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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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      <link>https://trid.trb.org/</link>
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      <title>Civil Engineering Support in the Last Frontier</title>
      <link>https://trid.trb.org/View/2653032</link>
      <description><![CDATA[The United States Coast Guard supports Alaska's important fishing industry by rescuing those in distress and enforcing federal fishing laws. This mission is made possible by the infrastructure that makes up the Coast Guard’s vast collection of shore facilities. Civil Engineering Unit (CEU) Juneau is the Shore Infrastructure Logistics Center's service provider in the Last Frontier, supporting Alaskan Coast Guard units with a broad portfolio of services including planning, real property, environmental, design, and construction management business lines. The unit manages more than 3,000 real property assets across the state, valued at more than $8.8 billion. CEU Juneau’s designers and construction managers deal with a unique combination of issues in Alaska. First, in addition to addressing the primary reason a project is initiated, designers need to consider wind, snowfall, freeze and thaw cycles, salt air and humidity, and tidal and seismic concerns to guarantee that repairs will remain functional for their expected service life. Alaska’s remote nature leads to more concerns. Most Coast Guard units are not on the road system, so nearly all materials must be transported via barge and sometimes even by helicopter. Finally, finding qualified personnel can also be difficult. Despite these unique challenges, the CEU Juneau design and construction branches, bolstered by a highly qualified contracting branch, execute projects throughout the state to ensure that Coast Guard facilities and infrastructure are optimized to support operators and operations]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2653032</guid>
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    <item>
      <title>Successful Partnerships Thrive on Effective Communication</title>
      <link>https://trid.trb.org/View/2573012</link>
      <description><![CDATA[The United States Coast Guard Research and Development Center (RDC) has partnered with the Coast Guard Auxiliary in order to address an ever-expanding list of research efforts. An Auxiliary Unit Coordinator manages the relationship. One significant collaboration between the Auxiliary Unit and the RDC was the development of a computer application to streamline the process of verifying and reporting on private aids to navigation (PATONs). The Coast Guard administers 41,000 PATONs nationwide, and that number is expected to increase as the Marine Transportation System continues to evolve. The close bond between the RDC and the Auxiliary is a testament to the importance of effective communication in successful partnerships.]]></description>
      <pubDate>Fri, 18 Jul 2025 15:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573012</guid>
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    <item>
      <title>The Power of Partnerships</title>
      <link>https://trid.trb.org/View/2572890</link>
      <description><![CDATA[Partnerships amplify the effectiveness of the United States Coast Guard's Research and Development Center (RDC), enabling it to make a disproportionately large impact relative to its size. Each partnership activity offers unique benefits and advantages, contributing to the RDC’s overall success. These activities include memorandums of understanding (MOUs) with governmental and extra-governmental entities, internal Coast Guard partnerships, and cooperative research and development agreements (CRADAs). With a small staff and a massive mission to support all 11 of the service’s statutory missions, RDC scientists accomplish their work through technical expertise, out-of-the box thinking, and close collaborations with partners.]]></description>
      <pubDate>Fri, 18 Jul 2025 15:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572890</guid>
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    <item>
      <title>Why Research and Development is Important</title>
      <link>https://trid.trb.org/View/2571982</link>
      <description><![CDATA[Research and development (R&D) help the United States Coast Guard meet its mission of ensuring maritime safety, security, and stewardship. This includes R&D in several areas: advanced technology, environmental protection, navigation and transportation, operational efficiency, discipline-specific emphases, scientific integrity, experimental design, human subjects research, prototype installations and testing; and industry partnerships. The Coast Guard's Research and Development Center provides innovative technologies, premier analysis, and decision support to increase readiness, improve mission effectiveness, and reduce risk across all Coast Guard missions.]]></description>
      <pubDate>Fri, 18 Jul 2025 15:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571982</guid>
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      <title>From Here, You Can See Tomorrow: The first 50 years of the U.S. Coast Guard Research and Development Center</title>
      <link>https://trid.trb.org/View/2570759</link>
      <description><![CDATA[The United States Coast Guard Research and Development Center was created in 1972. Its mission statement is "to provide innovative technologies, premier analysis, and decision support to enhance operational performance and reduce acquisition risk across all U.S. Coast Guard missions." To date, researchers have collectively designed and developed more than 2,000 products to help the Coast Guard undertake and maximize its many vital endeavors. Space, counterintelligence, and counter-uncrewed aircraft systems are among the more recent areas of inquiry.]]></description>
