<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Fuzzy-topsis approach for contractor selection decision; a case of Ethiopia road projects</title>
      <link>https://trid.trb.org/View/2658015</link>
      <description><![CDATA[The success of construction projects relies heavily on selecting the right contractor, with many failures attributed to labor issues, financial constraints, poor workmanship, and management deficiencies. Recognizing the inadequacies of current contract awarding methods for Ethiopian road projects, this study employs the FUZZY TOPSIS approach using MATLAB software to aid in contractor selection. Through purposive sampling, mixed surveys, and primary and secondary data sources, primary data is collected via interviews, questionnaires, and case studies, complemented by secondary data obtained through document reviews. The study evaluates existing technical and financial evaluation methods, verifying contractor experience, licenses, finances, and bid price discounts. A comprehensive review of over 37 selection criteria, including inputs from the Ethiopian road authority, is conducted. Utilizing SPSS analysis, the study identifies the eight most critical factors for selecting ideal contractors. Finally, applying these findings to a case study, the study compares contractor selection using the Fuzzy TOPSIS model. The Ethiopian Road Authority seeks contractors with capabilities beyond price considerations, including management ability, quality assurance, and adherence to project schedules. By implementing this data-driven approach effectively, improvements in project outcomes such as timeliness, budget adherence, and overall quality are anticipated.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658015</guid>
    </item>
    <item>
      <title>Dynamic workforce allocation for train-based crowd-shipping: Multi-period optimization incorporating transit discomfort costs</title>
      <link>https://trid.trb.org/View/2642405</link>
      <description><![CDATA[Last-mile parcel delivery faces challenges such as rising costs, labor shortages, and environmental concerns, especially in urban areas. This paper tackles these issues with a new rolling horizon framework that uses public train networks. We create a dynamic model that assigns delivery tasks to crowd-shippers (commuters) and part-time workers based on real-time data, considering train occupancy and commuter discomfort costs. Our results show that strategic delays in parcel delivery can offer economic benefits, with a delayed end-of-day approach saving 6.3% to 9.1% compared to the faster mixed-workforce approach we studied, which involved both part-timers and crowd-shippers. Additionally, we find that crowdsourced delivery is mainly cost-effective during off-peak transit hours, while part-time staff are more economical during peak times. These findings support adopting a flexible, hybrid workforce strategy that adjusts to changing transit conditions over time.]]></description>
      <pubDate>Tue, 17 Mar 2026 09:47:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642405</guid>
    </item>
    <item>
      <title>Successful Applications of Alternative Delivery Methods by Highway Agencies to Accelerate Project Delivery</title>
      <link>https://trid.trb.org/View/2681234</link>
      <description><![CDATA[Recent studies indicate that alternative project delivery methods—particularly design-build (DB), progressive design-build (PDB), public-private partnerships (P3s), and progressive P3s—can accelerate project development and delivery. However, adoption across State DOTs remains uneven. Some agencies have strong internal capacity, established procurement practices, and enabling legal frameworks to use these approaches effectively, while others continue to rely primarily on design-bid-build. As a result, many agencies are not realizing the full potential benefits of accelerated delivery.

This scan will assess how leading states have implemented alternative delivery models, the policies and laws that enabled their use, and lessons that may be transferable to other DOTs seeking to shorten delivery timelines. Areas of examination include: (1) criteria agencies use to select delivery models for major projects; (2) the role of enabling legislation and institutional frameworks in shaping delivery options; (3) cost and schedule performance comparisons across DB, PDB, P3, and design-bid-build; (4) stakeholder management, institutional considerations, and public communication practices; (5) risk allocation and risk-sharing approaches between public and private partners; and (6) use of innovative financing to improve project viability when paired with alternative delivery.

The scan will also examine decision-making processes, including leadership evaluation of delivery options, the influence of institutional and technical considerations, accountability mechanisms, internal capability development, procurement practices, and the integration of lifecycle cost considerations. Barriers to broader adoption—such as limited authority, staffing constraints, and concerns regarding cost overruns and accountability—will also be documented.

