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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Biofouling Intensity in European Waters: A Compiled Dataset and Spatial Assessment with Focus on the Baltic Sea and Northeast Atlantic</title>
      <link>https://trid.trb.org/View/2691570</link>
      <description><![CDATA[Biofouling on ship hulls increases fuel consumption, greenhouse gas emissions and invasive species spread. For effective management, understanding the expected fouling pressure in the waters of interest is crucial. This study illustrates biofouling intensity by integrating published (2014-2024) and recent field data (2023-2024) from 35 locations across the Baltic Sea, Northeast Atlantic, Mediterranean Sea, and Black Sea. The weighted mean fouling ratings for these sites were assessed together with environmental parameters to identify factors explaining the observed results across different sea basins. Key findings indicate that the Mediterranean Sea sites (n=3) exhibit the highest indicative fouling intensity. A comparative analysis of the data-rich regions revealed that the Northeast Atlantic (n=14) exhibits significantly higher fouling intensity than the Baltic Sea (n=17) when sites with strong estuarine influence are excluded. Salinity was identified as the dominant factor influencing fouling pressure (R2=0.39-0.40), while dissolved oxygen, phosphate level and temperature showed weaker correlations (R2<=0.2). The presented spatial assessment can be used to manage ship hulls and maritime structures in port or marina areas and provides the first management baseline from existing European data. However, it highlights that the data-poor status of certain regions, alongside other knowledge deficiencies, remains a significant obstacle to unified pan-European management. Addressing these gaps is crucial for establishing a scientific basis for sustainable biofouling practices, in accordance with global initiatives such as the IMO Biofouling Guidelines and the EU Invasive Alien Species Regulation.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691570</guid>
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    <item>
      <title>The Life4MEDECA Knowledge Centre: An Interactive Thesaurus for the MEDECA Implementation</title>
      <link>https://trid.trb.org/View/2580028</link>
      <description><![CDATA[The Mediterranean countries during COP22 agreed to designate an Emission Control Area for sulfur emissions, the MEDSECA which, according to the International Maritime Organization (IMO), come into force in 2025. The countries also agreed to work on nitrogen oxide (NOx) emissions in the next two years to bring forward a NECA marking a significant step forward towards cleaner air in the whole basin. In this contest, the LIFE4MEDECA project aim to support the establishment of MEDECA by sharing knowledge following quintuple innovation helix approach, identifying gaps and needs for its implementation, analyzing the economic, environmental and social impact of fuel switch, and the most appropriate tools and policies to alleviate the related costs. The legacy and knowledge gathered by the LIFE4MEDECA project create a kind of thesaurus of ECA documentation, which has been collected in the Knowledge Centre - KC, a tool for strengthening the technical, legal and financial capacities of EU and non-EU Mediterranean countries to comply with ECA requirements, to support local implementation and to increase awareness. An interactive online platform has been developed which enables the acquisition of information on different topics and aspects concerning the implementation and enforcement of the MEDSECA, by means of technical documentation, articles, relevant data, webinars, courses and interviews provided by experts and opinion leaders. The KC aims to homogenize the available fragmented information, support information exchange with experts in fields, and give appropriate training for example for the specific topic related to research and technology development.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:55:47 GMT</pubDate>
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      <title>Safety and Insurance Aspects of Conducting Search and Rescue Operations at (the Mediterranean) Sea from a Public Health Perspective</title>
      <link>https://trid.trb.org/View/2592116</link>
      <description><![CDATA[The aim of analysing legal regulations in the context of this scientific research topic is to highlight the provisions currently in force that impose the obligation on the shipmaster to comply with the obligations arising from international and European maritime search and rescue legislation-UNCLOS, SAR, and SOLAS conventions and Regulation (EU) No 656/2014-(regardless of the nationality of the persons in distress at sea) and to point out concerns that third-country nationals as rescued persons at sea, could pose a risk to public health. An analysis of the international and European de lege lata provisions and the new European provisions contained in Regulation (EU) 2024/1356 (applicable from 12 June 2026), which establishes uniform rules for the screening (preliminary health examination) of third-country nationals who have crossed the external border of EU Member States illegally without fulfilling the conditions of entry (irregular migrants) or who have disembarked following a search and rescue operation. Mandatory pre-entry screening would show whether they pose a potential risk to public health in order to determine whether medical care or isolation is required for public health reasons. The research results point to the conclusion that these individuals do not pose a serious risk to public health. However, the