      <pubDate>Fri, 18 Jul 2025 15:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2570759</guid>
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    <item>
      <title>Management actions based on vehicle rides support threatened species of multiple taxa in open-habitat biodiversity hotspots – Abandoned military training areas</title>
      <link>https://trid.trb.org/View/2528095</link>
      <description><![CDATA[Abandoned military training areas are recognized as biodiversity hotspots. Here, threatened species benefit from low nutrient levels and a heterogeneous habitat mosaic that includes early successional stages created by military training activities. However, after abandonment, these areas are encroached by forest, and their conservation value may be lost without active management. Management can be approached in various ways, and it is important to determine which strategies are most beneficial for biodiversity. Here, the authors conducted a large-scale survey of vascular plants, grasshoppers, butterflies, and birds in more than 40 abandoned military training areas across Czechia, a country in Central Europe. The authors tested the responses of each taxon, as well as multitaxonomic diversity, to six management types: woody plant cutting, mowing for agriculture, mowing for conservation, grazing for agriculture, grazing for conservation, and vehicle rides. After accounting for spatial autocorrelation, the authors found that vehicle rides were the only management type positively related to the multitaxonomic diversity of threatened species. Additionally, it supported the abundance of threatened birds and the total species richness of grasshoppers. Although other management options also showed conservation benefits for some taxa (e.g., woody plant cutting for threatened grasshoppers), none had such a broad positive impact across taxa, and some had opposing effects (e.g., grazing for conservation benefited threatened butterflies but negatively affected threatened grasshoppers). While management decisions must always be tailored to local goals and conditions, the authors propose vehicle rides as a promising tool for managing biodiversity-rich areas where threatened species depend on early successional stages.]]></description>
      <pubDate>Wed, 16 Apr 2025 11:26:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2528095</guid>
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    <item>
      <title>Adapting Private Sector Warehousing Services to the Needs of the Lithuanian Armed Forces</title>
      <link>https://trid.trb.org/View/2407091</link>
      <description><![CDATA[The need for increase a military capability of the Lithuanian Armed Forces due to the increasing national threats (especially taking into consideration the latest events in Ukraine), calls for a growing number of military equipment and techniques (the authors do not consider explosives and ammunition). This, hypothetically, requires more storage spaces and warehousing operations, and encourage the Armed Forces to seek for a cooperation with the private sector, which, without any doubt, has more expertise and technical equipment. The potential of private sector warehousing services to meet the needs of the Lithuanian Armed Forces has not yet been fully assessed and exploited. For this reason, the main objective is to understand the nature of current relations between the Lithuanian Armed Forces and private sector providing logistics services. Using the method of systematic analysis of legal acts and documents led to the understanding of the theoretical aspects of public-private cooperation in the field of warehousing services, while application of qualitative research using a structured interview method allowed for the identification of current situation of cooperation between the Lithuanian Armed Forces and the private sector as well as identification of the reasons why private sector warehousing services have not been widely used in the Lithuanian Armed Forces. The article ends with counting the measures which would enable the use of private sector warehousing services to meet the Lithuanian Armed Forces’ needs.]]></description>
      <pubDate>Wed, 20 Nov 2024 13:08:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407091</guid>
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    <item>
      <title>National Transportation Atlas Database (NTAD): Military Installations 2002-Present Datasets [dataset]</title>
      <link>https://trid.trb.org/View/2377930</link>
      <description><![CDATA[The Military Installations 2002-Present dataset is from the Defense Installations Spatial Data Infrastructure (DISDI) Program in the Office of the Assistant Secretary of Defense (OASD) for Sustainment and part of the U.S. Department of Transportation (USDOT/Bureau of Transportation Statistics' (BTS') National Transportation Atlas Database (NTAD). This geospatial dataset contains the authoritative point locations and (where available) boundaries of Department of Defense sites, commonly referred to as installations, ranges, training areas, bases, forts, camps, armories, centers, etc. These installations are, in many cases, comprised of a number of subordinate sites. This list does not necessarily represent a comprehensive collection of all Department of Defense facilities, and only those reported in the Fiscal Year 2018 BSR were considered for inclusion. Points are placed either at or near the center of each site and do not reflect any particular landmark. Boundaries encompass federally owned or otherwise managed lands, as defined in the BSR. The point and boundary location datasets are intended for planning purposes only, and do not necessarily represent the legal or surveyed land parcel boundaries. Please use the accompanying metadata to validate whether this dataset is suitable for your intended use.]]></description>
      <pubDate>Thu, 09 May 2024 16:15:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2377930</guid>
    </item>
