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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>Energy Consumption and Perspectives on Alternative Fuels for the Transport Sector: A National Energy Policy for Greece</title>
      <link>https://trid.trb.org/View/1973117</link>
      <description><![CDATA[During the last years, gasoline consumption, mainly for road transport, has dropped by more than 30% in Greece, while diesel consumption has seen a generally upward trend after 2013. In contrary, consumption of alternative fuels follows a positive trend. However, in 2016, the national use of Renewable Energy Sources in transport was at 1.4%, though the EU average was at 7,1%. The implementation of two National Action sub-Plans for Greece, one regarding the Renewable Energy Sources and the second about Energy Efficiency of Vehicles will boost the use of the alternative fuels and consequently the national production and distribution effort. This paper reviews the energy consumption over a period of years, defines the main pillars and describes the context of a rational energy policy plan for the transport sector.]]></description>
      <pubDate>Wed, 22 Feb 2023 17:16:10 GMT</pubDate>
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    <item>
      <title>Assessment of comprehensive energy systems for achieving carbon neutrality in road transport</title>
      <link>https://trid.trb.org/View/2047779</link>
      <description><![CDATA[The world is seeking to achieve carbon neutrality by 2050. In general, electrification is a key measure in all sectors. Meanwhile, there are several emissions reduction options also in the road transport sector to achieve carbon neutrality when considering the energy system as a whole. Hydrogen, hydrogen-based synthetic fuels, and bioenergy can serve as alternative energy sources, and carbon dioxide removal (CDR) technologies, including direct air capture, can offset CO₂ emissions from petroleum fuels. Comprehensive analyses that consider outlooks for both automobiles and energy supply with spatiotemporal variation are thus needed to explore possible strategies for the rational achievement of carbon neutrality. The authors' analyses, based on the integrated assessment model DNE21+, show that, although battery electric vehicles (BEV) are important, hybrid and plug-in hybrid vehicles, accompanied by the introduction of CDR and synthetic fuels, can play important roles. Globally uniform regulations for introducing only BEV could hinder cost-effective emissions reduction.]]></description>
      <pubDate>Thu, 27 Oct 2022 09:18:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2047779</guid>
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      <title>Improvement of the layout and design of cargo vehicles of serial production aimed at implementing the Transport Strategy of the Russian Federation up to 2030</title>
      <link>https://trid.trb.org/View/1885947</link>
      <description><![CDATA[In 1991–2021, due to integration and sanction processes in international relations, the international system of goods movement, based on transport, is becoming an important factor in the efficient economic development of Russia both in northern and southern latitudes, including relations with its neighbor — China. By 2030, it is planned to increase the annual global volume of cargo transportation by 70%, and by 2050, another 1.2 billion vehicles will be added to the global fleet. Such an increase in the global fleet can be accompanied by an increase in the number of road traffic accidents (RTAs) to 51.35 million, among which 2.6% will result in fatalities, and the rest — in injuries. In Russia, the economic damage caused by RTAs is about 2%. The transport sector accounts for 18% of all global anthropogenic emissions and 23% of greenhouse gas emissions related to the energy sector. Every year, 3 million people die from air pollution. The regulation of emissions and the reduction of the accident rate are predetermined by the production level and, as a result, the heterogeneity of products. Some of these problems can be solved by improving the layout and design of cargo vehicles and minimizing the level of the human factor in ensuring safety, environmental friendliness, and rational use of energy resources.]]></description>
      <pubDate>Thu, 28 Oct 2021 09:19:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1885947</guid>
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      <title>Intermodal System Rijeka – Central Europe – Project</title>
      <link>https://trid.trb.org/View/1512145</link>
