<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7SW50ZXJuYXRpb25hbCByb2FkcyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O0ludGVybmF0aW9uYWwgcm9hZHMmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Cooperative and Automated Road Transport - European Perspective</title>
      <link>https://trid.trb.org/View/2389405</link>
      <description><![CDATA[Deployment of cooperative systems has been less rapid than of autonomous systems. But certainly they are a prelude and an indispensable component of an advanced technology, which has come to rapid development in recent years, and is receiving widespread attention. This presentation presents recent results of the development and deployment of cooperative systems for road transport. These systems use communication between vehicles, as well as between vehicles and infrastructure, other road users and network, for exchange of information, enabling various applications for safety, efficiency and comfort. Cooperative Intelligent Transport Systems (C-ITS), also referred to as connected vehicles, are a prelude to, and pave the way towards road transport automation. Vehicle connectivity and information exchange will be an important asset for future highly-automated driving The presentation provides an insight in the state of the art of C-ITS, especially addresses the important role of ICT infrastructure, and presents the main R&D achievements in recent European projects, EU R&D funding scheme and international cooperation, as well as related standardisation activities.]]></description>
      <pubDate>Tue, 20 Aug 2024 16:17:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389405</guid>
    </item>
    <item>
      <title>How to apply the four-step model for 150,000 travel zones: The HIPAT model</title>
      <link>https://trid.trb.org/View/2400745</link>
      <description><![CDATA[Current European transport demand models following the classical four-step approach are less suitable for analysing the traffic volumes on inter-regional road infrastructure with relevant demand of regional trips, as they consider only about 10% of the trip demand with passenger cars. Mainly due to runtime problems, these models are limited to operation at the NUTS-3 level. This level comprises around 1500 regions for Europe with an average diameter of about 50km. However, more than 90% of the trips are shorter than 50km and are, therefore, not adequately considered in the trip distribution model and the trip matrix. Computing this matrix at a higher spatial resolution, such as the LAU-2 level, is not possible as the runtime of the overall model and the size of the trip matrix increase quadratically with the number of travel zones. In the HIPAT model, this obstacle is overcome by an innovative concept operating at different hierarchical levels. This reduces the complexity of the trip matrix, such that the HIPAT model can be applied at large scale for 150,000 travel zones without any runtime problems. This is demonstrated by a prototype implementation for a case study that handles 33,000 travel zones in two minutes. In addition, the limitations of applying NUTS-3-based travel zones for transport modelling are shown: 94.6% of the trips are shorter than the average diameter of the travel zones (50km) and are therefore not correctly represented by the model. Smaller travel zones decrease this number and provide a better basis for analysing infrastructure policies and, ultimately, for decision-making.]]></description>
      <pubDate>Wed, 17 Jul 2024 10:12:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2400745</guid>
    </item>
    <item>
      <title>BRI Project: Are There Alternatives?</title>
      <link>https://trid.trb.org/View/2379766</link>
      <description><![CDATA[This paper discusses the problems associated with the implementation of the Belt and Road Initiative (BRI) project. The investments of the Chinese government and individual companies in project implementation have been analyzed, and alternatives, namely TRACECA, IMEC, and the Trans-Saharan Road Corridor routes, studied.]]></description>
      <pubDate>Wed, 22 May 2024 09:11:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2379766</guid>
    </item>
    <item>
      <title>Methodology for Mitigating Noise Impacts of a Road. Case Study for the Chilean Route 41-Ch.</title>
      <link>https://trid.trb.org/View/2240280</link>
      <description><![CDATA[The most important source of environmental noise is generated by vehicular traffic on roads and highways. Several organisms have reported human health and various social problems related to noise. The Agua Negra international road seeks to improve the physical and commercial connectivity of the zones located between the ports of Porto Alegre in Brazil and Coquimbo in Chile. The Chilean sector includes the expansion and improvement of the Route 41-CH. The objective of this work is establishing a methodology to determine the cities or places with tourist, commercial and recreational interest on the route that may be affected by noise and which noise mitigation measures could be used to reduce the impacts. It was concluded that it will have an impact on the communities located along the route. The authors present mitigation measures to reduce the impact if they are considered from the design phase of the project.]]></description>
      <pubDate>Wed, 11 Oct 2023 14:22:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2240280</guid>
    </item>
    <item>
      <title>The Northern Corridor Concept: A Connector Road from Northern Saskatchewan (La Loche, SK) to the Athabasca Oil Sands Region (Fort McMurray, AB)</title>
