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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>Challenges and opportunities in Danube freight transport, the importance of the Black Sea connection</title>
      <link>https://trid.trb.org/View/2647797</link>
      <description><![CDATA[The utilisation of the Danube as a waterway has always fallen short of its potential. This is mainly attributable to the geographical characteristics of the river. The Danube’s water flow is uneven, with frequent low water levels in late summer and autumn. Another disadvantage is that it has few navigable tributaries, of which the Rivers Drava, Sava and the Tisza are of such size and flow that navigation is theoretically possible. The development of navigation on the Danube has always been hampered by the fact that it reaches the sea via a delta estuary, and the navigability of the individual branches could only be ensured by regular maintenance.Since the opening of the Danube-Black Sea Canal in 1984, Constanza has been steadily developing and is now the sea gateway to the Danube. In recent years, Constanza has become the largest grain port in Europe, and the traffic on the Danube-Black Sea Canal has steadily increased, reducing the importance of the Danube Delta shipping routes and ports. In the changed geopolitical situation, it was precisely the cooperation between the ports along the estuary, the canal and Constanza, and the increase of the Danube fleet’s transport capacity that became necessary. The management of the problems of Danube navigation was put in a new perspective.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647797</guid>
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      <title>Improving the visibility of waterway events influencing traffic along the Rhine, Main, and Danube</title>
      <link>https://trid.trb.org/View/2594418</link>
      <description><![CDATA[The market share of inland waterway transport (IWT) in Europe has declined to its lowest levels in the past decade, in part due to waterway events that, from an operational perspective, are often linked to inadequate infrastructure and a lack of coordinated efforts to ensure the fulfillment of minimum waterway requirements for efficient navigation. While most research has focused on large-scale disruptions and long-term trends, the effects of smaller-scale daily or hourly events on major inland waterways, despite offering valuable insights into the complex dynamics of IWT operations, remain understudied. This study introduces a novel method for extracting detailed information on fairway conditions and traffic from Notices to Skippers. Using negative binomial regression models across different geographical levels, the authors analyze the effects of both short- and long-term events on IWT traffic, using daily vessel passages at lock systems as a proxy for traffic intensity. Their findings reveal that many critical events in inland waterways are short-lived, typically lasting only one to two days. Moreover, localized events in individual waterway sections can influence the broader network, highlighting the interconnected nature of European IWT systems and the need for comprehensive network-wide transport strategies. They also find that even non-critical water level fluctuations at strategic locations affect traffic intensity in major waterway sections. By integrating high-resolution event data with traffic measures, their framework provides a robust tool for assessing both localized and system-wide impacts on IWT.]]></description>
      <pubDate>Wed, 22 Oct 2025 09:16:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594418</guid>
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      <title>The Unique Waterways of The Arctic and Western Alaska</title>
      <link>https://trid.trb.org/View/2301116</link>
      <description><![CDATA[Intermodal transportation is essential to moving Alaska’s imported and exported goods, which keep the state and local economies thriving. Unforgiving geographical features across the state limit the use of highway and rail systems, making commercial aircraft and vessels the only modes of transportation for cargo. When an aircraft is unavailable, delivering cargo by vessel is the only option, and that comes with its own set of challenges when operating in Alaska. The harsh Arctic weather can impact delivery schedules, making the efficient use and management of resources mandatory. Weather is not the only challenge in Alaska. Once vessels reach their intended waterway, they are sure to encounter uncharted and unmarked channels, daily changes in water depth, and constantly shifting bottom contours. In particular, the water depth changes throughout the year due to melting snow, ice, glacial sediment, and summer rainfall. As climate change opens the Arctic to more commerce, the Coast Guard’s presence in the region needs to grow, with additional focus on the marine safety mission. This includes waterways management with an emphasis on vessel and facility inspections.]]></description>
      <pubDate>Tue, 05 Dec 2023 10:31:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301116</guid>
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      <title>Charleston Harbor Post 45 Deepening: A Success Story through Collaboration</title>
