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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>Strategic Enablers for Successful PPP Projects in Indian Railways Infrastructure</title>
      <link>https://trid.trb.org/View/2753216</link>
      <description><![CDATA[Railway infrastructure development increasingly makes use of public–private partnerships (PPPs) as a way to help overcome both financing and capacity constraints. The success of public–private partnerships ultimately depends on how well critical success factors (CSFs) are identified and integrated into the projects. Therefore, this study is intended to identify the most important CSFs that contribute to the successful delivery of PPP projects undertaken by Indian Railways and to create a framework to assist policymakers with developing sustainable PPP models. The empirical results were derived through a combination of an extensive academic and policy literature review, as well as through primary data collection using semi-structured interviews and a questionnaire-based survey of senior officials, managers, and executives affiliated with Indian Railways, railway special purpose vehicles (SPVs), public sector undertakings (PSUs), financial institutions, and academia. The exploratory factor analysis (EFA) of the 177 valid responses received established that three main factors or dimensions contribute to the success of public-private partnerships (PPPs). These factors/dimensions are operational efficiency (project governance, stakeholder alignment, and contract enforcement), financial viability and risk management (sources of finance, risk-sharing mechanisms, and crisis resilience), and regulatory/legal framework (the need for policy certainty, independent regulation, and dispute resolution). This study also aims to develop comprehensive frameworks and PPP models that incorporate established best practices to meet the requirements of Indian Railways as well as other railways in terms of developing sustainable and effective models. This study represents an important academic contribution by developing an original and contextualised critical success factor (CSF) framework relevant to India's railway PPP projects and provides actionable policy recommendations that can enhance private sector involvement, promote financial sustainability and improve the long-term performance of railway infrastructure in India.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2753216</guid>
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    <item>
      <title>Guide for Establishing Project Management Offices at Airports</title>
      <link>https://trid.trb.org/View/2772545</link>
      <description><![CDATA[Airports are managing increasingly complex and capital-intensive portfolios of projects that span airside, terminal, landside, technology, sustainability, and regulatory initiatives. These programs often involve multiple funding sources, extensive stakeholder coordination, and significant operational constraints. While many airports are exploring the use of Project Management Offices (PMOs) to improve project delivery, there is limited airport-specific guidance on when a PMO is an effective strategy, what functions it should perform, how it should be structured, or how its costs and benefits should be evaluated. As a result, airports lack practical information to help determine whether a PMO is appropriate for their organization and how it can best support project governance and delivery.

The objective of this research is to develop a practical guide to help airports evaluate the value of establishing a Project Management Office. The guide will provide direction on PMO structures, roles, costs, and benefits, and help airports determine when a PMO is appropriate based on airport size, governance, geography, and mission. It will include a decision framework, implementation guidance, cost-benefit considerations, and tools to support executive decision-making. The guidance should be applicable across airports of different sizes, as well as address differences between airside and landside capital programs and the relationship between project management offices and project delivery methods.]]></description>
      <pubDate>Wed, 02 Sep 2026 17:16:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2772545</guid>
    </item>
    <item>
      <title>AI-Enabled Airport Capital Program Delivery</title>
      <link>https://trid.trb.org/View/2772543</link>
      <description><![CDATA[U.S. airports are undertaking increasingly complex capital programs that require the coordinated delivery of multiple interdependent projects while maintaining continuous airport operations. These programs often face challenges related to fragmented systems, manual and document-driven processes, coordination across multiple stakeholders, and limited integration of cost, schedule, documentation, and operational information. Although artificial intelligence (AI) has the potential to improve efficiency and decision-making, airports currently lack practical, implementation-ready guidance for applying AI across the full capital program delivery lifecycle, including planning, design, construction, and integration with ongoing airport operations.