      <link>https://trid.trb.org/View/2071777</link>
      <description><![CDATA[The purpose of this research paper is to make recommendations on the construction of an all-weather connector road between northern Saskatchewan (La Loche, SK) and the Athabasca Oil Sands region (Fort McMurray, AB), based upon the perspective of the elected leaders living in northwest Saskatchewan. The scope of this all-weather connector road is interprovincial; therefore, continued collaboration is critical as success will require coordination among the municipal, provincial, federal, and Indigenous governments. In this report, I make several recommendations to the northern municipalities, regional representative associations, and the Standing Senate Committee on Banking, Trade, and Commerce to sustainably govern the interprovincial northern corridor right-of-way research, initial planning, funding, and development. Memorandum of Intent and Cooperation agreements between all rightsholders should be established to recommence advocating for this interprovincial connector road. The research found that the Indigenous traditional territory and kinship relationships that cross through provincial geopolitical jurisdictions is fundamental to incorporate into northern transportation and infrastructure strategies. This research paper may be used as a tool to once again promote the socio-economic value of the proposed connector road and potentially other northern corridor right-of-way projects.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071777</guid>
    </item>
    <item>
      <title>Analysis of the Arizona-Central Mexico International Trade and Transportation Corridor at the Supply Chain Level</title>
      <link>https://trid.trb.org/View/2071735</link>
      <description><![CDATA[This paper presents the methodology that was used to identify truck freight flows at the supply chain level on the corridor than runs from Phoenix Arizona to Central Mexico along the Pacific Coast and to develop freight forecasts. The approach required assembling multiple data sources from the U.S. and Mexico to first identify key commodities and specific supply chains in the region, then to define origin-destination patterns, and finally, to develop three forecast scenarios.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071735</guid>
    </item>
    <item>
      <title>Modelling Truck Movement across the Canada-US border: A VISSIM Dynamic Traffic Assignment Application</title>
      <link>https://trid.trb.org/View/2071734</link>
      <description><![CDATA[An effective way for examining the changes in traffic flows is through microscopic traffic simulation models. These models have been generally used in urban settings to examine how traffic will flow on the transportation network. However, these microscopic models have rarely, if at all, been used to study regional truck movements across the Canada-U.S. border. Therefore, the objective of this research is to establish a microsimulation network model in VISSIM to simulate the flow of individual trucks between Toronto and Chicago via Sarnia and Windsor before and after the GHIB becomes operational. The work will rely on running a Dynamic Traffic Assignment (DTA) algorithm in VISSIM to accurately depict the movement of individual trucks in the traffic stream and across the Canadian border.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071734</guid>
    </item>
    <item>
      <title>Connecting countries by electric roads : methodology for feasibility analysis of a transnational ERS corridor</title>
      <link>https://trid.trb.org/View/1894925</link>
      <description><![CDATA[The present study aims at discussing relevant aspects for a potential roll-out of Electric Road Systems (ERS) on transnational corridors, as well as generally for ERS introduction in Europe. Feasibility criteria have thus been developed in order to assess the following topics for specific potential ERS corridor projects: (i) Technical aspects: Which technical prerequisites exist for ERS corridors and to which extent can they expected to be met? (ii) Environmental aspects: Which effects can be expected on key environmental indicators? (iii) Economic aspects: Can an ERS corridor pose a business case? Could it contribute to the improvement of ERS economy in general? (iv) Political aspects: Would an ERS corridor implementation make sense from a political point of view?]]></description>
      <pubDate>Wed, 01 Dec 2021 14:47:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894925</guid>
    </item>
    <item>
      <title>Long-Life Pavement Performance for Users of an International Roadway</title>
      <link>https://trid.trb.org/View/1743180</link>
      <description><![CDATA[A 36-lane-mile (60 lane-km) international roadway was rehabilitated in the United States of America (USA) during 2018 by the New Mexico Department of Transportation (NMDOT) to provide uninterrupted long-life pavement performance for commercial users of the roadway. The southern border of the USA with the country of Mexico marks the starting point of New Mexico State Road 136 (NM 136), a four-lane divided roadway that carries heavily-loaded trucks associated with the United States–Mexico–Canada Agreement (USMCA), formerly the North American Free Trade Agreement (NAFTA). Truck traffic in the dual north- and south-bound lanes of this roadway is especially high on the 9-mile (15-km) section of NM 136 between the international border and an intermodal railway facility located in the USA state of New Mexico. Prior to this rehabilitation project, the structural cross-section of NM 136 consisted of 4.5 to 6.0 inches (110 to 150 mm) of asphalt on 5.0 to 6.0 