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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>
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    <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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      <title>Impacts of the operational phase on the life cycle cost of permeable pavements</title>
      <link>https://trid.trb.org/View/2700672</link>
      <description><![CDATA[Permeable pavements offer a promising strategy for reducing surface runoff and capturing rainwater for non-potable uses in buildings. However, the systematic incorporation of their broader benefits into life cycle based economic assessments remains limited. This study develops a Life Cycle Cost Assessment (LCCA) framework for permeable pavement models that integrates rainwater use in buildings and applies it to a Brazilian case study. Three permeable pavement models (asphalt concrete, cementitious concrete, and concrete paving block) are assessed alongside a conventional impermeable asphalt concrete pavement. The framework encompasses all life cycle phases, from raw material extraction to end-of-life, with particular emphasis on the operational phase, in which benefits are systematically quantified and monetised. Net present value (NPV) and discounted payback period were used as decision-support indicators. The results show that, despite the lowest initial cost, the conventional pavement yields a negative NPV (−R$ 142,189). On the other hand, all permeable models result in positive economic returns. Concrete paving blocks showed the highest initial cost, but still achieved a positive NPV (R$ 51,437) with a longer discounted payback period (10.8 years). Permeable cementitious concrete was the most cost-effective model, showing the highest NPV (R$ 72,780) and the shortest payback time (9.0 years). The findings demonstrate that operational-phase benefits, such as improved stormwater quality, flood mitigation, reduced heat island effects, carbon sequestration, changes in street lighting demand, fuel consumption, and rainwater harvesting, are decisive in offsetting higher initial costs. By explicitly accounting for operational benefits that are typically overlooked, the framework proposed herein broadens the scope of conventional economic analyses and strengthens the basis for informed decision-making in urban infrastructure planning.]]></description>
      <pubDate>Tue, 04 Aug 2026 09:34:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2700672</guid>
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      <title>Water Management As a New Saving Opportunity for Bus Managers: Evidence from the LIFEH2OBUS Project</title>
      <link>https://trid.trb.org/View/2671044</link>
      <description><![CDATA[LIFEH2OBUS, a project within the European Commission’s LIFE program, aims to evaluate water usage in the bus sector during vehicle cleaning. This research is pioneering because water conservation in this field remains largely unexplored, lacking specific standards to prevent unnecessary water consumption. A single bus cleaning session requires around 300 litres of water, occurring four times a week per bus, totalling 43 million cubic meters annually for the European bus fleet. Furthermore, bus washing is energy-intensive, and most garages lack wastewater treatment facilities. LIFEH2OBUS and this paper assess the implementation of three innovative water-saving technologies in bus garages across Europe: water reclamation, water reclamation and harvesting, and waxing. A cost-benefit analysis reveals an impressive 84% reduction in water consumption after one year, saving 37 million litres for the test fleet of 680 buses. Scaling up to 50% of the European transit fleet over five years could save 18 billion litres/year, equivalent to 42% of the transport sector’s water use, reduce energy consumption by 1,159 GWh, and cut 504 ktCO2eq greenhouse gas emissions, saving 151 million Euros. This paper introduces this technological process and demonstrates its substantial water and energy-saving potential in the transport sector, advancing scientific knowledge in this field.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671044</guid>
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    <item>
      <title>Best practice for water management and saving for bus operators</title>
      <link>https://trid.trb.org/View/2571370</link>
