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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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    <item>
      <title>Vibrations of Cable-Stayed Bridges</title>
      <link>https://trid.trb.org/View/2187180</link>
      <description><![CDATA[Recently, cable-stayed bridges have become very common in the United States. However, the cables of many of these structures have experienced unforeseen vibrations causing significant damage to what were relatively new structures. The damage in some cases has cost state departments of transportation millions of dollars to inspect, maintain, and repair. Perhaps even more perplexing than the cost of the repairs is the question: why were the vibrations unforeseen? For many years, vortex shedding, occurring around the cables such as what occurred with the Tacoma Narrows Bridge (except around the girder deck system), was thought to have been causing the problem. Recently, another phenomenon termed rain-wind induced vibration was found to be causing the problem. But was rain-wind induced vibration really causing the problem or were there other factors involved that could have eliminated the problem from the beginning? This paper examines two such bridges that have experienced vibrational problems requiring major repair. These bridges are the Cochrane Bridge in Mobile, Alabama and the Talmadge Memorial Bridge in Savannah, Georgia. An understanding of structural vibrations and the importance of the need to properly design critical connections is vital, when designing and constructing cost effectively flexible structures, such as cable-stayed bridges.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187180</guid>
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    <item>
      <title>Marine Investigation Report: Engine Room Fire aboard Cargo Vessel Lem Verbena, January 4, 2025</title>
      <link>https://trid.trb.org/View/2686633</link>
      <description><![CDATA[On January 4, 2025, about 2323 local time, the bulk cargo vessel Lem Verbena was docked at the Alabama State Docks on the Mobile River in Mobile, Alabama, with 19 crewmembers on board when a fire started in the engine room. The crew activated the vessel’s carbon dioxide fixed fire extinguishing system. Shoreside firefighters later determined the fire had been extinguished. There were no injuries, and no pollution was reported. Damage to the vessel was estimated at $5.5 million.​ The National Transportation Safety Board (NTSB) determined that the probable cause of the fire on the bulk carrier Lem Verbena was the failure of an O-ring seal on the composite boiler burner unit oil fittings block due to the radial misalignment of the two fuel ports on the block modules, causing pressurized diesel fuel to atomize and ignite on a nearby hot surface.]]></description>
      <pubDate>Thu, 09 Apr 2026 13:41:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686633</guid>
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    <item>
      <title>Older Driver Safety: Impact of Demographic Factors on Crash Frequency and Severity</title>
      <link>https://trid.trb.org/View/2562193</link>
      <description><![CDATA[This research analyzes the effect of demographic factors on the frequency and injury severities resulting from motor vehicle crashes involving older drivers at a regional level. It is a case study of Mobile County in the state of Alabama. In this study, the crash data for Mobile County from 2014 to 2018 were retrieved from the original police-reported crash database using the Critical Analysis Reporting Environment (CARE) software system developed by the University of Alabama Center for Advanced Public Safety. The demographic data and the necessary shape files for generating the maps on ArcGIS were retrieved from the US Census Bureau website. A spatial analysis was conducted to identify the roadway segments more susceptible to crashes involving older drivers compared to the other age groups. The age groups in this study were categorized as young drivers (16–24 years old), middle-aged drivers (25–64 years old), and older drivers (65 years of age and older). For each age group, crash rates were calculated and compared for all crash severities (KABCO) as well as fatal and incapacitating injuries (KA) only. The roadway segments that pose the highest risk to older drivers relative to the other age groups, for all severity types and for fatal and serious injury in Mobile County, were identified. A possible correlation was examined between locations with higher percentage of elderly population and higher frequency of crashes involving older drivers. Finally, a regression analysis was performed to investigate the possible factors responsible for crashes involving older drivers.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562193</guid>
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    <item>
      <title>Post-disaster decision-making framework for roadway networks considering social vulnerability</title>
      <link>https://trid.trb.org/View/2431821</link>
