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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>Incorporation of Wildlife Crossings into TxDOT’s Projects and Operations</title>
      <link>https://trid.trb.org/View/1638623</link>
      <description><![CDATA[Each year close to 8,000 crashes involving wild or domestic animals are reported in Texas. Roughly 20 people die each year on Texas roadways in these crashes, many more sustain injuries, and thousands of animals lose their lives. Reduction of animal-vehicle collisions (AVCs), especially wildlife-vehicle collisions (roughly 70% of the total AVC count), is a Texas Department of Transportation (TxDOT) goal and a key objective of this study. To reduce AVCs, it is important to provide opportunities for wildlife to cross beneath or above roadways via special crossing structures. This project reviewed all options for animal-vehicle conflict mitigation and provides guidance for all DOTs. This report summarizes national and state-level efforts to reduce animal-vehicle conflict, analyzes Texas’s AVC data, explains how to identify AVC hot spots, and provides benefit-cost ratios for various AVC mitigation efforts across the TxDOT highway system. To help ensure wildlife crossing considerations can become routine part of state DOT project development processes, this work also recommends specific language modifications to 18 TxDOT manuals and provides a new manual on wildlife crossing structures. The project findings demonstrate that data-driven, carefully planned, and well-designed wildlife crossing structures can enhance traffic safety significantly, are cost-effective across much of the TxDOT network, and help ensure that TxDOT can play a meaningful role in preserving human and animal lives and property for the benefit of current and future Texans.]]></description>
      <pubDate>Mon, 22 Jul 2019 15:30:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1638623</guid>
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    <item>
      <title>Bird-Long Island Management Study Phase1A: The Application of Geospatial Tools to Quantify Shoreline Change and the Threat to Cultural and Natural Resources on Bird-Long Island</title>
      <link>https://trid.trb.org/View/1601063</link>
      <description><![CDATA[The objectives of this study were to evaluate the rates of shoreline change on Bird-Long Island, evaluate the threat to historic resources on the island, evaluate the potential for a living shoreline, and delineate the plant alliances currently present. The pertinent conclusions from this study are: 1. The shoreline database for Bird-Long Island contains 16 digitized shorelines; live oysters, oyster shell ridges and low marsh scarps dominate the southern shore of the island, whereas more significant eroding upland scarps and erosional features characterize the more energetic northern shoreline. 2. Change rates are rapid (1.4-3.3 m/y) on the north shore of Bird-Long Island and are relatively slow on the south channel shoreline (0.20-0.51 m/y) reflecting prevailing environmental energy. 3. Battery Hamilton, a civil war gun emplacement and historic structure, will begin undergoing erosion in approximately 23 years, and will be completely eroded away in approximately 186 years. 4. Oysters and other reef forming organisms would likely colonize a living shoreline or other intervention that would promote habitat and minimize excessive erosion.]]></description>
      <pubDate>Mon, 06 May 2019 23:03:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601063</guid>
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      <title>Are the Maldives, the Seychelles and Mauritius dependent on the Bosporus-Gulf carriers? – Dependency Analysis and Mitigation Measures</title>
      <link>https://trid.trb.org/View/1581304</link>
      <description><![CDATA[Bosporus-Gulf (BoGu) carriers have significantly been growing into tourism destinations such as the Maldives, Seychelles and Mauritius. Their high market share is driving the growth in the local tourism industry but, at the same time, the dependency on these carriers may constitute a major risk. This paper examines the impact of BoGu carrier arrivals on the local tourism industry drawing on multiple linear regression analysis and finds that all countries are dependent on the BoGu carriers. However, the Seychelles and the Maldives are showing a higher effect size than Mauritius. The authors investigate reasons for these findings and perform a moderation analysis to identify levers to manage the risks of changes in BoGu carrier capacity.]]></description>
      <pubDate>Mon, 29 Apr 2019 21:14:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1581304</guid>
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      <title>Chemical Deicers and Concrete Pavement: Impacts and Mitigation</title>
      <link>https://trid.trb.org/View/1524169</link>