conduct of rescue operations at sea by commercial vessels may pose safety and health risks that could jeopardise the seaworthiness of the vessel. The results of the scientific-research analysis of this topic indicate that rescued persons on commercial ships can pose a health risk to the ship's crew, as well as to the proper conduct of shipping, which is why shipowners' liability insurance via P&I clubs is one of the most important types of insurance for shipowners. This paper places special emphasis on the specifics of risks. insurance via P&I clubs is one of the most important types of insurance for shipowners. This paper places special emphasis on the specifics of risks under P&I insurance (with reference to health hazards – infectious diseases) and on covering the financial costs of the rescue operation (compensation for costs-loss of fuel, diversion, delay, quarantine, etc.) as well as costs that cannot be covered under the rules of P&I clubs.]]></description>
      <pubDate>Fri, 22 Aug 2025 12:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592116</guid>
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    <item>
      <title>Investigation of the Hydrodynamic Characteristics of Tirhandil Boats with CFD Methods</title>
      <link>https://trid.trb.org/View/2573046</link>
      <description><![CDATA[Tirhandils, with their unique designs, have been used for various purposes in the Aegean and Mediterranean regions over centuries, becoming a significant part of maritime culture. This study aims to investigate the hydrodynamic characteristics of Tirhandil boats using computational fluid dynamics methods. The objectives include analyzing resistance characteristics, pressure and velocity distributions, and wave patterns of a Tirhandil model with a waterline length of 12 meters and a waterline width of 4.02 meters at various flow speeds, corresponding to Froude numbers of 0.19, 0.28, 0.38, and 0.47. A grid independence study was conducted using various grid structures to determine the optimal mesh configuration for the numerical analyses. Validation studies were performed to evaluate the accuracy of the numerical models by comparing the numerical results with experimental data at a Froude number of 0.38, corresponding to a flow speed of 8 knots. Shear Stress Transport k-Omega and Realizable two-layer k-Epsilon turbulence models were used in the validation studies. The results indicate that frictional resistance dominates at lower speeds, notably at Froude number 0.19, while pressure resistance becomes the prevailing component at higher speeds, such as Froude numbers 0.38 and 0.47, with a balanced contribution observed at Froude number 0.28. A 2-knot increase in speed, results in an average increase of approximately 150% in total resistance. The highest-pressure areas on the hull are concentrated along the keel line at all flow speeds, with a more uniform pressure distribution observed at Froude number 0.38. As the flow speed increases, reaching a Froude number of 0.47, the pressure area in the bow region expands, leading to higher wave amplitudes, stronger stern waves, and significant increases in drag and resistance.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:05:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573046</guid>
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    <item>
      <title>Adriatic ports in the evolving dynamics of the Mediterranean maritime landscape</title>
      <link>https://trid.trb.org/View/2528972</link>
      <description><![CDATA[Relatively peripheral to both Europe and the Mediterranean core business markets, the Adriatic Sea is characterized by a high intensity of maritime transport, relatively scattered on many small and medium-sized ports. Despite the "maritime cul-de-sac" position of the Adriatic Sea, traffic growth is particularly significant over the past decade, in particular large container ships, as well as ro-ro and oil tankers. As Central Europe becomes more integrated into international trade due to recent inland and Trans European corridors, some new markets opportunities are emerging for Adriatic ports. Although their total tonnage are still modest compared with those of their North Sea and Western Mediterranean counterparts, these ports have new ambitions, given the European outlook and modernized inland transportation networks. This paper examines the positioning of Adriatic ports in the more global context of the Mediterranean Sea: with only 1% of the surface area of the seas, the Mediterranean alone concentrates 25% of the world’s maritime traffic. Today, with a globalised and highly competitive shipping industry, the Mediterranean and the Adriatic Sea are experiencing a real restructuring in the maritime and port sectors leading to the emergence of major strategic disruptions that represent challenges and opportunities.Two central elements will be addressed. Firstly, an analysis of the review of container terminal operators will examine the integration of the region’s ports into the shipping industry’s global strategies. Secondly, the use of AIS (Automatic Identification System) will enable the understanding of the operational reality of this maritime network.]]></description>
      <pubDate>Fri, 20 Jun 2025 11:58:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2528972</guid>
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    <item>
      <title>Centrality Measures and Competitive Positioning of North Adriatic Cruise Ports</title>
      <link>https://trid.trb.org/View/2563716</link>
