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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>
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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>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>
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    <item>
      <title>Stochastic optimization of shipyard digital transformation portfolios: A hybrid GA–forecasting–Monte Carlo framework</title>
      <link>https://trid.trb.org/View/2710050</link>
      <description><![CDATA[Digital transformation in shipbuilding involves high-stakes investment decisions under deep uncertainty, where deterministic planning approaches fail to capture risk propagation across interdependent technologies. Existing studies typically evaluate technology investments in isolation and treat uncertainty as a post-hoc assessment, limiting their applicability in complex industrial environments.This study introduces a simulation-embedded optimization framework that integrates stochastic risk evaluation into the evolutionary search process, enabling risk-aware, multi-period, dependency-constrained investment planning under uncertainty. The hybrid Genetic Algorithm–Forecasting–Monte Carlo (GA–F–MC) framework incorporates expected cash flows, technological dependencies, and budget constraints within a scenario-based stochastic environment.A real-world case study based on a medium-sized Turkish shipyard demonstrates that the approach achieves an 18.6% increase in expected Net Present Value (NPV) and a 23% reduction in variance compared to a deterministic baseline. Sensitivity analysis identifies an annual investment level of approximately USD 400,000 as an optimal risk–return balance, while Value-at-Risk (VaR) and Conditional Value-at-Risk (CVaR) confirm effective downside risk control.The results reveal a staged capability-building pathway, where foundational technologies enable the deployment of advanced automation systems. The proposed framework provides a transferable and scalable decision-support tool for risk-aware investment planning in complex engineering systems.]]></description>
      <pubDate>Wed, 10 Jun 2026 16:38:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2710050</guid>
    </item>
    <item>
      <title>A value co-creation and relational-based view for financial metrics in third-party logistics</title>
      <link>https://trid.trb.org/View/2593711</link>
      <description><![CDATA[This paper proposes and explains financial measures and value co-creation analytics for logistics costs and relationship performance. The fundamental approach refers to the view of logistics services as value co-creation drivers. The main argument is that measuring value co-creation accomplishments of 3PL could enable developing relational-based financial metrics. In turn, these indicators would represent an additional view for measuring financial performance across the entire supply chain. This proposed framework was developed through applying deductive logic to blend the value co-creation perspective of logistics services and relationship development. Systematic measurement of logistics value requires a description of the financial impact of the co-creation perspective of the service. Relational costs and revenues in a perspective of value co-creation is a novel approach for 3PL to manage its performance within the entire supply chain. The outcome is a proposition to capture how value-co creation can be quantified in financial terms in logistics services.]]></description>
      <pubDate>Tue, 18 Nov 2025 11:04:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593711</guid>
    </item>
    <item>
      <title>Resiliente Energieversorgung von Straßentunneln mit Hilfe regenerativer Energieformen</title>
      <link>https://trid.trb.org/View/2592043</link>
      <description><![CDATA[Von der verstärkten Einbeziehung erneuerbarer Energien wird ein wesentlicher Beitrag zur Dekarbonisierung von Tunneln im Normalbetrieb und zur Aufrechterhaltung der Verfügbarkeit im Ereignisfall bei externem Stromausfall erwartet. Daher sollen Möglichkeiten und Potenziale der Erzeugung und (Zwischen-)Speicherung regenerativer Energien in der Betriebsphase eines Tunnels sowie zur Deckung des Energiebedarfs im Ereignisfall aufgezeigt werden. Diese sollen in einem Merkblattentwurf "Nutzbarkeit von regenerativen Energien zur Deckung des Energiebedarfs im Betriebs- und Ereignisfall" zusammengefasst werden. Das Merkblatt soll Wege zur Bewältigung einer kurz-, mittel- und längerfristig unterbrochenen Energieversorgung unter Beachtung sowohl technischer als auch ökonomischer Aspekte und unter Einbeziehung einer Nutzwertanalyse aufzeigen. Durch die Umsetzung des Merkblatts könnte im Ereignisfall idealerweise die vollständige Verfügbarkeit des Tunnels auf Basis der Versorgung mit regenerativer Energie gesichert werden. ABSTRACT IN ENGLISH: The increased use of renewable energy is expected to make a substantial contribution to the decarbonisation of tunnels during normal operation and to maintaining the availability in the event of an external power failure. Therefore, the possibilities and the potential for generating and (interim) storing of renewable energy during the operational phase of tunnels and in the event of a tunnel incident are to be identified. These are to be summarised in a draft information sheet on “The usability of renewable energies to cover energy requirements in normal operation and in the event of a tunnel incident”. It should outline ways of coping with short-, medium- and long-term interruptions to the energy supply, taking into account both technical and economic aspects and including a utility analysis. By implementing the information sheet, it should be possible to ensure the complete availability of a tunnel based on the supply of renewable energies in the event of an incident.]]></description>
