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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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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    <item>
      <title>A comparative study of interfacial behavior and lithology sensitivity in aggregate-high viscosity asphalt systems under different asphalt mixture production processes: molecular simulations and experiments</title>
      <link>https://trid.trb.org/View/2693952</link>
      <description><![CDATA[The interfacial interaction between aggregates and high-viscosity asphalt (HVA) plays a crucial role in the performance of porous asphalt mixtures, yet the influence of production process on this interface remains unclear. In this study, molecular models of HVA and aggregates with different lithologies were constructed. Molecular dynamics simulations were employed to investigate molecular diffusion, surface wettability, and interfacial binding energy at the aggregate-HVA interface under both wet and dry production processes. The simulation findings were validated through layered peeling and pull-out tests. The results show that the wet-process is conducive to the diffusion of HVA molecules at the aggregate-HVA interface. Meanwhile, this phenomenon enhances the interfacial bonding strength, but also increases the sensitivity of interfacial behavior to aggregate lithology. In contrast, the dry-process restricts the diffusion of polar components of high viscosity modifier (HVM) and promotes the formation of a continuous polymer coating on the aggregate surface. This coating reduces the differences among different lithology and enhances the surface hydrophobicity of the aggregate. However, this diminishes the contribution of electrostatic interactions at the interface, and consequently shifts the adhesion mechanism toward non-polar interactions. The simulation results were in good agreement with the layered peeling and pull-out tests. These findings indicate that wet- and dry-process influence the interfacial behavior between aggregate-HVA through different interfacial interaction mechanisms, resulting in different interfacial characteristics in terms of adhesion and lithology sensitivity, and thus providing a theoretical basis for optimizing the material design and construction of porous asphalt pavements.]]></description>
      <pubDate>Fri, 24 Jul 2026 08:40:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693952</guid>
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    <item>
      <title>Collaborative Digitalisation and the Future of Networked Production: Exploring Decentralised Technical Intelligence in Supply Chains</title>
      <link>https://trid.trb.org/View/2671004</link>
      <description><![CDATA[Networked production, supported by advanced logistics and supply chain processes, is crucial for companies to stay competitive and foster cooperation and integration of production resources. It replaces sequential processes with dynamic arrangements, presenting challenges like managing product variants, short life cycles, and process optimisation. Agility is vital for adapting to changes and natural disasters. Decentralised Technical Intelligence (DTI) is an approach that manages complexity and incentivises integrating new technologies in planning and manufacturing.DTI involves distributed and autonomous intelligence embedded in interconnected systems, where humans and machines collaborate to achieve common goals. Humans bring unique skills like creativity and intuition, complementing AI’s capabilities. DTI relies on a multi-agent architecture, enabling trust, interoperability, and data sharing for better decision-making and efficiency. The EU knowlEdge project exemplifies this by providing AI solutions that are distributed, secure, standardised, and collaborative, integrating cognitive technologies, data analytics, IoT and more.DTI’s human-centric design fosters a different quality of intelligence, leading to greater autonomy within multi-agent systems. To realise advanced networked production, a roadmap must be implemented, focusing on a vision, value promise, and development pathway. Europe can maintain its leadership in future networked production through this approach.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671004</guid>
    </item>
    <item>
      <title>Research on Manufacturing Deviation Vehicle Performance Transmission Mechanism and Intelligent Compensation Control for Automotive Engineering</title>
      <link>https://trid.trb.org/View/2710840</link>
      <description><![CDATA[Manufacturing deviations in multi-stage automotive processes propagate nonlinearly, ultimately reducing vehicle performance. However, practical closed-loop compensation remains limited by model mismatch and uncertainty. We propose a performance deviation digital twin model that combines a changeflow state-space model with a physically informed graph agent and uncertainty quantification, then computes opportunity-constrained MPC actions under actuator constraints. On a dataset of 500 participants containing 120 KPCs and multiple KPIs, the proposed hybrid model reduces the KPI prediction RMSE from 0.86 (SoV) to 0.41 and significantly alters the performance loss distribution (paired t-test p < 1e-16; mean reduction of 0.271, 95% CI [0.263, 0.280]). Conclusion: This framework achieves interpretable, scalable, and statistically reliable compensation, providing a practical approach to linking manufacturing variation control with vehicle-level performance assurance.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2710840</guid>