      <link>https://trid.trb.org/View/2023557</link>
      <description><![CDATA[In 2010 the South Carolina Ports Authority (SCPA) and the United States Army Corps of Engineers (USACE) identified a need for widening and deepening the Charleston Harbor waterway network to address transportation inefficiencies of existing Post-Panamax cargo vessels and to prepare to accommodate Neo-Panamax vessels. The ensuing feasibility study, completed in 2015, was the first study to be initiated and completed using the USACE SMART Planning process to deliver the project through feasibility studies, authorization, and funding toward executing the deepening construction. The purpose of this paper is to discuss the challenges realized during the project and to briefly describe the processes used to resolve each. These challenges included the extensive studies undertaken to complete the feasibility study and establish the project scope, maintaining project funding through federal and local sources, coordination with other projects in the harbor and their impact on procurement and execution, and accommodating safety and operational measures for unexploded ordinance and other obstructions in multiple parts of the project area.]]></description>
      <pubDate>Fri, 30 Sep 2022 14:25:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2023557</guid>
    </item>
    <item>
      <title>World Environmental and Water Resources Congress 2020: Hydraulics, Waterways, and Water Distribution Systems Analysis</title>
      <link>https://trid.trb.org/View/1706846</link>
      <description><![CDATA[This collection contains 41 peer-reviewed papers on hydraulics, waterways, and water distribution systems analysis. Topics include: simulation and modeling of water flow; scour around piers and bridges; sedimentation; hydrodynamics; modeling water demand; and design of water distribution systems. These proceedings will be of interest to practitioners and researchers in all areas of water and environmental engineering.]]></description>
      <pubDate>Tue, 26 May 2020 10:22:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1706846</guid>
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    <item>
      <title>Traffic Simulation of Houston Ship Channel for Assessing the Impact of Waterway Closures on Vessel Waiting Time</title>
      <link>https://trid.trb.org/View/1602804</link>
      <description><![CDATA[In this study, a model was developed to simulate waterway operations in the Houston Ship Channel to estimate vessel waiting time during waterway closures and to determine the optimal closure scenarios. The model allows the decision makers to evaluate and to compare different closure scenarios, and select the one with minimum waiting time. Two years’ of vessel traffic data were analyzed to provide the model input parameters, such as vessel arrival rates, demand at each terminal, loading/unloading process times, and travel time to the destination terminal. Multiple daytime and nighttime closure scenarios for a construction project were evaluated based on the simulation model and recommendations were made based on the results. Results were extended to determine the effect of closures on liquefied petroleum gas (LPG) tankers with daylight navigation restriction.]]></description>
      <pubDate>Thu, 27 Jun 2019 14:41:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1602804</guid>
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    <item>
      <title>The Coast Guard’s Waterways Management Program: Past progress, future direction</title>
      <link>https://trid.trb.org/View/1567229</link>
      <description><![CDATA[The purpose of the United States Coast Guard's waterways management program is to provide mariners access to navigable waterways; facilitate effective, efficient movement of commerce to and from intermodal connections; and promote a safe, secure, and environmentally sound marine transportation system as a component of the national transportation system. One of the more powerful tools used to manage waterways is the captain of the port authority, which is vested in the sector commander. This authority ties together the agency’s 11 Homeland Security and non-Homeland Security missions. In order to maintain consistent regulatory oversight of ports and waterways operations, the waterways management program must continue to monitor technological advancements and adopt new technologies and procedures when the service’s existing methods are no longer relevant. To aid in this goal, the Waterways Policy and Activities Division will focus on four areas of effort: program structure; people; leadership; and partnerships. As with any program or mission, the future successes of waterways managers and the program will stem from the policies and strategic objectives of today, based on the progress achieved in the past.]]></description>
      <pubDate>Tue, 20 Nov 2018 10:24:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567229</guid>
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      <title>The U.S. Coast Guard Auxiliary and the COTP: Integration and support of Coast Guard marine safety operations</title>
      <link>https://trid.trb.org/View/1567114</link>
