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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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      <title>Border controls and (im)mobilities: experiences from a public transport node</title>
      <link>https://trid.trb.org/View/2578285</link>
      <description><![CDATA[The Öresund Bridge between Sweden and Denmark was opened in 2000, allowing both road traffic and fast commuter trains to travel between Malmö and Copenhagen. Various agreements have long facilitated passport-free travel. However, at the end of 2015, temporary border controls were first introduced. This paper aims to provide a deeper understanding of portrayals in the news media and everyday mobility experiences relating to border controls, with a special focus on Hyllie Station in the city of Malmö, in southern Sweden. The article is based on a compilation of the way Hyllie Station has been depicted in the news media for a deeper contextual understanding combined with a public participation GIS dataset focusing on the safety and security experiences of public transport nodes. Hyllie station, border controls and the presence of security personnel are depicted in different ways and at different levels. The complexities of life are intensified due to the daily cross-border commute and extra time required by border controls. The issue of mobility justice is raised, and the interrelationship between power and mobility becomes more and more tangible. Hyllie is a traffic node wherein the barriers of mobility and immobility become blurred, and power is displayed on different levels.]]></description>
      <pubDate>Fri, 26 Sep 2025 13:39:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578285</guid>
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    <item>
      <title>Incorporating Economic Assessment into Capacity Allocation and Infrastructure Charging Policies for Vertically-Separated Railways</title>
      <link>https://trid.trb.org/View/1496040</link>
      <description><![CDATA[Capacity allocation mechanisms and infrastructure access charges in vertically separated railways generally consider only the points of view of the train operator and infrastructure manager. External and other societal costs are not considered in setting these policies and in evaluating their impact on each player. This work proposes a methodological framework for evaluating impacts of capacity allocation and infrastructure pricing policies on society by applying a set of project evaluation guidelines that is normally used for new infrastructure projects to a set of capacity allocation and pricing policies. These guidelines use a cost–benefit analysis to evaluate the project and then understand the impact on each industry player and on society. A case study of the ScanMed corridor is used, looking at a congested section over the Oresund Bridge. The case study evaluates proposed capacity allocation mechanisms that prioritize either passenger or freight traffic. The results of this evaluation show the total impact of a particular policy on each player, including society. External costs are also considered in this evaluation. This approach can be used by decision makers to make more informed decisions when setting infrastructure charging and capacity allocation policy.]]></description>
      <pubDate>Mon, 12 Mar 2018 15:02:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496040</guid>
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      <title>Design of Scour Protection for the Bridge Piers of the Øresund Link</title>
      <link>https://trid.trb.org/View/1388910</link>
      <description><![CDATA[The Øresund Link between Denmark and Sweden consists of a cable stayed bridge, a man-made island and an immersed tunnel. The engineering design of the scour protection of the 45 approach bridge piers was made on the basis of numerical and physical modelling. The numerical studies included determination of the hydrographic design conditions and wave/current induced bed shear stresses along the bridge alignment, enabling the selection of the most exposed piers for each bridge segment and pier type. Physical model tests were then performed with the selected piers to investigate the necessary scour protection. This article describes the methods applied and the conclusions and resulting scour protection design.]]></description>
      <pubDate>Wed, 27 Jan 2016 17:12:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1388910</guid>
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    <item>
      <title>Ex post socio-economic assessment of the Oresund Bridge</title>
      <link>https://trid.trb.org/View/1250741</link>
      <description><![CDATA[The paper presents an ex post socio-economic assessment of the Oresund Bridge conducted ten years after the opening in July 2000. The study applies historical micro data to reconstruct the travel pattern with no bridge in place and compare this to the current situation. To complete the socio-economic assessment, the consumer benefits, including all freight and passenger modes, are compared with the cost profile of the bridge. The monetary contributions are extrapolated to a complete 50 year period. It is revealed that the bridge from 2000–2010 generated a consumer surplus of €2 billion in 2000 prices discounted at 3.5% p.a., which should be compared with a total construction cost of approximately €4 billion. Seen over the 50 year period and by assuming a medium growth scenario the bridge is expected to generate an internal rate of return in the magnitude of 9% corresponding to a benefit-cost rate of 2.2.  A main advantage of analysing infrastructure ex post is the ability to learn and understand behavioural and methodological elements not foreseen at the ex ante stages. Following this, the authors offer an extended discussion including two parts. First they compare the ex ante predictions for the bridge to the current transport flows. The importance of having the right assumptions and the ability to model the phasing-in process are underlined. Secondly, they offer a wider discussion on why some projects are more beneficial than others. This is done by comparing the Oresund Bridge, the Channel Tunnel, and the Great Belt Link.]]></description>