      <description><![CDATA[LIFEH2OBUS, part of the European Commission LIFE program, innovatively assesses water consumption in the bus sector during vehicle washing, a neglected aspect in public transport. Unlike emissions and noise, no specific standards regulate water overuse at various governance levels. This study underlines the absence of guidelines for reducing water consumption and the significant impact of traditional bus washing practices, considering that each bus requiring around 300 litres of freshwater, totalling 43 million cubic meters annually for the European bus fleet. The energy-intensive nature of bus washing exacerbates environmental concerns. Moreover, the COVID-19 pandemic emphasised the significance of vehicle cleanliness in enhancing public transit appeal. LIFEH2OBUS implements three water-saving technologies (water reclamation, water reclamation with harvesting, and waxing) in bus garages across Europe, considering diverse climates and washing needs. A groundbreaking cost-benefit analysis, possibly the first for water conservation in bus cleaning, reveals an 84% reduction in average water consumption after one year, saving 37 million liters for the LIFEH2OBUS test fleet of 680 buses. Scaling up to cover 50% of the European transit fleet within five years could save eighteen-billion litres annually, marking a 42% reduction in the transport sector’s total water usage. This achievement also leads to substantial decreases in energy consumption (1,151 GWh) and greenhouse gas emissions (496 ktCO2eq), translating to a cost savings of 150 million Euros. The paper outlines the three technologies, the associated cost-benefit analysis, and their profound impact on water conservation. Ultimately, LIFEH2OBUS aspires to establish a new research field on water management in the transport sector, particularly among bus maintenance operators, contributing to scientific progress.]]></description>
      <pubDate>Thu, 28 Aug 2025 17:16:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571370</guid>
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    <item>
      <title>Light-Colored Ceramic Facing Bricks with Mineral Man-Made Raw Materials</title>
      <link>https://trid.trb.org/View/2407897</link>
      <description><![CDATA[In today’s environment, light-coloured face bricks are the most sought after for the architectural expression of buildings and structures, because by combining dark and light face bricks it is possible to create unique facades. The Cambrian clays typical of the Northwest region are red-burning clays and a light face can be obtained by engobing, two-layer pressing or bulk staining, which is more energy-efficient. The aim of the work is to develop a ceramic charge for light-coloured face bricks with volumetric colouring using mineral man-made waste - ash from wood bark burning and granulated blast furnace slag. Mineral waste was subjected to pre-screening and partial milling. To study the raw materials and obtained samples of ceramic facing bricks used a set of physical and chemical methods of analysis: thermographic, X-ray phase, microscopic and the method of infrared spectroscopy. When using ash from burning wood bark (15%) in the mix, it is possible to obtain ceramic face bricks of grade M125 with improved thermal properties and a light face surface. The use of granulated blast furnace slag as a retarder (10%) and ground slag as a clarifying additive (20%) allows to obtain a beige ceramic brick M150 with lower values of water absorption and thermal conductivity coefficient. The results of physical and mechanical research obtained samples of light-colored face bricks meet the requirements of the Russian State Standard.]]></description>
      <pubDate>Mon, 28 Jul 2025 13:51:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407897</guid>
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    <item>
      <title>Water as a new resource for bus operators</title>
      <link>https://trid.trb.org/View/2493248</link>
      <description><![CDATA[Water consumption for public transport is an uninvestigated issue, yet water is central in environmental policies as it is for energy and pollution. No standards, regular data or policies are available in this field and washing operations are managed at garages according to local practice, with very few cases of water post-treatment. This paper moves from here and presents a scenario assessment where three innovative technologies for saving water are applied at three washing plants, within the European Commission's LIFEH2OBUS project. The technologies are: water reclamation; water reclamation and harvesting; waxing without water. Simulations highlight an 84% reduction in average of water consumption after one year of implementation, i.e. 37 million fresh water saved, for a fleet of 680 buses. By reaching 50% of the European transit fleet in 5 years (342,143 buses), 18 billion liters/year can be saved, corresponding to -42% of the total water used by the transport sector, along with a 1,159 GWh reduction of energy consumption, and 504 ktCO₂eq greenhouse gas emissions less, equating to 151 million Euros saved. The research goal is to give rise to a new study field on water management in the transport sector and contribute to advance scientific knowledge further afield.]]></description>
      <pubDate>Fri, 28 Feb 2025 16:46:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2493248</guid>
    </item>
    <item>
      <title>Save water to generate savings for bus operators: Facts, figures, practice and policy implications</title>
      <link>https://trid.trb.org/View/2481668</link>