      <description><![CDATA[The article examines the competitive positioning of cruise ports in the North Adriatic Sea cruise network using network analysis and centrality measures such as degree, betweenness, closeness, and eigenvector centrality. The study provides insights into the dynamics of the cruise industry, particularly in the region and its connection to the Mediterranean. The hypothesis states that ports with higher centrality scores have a stronger competitive position and attract more cruise traffic, leading to greater economic benefits. The aim of this study is to determine how centrality measures can reflect the strategic positioning and operational efficiency of North Adriatic cruise ports. The purpose is to offer a data-driven approach to evaluate cruise port connectivity and competitiveness, assisting port authorities and cruise operators in optimizing itineraries and enhancing regional cooperation. Results show that Zadar ranks highest in degree and eigenvector centrality, indicating robust incoming connections, while Venice leads in outdegree centrality, highlighting its role as a primary departure hub. Corfu serves as a critical transit port in betweenness centrality, facilitating connections across the Mediterranean. The study identifies “predator” ports like Venice that act as major departure points from popular destination ports like Piraeus and Barcelona. Findings confirm that integrating centrality measures into competitive analyses is crucial for sustainable growth in the cruise sector and optimizing cruise itineraries.]]></description>
      <pubDate>Tue, 17 Jun 2025 09:42:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563716</guid>
    </item>
    <item>
      <title>Screening of EASIN database for identification of invasive species introduced by Transport-stowaway</title>
      <link>https://trid.trb.org/View/2528610</link>
      <description><![CDATA[Invasive species are one of the greatest threats to biodiversity. They can be introduced into the marine environment via various vectors. The Convention on Biological Diversity (CBD) classifies the pathways for the introduction of species into the environment as Transport –Stowaway, Escape from confinement, Release in nature, Transport –Contaminant and Corridor. The Mediterranean Sea is one of the busiest sea routes. The European Alien Species Information Network (EASIN) provides information on introduced species in different areas and regions of the EU with the aim of preventing and minimizing their impact on biodiversity. The aim of this paper was to identify species introduced to the Mediterranean by Transport-stowaway: Shipboat ballast water from vessels recorded in the EASIN databases. The search carried out revealed that 39 species were classified as harmful and alien, some of which are of concern to EU Member States, but none of which are of concern to the EU.]]></description>
      <pubDate>Tue, 20 May 2025 11:37:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2528610</guid>
    </item>
    <item>
      <title>Evidence of Near-Surface Density Stratification as a Factor in Extreme Seiche Events at Ciutadella Harbor, Menorca Island</title>
      <link>https://trid.trb.org/View/2213392</link>
      <description><![CDATA[Large-amplitude harbor seiches at Ciutadella on Menorca Island in the western Mediterranean are related to local atmospheric conditions and it has been suggested that the seiche forcing mechanism involves the transfer of atmospheric energy to baroclinic modes in offshore waters. To explore this concept the authors examined the relationship between seasonal patterns of harbor seiche activity and water temperature. Results indicate that during the season of harbor water cooling, the probability of large harbor seiche activity varies linearly with water temperature. During the season of water warming, however, the probability of large seiche activity varies exponentially with the rate of water warming which is maximum at the summer solstice. These patterns in large seiche activity are in accord with published accounts and may result from seasonal changes in near-surface density stratification of the water offshore of Ciutadella.]]></description>
      <pubDate>Sat, 07 Dec 2024 10:42:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2213392</guid>
    </item>
    <item>
      <title>Long-Term Trends in Significant Wave Heights in The Mediterranean as an Indicator of Climate Change</title>
      <link>https://trid.trb.org/View/2449402</link>
      <description><![CDATA[The Mediterranean coastal zones, particularly along the Nile Delta, are increasingly vulnerable to the impacts of climate change. This study examines the historical changes in the significant wave height along the Nile Delta coast over the past 84 years (1940-2023) at a depth of 20 meters. By synthesizing a comprehensive long-term wave data series using ERA5 reanalysis data and the MIKE21-SW model, the study establishes a robust foundation for analysis. To ensure accuracy, the observed wind data were contrasted against ERA5 data, and they were found to be similar to a great extent. Furthermore, the model's accuracy was rigorously validated against the observational data, ensuring the reliability of the results. Three methods were used to obtain the trends for the maximum wave height to ensure robust and reliable trend assessments (i.e., linear regression, Theil-Sen, and ElasticNet). The results were obtained and analyzed, revealing a statistically significant increase in the maximum wave heights during the study period. Particularly, seasonal analysis revealed a positive trend in maximum wave heights during winter and spring (0.15 to 0.67 cm/year respectively). Furthermore, the monthly analysis showed a positive trend in the wave heights for all months except July, August, and September. Specifically, there were notable increases from September to December, ranging from 0.24 to 0.92 cm/year. These findings are consistent with the global trends of increasing wave heights due to climate change. It is essential for developing adaptive coastal management strategies and designing resilient structures. Consequently, the results will assist coastal authorities in mitigating the impacts of climate change on coastal zones.]]></description>