    <item>
      <title>Evaluation of Department of Defense Installation Entry Control Facilities Using Microsimulation</title>
      <link>https://trid.trb.org/View/2013838</link>
      <description><![CDATA[This paper develops a microsimulation-based methodology to analyze the design and operations of arterial roadway corridors, commonly known as entry control facilities (ECF), at Department of Defense (DOD) installations. These facilities serve as a means of ingress and egress to the installations and provide the first level of security. ECFs are relatively expensive to construct, averaging $12?million; therefore, it is imperative to design and operate them efficiently. Current practice is to use a simplified deterministic, macroscopic methodology when designing the physical layout (e.g., number of lanes, length of arterial, etc.) as well as the operations (e.g., single and tandem processing, etc.) of the ECF. This paper will develop a simulation-based methodology that is better adapted for capturing the intricacies of ECF design and operations. The paper proposes a general simulation-based methodology that affords ECF designers the opportunity to make realistic trade-offs between construction costs and operation costs (e.g., personnel, travel time, delay, etc.). A test case at Fort Gordon, Georgia using the VISSIMTM 2020 simulation software is used to illustrate the methodology. A variety of geometric and operational strategies were examined, and it was found that the six-lane configuration operating with tandem processing gave the best results. The improvements in delay and queue length were statistically significant compared with the other alternatives. In summary, the proposed methodology introduces a viable means to simulate real-world traffic conditions at ECFs. It is hypothesized that the methodology developed in this paper will be a valuable tool for the design and operation of ECFs.]]></description>
      <pubDate>Mon, 29 Aug 2022 14:37:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2013838</guid>
    </item>
    <item>
      <title>The Greater Charleston Port Complex: Expanding global accessibility through capital improvements and strategic collaboration</title>
      <link>https://trid.trb.org/View/1888944</link>
      <description><![CDATA[An epicenter of strategic activity, Charleston balances maritime commerce—the backbone of South Carolina’s economy—with military throughput to ensure transportation readiness as one of 17 strategic seaports designated by the federal government. The Port Complex comprises six public terminals owned and operated by the South Carolina Ports Authority (SCPA), several independent bulk cargo and petrochemical facilities, a large-scale repair and service shipyard, a Naval weapons station, a sizeable contingent of Ready Reserve Force ships, and a budding major homeport for Coast Guard cutters. SCPA is investing more than $2 billion to build timely, world-class infrastructure, ensuring ample capacity and big-ship capabilities for decades to come. SCPA is also working to expand its rail-served Inland Port Greer near Greenville, South Carolina, as well as further develop the state’s rail networks and intermodal hubs. As a top 10 U.S. container port, it is imperative that SCPA invests in infrastructure and grows above the market.]]></description>
      <pubDate>Sun, 31 Oct 2021 19:07:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1888944</guid>
    </item>
    <item>
      <title>Design Challenges—B Jetty Reconstruction, Canadian Forces Base in Esquimalt, British Columbia, Canada</title>
      <link>https://trid.trb.org/View/1650793</link>
      <description><![CDATA[This paper presents a summary of the challenges faced during the detailed design and site preparation phases of the project. The proposed B Jetty, which is constructed at the Canadian Forces Base in Esquimalt, British Columbia, Canada, serves to berth vessels of the naval fleet brought in for maintenance. The new jetty has been designed to withstand both tsunami wave- induced loads and seismic forces and remain functional. Typical results of soil-structure interaction analyses are presented and discussed along with the challenges faced on foundation design. Findings of a literature review of blasting criteria for onshore and offshore rock removal near heritage structures are also presented, which formed the basis of the technical specifications for rock removal specified for the project.]]></description>
      <pubDate>Tue, 24 Mar 2020 10:51:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1650793</guid>
    </item>
    <item>
      <title>The central server of the Border Guard's distributed multimedia system for monitoring and visualisation of ongoing and archival events</title>
      <link>https://trid.trb.org/View/1506669</link>
      <description><![CDATA[The paper presents the architecture and functionalities of the central server (CENTER) of the distributed system for the Polish Border Guard (BG) for monitoring maritime areas. The overall system has been extended to incorporate, apart from map data, also different multimedia elements such as video from cameras or audio from telephone connections operated by BG units. This requires new system elements: Archive Servers for storing new types of data and Events Visualization Post for the presentation of new media along with the presentation of ongoing or archival tactical situations on maps. The paper focuses on new functionalities of the CENTER and integration of new elements with the rest of the system.]]></description>
      <pubDate>Tue, 29 May 2018 16:03:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506669</guid>
    </item>
    <item>
      <title>Coast Guard: Actions Needed to Close Stations Identified as Overlapping and Unnecessarily Duplicative</title>
      <link>https://trid.trb.org/View/1486721</link>
