion Joint Movement on a Prestressed Concrete Bridge</title>
      <link>https://trid.trb.org/View/2464859</link>
      <description><![CDATA[Bearings and expansion joints are critical elements of many bridges that permit deformations of the superstructure due to creep, shrinkage, and changes in temperature to occur without the development of longitudinal stresses. Despite their importance in ensuring the functionality and longevity of bridge structures, there is a lack of data in the literature on the long-term performance of bridge bearings and expansion joints, especially under harsh environmental conditions. This paper presents the results of a long-term monitoring campaign on the bearing and expansion joint movement on the Waaban Crossing bridge in Kingston, Ontario, Canada. The bridge movement was measured using a low-cost microelectromechanical system and Internet of things-based monitoring system. The study results revealed that the monitored bridge structure was behaving as expected and that the observed long-term trends in the movement of the bearings and expansion joints were in agreement with the assumptions made in the design of the bridge. The paper also discusses the challenges surrounding the creation of a robust and reliable monitoring system in harsh climatic conditions.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2464859</guid>
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      <title>Development and field evaluation of a low-cost bridge bearing movement monitoring system</title>
      <link>https://trid.trb.org/View/2381644</link>
      <description><![CDATA[Sensor-based monitoring of bridges has the potential to be an important tool to supplement visual inspection. Monitoring can provide quantitative data to evaluate the condition of bridge components (e.g. bearings and expansion joints) and to inform operation and maintenance decisions. However, the use of sensor systems to monitor bridges is often limited by cost. This paper presents the design, development, and field implementation of a low-cost micro-electromechanical systems (MEMS) and Internet of things (IoT)-based system to measure bridge bearing movement. The developed system uses accelerometers and converts changes in gravitational acceleration to longitudinal bearing displacement. The monitoring system uses a hybrid wired/wireless approach, in which the sensing nodes are wired to a gateway node from which data is transmitted to the cloud. Power is provided by means of a single battery that is charged using a solar panel. To evaluate the system performance in the field, it was installed on the Waaban Crossing in Kingston, Canada. Results of the study showed that the proposed system was capable of measuring movement of the bridge at a cost that was significantly less than a commercial monitoring system. Limitations of the system, cost of installation, and calibration of the sensors are also discussed.]]></description>
      <pubDate>Tue, 11 Jun 2024 13:22:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381644</guid>
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    <item>
      <title>Results of a Groundbreaking Integrated Delivery Project: Multi-Stakeholder Assessments and Lessons Learned from the Waaban Crossing Bridge</title>
      <link>https://trid.trb.org/View/2353026</link>
      <description><![CDATA[The Waaban Crossing bridge project located in Kingston, Ontario, Canada, was delivered with an integrated project delivery (IPD) approach. In 2020, it was recorded that this project was the first major public infrastructure project in North America to be contracted with a tri-party agreement and managed through an IPD approach. The project stakeholders selected an IPD for various and differing reasons, including risk reduction, collaborative decision making, and fiscal transparency. As the project was completed in December 2022, project stakeholders can reflect on the outcomes and lessons learned. Online surveys and semi-structured interviews of project stakeholders surface hits and misses for the project. Project participants’ answers are revealed and documented to determine the extent to which initial goals and objectives for the project were realized. Data are collected individually, so that the unique perspectives of owner, designer, prime contractor, and specialty contractor are contrasted. The project was reported a success by all stakeholders, yet fundamental business drivers that can put entities at odds with one another were present. The findings can inform planners of IPD projects on how to manage project delivery and to structure financial incentives that address the business needs of all key stakeholders.]]></description>
      <pubDate>Thu, 23 May 2024 09:37:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2353026</guid>
    </item>
    <item>
      <title>Jamaica Urban Transit Company Drive-Cycle Analysis</title>
      <link>https://trid.trb.org/View/1922888</link>