    </item>
    <item>
      <title>Impact of e-Kanban and ERP integration on lean production: lessons from the Indonesian automotive supply chain</title>
      <link>https://trid.trb.org/View/2681369</link>
      <description><![CDATA[This study examines the roles of e-Kanban, enterprise resource planning (ERP), and lean production practices (LP) in enhancing supply chain collaboration (SCC) and operational performance in Indonesian automotive supply chains. Employing a mixed-method approach, we integrate a case study of a focal company with a survey conducted among 152 tier-1 suppliers. The relationships between these systems and practices were analysed using structural equation modelling (SEM). The results indicate implementing e-Kanban alone does not inherently improve lean operations; however, user satisfaction with these systems significantly boosts the effectiveness of LP. The integration of e-Kanban and ERP systems, particularly when aligned with just-in-time principles, improves key operational metrics such as cost efficiency, product quality, lead time, productivity, and flexibility, which positively influence SCC and overall performance. This study also provides practical insights for practitioners and highlights the need for further exploration of ERP and LP integration in diverse supply chain contexts.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681369</guid>
    </item>
    <item>
      <title>Environmental Impacts of Micromobility</title>
      <link>https://trid.trb.org/View/2580789</link>
      <description><![CDATA[Globally, the e-scooter/e-bike network has already spread to more than 500 cities, 60 countries, and five continents, with the largest scooter rental companies counting tens of millions of registered trips. However, it is important to evaluate the environmental impact of these micromobility vehicles. Are these transportation options really as eco-friendly as the media and social networks claim? The fact that e-scooters/e-bikes do not emit gases from exhaust pipes does not necessarily mean that they do not create emissions and are completely eco-friendly. The environmental impact of these micromobility modes depends on their lifecycle, including production, distribution, and disposal. More than half of the emissions are generated from the extraction of necessary raw materials and the manufacturing process. Moreover, e-scooters/e-bikes require batteries that contain rare metals and whose production processes are energy-intensive. Shared e-scooter/e-bike services also involve energy-consuming charging and maintenance processes. Furthermore, e-scooters have a short lifespan, and improper disposal can pose environmental risks. E-scooters/e-bikes are frequently thrown into bodies of water, dropped from buildings, set on fire or otherwise damaged. The positive impact on the climate from manufacturing and using e-scooters/e-bikes could become a reality if significant attention is given to recyclable materials and sustainable development. Choosing renewable energy sources and optimizing every step of the service supply chain is also crucial for maintaining an efficient servicing system.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2580789</guid>
    </item>
    <item>
      <title>A Method for Detecting Bead Geometry of Thin-Wall Structural Aviation Components in Wire Arc Additive Manufacturing (WAAM)</title>
      <link>https://trid.trb.org/View/2579696</link>
      <description><![CDATA[Wire Arc Additive Manufacturing (WAAM) has seen rapid development in recent years due to its numerous advantages, such as high productivity, lower costs, sufficient quality compared to other AM and conventional manufacturing methods. It is particularly valued in the aerospace industry for its efficiency in fabricating large, thin-walled parts. WAAM is a method for producing metal components layer-by-layer, where the bead’s height and width must fit within model dimensions. Deviations in height can introduce greater total height errors, while deviations in width can result in extra waste during post-processing or defects in the wall thickness, potentially compromising the entire part production. Therefore, measuring bead profile dimensions is an important step during the WAAM production or development model of process control. This study proposes a method for detecting bead geometry profiles using data obtained from a laser scanner. The proposed method identifies the bead profile in raw data by employing a modified DBSCAN algorithm and approximates the profile to an elliptic shape model. Additionally, the study introduces a validation technique that compares the actual wire volume deposited with the volume predicted by the model. This allows for precise measurements of bead height and width, enhancing the overall process control in WAAM operations.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579696</guid>
    </item>
    <item>
      <title>Development and Implementation of a Serial Production Cyber-Physical System: A Closed Quality Loop for Transportable Positioning Devices in an Automotive Body-in-White Process</title>
      <link>https://trid.trb.org/View/2684065</link>
