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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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    <item>
      <title>A Freight Transit Network Model to Optimize Seaport Access for the Landlocked Nation Nepal</title>
      <link>https://trid.trb.org/View/2753240</link>
      <description><![CDATA[This paper develops a weighted-sum scalarised mixed-integer linear programming framework to evaluate freight-transit route options connecting Kathmandu, Nepal, with key seaports in Kolkata, India; Chittagong, Bangladesh; and Tianjin, China. The model compares road-only and rail–road configurations and incorporates transportation cost, carbon emissions, transshipment requirements, and delivery lead time within a unified corridor-level decision-support framework.The analysis evaluates alternative corridor configurations linking Kathmandu with Kolkata, Chittagong via India, and Tianjin through inland rail and road connections, including Xian and Lhasa. Alternative weighting scenarios are used to represent different policy priorities, including cost efficiency, time sensitivity, and carbon-emission reduction.The results consistently identify the Kolkata–Kathmandu corridor as the most efficient option because of its shorter inland distance and favourable rail–road configuration. The Chittagong–Kathmandu corridor remains a relevant complementary alternative but is constrained by additional border-processing requirements and transit dependency through India. The Tianjin–Kathmandu corridor benefits from comparatively stronger logistics infrastructure along parts of the route; however, its substantially longer inland distance remains a major structural disadvantage.The contribution of the study lies in integrating the landlocked country–transit country–seaport structure into a corridor-level decision-support framework for Nepal rather than in proposing a new optimisation algorithm. The findings support a corridor-based planning approach focused on improving rail utilisation, transshipment efficiency, and cross-border logistics coordination.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2753240</guid>
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    <item>
      <title>A decomposition approach for holistic vessel traffic service planning in seaport waters</title>
      <link>https://trid.trb.org/View/2742979</link>
      <description><![CDATA[Efficient management of vessel traffic in seaports depends on three closely linked decisions: vessel sequencing, pilot assignment, and tugboat allocation. Traditionally, these decisions are addressed sequentially, resulting in suboptimal or even infeasible vessel traffic service plans. In this study, we consider a joint vessel sequencing, pilot assignment, and tugboat allocation problem (VSPTAP), in which a seaport manages a diverse team of pilots and a heterogeneous fleet of tugboats to service inbound and outbound vessels. We propose a mixed-integer linear programming model for the VSPTAP, which captures the multi-segment navigation structure, channel restrictions, diverse pilotage and tugboat requirements, and the interactions among the three decision layers, with the objective of minimizing the total delay cost of all vessels. While general-purpose solvers suffice for small-scale instances, we propose a decomposition approach to efficiently handle larger and more practical scenarios. The approach partitions the VSPTAP into a master vessel sequencing problem, together with two subproblems for pilot assignment and tugboat allocation, solved via reinforcement learning, column generation, and column enumeration, respectively. These methods are integrated within a hybrid optimization framework that dynamically coordinates vessel sequencing with pilotage and tugboat schedules. Extensive computational experiments based on Qinzhou Port, China, show that the proposed approach substantially outperforms the benchmark methods from the literature and current practices, yielding satisfactory solutions within 15 minutes and enabling daily cost savings of about RMB 232 thousand for the seaport. Furthermore, managerial insights are offered to support the operations and management of seaport traffic.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742979</guid>
    </item>
    <item>
      <title>The panel data analysis of the port-city GDP and spatial effects of the China-Europe railway express</title>
      <link>https://trid.trb.org/View/2711677</link>
      <description><![CDATA[The opening of the China–Europe Railway Express (CRE) has not only reshaped China's pattern of external openness, but also facilitated the transformation of some coastal port cities from traditional maritime nodes into land–sea intermodal hubs, thereby generating new momentum for urban economic growth. Using panel data for 281 prefecture-level cities in China over the period 2008–2022, this study focuses on coastal port cities and employs a multi-period Triple-Differences (DDD) model to identify the impact of CRE openings on local GDP. Spatial econometric models are further introduced to examine spatial spillover effects and their distance-related heterogeneity.The results yield four main findings. First, the CRE significantly promotes GDP growth in coastal port cities on average, and this result remains robust after controlling for the COVID-19 shock, port size, and province-by-year fixed effects. Second, the heterogeneity analysis shows that the growth effect is strongest in city-driven port cities, followed