This scan will identify lessons learned, best practices, and decision frameworks for implementing accelerated delivery models. It will document how selected agencies evaluate delivery options, structure procurements, build internal capacity, and engage stakeholders to support successful outcomes.]]></description>
      <pubDate>Tue, 17 Mar 2026 15:10:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681234</guid>
    </item>
    <item>
      <title>Next-day demand based last-mile delivery route optimization with collection of reusable bags</title>
      <link>https://trid.trb.org/View/2594567</link>
      <description><![CDATA[The rapid growth of e-commerce has led to increased logistics volumes and widespread use of disposable parcel boxes, raising significant environmental concerns. In response, reusable bags have emerged as a sustainable packaging alternative. However, their benefits can be fully realized only through efficient collection operations. This study proposes a mathematical model for last-mile delivery route optimization that integrates both delivery and reusable bag collection. To address the model’s computational complexity, we develop a Cross-Entropy-based heuristic algorithm capable of generating high-quality solutions within short computation times. Our computational experiments provide key insights. An appropriately set unit penalty cost ensures sufficient bag collection, reduces reliance on disposable boxes, and helps maintain manageable courier workloads. Furthermore, the minimum collection rate significantly impacts both logistics costs and labor requirements, necessitating careful calibration to avoid inefficiencies. A real-world case study based on data from Dongjak-gu, Seoul, demonstrates the scalability and effectiveness of the proposed model and algorithm. The overall framework is highly generalizable and can be readily adapted to various urban logistics contexts, offering practical guidance for designing sustainable, cost-efficient, and courier-friendly last-mile delivery systems.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:44:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594567</guid>
    </item>
    <item>
      <title>Systematic Analysis of Quality Management for Highway Projects Delivered Using Alternative Contracting Methods</title>
      <link>https://trid.trb.org/View/2675178</link>
      <description><![CDATA[Quality control (QC) and quality assurance (QA) processes are essential to the success of highway infrastructure projects but vary between alternative contracting methods (ACMs), including design-build (D-B), construction manager/general contractor (CM/GC), public–private partnership (P3), and progressive design-build (P-D-B). State departments of transportation (DOTs) tailor QA and QC processes to individual ACM projects, yet these documents and processes are frequently scattered and unassessed. Specifically, there is little research examining how variations in QA and QC processes across ACMs affect project outcomes. In this study, trends and lessons learned from QA and QC implementation of individual highway design and construction projects are evaluated through a systematic review and content analysis. Data were collected from solicitation and contract documents of 91 ACM projects (51 D-B, 15 CM/GC, 13 P3, 12 P-D-B) from 27 states and 21 manuals, guidance, and research reports, including requests for proposals, requests for qualification, contracts, and statement of qualification checklists. The frequency and context of key terms related to quality management revealed patterns in how QA and QC requirements are defined and implemented across project types and delivery methods. It is found that a structured QA and QC process is essential for enhancing the success and reliability of highway projects delivered using four ACMs (D-B, CM/GC, P-D-B, P3). Additionally, for P-D-B projects, combining qualifications-based shortlisting and best-value determination is effective for selecting highly qualified teams and can be applied for less-mature state DOTs adopting P-D-B. This approach is valuable for state DOTs with less experience in implementing ACMs, as it offers a practical pathway for ensuring project quality and team capability early in the quality management process. These findings contribute to advancing QA and QC practices in ACMs by offering actionable insights that support more informed decision-making, standardization efforts, and the development of tailored quality management strategies aligned with agency experience levels.]]></description>
      <pubDate>Sat, 28 Feb 2026 17:17:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675178</guid>
    </item>
    <item>
      <title>Erosion and Sediment Control Design Guidance</title>
      <link>https://trid.trb.org/View/2633707</link>