      <pubDate>Mon, 17 Nov 2025 07:53:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592043</guid>
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    <item>
      <title>Value Engineering Enhances Quality and Savings in Florida and Virginia Highway Construction</title>
      <link>https://trid.trb.org/View/2563764</link>
      <description><![CDATA[Value engineering is the practice of engaging an independent, multidisciplinary team of experts to review design and implementation plans of a highway project. The Florida and Virginia Departments of Transportation (FDOT and VDOT) have woven value engineering (VE) reviews into the planning of major highway construction and maintenance projects for at least three decades. Today, both State DOTs have active VE programs to review planned projects. This case study discusses benefits and challenges of incorporating value engineering into FDOT and VDOT projects.]]></description>
      <pubDate>Mon, 23 Jun 2025 08:44:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563764</guid>
    </item>
    <item>
      <title>Dynamic travel behaviour modelling : advances in activity generation and scheduling with dynamic discrete choice models</title>
      <link>https://trid.trb.org/View/2534256</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 04 Apr 2025 15:15:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534256</guid>
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    <item>
      <title>Almost there : examining the travel demand, emissions, and effects associated with a socio-technical transition to automated vehicles in Sweden</title>
      <link>https://trid.trb.org/View/2534202</link>
      <description><![CDATA[Global average temperatures have increased by 1.1 degrees Celsius since pre-industrial times. We know with near certainty that this warming and the associated climate change are caused by increased emissions of anthropogenic greenhouse gases (GHGs), and transportation is a large source of GHG emissions. Automated Vehicles (AVs) are slowly becoming a viable mode of transportation. There remains, however, uncertainty about how their introduction into the transportation system will happen, what effects this introduction could cause on travel distances, GHG emissions, and more broadly on society overall, and how AVs can be governed to avoid negative sustainability impacts and help achieve existing sustainability goals. The papers in this doctoral thesis aim to address these research gaps. Paper 1 uses a travel demand model to assess the consumer surplus impact of AVs, their costs, and the ensuing effects on Vehicle Kilometres Travelled (VKT) and lifecycle emissions. Paper 2 uses mixed methods to examine the driving and restraining forces and pressures that could influence the introduction of AV technology in the City of Gothenburg. Paper 3 studies the societal consequences of AV technology, and policies to control negative potential consequences and stimulate the positive ones. Paper 4 uses a backcasting-inspired approach to first envision a future where AVs are fully deployed and sustainability goals are met and then to examine how that future image could be obtained for some selected technology systems and policies.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:14:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534202</guid>
    </item>
    <item>
      <title>Study on lean production management of new energy vehicle body painting based on the dual perspectives of digital transformation and VSM</title>
      <link>https://trid.trb.org/View/2521910</link>
      <description><![CDATA[The automobile body painting production system exists in the backward management concept of focusing on production and ignoring environmental protection, focusing on traditional technology and unwilling to innovate, etc., high production cost and environmental protection standards, which have had a negative impact on the industry's long-term growth. Based on the value stream mapping (VSM) analysis technology, the current situation of the value stream of the body spraying process of TJ Automobile Manufacturing Company is analyzed, the problem of waste in the production process of automobile body painting system affected by Eliminate Combine Rearrange Simplify (ECRS), a four-step problem-solving technique was studied and analyzed, a new method for the application of value stream graph analysis technology in the digital transformation environment is proposed, and a suitable production improvement scheme for the body painting system is formulated by using the new method, which increases the value-added operation time of the painting production process by 9.5% and reduces the non-value-added operation time by 12.5%. The number of operators was reduced by 18.8%, the value-added ratio was increased accordingly, the scrap rate was reduced by 8%, and the exhaust gas purification rate was increased by 66%, which brought good economic and social benefits to the enterprise and provided a successful case for the application of lean production VSM in the digital transformation environment. The paper extends knowledge in the area of digital transformation and lean production by helping us to establish and explain the relationship between lean production management methods and the promotion of new energy vehicle body coating performance from a dual perspective of digital transformation and VSM. None of the previous studies have considered the combined application of the studied digital transformation and VSM lean management approaches.]]></description>
      <pubDate>Sat, 29 Mar 2025 17:32:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521910</guid>
    </item>
    <item>
      <title>Economic Assessment of the Innovative Potential of Transport Corporation</title>
      <link>https://trid.trb.org/View/2407810</link>