      <description><![CDATA[This paper aims to examine the frequently neglected concern of water usage in bus fleet maintenance, especially within the transit sector, which has traditionally prioritized energy and emissions management. The study seeks to assess the prospective savings derived from advanced water management technologies, including rainwater harvesting (RHR) and waxing, as part of the EC-funded LIFEH2OBUS initiative. The study employs a cost-benefit analysis (CBA) to compare business-as-usual (BAU) scenarios with the deployment of these technologies, evaluating their feasibility and efficacy in diminishing water consumption and expenses. Key findings indicate that the use of these technologies may decrease water usage by almost 70 %, resulting in an annual save of nearly 18 million liters for a fleet of 500 buses. Furthermore, the economic assessment reveals that both RHR and waxing technologies offer significant cost-saving potential relative to conventional water management techniques. Waxing, derived from the aviation industry, diminishes the need for frequent washing while providing enduring protection advantages for automobiles. The research indicates that implementing new water management technology can markedly improve the sustainability of bus fleet operations. The results indicate that these technologies ought to be adopted more extensively to realize both ecological and financial advantages. The policy implications highlighted include enhancing societal awareness and safeguarding the environment, revising regulatory frameworks, and promoting a "water culture" among transit operators to facilitate the widespread adoption of sustainable water practices in the transportation sector.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:56:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2481668</guid>
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    <item>
      <title>Several Questions of Highway Influence Assessment on Dongting Lake Ecosystem in China</title>
      <link>https://trid.trb.org/View/2203739</link>
      <description><![CDATA[A large number of research documents and on-the-spot investigation of Dongting Lake in China show that urban action and water conservancy action of highway and separate-approach action of highway affecting migrant bird's habitat are the main actions of influence by highway on Dongting Lake ecosystem. The assessment index system of influence by highway on Dongting Lake ecosystem is set up. The index system consists of classification of highway, urban action of highway and water conservancy action of highway. Some factors of sensitive area on which urban action act by highway and election of the monitoring areas with 3S technology, and it's technique of assessment, the technique of area analysis on which water conservancy action act by highway are studied. Monitoring areas on which water conservancy action act by highway are divided out. The above items are the basis of monitor and assessment about influence by highway on Dongting Lake ecosystem with 3S techniques.]]></description>
      <pubDate>Thu, 25 Jul 2024 17:12:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2203739</guid>
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    <item>
      <title>Handbook of Channel Design for Soil and Water Conservation</title>
      <link>https://trid.trb.org/View/2399862</link>
      <description><![CDATA[The factors to consider in open-channel flow and stability, together with graphical methods for designing conservation channels, are presented in this handbook, The purpose is to furnish technicians of the Soil Conservation Service with the most recent and complete information to aid them in the design of channels to be lined with vegetation. Complete graphical methods are presented that deal with retardance to flow offered by vegetation as a function of the depth and velocity of flow. In addition, as an aid in designing channels where the retardance may be considered constant, e.g., one with a concrete lining, a simple nomographic solution of the Manning formula has been developed. The dimensions of trapezoidal (side slopes 1:1, 1.5:1, 2:1, 2.5:1, 3:1, 4:1, 5:1, and 6:1), triangular, and parabolic channels are determined graphically. The solution for parabolic channels permits the determination of the width for any depth and the approximate side slope at each depth. The appendix contains pertinent experimental results from which the degrees of vegetal retardance were determined and recommendations based. A list of references is included.]]></description>
      <pubDate>Mon, 08 Jul 2024 16:58:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2399862</guid>
    </item>
    <item>
      <title>Water and Environmental Management in the Expansion of the Panama Canal</title>
      <link>https://trid.trb.org/View/2280277</link>