      <description><![CDATA[The international project SETA (South East Transport Axis, Adriatic - Central Europe) has proven the strategic importance and the interest of the European Union (EU) and of the Republic Croatia for the development of public transport on the Rijeka traffic route. Also, an EU interest was established for investments of new investment funds in the construction of new and modernization of the existing facilities of railway transport infrastructure, and the economic justification of investments of that development capital (cf. [3]) has been proven. The fundamental goal of developing this RFC RH2 (TEN-T) corridor and substantial capital investments do not only mean a rapid increase in transport of goods and passengers between the EU and the countries of the Near, Middle and Far East via the ports of the North Adriatic, but also drastic reduction of the external costs of transport (cf. [4]), which increasingly threaten the sustainability of life in the EU and on the Earth. Consequently, now it is absolutely necessary to design and as quickly as possible to apply modern 3E (Environmentally sustainable, Energy rational and Economically feasible) intermodal transport system ISRCE in which the electrified railway and waterways with LNG (Liquid natural gas) drive motors will take on a minimum of 85% of the existing and new land transport, and road transport to a maximum of 15%, which is opposite of the current situation [1].]]></description>
      <pubDate>Thu, 17 May 2018 14:46:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1512145</guid>
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    <item>
      <title>Scofflaw bicycling: Illegal but rational</title>
      <link>https://trid.trb.org/View/1509263</link>
      <description><![CDATA[Nearly everyone has jaywalked, rolled through a stop sign, or driven a few miles per hour over the speed limit, but most such offenses face no legal consequences. Society also tends to see these relatively minor infractions that almost all people make—though they are unmistakably illegal—as normal and even rational. Bicyclists who break the law, however, seem to attract a higher level of scorn and scrutiny. While the academic literature has exhaustively covered unlawful driving behaviors, there remains little research on bicyclists who break the rules of the road. This paper examines rule-breaking bicyclists and the factors associated with such behaviors. The authors also explore the question: are bicyclists making rational, albeit illegal, choices—similar to most drivers and pedestrians—or are bicyclists reckless and dangerous? Because it’s proven effective for reaching hard-to-reach populations, the authors employed a snowball-sampling framework and an online, scenario-based survey completed by nearly 18,000 respondents. Via multi-level statistical analyses, the results suggest that younger people and males tend to exhibit higher levels of illegal bicycling behavior, but even when combining high-risk factors, the overwhelming majority of bicyclists are not reckless. Controlling for the context and social norms of the city where one lives tends to outweigh individual bicyclist characteristics such as race/ethnicity and income. Unlawful drivers and pedestrians tend to rationalize their behaviors as time saving; bicyclists similarly rationalize their illegal behaviors but were more inclined to cite increasing their own personal safety and/or saving energy. Most bicyclists can generally be described as rational individuals trying to function safely and efficiently given the context and norms of where they live and the transportation system put in front of them.]]></description>
      <pubDate>Fri, 27 Apr 2018 12:22:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1509263</guid>
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      <title>The Importance of Industrial Track in Railway Infrastructure</title>
      <link>https://trid.trb.org/View/1374721</link>
      <description><![CDATA[An important part of the railway infrastructure, in the area of freight transport designed to simplify the transportation process and benefit the economy of an area, are industrial tracks. Industrial tracks provide different benefits to users and railways. They enable customers to deliver the goods in the factory, avoiding the cost of loading and a lower total cost of transportation. A rail unloading station is reducing the work operations at railway stations, while increasing passenger safety and reducing  traffic congestion near the station. While in the economically developed countries the number of industrial tracks and their utilization is significant, in less developed countries the number of industrial track is a bit smaller. According to data from 2009 at the Croatian railway network, there were 314 primary industrial tracks, although only 168 of them in greater or lesser extent perform manipulative actions. The remaining 146 of the tracks have been temporarily closed and inactive. Closure and abandonment of some industrial tracks is caused by the changes in the economy and the real needs of users. Although the existing industrial intersections generate about 70% of total freight transport, there are noticeable problems with the technical condition of the tracks. An organization is working on them and on the relationship of railroads and industrial users of the track. With retention and renewal of existing and construction of new industrial track, it would be possible to increase the competitiveness of rail compared to other modes of transport. This paper describes the characteristics of the industrial tracks with special emphasis on the construction of an industrial track for the cement factory Našicecement in Našice. Construction of the track allowed multiple benefits: shorter transport time and energy saving, rational use of means of transport and labor, reduction in transport costs, an increase in traffic safety and reliability of the transport system, and an increase in the competitiveness of factories in the market.]]></description>