by mixed-type port cities, and weakest in port-driven port cities. Third, the mechanism analysis indicates that the effect mainly operates through trade expansion, while the role of maritime transport is characterized more by complementarity and coordination than by simple transport substitution. Fourth, the spatial econometric results reveal a distinct distance-decay pattern: positive synergetic effects are observed within 0–200 km, whereas competitive siphoning effects emerge within 300–400 km. The spatial analysis of above-scale industrial enterprises further confirms the siphoning effect, suggesting that industries tend to agglomerate toward core nodes.This study deepens the understanding of how international overland transport corridors affect the economic performance of coastal port cities, and provides empirical evidence for promoting land–sea coordination, optimizing corridor layouts, and advancing the high-quality development of port cities.]]></description>
      <pubDate>Mon, 31 Aug 2026 10:31:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711677</guid>
    </item>
    <item>
      <title>Urban logistics spaces in port cities: typology sustainability analysis via the case of Barranquilla, Colombia</title>
      <link>https://trid.trb.org/View/2703985</link>
      <description><![CDATA[This paper proposes a typology and a qualitative assessment for the sustainability and potential deployment of city logistics networks, relying on the notion of urban logistics spaces (ULS), on the basis of a case study in a port city. First, the main notions regarding ULS and their sustainability are presented, as well as the motivation of the chosen case and its context. Then, the main methodological issues are presented, which include a three stage semi-directive interview data collection process that first aims at identifying ULS types from respondents without any guide, second validated a previous ULS typology and third addresses sustainability and applicability issues for Barranquilla, Colombia. Results show that the unified typology of ULS is suitable for the considered case and thus can be transferred to other contexts and proposes a first analysis of the sustainability of ULS networks.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703985</guid>
    </item>
    <item>
      <title>Modelling Freight Transport Mode Choice of Users for Newly Developed Matarbari Seaport in Bangladesh</title>
      <link>https://trid.trb.org/View/2701334</link>
      <description><![CDATA[A feasible and sustainable mode of freight transportation is crucial for facilitating trade and logistics operations for a new developing port like Matarbari port in Bangladesh. Therefore, the study aims to identify the factors which influence users, including shippers, consignees and forwarders to choose the preferred transport mode. Based on the identified factors, the study also investigates the best mode of transportation for transporting containerized cargo from the Matarbari deep seaport to its hinterland. The research adopts two operations research models and one econometric model. The Best Worst Model (BWM) has been applied to identify the weights or relative importance of the factors influencing the choice of freight transport mode. The Preference Ranking Organization Method for Enrichment Evaluation (PROMETHEE) model has been used to outrank the three freight transport alternatives: rail, road, and inland waterway transport (IWT). Furthermore, the Conditional Logit Model (CLM) has been used to identify the freight transport alternative(s) based on the negative and positive influential factors. The research findings indicate that transportation cost, customs clearance and documentation, and cargo damage and accident risk are key factors influencing the movement of containerized cargo from Matarbari to its hinterland. The results further suggest that rail is the only feasible mode for transporting containerized cargo from Matarbari to Dhaka and its surrounding areas, as supported by both PROMETHEE and CLM analyses. The findings will help Bangladeshi policymakers to draft the freight transport policy relevant to Matarbari port and other similar port-hinterland connectivity problems.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701334</guid>
    </item>
    <item>
      <title>Identifying ship deficiency patterns in port state control: an association rule mining-based analysis framework</title>
      <link>https://trid.trb.org/View/2726561</link>
      <description><![CDATA[Port state control (PSC) inspections are essential for identifying substandard ships, enhancing safety, protecting the marine environment, and safeguarding crew welfare. Yet, correlations between ship features and deficiencies remain underexplored. This study develops a deficiency analysis framework using the Apriori algorithm to mine association rules between ship particulars and deficiencies, as well as among deficiencies. Using Paris MoU data, the results reveal overlooked deficiency clusters and ship type–deficiency patterns. The framework supports more targeted high-risk ship selection, improves PSC efficiency, and contributes to predictive models, maritime digitalization, and smart port development.]]></description>
      <pubDate>Wed, 19 Aug 2026 09:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2726561</guid>
    </item>
    <item>
      <title>The Infrastructure of Seaports—The Guarantor of State Security</title>
      <link>https://trid.trb.org/View/2579449</link>
