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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>NJDOT Complete Streets Assessment</title>
      <link>https://trid.trb.org/View/2563979</link>
      <description><![CDATA[The New Jersey Department of Transportation (NJDOT) engaged Cambridge Systematics to research Complete Streets best practices and assess New Jersey’s existing Complete Streets activities. The Complete Streets concept is comprised of approaches to planning, designing, and operating roadways and rights-of-way with all road users in mind, making the transportation network safer and more efficient. NJDOT is a national leader for promoting and implementing Complete Streets policies. Their policy requires that roadway improvement projects include safe accommodations for all users, including bicyclists, pedestrians, transit riders, and the mobility-impaired, supported by the NJDOT Roadway Design Manual. However, NJDOT finalized the Complete Streets policy in December 2009. Thus, the project involved coordination with internal and external Complete Streets stakeholders to identify notable gaps in the existing Complete Streets policy and update the Complete Streets components. This report starts with the results from a desk scan of best practices for Complete Streets policies and implementation elements, including an online search for national models; a review of relevant NJDOT and partner documents; and virtual interviews with internal NJDOT units, external partners, and a sample of DOTs for insight. The second section compiles the results of the gap analysis of the existing Complete Streets policy and practices for cohesive implementation. The gap analysis led to the recommendations that provided the basis for component updates. The 2009 NJDOT Complete Streets policy was updated to include expansion of the exemption criteria, provision of a wide range of Complete Streets solutions, standardized process to ensure thorough consideration of Complete Streets solutions, and an additional checklist for Limited Scope projects. Additionally, a Complete Streets Implementation Guide - Comprehensive Solutions Handbook was developed to help practitioners with the Complete Streets approach. All the updated components, including the Complete Streets policy, handbook, checklists, training recording, and other relevant resources are housed in an online central repository on NJDOT’s website and will be available to the public once the updated policy has been approved.]]></description>
      <pubDate>Fri, 20 Jun 2025 17:03:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563979</guid>
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    <item>
      <title>Kritikalitätsanalyse für die Bundesverkehrswege als Baustein der Klimawirkungsanalyse</title>
      <link>https://trid.trb.org/View/2519057</link>
      <description><![CDATA[Gesamtziel ist die Bestimmung der Kritikalität von Streckenabschnitten der Bundesverkehrswege des Bestandsnetzes, wobei Kritikalität als "relatives Maß für die Bedeutsamkeit einer Infrastruktur in Bezug auf die Konsequenzen, die eine Störung oder ein Funktionsausfall für die Versorgungssicherheit der Gesellschaft mit wichtigen Gütern und Dienstleistungen" hat, verstanden wird. Die Bestimmung der Kritikalität geschieht vor dem Hintergrund des Themenfeldes 1 (TF1) "Klimawandelfolgen und Anpassung" zur Bewertung der Folgen des Klimawandels auf das Bundesverkehrssystem, das im BMVI-Expertennetzwerk betrachtet wird. Nachdem in der ersten Phase des BMVI-Expertennetzwerks der Fokus zur Kritikalitätsbestimmung auf Indikatoren lag, welche die Verkehrsmenge adressierten, sollen diese Indikatoren nun ergänzt und um nicht verkehrsmengenbezogene Indikatoren erweitert werden. Dies soll zwar verkehrsträgerspezifisch erfolgen, die Intermodalität soll jedoch ebenfalls und insbesondere berücksichtigt werden. Die verkehrsträgerübergreifenden Zusammenhänge des Bundesverkehrssystems sollen erfasst und analysiert werden, um anschließend intermodale Kritikalitätsindikatoren zu bilden, die eine Einordnung jedes Streckenabschnitts im Bundesverkehrswegenetz zu einer bestimmten Kritikalitätsstufe zu ermöglichen. Nach einer Sichtung der wissenschaftlichen Grundlagen und des Stands der Technik sowie Prüfung auf anwendbare Inhalte wird eine Bestandsaufnahme durchgeführt, welche die Datenbasis für das Forschungsprojekt darstellt. Die Daten und Lagen der zu prüfenden Bundesverkehrswegenetze werden aufgenommen, verortet und für die Analyse vorbereitet. Darüber hinaus wird geprüft, in welcher Form und Qualität die Daten für potenzielle Indikatoren vorliegen oder zu erheben sind. Im nächsten Schritt werden die potenziellen Indikatoren für die Kritikalitätseinstufung zusammen mit dem forschungsbegleitenden Fachkreis diskutiert und definiert. Über die Verkehrsstärke als offensichtlichster Indikator hinaus werden raumordnerische, gesamtwirtschaftliche und sicherheitsrelevante Aspekte berücksichtigt. Nach Definition der passenden Indikatoren werden diese den Streckennetzen zugeordnet, sofern sie schon vorlagen oder ermittelt wurden. Nach Zuordnung der Indikatoren zu den Streckenelementen der Verkehrsträger werden diese einer Relevanzanalyse