      <description><![CDATA[For automotive manufacturers, one of the biggest technological challenges is producing different variants on the same production line. At the body-in-white shop at the Magna complete vehicle plant in Graz, this is achieved using transportable positioning devices. They serve as part carriers and adapters between different products, while geometrically aligning them throughout the process. Geometrical deviations in these devices can negatively impact product quality throughout the vehicle assembly value chain. This paper presents the development and implementation of components for a patented closed quality loop that mitigates the effects of deviating positioning devices in real time. Challenges and insights gained from the brownfield implementation into serial production are discussed. Four key modules for automating quality control processes are introduced, providing a basis for future research on cyber-physical systems aimed at achieving zero-defect manufacturing: integrated capture of process and product data, automated analytics, automated decision-making and autonomous process intervention.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684065</guid>
    </item>
    <item>
      <title>Integration of Blue and Green Hydrogen Supply Chains for Road Mobility: Utilization of Byproduct Oxygen for Efficient Operation Through Optimization</title>
      <link>https://trid.trb.org/View/2683810</link>
      <description><![CDATA[Hydrogen is a key energy carrier in the transition to a sustainable, low-carbon future. Among hydrogen production methods, blue and green hydrogen are prominent, derived from non-renewable and renewable sources, respectively. This study explores the potential integration of these two supply chains to support hydrogen use in road mobility. First, a literature review is conducted to understand the characteristics of each supply chain. Then, a mono-objective, static and deterministic Mixed-Integer Linear Program (MILP) designs a supply chain network based on two cases to fulfill future road mobility demand in Qatar, although the model itself can be applied outside Qatar as well. In the first case, only blue hydrogen can be produced, and Auto-Thermal Reforming (ATR) pathway is selected. In the second case, the model can incorporate both green and blue pathways, with the green pathway chosen. Through literature review, it was also highlighted that Air-Separation Units (ASUs) represent a major capital cost in ATR plants, whereas oxygen from electrolysis is typically vented. This opens the possibility of using this electrolytic by-product oxygen in ATR, suggesting that integrating blue and green hydrogen supply chains could reduce overall network costs which warrants further study.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683810</guid>
    </item>
    <item>
      <title>Prospects for the Use of Free Software Systems of Corporations in the Automotive and Oil and Gas Industries</title>
      <link>https://trid.trb.org/View/2406939</link>
      <description><![CDATA[Enterprises that practice centralized repair of aggregates and systems according to technical condition (CRTC) have become widespread in the structure of repair enterprises of special equipment in the oil and gas industry. The growing interest in modular and distributed approaches to the design and management of technological production structures creates new problems. One of the main problems that has not yet been properly solved is the monitoring, diagnostics and distribution of technological processes of CRTC in specific production systems. In this paper, the analysis of generalized methods for forming the quantity and composition of repair work complexes for various ways of implementing centralized repair of car aggregates according to technical condition is carried out and recommendations for choosing the most rational of them for various organizational and management systems are developed. Three methods of optimization of technological processes of CRTC aggregates of special equipment were subjected to efficiency comparison. In this case, the performance indicators were evaluated on a five-point scale. The apparatus of multidimensional cluster analysis is used as a mathematical optimization tool. In the work carried out by order of PJSC “Surgutneftegaz”, the analysis of generalized methods for forming the quantity and composition of repair work complexes (RWC) for various forms of organization of CRTC of car aggregates was carried out and recommendations were developed for choosing the most rational of them, taking into account the appropriate structure of the production process. It is taken into account that the parameters of learning algorithms are heuristic in nature, depending on the types of artificial neural networks.]]></description>
      <pubDate>Thu, 24 Jul 2025 11:31:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2406939</guid>
    </item>
    <item>
      <title>Strategies for Improving Data Management in Automotive Testing and Commissioning Processes</title>
      <link>https://trid.trb.org/View/2571702</link>