      <description><![CDATA[Since 2004 March 10, after Lithuania became a member of the North Atlantic Treaty Organization (NATO), it has been committed to improving national security and close cooperation with NATO countries. Therefore, military mobility is one of the priority areas of the state. However, it is impossible to fulfil this obligation without inadequate infrastructure. Digitization of seaports is one of the most important processes to increase operational efficiency, competitiveness, and adaptability to changing circumstances. Digitization allows you to optimize seaport operations, monitor real-time changes, and integrate your transport with other parts of the transport chain. It also ensures the safety of cargo and ship movement. The cargo and goods information system (KIPIS) operates in Lithuania’s maritime sector. There are constant investments in the infrastructure of the Klaipeda State Port, i.e. 98 million in 2023 EUR in 2024–2027, and as much as 234 million is foreseen. Eur. However, military cargo transportation faces various challenges, such as the constant information change and the lack of storage space for military equipment. The article aims to assess the infrastructure of the Klaipeda State Port for the host country’s support and to make suggestions for future development. To achieve the goal, an analysis of the scientific literature on seaport activity and infrastructure was carried out based on secondary data, the existing infrastructure of Klaipeda State Ports was reviewed, and based on primary data, proposals for improving the infrastructure of Klaipeda State Port will be formulated, assessing the scale of the host country. A systematic and comparative analysis of the concepts published in the scientific literature, statistical processing, in-interview, and Kendall’s methods of expert compatibility were used to achieve the purpose and tasks of the article.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579449</guid>
    </item>
    <item>
      <title>Assessment of Seaport Infrastructure Capacity in the Context of National Security</title>
      <link>https://trid.trb.org/View/2579440</link>
      <description><![CDATA[Ensuring the uninterrupted deployment of allied forces, equipment, and resources is essential for transporting military cargo by sea. To ensure the smooth deployment of troops of North Atlantic members in the country, the country is rapidly developing host country support (HCS) capabilities. However, when transporting heavy and oversized cargo, the local road infrastructure (often not adapted to it) becomes a problem. To avoid the mentioned problem as much as possible, it is necessary to use water transport or railways. One of the possibilities for quickly adapting to changing conditions is the digitization of processes and the continuous modernization of infrastructure. However, according to the International Maritime Organization (IMO), approximately one-third of the world’s ports must still be ready for digitization. The infrastructure capacity of the Klaipeda State Seaport for the host country’s support has not been extensively studied. As the Lithuanian army expands, the scale of the HCS also increases, so it is essential to identify the capacity gaps of the Klaipeda State Seaport and submit proposals on increasing productivity. For this reason, it is necessary to assess whether the capabilities of the Klaipeda State Seaport are sufficient to fulfil international military obligations. The article aims to determine the infrastructure capacity of the Klaipeda State Seaport to ensure the host country’s support. To achieve the article’s goal, a systematic and comparative analysis of the concepts published in the scientific literature, methods of statistical processing of secondary data, and the ARIMA method were applied.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579440</guid>
    </item>
    <item>
      <title>Analysis of Ecological Efficiency of Technological Processes in Seaport Terminals</title>
      <link>https://trid.trb.org/View/2579430</link>
      <description><![CDATA[The European Parliament has introduced measures to decouple economic growth from CO2 emissions by implementing a progressively increasing CO2 tax. In 2023, the new ISO 14038:2023 standard was adopted with a key aim to significantly enhance the accounting and transparency of greenhouse gas (GHG) emissions, particularly in the operation of port terminals. This standard provides an essential framework for the quantification and reporting of GHG emissions. Through standardized reporting, stakeholders, including regulatory bodies, customers, and local communities, can achieve increased trust and accountability. The ISO 14038:2023 standard is especially relevant for port terminals, where precise control and evaluation of emissions are critical for achieving ecological efficiency. By thoroughly understanding emissions sources, port terminals can optimize resource usage. The enhanced efficiency in technological processes throughout the logistics chain also has the potential to economically impact the reduction of ecological tax burdens. This article focuses on the need for reliable emissions evaluation within port technological processes to assess the ecological efficiency of cargo transshipment using different technologies. It examines the practical application of the ISO 14038:2023 standard in this context, identifying potential challenges and suggesting enhancements to ensure effective implementation at the operator level. By prioritizing the control of CO2 emissions, port terminals can contribute significantly to sustainable development and environmental protection.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579430</guid>