      <description><![CDATA[This Tech Brief focuses on a recently recognized form of deterioration on concrete pavements referred to as chemical deicer distress. It is gaining attention due to the increased frequency and severity of its appearance, which is related to the increased use of aqueous solutions of calcium chloride (CaCl₂) and magnesium chloride (MgCl₂) for pavement deicing (Sutter et al. 2008; Weiss and Farnam 2015). The resulting pavement distress often first appears as a “shadowing” at the pavement joints, which progresses into disintegration of the concrete (Taylor, Sutter, and Weiss 2012). This Tech Brief summarizes the use of chemical anti-icers and deicers, reviews how hydraulic cement paste (HCP) is traditionally protected from freeze-thaw damage, describes physical and chemical distress mechanisms in the presence of aqueous CaCl₂ or MgCl₂ brine solutions, and discusses strategies that can be employed to mitigate this distress.]]></description>
      <pubDate>Mon, 23 Jul 2018 12:13:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1524169</guid>
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    <item>
      <title>Mitigating environmental impacts in advance: Evidence of cost and time savings for transportation projects</title>
      <link>https://trid.trb.org/View/1441726</link>
      <description><![CDATA[The traditional model for mitigating a transportation project’s environmental impacts typically operates project-by-project and delivers the mitigation just-in-time. In contrast, the newer practice of advance mitigation comprehensively assesses and mitigates impacts from one or multiple transportation projects before or during project planning, sometimes long before project construction begins. The practice has gained adherents for its potential to improve ecological outcomes, by better aligning mitigation and conservation goals. Advance mitigation also stands to reduce mitigation costs, an important secondary benefit for transportation agencies with constrained resources. Evidence of cost savings, however, has been piecemeal and anecdotal. This paper advances knowledge of advance mitigation’s financial impacts in two ways. First, it critically assesses the evidence about cost savings realized through advance mitigation, both through avoided up-front costs and reduced project delay. Second, it directly estimates the project time savings that might accrue with advance mitigation of state highway projects in California. Overall, the balance of evidence is encouraging for transportation agencies that would introduce the practice, and general agreement exists on its financial benefits. Considering project delays related only to the environmental process, the authors estimate advance mitigation could reduce delivery times by 1.3–5.0 months per project. Still, the authors also identify factors limiting comprehensive analysis. Transportation agencies adopting advance mitigation practices into their operations could use a pilot approach that includes rigorous environmental and mitigation cost accounting; such pilots would build needed empirical evidence of advance mitigation’s financial and ecological outcomes.]]></description>
      <pubDate>Fri, 24 Feb 2017 16:40:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1441726</guid>
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    <item>
      <title>Tackling noise on multiple fronts</title>
      <link>https://trid.trb.org/View/1427182</link>
      <description><![CDATA[Germany's federal government has approved additional funding for a variety of mitigation measures to address railway noise, which is a strong political issue across the country, as well as commissioning action plans for the coming years. Various initiatives and strategies are discussed in this article.]]></description>
      <pubDate>Fri, 21 Oct 2016 16:32:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1427182</guid>
    </item>
    <item>
      <title>The potential mitigation of CO₂ emissions via modal substitution of high-speed rail for short-haul air travel from a life cycle perspective – An Australian case study</title>
      <link>https://trid.trb.org/View/1409630</link>
      <description><![CDATA[The objective of this study is to provide a strategic evaluation of the mitigation of CO₂ emissions via modal substitution of high-speed rail for short-haul air travel on the Sydney–Melbourne, Australia city-pair from a life cycle perspective. It has been demonstrated that when considering CO₂ emissions from vehicle operations, the modal shift from air to high-speed rail on this city-pair has the potential to provide a means of CO₂ mitigation. However, uncertainty exists with regard to the level of mitigation potential when considering the whole-of-life performance of the systems. Given the significant difference in the infrastructure requirements between the air mode and the high-speed rail mode, this study quantifies the life cycle CO₂ load attributable to each system and examines the effect on CO₂ mitigation potential. The study concluded that while the inclusion of the linehaul infrastructure did increase the CO₂ load associated with high-speed rail mode, it did not equate to or exceed the CO₂ load per trip as experienced by the air mode. The avoided annual life cycle CO₂ emission in the target year 2056 was 0.37 Mt representing an 18% reduction when compared to the air mode only on the city pair. In fact, the scenario comparison indicated that the substitution of high-speed rail for short-haul air travel on the city pair resulted in CO₂ emissions avoidance throughout the longitudinal period.]]></description>