      <description><![CDATA[The Coast Guard, within the Department of Homeland Security (DHS), is charged with preventing loss of life, injury, and property damage in the maritime environment through its search and rescue (SAR) mission. It maintains over 200 stations with various assets, such as boats and helicopters (depending on the station), along U.S. coasts and inland waterways to carry out this mission, as well as its other missions such as maritime security. Resource limitations and changes to operations require the Coast Guard to periodically reexamine the need for these stations. The U.S. Government Accountability Office (GAO) was asked to review these efforts. This report addresses, among other objectives, the extent to which the Coast Guard has (1) a sound process for analyzing the need for its boat stations and (2) taken actions to implement its boat station process results. GAO reviewed Coast Guard laws, standards, and guidance; analyzed Coast Guard data on station locations and SAR coverage; and analyzed the process and criteria used to evaluate its station needs and compared it with established evaluation design practices and internal control standards. GAO also interviewed Coast Guard officials. GAO is making three recommendations, including one recommendation that the Coast Guard close unnecessarily duplicative stations that its analysis identified. DHS concurred with the recommendations and stated it plans to act to eliminate unnecessary duplication.]]></description>
      <pubDate>Wed, 15 Nov 2017 11:34:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1486721</guid>
    </item>
    <item>
      <title>Optimal Power Management of Vehicle Sourced Military Outposts</title>
      <link>https://trid.trb.org/View/1461278</link>
      <description><![CDATA[This paper considers optimal power management during the establishment of an expeditionary outpost using battery and vehicle assets for electrical generation. The first step in creating a new outpost is implementing the physical protection and barrier system. Afterwards, facilities that provide communications, fires, meals, and moral boosts are implemented that steadily increase the electrical load while dynamic events, such as patrols, can cause abrupt changes in the electrical load profile. Being able to create a fully functioning outpost within 72 hours is a typical objective where the electrical power generation starts with batteries, transitions to gasoline generators and is eventually replaced by diesel generators as the outpost matures. Vehicles with power export capability are an attractive supplement to this electrical power evolution since they are usually on site, would reduce the amount of material for outpost creation, and provide a modular approach to outpost build-up. Military vehicles have the attributes of a microgrid and when connected produce a scalable power generation capability [1]. For example, each vehicle could power a subset of the outpost’s build-up and when connected form a networked microgrid topology. However, vehicles must be available to disconnect dynamically for mobility-centric mission requirements. When this happens, there will likely be a shortage of electrical power requiring prioritized load shedding. Alternatively, excess generation will occur at times motivating an optimal solution to efficiently utilize the generation assets and minimize fuel consumption. An optimal, power management and control scheme is described using a notional 72-hour outpost evolution scenario to illustrate the approach. Particular attention is given to competing objectives such as minimizing fuel consumption while maintaining portable battery state-of-charge for equipment used during patrols. Using an optimal power flow and power coordination controller, vehicle centric microgrid architectures were constructed and simulated. For the uninterrupted outpost construction, the scheduled generation and storage were sufficient to supply all prioritized loads. Conversely, for the interrupted outpost construction, vehicle availability dictated which prioritized loads could be satisfied when unexpected power deficits arise.       ]]></description>
      <pubDate>Tue, 16 May 2017 09:30:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1461278</guid>
    </item>
    <item>
      <title>Hampton Roads Climate Impact Quantification Initiative: Baseline Assessment of the Transportation Assets &amp; Overview of Economic Analyses Useful in Quantifying Impacts</title>
      <link>https://trid.trb.org/View/1428258</link>
      <description><![CDATA[The Hampton Roads Climate Impact Quantification Initiative (HRCIQI) is a multi-part study sponsored by the U.S. Department of Transportation (DOT) Climate Change Center with the goals that include developing a cost tool that provides methods for voluntary grantee consideration of financial impacts in infrastructure planning due to climate change and severe weather. This Baseline Study, conducted in collaboration with several DOT modes, and based on extensive consultation with regional governmental, military and industry stakeholders, summarizes available data, methodologies, and tools to inform a robust analysis of the economic impacts of climate change and severe weather-related disruptions on the region’s transportation infrastructure. DOT chose to study the Hampton Roads region based on its unique attributes, including its: extreme vulnerability to sea level rise impacts, that is beginning to threaten transportation system and military operations; strategic significance as home to the nation’s largest concentration of federal facilities, including the world’s largest naval station; and the partnership opportunities afforded through the Intergovernmental Pilot Program and its partner’s deep expertise in analyzing and addressing these impacts. DOT is intending to conduct follow-on work building on this Baseline Study.]]></description>
      <pubDate>Wed, 09 Nov 2016 13:24:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1428258</guid>
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