    </item>
    <item>
      <title>Balancing Berth Utilization to Reduce Anchorage Waiting Time for Port Terminals in Coastal Cities</title>
      <link>https://trid.trb.org/View/2714081</link>
      <description><![CDATA[Effective seaport management is vital for sustaining international trade and driving the economic growth of coastal cities. Seaport capacity is usually defined by the size and number of berths. Therefore, the level of effective utilization of sea berths will greatly affect a seaport’s management and consequently the average waiting time at anchorage, which will result in demurrage costs. This paper defines six critical factors that should be maintained to have effective utilizations of sea berths. The case of eight berths is studied to minimize the average waiting time at anchorage for a petrochemical (liquid) Terminal. The focus of this paper is to analyze data of product throughput, number of visits per parcel and berth characteristics. The results suggest that products should be reallocated in berths and additional outlets should be added to prevent vessels (parcels) from waiting in queue for a berth and reduce the shifting of vessels (moving from one berth to another), which increases the idle time. The forecasting plan, taking into consideration factors that influenced the port’s overall efficiency, improved the overall occupancy of berths. Improvement was realized on the level of overall occupancy of berths and the average waiting time at anchorage which will improve the demurrage time.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714081</guid>
    </item>
    <item>
      <title>Cascading economic losses from port disruptions under capacity constrained multimodal freight networks</title>
      <link>https://trid.trb.org/View/2693770</link>
      <description><![CDATA[This study quantifies how throughput disruptions at major seaports cascade through capacity-constrained multimodal freight networks and interregional production systems. We couple an agent-based model (ABM) multimodal freight simulation that resolves rerouting, terminal queueing, and inventory drawdown under binding modal and facility capacities with a multiregional output loss input-output (MRIIM) model that propagates realized delivery shortfalls across regions and sectors. The framework is demonstrated for the Port of Los Angeles using Freight Analysis Framework flows and Bureau of Economic Analysis input-output accounts and is evaluated over a 52-week horizon under deterministic sector targeted shocks and stochastic disruption realizations with uncertain severity and duration. Results indicate nonlinear amplification: realized national losses concentrate in manufacturing and transportation/warehousing even when exogenous port shocks are dispersed, suggesting that congestion spillback and limited short-run substitution can dominate the initial shock allocation. We further evaluate a tabular reinforcement-learning (Q-learning) intervention layer that selects among a small set of implementable system level levers (truck-to-rail and truck-to-barge shift settings) without overriding shipper routing, finding that such interventions reduce total losses for moderate disruptions but yield diminishing returns once substitute modes approach capacity. By linking operational freight behavior to system wide impacts under uncertainty, the proposed ABM-MRIIM pipeline provides a reusable workflow for port disruption stress testing, identification of structurally critical sectors/corridors, and evaluation of resilience interventions under realistic capacity limits.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693770</guid>
    </item>
    <item>
      <title>Container dwell time predictive modelling: an application of ML algorithms</title>
      <link>https://trid.trb.org/View/2709465</link>
      <description><![CDATA[This study analyses factors affecting container dwell time (CDT) at the Mombasa Port using machine learning (ML) algorithms. The study employs real-time container movement data to evaluate several ML models. It finds that CDT varies significantly across different periods in the year and even in the days and weeks. For example, it peaks in the afternoons and during November/December. Although models like Artificial Neural Networks and Random Forest outperform others, the Decision Tree model was chosen for its interpretability, despite a slightly higher error rate. It identifies transportation modes as the key predictor, with truck-based movements leading to longer dwell times than rail transport. The study highlights the impact of specific locations and times of the week/year on CDT. Its originality lies in using real-time data from the Global South and its application of ML to improve operational efficiency and strategic decision-making. Unlike typical studies focused on terminal operations, this research also considers broader exogenous factors. The findings provide valuable insights for optimizing port operations and reducing CDT.]]></description>
      <pubDate>Tue, 30 Jun 2026 08:51:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709465</guid>
    </item>
    <item>
      <title>Research on the Construction Scheme of Offshore Approach Embankment
                    Based on Marine Environmental Elements</title>
      <link>https://trid.trb.org/View/2706258</link>