      <pubDate>Tue, 28 Jun 2016 16:37:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1409630</guid>
    </item>
    <item>
      <title>A stochastic optimization approach for the selection of reflective cracking mitigation techniques</title>
      <link>https://trid.trb.org/View/1329959</link>
      <description><![CDATA[Purpose: In Hot Mix Asphalt (HMA) overlays, the existing cracks in the underlying pavements can propagate upward to the new added overlay and may cause Reflective Cracks (RC). These cracks allow water infiltration to the underlying layers and causes further moisture damage as well as weakening the unbound layers. Over the years, several methods have been developed for mitigating the RCs. This study aims to investigate the current reflective cracking mitigation methods and develop a methodology for the selection of appropriate mitigation technique. The developed model is then applied to a case study in the state of Florida. Method: To accomplish this goal, a nationwide literature review was conducted to better understand the current in practice methods in the United States. Moreover, a life cycle cost analysis (LCCA) in five different road types was performed to find the annuity of roadway rehabilitation for each of the mitigation methods. The uncertainty in the LCCA results is represented using Exploratory Modeling and Analysis (EMA) method. Then through a Multi Criteria Decision Making (MCDM) model, a stochastic optimization model was developed to find the appropriate reflective cracking mitigation solution under Florida’s climate and road conditions, based on different cost and performance weights. Results: Based on the available data for the state of Florida, the LCCA results indicate that the annuity of maintaining the roadway with Fabrics and ISAC are lower compared to other methods. However, the results of stochastic optimization model reveal that while looking at the performance and cost at the same time, different methods would be more feasible. For instance, while the cost of the used method does not matter at all and only performance matters, STRATA® is more probable to be the appropriate mitigation technique. The findings of this research are critical for decision makers to better understand the most cost-effective mitigation technique in different conditions.]]></description>
      <pubDate>Mon, 24 Nov 2014 15:49:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1329959</guid>
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    <item>
      <title>Definition of an airworthiness certification framework for civil unmanned aircraft systems</title>
      <link>https://trid.trb.org/View/1105694</link>
      <description><![CDATA[The development of effective safety regulations for unmanned aircraft systems (UAS) is an issue of paramount concern for industry. The development of this framework is a prerequisite for greater UAS access to civil airspace and, subsequently, the continued growth of the UAS industry. The direct use of the existing conventionally piloted aircraft (CPA) airworthiness certification framework for the regulation of UAS has a number of limitations. The objective of this paper is to present one possible approach for the structuring of airworthiness regulations for the civilian UAS. The proposed approach facilitates a more systematic, objective and justifiable method for managing the spectrum of risk associated with the diversity of UAS and their potential operations. A risk matrix is used to guide the development of an airworthiness certification matrix (ACM). The ACM provides a structured categorisation that facilitates the future tailoring of regulations proportionate to the levels of risk associated with the operation of the UAS. As a result, an objective and traceable link may be established between mandated regulations and the overarching objective for an equivalent level of safety to CPA. The ACM also facilitates the systematic consideration of a range of technical and operational mitigation strategies. For these reasons, the ACM is proposed as a suitable method for the structuring of an airworthiness certification framework for civil or commercially operated UAS (i.e., the UAS equivalent in function to the Part 21 regulations for civil CPA) and for the further structuring of requirements on the operation of UAS in unsegregated airspace.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:27:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105694</guid>
    </item>
    <item>
      <title>Analysis of multi-mitigation scenarios on maritime disruptions</title>
      <link>https://trid.trb.org/View/1105040</link>