      <description><![CDATA[The United States Coast Guard is relying more on integration of its Auxiliary year after year in order to meet mission requirements, especially those in marine safety. The use of qualified auxiliarists allows the captain of the port to make more effective use of his or her staff. For example, a marine safety team consisting exclusively of active duty personnel can only perform one inspection at a time. By adding two trained, qualified auxiliarists, this allows doubling of capacity without changing the budget or billets. In terms of day-to-day operations, auxiliarists can contribute in seven of the eleven statutory missions (the exceptions are drug interdiction, migrant interdiction, defense readiness, and law enforcement). For incident management, a force of trained Auxiliary personnel with the same day-to-day experience as active duty personnel can back-fill the unit with sufficient qualifications to function at normal staffing levels. Trained auxiliarists also provide a pool of deployable personnel available for the affected area, allowing commanders an effective tool during surge operations and improving continuity of forces. As a volunteer force, the Auxiliary is mostly comprised of older individuals who wish to dedicate their retirement to public service. They bring to the Coast Guard their time and their passion for public service. This provides the Coast Guard with new and sometimes unique solutions to problems.]]></description>
      <pubDate>Tue, 20 Nov 2018 10:24:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567114</guid>
    </item>
    <item>
      <title>Improved Analytical Model for Estimating the Capacity of a Waterway Lock</title>
      <link>https://trid.trb.org/View/1538715</link>
      <description><![CDATA[The many locks built in the development of inland waterborne transport networks in past decades have become major bottlenecks in the China waterway system. Capacity has become one of the most important waterway lock characteristics. However, capacity is difficult to determine because it varies with the operating conditions. Although a traffic simulation is suitable for analyzing lock capacity, a reasonable analytical model may be more feasible and efficient, especially in the planning stage. The typical analytical model loses adaptability when the sizes of navigation locks and freight vessels are not uniform. Moreover, the lock capacity should have enough reserve to meet the peak demand under heavy traffic flow to provide the required level of service. In this article, an improved analytical model for estimating the lock capacity based on the load factor of the chamber area, relationship between the area and tonnage (RAT) of a freight vessel, and daily peak factor with a certain guarantee rate is presented. Three interrelated indicators (i.e., guarantee rate, traffic load, and time delay) are used to measure the lock level of service (LLOS) comprehensively. LLOS criteria and threshold values are proposed for the current conditions in China. Based on field data regarding the Beijing-Hangzhou Grand Canal, Yangtze River, and Xijiang River, the validations show that the improved model is reasonable, feasible, and very useful for an inland waterway network with nonuniform lock and vessel sizes. Additionally, optimal scheduling can be conducted based on the improved model to promote the development of uniform freight vessels in fully loaded operations as much as possible.]]></description>
      <pubDate>Thu, 11 Oct 2018 11:28:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538715</guid>
    </item>
    <item>
      <title>Asynchronous phase-location system</title>
      <link>https://trid.trb.org/View/1506664</link>
      <description><![CDATA[This paper presents concept and implementation of digital phase-location system, designed as a navigational aid for marine applications. The main feature of the proposed system is the ability to work in both synchronous mode, with one master station and set of slave stations synchronised with master, and in asynchronous mode with independent clocking of all stations.]]></description>
      <pubDate>Tue, 29 May 2018 16:03:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506664</guid>
    </item>
    <item>
      <title>Intermodal Freight Transport and Logistics</title>
      <link>https://trid.trb.org/View/1508621</link>
      <description><![CDATA[Advanced management for freight transportation can offer big cost savings and increased efficiency, but  complexity of multimodal transportation throws up many challenges. This book on multimodal operations and logistics concentrates on the practical concerns of equipment, rail operations, waterway operations, highway operations, design of multimodal terminals and ports, and operations research.  Written by specialists in their fields, the book has chapters on economics, transportation law and the environment for context for the basic operations. This is a textbook for transportation postgraduates and a reference source for planners and officials in the private and public sectors involved in multimodal freight planning and administration]]></description>
      <pubDate>Wed, 25 Apr 2018 11:16:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1508621</guid>
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    <item>
