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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>
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    <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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      <title>Houthi’s Threat on Sea Freight: Shade Light on Intertrade Between European Union and Southeast Countries</title>
      <link>https://trid.trb.org/View/2579433</link>
      <description><![CDATA[This paper intends to analyze the threat that the Houthi’s insurgence has to the intertrade between the South Asia countries and the European Union (EU) by using sea freight. This research used a qualitative analysis approach and statistical data from bother intertrade published. The study reveals that alternatives routes caused by this crisis induced the European governments to apply Cape of Good Hope (COGH) as a safe channel for sea transport for goods from European countries in the South Asia markets and vice versa. This qualitative study applied content analysis as a tool to measure the impact of the Houthi’s threat in form of Geopolitical context, Insurance and mitigation, red sea shipping lanes and risk assessment were our indicators to analyze the impact of the Houthi’s threat on the sea freight between trade from Europe and Southeast Asia countries. With any luck, this study will help the logistics sector by serving as a roadmap for planning a more affordable alternative to regular transactions. According to this study, they adversely affect the intertrade’s outcomes. Study, Applicability, and Social Consequences: There are research gaps and warnings that should guide future investigations into supply chain hazards in many economic sectors.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579433</guid>
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    <item>
      <title>An interpretable multi-model ensemble deep learning framework for forecasting ocean freight indices with external uncertainty factors</title>
      <link>https://trid.trb.org/View/2635302</link>
      <description><![CDATA[This study advances the understanding of ocean freight rate forecasting by developing a novel Multi-Modal Analysis and Synthesis (MMAS) framework. Using data from 2001 to 2022, we investigate the complex relationships between uncertainty indices and three major shipping indices: the China Containerized Freight Index (CCFI), the Baltic Dry Index (BDI), and the Baltic Dirty Tanker Index (BDTI). The research employs an innovative methodological approach combining Multivariate Variational Mode Decomposition (MVMD), deep learning models, and SHapley Additive exPlanations (SHAP) analysis. Our findings reveal that the MMAS framework significantly outperforms traditional forecasting methods, particularly during market volatility. The influence of external events varies distinctly across shipping submarkets: container shipping shows primary sensitivity to climate and energy factors; dry bulk shipping responds mainly to energy and economic factors; and tanker shipping demonstrates heightened sensitivity to economic, geopolitical, and climate factors. This paper extends beyond traditional perspectives, showing how sudden external events provide valuable predictive information across multiple temporal scales, thus enhancing our understanding of freight rate dynamics during extraordinary market conditions, such as the COVID-19 pandemic.]]></description>
      <pubDate>Thu, 29 Jan 2026 08:52:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635302</guid>
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      <title>Climate emergency impacts and adaptations in shipping: Analogical policy formulation and recommendations</title>
      <link>https://trid.trb.org/View/2519244</link>
      <description><![CDATA[The impacts of the climate emergency and the need to implement adaptation strategies in shipping have garnered growing attention due to the potential economic disruptions. Policies and measures to reduce the climate vulnerabilities for global shipping are still in the infancy stage, resulting in inconsistent standards and insufficient regulatory regimes. The lack of adequate adaptation mechanisms continues in an upward trend. To date, the problem of climate crisis in shipping has received scant attention in the research literature. Current measures in combating the climate emergency in shipping remain speculative without regulatory guidelines. This paper argues that climate policies are crucial to implementing an effective global shipping adaptation strategy. To support this position the authors applied a Delphi methodology and collected 39 data sets from 13 experts. The authors asked the experts two questions: 1) what climate policies are most critical in addressing the climate emergency, and (2) how do those policies contribute to developing a practical climate emergency framework that supports an adaptation strategy for shipping? The results showed that five adaptation measures, including climate-resilient infrastructural development, climate-resilient navigational aids, risk assessment and mapping, climate-ready regulations, and vessel safety standards, contribute directly to the shipping adaptation strategy.]]></description>
      <pubDate>Fri, 18 Apr 2025 09:01:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2519244</guid>
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    <item>