      <description><![CDATA[The decoupling of software from hardware in automotive systems, driven by the rising share of software in modern vehicles, has introduced a paradigm shift, enabling various software configurations on identical hardware platforms. Consequently, ensuring the correct functionality and reliability of the electric and electronic hardware components, testing and commissioning processes in the vehicle production have grown in importance and complexity. However, the efficiency of these processes relies on diverse datasets, for example parameterization data that allows tailored testing based on the vehicle’s equipment configuration. Therefore, the availability and accuracy of this data need to be guaranteed. Data for testing and commissioning, influenced by the digitization of production processes and their planning, is not only facing the challenges of greater software volumes and faster update cycles, but also those arising from legacy processes or the integration of various IT systems into production environments. In this context, this research explores methods for evaluating the quality of data that is required for planning as well as executing testing and commissioning processes. Special attention is paid to diagnostic data descriptions, requirement documents for testing and commissioning as well as documentation data of the error elimination process. First, a representative sample of such data is selected and then analyzed in terms of requirements from data consumers. Thereby, criteria for the assessment of data quality are developed aiming to improve process efficiency. The presented set of criteria aims to provide a foundation for original equipment manufacturers (OEMs) to optimize their data management methods. This work offers valuable insights and practical steps towards improving data accessibility and fostering better documentation practices in automotive production.]]></description>
      <pubDate>Mon, 21 Jul 2025 08:55:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571702</guid>
    </item>
    <item>
      <title>Converting waste cooking oil and waste rubber powder into asphalt rejuvenator: Preparation parameters and rejuvenation effect</title>
      <link>https://trid.trb.org/View/2541130</link>
      <description><![CDATA[This study attempted to convert waste cooking oil (WCO) and waste rubber powder (WRP) into a favorable asphalt rejuvenator, called WOR rejuvenator, to address challenges in waste management and environmental protection. Firstly, the preparation parameters were optimized based on the response surface methodology to obtain a WOR rejuvenator with balanced recovery of high and low temperature performance for aged asphalt. Subsequently, the rejuvenation effect of the optimized WOR rejuvenator was assessed. Results indicated that WRP content had the most significant impact on the rejuvenation effect of WOR rejuvenator, followed by preparation temperature and preparation time. The recommended preparation parameters for WOR rejuvenator involved adding 39 % WRP to WCO and mixing at 224 ℃ for 61 min. In this case, a 10 % content of WOR rejuvenator can maximize the low-temperature performance of aged asphalt without significantly weakening its high-temperature performance, while greatly improving the fatigue resistance. The optimal content of WOR rejuvenator applied in practice can be adjusted based on the target value of 10 % to meet the rejuvenation needs of asphalt with different aging levels. The findings provide valuable insights into the sustainable utilization of WCO and WRP as well as the recycling of recycled asphalt pavement.]]></description>
      <pubDate>Thu, 15 May 2025 08:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2541130</guid>
    </item>
    <item>
      <title>Evaluation of terminal blend rubberized asphalt incorporating high crumb rubber content</title>
      <link>https://trid.trb.org/View/2495826</link>
      <description><![CDATA[Currently there has been a trend of increasing the rubber content in rubberized asphalt due to the obvious environmental and decarbonizing benefits of this technology. Terminal Blend Rubberized Asphalt (TBRA) appears to be a feasible approach to safely increase the waste rubber content within the asphalt binder. This study attempts to discuss the feasibility of highly-dosed TBRA and conduct a comprehensive evaluation on this modified asphalt. To do so, TBRA of different rubber contents (30%, 40%, 50%) are produced. To achieve high desulfurization and thermal degradation of the CR particles, enhancing the stability and processability of the TBRA samples, higher preparation temperatures (220°C) and extended shearing times (6 hours) were employed. The study assesses how these production conditions affect the asphalt's microstructure, chemical composition, and viscoelastic properties, using fluorescence microscopy, ATR-FTIR, and rheology master curves for analysis. Results show that the terminal blending process leads to CR particle breakdown and rubber molecule depolymerization, enhancing workability and stability up to a rubber dosage limit of approximately 40 %. However, while TBRA shows excellent low-temperature performance and fatigue resistance, its high-temperature properties are moderate, suggesting further modifications with materials like SBS or rock asphalt could enhance its performance.]]></description>
      <pubDate>Wed, 29 Jan 2025 17:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2495826</guid>
    </item>
    <item>
      <title>Evaluation of the Effect of the Production Process in Quality Parameters of Polymer Modified Performance Grade Binders: A Case Study</title>
      <link>https://trid.trb.org/View/2407320</link>