      <description><![CDATA[Construction projects typically require mass clearing and grading, causing many site areas to be unstable. As a result, they lack ground cover to protect against rainfall and runoff, which results in soil degradation and erosion. Erosion introduces nonpoint source suspended solids pollution (NPS) into water bodies that diminish water quality and reduce the lifetime of water resources. In the past few years, there has been a significant improvement in water quality by using erosion and sedimentation best management practices (BMPs). Due to the complexity of the sources of pollution caused by NPS, many challenges remain. Desirable environmental protection and appropriate drainage and erosion control are only achieved when drainage, erosion, and sediment control (ESC) work together. However, proper implementation of construction site erosion and sedimentation BMPs and post-construction maintenance minimize alterations in water quality throughout construction. Most construction storm water violations are the result of lack of properly implemented BMPs. The Oklahoma Department of Transportation (ODOT) is responsible for implementing approaches to reduce environmental impacts of construction on thousands of bridges and culverts across the state. One of the objectives of this research was identifying existing opportunities to reduce the environmental impact of transportation infrastructure construction. Another key objective of this research was to develop a practical and applicable ESC decision design guide document for use by ODOT field engineers and other personnel. Development of the ODOT ESC guidance document required the compilation of a useful and convenient category for BMPs from available online sources. Hence, this research was achieved by communications with ODOT engineers from different departments and perspectives. Additionally, a literature review of available resources including other state Department of Transportation ESC guideline reports, ESC handbooks, and journal articles was conducted. The results were compiled into this report and summarized in the ESC document. Two approaches to BMP categorization were adapted for these purposes based on: 1) site construction activities and 2) intended application of each BMP. For each BMP, the functional life longevity and its categorization as temporary and permanent is provided.]]></description>
      <pubDate>Mon, 23 Feb 2026 16:30:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633707</guid>
    </item>
    <item>
      <title>Learning State-Dependent Policy Parametrizations for Dynamic Technician Routing with Rework</title>
      <link>https://trid.trb.org/View/2616180</link>
      <description><![CDATA[Home repair and installation services require technicians to visit customers and resolve tasks of different complexities. Technicians often have heterogeneous skills. The geographical spread of customers makes achieving only “ideal” matches between technician skills and task requirements impractical. Additionally, technicians are regularly absent, for example, due to sickness. With only nonideal assignments regarding task requirement and technician skill, some tasks may remain unresolved and require a revisit and rework at a later day, leading to delayed service. For this sequential decision problem, every day, we iteratively build tours by adding “important” customers. The importance bases on analytical considerations and is measured by respecting urgency of service, routing efficiency, and risk of rework in an integrated fashion. We propose a state-dependent balance of these factors via reinforcement learning. We rely on proximal policy optimization (PPO) tailored to the problem specifics, analyzing the implications of specific algorithmic augmentations. A comprehensive study shows that taking a few nonideal assignments can be quite beneficial for the overall service quality. Furthermore, in states where a higher number of technicians are sick and many customers have overdue service deadlines, prioritizing service urgency is crucial. Conversely, in states with fewer sick technicians and fewer customers with overdue deadlines, routing efficiency should take precedence. We further demonstrate the value provided by a state-dependent parametrization via PPO.]]></description>
      <pubDate>Mon, 02 Feb 2026 09:33:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2616180</guid>
    </item>
    <item>
      <title>The periodic vehicle routing problem with multi-day trips</title>
      <link>https://trid.trb.org/View/2642063</link>
      <description><![CDATA[This work proposes the Periodic Vehicle Routing Problem with Multi-Day Trips, a new routing problem variant that is inspired by regional distribution operations in the industrial gases sector. In this problem, customers provide multiple visiting patterns, a.k.a. schedules, comprising specific days within the planning horizon when they expect to receive product. The goal is then to assign each customer to one valid schedule and design the corresponding routes for each day such that the distribution costs are minimized across the horizon. In our setting, we allow for long-haul routes that cannot be concluded within the course of one shift and the driver must have one or more layovers, in conformance to applicable hours-of-service regulations. To that end, we introduce a set partitioning model and propose a branch-price-and-cut algorithm, extending the classical periodic vehicle routing solution approach to accommodate the multi-day trips. Our approach is able to properly capture the connections between the time periods such that, along with the normal daily routes, the pricing subproblems and their dynamic programming solver also generate routes that extend across multiple days and are compliant with the regulations, all the while ensuring that customers are visited in accordance to their offered schedules. Instances with schedule-dependent demands, a.k.a. service choice, are also supported. We extend literature benchmark instances as well as use an industrial case study to assess the performance of our approach, which we show can routinely solve to guaranteed optimality instances with 20 customers along a 6-day planning horizon.]]></description>