unterzogen, die zu einer Gewichtung führen, die in die additive Auswertung der Kritikalitätsindikatoren je Streckenabschnitt einfließen. Das grundsätzliche Fazit, das im Gesamtkontext der Betrachtung der Bundesfernstraßen gezogen werden muss, verändert sich nicht: Die derzeitige Einstufung der Kritikalität muss logischerweise die großen und viel befahrenen Verkehrsachsen mit besonders hoher Kritikalität belegen, da deren Ausfall einen besonders hohen Effekt auf verschiedene Bereiche der Gesellschaft hat. Als direkter Nutzen des Projektes ist die Zuarbeit für den dritten Baustein der Klimawirkungsanalyse im TF1 des BMVI-Expertennetzwerks zu nennen, dessen Ergebnisse in ihrer Gesamtheit auch in den Prozess der Deutschen Anpassungsstrategie einfließen. Außerdem besteht Nutzen für die "Sicherheitsstrategie Güterverkehr und Logistik" des BMVI für Betrachtungen hinsichtlich der Zuverlässigkeit des Gesamtsystems. Der Nutzen für die Betreiber der Verkehrsinfrastruktur ist, dass anhand der Ergebnisse Priorisierungen von Planungen und Erhaltungsmaßnahmen vorgenommen werden können. ABSTRACT IN ENGLISH: The overall objective of this research project is to determine the criticality of sections of the existing federal transport network. In this context, the consideration of intermodality and its impact on criticality is relevant. Criticality refers to a relative measure of the importance of infrastructure with regard to the consequences that a disruption or its functional failure has for society’s security of supply with important goods and services. The project is embedded in the topic area 1 (TF1) "Climate change impacts and adaptation" for assessing the consequences of climate change on the federal transport system, which is considered in the BMVI expert network. In the first phase of the BMVI expert network, the determination of criticality was focused on indicators that addressed traffic volume, but these indicators are now to be complemented and expanded to include indicators that are not related to traffic volume. Although this is to be done on a mode-specific basis, intermodality is to be taken into account as well and in particular. The intermodal interrelationships of the federal transportation system are to be recorded and analyzed in order to subsequently form intermodal criticality indicators that allow each route segment in the federal transportation network to be classified at a specific criticality level. The scientific basis and the state of the art with regard to the project are reviewed and checked for applicable contents. For this purpose, the data and locations of the federal transport route networks to be examined are recorded, located and prepared for analysis. In addition, the form and quality in which the data for potential indicators are available or need to be collected are examined. In addition, the form and quality of data available or to be collected is examined. In the next step, potential indicators for the criticality classification are discussed and defined together with the expert group accompanying the research. Beyond traffic volume as the most obvious indicator, spatial planning, macroeconomic and safety aspects are taken into account. After defining the appropriate indicators, if already existent, they are assigned to the route networks, otherwise the required data needs to be collected first. After the indicators have been assigned to the route elements of the transport modes, they are subjected to a relevance analysis, which results in a weighting that is used in the additive evaluation of the criticality indicators for each route section. In principle, the conclusion that must be drawn in the overall context of the consideration of the federal highways, has not changed: This is that the current classification of criticality must logically assign particularly high criticality to the large and busy traffic axes, since their failure has a particularly high effect on various areas of society. A direct benefit of the project is the contribution to the third component of the climate impact analysis in TF1 of the BMVI expert network, the results of which are also incorporated in their entirety into the process of the German Adaptation Strategy. In addition, there are benefits for the BMVI’s "Freight Transport and Logistics Safety Strategy" for considerations regarding the reliability of the overall system. Last but not least, there is a benefit for the transport infrastructure operators, who can use the results to prioritize planning and maintenance measures.]]></description>
      <pubDate>Wed, 12 Mar 2025 09:22:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2519057</guid>
    </item>
    <item>
      <title>Modeling home property listings’ time-on-market duration and listing outcome using copula-based competing risk method</title>
      <link>https://trid.trb.org/View/2506286</link>