The objective of this research is to develop practical, implementation-focused guidance for applying AI to airport capital program delivery. The research will produce frameworks, use cases, and implementation pathways to help airports improve coordination, project documentation, and integrated decision-making across capital programs while supporting scalable, vendor-neutral AI adoption within existing program information management and digital delivery systems. Research products may include an AI implementation guidebook, program-level coordination and document management frameworks, scenario-based implementation playbooks, an AI use case library, and guidance for transitioning AI applications from pilot projects to broader capital program implementation. The research should also address quality assurance considerations associated with AI-generated information.]]></description>
      <pubDate>Wed, 02 Sep 2026 17:24:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2772543</guid>
    </item>
    <item>
      <title>KYTC's Digital Project Delivery Initiative</title>
      <link>https://trid.trb.org/View/2768408</link>
      <description><![CDATA[The Kentucky Transportation Cabinet (KYTC) Digital Project Delivery (DPD) Initiative is shifting the agency toward widespread use of electronic engineering data (EED) generated during design. Leveraging EED throughout asset life cycles requires KYTC to closely attend to data collection and quality management practices, which themselves are undergoing rapid changes as computational technologies grow more sophisticated. Because programmatic change is not possible without training support associated with software testing and adoption, this project will build on DPD-related work completed over the last five years to innovate in the areas of agency work-flows and data exchanges.]]></description>
      <pubDate>Wed, 26 Aug 2026 17:04:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768408</guid>
    </item>
    <item>
      <title>Strengthening Cross-Disciplinary Collaboration Throughout Project Development and Delivery</title>
      <link>https://trid.trb.org/View/2768407</link>
      <description><![CDATA[Project development/design and construction activities at the Kentucky Transportation Cabinet (KYTC) tend to be siloed. During project design and development, and construction personnel have few if any opportunities to provide input. And once construction begins, project managers and designers have little involvement. The lack of sustained engagement has multiple consequences. Contract plans prepared without construction input can be difficult to build in the field. Similarly, if designers and project managers proceed without early feedback from construction subject matter experts and do not participate during the construction phase, they will not gain knowledge of how to minimize or mitigate constructibility issues that contractors sometimes confront on project sites. They will also have little role in finalizing as-built plans, which are integral to guiding future maintenance and construction efforts. The absence of cross-disciplinary collaboration throughout project development and delivery also undercuts quality management and can leave key risks undetected (e.g., complex traffic control scenarios, construction spanning multiple seasons), and thus unaddressed and un-mitigated. Resolving these challenges requires putting into place integrated workflows that foster cross-disciplinary dialogue and reciprocity throughout the project life cycle.]]></description>
      <pubDate>Wed, 26 Aug 2026 17:04:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2768407</guid>
    </item>
    <item>
      <title>Analysis of the Effectiveness of Construction Management Plans</title>
      <link>https://trid.trb.org/View/2742734</link>
      <description><![CDATA[This study aimed to assess the effectiveness of Construction Management Plans (CMPs). To achieve this goal, data from Texas Department of Transportation (TxDOT) highway projects was collected and analyzed. The analyses employed descriptive statistics, correlation analysis, hypothesis testing, and exploratory factor analysis to identify significant relationships between project characteristics, CMP components, change orders, and project performance indicators. The results indicated that CMP projects are generally larger and more complex than non-CMP projects. CMPs were considered effective since the number of change orders and the project cost variation due to change orders was lower in the period after CMP implementation. Correlations between conflict clearance delays and change orders on CMP projects suggested opportunities for improvement and the need for more proactive conflict clearance management. These findings confirm that CMPs serve as an effective tool for project conflict management and provide data-driven insights for improving project delivery practices in TxDOT.]]></description>
      <pubDate>Mon, 24 Aug 2026 08:45:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742734</guid>
    </item>
    <item>
      <title>Identify Bridge Design Guidelines for Wildlife Crossings</title>
      <link>https://trid.trb.org/View/2736739</link>
