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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>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Study of the cruise ship gross tonnage in the preliminary design using metaheuristic algorithms and multivariate analysis</title>
      <link>https://trid.trb.org/View/2689849</link>
      <description><![CDATA[The Gross Tonnage (GT) of a new cruise ship is a key design parameter that affects fuel consumption, carbon intensity indicators, and safety regulations. Previous GT estimations have suffered from notable methodological weaknesses and there is little analysis of the relationship between parameters and GT. To address this, metaheuristic algorithms and multivariate analysis (MVA) are used to provide more accurate formulas and gain insight into the connection between main dimensions and GT. A data set of cruise ship information is collected. A newly developed metaheuristic method, the Horned Lizard Optimization Algorithm (HLOA), is employed to find coefficients of predefined linear and non-linear regression formulas. Additionally, genetic programming (GP) is utilized to generate free-form mathematical models. Four multivariate technologies—correlations, clustering, multidimensional scaling, and Student t-test—are used to uncover the hidden information in the data set. The root mean square error (RMSE) improvements of linear, nonlinear, and free-form models are 2.85%, 13.3%, 20.3%, 44.0%, and 56.7%, respectively. MVA results reveal deeper connections between ship samples, main dimensions, and GT. The findings highlight the potential of metaheuristic algorithms in improving GT estimation and show how multivariate analysis can enhance our understanding of complex cruise ship data.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689849</guid>
    </item>
    <item>
      <title>Calibrating Freight Value-to-Tonnage Conversion Factors for Input–Output–Based Integrated Land Use Transport Models Using an Iterative Feedback Approach</title>
      <link>https://trid.trb.org/View/2714349</link>
      <description><![CDATA[A review of the existing literature reveals a lack of systematic methodologies for estimating and calibrating value-to-tonnage conversion factors (VTTCFs), which are essential for freight demand modeling within integrated land use transportation models based on input–output theories and techniques (IO-based ILUTMs). To address this gap, this study proposes an iterative feedback–based approach for the estimation and calibration of freight VTTCFs. Firstly, a production, exchange, and consumption allocation system (PECAS) model is developed to estimate commodity-specific origin–destination (OD) matrices in monetary units. These economic flows are initially converted into freight OD matrices in physical units (i.e., tonnage) using preliminary VTTCFs (i.e., the median price of imported/exported commodities from the Customs in value/ton). Subsequently, a multimodal transportation model is developed to simulate freight volumes on highway, railway, and waterway networks. An iterative feedback calibration procedure is then proposed and implemented to adjust VTTCFs as well as mode-specific and link-specific alternative specific constants (ASCs), subject to multiple consistency conditions. Specifically, the modeled freight volumes are required to closely match the observed data in terms of (1) total freight volume shipped within the modeling area (ton/day), (2) freight volume shipped by transport mode (ton/day), and (3) freight volume on specific network links (ton/day). In addition, the calibrated VTTCFs are constrained to remain within commodity-specific price ranges statistically defined using the price data of imported/exported goods from the Customs. Case study results indicate that the absolute percentage error (APE) of the estimated total freight volume shipped in tonnage of the entire modeled area is 3.33%. The corresponding APEs for highway, railway, and waterway modes are 3.59%, 1.44%, and 0.47%, respectively. At the link level, the mean absolute percentage errors (MAPEs) for highway, railway, and waterway segments with observed data are 6.88%, 16.19%, and 10.68%, respectively. These results demonstrate that the proposed approach can effectively reconcile discrepancies between the estimated economic flows in the monetary units from the land-use module and the observed freight flows in tonnage from a corresponding multimodal transportation module of an IO-based ILUTM. Accordingly, this study offers a practical and systematic tool for estimating/calibrating freight VTTCFs for IO-based ILUTMs.]]></description>
      <pubDate>Tue, 16 Jun 2026 11:38:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714349</guid>
    </item>
    <item>
      <title>Investigating Resiliency of Transportation Network under Targeted and Potential Climate Change Disruptions</title>
      <link>https://trid.trb.org/View/2598705</link>