      <description><![CDATA[The National Renewable Energy Laboratory (NREL) partnered with the Jamaica Urban Transit Company (JUTC) to investigate the suitability of implementing battery electric buses (BEBs) on JUTC bus routes in the Kingston vicinity. Suitability depends partially on vehicle drive-cycle data including vehicle speed at any given second over a time period of use. In December 2017, NREL captured drive-cycle data for select buses to define the utilization patterns of existing buses and to estimate which routes could be best suited for electrification based on (1) the ability of available BEB options to cover the route distance while allowing sufficient time to recharge, and (2) the route drive-cycle statistics that would allow for the greatest energy efficiency gains from switching from a diesel bus to a BEB. Typically drive-cycles reflecting more stop-and-start driving provide better opportunities for electric-drive vehicles that regenerate electricity during braking.]]></description>
      <pubDate>Wed, 09 Mar 2022 12:12:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1922888</guid>
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    <item>
      <title>COVID-19 related risk perception among taxi operators in Kingston and St. Andrew, Jamaica</title>
      <link>https://trid.trb.org/View/1871107</link>
      <description><![CDATA[In the Caribbean, all countries have confirmed COVID-19 cases. Considering the high infectivity of the virus, no preexisting immunity to the virus and an associated modest reproductive rate (R0), the high density of persons utilizing public transport is of immense public health concern. Public transport systems may facilitate and accelerate the transmission of the disease. The aim of this study was to assess the COVID-19 related risk perceptions among taxi drivers by virtue of their occupation and the implications for health promotion interventions. A cross-sectional study was conducted in May 2020 among 282 taxi drivers in the Kingston and St. Andrew (KSA) metropolitan region in Jamaica. A 28-item anonymized self-administered questionnaire was used to collect data which was subsequently analyzed using SPSS version 20. A risk score was generated and the Mann-Whitney U and Kruskal Wallis tests were used to determine differences in the mean ranks for risk perception score as applicable. A 5% alpha level was utilized in determining statistical significance. Risk perception scores ranged from 10 to 21 with a median of 17 (IQR 3.25) and there was no statistically significant difference in the median risk perception score by socio-demographic variables. There was however, a statistically significant positive correlation (Spearman's rho = 0.238, p=<0.001) between risk perception and knowledge. Approximately, 86% of respondents reported that they obtained COVID-19-related information from news reports (traditional media). Taxi drivers perceive themselves to be at occupationally related risk of COVID-19. Therefore, greater understanding of this issue is paramount as it can aid in the crafting of initiatives that may enhance personal safety of both taxi drivers and commuters.]]></description>
      <pubDate>Mon, 30 Aug 2021 14:48:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1871107</guid>
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    <item>
      <title>Congestion, Urban Transport, the Formal Sector and Informal Actors: Kingston, Jamaica, and Rio DE Janeiro, Brazil</title>
      <link>https://trid.trb.org/View/1724804</link>
      <description><![CDATA[The formal sector and informal actors have both been important contributors to public and private urban transport systems in Latin America and the Caribbean. This paper explores key issues around urban transportation, its planning, management and impacts which affect and are affected by both the formal and informal sector. It considers congestion, emission of pollutants and exposure suffered by commuters and communities within influence zones. The Urban Profiles of Kingston (specifically Molynes-Road), Jamaica, and Rio de Janeiro, Brazil (specifically the Lagoa-Barra Highway to the Zuzu Angel Tunnel complex), were compared to assess congestion and emissions. Social costing estimates, as time lost as a result of congestion (expressed as USD/hr), were calculated for both thoroughfares under four speed scenarios, utilizing the free-flow form of the thoroughfares for comparison. This paper covers data and analysis from 2015 to 2018. (This article is part of a longer thesis paper submitted in 2017: Congestion, a Tale of Kingston and Rio de Janeiro: Methods for Understanding and Estimating).]]></description>
      <pubDate>Thu, 27 Aug 2020 15:14:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1724804</guid>
    </item>
    <item>
      <title>Improving the RISS/GNSS Land-Vehicles Integrated Navigation System Using Magnetic Azimuth Updates</title>
      <link>https://trid.trb.org/View/1691446</link>