      <description><![CDATA[The Panama Canal provides one of the most important navigation routes and port hubs in the world. It consists of a 77-kilometer (48 mile) ship channel that joins the Pacific and Atlantic Oceans. It has been one of the most difficult engineering projects ever undertaken and has replaced the alternative long and dangerous routes through the Strait of Magellan or Cape Horn at the southernmost tip of South America. The Canal not only services transport activities between eastern and western North America, but also South America, Asia and Europe. Work on the Canal started in 1904, finished in 1913, and was open for traffic on August 15, 1914. In total, close to a million vessels have passed through it to date. It has been named one of the seven modern wonders of the world by the American Society of Civil Engineers. The maximum size of vessel that can use the canal as it stands now, typically has a Dead Weight Tonnage of 65,000-80,000 tons and is known as Panamax. However, today's technology is pushing towards even bigger ships that largely exceed the current maximum capacity and size limits. These vessels are known as Post-Panamax. The Canal has had no other choice but to "reinvent" itself in order to keep up with these new floating high capacity ships, and is doing so essentially by expanding the canal (and related infrastructure) to meet the new demand. The Government of Panama is investing approximately US$ 6 Billion to improve infrastructure in order to accommodate the passage of those vessels. The Canal expansion is currently under way and it is to be finished in 2014 (coinciding with the Canal's 100th anniversary). It consists of a new set of locks on the Pacific and the Atlantic that will allow the larger ships to maneuver much more easily than the existing infrastructure. Each lock will have three chambers that act as reutilization containers. The program also entails the widening and deepening of existing navigational channels, elevation of the Gatun Lake and the deepening of the Culebra (or Gaillard) Cut (the narrowest section in the entire Canal). The project entails massive excavation, filling and related civil works plus the installation of hydraulic and sophisticated electro-mechanical equipment. The new sets of locks are hydraulically driven and have been designed under two main principles: (i) the system should be environmentally sound while using the most efficient water saving technologies, and (ii) it should make the best use of the Canal watershed water supply to avoid building new reservoirs. The Panama Canal Authority (ACP for its acronym in Spanish) has deployed a massive effort to make this project as sustainable and water efficient as possible. Construction contractors are under strict supervision, and the project is moving forward achieving the planned goals as well as sustainability objectives pertaining to construction and operation.]]></description>
      <pubDate>Wed, 27 Dec 2023 15:03:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2280277</guid>
    </item>
    <item>
      <title>Advances in Water Resources and Transportation Engineering: Select Proceedings of TRACE 2020</title>
      <link>https://trid.trb.org/View/1974441</link>
      <description><![CDATA[This book comprises select proceedings of the International Conference on Trends and Recent Advances in Civil Engineering (TRACE 2020). The volume focuses on latest research works carried out in the area of water resources and transportation engineering.  The topics include technological intervention and solution for water security, sustainability in water resources and transportation infrastructure, crop protection, resilience to disaster like flood, hurricane and drought,  traffic congestion, transport planning etc. It aims to address broad spectrum of audience by covering inter-disciplinary innovative research and applications in these areas. It will be useful to graduate students, researchers, scientists, and practitioners working in water resources and transportation engineering domain.]]></description>
      <pubDate>Thu, 30 Jun 2022 09:39:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1974441</guid>
    </item>
    <item>
      <title>Evaluation of Pervious Concrete Pore Network Properties Using Watershed Segmentation Approach</title>
      <link>https://trid.trb.org/View/1638968</link>
      <description><![CDATA[Pervious concrete is widely used as pavement surfaces as means to increase water infiltration for water storage or conservation purposes or to reduce surface runoff (and increase skid resistance) for roadway safety. A proper evaluation of pervious concrete pore network properties is important to ascertain the ability of the material to serve the intended purposes and X-ray computed tomography (CT) scan is one method that allows for the non-destructive evaluation of the pervious concrete specimens. Pore network structures can be derived from X-ray CT scan images through the use of segmentation algorithms. Current image processing-based segmentation algorithms, however, can yield significant errors when deriving pervious concrete pore network properties. This paper describes the use of the watershed segmentation algorithm on X-ray CT scans of pervious concrete pavement mix and evaluate essential pore network properties such as pore volume, flatness, elongation, and shape factor distributions. First, the fundamentals of the watershed segmentation algorithms are described. The paper next presents on the experimental program in testing pervious concrete mix and the use of X-ray CT scans in deriving images of the samples. The watershed algorithm of different elevation functions are then applied to derive the pore network properties and the results are presented. Finally, the advantages of this algorithm over existing image processing techniques are discussed.]]></description>