      <description><![CDATA[Modeling housing market dynamics is an important component of land use and transport interaction (LUTI) models, particularly for microsimulation models and how they handle the market clearance mechanism. However, most of these models include key assumptions not derived or validated through empirical testing, such as when and what action a seller would take if a property could not be sold within an expected time. However, these are key decision elements of the housing market clearance process. To fill this research gap, this study uses real estate sale listing data to investigate the factors influencing a property listing’s time-on-market (TOM) duration, listing outcome, and correlation. A copula-based structure is developed to jointly estimate the TOM and listing outcome through a competing hazard duration model and a nested logit model. The results show statistically significant and positive correlations between the TOM of terminated listings and termination choices (i.e., whether the terminated listing will be withdrawn from the market, converted to a lease, or re-listed as a sale). This implies that the unobserved factors that may increase a seller’s probability of terminating a listing would decrease its TOM duration until the termination. It is also found that an increase in the asking price of a property listing can significantly increase its TOM duration and probability of being terminated. The copula-based joint model can be integrated into a LUTI microsimulation framework to parameterize the maximum TOM duration of each simulated property for sale in the housing market, improving its market-clearing process to represent real-world behavior better.]]></description>
      <pubDate>Thu, 13 Feb 2025 17:25:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2506286</guid>
    </item>
    <item>
      <title>Developing Implementation Strategies for Risk Based Inspection (RBI): Back-Casting Report</title>
      <link>https://trid.trb.org/View/2464533</link>
      <description><![CDATA[The goal of this project was to improve asset management through the implementation of Risk-Based Inspection (RBI) practices. This project studied risk-based processes for developing extended inspection interval policies for bridges. Prior tasks in the research included Reliability Assessment Panels from six states developing risk models for bridges with steel and prestressed concrete superstructures. The risk models assess the relative risk of individual bridge components based on attributes that affect the reliability of the component. A back-casting process was applied to a sample population of bridges from the six states. This report describes the back-casting process and results developed through the research. A new data-driven methodology for analyzing the quality and effectiveness of the risk models based on Monte Carlo simulations was developed through the research. This methodology was shown to be effective for analyzing, calibrating, and verifying risk models for bridge components. The conclusions of the research indicate that a substantial number of bridges in good condition could be placed on an extended 72- month inspection interval, allowing inspection resources to be reallocated toward bridges with elevated risk.]]></description>
      <pubDate>Wed, 18 Dec 2024 13:29:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2464533</guid>
    </item>
    <item>
      <title>Allocation Model of Activity Patterns</title>
      <link>https://trid.trb.org/View/2108489</link>
      <description><![CDATA[Most models currently use to simulate travel behaviour are trip-based, but activity-based models have been proposed as a new way to forecast travel demand since trips are a derived demand. While some research has been conducted on these kinds of models in the last few decades, it has intensified in recent years with the goal to shift practice from trip-based to activity-based models. Various activity-based models are discussed in the literature and one of the main features of those models is the activity generation component. While it is obvious that age and gender are important determinants of travel behavior and activity patterns, there is no clear method to generate activities based on these socio-demographics characteristics. Indeed, activity generation in most activity-based models is not based on a systematic process in which the individual’s socio-demographics characteristics are considered. The generation of activity attributes, such as the frequency, starting time and duration, are not influenced by these characteristics or by the prevailing situation in the household. To overcome this limit, this paper focuses on the links between socio-demographics data and activity patterns. In order to identify these links, a model have been estimated to predict the type of activity patterns an individual will adopt based on age, gender, location of his home or the type of household in which he or she lives. Some background elements related to activity generation based on socio-demographic data are presented. Then, the data used in this study are presented as well. These data included raw information coming from a large-scale survey, but also variables obtain from the creation of two typologies. The methodology to estimate a model is then detailed, just before the presentation of the results, which consist of the analysis of the coefficients, the probabilities and the results of a simulation done with the model estimation. A discussion follows this analysis in which the influence and the relevance of each explanatory variables is exposed.]]></description>