      <description><![CDATA[Resilience is a characteristic of a system to adapt, resist and recover from disruptions as defined by the U.S. Federal Highway Administration. The concept has been adopted across several fields of research. Existing literature on roadway network resilience typically frames resilience in terms of performance metrics based on the attributes of the network (travel time or travel distance, for example). However, the impact of disruptions to roadway networks varies for different populations within communities because of various socioeconomic factors. While it is important to capture the performance characteristics of transportation networks to ensure goods and services can flow throughout a community, there also lies a need to consider the needs of populations in a community that are more vulnerable to disruptions due to limited mobility. This study aims to propose a framework for roadway network post-disaster recovery planning that considers the needs of socially vulnerable populations. Specific objectives of the study include: i) developing a geographic social vulnerability index (SVI) using census demographic data to quantify the extent to which communities may be considered “socially vulnerable” ii) integrating the index into an actionable decision framework for post-disaster bridge repair strategy and iii) demonstrating how the consideration of social vulnerability can influence network performance. By applying the framework to the Mobile Bay area in Alabama, the significance of including social vulnerability in resilience evaluation becomes evident.]]></description>
      <pubDate>Wed, 23 Oct 2024 11:40:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431821</guid>
    </item>
    <item>
      <title>A flow-based commodity-independent port capacity model for resilience assessment of intermodal freight networks subjected to coastal hazards</title>
      <link>https://trid.trb.org/View/2398786</link>
      <description><![CDATA[Seaports, critical economic hubs in coastal regions, face escalating vulnerability to natural disasters, particularly storms, exacerbated by climate change. Despite their economic importance, there remains a noticeable gap in methods for adequately characterizing their operational state post-storm impact in terms of flow capacity, crucial for resilience modeling of coastal intermodal networks. This characterization presents significant challenges due to the operational complexity of multi-commodity port sites, intensified by the absence of computationally efficient capacity models. This study introduces a flow-based port capacity model that integrates probabilistic estimates of post-disaster availability in structural and handling components, accommodating uncertainty propagation through low complexity, and offering adaptability to various terminal and commodity types. A case study conducted on the maritime-rail-road intermodal network in Mobile, Alabama, subjected to five storm scenarios, demonstrates the model’s applicability and value as a tool in the broader context of intermodal resilience. The analysis revealed significant variations in resilience indicators among different terminal types, as well as a greater impact of disruptions in port capacities compared to inland corridors. These results underscore the proposed model’s capability to provide crucial quantitative insights into post-disaster port functionality that might otherwise be overlooked, ultimately contributing to the development of more robust strategies for ensuring the continuity of critical supply chains and mitigating economic impacts on coastal communities amidst climate-related hazards.]]></description>
      <pubDate>Wed, 24 Jul 2024 15:02:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2398786</guid>
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    <item>
      <title>Wind-Induced Stay Cable Vibrations: Measurement and Mitigation</title>
      <link>https://trid.trb.org/View/2149737</link>
      <description><![CDATA[In February 1998, stay cable oscillations were observed on the Cochrane Bridge, Mobile, Alabama in winds accompanied by rain. Rowan Williams Davies & Irwin Inc. (RWDI) was retained by A.G Lichtenstein & Associates to assist them in identifying the causes of the cable oscillations, to assess the potential of future wind-induced cable vibrations, and to design a damping system to mitigate the oscillations. RWDI performed on-site oscillation decay measurements for some of the stay cables. Inherent damping values for the cables were calculated from the decay traces. Using these damping values and a criterion based on Scruton number (mass damping parameter), the potential for rain/wind type oscillations for the stay cables was assessed. In addition, the cables susceptibility to other forms of wind-induced vibrations was reviewed. The program of work provided an opportunity to check the validity of criteria for wind-induced oscillations against field observations.]]></description>
      <pubDate>Thu, 20 Apr 2023 17:17:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2149737</guid>
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    <item>
      <title>Cooperative Driving Automation: Research into Automated Port Operations and Automated Commercial Motor Vehicle Operations: Concept of Operations for Enhanced Automated Port Drayage</title>
      <link>https://trid.trb.org/View/1948661</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) Office of Safety and Operations Research and Development (HRSO) performs transportation operations research and development (R&D) at the Saxton Transportation Operations Laboratory (STOL), established at the Turner-Fairbank Highway Research Center (TFHRC). In support of common goals, the Federal Motor Carrier Safety Administration (FMCSA) and the Maritime Administration (MARAD) have partnered with FHWA and STOL to explore the application of cooperative automation to Commercial Motor Vehicle (CMV) operations. Four CMVs have been equipped with automation technologies, including CARMA, to enable a SAE Level 2-3 operation, furthering the research opportunities and capabilities available to FMCSA, MARAD, and the government. The purpose of this task is to leverage cooperative driving automation for port drayage operation which involves interaction of a commercial motor vehicle (CMV) with a container terminal’s infrastructure to perform loading and unloading of containers, inspection, and passage through port and staging area gates. This document describes the concept of operations for an enhanced automated port drayage use case tailored for the APM terminal in Mobile, AL. A detailed discussion is given of the required changes and associated benefits to enable the proposed concept. Finally, a detailed discussion of the needs and requirements to implement the proposed changes for automated port drayage operation at APM terminal is outlined.]]></description>