      <description><![CDATA[Annual vehicle miles driven in the United States doubled, from 1.6 trillion to 3.2 trillion in the 40 years between 1983 and 2023. Unfortunately, one side effect of the increase in vehicle miles driven has been the prevalence of Animal-Vehicle Collisions (AVCs). As early as 1975, efforts began in some Western states to create safe animal passages such as the wildlife overpass over I-15 in Beaver, Utah. Wildlife passages increased in popularity from the 1970s through the 1990s, but they were mainly being designed and constructed in the Western United States. Today, there is increasing and broader interest in safe wildlife passages across the United States with major coalitions forming in different areas to promote the adoption of wildlife passages for both animal and human safety. This study examines what other Midwestern states are doing regarding designing animal passages into new and reconstruction bridge projects. In this area, Indiana is a leader in making accommodations for small wildlife passages as states such as Michigan and Tennessee have not yet incorporated wildlife crossing into their bridge design process. Ohio has integrated input from their Department of Natural Resources (DNR) into its bridge design process, but it is not frequently used and the input is essentially only suggestion rather than requirement. This study also examines the root cause of delays and increased costs on some Indiana Department of Transportation (INDOT) bridge designs related to rework caused by not having timely input from DNR regarding wildlife crossings. This study has identified two key recommendations where making minor changes in INDOT’s New Project Development Process could ensure the timely flow of information to and from DNR to prevent late changes in bridge projects.]]></description>
      <pubDate>Fri, 14 Aug 2026 15:04:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736739</guid>
    </item>
    <item>
      <title>Evaluation of the Planning and Environment Linkages Program</title>
      <link>https://trid.trb.org/View/2742780</link>
      <description><![CDATA[SAFETEA-LU (Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users) first authorized the Planning and Environmental Linkages (PEL) process. The Federal Highway Administration (FHWA) has promoted PEL studies to achieve several benefits, including the sought-after means to accelerate project delivery in addition to using planning information in the environmental review process, i.e., National Environmental Policy Act (NEPA) decisions. This document, CRP Web-Only Document 2, produced by the Transportation Research Board (TRB) on behalf of the Federal Highway Administration (FHWA), explores the effects of PEL studies with regard to efficiency, implementation, effectiveness, and cost-effectiveness. The report suggests that the PEL program is not universally utilized by transportation agencies, and where it is utilized, agencies take advantage of the flexibility afforded by the PEL authorities. The research shows qualitative and quantitative benefits to implementing a PEL program and studies for complex projects and corridor studies. However, barriers still exist within many transportation agencies where benefits have not been realized to date.]]></description>
      <pubDate>Tue, 11 Aug 2026 16:57:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742780</guid>
    </item>
    <item>
      <title>Technical and Regulatory Compliances in State Highway Projects: A Review with Reference to
Rajasthan Highway Development Projects</title>
      <link>https://trid.trb.org/View/2727680</link>
      <description><![CDATA[Highway infrastructure is a critical driver of socio-economic development, regional integration and logistics efficiency. While engineering design and construction quality remain the primary determinants of highway performance, successful project delivery increasingly depends upon systematic compliance with technical standards, statutory requirements, environmental safeguards, social obligations and institutional governance. Modern State Highway projects should therefore be evaluated not solely on engineering parameters but also on sustainability, climate resilience, road safety, stakeholder participation and life-cycle asset management. This review presents the technical and regulatory framework governing State Highway projects with particular reference to Rajasthan, where externally aided State Highway development programmes are being implemented through the Rajasthan State Highways Authority (RSHA) with World Bank assistance. The study analyses the interaction between Indian Roads Congress (IRC) standards, Ministry of Road Transport and Highways (MoRTH) specifications, statutory environmental legislation, the World Bank Environmental and Social Framework (ESF) and the Environmental Management Framework (EMF) adopted for the programme. Building on this review, a structured set of environmental Guidance Notes, a cross-reference between the World Bank Environmental and Social Standards and the Indian regulatory framework, and an expanded State Highway Technical and Regulatory Compliance Index (SH-TRCI) supported by sub-indicators are proposed. The review concludes that structured, life-cycle compliance systems can substantially reduce delays, disputes, environmental risks and maintenance liabilities while improving sustainability and public confidence.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727680</guid>
    </item>
    <item>