      <pubDate>Tue, 30 Dec 2025 09:46:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642063</guid>
    </item>
    <item>
      <title>Wirkung von Markierungen auf die Verkehrssicherheit</title>
      <link>https://trid.trb.org/View/2628379</link>
      <description><![CDATA[An die Beschaffenheit von Längsmarkierungen werden umfangreiche Anforderungen hinsichtlich der Tages- und Nachtsichtbarkeit gestellt. Ungeachtet der Vorgaben besteht in der Praxis eine große Bandbreite im tatsächlichen Erscheinungsbild von Längsmarkierungen. Untersucht wurde der Einfluss von Längsmarkierungen auf Landstraßen auf sicherheitsrelevante Fahrverhaltensmaße und damit die Verkehrssicherheit am Tag und bei Nacht mit einem Schwerpunkt auf Kurvendurchfahrten. Die Methodik umfasste sowohl Untersuchungen zum Fahrverhalten im Fahrsimulator als auch auf verschiedenen Landstraßen. Im Labor wurden dabei verschiedene Variationen aus Querschnittsbreiten und Markierungen mit unterschiedlich guter Sichtbarkeit bei verschiedenen Lichtbedingungen (Tag/Nacht) simuliert. Neben dem Fahrverhalten wurde auch die subjektive Einschätzung der Probanden zu Sicherheit und Schwierigkeit der Fahraufgabe für die getesteten Varianten betrachtet. Auf den Messstrecken auf Landstraßen wurden die Ergebnisse der Simulatoruntersuchung über den Vergleich des Fahrverhaltens vor und nach der Erneuerung von Markierungen für ausgewählte Kurven validiert. Die Ergebnisse der Untersuchung im Fahrsimulator zeigen bei Tag und Nacht positive Auswirkungen auf das Spurverhalten bei hoher Sichtbarkeit der Längsmarkierung im Vergleich zum Fehlen der Markierung in Rechtskurven ohne Leitlinie sowie in Linkskurven mit Leitlinie. Eine Geschwindigkeitszunahme aufgrund einer höheren Sichtbarkeit der Längsmarkierung zeigte sich im Fahrsimulator nur bei Nacht für Kurven ohne Leitlinie. Die Untersuchung der mittleren Geschwindigkeiten und des Spurverhaltens auf den Messstrecken bestätigte, dass die Fahrer lediglich bei Kurven ohne Leitlinie bei Nacht nach Erneuerung der Markierung eine höhere Geschwindigkeit wählen, die mit mehr unerwünschtem Spurverhalten verbunden ist. Beim Spurverhalten zeigte sich, dass alle betrachteten Kurven, mit Ausnahme der Kurven ohne Leitlinie bei Nacht, von der Erneuerung der Markierung profitieren konnten und sich ein deutlich höherer Anteil von idealem und normalem Spurverhalten bei Kurvendurchfahrt zeigte. Im Ergebnis kann festgestellt werden, dass sich die positiven Effekte der gut sichtbaren Markierungen auf das Spurverhalten, die im Simulator beobachtet wurden, innerhalb der Feldstudie bestätigt haben. Dabei zeigen sich die Effekte im Feld ausgeprägter. Im Ergebnis der Untersuchungen wird kein Änderungs- beziehungsweise Ergänzungsbedarf für die aktuellen "Zusätzlichen Technischen Vertragsbedingungen und Richtlinien für Markierungen auf Straßen (ZTV M)" 2013 gesehen. Es wurde jedoch deutlich, dass sich schlecht sichtbare Markierungen deutlich negativ auf das Spurverhalten auswirken können. Daher wird angeregt, das Zustands-Monitoring von Markierungen auf Landstraßen zu intensivieren. (A) ABSTRACT IN ENGLISH: Road markings have to conform to a wide range of requirements in terms of daytime and nighttime visibility. Despite the specifications, there is a wide range in actual appearance of longitudinal road markings in the field. Aim was to investigate the influence of longitudinal markings on rural roads on safety-related driving behavior measures and thus on road safety during day and night, with a focus on curve passages. The approach included investigations of driving performance in the driving simulator as well as on road sections in the field. Different variations of cross-section widths and road markings of varying visibility were simulated in the laboratory under different lighting conditions (day/night). In addition to the driving behavior, the subjects' assessment of the safety and difficulty of the driving task was surveyed for the tested variants. On the rural road sections, the results of the simulator study were validated by comparing the driving behavior before and after the renewal of road markings for selected curves. Results of the driving simulator study show that high visibility of the longitudinal markings has a positive effect upon lane keeping in right-hand curves without a centerline and in left-hand curves with a centerline during both day and night. Increases in speeds were observed only at night on sections without a centerline. The investigation of average speeds and lane keeping on the measured sections confirmed that drivers only choose higher speeds on curves without centerline at night after renewal of the marking, which is associated with more undesirable lane keeping behavior. With regard to lane keeping, it was found that all curves considered, with the exception of curves without a centerline at night, benefited from the renewal of the marking and that there was a significantly higher proportion of ideal and normal lane keeping when passing through curves. Overall, the positive effects of markings with good visibility on lane keeping, observed in the simulator, were confirmed in the field study. The effects were more pronounced in the field. As a result of the project, no need for changes or additions to the current "Zusätzliche Technische Vertragsbedingungen und Richtlinien für Markierungen auf Straßen (ZTV M)" 2013 is seen. However, it became clear that poorly visible markings can have a significant negative impact on lane keeping. Therefore, monitoring the condition of markings on rural roads is suggested to be intensified. (A)]]></description>