      <description><![CDATA[Ensuring robustness and resilience in intermodal transportation systems is essential for the continuity and reliability of global logistics. These systems are vulnerable to various disruptions, including natural disasters and technical failures. Despite significant research on freight transportation resilience, investigating the robustness of the system after targeted and climate-change-driven disruption remains a crucial challenge. Drawing on network science methodologies, this study models the interdependencies within the rail and water transport networks and simulates different disruption scenarios to evaluate system responses. We use the data from the U.S. Department of Energy Volpe Center for network topology and tonnage projections. The proposed framework quantifies deliberate, stochastic, and climate-driven infrastructure failure, using higher resolution downscaled multiple Earth System Models’ simulations from Coupled Model Intercomparison Project Phase version 6. We show that the disruptions of a few nodes could have a larger impact on the total tonnage of freight transport than on network topology. For example, the removal of targeted 20 nodes can bring the total tonnage carrying capacity to 30% with about 75% of the rail freight network intact. This research advances the theoretical understanding of transportation resilience and provides practical applications for infrastructure managers and policymakers. By implementing these strategies, stakeholders and policymakers can better prepare for and respond to unexpected disruptions, ensuring sustained operational efficiency in transportation networks.]]></description>
      <pubDate>Mon, 15 Sep 2025 16:31:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598705</guid>
    </item>
    <item>
      <title>New Spatial Analysis and Hybrid Heuristics Enhance Truck Freight Tonnage Estimation Based on Weigh-in-Motion Data</title>
      <link>https://trid.trb.org/View/2487900</link>
      <description><![CDATA[This paper presents a novel and practical methodology for freight tonnage estimation by leveraging two complementary datasets: Telemetric Traffic Monitoring Sites (TTMS) data and Weigh-In-Motion (WIM) systems. To estimate freight tonnage statewide and potentially nationwide with limited truck weigh-in-motion stations, the authors have proposed a multi-objective location-allocation model that associated TTMSs with WIM stations based on similar attributes. Additionally, they have developed a fuzzy k-prototype clustering-based non-dominated sorting genetic algorithm - simulated annealing algorithm (FKC-NSGASA) to solve the multi-objective location-allocation problem, enabling accurate estimation of truck volumes. To address the over-counting problem, they introduced a truck volume elimination method. Finally, they have aggregated annual truck tonnage using the truck volume data and the average tonnage of WIM stations. The proposed methodologies are validated using WIM data from 2012 and 2017 in Florida. The results demonstrate that their approach achieves higher estimation accuracy, showcasing its potential for accurately estimating statewide freight tonnage. Furthermore, the developed estimation framework and algorithm offer an effective and computationally efficient method for statewide freight traffic evaluation.]]></description>
      <pubDate>Fri, 25 Apr 2025 16:13:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487900</guid>
    </item>
    <item>
      <title>Prediction of Highway Truck Conveyance Configuration under Over-Limit Prohibition and Conveyance Equilibrium</title>
      <link>https://trid.trb.org/View/2283286</link>
      <description><![CDATA[Aiming at the shortage of prevailing prediction methods about highway truck conveyance configuration in over-limit freight research that transferring the goods attributed to over-limit portion to another fully loaded truck of the same configuration and developing the truck traffic volume synchronously, a new way to get accumulated probability function of truck power tonnage in basal year by highway truck classified by wheel and axle type load mass spectrum investigation was presented. Logit models were used to forecast overall highway freight diversion and single cargo tonnage diversion when the weight rules and strict of enforcement intensity of overload were changed in scheme year. Assumption that the probability distribution of single truck loadage should be consistent with the probability distribution of single goods freighted, the model describes the truck conveyance configuration in the future under strict over-limit prohibition. The model was used and tested in Highway Over-limit Research Project in Anhui by World Bank.]]></description>
      <pubDate>Fri, 18 Oct 2024 14:12:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2283286</guid>
    </item>
    <item>
      <title>A rail corrugation index to characterize noise impacts and grinding effectiveness on rail transit systems</title>
      <link>https://trid.trb.org/View/2371170</link>