      <title>Value creation through sustainable supplier management in maritime transport</title>
      <link>https://trid.trb.org/View/2493121</link>
      <description><![CDATA[The interest in sustainability in the maritime industry has been on the rise. Attention has shifted from how to develop and comply with environmental regulation and labour standards to a more integrated view on sustainable maritime transport that aims at incorporating sustainability in maritime firm strategies. The liner shipping industry, which has been at the forefront, plays a crucial role in global supply chains, with its commitment to sustainable maritime container transport gaining recognition. In particular, procurement relationships stand out as an area where sustainability can exert the most significant impact. Ocean transport is among the most widely outsourced services globally both by shippers and by freight forwarders. Unlike bulk transport, container ocean transport is always outsourced, as shippers do not use their own vessels. Yet, the selection criteria that logistics firms use regarding sustainability when choosing ocean transport service providers and the role of sustainability in value creation among shippers/freight forwarders and ocean transport providers have been scarcely explored. This article delves into value creation via quality improvement and sustainability practices in ocean freight transport. Employing a case study of an ocean carrier, alongside interviews and survey data, it explores how liner shipping companies can leverage high-quality and sustainable operations to enhance service for their clients and create logistics value. A novel aspect of this study is the application of sustainable supplier management concepts to maritime logistics, highlighting how shippers’ sustainability requirements in sourcing ocean freight services shape procurement relationships and how shipping companies can employ sustainable procurement strategies for value creation.]]></description>
      <pubDate>Tue, 25 Feb 2025 14:08:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2493121</guid>
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    <item>
      <title>Analysis of shipping accident patterns among commercial and non-commercial vessels operating in ice-infested waters in Arctic Canada from 1990 to 2022</title>
      <link>https://trid.trb.org/View/2449576</link>
      <description><![CDATA[Over the past two decades, the Canadian Arctic has experienced a marked reduction in sea ice extent, coinciding with a significant rise in ship traffic. This study explores the relationship between ship traffic, shipping accidents, accident rates, and diminishing sea ice from 1990 to 2022 during the shipping season. The findings reveal that ship traffic has increased substantially along major Arctic routes, such as the Hudson Strait, Baffin Island, and the Northwest Passage, driven by the consistent decline in sea ice. Despite this rise in traffic, accident rates for commercial vessels, particularly General Cargo and Tanker ships, have significantly decreased, suggesting that current safety measures may be effective. However, the study also uncovered a significant positive correlation between all vessel accidents and sea ice concentration, indicating that certain ice conditions still pose substantial risks to vessels. Additionally, passenger vessel traffic has shown a notable positive correlation with accidents, pointing to emerging risks in the region. Non-commercial vessels, such as fishing vessels, have demonstrated stable accident rates, though they remain understudied. These results underscore the complexity of Arctic maritime operations in the face of climate change and highlight the urgent need for adaptive strategies, continuous monitoring, and targeted policy interventions to ensure the safety and sustainability of future Arctic shipping.]]></description>
      <pubDate>Wed, 27 Nov 2024 13:44:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2449576</guid>
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    <item>
      <title>Food security under global economic policy uncertainty: fresh insights from the ocean transportation of food</title>
      <link>https://trid.trb.org/View/2419972</link>
      <description><![CDATA[The Russian–Ukrainian conflict has led to ongoing disruptions in global agricultural prices and maritime transport markets, exacerbating food insecurity and raising concerns about the ocean transportation of food. To comprehend this complex relationship, this study employs a vector autoregression model to investigate the time-varying nonlinear connection among global economic policy uncertainty (GEPU), food prices, and maritime transport. Utilizing bivariate and multivariate wavelet frameworks, we validate and explore the lead-lag relationships, co-movements, and dynamic associations among these indicators across various time and frequency domains. The findings reveal a significant covariance among the variables, with medium- and long-term changes being more affected by short-term shocks. Furthermore, there exists both positive and negative interdependence among the variables in the long term, with the interdependence strengthening progressively from the medium to the long term. Notably, the volatility of ocean freight rates has exceeded that of food prices in recent years, thus, impacting future economic policy directions. These results provide a warning to food trade participants as well as governments that focusing on transport market volatility to smooth out food market and economic policy volatility ought to be an important preoccupation, together with increased attention to the potential consequences of global economic policy changes, in order to ensure greater market stability and sustainability in the transportation of food.]]></description>