      <pubDate>Tue, 10 May 2022 16:54:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948661</guid>
    </item>
    <item>
      <title>Multifaceted Approach of Assessing Channel Design through Ship Simulations in Mobile Harbor, Alabama</title>
      <link>https://trid.trb.org/View/1864188</link>
      <description><![CDATA[Recently, Mobile Harbor, Alabama, experienced an increase in vessel size and traffic, which resulted in navigation inefficiencies. This prompted a navigation improvement study that included ship simulations to assess proposed modifications to the federal navigation channels. In 2017, the US Army Engineer Research and Development Center (ERDC) ship/tow simulator (STS) was used to complete a feasibility-level screening simulation (FLSS) study. Areas of focus included: a bend easing, a passing lane, and a turning basin. Over the course of 1 week, a variety of proposed designs were screened and subsequently revised. In 2020, the FLSS study databases were used as a foundation for a more robust study. Approximate meeting locations in the passing simulation track plots were differentiated to capture an instant in time. Additional analysis was performed to identify grounding factors in the passing lane. It was determined that the proposed modifications were feasible under certain restrictions. Through this two-pronged approach, a project deficiency was identified early in the process that allowed for revision and rigorous testing of a preassessed channel.]]></description>
      <pubDate>Fri, 27 Aug 2021 14:54:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1864188</guid>
    </item>
    <item>
      <title>Airbus plans sizable A320 production hike in Alabama</title>
      <link>https://trid.trb.org/View/1691938</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 06 Mar 2020 16:16:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1691938</guid>
    </item>
    <item>
      <title>Postdisaster Decision Framework for Bridge Repair Prioritization to Improve Road Network Resilience</title>
      <link>https://trid.trb.org/View/1689765</link>
      <description><![CDATA[Road networks are critical to a community’s ability to recover from a disaster. The ability to move goods and people efficiently is dramatically affected by disruptions to vulnerable components of the network, especially bridges. Widespread damage to bridges after a natural hazard and limited resources available for repair warrant a need to have an efficient framework to restore the network to the predisaster performance level quickly. Previous studies on postdisaster resilience tend to characterize the recovery based on only one or two performance metrics. This study proposes a decision framework to prioritize bridge repair after a disruptive event using a network performance metric developed using three categories of network performance measures: (1) functional measures defined as the change in total travel distance and total travel time, (2) a topological measure that considers the importance of a bridge to network connectivity modeled with reference to the number of shortest paths passing through each bridge, and (3) a social measure defined with reference to access to healthcare facilities and measured by the change in travel time to an emergency facility. The performance metric is then used to determine an optimal bridge repair sequence that maximizes the network performance during the recovery period. The framework is demonstrated using the road network of Mobile, Alabama, assuming four bridges crossing the Dog River are damaged by a natural hazard. The results of the case study show that the proposed framework is effective in guiding the prioritization of bridge repair after a disaster.]]></description>
      <pubDate>Thu, 05 Mar 2020 16:54:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1689765</guid>
    </item>
    <item>
      <title>Marine Accident Brief: Engine Room Fire aboard Towing Vessel J.W. Herron, December 13, 2017</title>
      <link>https://trid.trb.org/View/1583872</link>
      <description><![CDATA[​About 1340 local time on December 13, 2017, the towing vessel J.W. Herron was shifting barges on Big Bayou Canot near Twelvemile Island, approximately 8 miles north of Mobile, Alabama, when a fire began in the lower engine room and quickly spread. After the crew of three partially secured the engines and fuel supply, heavy smoke and fire prevented them from attempting to extinguish the fire, forcing an immediate evacuation of the vessel to the barges. No pollution or injuries were reported. The estimated damage to the vessel was $1.5 million.    ​The National Transportation Safety Board determines that the probable cause of the engine room fire aboard the towing vessel J.W. Herron was leaking lube oil from a propulsion diesel engine hose or tubing fitting that was ignited off an exposed hot engine surface or slipping clutch. Contributing to the severity of the fire was the location of the emergency engine shutdowns and fuel supply shutoffs near the exterior engine room doors, which proved to be inaccessible. Contributing to the spread of the fire was the inability to secure ventilation to the engine room.]]></description>