inches (130 to 150 mm) of coarse-grained soils. Because NMDOT wanted to assure long-life performance of this roadway for international truck traffic, a technical workshop on long-life pavement performance was delivered in 2015 by the Office of Preconstruction, Construction, and Pavements of the Federal Highway Administration (FHWA). Based on the information presented in this workshop, NMDOT decided to rehabilitate NM 136 by overlaying the existing asphalt roadway with an un-bonded 9.5-inch (240-mm) continuously reinforced concrete (CRC) pavement. Prior to this project on NM 136, NMDOT had very little experience with concrete pavements and none with CRC. The structural design for this rehabilitation project utilized the existing asphalt pavement as a satisfactory base for the CRC pavement by milling 1.5 inches (40 mm) of the existing asphalt and applying a 1.5-inch (40-mm) levelling course followed by the CRC paving activity. The predicted service life of the CRC pavement was designed, using mechanistic–empirical procedures, to be 30 years with little or no maintenance except grinding every 15 years to restore desired surface characteristics, including texture and smoothness.]]></description>
      <pubDate>Wed, 03 Feb 2021 15:00:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1743180</guid>
    </item>
    <item>
      <title>Traffic Management of Heavy Goods Vehicles on Motorways in Winter</title>
      <link>https://trid.trb.org/View/1740052</link>
      <description><![CDATA[Slovenia is situated below the Alps and borders the Adriatic Sea. This location has an effect on extreme weather conditions, resulting in a strong “bora” wind, due to the mixture of hot and cold air, which when combined with snow, can cause large snowdrifts. Extreme weather conditions can cause problems to all drivers, especially to heavy goods vehicle (HGV) drivers, since they need to be removed from the motorway in extreme cases. In order to carry out such a measure, the authors require enough parking spaces, good communication with drivers and, most importantly, well-equipped heavy goods vehicles (winter equipment). In addition, the authors also require uniform legislation between countries regarding the usage of motorways by heavy goods vehicles in the winter time. Since the number of parking spaces by the motorways is not increasing fast enough to keep up with the growing number of heavy goods vehicles travelling along the international motorway corridors through Slovenia, measures need to be considered to keep goods transport running smoothly, and to redirect it to less busy corridors where necessary. This solution will be given the most emphasis in this article.]]></description>
      <pubDate>Tue, 29 Dec 2020 10:44:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1740052</guid>
    </item>
    <item>
      <title>Research on the Development of the “Belt and Road Initiative” International Road Transportation Policy</title>
      <link>https://trid.trb.org/View/1728437</link>
      <description><![CDATA[Since General Secretary Xi Jinping proposed the “Belt and Road Initiative” in 2013, China’s international road transport has been developing rapidly. At present, international road transport cooperation is being carried out with 11 neighboring countries and more than 10 countries along the routes. A total of 15 bilateral and 5 multilateral international road transport agreements have been signed. With the deepening of interconnection, many problems have risen, such as the lack of unification of standards for vehicles, inefficient customs clearance, and disestablished cross border insurance system. While summing up the experience of the European Union in the development of international road transport, this paper puts forward some suggestions for the development of international transport in the future.]]></description>
      <pubDate>Thu, 17 Sep 2020 17:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1728437</guid>
    </item>
    <item>
      <title>Governance for sustainable development of major European transport corridors: the Scandinavian-Mediterranean TEN-T core network corridor</title>
      <link>https://trid.trb.org/View/1652350</link>
      <description><![CDATA[Intermodal road, rail, air and sea transport networks across the European Union (EU) called Trans-European Networks for Transport (TEN-T) are currently being implemented. Key elements, which should be implemented by 2030, are the most strategic TEN-T Core network corridors. These nine corridors are expected to enhance smoothness and sustainability of transport across the EU, thereby enhancing cohesion between EU nations, and relate to non-EU nations. In the EU Regulation 1315/2013 a governance framework for implementation of the Core network corridors is outlined, which mainly involves appointment of a European coordinator for each corridor, establishment of Corridor forums for consultations, and formulation of work plans and follow-up measures.  This framework is now being implemented in practice. A recognised challenge in the process is engaging the numerous, diverse stakeholders. A possible solution is to introduce appropriate elements of complementary governance. Thus, in this doctoral research, suitable complementary governance to support the sustainable development of a Core network corridor was investigated. Complementary governance, a concept that was developed and refined during the project, refers here to additional governance in relation to the governance framework described for the EU Core network corridors in the EU Regulation 1315/2013.  To address an identified gap in knowledge on the nature and utility of complementary governance a series of studies was carried out. The studies included a study of relevant academic literature, studies of EU transport policy and implementation documents regarding governance and sustainability, a survey of views of Scandinavian-Mediterranean Corridor forum participants, and interviews with stakeholders in the Baltic Sea region. These studies collectively constitute a case study, focusing on the Scandinavian-Mediterranean Core network corridor, of the need for, and if a need is present the optimal design of, complementary governance in the process of sustainable development of a Core network corridor.]]></description>