      <description><![CDATA[Despite general agreement that rail corrugation generates unwanted noise, there is a need to quantify the relationship between rail corrugation and noise and to leverage this relationship within preventive rail grinding programs. This paper develops a novel rail corrugation index (RCI) and demonstrates the suitability of that index to characterize the relationship between corrugation and noise, to assess grind effectiveness, and to predict noise as a function of rail corrugation. Using a time-series data set collected at a North American rail transit property, the proposed RCI illustrated corrugation growth as a function of accumulated tonnage and an expected reduction of corrugation after grinding. The RCI also correlated well with corresponding wayside noise observations. The evident response behavior and the relationship between rail corrugation and wayside noise gave rise to the assessment of grind effectiveness using the RCI. Further, a modelling effort demonstrated that noise can be predicted using the RCI calculated from only one rail (left or right) on a tangent section. This result suggests that there may also be an opportunity to predict corrugation using noise data, thus limiting the need for track downtime required to measure corrugation.]]></description>
      <pubDate>Thu, 23 May 2024 11:20:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2371170</guid>
    </item>
    <item>
      <title>Analysis of Vessel Tonnage Structures and Growth Trends among Mainland China, Hong Kong, Taiwan and Singapore</title>
      <link>https://trid.trb.org/View/2281621</link>
      <description><![CDATA[In shipping market, freight rates and charter hires are determined by interaction between vessel tonnage supply and cargo source demand. This paper used data of the last ten years public by UNCTAD to analyze vessel tonnage structures of Mainland China, Hong Kong, Taiwan and Singapore (also known as Four Chinese Forces, FCFs) in details. Grey GM(1,1), model of Grey theory was used with respect to the supply side to compare the growth trends of vessel tonnage structures of Four Chinese Forces with the rest of the world. The results show that in vessel tonnage structures Mainland China and Taiwan are consistent with the world trend in which national flag vessels are reduced, while foreign flag vessels are on the rise. In the next three years, vessel tonnages of Mainland China and Hong Kong are expected to increase rapidly, whereas much slower growth is expected in Taiwan; on the other hand, a slight decrease is forecasted for Singapore.]]></description>
      <pubDate>Mon, 11 Mar 2024 14:07:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2281621</guid>
    </item>
    <item>
      <title>A supervised statistical learning approach to the preliminary design of cruise ship Gross Tonnage</title>
      <link>https://trid.trb.org/View/2320758</link>
      <description><![CDATA[This work demonstrates how supervised statistical learning methods can be applied to analyse the main characteristics of cruise ships and to settle out a practical formula to support naval architects in the preliminary design of cruise ship Gross Tonnage (GT), which is known to be a conventional measurement of the carrying capacity of the vessel. This application is motivated by the current growing need for optimizing the number and the comfort of onboard passengers. By means of a data set collecting open information on 54 cruise ships delivered after 2000 and still in service, the attained formula has shown excellent performance also with respect to those competitors that do not need information usually unavailable in the preliminary design, such as luxury cabin volume, dead weight, and construction height. The proposed formula may definitely represent a useful up-to-date practical tool to support designers, shipyards, ship owners, and operators that is prone to be generalized with a new data set in the future and stimulate the maritime community to leverage statistical learning approaches to turn data information into value.]]></description>
      <pubDate>Wed, 17 Jan 2024 16:54:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2320758</guid>
    </item>
    <item>
      <title>An Iterative Method for Calibrating Freight Value-per-Ton Conversion Factors of Integrated Land Use Transport Models Based on Multi-Source Data</title>
      <link>https://trid.trb.org/View/2317332</link>
      <description><![CDATA[Literature review shows there is no systematic methodology for calibrating freight value-per-ton conversion factors (VCFs) and alternative specific constants (ASCs) term of the generalized cost function in the integrated land use transport models (ILUTMs). In this study, firstly, PECAS (production, exchange and consumption allocation system) model is developed to estimate the economic matrices between origin and destination (OD) zones by types of goods. Secondly, an iterative calibration method is proposed to calibrate freight VCFs and ASCs term of the generalized cost function based on three kinds of observed data, namely freight volume in total, freight volume by mode and freight volume by link. Specifically, the economic OD matrices (in Chinese Yuan) are