      <pubDate>Mon, 27 Mar 2023 09:33:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2108489</guid>
    </item>
    <item>
      <title>The Implementation of Competency-Based Training and Assessment (CBTA) Framework in Aviation Manpower Planning</title>
      <link>https://trid.trb.org/View/2084049</link>
      <description><![CDATA[A key component of Human Resources Management (HRM) workforce planning at the present stage involves ensuring that employees with the right skills and competencies match the organizational job description. The modern aviation industry has experienced a radical shift in global competition as a diversified network of low-cost and traditional carriers expands the reach, scope, and frequency of traditional passenger-carrying services. The demand for qualified, highly skilled professionals in flight operations and training is rapidly outpacing supply, pressuring airline recruiters to develop innovative strategies for attracting and communicating with job seekers. The study aims to introduce a methodology for implementing the Competency-Based Training and Assessment (CBTA) framework in aviation manpower planning. Research objectives are: a theoretical study of the CBTA framework, analysis of the current state of manpower planning, identification of the pilot performance gaps and the role of quality training, and a proposal for implementing the CBTA framework in aviation manpower planning. The authors analyzed the controlling factors and trends in developing the global CBTA framework in the aviation industry. The features of implementing the CBTA framework were considered in view of pandemic consequences. The results of the consequent analysis indicated that during ab initio training, aviation programs should encourage learning beyond the minimum knowledge requirements, providing avenues for continued learning, and focusing on quality rather than quantity (building hours). Based on the research, many findings have been drawn, concluding that human factors demand is a top priority in the aviation industry affected by the organizational culture, resilience to technological changes, and legislation hiring restrictions. The following analysis further proposes a straightforward synthesis of the Lean Six Sigma (L6σ) strategy and implementation of the CBTA framework instead of the traditional approach in many countries, which limits recruitment and selection options, causing unnecessary organizational pressure. Further recommendations include implementing validated CBTA – EBT / psychological assessments - elements during the recruitment process to streamline and support airlines in becoming an employer of choice in the sector.]]></description>
      <pubDate>Sun, 22 Jan 2023 17:38:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2084049</guid>
    </item>
    <item>
      <title>Population Synthesis Accommodating Heterogeneity: A Bayesian Network and Generalized Raking Technique</title>
      <link>https://trid.trb.org/View/2095373</link>
      <description><![CDATA[Agent-based microsimulation modeling techniques are adopted for urban system modeling mainly because of their capacity to address the complex interactions among individuals, households, and other urban elements. The performance of urban simulation models is largely dependent on the quality of the input data, which is generated through a population synthesis procedure. This study proposes a Bayesian network and generalized raking techniques for population synthesis. The Bayesian network is used to generate the synthetic population pool from the microsample, and generalized raking is used to fit the synthetic population with the control total. Some of the key features of the proposed population synthesis are as follows: accommodating heterogeneity based on both household and individual attributes; tackling missing/incomplete observations in the microsample; and generating a true synthesis of the population from the microsamples. A data-driven structure learning technique is adopted to generate effective and optimal structures among the heterogenous households and individuals. This Bayesian network?+?generalized raking procedure is implemented to generate a 100% synthetic population at the smallest zonal level of dissemination area for the Central Okanagan region of British Columbia. The results suggest that capturing heterogeneity within the Bayesian network has tremendously benefitted the reconstruction process to efficiently and accurately generate a synthetic population from the available microsample. Finally, this population synthesis is developed as a component of the agent-based integrated urban model, currently under development at The University of British Columbia’s Okanagan campus.]]></description>
      <pubDate>Thu, 12 Jan 2023 09:18:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2095373</guid>
    </item>
    <item>
      <title>Research on Generation Definition Method of Autonomous Transportation System Based on Key Traffic Components</title>
      <link>https://trid.trb.org/View/2018919</link>