      <description><![CDATA[Based on the measured hydrological and meteorological data of Pikou Port Area,                     this paper adopts the numerical simulation method to analyze the impacts of                     different construction schemes of the approach embankment on the hydrological                     dynamics and scouring and silting environment in the project area. The results                     show that the flow velocity increases and the sedimentation rate decreases at                     the head of the approach embankment and in the permeable area, while the flow                     velocity decreases and the sedimentation rate increases on both sides. Through                     comparison, it is found that during the flood tide peak, the variation range of                     the flow velocity in Scheme One is 4.45 km2, slightly larger than                     that in Scheme Two; during the ebb tide peak, the variation range of the flow                     velocity in Scheme One is 13.87 km2, smaller than that in Scheme Two;                     and the variation range of scouring and silting in Scheme One is 2.55                         km2, smaller than that in Scheme Two. From the perspectives of                     berthing stability and long-term maintenance, selecting a non-permeable approach                     embankment for the offshore segment is more appropriate. Based on the                     comprehensive judgment, Scheme One is superior.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:11:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706258</guid>
    </item>
    <item>
      <title>Risk prevention and adaptation strategies for geographically complementary seaports and dry ports under intermodal interaction</title>
      <link>https://trid.trb.org/View/2614596</link>
      <description><![CDATA[Geographically complementary seaports and dry ports confront an elevated susceptibility to a spectrum of regular and disruption risks resulting from their unique geographical location and pivotal socioeconomic roles. Port authorities (PAs) respond to these challenges through preventive investments aimed at reducing the probability of risk occurrence and adaptive investments designed to mitigate the severity of consequences. This study develops a two-stage game-theoretic model to jointly examine these investment decisions, incorporating the dynamics of intermodal competition and cooperation between geographically complementary seaports and dry ports. The analysis reveals a bidirectional free-rider phenomenon, wherein seaports may underinvest in prevention while deriving benefits from the efforts of dry ports, and conversely, dry ports may depend on the adaptation implemented by seaports without contributing proportionally. Under intermodal competition, PAs compete for overlapping hinterland markets, incentivizing them to actively resolve risk uncertainties to strengthen competitive advantage. In cooperative settings, reduced market rivalry leads to a higher tolerance for unresolved uncertainties, prompting PAs to prioritize investments in risks characterized by lower uncertainty. The findings indicate that differentiated investment strategies may compromise the overall profitability of PAs. These findings offer managerial insights for decision-makers seeking to enhance port resilience and optimize resource allocation in port-hinterland system.]]></description>
      <pubDate>Wed, 24 Jun 2026 13:22:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614596</guid>
    </item>
    <item>
      <title>Maritime ringside: Trump’s overseas port policies amid US–China rivalry</title>
      <link>https://trid.trb.org/View/2672700</link>
      <description><![CDATA[The paper argues that Donald Trump’s return to the White House has elevated competition over overseas ports into one of the core components of U.S.–China rivalry. As a revisionist of the liberal globalization era—an era that enabled China to build out a worldwide port network and exposed acute strategic vulnerabilities for the U.S.—Trump seeks to reconfigure the established infrastructure paradigm in America’s favor: narrowing China’s foothold, regaining leverage in critical nodes, and expanding into new arenas. As a result, port infrastructure is becoming the terrain of a protracted, multi-round contest for geoeconomic and geopolitical advantage. To show how this approach operates in practice, the article examines two illustrative cases. Panama demonstrates a mechanism of regaining leverage: diplomatic and legal pressure shifts a port concession from the realm of commercial management to that of strategic vulnerability, labeling the Hong Kong operator as China-linked infrastructure and opening the way for a broader reconfiguration of port assets in favor of a Western infrastructure–finance coalition. Ukraine, by contrast, embodies a seize logic by embedding Western capital and management in reconstruction and linking ports to critical minerals and secure supply chains. The analysis concludes that the current systemic transition of the global order offers a window for assertive U.S. action, but durable success requires coalition-wide convergence around shared threat definitions, sustained domestic support, and the delivery of credible alternatives—supported by discreet diplomacy and disciplined messaging to maintain legitimacy and shape the narrative.]]></description>
      <pubDate>Wed, 24 Jun 2026 11:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672700</guid>
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