      <description><![CDATA[In India, most of the agencies started to use Polymer Modified Bitumen (PMB) as a binder in the bituminous layer due to its higher performance, India’s climatic conditions, and the increment in traffic loads. The variability in quality parameters of polymer-modified performance grade binder of a particular grade has been observed even if the key parameters like source and grade of base binder, and source and dosage of polymer are kept constant. The study's primary aim is to compare the variability in quality parameters of the PMB produced at two different production units and find the permissible range of quality test results in the modified bitumen while following a standard production methodology and standard laboratory set-up. Detailed statistical analysis was undertaken for 200 batches of PMB samples. Result of the study indicates the importance of automation in production plants as well as quality control equipment. Production unit 1 (PU 1) with more automation showed lesser variability consistently across all quality parameters of the PMB as compared to production unit 2 (PU 2) which had more manual processes in the production. Also, the laboratory set-up in terms of availability of automated equipment, temperature control, and skilled technician, of PU 1 was better as compared to PU 2 which played a key factor in the variability of quality parameters. The study’s key takeaway is to highlight the importance of creating an environment of quality consciousness to produce performance grade binders for long-lasting pavements.]]></description>
      <pubDate>Wed, 11 Dec 2024 09:03:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407320</guid>
    </item>
    <item>
      <title>The role of physical and chemical methods of nanohydrated lime production on properties of bituminous binders</title>
      <link>https://trid.trb.org/View/2446208</link>
      <description><![CDATA[Nanomaterials are employed to improve bitumen's rheological properties and mechanical characteristics of asphalt mixes. The high cost of production of nanomaterials is one of the obstacles that has limited their application in road pavements. In this research, two methods of production of nanomaterials have been used to produce Nano Hydrated Lime (NHL); a mechanical process, using a planetary ball mill, and a chemical process in which some chemicals are dissolved in distilled water and then dried. The nanoparticle sizes were evaluated using Field Emission Scanning Electron Microscopy (FESEM) and Dynamic Light Scattering (DLS) tests. These were at different grinding times in the physical method, and at different solution concentrations of Calcium Nitrate (Ca(NO₃)₂) and Sodium Dodecyl Sulfate (SDS) in the chemical method. The average sizes of the nanoparticles in the physical method were 211 nm in DLS and 114 nm in FESEM (after 6 h of grinding). In the chemical method, these were 379 nm in DLS and 124.6 nm in FESEM at concentration of 3 ml of Ca(NO₃)₂ solution. X-Ray Diffraction (XRD) and X-Ray Fluorescence (XRF) analysis indicated that in the physical process, higher nanolime particles were achieved. Physical properties of two bitumen types (60/70 and 85/100 penetration grades) that were modified with 2 %, 4 %, and 6 % NHL were determined using Dynamic Shear Rheometer (DSR) and Rotational Viscometer (RV) tests. Adhesion properties of the nano modified binders with three aggregate types (namely, limestone, silica, and granite) were determined using Boiling Water and Pull-Off tests. Digital images were analyzed after processing, using Digimizer Software to evaluate the percentages of the coated aggregate particles. The results indicated that the addition of 4 % NHL (in physical production method) improved best the bitumen properties. In fact with limestone aggregates, the adhesive strength ratio was increased by 38 %. Coating of bitumen on the limestone aggregates was better than that in siliceous and granite aggregates. As a result of this, the stripping percentages of the limestone aggregates were decreased the most with the addition of NHL. Finally, properties of the 60/70 pen bitumen, modified with NHL, were better than those of the 85/100 pen bitumen.]]></description>
      <pubDate>Thu, 21 Nov 2024 09:26:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2446208</guid>
    </item>
    <item>
      <title>The Lean and Agile Manufacturing Model</title>
      <link>https://trid.trb.org/View/1784021</link>
      <description><![CDATA[The Lean and Agile Manufacturing Simulation Model simulates the concepts of lean and agile manufacturing. A “live” working factory model is used to contrast the operating styles between a typical “mass production” plant and a “lean” production plant. Participants work as a team to plan, fabricate, manufacture, assemble, and ship two types of products using three common manufacturing processes - Traditional Mass Production (Push), Just-In-Time Manufacturing (Pull), and Cellular Manufacturing (Cell). Model functions include; warehousing, fabrication, WIP storage, assembly, inspection, accounting and shipping utilizing a miniature factory model, complete with tools, fixtures, materials and shop floor paperwork transactions. The model initially utilizes a traditional Material Requirements Planning (MRP) based scheduling approach to operate the factory. Through the application of lean production concepts, participants learn how to re-engineer the factory by applying various lean and agile techniques that include: Visual Factory Techniques, Design For Manufacturing (DFM), One-Piece Work Flow, Just-In-Time Delivery, Integrated Supply Chain Logistics, and Key Performance Measures & Controls.]]></description>
      <pubDate>Thu, 29 Aug 2024 15:03:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1784021</guid>
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