      <description><![CDATA[With the improvement of technology and requirement, services, functions and components also change in accordance with the interrelations, which reflects as the modes changes like inhibition, replacement, activation and finally results in the evolution of Autonomous Transportation Systems (ATS). Based on the existing research of intelligent transportation systems (ITS), there are few studies that clearly describe the difference of transportation system development, which is called generation definition here. Therefore, research on period division method benefits of planning development route of the intelligent transportation industry, clarify the development stage of transportation system and set development stage goals. This paper explores a method for defining the ATS evolution process based on key components elements, which is through a systematic study of the period definition of various fields at China and abroad. Based on this, the authors explore and verify the core indicator of component elements as the key elements of ATS period division.]]></description>
      <pubDate>Mon, 31 Oct 2022 10:22:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2018919</guid>
    </item>
    <item>
      <title>The State of Practice in Community Impact Assessment</title>
      <link>https://trid.trb.org/View/2003202</link>
      <description><![CDATA[The objective of this research was to provide recommendations to the Illinois Department of Transportation for updating and revising the “Community Impact Assessment Manual” in accordance with the latest research and practice. The guide incorporated findings from a literature review, a scan of state department of transportation (DOT) community impact assessment (CIA) guidance and manuals, a survey of practitioners from state DOTs involved in CIA, and a series of interviews with those same practitioners to recommend process updates. According to the Federal Highway Administration, community impact assessment can be defined as “an iterative process to evaluate the effects of a transportation action on a community and its quality of life,” which includes elements of health, safety, air quality, connectivity and access, and equity. Six states had publicly available CIA guidance. While all manuals provided basic guidance, some were more detailed in prescribing analytical methods for different types of impacts or provided more structure for conducting the analysis, such as report templates, technical memos, interactive screening tools, field visit checklists, and community context audit forms. According to surveys and interviews with state DOT practitioners, DOTs varied in how or whether they conducted CIA, whether they screened for the need for CIA in advance of conducting it, and what factors they consider when conducting them. A few DOTs had innovative practices with respect to CIA, such as mapping tools, an equity and health assessment, and robust community engagement. The CIA guidance produced as a component to this project constitutes the state of the art in practice, including quantitative and qualitative analytical methods for screening and methods for conducting and documenting CIA. The guidance also emphasizes equity in the assessment process.]]></description>
      <pubDate>Mon, 29 Aug 2022 09:27:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2003202</guid>
    </item>
    <item>
      <title>Guide on Progressive Design-Build for Transportation Projects</title>
      <link>https://trid.trb.org/View/1957099</link>
      <description><![CDATA[The most commonly used methodology for design-build (DB) contractor selection involves a best value process, with significant weight accorded to price, resulting in a fixed-price contract for design development and construction. Progressive design-build (PDB) is a recent variation that allows early contractor involvement with elements similar to a construction manager/general contractor (CM/GC) approach. Similar to the process used for CM/GC, pricing negotiation occurs for final design and construction in the preliminary design phase. But unlike CM/GC, PDB continues to transfer design liability and construction responsibilities to a DB team starting with the preliminary planning and design phase through to construction completion. 

PDB contracts include procedures for development of the design, schedule/phasing plan, and a price for final design and construction typically in the form of a guaranteed maximum price (GMP), targeted maximum price (TMP), or agreed lump sum. The development of the price is a key component of PDB as it allows owners to hire a progressive designer-builder without a total price commitment for final design and construction until reasonable design details are defined. 

Currently, state departments of transportation (DOTs) are utilizing variations in terminology, differing approaches in early progressive design-build team (PDBT)/state interactions, and varying contracting mechanisms due to the limited guidance available to implement PDB on their highway projects. To help state DOTs understand the benefits offered by PDB for transportation projects, research is needed to explore how PDB can be effectively implemented on highway projects.