      <pubDate>Mon, 10 Jun 2013 09:57:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1250741</guid>
    </item>
    <item>
      <title>Advanced Tunnel Safety and Security Management</title>
      <link>https://trid.trb.org/View/1239105</link>
      <description><![CDATA[Security and safety are a major concern for administrators of large transportation infrastructure facilities. In particular, roadway tunnels and bridges present intense challenges to preventing, managing or mitigating the effect of incidents and threats. By their very nature, these facilities tend to move large amounts of traffic and are therefore vulnerable to a wide variety of situations that present a risk to human life. This paper presents a range of measures and spatial implementations that can be implemented that lower the impact of these life threatening situations and increase safety and security for the traveling public. Two recent significant projects are examined: 1.) TABASA, Tunnels and Highway, a concession project located at the western approach into Barcelona, has been in operation since mid-1991, and now features an advanced technical management system for monitoring and controlling the entire infrastructure, including recently executed adjustments and expansions. 2.) Oresund-Link, Tunnel and Bridge, a concession project which joins Sweden and Denmark and is one of the major engineering projects of the last decade. It began operating commercially in 2000, and boasts an advanced monitoring and control system design. Both projects have particular characteristics that require high safety and security levels and have therefore implemented stringent safety and security features in the design of the tunnel and traffic monitoring and control systems. Some of the more notable features are described in the paper.]]></description>
      <pubDate>Thu, 31 Jan 2013 09:08:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1239105</guid>
    </item>
    <item>
      <title>The Oresund and the Great Belt Links – Experience and Developments</title>
      <link>https://trid.trb.org/View/1084163</link>
      <description><![CDATA[The Oresund Link opened to traffic in 2000 and as a cross-border infrastructure it connects Copenhagen in Denmark and Malmo in Sweden, two urban areas. The Great Belt Link opened to traffic in 1997/1998. This link connects two non-urban areas in the central part of Denmark and has become the most important connection between East and West Denmark. The paper presents some of the experience gathered and the development in traffic at both links. Also topics such as environmental impact, traffic safety and financing are dealt with in the paper.]]></description>
      <pubDate>Mon, 20 Dec 2010 08:24:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1084163</guid>
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    <item>
      <title>Barrier effects of international borders on fixed link traffic generation: the case of Øresundsbron</title>
      <link>https://trid.trb.org/View/889722</link>
      <description><![CDATA[Traffic predictions for large road and rail projects are often inaccurate. International borders create political, cultural and economic barriers which reduce the demand for international transport, partly offset by some opportunities which increase transport demand. An expert opinion approach is used to help identify and evaluate the effect of these barriers on transport demand. The research explores why initial traffic levels predicted for the Øresund fixed link between Copenhagen in Denmark and Malmö in Sweden were not achieved. It uses the Danish Great Belt fixed link as a control case in assessing the scale of these barriers to interaction. Subsequent trans-Øresund traffic growth is attributed mainly to a tax agreement between the Danish and Swedish governments to assist cross-border commuters, to discounted tolls and to complementary labor and housing market opportunities.]]></description>
      <pubDate>Wed, 17 Jun 2009 12:08:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/889722</guid>
    </item>
    <item>
      <title>DSB Spreads Its Wings</title>
      <link>https://trid.trb.org/View/839246</link>
      <description><![CDATA[Danish State Railways (DSB) is eager for further international portfolio expansion to take place now that it has won the contract for lucrative Oresund service operation between Sweden and Denmark. DSB hopes to garner 20% of its revenues from operations outside Denmark, making the Oresund franchise central to its plans. Passenger numbers and profits are both up. The author presents the views of Soren Eriksen, DSB's chief executive officer, about DSB's plans-both alone and with partners, and in Denmark and beyond, including Germany.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:26:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/839246</guid>
    </item>
    <item>
      <title>Sustainable Development and Strategic Transport Management in the Oresund Region</title>
      <link>https://trid.trb.org/View/793309</link>