      <description><![CDATA[An integrated indicator of net value added is proposed as the most convenient and understandable measure of the financial and economic component of the innovation potential of a corporation for all stakeholders in economic and legal relationships: shareholders, potential investors and managers. The research is based on methods of induction, deduction and general knowledge. Methods of logical, statistical and correlation analysis are also used. When assessing the innovative potential of a corporation, it is recommended to reduce the information asymmetry for principals and agents by using a modified indicator of economic value added (EVA) - net value added, depending on the number of production structural divisions of a legal entity, capital structure, and the amount of consolidated profit of subsidiaries and associated corporations. The production structural divisions of the corporation contribute to the formation of the net added value of products and increase the consolidated net profit. Due to the synergy effect, the innovative potential of the corporation is formed. To predict the innovative potential of a transport corporation, economic and mathematical modeling is used, which makes it possible to give an objective cost estimate of the financial and economic component for a period of three to five years, while reducing information asymmetry for principals and agents when making strategic management decisions.]]></description>
      <pubDate>Fri, 21 Mar 2025 09:14:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407810</guid>
    </item>
    <item>
      <title>Enhancing Car Seat Cushion Production Performance through Value Engineering: A Case Study</title>
      <link>https://trid.trb.org/View/2506022</link>
      <description><![CDATA[This paper aimed to adopt the Value Engineering philosophy in enhancing the car seat cushion performance that emphasizes quality and productivity improvements. Value Engineering approaches are used to validate the design of car seat cushion to make the product more cost effective in terms of function and quality. Value Engineering methods are identified in the process of improving the design of car seat component cushion. The model of car seat component is developed using Autodesk® Inventor®. The design of the model is then analyzed using Boothroyd Dewhurst Design for Manufacture and Assembly (DFMA) software. Computer-aided engineering (CAE) ANSYS® software will be used in the analysis of displacement and stress. studies. The result shows that the force applied on the seat frame and seat cushion is set at 1177.2 N (120 kg). Maximum Von Mises Stresses for seat cushion and seat frame are 0.02337 MPa and 13.7 MPa. Maximum displacements for seat cushion and seat frame are 0.4026 mm and 0.006119 mm. FMEA was conducted on the model of car seat components to predict the possible failure and effect on the model. Hence, this paper provides valuable insight on potential car seat cushion improvement through Value Engineering approach.]]></description>
      <pubDate>Fri, 14 Mar 2025 09:34:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2506022</guid>
    </item>
    <item>
      <title>CDOT 2D Quick Checks Statewide Initiative</title>
      <link>https://trid.trb.org/View/2505756</link>
      <description><![CDATA[The 2D Quick Check Statewide Initiative created a process where the Colorado Department of Transportation (CDOT) design projects are value engineered to improve safety, enhance efficiency, and reduce material costs early in the project delivery workflow. CDOT partnered with six consultants to develop 46 2D “Quick Check” (2dQC) models in 2021. Over the 46 2dQCs,$22.4 million in construction cost savings and resiliency benefits was identified. Another 108 design and safety innovations were discovered and documented. The success of the 2dQC initiative initiated a Phase 2 and Phase 3, so by 2024 there is a 2dQC program in place to reduce total project costs and streamline project delivery statewide.  Implementation (Optional)   The implantation of 2D Quick Checks involves (1) identifying a project-specific need or challenge, (2) collecting background information, (3) building a 2dQC model, and (4) sharing out results and alternatives to guide project decisions. Best practices, resources, and lessons learned were captured through the research initiative to help with these steps and are discussed in the body of the report. Through the initiative, a training curriculum was also developed to train internal and external partners on the 2dQC process and give others the knowledge and resources to implement 2dQCs statewide. The training course will continue to be offered through the next phases to ensure the success of this program continues and evolves over time.]]></description>
      <pubDate>Thu, 06 Feb 2025 10:49:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2505756</guid>
    </item>
    <item>
      <title>A Modular Simulation Testbed for Logistics and Urban Planning in Tourism</title>
      <link>https://trid.trb.org/View/2487375</link>
      <description><![CDATA[This paper introduces a modular simulation testbed developed for decision support in logistics and urban planning within the tourism sector, specifically applied to Sanliurfa, Turkey, as part of the GeostaloVR project. The testbed integrates tourism value chains, urban development processes, and mobility flows to facilitate scenario testing and evaluation. By incorporating real-world data, the simulation framework enables the analysis of key performance indicators for sustainable urban tourism development. This approach aims to advance the application of modeling techniques to address complex challenges in urban tourism in order to provide valuable insights for stakeholders involved in urban and logistics planning.]]></description>
      <pubDate>Mon, 27 Jan 2025 08:55:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487375</guid>
    </item>
    <item>