      <pubDate>Tue, 25 Nov 2025 15:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628379</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 57-11. Practices for Implementing Right-of-Way Engineering
</title>
      <link>https://trid.trb.org/View/2630478</link>
      <description><![CDATA[Right-of-way (ROW) engineering is a term describing tasks that address existing ROW conditions and proposed ROW needs during the project design process. It is also a designation for the teams that specifically perform this work. ROW engineering teams within state departments of transportation (DOTs) bridge the gap between real estate functions and engineering functions related to transportation projects. ROW engineering activities involve review and assessment of ROW and construction plans as well as coordination with those state DOT units that acquire ROW. Accomplishing these activities involves confirming ROW ownership, identifying existing property rights (e.g., underlying fee, easements, and agreements), validating adequacy and type of acquisitions, and assessing designs for constructability.
OBJECTIVE: The objective of this synthesis is to document state DOT practices for ROW engineering. ]]></description>
      <pubDate>Wed, 26 Nov 2025 16:08:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630478</guid>
    </item>
    <item>
      <title>Equity Implications of Shared Micro-Mobility in the Suburbs: A Spatial Analysis of Shared E-Scooter Use in Different Built and Social Environments</title>
      <link>https://trid.trb.org/View/2628307</link>
      <description><![CDATA[Electric-powered standing kick scooters, otherwise known as e-scooters, have recently been introduced in hundreds of cities around the world as part of rent-to-use shared micro-mobility systems. Despite being a potentially sustainable and equitable travel mode, relatively little analysis has been done on the impact of shared micro-mobility on transportation equity, specifically in the suburban context. The shared e-scooter pilot program in Brampton, Ontario, Canada, presents an opportunity to examine this topic within the context of a Canadian suburban community. Our study explores the use of shared e-scooters (trips per sq km per day) in Brampton, in relationship to suburban built environment types and social and economic marginalization at the neighborhood level. First, a Getis-Ord Gi* (local “hot spot”) analysis identified localized hot-spots of shared e-scooter demand and implied that, at least in some contexts, higher trip rates are concentrated in marginalized neighborhoods. Next, spatial regression analysis (spatial lag model) demonstrated associations between dimensions of marginalization and e-scooter use rate, where higher rates of shared e-scooter use were observed in neighborhoods that have higher household instability, and higher concentrations of racialized and immigrant populations. The findings also suggest that the benefits of shared e-scooters may not be different in neighborhoods with high concentration of economically marginalized population, or low labor force participation. In addition, no relationship was observed between built environment types and e-scooter use. Findings will inform future micro-mobility policy in North American suburban areas, while contributing to the growing body of work on e-scooter use and equity.]]></description>
      <pubDate>Mon, 24 Nov 2025 15:07:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628307</guid>
    </item>
    <item>
      <title>COVID &amp; telecommuting-induced changes in individual activity and travel patterns: Evidence from the Puget Sound Region</title>
      <link>https://trid.trb.org/View/2598102</link>
      <description><![CDATA[One enduring effect of the COVID-19 pandemic has been the popularity of telecommuting: To this day, 23% of the salaried workers continue to work from home, according to the U.S. Bureau of Labor Statistics. Using three waves of the household travel survey data from 2017, 2019 and 2021 in the Puget Sound Region, WA, this study examines how telecommuting, which also means the removal of the workplace as an anchor point from one’s daily activity and travel pattern, affects the generation and rescheduling of maintenance and discretionary trips that are previously conducted around home and workplaces. The associated consequences including changes in modes of transportation used and vehicle miles traveled (VMT) are also investigated. The authors found that though telecommuting resulted in reduced number of trips and VMT in general, there is a significant increase in the number of maintenance and discretionary trips. Additionally, telecommuters exhibited less complex trip chaining behavior, characterized by simpler tours with shorter trips, fewer stops, and lower mode diversity compared to non-telecommuters. Spatially, telecommuters conducted maintenance and discretionary trips closer to home; temporally, and the departure times of these trips are more spread out with emerging peaks such as late morning, and mid-day. These results have significant policy and modeling implications relating to transportation service provision, local economy, and travel demand forecasting models.]]></description>