      <description><![CDATA[Navigation of land or self-driving vehicles is essential for safe and accurate travel. The global navigation satellite systems (GNSSs), such as global positioning system (GPS) are the primary sources of navigation information for such purpose. However, high-rise buildings in urban canyons block the GPS satellites signals. Alternatively, inertial navigation system (INS) is typically working as a backup. A reduced inertial sensor system (RISS) is used instead of the full INS to achieve the same purpose in land vehicles navigation with fewer sensors and computations. Unfortunately, the RISS solution drifts over time, but this can be mitigated when integrated with the GPS. However, the integration solution drifts in the case of GPS signal loss (outages). Therefore, the position errors grow especially during extended periods of GPS outages. Azimuth/heading angle is critical to keep the vehicle on the route. In this paper, an azimuth update estimated from a calibrated magnetometer is introduced to improve the accuracy of the overall system. A new approach is proposed for pre-processing the magnetometer data utilizing a discrete-cosine-transform (DCT)-based pre-filtering stage. The obtained azimuth is utilized in updating the RISS system during the whole trajectory and mainly during GPS outage periods. The proposed approach significantly decreases both the azimuth error and the position error growth rate when driving in urban canyons where the GPS signals are blocked. Finally, the proposed system was tested on a real road trajectory data for a metropolitan area. The results demonstrate that the accuracy of the whole system improved, especially during the GPS outage periods.]]></description>
      <pubDate>Fri, 24 Apr 2020 17:29:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1691446</guid>
    </item>
    <item>
      <title>Ferry Vessel Propeller Wash Effects on Scour at the Kingston Ferry Terminal, WA, USA</title>
      <link>https://trid.trb.org/View/1650909</link>
      <description><![CDATA[Vessel propeller wash has been shown to cause scour in the marine environment. The authors investigated the hydrodynamic causes of severe erosion at the Washington State Ferries ferry terminal in Kingston, WA, where a cliff-like bathymetric feature has shifted shoreward in recent years, forcing repairs on the slip’s bridge pilings. High resolution measurements of velocity and estimates of turbulent bed stress were made during vessel arrivals and departures during two deployment periods in March and April 2018. Calculated bed stresses were found to be 100 times larger during vessel arrivals and departures than background levels. Bed stresses were higher during vessel departures than arrivals, corresponding to higher vessel acceleration during departures. Additionally, during departures, lower tidal stages correspond to higher bed stresses, because the propellers are closer to the seabed. During arrivals, larger vessels generated higher bed stresses.]]></description>
      <pubDate>Fri, 28 Feb 2020 10:12:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1650909</guid>
    </item>
    <item>
      <title>Equitable location of facilities in a region with probabilistic barriers to travel</title>
      <link>https://trid.trb.org/View/1605666</link>
      <description><![CDATA[This paper studies a planar multi-facility location problem that considers the presence of a restricted region with probabilistic position. This problem seeks to locate facilities in an equitable manner by minimizing the maximum expected distance traveled from demand points to access a facility, as well as distances between locations of new facilities. The authors propose a heuristic to solve this problem that combines a bounding approach with a split-divide-and-conquer strategy. Computational study shows that this heuristic produces high-quality solutions in reasonable run-times. The authors report findings from a case-study involving locating police facilities in Kingston-Upon-Thames.]]></description>
      <pubDate>Mon, 29 Jul 2019 11:03:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1605666</guid>
    </item>
    <item>
      <title>LED conversion : a runway extension occasioned a switchover to LED airside lighting in Kingston, Ontario, Canada</title>
      <link>https://trid.trb.org/View/1603218</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 02 May 2019 12:17:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1603218</guid>
    </item>
    <item>
      <title>Evaluating the determinants of switching to public transit in an automobile-oriented mid-sized Canadian city: A longitudinal analysis</title>
      <link>https://trid.trb.org/View/1565791</link>
      <description><![CDATA[Despite abundant literature on the determinants of transit ridership, there is a dearth of longitudinal studies that evaluate changes in transit uptake over time, particularly within mid-sized cities. The mid-sized city of Kingston, Ontario has recently introduced three express transit routes. Drawing from a longitudinal sample of university employees working in downtown Kingston (n = 906), the authors measured change in ridership and transit-related attitudes over time, and modelled the factors that best predict who will shift to transit for their commute. From 2013 to 2016, year-round transit mode share doubled, from 3.9% to 7.8%, while attitudes towards Kingston Transit grew more favourable. Transit “shifters” were most likely to: be female; have lower household income; live 5–10 km from campus; not have a Queen’s parking permit in 2013; and be willing to spend at least 21 min on transit. These findings offer valuable insights for further increasing transit uptake in Kingston.]]></description>
      <pubDate>Tue, 20 Nov 2018 10:11:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1565791</guid>