converted into freight OD matrices (in tonnage) by initial VCFs. Then, a freight assignment model is developed based on the freight OD matrices to estimate freight volume in the multimodal transportation network. VCFs and ASCs of mode-specific and link-specific are adjusted iteratively based on the proposed calibration method to make the freight assignment model consistent with the three observed data. Study results show the relative error of estimated total freight volume is 3.33%. The relative errors of estimated total freight volume of highway, railway, and waterway are 3.59%, 1.44%, and 0.47%, respectively. The average relative errors of estimated freight volume of highway, railway, and waterway on specific links are 7.39%, 17.87%, and 12.41%, respectively. Thus, the proposed calibration method provides an effective freight VCFs and ASCs term of the generalized cost function in the ILUTMs.]]></description>
      <pubDate>Wed, 03 Jan 2024 17:47:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2317332</guid>
    </item>
    <item>
      <title>A new statistical approach for China road freight transport at a subnational level</title>
      <link>https://trid.trb.org/View/2286447</link>
      <description><![CDATA[Currently, there is a large deviation between official road freight data and real road freight performance at a subnational level in China. In order to deal with this deviation, the new concept of local freight tonnage and ton-kilometers is presented in this paper based on the territoriality principle, where either the origin or the destination of goods transported is local. Also, the statistic procedures and estimation models of the local freight tonnage and ton-kilometers are proposed based on five accessible basic datasets. Finally, an empirical study in Sichuan province of China is conducted. The statistical results show that there is a large amount of local freight transported by local non-commercial trucks and non-local trucks, which is ignored in the existing road freight statistics. Especially, the higher the level of local economic development, the greater the deviation between the official road freight data and the real road freight performance at a subnational level.]]></description>
      <pubDate>Thu, 09 Nov 2023 11:04:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2286447</guid>
    </item>
    <item>
      <title>Proposal and analysis for effective implementation of new measures to reduce the operational carbon intensity of ships</title>
      <link>https://trid.trb.org/View/2189552</link>
      <description><![CDATA[The Carbon Intensity Indicator (CII) requirements for international shipping regulate total annual carbon dioxide emissions (by transport work proxy using the ship's Deadweight Tonnage (DWT) instead of the actual cargo carried). It limits the accurate calculation of operational efficiency and causes an overestimation of the operational energy efficiency of international shipping. Due to lack of research on the International Maritime Organization's (IMO) CII requirements (energy efficiency based on actual cargo), the effects of CII requirements were investigated by contrasting the CII values based on DWT and actual cargo carried from data provided by the European Union Monitoring, Reporting and Verification. Results demonstrated that the CII calculated using actual cargo carried differed from that calculated using DWT by an average of 30%. Thus, future data collection must be based on actual cargo volume to apply IMO CII criteria more precisely, intuitively, and consistently.]]></description>
      <pubDate>Tue, 20 Jun 2023 10:09:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2189552</guid>
    </item>
    <item>
      <title>Probabilistic impact fragility analysis of bridges under Barge collision and local scour</title>
      <link>https://trid.trb.org/View/2134595</link>
      <description><![CDATA[Vessel collision is a common cause of structural failure to bridges crossing navigable waterways. Although numerous efforts focus on the safety evaluation of bridge structures under vessel impact, very few jointly consider a more threatening situation that involves a scoured bridge colliding with a vessel (e.g., a barge). In this work, an impact fragility analysis (IFA) process is proposed to understand a bridge's failure probability under the combined hazards. To achieve high-fidelity modeling of material behavior during the collision process, scaled pier-foundation models subjected to pendulum impacts are experimentally studied. Nonlinear material models and an explicit dynamic simulation procedure are verified, which are further adopted to develop a high-resolution finite-element model for a full-scale three-span bridge. The resulting impact-fragility models conditional upon impact velocities at different scour depths reveal essential insights into the failure modes of the bridge. The findings include that: (1) scour has a minor effect on the probability of slight and moderate damage at various impact velocities; (2) at a high impact velocity (when higher than an impact fragility velocity threshold), scour can significantly increase the probability of major damage and collapse; (3) barge-tonnage has a significant influence on the threshold value reflecting the significant scour effects.]]></description>