      <title>A novel shipyard performance measurement approach through an integrated Value Engineering and Risk Assessment (VENRA) framework using a hybrid MCDM tool</title>
      <link>https://trid.trb.org/View/2444835</link>
      <description><![CDATA[As the ship manufacturer, including new building, repair, and conversion, the shipyard significantly impacts the ship’s quality and performance output. A well-planned ship design that will be built requires skilled shipbuilders who can fulfil quality, timeline, budget, safety, and environmental requirements from shipowners, rules, and regulations. Since diverse and multiple factors influence its efficiency and product output, evaluating the shipyard’s performance is critical for a more impactful and strategic advancement approach. This research aims to apply the novel integrated Value Engineering and Risk Assessment (VENRA) framework, which integrates five main elements: technical, business, external, personnel’s safety, and environment, for measuring shipyard performance. This paper demonstrates the VENRA business element in more detail and applies it to a shipyard case study. Integrated fuzzy Decision Making Trial and Evaluation Laboratory (DEMATEL) and Weighted Evaluation Technique (WET) are used to analyse the criteria’s interrelationship by determining the cause-effect group and weight ranking prioritisation. The objective grading system is developed to determine the shipyard’s performance score based on multi-resource qualitative and quantitative data. The shipyard’s case study demonstrates that ‘delivery time’ remains the most critical and influential aspect of the business elements’ performance. In addition, the top three most important factors, ‘delivery time’, ‘financial report condition’, and ‘ship manufacturing cost’, must be taken into account, as they directly influence the shipyard’s performance. Despite being a minor element, ‘innovation and human resources’ is the second most influential factor after ‘delivery time’. The case study’s results demonstrate that the framework can simultaneously identify cause-and-effect criteria groups while prioritising the most critical factors via methodologies.]]></description>
      <pubDate>Tue, 24 Dec 2024 16:44:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2444835</guid>
    </item>
    <item>
      <title>Uplift Resistance of Driven H-Pile in Hackensack Meadow Varved Clay</title>
      <link>https://trid.trb.org/View/2452754</link>
      <description><![CDATA[Value Engineering (VE) was completed to replace 9- to 10-ft diameter mono-shaft foundations, with driven end-bearing H-piles, to provide a greater value, cost-saving solution in soft varved clay at the Hackensack Meadow along NJDOT Route 7. This was part of Contract 4 of the Wittpenn Bridge replacement project. The challenging subsurface conditions included a 70-ft-deep deposit of soft highly compressible varved clay, underlain by a 50-ft deposit of glacial fluvial sandy soil, deeper glacial till, and siltstone bedrock. In the VE evaluation, there was a concern about the uplift resistance of the driven piles in the massive varved clay layer. To enhance confidence in the nominal uplift resistance, it was determined that static load tests were necessary to complement the pile dynamic analysis (PDA), using signal-matching results for the driven pile. Test results indicated small side resistance for the driven H-pile in the Hackensack varved clay. When choosing the empirical relationships to predict axial resistance, it is essential to consider a significant strength reduction in varved clay. This paper presents design and construction lessons learned to optimize the solution and yield both cost and schedule benefits for the contractor and the owner.]]></description>
      <pubDate>Sat, 30 Nov 2024 11:49:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452754</guid>
    </item>
    <item>
      <title>Start-Up Guide: Performance-Based Practical Design</title>
      <link>https://trid.trb.org/View/2449044</link>
      <description><![CDATA[The current climate of aging transportation infrastructure, budget challenges, changing technologies, and an increased understanding of performance relationships is allowing engineers to move further away from standards to focus on getting the best return on investment. Many transportation agencies see that meeting standards with today’s challenges is unsustainable; thus, they are emphasizing improvement in overall transportation system performance. There are analytical tools available to help evaluate investment decisions and estimate the safety and operational performance of alternative projects and strategies. These tools can be used to assess and prioritize system-wide investments to improve the performance of the transportation system. Using these analysis tools and engaging stakeholders across the spectrum, from initial planning through design, are key elements of Performance-Based Practical Design (PBPD). Many State Departments of Transportation (DOTs) routinely practice elements of PBPD (even though they may not call it that) with the goal to deliver maximum value at lower cost by improving the project development decision-making process. Other States have not yet pursued PBPD, but they are interested in learning more about the fundamentals and how to get started. PBPD is a decision-making approach that helps agencies better manage transportation investments and serve system-level needs and performance priorities with limited resources. This Start-up Guide serves as an introductory primer to assist State and local agencies with developing their own PBPD program. An understanding of what PBPD is, what it is not, and how it differs from other initiatives, is the first step in this process.]]></description>
      <pubDate>Sat, 09 Nov 2024 14:30:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2449044</guid>
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