    </item>
    <item>
      <title>Neighborhood Walkability and Objectively Measured Active Transportation among 10–13 Year Olds</title>
      <link>https://trid.trb.org/View/1507972</link>
      <description><![CDATA[Current active transportation literature within children is based almost exclusively on questionnaire measures of the trip to school. This literature suggests that the walkability of the built environment can influence active transportation to school. The purpose of this study was to use objective measures to examine the relationship between neighborhood walkability and children's active transportation to school and other destinations. This was a cross-sectional study of 367 children and early adolescents (aged 10–13 years) from Kingston, Ontario, Canada. Participants wore a Garmin Forerunner 220 GPS watch during waking hours for seven consecutive days. Personal Activity Measurement Location System (PALMS) software used the GPS data to identify trips, and for each trip the time spent in that trip and the trip modality (active or passive). GIS measures of connectivity, proximity to destinations, and pedestrian infrastructure and safety were used to create a walkability index. Participants living in the neighborhoods with the highest walkability quartile spent an average of 16.2min/day (95% CI: 11.8, 22.4) in active transportation while those in the lowest walkability quartile spent an average of 7.1min/day (95% CI: 5.0, 10.4) in active transportation. Consistent patterns between walkability and active transportation were observed in age, sex, and season of study subgroups. An increase in active transportation minutes was seen across walkability quartiles for all of the most common active travel destinations (i.e., home, school, other people's homes). In conclusion, in this study of 10–13 year olds, those living in the most walkable neighborhoods accumulated more than twice as much active transportation than those living in the least walkable neighborhoods.]]></description>
      <pubDate>Thu, 26 Apr 2018 09:14:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1507972</guid>
    </item>
    <item>
      <title>Geotechnical Design of Supplemental Rock Anchors, Wurts Street Suspension Bridge, Kingston, NY</title>
      <link>https://trid.trb.org/View/1502212</link>
      <description><![CDATA[The Wurts Street Bridge over Rondout Creek in Kingston, NY, is a two-lane steel cable suspension bridge built around 1920. The steel cables are connected to eyebars that transfer the load to a pair of vertical steel anchors embedded in concrete shafts on each side of the bridge. Recent measurements of deterioration of the steel eyebars led to a design to use supplemental rock anchors to partially offload the eyebars and remove a weight limit posting on the bridge. Subsurface exploration consisted of a dozen borings, each fifteen meters deep, which were nearly all rock core. The rock in the area consists of steeply dipping Devonian sandstone, interbedded with shale, that has zones of intense fracturing. The rock cores were evaluated and tested with a point load tester to derive unconfined compressive strength, and a design for the rock anchors was done based on these results. The rock anchors will consist of 1000 kN and 445 kN strand anchors installed at varying angles with staggered bond lengths and variable free lengths in order to spread stresses throughout the rock mass, and to avoid unfavorable geologic conditions encountered during exploratory drilling.]]></description>
      <pubDate>Wed, 28 Feb 2018 09:34:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502212</guid>
    </item>
    <item>
      <title>Free Transit for High School Students: Can It Lead to Independence?</title>
      <link>https://trid.trb.org/View/1496505</link>
      <description><![CDATA[In 2012, the City of Kingston, Ontario, offered free transit passes to grade 9 students as part of a pilot program to allow students to experience the public transit system operated by Kingston Transit. The program was then incrementally expanded annually to include all students attending high schools in Kingston. This paper presents the results from a recent analysis conducted to investigate the impact of the free transit passes on students’ mobility. The approach utilized ridership data provided by Kingston Transit to identify ridership trends and analyzed the results of an in-person survey at three local high schools. The purpose of the survey was to explore the impact of the transit pass program and examine the students’ travel patterns related to travel independence. The collected data are useful in understanding impacts of free transit on youth independent travel behaviour. Findings suggest that since the implementation of this program, there has been a significant increase in student transit ridership and participation in after-school activities. Overall, the current study will provide other municipalities an approach on how to evaluate the impact of youth transit fare programs and advance evidence-based decision making for transit pass programs.]]></description>
      <pubDate>Tue, 13 Feb 2018 09:53:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496505</guid>
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