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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Environmental impacts of electric and gasoline motorcycles in ride-hailing services: A well-to-wheel life cycle assessment from Indonesia</title>
      <link>https://trid.trb.org/View/2778804</link>
      <description><![CDATA[The transportation sector is a major contributor to greenhouse gas emissions in Indonesia, where motorcycles represent the dominant mode of mobility and app-based motorcycle taxi (ojek online) services have an important mode of urban transport. This study compares the environmental impacts of electric motorcycles and gasoline motorcycles used in app-based ojek online services in Yogyakarta using a Life Cycle Assessment (LCA) approach with a Well-to-Wheel (WTW) system boundary. Life cycle modelling was conducted using SimaPro v9.6 and evaluated with the IMPACT World + method at both midpoint and endpoint levels. The results indicate that during the Well-to-Tank (WTT) phase, the Java-Madura-Bali (Jamali) electricity system generates higher environmental burdens than gasoline supply chains, primarily due to the dominance of fossil-fuel-based power generation. In contrast, produce no tailpipe emissions during the use phase. At the Well-to-Wheel (WTW) level, electric motorcycles reduce greenhouse gas emissions by approximately 35–40% compared to gasoline motorcycles under the current Jamali electricity mix. However, impacts related to human toxicity, particulate matter formation, freshwater eutrophication, and water availability remain strongly influenced by upstream electricity generation. Contribution analysis further reveals that motorcycle electrification redistributes environmental burdens from vehicle operation to electricity generation rather than eliminating them. These findings suggest that the environmental benefits of electric motorcycles in ojek online operations are transition-dependent and governed not only by vehicle technology but also by the characteristics of the electricity system supplying vehicle operation. Consequently, maximizing these benefits requires simultaneous transitions in both the transport and energy sectors.]]></description>
      <pubDate>Mon, 12 Oct 2026 17:12:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2778804</guid>
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    <item>
      <title>CO2-emissions reduction potential of LNG compared with conventional fossil fuels and the influence of port manoeuvres</title>
      <link>https://trid.trb.org/View/2782017</link>
      <description><![CDATA[This study evaluated the CO2-emission reduction potential of liquefied natural gas (LNG) in maritime transport and examined the influence of vessel operational profiles on emissions performance. A roll-on/roll-off passenger case study indicated an estimated 17.07% reduction in CO2 emissions using LNG relative to conventional-fuel use, which was lower than the 25%–30% reduction reported previously. To investigate this discrepancy, eight tanker vessels covering a combined distance of more than 1.77 million nautical miles were analyzed. The results indicated an estimated CO2-emission reduction of ∼ 25% using LNG during long-distance operations, whereas frequent port calls, maneuvering and auxiliary-engine use substantially reduced the estimated emission-reduction benefit. Additionally, annual distance sailed and CO2 emissions were analyzed for each vessel, yielding average emission rates of 0.196 t CO2/mile for coastal vessels and 0.499 t CO2/mile for Suezmax vessels. These findings indicate that operational factors play an important role in decarbonization outcomes and highlight the need to combine fuel-transition policies with operational and port-based measures.]]></description>
      <pubDate>Mon, 12 Oct 2026 17:12:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2782017</guid>
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    <item>
      <title>Guidelines for Developing and Implementing a Sustainable Urban Mobility Plan</title>
      <link>https://trid.trb.org/View/2736228</link>
      <description><![CDATA[The publication of this third edition of the European Guidelines for Developing and Implementing a Sustainable Urban Mobility Plan (SUMP) marks an important milestone in the take-up of a new planning culture in Europe. This update aims at strengthening the comprehensive revision done in 2019 which aimed to integrate the dynamic developments in many areas of urban mobility and some of the rich experience of implementing the concept of Sustainable Urban Mobility Planning since then. Section 1 introduces the SUMP concept to readers who are not necessarily professional planners but want to understand the principles and basic elements. Section 2 is a comprehensive step-by-step description of the SUMP process. Several Annexes complete the Guidelines.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736228</guid>
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    <item>
      <title>Study of Organic Acids Measurement at Cold-Start of Diesel Engine under Low-Temperature Condition</title>
      <link>https://trid.trb.org/View/2736418</link>
      <description><![CDATA[In order to investigate the concentrations of organic acids in diesel exhaust during cold-start under low-temperature conditions, organic acids were directly collected from exhaust gas using a sorbent tube. Organic acids concentrations during engine warm-up were obtained by analyzing eluted samples from sorbent material. Since the desorption efficiencies of organic acids from sorbent tubes depends on the sorbent material, and the stability of the organic acids eluted samples depends on storage conditions, the optimal sorbent material and storage conditions were investigated. The sorbent tube using acrylic ester material with phosphoric acid treatment, combined with freezer storage of the eluted samples, showed the highest performance in terms of desorption efficiencies and the storage stability.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736418</guid>