      <pubDate>Tue, 17 Sep 2019 10:34:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1652350</guid>
    </item>
    <item>
      <title>e-Mobility Forecast for the Transnational e-Corridor Planning</title>
      <link>https://trid.trb.org/View/1491968</link>
      <description><![CDATA[This paper evaluates the trend of fast dc charging systems (combining the trends of the infrastructure and of the vehicles) to verify the feasibility of the development of an infrastructure of transnational corridors that can guarantee the accessibility for all vehicles. This paper starts with the real-life situation characterized by multiple disjointed projects in many countries to verify whether, in spite of the different solutions employed, it is possible to find a common trend that can become a guideline for future projects. A predictive model for the e-mobility trend is developed to understand the market and the development of the infrastructure over the next few years. The results are used to identify how to equip European transnational corridors with fast dc charging stations, and a study case is presented.]]></description>
      <pubDate>Wed, 31 Jan 2018 17:04:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1491968</guid>
    </item>
    <item>
      <title>Simulating the Imapcts of RFID Lanes at the Canada-US Border: An Application to the Windsor-Detroit Corridor</title>
      <link>https://trid.trb.org/View/1483966</link>
      <description><![CDATA[Efficient and secure movement of goods and people across the Canada-US border is vital to support the economies on both sides of the border. Nearly 30% of Canada-US road trade passes through the existing four lane Ambassador Bridge between Windsor, Ontario and Detroit, Michigan with nearly 8,000 trucks crossings every day (PBOA, 2015). The enormous movement of commercial vehicles through this corridor is sometimes subjected to extended delays resulting in significant economic losses. In order to meet increased long-term travel demand and reduce the likelihood of disruption in moving surface trade between the two countries, Gordie Howe International Bridge (GHIB), a new six-lane bridge across the Detroit River is being constructed. The new bridge will provide a much needed additional border crossing option in this busy trade corridor. While the development of a new infrastructure such as the GHIB provides system resilience, its introduction should be accompanied with emerging Intelligent Transportation System (ITS) technologies. An example of the latter is the use of Radio Frequency Identification (RFID) technology at border crossing facilities. RFID enabled documents have a radio chip embedded, which allows them to communicate with a ground station that is typically 10 to 15 feet away from the card. Such touchless technology is believed to reduce the time it normally takes border custom agents to process passenger vehicles crossing the border. Vehicles in this situation will have to go through RFID enabled lanes. This paper provides a framework for simulating the potential benefits of using RFID technology at an existing border crossing (the Ambassador Bridge) under various RFID adoption scenarios. The objective is to examine the incremental increases in the number of RFID equipped lanes, RFID enabled documents or combinations of the two. The movement of individual passenger and commercial vehicles, the interactions among them, and their passage through primary service booths at the existing Ambassador Bridge will be simulated in the VISSIM micro simulation traffic software (PTV America, 2016).]]></description>
      <pubDate>Thu, 28 Sep 2017 12:30:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483966</guid>
    </item>
    <item>
      <title>Traumstraße oder Transithölle?: eine Diskursgeschichte der Brennerautobahn in Tirol und Südtirol (1950-1980)</title>
      <link>https://trid.trb.org/View/1437037</link>
      <description><![CDATA[Die transnationale, die Alpen prägende Brennerautobahn galt einst als Traumstraße, Ergebnis spektakulärer Ingenieurskunst und Gewähr für Fortschritt und Wettbewerb. Magdalena Pernolds regionalgeschichtliche empirische Rekonstruktion des Autobahndiskurs in Tirol und Südtirol (1950 bis 1980) als Dissertation beleuchtet unter umfassender Auswertung auch unveröffentlichter Quellen den regionalen Wahrnehmungswandel, der von Themen wie zum Beispiel Umfahrungsgefahr des Landes, Trassenstreitigkeiten und Umweltbelastungen geprägt ist. Die dabei zum Einsatz kommende innovative Methodik der Neuen Verkehrsgeschichte erweitert technisch geprägte Verfahren um eine transnationale, interdisziplinäre historische Diskursanalyse. Die Autorin behandelt nach der Einleitung und der Kontextanalyse die Etablierung und die Stabilisierung des Brennerautobahndiskurses und beschreibt den Weg von der "Traumstraße der Alpen" zur "Transithölle Tirol". (A)]]></description>
      <pubDate>Wed, 21 Dec 2016 11:23:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1437037</guid>
    </item>
  </channel>
</rss>