      <title>Safety Management Performance Assessment for Maritime Safety Administration (MSA) by Using Generalized Belief Rule Base Methodology</title>
      <link>https://trid.trb.org/View/1286824</link>
      <description><![CDATA[Waterway transportation plays an essential role for economic development. Maritime Safety Administration (MSA) shoulders the responsibility to maintain waterway transportation safety and efficiency and to avoid environmental contamination. This paper focuses on the assessment of MSA performance in term of safety with Belief Rule-base (BRB) methodology. A generalization of traditional BRB theories, which is called G-BRB, is introduced in this paper at first. G-BRB focuses on the fact that experts’ subjective standards on one quantitative attribute may be different. The qualitative data of safety and cost attributes from expert questionnaires is transformed into antecedent belief structure (A-BS), which can well reflect the distinctions among experts’ knowledge. The match degree and activation weight are then proposed to deal with A-BSs to make inference. After that, the proposed method is used to assess the performance of one MSA in China during the year 2007–2011. The factors used for MSA performance assessment are divided into two sub-groups and assessed separately. One group mainly focuses on safety situation and the other group pays attention to cost of maintaining safety. Then the outputs of the two sub-groups are used as the inputs for MSA performance assessment to get final results. After the comparison with experts knowledge (which is believed to be expert opinions of MSA performance), the results show that G-BRB can deal with experts’ different criteria on some factors successfully. The results also show that the proposed method performs well in terms of precision and reliability.]]></description>
      <pubDate>Thu, 26 Jun 2014 09:19:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1286824</guid>
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    <item>
      <title>Arctic Shield 2012: Logistics, statistics, and lessons learned</title>
      <link>https://trid.trb.org/View/1280755</link>
      <description><![CDATA[This article describes an operation undertaken by the U.S. Coast Guard called Arctic Shield 2012.  The operation is a three-fold approach to enhance capabilities assessments, operations, and community outreach with the ultimate goal of increasing the readiness of the U.S. Coast Guard ships and aircraft to operate effectively in the Arctic Region during extreme weather conditions.]]></description>
      <pubDate>Fri, 24 Jan 2014 08:41:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280755</guid>
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    <item>
      <title>The Big Chill: Working to overcome logistical support challenges in the Arctic</title>
      <link>https://trid.trb.org/View/1280696</link>
      <description><![CDATA[Operational challenges exist for the U.S. Coast Guard in its endeavors to enhance its prevention and response efforts in the Arctic region.  It has to increase its law enforcement and search and rescue activities in a region where there has not been much maritime activity.  It has to contend with the quickly increasing growth of offshore drilling, ecotourism, and marine traffic.  In addition, it has to be able to implement emergency responses in brutal weather conditions.  This article discusses the efforts of the U.S. Coast Guard to overcome these challenges.  It specifically describes an operational undertaking  called Arctic Shield 2012, which entails outreach, capability, and operations assessment of the U.S. Coast Guard operations in the Arctic Region.]]></description>
      <pubDate>Fri, 24 Jan 2014 08:41:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280696</guid>
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    <item>
      <title>Corps of Engineers Water Resources Infrastructure: Deterioration, Investment, or Divestment?</title>
      <link>https://trid.trb.org/View/1225743</link>
      <description><![CDATA[Over the past century, the U.S. Army Corps of Engineers has built a vast network of water management infrastructure that includes approximately 700 dams, 14,000 miles of levees, 12,000 miles of river navigation channels and control structures, harbors and ports, and other facilities. Historically, the construction of new infrastructure dominated the Corps' water resources budget and activities. Today, national water needs and priorities increasingly are shifting to operations, maintenance, and rehabilitation of existing infrastructure, much of which has exceeded its design life. However, since the mid-1980s federal funding for new project construction and major rehabilitation has declined steadily. As a result, much of the Corps' water resources infrastructure is deteriorating and wearing out faster than it is being replaced. This report explores the status of operations, maintenance, and rehabilitation of Corps water resources infrastructure, and identifies options for the Corps and the nation in setting maintenance and rehabilitation priorities.]]></description>
      <pubDate>Thu, 20 Dec 2012 17:18:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1225743</guid>
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