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    <item>
      <title>Applying a logistics cluster typology in spatial planning for circularity: lessons from a Dutch policy lab</title>
      <link>https://trid.trb.org/View/2736465</link>
      <description><![CDATA[The spatial planning of logistics is an emerging topic due to scarcity of land, environmental impacts and the transition to a circular economy. This paper proposes a policy information tool for these issues, including a new logistics cluster typology applied in suitability maps. The validity and applicability of this tool are tested in a Dutch policy lab. The analysis reveals two stakeholder views: one emphasising an informed multilevel dialogue and the other pointing to local freedom of decision making. Applicability can be improved by training, updating and deciding on a clear status of the tool in the policy process.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736465</guid>
    </item>
    <item>
      <title>Laboratory Assessment of Recycled Tire Reinforcement for Granular Subbase Application</title>
      <link>https://trid.trb.org/View/2736551</link>
      <description><![CDATA[The current study explores the effectiveness of recycled tires as a pavement reinforcement material and compares their performance with conventional commercial geocell (CGC) reinforcement. Recycled tire cellular grid (RTCG) and recycled tire cell (RTC) are prepared using waste tires for use as reinforcing materials. Laboratory prototype pavements are constructed and tested under repetitive loading. The load-settlement behavior and surface profiles of the pavements are assessed under repeated loading. A 56.51 % decrease in plastic settlement was observed in the RTC-reinforced section when compared to the unreinforced section, surpassing the 37.76 % reduction achieved by the CGC section and 32.18 % by the RTCG section. The load-settlement response of the RTCG-reinforced pavement section is identical to that of the CGC-reinforced pavement section over 5,000 load cycles and is attributed to the higher aspect ratio of RTCG. The introduction of RTC reinforcement significantly enhances the improvement factor, maintaining a factor of greater than 2 throughout 5,000 loading cycles. The reinforced sections showed reduced subgrade settlement contributions to the base course settlement, with RTC performing better than CGC and RTCG. Recycled tire reinforcements showed lower embodied CO₂ emissions by about 30 % and reduced construction costs by up to 6.8 % to 12.5 % compared to conventional CGC. The study demonstrated that recycled tire cellular reinforcement significantly improves pavement performance by reducing plastic settlement and enhancing load-bearing capacity, offering a viable solution for recycling and reusing a bulk volume of scrap tires in pavement construction.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736551</guid>
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    <item>
      <title>Fracture Characterization of Reclaimed Asphalt Pavement Mixtures under Aging Conditions Based on Semicircular Bending and Digital Image Correlation</title>
      <link>https://trid.trb.org/View/2736550</link>
      <description><![CDATA[The usage of reclaimed asphalt pavement (RAP) in pavement presents a sustainable solution for pollution caused by landfilled construction waste but raises concerns regarding the fracture resistance of RAP-incorporated asphalt pavement. This study evaluates the effects of coarse RAP content (particle size ranges from 10 to 16 mm), thermal oxygen aging, and environmental temperature on the fracture behavior of asphalt mixtures using semicircular bending tests and digital image correlation (DIC). Asphalt mixture specimens with coarse RAP contents ranging from 0 to 100 % were prepared and subjected to thermal oxygen aging conditioning. Results demonstrate that increasing coarse RAP content significantly impairs fracture resistance of asphalt mixture. Fracture energy (Gf) and fracture toughness (KIC) decrease by 47.0 % and 18.6 % for warm mix asphalt mixture (WMA) when the coarse RAP content is raised from 0 to 100 %. The negative influence of thermal oxygen aging on the fracture resistance of asphalt mixture gradually diminishes when the coarse RAP content exceeds 50 %. Warm mix additive notably mitigates the fracture resistance degradation of asphalt mixture by improving asphalt-aggregate interfacial bonding and delaying crack initiation, especially with a high coarse RAP content. The DIC test result reveals that a higher RAP content leads to increased linearity of crack path, lower crack tortuosity, and reduced horizontal deformation capacity in asphalt mixture during the cracking process. When the coarse RAP content is increased from 0 to 100 %, the maximum horizontal strain of the WMA mixture and the hot mix asphalt mixture decreased by 29.1 % and 38.2 %, respectively. The study provides deeper insight into the fracture behavior of RAP mixture, supporting the optimized usage of RAP in sustainable pavement engineering.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736550</guid>
    </item>
    <item>
      <title>Impact of Pavement Roughness on Cost and Emissions: A Network-Level Study in Oregon</title>
      <link>https://trid.trb.org/View/2736546</link>