      <pubDate>Fri, 26 Sep 2025 10:23:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598102</guid>
    </item>
    <item>
      <title>Night Versus Day Work—Balancing Safety, Operations, and Constructability for Short-Term Operations on Two-Lane Roads</title>
      <link>https://trid.trb.org/View/2600988</link>
      <description><![CDATA[Allowable work hours (AWH), also known as Allowable Closure Hours or Limitations on Operations, for a contract dictate which hours of the day construction and maintenance activities may occur and are known to affect operations, constructability, and safety. Individual districts set AWH for activities—including short-term maintenance, paving projects, construction contracts, and Land Use Permit work by utilities and other permittees—on two-lane roads in Virginia. AWH decisions balance numerous factors, including queue length, delay, crash risks, noise, nighttime constructability, worker safety, and local ordinances, among others. Because AWH are set locally, the process for setting AWH and the resulting AWH for similar roads vary within and between districts. This project assessed the Virginia Department of Transportation’s (VDOT's) current AWH practices in Virginia on two-lane roads for short-term projects, the level of variability among practices, and opportunities to improve statewide consistency. Researchers developed and distributed a statewide survey on AWH, conducted interviews with representatives from other state departments of transportation, and analyzed data from Virginia’s pavement management scheduling system. The results identified benefits to setting AWH at the district level rather than implementing statewide AWH. The work also identified specific areas that may benefit from statewide consistency without overly affecting local flexibility on decision making. The report recommends developing a framework for decision making and conducting outreach in regard to the existing decision-making tools.]]></description>
      <pubDate>Mon, 22 Sep 2025 11:58:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2600988</guid>
    </item>
    <item>
      <title>Production-Input Productivity Vis-a-Vis Input-Price in Indian Railways</title>
      <link>https://trid.trb.org/View/2572949</link>
      <description><![CDATA[This article reports on a study of production-input productivity in Indian Railways, described by the authors as a public sector behemoth, that includes a network of 68,000 kilometers of track, a fleet of 318,000 freight wagons and 75,000 passenger carriages. Every day, Indian Railway transports above 22 million passengers and 3 million tons of freight. The authors focus on the managerial efficiency of Indian Railway by comparing factor marginal products, based on empirical analysis, and factor prices.  They use a multiproduct CET-CES (constant elasticity of transformation-constant elasticity of substitution) econometric model to determine the production function, on output-input sides. Factor marginal products are obtained after partially differentiating the production function. The study found that the ratio of factor marginal products (MP) to factor prices are not same across the factors, showing a lack of cost-saving behaviors in factor use.  The authors conclude with a brief discussion of strategies to improve productivity in the areas of labor, energy consumption, and capital.]]></description>
      <pubDate>Fri, 11 Jul 2025 10:00:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572949</guid>
    </item>
    <item>
      <title>Effectiveness and usability of a trunk posture feedback system: An exploratory, longitudinal study for up to 10 days among vehicle assembly operators</title>
      <link>https://trid.trb.org/View/2559930</link>
      <description><![CDATA[Postural feedback systems are a potential ergonomic intervention to reduce postural exposures, and thus musculoskeletal disorder risk, but field-based evidence of their longer-term effectiveness remains limited. The authors conducted an exploratory investigation of a commercial postural feedback system, which provided auditory and vibrotactile feedback following excessive trunk motion, in vehicle manufacturing. Eight workers used the system during regular shifts for up to 10 workdays. The authors observed a reduction in “poor” postures on the first day of feedback. However, these benefits diminished over time, possibly due to a novelty effect—with improvements diminishing as participants adapted to the system—and effects varied greatly across participants. Participant responses were mixed; some reported improved postural awareness while others found the feedback irritating and often ignored it. Findings from this exploratory study suggest the importance of enhancing postural feedback system design to sustain behavioral change over time and better support individual needs.]]></description>
      <pubDate>Fri, 11 Jul 2025 08:42:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559930</guid>
    </item>
  </channel>
</rss>