      <title>A Governance-Oriented Framework for Prioritizing Construction-Phase Risks in Cross-National High-Speed Railway Delivery: Evidence from the Thai-Chinese HSR Project</title>
      <link>https://trid.trb.org/View/2725172</link>
      <description><![CDATA[The Thai–Chinese high-speed railway (HSR) project is a large-scale cross-national transport infrastructure project involving complex stakeholder coordination, contractual arrangements, and construction-stage governance. This study develops a dual-ranking framework that combines structural equation modeling (SEM)-derived structural salience with risk exposure to prioritize construction-stage risks. A risk list was developed through literature review, expert consultation, and IOC assessment, and 584 valid questionnaires were collected from Chinese and Thai practitioners involved in Thailand’s HSR projects. Principal component analysis was used for exploratory screening, while confirmatory factor analysis and a second-order SEM were used to examine the survey-based risk structure. Risk exposure was measured using the probability–impact method. The results identify five risk dimensions and show that supply disruptions, price fluctuations, import and export restrictions, and inadequate site security are the key priority risks. Geotechnical uncertainty, financial and currency-related risks, partner coordination, partner non-compliance, and force majeure events are structurally salient but underexposed. In contrast, inadequate insurance, delayed payments, design-related problems, site handover uncertainty, and inefficient communication are highly exposed but less structurally salient. The China–Thailand comparison shows that risk exposure varies by stakeholder role: Chinese respondents are more sensitive to cross-border financial and contractual interfaces, while Thai respondents are more sensitive to local implementation, design adaptation, site conditions, and changes in resource prices. The findings suggest that bilateral HSR governance should prioritize cross-border supply chain coordination, import/export facilitation, price and procurement monitoring, site security management, and role-specific risk allocation between Chinese and Thai stakeholders.]]></description>
      <pubDate>Mon, 13 Jul 2026 10:46:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2725172</guid>
    </item>
    <item>
      <title>Practices for Transitioning to Digital Delivery Systems and Workflows</title>
      <link>https://trid.trb.org/View/2724648</link>
      <description><![CDATA[The transportation sector is undergoing a rapid transformation driven by digital technologies that are influencing how infrastructure is planned, designed, delivered, and managed. Across the United States, state departments of transportation (DOTs) have reported increasing interest in the potential of digital delivery, which is the exchange and use of digital information in standardized, accessible formats, to improve efficiency, reduce costs, and enhance lifecycle asset management. This shift is motivated by the need to overcome longstanding challenges associated with fragmented workflows, costly change orders, and inefficiencies tied to traditional processes and practices. This report, NCHRP Synthesis 664, documents state DOT practices for adopting and implementing digital delivery. Practices identified by the synthesis cover issues such as the status and maturity of digital delivery transitions, policy changes supporting implementation, documentation practices, organizational structures and champions, IT infrastructure, training, transition communications, data governance, and assessment. The report is organized as follows: chapter 2 is a review of existing literature on transitioning to digital delivery; chapter 3 summarizes survey results; chapter 4 provides five case examples of digital delivery transitions; chapter 5 summarizes findings from previous chapters and identifies the gaps in knowledge that could be addressed through future research.]]></description>
      <pubDate>Mon, 06 Jul 2026 16:28:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724648</guid>
    </item>
    <item>
      <title>A Programmatic Approach for the Delivery of Public Transport Policy in Ireland</title>
      <link>https://trid.trb.org/View/2671079</link>
      <description><![CDATA[Moving from plan to action seems a trivial affair. However, when vast resources are mobilised to deliver the transformation to sustainable mobility this is not so trivial. The Government of the Republic of Ireland is currently investing around €165 billion for infrastructure development over the next 10 years, with more than 20 percent allocated to the transport sector. Key policies provide the ambition and direction for such mobilisation: the National Sustainable Mobility policy (NSMP) and the National Investment Framework for Transport in Ireland (NIFTI). In addition the Infrastructure Guidelines (IG) provides the rules of approvals in the public sector to ensure value for money. From all this, a number of programmes and projects to deliver such policies emerged, such as BusConnects, Metrolink, DART+, and Active Travel programme to name a few. This paper delves into the literature of project management and institutional economics, and presents the case study of the National Transport Authority in Ireland to assess determinants affecting the degree of effectiveness in its delivery. Using an adapted PESTEL analysis, we conducted interviews to selected experts to determine the likelihood of such determinants. Lessons learned offer insights to policy makers and managers of public transport programmes elsewhere.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671079</guid>