      <description><![CDATA[This research study aimed to assess the impact of pavement smoothness across the roadway network in Oregon and analyze various scenarios to identify opportunities for reducing financial expenditures and emissions via reductions in overall roadway roughness levels. An analysis of 20 years of Oregon Department of Transportation (ODOT)’s International Roughness Index (IRI) data shows that reducing pavement roughness to 40 in/mi could yield substantial benefits, an estimated $142 million in annual cost savings and a reduction of 423,462 metric tons (MT) of CO₂ emissions per year. Maintaining an IRI of 65 in/mi, even if 40 in/mi is not feasible, yields major benefits, about $45 million in annual savings and a 134,927 MT CO₂e reduction, nearly matching ODOT’s total yearly emissions of 182,592 MT. These benefits are influenced by the adoption of electric vehicles, which could reduce both cost and emissions savings by approximately 4–16 % and 4–10 %, respectively. Within Oregon, focusing maintenance on the highest-traffic roads and maintaining IRI at 40 in/mi could result in annual savings ranging from $49 million to $126 million and emission reductions of 262,082 to 427,829 MT of CO₂, depending on whether 3 %, 6 %, or 12 % of the network is maintained. Overall, the study reflects the massive impact of pavement roughness on the road user costs and the associated emissions considering different scenarios for Oregon road network. The potential savings could be even greater if smoother pavements are combined with the use of sustainable materials in asphalt production.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736546</guid>
    </item>
    <item>
      <title>A blended approach to predict the noise impact by air traffic operations in realistic weather conditions</title>
      <link>https://trid.trb.org/View/2784927</link>
      <description><![CDATA[As part of a more global research effort towards greener aviation, the present study focuses on the noise impact of aircraft operations around major airports. To this end, a blended approach for aircraft noise prediction is developed, which consists of combining a widely used semi-empirical method (Integrated Noise Model, INM) with a physics-based simulation technique (Ray Tracing, RT). More precisely, the INM method is enhanced with a RT-based noise attenuation module, whose role is to restitute the transmission losses entailed by all atmospheric effects onto the acoustic waves propagating from the (aircraft) source to the (ground) observers. This blended computational approach allows simulating the ground noise impact of aircraft operations whilst accounting for the non-trivial propagation effects stemming from realistic (e.g., heterogeneous) atmospheres, all that being performed with a good accuracy and at a reasonable CPU cost. In that regard, the approach proves more accurate than the standard, popular method it stems from (INM), whilst incurring less computational cost than the more advanced technique it partly relies upon (RT). These capacities of the approach are demonstrated through representative aircraft operations around the Hong Kong International Airport; Involving either one or multiple flights along with atmospheres of increasing complexity, these simulations showcase the effectiveness of the here-proposed approach to tackle realistic problems of noise impact by air traffic.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784927</guid>
    </item>
    <item>
      <title>Reducing carbon emission by optimizing container liner fleet deployment and sailing speed</title>
      <link>https://trid.trb.org/View/2787023</link>
      <description><![CDATA[Facing stringent environmental regulations and an aging fleet, container liner shipping companies face mounting pressure to reduce fuel consumption and emissions. This paper optimizes tactical fleet deployment and sailing speed by explicitly incorporating vessel heterogeneity. A mixed integer nonlinear programming model is formulated, and a Velocity-Discretization-Based Dynamic Algorithm is developed to improve computational efficiency. Practical fleet adjustment constraints are further considered to evaluate the achievable benefits under limited vessel redeployment. Numerical experiments based on real-world operational data demonstrate that considering vessel heterogeneity and jointly optimizing deployment and speed can significantly reduce fuel consumption and CO₂ emissions. The proposed algorithm achieves reliable solutions with substantially shorter computational time than the direct solution, providing a practical decision-support tool for sustainable liner shipping operations.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2787023</guid>
    </item>
    <item>
      <title>Dynamic decarbonization pathways for inland shipping under energy system and policy uncertainties</title>
      <link>https://trid.trb.org/View/2787013</link>
      <description><![CDATA[Inland shipping decarbonization requires coordinated changes in fleets, fuels, infrastructure, and policy that static life cycle assessments cannot capture. This study develops a framework coupling Power-to-X pathways, dynamic hybrid life cycle assessment, a fleet digital twin, and multi-objective optimization. Applied to 2,100 weighted representative vessel records in the Yangtze River Delta from 2025 to 2050 under four policy scenarios, the selected integrated policy knee solution reduces diesel from 99.0% to 15.5% of fleet shaft energy demand. Battery electricity becomes the largest low-carbon pathway (30.3%), followed by hydrogen (22.1%), e-methanol (16.4%), and ammonia (15.6%). Cumulative life cycle emissions are 298.8 Mt CO₂-eq, 10.4% below business as usual, while net present resource cost is 166.3 billion 2025 USD. Deep inland shipping decarbonization is feasible but back-loaded and depends on coordinated fleet renewal, infrastructure deployment, and fuel diversification.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2787013</guid>
    </item>
    <item>
      <title>Carbon mitigation potential of metro-based underground urban logistics under operational constraints</title>