      <pubDate>Mon, 30 Nov 2015 08:30:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374721</guid>
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    <item>
      <title>Development Model of Intermodal Traffic for the Republic of Croatia</title>
      <link>https://trid.trb.org/View/1256857</link>
      <description><![CDATA[Within circumstances in which the whole world is confronted by the global enigma “3E” (Ecologic sustainability, Energy deficit and Economic incentive for investing capital into the public traffic), the European Union (EU) has ordered a development of various strategic projects that analyse the possibilities, and obligations in finding a way out of the existing “3E” problems. For the Republic of Croatia especially important are the research results accumulated by the finished international projects: IMONODE, NADOX, ECO4LOG and INTERIM that paved the road to development of modern intermodal traffic system. The traffic model in question seeks to ensure returnable cargo for ships in binding mother ports, whose hinterlands will activate ecological, energetic and economic rational usage of electrified railway and inland navigation for transportation of substrates in the ratio of at least 85%, while road traffic will participate with only 15%. With its latest project SETA (South East Transport Axis Baltic-Adriatic), the EU is trying to apply as soon as possible the Szczecin Declaration dated 28th June 2010, which defined an intermodal route Baltic – Vienna – Budapest – Zagreb – Rijeka (Port of Rijeka) – Route C-65, a route with “New Deal” features for the area of Central and partially Eastern Europe, including the Republic of Croatia. The mathematical model of modern intermodal traffic for the Republic of Croatia uses the following parameters: (1) intermodal terminals, as points of traffic concentration of traffic substrates; (2) intermodal infrastructure, public highways as an element of transporting the substrates; (3) intermodal substructure, commodity warehouses as elements of commodity concentration; (4) intermodal technologies, as model of using the transportation tools and transportation equipment; (5) intermodal commodity flows, as substrates or subject of operations of intermodal traffic; (6) intermodal ecology, that is, energy as source and obligation of sustainability for the entire mankind; (7) intermodal economics, as tariffs or prices of traffic services; (8) intermodal intellectual capital, as key carrier of all traffic functions; (9) intermodal mega and niche operators, as clients of traffic services (buyers) and; 10) other intermodal elements, forwarders, sanitary services and others who directly participate in technological operations. The model encompasses the values which have quantified elements of intermodal traffic for the year 1990 (route trains between Rijeka and Central Europe), assumed values in 2012, when the Republic of Croatia signed an accession agreement for full membership in the EU, and values in 2025, when it is presumed that the Republic of Croatia will fulfill its obligations from the Szczecin Declaration.]]></description>
      <pubDate>Thu, 25 Jul 2013 16:43:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1256857</guid>
    </item>
    <item>
      <title>Creating a city that works: opportunities and solutions for a more sustainable Melbourne: position paper on passenger transport and urbanisation</title>
      <link>https://trid.trb.org/View/1154583</link>
      <description><![CDATA[More sustainable solutions to passenger transport and urbanisation challenges are available.  Victoria has access to less energy intensive forms of transport, for both public transport and for private vehicles.  We understand the patterns of urban development that allow people to walk and cycle to local services and community facilities.  In addition, we are getting better at integrating transport technologies and urban design, for example through transit oriented development.  The challenge is to develop and maintain the will to institute the fundamental changes that we know are necessary over the longer term.  There are three key areas that require further attention if we are to ensure change occurs in the right direction and in a timely manner. The first is better use of rational pricing.  The second is improved integration and coordination of land use planning and transport planning.  The third is leadership from government.  This position paper on passenger transport and urbanization aims to stimulate discussion, raise key issues, analyse some of the current responses to those issues, explore institutional barriers to change, and recommend some actions to help improve the sustainability of Melbourne's urban environment and transport system.]]></description>