      <pubDate>Mon, 07 Oct 2024 16:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2419972</guid>
    </item>
    <item>
      <title>Design and value analysis of the blockchain-based port logistics financial platform</title>
      <link>https://trid.trb.org/View/2423315</link>
      <description><![CDATA[Time-consuming ocean transportation for international trades requires enterprises to advance payments for goods, which can be fatal for small and medium enterprises with insufficient self-owned capital. Logistics finance is an effective solution for tackling this problem. However, traditional logistics finance has long been plagued by information asymmetry, tremendous paperwork, and long financing cycles. As a distributed database with characteristics of transparency, traceability, and immutability, blockchain technology shows good potential in addressing pain points on traditional logistics financing platforms. This paper focuses on the operational mechanism and value analysis of the blockchain-based port logistics finance platform. The conceptual architecture of the blockchain-based port logistics finance platform is constructed, and a value analysis model based on the Newsboy Model is established for quantitatively analysing the platform’s value. The results revealed that the introduction of the blockchain into port logistics financing can significantly improve small to medium-sized enterprises’ profitability by providing reliable financing channels. The results also indicate that participants’ profit on the blockchain-based platform may be influenced by the speed of market expansion, initial capital size, and financing cost. This paper also discusses theoretical and managerial implications by providing insights into the participants’ decision-making on the platform under different constraints.]]></description>
      <pubDate>Thu, 26 Sep 2024 08:53:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2423315</guid>
    </item>
    <item>
      <title>Revenue-sharing in the alliance of inland river and sea carriers: Formulation and a case study</title>
      <link>https://trid.trb.org/View/2334195</link>
      <description><![CDATA[This paper investigates the market dynamics and welfare implications when river and sea carriers may compete and collaborate in an inland river market. A vertical-structure model that considers the interactions among ports, river and sea carriers, and shippers is proposed. The port operator sets port service charges to maximize social welfare of the river-sea transport system. The sea carrier maximizes own profit by determining the inland river ports to collaborate and the waterway freight rates for the river-sea and seagoing transport services. The river carrier maximizes own profit by determining its waterway freight rates for the inland river transport services and the revenue that it shares with the sea carrier. Two cases are considered: (i) the competition case in which the river and sea carriers compete with each other; and (ii) the alliance case in which the river and sea carriers share revenue with each other. The results suggest that there are markets where the alliance between river and sea carriers can make both of them better off (i.e., win–win outcome), which also increases the social welfare of the system. However, port charges may need to be adjusted to balance carriers’ pricing, although the waterway freight rates paid by shippers may not be changed. Due to waterway depth limitation, the win–win outcome tends to be more difficult to achieve in upstream ports with more shallow waterways, whereas increased transfer time at transfer ports favors direct sea-river shipping services. The river and sea carrier alliance has potential to benefit the shipping industry and the public. However, such an alliance may not be feasible to form for all inland ports, and government intervention on port service charge may be justified.]]></description>
      <pubDate>Mon, 05 Feb 2024 09:34:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2334195</guid>
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    <item>
      <title>A ship performance and genetic algorithm-based decision support system for vessel speed optimisation of ocean route</title>
      <link>https://trid.trb.org/View/2227487</link>
      <description><![CDATA[The speed optimisation of operating ships contributes to reducing fuel costs and the emission of greenhouse gas (GHG). Therefore, it is a managerial problem to determine an optimal speed that helps minimise fuel consumption while considering various navigation restrictions that conform to navigation habits. Though most literary works study empirical formulas or historical navigation data to estimate fuel consumption under different weather conditions, these methods are subject to various limitations due to the unique performance of different vessels. Based on the still water model test data, this paper proposes a performance-based decision support system (DSS) for speed optimisation, which considers the impact of weather conditions and the specific fuel oil consumption (SFOC) rate value of the main engine on fuel consumption. The speed optimisation DSS applies a genetic algorithm (GA) to minimise fuel consumption and satisfy practical purposes. The ship-shore data exchange-based DSS can promptly provide an operating vessel with speed optimisation suggestions. The effectiveness of the speed optimisation DSS is validated through the implications on the operational ship, and its accuracy is tested by comparing the collected data on two target voyages.]]></description>