      <description><![CDATA[This paper describes how concept of traffic planning has developed over the years and it has produced both long-term and short-termed solutions of different kinds. In general, however, in many urban and regional areas, traffic planning has until now not been able to treat and resolve the increasing problems relating to uncurbed traffic growth. Therefore new planning strategies and approaches are needed. In addition, the quality of transport networks and other types of traffic infrastructure are becoming more and more important features for metropols and regions when competing in attracting investment, development and knowledge. This is especially relevant for a cross-boarder region as the Øresund region treated in this paper. To ensure a sustainable development while at the same time upgrading the quality of urban and regional transport is thus a major challenge. To deal with this situation the paper outlines a wider approach to sustainable regional transport planning. This is done by setting up a so-called holistic approach to planning and afterwards, based on holistic planning, by presenting the ideas of Strategic Transport Management (STM) as an important new planning and management concept. Finally some conclusions are given together with a perspective.]]></description>
      <pubDate>Tue, 28 Nov 2006 11:31:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/793309</guid>
    </item>
    <item>
      <title>Danish Strait Crossings: Lillebaelt, Storebaelt, Oresund and Beyond</title>
      <link>https://trid.trb.org/View/788443</link>
      <description><![CDATA[The paper reviews the experience from the bridging of the Danish straits, starting with the 1 km Lillebaelt bridge, opened in 1935, and culminating with the 18 km Storebaelt Link, completed in 1998, and the 16 km Oresund Link, operational since 2000, focusing upon the construction methods and the management approach.]]></description>
      <pubDate>Tue, 05 Sep 2006 07:50:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/788443</guid>
    </item>
    <item>
      <title>Risk Management on Mega Projects: An Example of an Operational Risk Analysis</title>
      <link>https://trid.trb.org/View/782881</link>
      <description><![CDATA[The Oresund Link tunnel project is the latest Danish mega project to use risk management Operational Risk Analysis to summarize the risk facilities and major disruptions.  The analysis was used in the operational phase of the Oresund Link to compare the risk with outlined acceptance criteria and to possibly reduce risk measures.  The Operational Risk Analysis consisted of: identifying and evaluating the possible hazards, establishing a risk acceptance philosophy and criteria for accidents on the motorways and railways, identifying the possible individual risk for the yearly average number of fatalities, identifying the possible societal risk for the different fatality classes, and establishing the disruption risk.  The analysis also covers the potential risk to any third parties in connection with aircraft and ship collision. The risk reducing measures include protecting the tunnel against ship groundings and direct collisions with a protective reef, and reducing the risk of derailment.]]></description>
      <pubDate>Mon, 03 Jul 2006 08:11:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/782881</guid>
    </item>
    <item>
      <title>ORESUND RAIL LINK PROVIDES GROWTH</title>
      <link>https://trid.trb.org/View/603475</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 07 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/603475</guid>
    </item>
    <item>
      <title>THE END OF THE LINE ON THE ORESUND..</title>
      <link>https://trid.trb.org/View/589509</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 10 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/589509</guid>
    </item>
    <item>
      <title>CONSTRUCTION OF THE SUPERSTRUCTURE OF THE ORESUND BRIDGE</title>
      <link>https://trid.trb.org/View/711255</link>
      <description><![CDATA[The superstructure of the Oresund Bridge between Denmark and Sweden was constructed in the period from 1994 to 1999.  In the design phase as well as during construction many innovative concepts were introduced to ensure a reliable performance of the completed bridge under loading from both road traffic and high speed trains.  The steel superstructure of the bridge is characterized by the following features:  mass production of large steel trusses with composite action on both decks; continuous structure with all joints welded (in the shop as well as in the field); fatigue resistant design of orthotropic deck below the railway tracks on the cable-stayed span; corrosion protection of all surfaces inside the box-shaped truss members by dehumidification; erection of full-span units weighing 6000 tons; and erection of the cable-stayed main span (490 m) on temporary supports to speed construction, etc.).]]></description>
      <pubDate>Wed, 15 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711255</guid>
    </item>
    <item>
      <title>BUILDING A EUROPEAN REGION : BRIDGE LINKS DENMARK AND SWEDEN ACROSS THE ORESUND</title>
      <link>https://trid.trb.org/View/694238</link>
      <description><![CDATA[Describes the design, building and operation of the award-winning fixed-link, bridge-tunnel combination connecting Denmark and Sweden across the Oresund, one of the busiest sea lanes in the world. The structure includes the largest cable-stayed bridge in the world, which carries a roadway and a dual-track railway. The tunnel is the world's largest underwater in terms of volume.]]></description>
      <pubDate>Wed, 31 Oct 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/694238</guid>
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