    </item>
    <item>
      <title>SPR 781 Optimizing SCDOT’s Permitting, Mitigation, and Compliance Systems to Improve Project Delivery</title>
      <link>https://trid.trb.org/View/2719301</link>
      <description><![CDATA[The overarching goal of Phase III is to optimize South Carolina Department of Transportation's (SCDOT’s) permitting, mitigation, and compliance
systems by leveraging emerging technologies. The objectives are to (1) maintain the existing
applications and enhance them through feedback from SCDOT users and consultants, (2) migrate
the geographic information system (GIS) applications to Experience Builder for improved functionality, (3) update the e-permitting
app to align with upcoming regulatory changes, (4) develop standardized templates for permit
drawings, and (5) explore emerging technologies to check the permit drawings and provide
feedback on errors and required changes, predict wetland impacts for future projects, and autogenerate National Environmental Policy Act (NEPA) applications classified as Categorial Exclusions.]]></description>
      <pubDate>Thu, 25 Jun 2026 08:53:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2719301</guid>
    </item>
    <item>
      <title>Infrastructure (in)Justice: a multi-scalar framework and review of epistemic, restorative, and reparative justice dimensions</title>
      <link>https://trid.trb.org/View/2701244</link>
      <description><![CDATA[Distributive, recognition, and procedural dimensions of justice in environmental justice frameworks are common starting points for justice-oriented research and practice. Additional dimensions of justice are being applied within mobility and transportation research to account for multi-faceted infrastructure development impacts. Epistemic, restorative, and reparative justice are emerging within several environmental and mobility justice frameworks in the literature and a review of these dimensions is lacking. In this paper, these three dimensions of justice are reviewed from the political philosophy literature. A clarifying distinction is made between restorative and reparative justice, two dimensions often applied interchangeably in research. To better incorporate epistemic, restorative, and reparative justice dimensions into practice and account for their unique and interrelated implications, an analytical Infrastructure (in)Justice (IJ) framework is proposed. The IJ framework further develops the 6 + 1D typology of injustice: Disinvest, Disrespect, Disenfranchise, Dismiss, Distress, and Dispossess. Scale, time, and intersectionality are accompanying frames of reference used to characterise past, present, and future (in)justice. In a time of significant transportation infrastructure investment, comprehensively characterising impacts experienced through transportation project delivery processes creates clearer pathways towards just transportation outcomes.]]></description>
      <pubDate>Thu, 11 Jun 2026 13:20:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701244</guid>
    </item>
    <item>
      <title>Establishing a Unified Data Governance Framework for Reliable Project Prioritization in Transportation Agencies</title>
      <link>https://trid.trb.org/View/2712205</link>
      <description><![CDATA[Project prioritization is a cornerstone of effective transportation planning and investment. However, many state departments of transportation (DOTs) struggle with fragmented data systems, inconsistent data definitions, and unclear data ownership. These challenges result in decision-making that is often delayed, misinformed, or misaligned with strategic goals. The absence of  centralized, authoritative data source leads to duplication of effort, conflicting reports, and a lack of transparency. Moreover, undefined policies around data governance—such as who owns the data, who can access it, and how it should be maintained and secured—further exacerbate inefficiencies.

To address the fragmented data ecosystem that hinders effective decision-making, this research will examine successful strategies from leading transportation agencies, drawing on case studies that highlight the importance of interagency coordination, standardization of data formats, and robust digital delivery workflows. The research will identify scalable solutions to common workflow and workforce challenges, including the need for clear roles and responsibilities in data stewardship, ongoing workforce training, and adoption of compatible software infrastructure. The resulting data governance model and blueprint will be informed by national and international best practices, positioning state DOTs to deliver efficient, transparent, and high-impact transportation investments.

OBJECTIVE: The objective of this research is to develop a unified data governance model and delivery framework that enables transportation agencies to provide timely, accurate, and reliable data for project prioritization.]]></description>
      <pubDate>Wed, 10 Jun 2026 11:26:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712205</guid>
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