      <pubDate>Wed, 22 Aug 2012 21:50:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1154583</guid>
    </item>
    <item>
      <title>RURAL TRANSPORT IN DEVELOPING COUNTRIES</title>
      <link>https://trid.trb.org/View/268582</link>
      <description><![CDATA[This book suggests that conventional rural transport planning in developing countries has been almost exclusively concerned with motorised transport, and with roads designed for its use.  Whilst this has no doubt resulted in more effective identification of rural road needs, it has ignored local-level transport systems which provide the means of mobility and access for the mass of the rural population. The core of the book is a series of nine case studies from Malaysia, India, Nigeria, Kenya, Samoa, Korea, the Philippines, Tanzania and Bangladesh which provide a very different picture of rural transport needs.  The studies encompass countries at different stages of development, from those at the most impoverished levels (Bangladesh and Tanzania) to those which have sizeable industrial and market economy sectors, and relatively high per capita incomes (Republic of Korea and Malaysia).  They also cover a variety of different agricultural, social and geographic conditions and include a wide range of different human, animal and motor-powered means of transport used to meet local movement needs.  The case studies have been grouped into three parts. The first comprises studies of the travel patterns of rural communities.  The second looks at particular means of local transport.  The studies that form the third part are more concerned with evaluations of transport policy and how it affects rural communities.  The writers have attempted to draw together the main elements of these case studies to suggest that there is a need to broaden the scope of rural transport planning to encompass the totality of transport demand.  In this way, a more rational investment of resources could result in more productive uses of time and energy in the rural areas.  (TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:42:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/268582</guid>
    </item>
    <item>
      <title>INNOVATIVE COMPACTION TECHNIQUES FOR ROADS AND AIRFIELDS USING HIGH ENERGY IMPACT COMPACTORS</title>
      <link>https://trid.trb.org/View/635417</link>
      <description><![CDATA[This paper first reviews the historical development and principles of impact compaction, then outlines the principles of high energy impact compaction, the characteristics and uses of Impact Compactors, after that highlights the shortcomings of traditional approaches to compaction and proposes more appropriate and rational approaches to impact compaction specification and control.  Finally, the paper illustrates the recent use of impact compaction technology at Hong Kong's new international airport at Chek Lap Kok.  For the covering abstract of the proceedings, see IRRD 490713.]]></description>
      <pubDate>Mon, 28 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635417</guid>
    </item>
    <item>
      <title>A BITUMEN-RUBBER PAVEMENT REHABILITATION EXPERIMENT USING THE HEAVY VEHICLE SIMULATOR (WITH DISCUSSION)</title>
      <link>https://trid.trb.org/View/575984</link>
      <description><![CDATA[A rehabilitation strategy to provide a holding action for a design period of ten years was required for National Route N3 in South Africa.  Since effective sealing of cracks and restoration of riding quality were major aims for much of the section, proposed rehabilitation measures included the possible use of bitumen-rubber stress absorbing membranes (SAMs) and stress absorbing membrane interlayers (SAMIs).  In order to provide an indication of the in-service behavior of these measures, and to give a more rational basis for decision, the Department of Transport requested that a Heavy Vehicle Simulator (HVS) test program be undertaken.  This was commenced in December 1983. The main conclusion arising from this work was that the design of the mixes, and in particular the bitumen-rubber membrane of the SAMI options used in this experiment, was unsatisfactory, and that careful further consideration should be given to the choice of binder stiffness, aggregate and layer thickness in order to avoid deformation problems.  As a result of this work, changes were made to the mixes adopted on the rehabilitation contract which would be expected to improve the overall performance.]]></description>
      <pubDate>Wed, 06 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575984</guid>
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    <item>
      <title>A NEW GENERATION OF ROAD LIGHTING</title>