      <pubDate>Mon, 11 Sep 2023 11:42:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2227487</guid>
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      <title>The interrelationship between coastal, Great Lakes, Inland, and deep-sea freight rates: A longitudinal approach</title>
      <link>https://trid.trb.org/View/2215956</link>
      <description><![CDATA[This study examines freight rates in four key areas of the U.S. water freight transportation industry –coastal, Great Lakes/St. Lawrence River, inland waterways, and deep-sea shipping. The data involved in this study includes longitudinal data from 2008 to 2021 on freight rates in all four of these sectors along with data on macroeconomic variables and commodity prices. The purpose of this study is as follows: (A) examine lead/lag relationships between the four freight rates, (B) examine lead/lag relationships between the freight rates and macroeconomic variables, and (C) examine lead/lag relationships between the freight rates and commodity prices. The authors do find significant predictive power for freight rates both on each other as well as for macroeconomic indicators. In terms of predicting other freight rates, inland freight rates are the only ones to predict all three other freight rates. Both inland and deep-sea freight rates are shown to be strong at predicting macroeconomic indicators in the short run, but deep sea has greater long-term predictive power. Commodity prices on the other hand are only minimally predicted by freight rates but are also strong predictors of inland freight rates. Coastal and Great Lake freight rates are shown only to have minimal predictive power. Differences in competitive conditions, as well as the type of cargo between these four sectors, are proposed as an explanation for these results.]]></description>
      <pubDate>Fri, 21 Jul 2023 09:19:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2215956</guid>
    </item>
    <item>
      <title>Green shipping networks as drivers of decarbonization in offshore shipping companies</title>
      <link>https://trid.trb.org/View/2211772</link>
      <description><![CDATA[Within the next 30 years, shipping companies must find their zero-emissions route. However, there is no consensus on which technologies and fuels are the most appropriate to decarbonize shipping. Shipping companies are now navigating the flows of trends and new technologies and fuels. At the same time, the “cluster trend” raises expectations that “green networks,” “green clusters” and “cleantech clusters” will aid sustainability transitions. This qualitative multiple case study of three Norwegian offshore shipping companies analyzes the drivers that shape the companies’ strategies to reduce greenhouse gas emissions, with particular focus on how the strategies are impacted by membership in green shipping networks. Process tracing is used to track the case companies’ approaches to emissions reduction from 2008 to 2020, the main drivers of emissions reduction, and whether changes in strategy are linked to network membership. This study finds that the main drivers have been initiatives by internal key persons, participation in voluntary programs, mandatory regulations, and customer demand. The analysis shows no major shifts in strategy after joining a green shipping network; however, it does show two ways that network membership may impact the way shipping companies work with emissions reduction. First, membership can lead to adjustments and smaller changes as shipping companies collect information about new trends and technologies. Second, one-on-one guidance and support for preparing funding applications from network administrations may lead to the adoption of zero-emissions technology or fuels.]]></description>
      <pubDate>Mon, 17 Jul 2023 15:13:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2211772</guid>
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    <item>
      <title>Advocacy coalitions and policy change for decarbonisation of international maritime transport: The case of FuelEU maritime</title>
      <link>https://trid.trb.org/View/2211784</link>
      <description><![CDATA[The legislators of the European Union (EU) have agreed on the FuelEU Maritime regulation, so far, the world's most ambitious pathway to maritime decarbonisation. FuelEU Maritime establishes a common EU regulatory framework to stimulate an increased share of renewable and low-carbon fuels in the fuel mix of international maritime transport. This article analyses, through the lens of the Advocacy Coalition Framework, the policy process leading to the political agreement on the FuelEU Maritime regulation. Core beliefs of two different advocacy coalitions including the European Commission, the Council of Ministers, EU Member States, the European Parliament and different IGs are identified like Transport & Environment and the European Community Shipping Association, as are the paths to policy change. The agreement on the FuelEU Maritime regulation follows the Paris Agreement and the following international discussions on how to curb the climate impact from shipping, the presentation of the ‘European Green Deal’ with a European Climate Law and the presentation of a broad package of EU climate, energy and transport legislation. In addition, it is a result of problem-solving bargaining between the Council of Ministers and the European Parliament.]]></description>