      <pubDate>Tue, 28 Jan 2020 09:46:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1638968</guid>
    </item>
    <item>
      <title>World Environmental and Water Resources Congress 2019: EWRI History and Heritage Symposium</title>
      <link>https://trid.trb.org/View/1667560</link>
      <description><![CDATA[This collection contains 11 peer-reviewed papers on water resources history and heritage.  Topics include: the history of the Environmental and Water Resources Institute; Pennsylvania historical water engineering landmarks; and international water and environmental history.  This proceedings will be of interest to engineers and historians involved in water engineering history.]]></description>
      <pubDate>Fri, 20 Dec 2019 16:25:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1667560</guid>
    </item>
    <item>
      <title>Chloride diffusion model for concrete in marine environment with considering binding effect</title>
      <link>https://trid.trb.org/View/1595642</link>
      <description><![CDATA[This paper presents a new chloride diffusion model for concrete exposed to marine environment, which considers the effects of different types of chloride binding. The present model has following new features. (1) The bound chlorides are divided into two types. One is reversible, which is related to the physical binding, and the other is irreversible, which is related to the chemical binding. (2) The reversible bound chloride remains its charge and continues to provide its driving force to influence the movement of free chloride ions. (3) The governing equation for the mass conservation of chlorides is established on the framework of representative elementary volume of concrete and thus the diffusion coefficient used in the present model is consistent with the effective diffusion coefficient defined in the steady-state diffusion tests of chloride in concrete.]]></description>
      <pubDate>Thu, 23 May 2019 10:23:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595642</guid>
    </item>
    <item>
      <title>Water Use at Minnesota Rest Areas</title>
      <link>https://trid.trb.org/View/1457069</link>
      <description><![CDATA[The Minnesota Department of Transportation (MnDOT) State Wide Rest Area Program is composed of a coordinated system of public rest areas and waysides, intended to help motorists travel safer. In 1979, MnDOT collected data at rest areas to refine assumptions and improve techniques for design of rest area water supply and sewage treatment designs. They found on average that with water conserving devices people used 2.8 gallons, while non-water-conserving devices used 4.5 gallons. This study evaluated the accuracy of MnDOT design charts and formulas based on people counts and water flows. A total of twelve rest areas were included in the study. Data was collected from Spring 2015 to Fall 2016. Site specific average water use per person ranged from 0.9 gallons to 4.6 gallons. A difference was found between the two building types, interstate and non-interstate, with interstate visitors averaging 2.2 ± 0.5 gallons and non-interstate visitors averaging 1.8 ± 0.7 gallons. The difference between building types was not easily explainable, however it is theorized fewer visitors at non-interstate sites results in less water needed for cleaning or water treatment. The results of this study indicate that the original design values are still valid. However, due to the wide variation of water use per site, maximum water demands and usage trends should be estimated when designing a new septic system to ensure the most appropriate septic system is installed, resulting in the successful treatment of waste water and the fulfillment of expected system lifespans without additional maintenance costs.]]></description>
      <pubDate>Mon, 27 Mar 2017 09:29:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1457069</guid>
    </item>
    <item>
      <title>Research on Agricultural Water-Saving Irrigation Engineering in Shandong Province</title>
      <link>https://trid.trb.org/View/1417403</link>
      <description><![CDATA[Aimed at the problems of aging in agricultural irrigation engineering and low water producing and utilization rate in reservoir area in Shandong province, this paper presents scientific allocation schemes program for water resources. Reasonable agricultural water-saving irrigation engineering model in reservoir area was formed on the basis of research about water-saving engineering application status. The water resources allocation model under multivariate water supply was build according to the principle of maximum water resources benefit. Study on technology and application of canal seepage control project and gravity pipeline water diversion structure were carried out based on Word Bank third phase project named “research on design and application of water-saving irrigation project”. This paper lays a foundation of water-saving irrigation project planning and configuration in reservoir area.]]></description>
      <pubDate>Mon, 29 Aug 2016 11:12:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1417403</guid>
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