      <link>https://trid.trb.org/View/407805</link>
      <description><![CDATA[The objective of this project is to arrive at a rational energy use in transport.  The innovative aspect of this project is that highway lighting levels will be modified according to weather and traffic conditions.  By making more effective use of road lighting, an energy reduction of some 20% can be achieved in both the Netherlands and in a number of European member states.  This leads to a reduction in carbon dioxide emissions, and therefore a cleaner environment.  Traffic safety can be improved by a factor of some 10%, so far as injuries and fatal accidents are concerned.  However, traffic behaviour differs in each of the European member states.  The improvement percentage in traffic safety among the member states is therefore difficult to indicate.  For the covering abstract of the conference see IRRD 862232.]]></description>
      <pubDate>Thu, 28 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407805</guid>
    </item>
    <item>
      <title>RATIONAL ENERGY USE IN TRANSPORTATION SECTOR: EUROPEAN COMMUNITIES COST 307 ACTION</title>
      <link>https://trid.trb.org/View/386822</link>
      <description><![CDATA[COST (European Cooperation in Field of Scientific and Technological Research), a European Communities coordinated research organization founded in 1971, presents its final report on the rational use of energy in the European transportation sector.  The report contains analyses comparing member states' energy conservation policies directed towards energy efficiency improvements in key transportation sector subdivisions - light and heavy road vehicular transport, passenger and freight rail, and air transport.  The parameters taken into account in the analyses include statistical data on: traffic (number of passengers, quantity of freight, distances travelled, etc.); relative energy consumption (global and unit values); fuel costs; and type, number, age and maintenance status of vehicles. The analyses also made use of computerized simulations of proposed energy conservation schemes to forecast expected socio-economic impacts, energy savings and reductions in air pollution.]]></description>
      <pubDate>Wed, 27 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/386822</guid>
    </item>
    <item>
      <title>RATIONAL ROAD USER CHARGES FOR HEAVY TRUCKS</title>
      <link>https://trid.trb.org/View/389173</link>
      <description><![CDATA[The paper discusses road cost recovery in Australia and New Zealand from heavy vehicles, and the changes introduced over the last 15 years.  An outline is given of the changes in road user charges for heavy trucks proposed by the National Road Transport Commission in 1992.  After consideration of new data for fuel use by six axle articulated trucks that show a wide variation in fuel use, and other factors, the paper recommends consideration be given to reviewing the proposed changes before their implementation. The possible changes include less reliance on fuel taxes and charges as a road pricing mechanism and higher annual charges for articulated trucks operating at high Gross Vehicle Mass limits in NSW and Victoria.  (a) For the covering record of the conference, please refer to IRRD abstract number 849497.]]></description>
      <pubDate>Mon, 18 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/389173</guid>
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    <item>
      <title>COST 307. RATIONAL USE OF ENERGY IN INTERREGIONAL TRANSPORT. FINAL REPORT</title>
      <link>https://trid.trb.org/View/375412</link>
      <description><![CDATA[The main objective of the COST 307 project was to study the technical, economic, and social requirements for the rational use of energy in the transport sector.  The research was divided into 4 parts: a) examination of the studies and analyses carried out by the participating countries (Netherlands, Belgium, Germany, France, Switzerland, Italy, Spain, Portugal, Yugoslavia) the EEC and other international bodies such as the OECD on energy consumption in the transport sector.  An assessment of data comparability was also undertaken; b) evaluation of the technical and social constraints attaching to the rational use of energy in transport; identification of energy saving measures and ways of diversifying energy sources for inter-regional transport; c) promotion of the development of analysis instruments; and d) supplying the participating countries with the instruments required to evaluate the implications, in terms of social and economic impact, of the different energy saving and energy diversification strategies.  The effects of energy saving measures on toxic emissions was also studied. The following models were used to evaluate the impact of selected energy saving measures: MICSIM-MACSIM; MEDEE-EUR; and EFOM-ENV. The results and recommendations are presented.]]></description>
      <pubDate>Thu, 01 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/375412</guid>
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