      <pubDate>Mon, 17 Jul 2023 15:13:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2211784</guid>
    </item>
    <item>
      <title>The Distinguishing Proof of a Wide Range of Offices for Oceanic Route Influencing Ecosystem in Saudi Arabia</title>
      <link>https://trid.trb.org/View/2062974</link>
      <description><![CDATA[Navigational apparatuses, hardware and gadgets have created and the boat's route official needs to take assist in flighty ways with arranging and explore the ocean journey. The boat's official has a bunch of marine route hardware, which makes the upkeep of boats, freight and lives a lot simpler, because of mechanical advances. Subsequently, safeguarding the marine climate. As the absence of preparing and failure influence the climate, whether while moving boats to moor in ports or during cruising, as well as stacking and dumping activities in ports. Besides, momentum sailors are prepared to know how to function and work all advanced navigational hardware that made the excursion adrift smoother, more secure and safer. Positive aspects on the climate to be viable with current offices and robotization, the boat today has many high-level route hardware frameworks that give exact information to the journey, consequently keeping away from a large number of the negatives that happened in past times.]]></description>
      <pubDate>Mon, 27 Feb 2023 08:51:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2062974</guid>
    </item>
    <item>
      <title>Framework for Economic Potential Analysis of Marine Transportation: A Case Study for Route Choice Between the Suez Canal Route and the Northern Sea Route</title>
      <link>https://trid.trb.org/View/2095366</link>
      <description><![CDATA[This paper presents a new framework for economic analysis of marine transportation, where uncertainty is given more attention than in the current research. A new quantitative method combined with the importance ranking method is used to access the uncertainty of evidence and for fusion of evidence from multiple sources. The Bayesian network model is chosen as a tool to convey the uncertainty from one variable to another variable. Finally, with the help of information flow method, key factors are selected for sensitivity analysis. This framework is applied to a case study of maritime transportation from Shanghai to Rotterdam, aiming to investigate the economic potential of the Arctic routes and to explore the possibility of Arctic routes as a substitute for the traditional routes. A well-trained Bayesian network shows that the traditional routes will still dominate marine transportation in the near future. Sensitivity analysis reveals the asymmetric impact of key factors on the plan choice.]]></description>
      <pubDate>Thu, 12 Jan 2023 09:18:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2095366</guid>
    </item>
    <item>
      <title>Ocean shipping company’s encroachment with outsourcing competition</title>
      <link>https://trid.trb.org/View/2038988</link>
      <description><![CDATA[As a new source to increase profits, some ocean shipping (OS) companies are beginning to encroach on the downstream market to canvass for cargoes, which would form a co-opetition relationship between OS companies and forwarders. Meanwhile, forwarders need to complete the transportation tasks through outsourcing strategy selection, that is, choose a delegation decision to outsource all transportation to an OS company, or choose a control decision to outsource ocean transportation and hinterland transportation to the OS and hinterland shipping (HS) companies, respectively. This paper uses a game-theoretical model to study the equilibrium strategy of OS company’s encroachment and forwarders’ outsourcing, and to further explore the strategic interactions between the two strategies. The authors solve the model analytically and find that an OS company might be worse off from encroaching on the shipping market if the entry cost is high or the cargo-canvassing capacity is high, whereas forwarders are always worse off with the OS company’s encroachment. Surprisingly, forwarders can suppress the OS company’s encroachment by changing their outsourcing decisions from control to delegation, or by improving their cargo-canvassing capacities. Their study also shows that forwarders prefer control decisions in the non-encroachment scenario, and they prefer delegation decisions if the market competition is fierce in the encroachment scenario. As for the HS scheme, introducing competing HS companies into hinterland transportation is always the optimal choice. Further, they consider an extension of the effect of OS company’s encroachment timing and show that forwarders as the first movers can make the OS company be less possible to encroach on the shipping market.]]></description>
      <pubDate>Fri, 30 Dec 2022 16:58:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2038988</guid>
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