      <description><![CDATA[This paper assesses four major mitigation strategies (inventory and sourcing mitigation, contingency rerouting, recovery planning and business continuity planning) to determine their suitability for managing potential disruptions in the wheat supply chain. In the wheat supply chain, maritime operations have an essential role due to the critical linkages that connect the global transport of this high density and complex freight task. Maritime logistical risks are wide-ranging and include the uncertainty in vessel arrivals, inventory levels of grain at the port, variety of arriving wheat consignments, and the impact of a low rail car unloading rate and performance of maritime logistic services. These significant factors could subsequently create severe disruptive events in the supply chain process of wheat trading. A Markovian-based methodology is the prime means used to evaluate the mitigation strategies in the context of wheat transport from Australia to Indonesia. As a result, the four-stage continuous time period of the Markov chain application enables the measurement and prediction of supply chain costs and time functions in relation to potential disruptive events. This may assist entities along the wheat supply chain to be better prepared both when attempting to manage maritime disruptions and re-evaluating their supply chain operation planning.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:27:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105040</guid>
    </item>
    <item>
      <title>America’s Marine Highway: Report to Congress</title>
      <link>https://trid.trb.org/View/1105315</link>
      <description><![CDATA[This Report to Congress is required by Sections 1121 and 1123 of the Energy Independence and Security Act of 2007 (Energy Act). Section 1121 directs the Secretary of Transportation (Secretary) to establish a short sea transportation program and designate short sea transportation projects under the program to mitigate landside congestion. The Maritime Administration (MARAD) has implemented this short sea transportation program as the “America’s Marine Highway Program” (the Program). The Program is intended to expand the use of our inland, Great Lakes Saint Lawrence Seaway System, intracoastal, and coastal waterways for the transportation of freight (loaded in containers and trailers) and passengers to mitigate landside congestion, reduce greenhouse gas emissions per ton-mile of freight moved, and accomplish other objectives. The first section of this report provides the justification for expanding the utilization of Marine Highway services. It describes the interests of the Federal government in encouraging greater use of Marine Highways and, through the example of Europe, shows that government policy can be successful in achieving this result. An important point of this section is that the full range of public benefits of Marine Highway services will not be realized based solely on market-driven transportation choices.  This report illustrates that the opportunity to more effectively balance our national transportation system – with numerous transportation services, including rail, road, and water – is attractive for a number of reasons. A balanced system that takes advantage of the relative strengths of each mode can better address the transportation challenges of growing surface congestion, aging infrastructure, and system repair and expansion. These challenges, combined with growing public pressure to improve the environment and the need to reduce our nation’s dependence on petroleum fuels, make America’s Marine Highway an attractive transportation choice. Furthermore, it can help our government’s response to and recovery from emergencies and provide mobility resources to support national defense.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:25:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105315</guid>
    </item>
    <item>
      <title>Roadmap to a Single European Transport Area – Towards a Competitive and Resource Efficient Transport System</title>
      <link>https://trid.trb.org/View/1105487</link>
      <description><![CDATA[Transport is fundamental to our economy and society. Mobility is vital for the internal market and for the quality of life of citizens as they enjoy their freedom to travel. Transport enables economic growth and job creation: it must be sustainable in the light of the new challenges we face. Transport is global, so effective action requires strong international cooperation. The future prosperity of our continent will depend on the ability of all of its regions to remain fully and competitively integrated in the world economy. Efficient transport is vital in making this happen. European Transport is at a cross roads. Old challenges remain but new have come. A lot needs to be done to complete the internal market for transport, where considerable bottlenecks and other barriers remain. We need to readdress these issues – how to better respond to the desire of our citizens to travel, and the needs of our economy to transport goods while anticipating resource and environmental constraints. The transport systems of the eastern and western parts of Europe must be united to fully reflect the transport needs of almost the whole continent and our 500 million citizens. Oil will become scarcer in future decades, sourced increasingly from uncertain supplies. At the same time, the EU has called for, and the international community agreed, on the need to drastically reduce world greenhouse gas emissions, with the goal of limiting climate change below 2ºC. Overall, the EU needs to reduce emissions by 80-95% below 1990 levels by 2050, in the context of the necessary reductions of the developed countries as a group, in order to reach this goal. New technologies for vehicles and traffic management will be key to lower transport emissions in the EU as in the rest of the world. Building on the lessons learned, this Roadmap takes a global look at developments in the transport sector, at its future challenges and at the policy initiatives that need to be considered.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:25:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105487</guid>