      <link>https://trid.trb.org/View/2787001</link>
      <description><![CDATA[Rising urban freight and decarbonization pressures raise an increasingly pressing question: can metros provide green freight mobility without harming passengers? We develop a policy-evaluation framework for metro-based underground logistics (MUL) that integrates multi-task demand forecasting, capacity-constrained freight realization, and emissions accounting under passenger-priority operations. Shanghai's empirical results have showed that freight demand peaks tend to occur outside passenger peaks, while high-volume freight OD flows are less concentrated along major passenger commuting corridors. Under our baseline setting, MUL realizes 66.69% of metro-replaceable demand on weekdays and 92.28% on weekends, with estimated net CO2 reductions of 14.86% and 24.32%, respectively, after accounting for feeder travel, detours, and unrealized demand. The weekend estimate is more sensitive to freight-demand prediction uncertainty. Scenario comparisons identify station-proximate eligibility, direct routing, off-peak operation, and freight capacity allocation as the main operational levers shaping mitigation.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2787001</guid>
    </item>
    <item>
      <title>Environmental impacts of development of railways in a road dominated infrastructure</title>
      <link>https://trid.trb.org/View/2786995</link>
      <description><![CDATA[Railway infrastructure plays a pivotal role in economic development, with well-documented environmental implications. However, emerging global agreements, and environmental policies introduce new dimensions that must be considered. The expansion of Brazil’s railway network has the potential to transform landscapes. This study evaluates the environmental effects of railway expansion, focusing on landcover conversion risk driven by proximity to infrastructure, population density, and agricultural potential. Spatial analysis and Random Forest modelling identified population and proximity to railways as the strongest contributors to landcover conversion risk revealing relevant environmental impacts, with overlap between estimated conversion risk and ecologically sensitive regions, and threatened species. While scenario-specific analyses highlight variations in potential impacts, the primary finding is: railways function as major drivers of landscape transformation, amplifying anthropogenic pressures on natural habitats. These results underscore the urgent need for proactive conservation planning to mitigate ecological impacts and ensure that infrastructure development aligns with global biodiversity goals.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2786995</guid>
    </item>
    <item>
      <title>Multiphase emissions from rubber modified asphalt: phase-partitioning and secondary pollutant formation potential</title>
      <link>https://trid.trb.org/View/2786989</link>
      <description><![CDATA[Rubber modified asphalt (RMA) fumes constitute a critical precursor reservoir for atmospheric pollution, posing significant risks to ecosystems. However, current knowledge remains limited regarding the multiphase emissions in RMA fumes and its environmental impacts of phase-shifting dynamics. The results demonstrate that RMA emissions undergo temperature- and CR content-dependent phase shifting, which in turn drive distinct secondary pollutant formation and inhalation exposure potential. Specifically, we introduced a quantitative phase-shifting index to characterize multiphase partitioning behavior. By integrating emission intensity and phase shifting with ozone formation potential, secondary organic aerosol formation potential (SOAFP), and respiratory deposition potential, we identified a critical transition temperature, which dominant mechanism of SOAFP transitions from gas-phase dominance toward coupled gas–liquid contributions. Correspondingly, the liquid-phase contribution to SOAFP increases to 44–49%. These findings provide new insights into how reshape fume emission, establishing a mechanistic framework to support the sustainable formulation of RMA and development of high-temperature emission control strategies.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2786989</guid>
    </item>
    <item>
      <title>Who is inclined to embrace green options in on-demand mobility?</title>
      <link>https://trid.trb.org/View/2786953</link>
      <description><![CDATA[Shared on-demand mobility can be made more environmentally friendly, but this involves trade-offs in comfort and cost: electric vehicles may require higher fares due to charging time, while walking segments can reduce vehicle-kilometres-travelled at the expense of door-to-door convenience. This study examines travellers’ willingness to choose green shared mobility options using an integrated choice and latent variable model estimated from a discrete choice experiment conducted in Sydney, Australia. Respondents chose among three shared mobility options differing in walking requirements, travel times, emissions, and price, and answered attitudinal questions capturing car safety, pro-walk orientation, time sensitivity, and variety-seeking behaviour. Willingness-to-pay values are computed for five distinct user profiles. Results indicate that (i) users are generally willing to pay to reduce emissions; (ii) personalised options yield greater emission reductions than uniform policies; and (iii) regular public transport users show higher willingness to walk, highlighting potential synergies between on-demand mobility and transit.]]></description>
      <pubDate>Mon, 12 Oct 2026 08:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2786953</guid>
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