      <pubDate>Mon, 18 Nov 2024 14:21:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2449402</guid>
    </item>
    <item>
      <title>Sea Level Tidal Attributes in Port Said Harbor, Eastern Egyptian Mediterranean Coast</title>
      <link>https://trid.trb.org/View/2449433</link>
      <description><![CDATA[Observed sea level data attained from a pressure sensor tide gauge, installed inside Port Said harbor in Egypt, was utilized to modernize tidal characteristics and surges in the study area. Five years of hourly sea level dataset (June 2010 to June 2015) were analyzed using the harmonic analysis approach of Delft-3D Tide suit. The results of the analysis revealed that the semi-diurnal constituents (M2, S2), together with the solar annual (Sa) dominate tide behavior in the area. Furthermore, a semidiurnal tidal regime by a ratio of 0.21 is based on the form factor (FF) equation. Moreover, tidal asymmetry (Ar.) shows a flood tide with a short period of a value equal to 0.01068 > 0.01, which reflects a tide wave distortion. From power spectral analysis, the sea-level change is controlled by both the significant tidal and non-tidal (storm surge) components by almost an equal percentage of 50.63 % and 49.37 % respectively. Additionally, the residual from sea level harmonic analysis was annually correlated with the meteorological parameters of wind, temperature, and atmospheric pressure to estimate their effect on Sea-Level Rise (SLR). A small positive trend line of SL was distinguished in the years from 2011 to 2015 by approximately (2 mm/yr.) due to the weak correlation of meteorological parameters, in conjunction with a conventional relationship with atmospheric pressure and temperature. In 2010, a slight negative linear tendency was noticed of 0.3 mm/yr., which can be related to the direct proportional relation of atmospheric pressure and surge component, besides an inversely proportional relation of air temperature and residual component, regardless of the weak correlation with wind vector. Overall, the research provides insights into the tidal characteristics, surges, and sea-level rise in Port Said Harbor. Understanding these attributes serves the objective of this paper to assess the impact of sea-level rise and develop appropriate adaptation strategies in coastal areas]]></description>
      <pubDate>Mon, 18 Nov 2024 14:21:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2449433</guid>
    </item>
    <item>
      <title>Eastern Mediterranean Maritime Boundary Delimitation: The Claims of the State of Palestine under UNCLOS</title>
      <link>https://trid.trb.org/View/2444817</link>
      <description><![CDATA[The 2015 accession of Palestine to the United Nations Convention on the Law of the Sea (UNCLOS) has implications for the rights and obligations of Eastern Mediterranean States. Palestine’s maritime entitlements under UNCLOS are almost two and a half times the land area of Gaza in the form of a territorial sea. Palestine’s maritime sovereign rights may extend up to 200 NM offshore Gaza within the exclusive economic zone and continental shelf with tremendous economic potential. This article examines Palestine maritime claims under UNCLOS and the corresponding delimitation process. It argues that the application of UNCLOS in the East Mediterranean region may contribute to an equitable settlement of the conflict between Israel and Palestine.]]></description>
      <pubDate>Wed, 30 Oct 2024 11:08:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2444817</guid>
    </item>
    <item>
      <title>Probabilistic assessment of climate-related impacts and risks in ports</title>
      <link>https://trid.trb.org/View/2418098</link>
      <description><![CDATA[Port activities are crucial for sustained, long-term economic growth, serving as the primary nodes for importing and exporting goods within global supply chains. Given their coastal locations, ports are inherently exposed to climate hazards, such as waves and extreme sea levels, requiring large investments in resilient infrastructure. This study introduces an innovative methodology for assessing climate-related impacts and risks in ports, applicable to both existing and new constructions. This approach aims to facilitate climate-informed decision-making and enhance the management of coastal structures and ports under high uncertainty. The methodology’s novelty resides in: (1) the development of a port-specific risk framework capable of estimating impacts from both extreme events and daily conditions; (2) the integration of the latest advancements in nearshore climate hazard modeling; (3) the application of high-resolution tools for accurately simulating wave propagation towards harbor basins and the interaction between waves and structures; (4) the probabilistic determination of failure modes and operational shutdowns susceptible to climate conditions; and (5) the estimation of economic losses resulting from diminished operational capacity, in addition to the degradation of reliability and functionality in port infrastructures. Formulated within the Intergovernmental Panel on Climate Change (IPCC) risk framework and anchored in established Spanish Recommendations for Maritime Works (ROM Program), this methodology has been applied to a complex, state-owned, newly-built outer port in the Mediterranean Sea. Preliminary findings suggest that, over the course of a 50-year lifespan, climate-related risks could lead to cumulative losses nearing 10 million euros for such infrastructure. Nevertheless, in scenarios marked by extreme events, potential losses could escalate to as much as 100 million euros, despite their occurrence being relatively rare (with a probability of only 0.1%). It stresses the significant uncertainties encountered when evaluating climate-related risks for critical infrastructure, including ports, and highlights the critical need for advanced methodologies to accurately understand these risks.]]></description>