      <pubDate>Tue, 21 Mar 2023 09:27:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2134595</guid>
    </item>
    <item>
      <title>An Empirical Study on the Effects of Sea Ice on Ship Tonnage per Centimeter and Cargo Operations</title>
      <link>https://trid.trb.org/View/2014820</link>
      <description><![CDATA[Many ports around the world are threatened by sea ice. Access by merchant ships to these ports is ensured by ice-breaking services. For the sensitivity of calculations of the amount of cargo on vessels carrying out loading and discharging in waters covered with ice, the calculations need to be modified. This study aims to investigate the effects of sea ice in different thicknesses on the calculations of the cargo amounts, especially the effects on the tonnage per centimeter (TPC) values of the vessels. There is a limited number of studies on ice resistance of zero-speed vessels. An experimental study was performed to gauge the impact of ice on vessel draughts on a scale ship model. The scaled TPC weights were applied under two separate loading conditions on the scale model ship. Such processes were repeated for various ice thicknesses. The results indicated that an increase in TPC values was in a linear relationship with ice thickness and was found under both loading conditions. In analyses based on the scale model according to the draft marks, the ice friction created an overloaded case. In the stability booklets, it is assumed that adding the amount of increase in TPC value as a correction would resolve disputes over the amount of loaded cargo and can circumvent overloading cases.]]></description>
      <pubDate>Wed, 05 Oct 2022 16:54:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2014820</guid>
    </item>
    <item>
      <title>2007 Commodity Flow Survey Overview and Methodology</title>
      <link>https://trid.trb.org/View/1878119</link>
      <description><![CDATA[The primary objective of the 2007 Commodity Flow Survey (CFS) was to estimate shipping volumes (value, tons, and ton-miles) by commodity and mode of transportation at various levels of geographic detail. Another objective was to estimate the volume of shipments moving from one geographic area to another (i.e., flows of commodities between states, regions, etc.) by mode and commodity. A detailed description of the survey coverage and sample design of the 2007 CFS is provided in this Methodology document.]]></description>
      <pubDate>Wed, 06 Oct 2021 12:24:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1878119</guid>
    </item>
    <item>
      <title>Examination of the development of the number and use of trucks up to 3.5 tons total weight</title>
      <link>https://trid.trb.org/View/1867773</link>
      <description><![CDATA[In EU Member States, it is still the case that, except where provided for by national law, the rules on access to the occupation of road transport operator do not apply to undertakings engaged in the occupation of road transport operator exclusively by motor vehicles with a maximum permissible laden weight not exceeding 3,5 tonnes or combination vehicle with the specified maximum weight. The European Commission has pointed out for long time that the number of such companies or vehicles operating both nationally and internationally are also growing. In order to avoid possible gaps and to ensure, through common rules, a minimum level of professionalisation in the sector in which vehicles used exclusively for the carriage of goods with a maximum permissible laden weight not exceeding 3,5 tonnes are used, thereby approximating the conditions of competition between all operators. Requirements for access to the profession should become mandatory for operators using motor vehicles or combinations of vehicles intended exclusively for the carriage of goods in international transport, the maximum permissible laden weight of which exceeds 2.5 tonnes but does not exceed 3.5 tonnes. Therefore, the aim of the paper is to examine the development of the number of trucks up to 3.5 tons in the past time in the Slovak Republic and Poland, but also their use in traffic surveys on a selected transport network in the Slovak Republic. The results of the survey show a relatively large share of these vehicles in the statistics of newly registered vehicles as well as a large share in the traffic flow and on the highway between the two countries. Tightening the requirements for access to the profession and introducing the obligation for digital tachographs to control the driver’s driving mode will have implications for logistical planning, especially for long-distance express services.]]></description>
      <pubDate>Fri, 27 Aug 2021 14:59:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1867773</guid>
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