The objective of this research is to develop a guide for state DOTs to effectively and efficiently use PDB delivery for transportation projects that includes assistance with project planning and selection, project implementation, procurement, pricing procedures, and contract administration.   ]]></description>
      <pubDate>Tue, 24 May 2022 19:27:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957099</guid>
    </item>
    <item>
      <title>Autoliv’s Sound and Vibration Laboratory for Automotive Safety Component Development</title>
      <link>https://trid.trb.org/View/1877190</link>
      <description><![CDATA[The new sound and vibration laboratory at Autoliv’s Ogden Technical Center (OTC) was purpose-built with a focus on automotive safety restraint product development (air bags, seat belts, steering wheels, etc.). The laboratory requirements stem from the continued industry trend of quieter vehicles which drives the need for components with extremely low levels of rattle noise. The laboratory at OTC complements similar Autoliv testing facilities around the world. Test articles range from several cubic inches up to approximately one cubic foot and contain varying degrees of moving elements. With the new laboratory at OTC, Autoliv can test new product designs earlier in the development process and obtain test results and feedback faster. The function of the OTC test lab is vibration-induced rattle noise; shake components with a known input and measure the resulting noise. To provide an acceptable signal to noise ratio, the new laboratory was designed to have a 25 dBA re 20 μPa noise floor, reasonable Transmission Loss though the various partitions, modest internal reverberation control, and an ultra-quiet electrodynamic shaker. Achieving these goals required a site acoustic and vibration survey during the project planning phase, the results of which were compared to the performance criteria to drive the various architectural decisions. The resulting facility is capable of generating, recording, and analyzing the target sounds without concern for noise contamination. With this high quality vibro-acoustic information, design decisions can be made early in the product design cycle.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:38:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1877190</guid>
    </item>
    <item>
      <title>Modeling pedestrian-cyclist interactions in shared space using inverse reinforcement learning</title>
      <link>https://trid.trb.org/View/1690546</link>
      <description><![CDATA[The objective of this study is to model the microscopic behaviour of mixed traffic (cyclist-pedestrian) interactions in non-motorized shared spaces. Video data were collected at two locations of Robson Square non-motorized shared space in downtown Vancouver, British Columbia. Trajectories of cyclists and pedestrians involved in interactions were extracted using computer vision algorithms. The extracted trajectories were used to obtain several variables that describe elements of road users’ behaviour including longitudinal and lateral distances, speed and speed differences, interaction angle, and cyclist acceleration and yaw rate. The road users behaviour was modeled as utility-based intelligent rational agents using the finite-state Markov Decision Process (MDP) framework with unknown reward functions. The study implemented Inverse Reinforcement Learning (IRL) using two algorithms: the Maximum Entropy (ME) algorithm, and the Feature Matching (FM) algorithm to recover/estimate the reward function weights of cyclists in two types of interactions with pedestrians: following and overtaking interactions. Reward function weights infer cyclist preferences during their interactions with pedestrians in non-motorized shared spaces, and can form the key component in developing agent based microsimulation model for road users. Furthermore, the estimated reward functions were used to estimate cyclists’ optimal policy for such interactions. A simulation platform was developed using the estimated reward functions and the cyclist optimal policies to simulate cyclist trajectories for the validation dataset. Results show that the Maximum Entropy (ME) IRL algorithm outperformed the Feature Matching (FM) IRL algorithm, and generally provided reasonable results for modeling such interactions in non-motorized shared spaces, considering the high degrees of freedom in movement and the more-complex road users interactions in such facilities. This research is considered an important step toward developing a full Agent-Based Model (ABM) for road users in shared space facilities to evaluate the safety and efficiency of such facilities.]]></description>
      <pubDate>Fri, 17 Apr 2020 09:37:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1690546</guid>
    </item>
    <item>
      <title>Mission statements in port authorities: Empirical analysis of content in Spanish port system</title>
      <link>https://trid.trb.org/View/1674365</link>