    </item>
    <item>
      <title>Implementing Cost-Effective Policies in the United States to Mitigate Climate Change</title>
      <link>https://trid.trb.org/View/1104896</link>
      <description><![CDATA[Most scientists agree that global warming is caused by the build-up of greenhouse gases (GHG) in the atmosphere.  The probability of severe impacts and costs from climate change can be decreased by reducing global GHG emissions over the next few decades.  The United States was one of the nations that participated in a global political agreement to reduce GHG emissions.  That agreement was acknowledged at the Copenhagen conference (COP15) in 2009.  Binding emissions reduction commitments are in continued negotiations by all countries.  It is crucial that the United States adopt a comprehensive and cost-effective policy on climate change.  The current U.S. Administration is in the process of creating such a package, that would include increased support for the deployment and development of GHG-reducing technology, and comprehensive pricing of GHG emissions.  An alternative approach to regulation would cost more, and would be less likely to reduce GHG emissions enough.]]></description>
      <pubDate>Tue, 28 Jun 2011 14:00:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104896</guid>
    </item>
    <item>
      <title>Stimulating Low-Carbon Vehicle Technologies</title>
      <link>https://trid.trb.org/View/1105000</link>
      <description><![CDATA[Governments around the world are increasingly intervening in automobile markets to improve fuel economy and reduce emissions of CO2 from new vehicles. This report reviews the rationale for such intervention and examines measures for maximum effectiveness and minimum cost. The Round Table brought together economists, policy makers and auto engineers with the aim of advancing understanding of why car markets currently fail to deliver sufficient fuel economy. It started by questioning whether any additional measures would be necessary once an appropriate price for carbon dioxide is established via fuel taxes. It confirmed that there are indeed market imperfections that merit additional government intervention. Fuel economy and CO2 regulations are an essential part of the package. The key to maximising the benefits of such regulations is long-term planning. The longer the timeframe, the less industry investment is handicapped by uncertainty. Subsidies to electric vehicles are more problematic because of the risks of prematurely picking winning technologies and creating subsidy dependence. And electricity production has yet to be decarbonised. However, intervention to steer innovation in this direction is merited so long as the risks of not attaining climate policy targets are seen as higher than the risks of intervention.]]></description>
      <pubDate>Tue, 28 Jun 2011 14:00:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105000</guid>
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    <item>
      <title>Improving Resilience of Critical Infrastructure Systems Postdisaster: Recovery and Mitigation</title>
      <link>https://trid.trb.org/View/1092805</link>
      <description><![CDATA[The nation’s capacity for maintenance and improvement of infrastructure systems and its ability to maintain and improve infrastructure systems and ensure the continued service of critical infrastructure systems are receiving special attention because recent disasters have had a significant impact on critical infrastructure. These critical infrastructure systems are the foundation of the nation’s economic and social systems. Much research and many policy studies have been conducted to develop methods to improve protection of critical infrastructure with a focus on decreased vulnerability. This paper describes the development of a framework for a decision support system. The objective of the decision support system is to reduce the vulnerability of places and infrastructure systems through the use of mitigation strategies that increase system resilience and resistance to the stresses imposed by disasters. The decision support system will also provide an understanding of the many variables involved in developing strategies to improve the resilience of critical infrastructure systems. This decision support system, referred to as the Critical Infrastructure Resilience Decision Support System (CIR-DSS), uses systems dynamics and recognizes the impacts of disasters, including damage and disruption to critical infrastructure. Results include those of risk and cost–benefit analyses of alternative strategies that also recognize U.S. government policies for recovery and mitigation. A case study focused on transportation infrastructure was used to test and validate the CIR-DSS framework.]]></description>
      <pubDate>Wed, 18 May 2011 11:43:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092805</guid>
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