      <pubDate>Thu, 21 Feb 2019 17:17:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1583872</guid>
    </item>
    <item>
      <title>Flying high in Mobile : DB Schenker develops streamlined logistics and transportation system for Airbus final assembly plant</title>
      <link>https://trid.trb.org/View/1585800</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 19 Feb 2019 15:17:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1585800</guid>
    </item>
    <item>
      <title>Rising tide : A220 deliveries are planned to begin in August; Airbus Mobile final assembly site will be larger than its site in Tianjin, China</title>
      <link>https://trid.trb.org/View/1584166</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 14 Feb 2019 15:55:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1584166</guid>
    </item>
    <item>
      <title>The Test of Time: When Stabilizing a Channel, It’s the Long-Term Results That Count</title>
      <link>https://trid.trb.org/View/1549432</link>
      <description><![CDATA[This article presents two case studies that illustrate strategies for channel stabilization for suspension bridges.  The first case is the Akashi Kaikyo Bridge, a 3.91-kilometer-long suspension bridge linking Kobe, Japan to Iwaya on Awaji Island, Japan.  The author explains the effect of prior excavation on decreasing of local scour, a major problem with this bridge.  The author also reviews a hydraulic model study that shows how riprap coverage can work for long-term scour protection.  A final section discusses the design of filters and three types of proposed standards: stability standards, permeability standards, and uniformity standards. The author concludes by describing how the Filter Units used are designed of mesh net and rocks to prevent flood and bridge scour while also supporting habitat for small fish and plants.  The second case describes how sedimentation and erosion at Seabrook Harbor in New Hampshire was starting to threaten fishing and farming operations. The mitigation was to replace the lost intertidal sands, to reduce sand migration into the harbor, and to prevent shoreline erosion with the installation of a wall of composite fiber-reinforced polymer sheeting.  Geogrids were used to protect the toe of the sheet piling and monitoring sensors were installed to look for any movements in the wall over time. A third case study briefly describes the town of Foley, southeast of Mobile near the Gulf Coast, where a small channel was experiencing erosion caused by runoff from a culvert under Alabama State Route 59. This project used roll-stock, pre-engineered rolls of mesh connected with preformed spiral binders.]]></description>
      <pubDate>Mon, 24 Sep 2018 10:05:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1549432</guid>
    </item>
    <item>
      <title>FHWA Project R05 IAP Funded Project Case Study: Mobile Ramp Precast Concrete Pavement Demonstration Project</title>
      <link>https://trid.trb.org/View/1506602</link>
      <description><![CDATA[Repair and rehabilitation of the aging highway infrastructure continues to be a challenging endeavor for all U.S. highway agencies. Thousands of miles of highway pavements need rehabilitation, and many of these highways carry over 100,000 vehicles/day, including a large percentage of trucks. Extended lane closures must be avoided to prevent compounding congestion—which means rehabilitation work must be completed rapidly. While many projects have been completed using rapid-setting concrete, results have been inconsistent. Precast concrete pavements (PCPs) have been shown to be promising alternatives. The production use of PCP has come a long way over the last 15 years. The technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements as well as for heavily trafficked asphalt concrete pavements and intersections. Several U.S. highway agencies have implemented the PCP technology, and other agencies have constructed demonstration projects. In the U.S., the PCP technology is being used for intermittent repairs (full-depth joint repairs or full panel replacement) and for continuous applications (longer length/wider area rehabilitation) with service life expectations of at least 20 years for intermittent repairs and at least 40 years for continuous applications, without significant future corrective treatment. The Strategic Highway Research Program 2 (SHRP2) Project R05 was conducted from 2008 to 2012 to develop technical information and guidelines that would encourage the rapid and successful adoption of PCP technology. In 2013, the SHRP2 Implementation Assistance Program (IAP) was created to help State highway agencies, metropolitan planning organizations, and other interested organizations deploy SHRP2-developed products to deliver more efficient, cost-effective solutions to meet the complex challenges facing transportation agencies. On August 7, 2015, the Federal Highway Administration—in partnership with the American Association of State Highway and Transportation Officials—announced the selection of 21 transportation agencies receiving implementation and technical assistance awards as part of Round 6 of the SHRP2 IAP. The Alabama Department of Transportation, one of the agencies selected as a lead adopter of Project R05 technology, received an award of $300,000 to help offset the cost of constructing a PCP project. This case study report provides details of the 2017 PCP use for rehabilitation of a distressed asphalt concrete ramp at Exit 2 of I-165, intersecting with Alt US 90 (New Bay Bridge Road), in Mobile, Alabama.]]></description>
      <pubDate>Mon, 23 Apr 2018 16:44:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506602</guid>
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