      <description><![CDATA[Introduction: A structured Strategic Planning process has been developed in the Spanish Port System since 1990s. One of the first elements of this process is the formulation of the mission statement of each Port Authority. Aim: An in-depth review of the mission statements of the Spanish Port Authorities is carried out in this research, and mission statements are assessed from a theoretical point of view. The goal of the study is to discuss how mission statements of these entities are aligned with the international standards. Methods: Mission statements are captured from public sources. Two criteria are used for the assessment: its content (analyzing if the mission statement reflects nine key elements usually considered internationally), and its length (number of words). As the first component is qualitative, a Delphi method was used in the assessment of this element. Results: The mission statements of these Port Authorities reflect more frequently than the benchmark comparison made by over 50 companies seven of the nine key elements. The only two fields in which Spanish Port Authorities show a negative gap are those related to "technology” and “concern of employees”. In terms of length, the average of 32 words is shorter than the 50-100 words recommended by some authors. Conclusions: The Strategic Planning in the Spanish Port Authorities is a long and well-structured process. Port Authorities are essentially market-oriented public organisms and their mission statements seems to be properly formulated following business practices in terms of their content.]]></description>
      <pubDate>Wed, 29 Jan 2020 14:30:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1674365</guid>
    </item>
    <item>
      <title>Optimized route selection for logging trucks : improvements to calibrated route finder</title>
      <link>https://trid.trb.org/View/1652305</link>
      <description><![CDATA[The forestry sector is playing an important role in the transition to a bioeconomy.In the supply chain of forest raw material, logging transport is a crucial component. The forestry sector must improve transport efficiency to mitigate its impact on the environment, to reduce costs and road safety risks,and to remain competitive. Forestry transport in Sweden is paid according to payload and distance travelled. The forestry sector has developed a system for distance measurement, Calibrated Route Finder (CRF), which balances quantitative factors, such as distance, functional road class and road width, with qualitative factors, such as stress and traffic safety. An inverse optimization process is used to translate best-practice routes into a weighted objective that is used when new routes are generated. The objectives of this thesis have been to improve CRF, by including features describing road curvature and hilliness, and addressing illegal or impossible turns in intersections. Methods have been developed to calculate curvature and hilliness using available data in the national road data base. The study has proposed an augmentation of the road data network so that illegal, non-logical and undesirable turns and short-cuts can be considered. The augmented network also enables detailed descriptions of increased time and fuel consumption in relation to intersections, which provides opportunities to generate routing with a focus on minimizing cost or greenhouse emissions. Two of the major cost elements in logging transport are time and fuel consumption, and this study has shown that fuel consumption is mainly affected by road gradient and truck weight, while operating speed is mainly affected by horizontal curvature and surface roughness. A new variable was introduced, integrated gradient, which describes the vertical work performed by the truck on undulating road sections better than the gradient variable.]]></description>
      <pubDate>Tue, 17 Sep 2019 10:32:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1652305</guid>
    </item>
    <item>
      <title>Development of a Flow Network Simulation Program Part III — Compressible Flow Analysis</title>
      <link>https://trid.trb.org/View/1626871</link>
      <description><![CDATA[An in-house simulation program is developed that can conveniently be utilized to predict characteristics of compressible flow in flow network systems comprising multiple flow components. The program consists of two parts, the flow analysis for computing velocity, pressure, and density, while the thermal analysis for temperature. The flow and thermal analysis in incompressible flow were handled in the parts I and II of the paper respectively. In a numerical scheme, each flow component is represented as an element with nodes through which the element is connected to adjacent elements. The equations representing physical characteristics of elements are applied to elements, while variables are defined at nodes. In this way, a set of non-linear equations is established, which in turn is to be iteratively solved by the Newton-Raphson method. An example of the engineering tasks, an air management system for a large city bus, is introduced to demonstrate the validity and applicability of the program. Throughout the study it is found that the program can efficiently be used to evaluate capability of proposed design concepts in an early design phase of the vehicle development process.]]></description>
      <pubDate>Mon, 22 Jul 2019 20:01:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1626871</guid>
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