      <pubDate>Wed, 09 Oct 2024 15:17:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2418098</guid>
    </item>
    <item>
      <title>Design and development of a new stand-alone profiler for marine monitoring purposes</title>
      <link>https://trid.trb.org/View/2423429</link>
      <description><![CDATA[Marine pollution is a complex issue that has prompted extensive research. The Mar Menor lagoon, a singular Mediterranean ecological feature, is under pressure from various economic activities, leading to episodes of hypoxia and fish mass mortality. The lagoon is covered by an extensive meadow of submerged vegetation that release oxygen during daylight hours but consumes it during the night. Under exceptional conditions, the water column becomes stratified, with higher oxygen consumption in the deeper layers due to organic matter decomposition. Therefore, continuous high-frequency monitoring of critical parameters affecting the metabolic behaviour of the lagoon is essential. This marine environment has traditionally been monitored with traditional techniques from vessels on a weekly basis, incurring in high costs and yielding limited results. This article introduces the s-Nautilus, a submersible profiler that enables near real-time data transmission in shallow marine environments. It showcases an operational autonomy of two months and significantly reduces installation costs by eliminating the need for on-site infrastructure and personnel. Weighing 21 kg, makes it easy to transport, and it can be equipped with different commercial sensors to monitor various parameters as required. Currently, several s-Nautilus profilers are deployed in the Mar Menor lagoon, collecting data during critical hours, and providing valuable information to the managers of this emblematic environment.]]></description>
      <pubDate>Thu, 05 Sep 2024 16:26:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2423429</guid>
    </item>
    <item>
      <title>Are transhipment ports more efficient in the Mediterranean Sea? Analysing the role of time at ports using DEA metafrontier approach</title>
      <link>https://trid.trb.org/View/2365220</link>
      <description><![CDATA[In recent decades, port efficiency has been widely studied by evaluating the use of the physical factors related to the endowment of infrastructure. However, ports are service providers, so in the production of port cargo services, the time efficiency in port operations matters. In fact, it is a key factor of port competitiveness, especially when shipping lines come to making port choice decisions. Despite the importance of time-related metrics in the port industry, there is a lack of empirical research measuring time efficiency in port operations. Therefore, the present research aims to study the port efficiency of the major Mediterranean container ports by including the variable berth time to capture the effective usage of the physical inputs. In this regard, the paper aims to identify whether there are differences between the efficiency scores obtained distinguishing between transhipment and gateway/mixed ports. To conduct the analysis, a non-parametric DEA metafrontier approach is used to account for heterogeneity problem related to the type of ports concerned. The results show that the transhipment hub ports are more efficient than gateway/mixed ports in the Mediterranean Sea. Factors explaining this result are explored and analysed in depth.]]></description>
      <pubDate>Thu, 16 May 2024 16:38:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2365220</guid>
    </item>
    <item>
      <title>Evaluating the Technical Efficiency of Dry-Bulk and General Cargo Terminals in Türkiye using Interval DEA</title>
      <link>https://trid.trb.org/View/2315143</link>
      <description><![CDATA[The efficiency of bulk solid and general cargo terminals, where ore, grain, and many raw materials are handled, plays a crucial role in socioeconomic development and lays the groundwork for reasonable trade costs. This study evaluates the relative performance of dry-bulk and general cargo terminals in Türkiye with interval data envelopment analysis (DEA). The dataset consists of 21 terminals operated by private companies for 2018-2021 and has been transformed into an interval form to apply interval DEA to imprecise data. The results imply that the efficiency levels of dry-bulk and general cargo terminals in the Marmara and Mediterranean tend to increase. It can be inferred that the average efficiency level of the Black Sea terminals has remained stable over the years, and the loss of efficiency in the Aegean is remarkable. The application of the Interval DEA in evaluating the efficiency of dry-bulk and general cargo terminals in the case of imprecise data can contribute significantly to the seaport efficiency literature.]]></description>
      <pubDate>Thu, 18 Jan 2024 11:37:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2315143</guid>
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