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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Helsingbotica - a prestudy</title>
      <link>https://trid.trb.org/View/2491274</link>
      <description><![CDATA[This project investigated new methods to enhance the use of micromobility vehicles, focusing on the growing use of bike and pedestrian road networks. It a preliminary study that utilized such vehicles for gathering images and applied machine learning to expand knowledge of infrastructure. The study successfully demonstrated the feasibility of collecting images of the road network, but also identified unique challenges such as varying angles and specific obstacles like gravel that need attention. Due to GDPR concerns, external cameras were preferred over built-in ones in vehicles like e-scooters. The project also looked into how data could be shared back with users and stakeholders. It found established methods for handling static data but noted a lack of standards for dynamic obstacles. Efforts to participate in a U.S. Department of Transportation-led standardization initiative have begun. Additionally, the project crafted a preliminary policy for delivery robots. This policy includes geofencing, speed limits, and operating schedules, which Helsingborg has translated into machine-readable code using the Mobility Data Specification. Hugo Delivery have adjusted its platform to comply with these digital policies. The final hypothesis of the project revolves around a pilot concept for autonomous delivery robots. This concept is grounded in on-site testing, workshops with municipal and commercial stakeholders, reviews of existing global delivery robot pilots, and Helsingborg's sustainability goals. It also takes into account the strengths and weaknesses of delivery robots. The idea is to pilot these robots as mobile delivery lockers in suburban areas, avoiding city centers with high traffic. This approach, termed 'community robots', envisions the robots operating within a specific area, with daily battery swaps. By shifting parcel deliveries from vans to these robots, a significant reduction in traffic accidents and emissions in residential areas is anticipated.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:17:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491274</guid>
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      <title>Alternativa kemiska halkbekämpningsmedel på GCväg och trottoarer (ALT-salt)</title>
      <link>https://trid.trb.org/View/2269698</link>
      <description><![CDATA[Winter operations (snow clearance, anti- and de-icing) of cycle paths and sidewalks have received renewed interest in connection with the promotion of active travelling all year round and throughout the country. As a result, new methods have also been developed to be particularly adapted to the conditions that prevail on cycle paths and sidewalks. Since the processes that affect the durability of anti-icing agents on cycle paths and sidewalks differ from those on roads, where the majority of today's knowledge of how these work in practice comes from, the effect of different agents will be different in the two cases. For example, the impact and mixing characteristics of car traffic cannot be taken into account. Therefore, there is a need to study some selected chemical anti-slip agents based on the conditions prevailing on walking and cycling paths and in a changing climate. In this project, the effect and duration of four different anti-slip agents, which are already used today on cycle paths, sidewalks and airports respectively, are compared, they are: sodium chloride, potassium formate and Karlstadslake (mixture of NaCl and CaCl2). In addition, the possibility of using so-called circular salt extracted from fly ash is being specially studied. The different anti-slip agents have different environmental advantages and disadvantages, and in order to be able to compare these in a relevant way, the positive effects and duration of each agent must first be clarified. The comparisons are carried out through studies in a laboratory environment, on a protected test track with scaled-down salt spreaders (VTI cycle test track), a protected test track with authentic operating machines (Karlstad's municipal decommissioned airfield) and finally in an authentic full-scale environment in Karlstad municipality's street and cycle path network. The results result in advice and guidelines regarding which agents should be used under which conditions, in which doses and at what intervals. As the knowledge of the respective agents' appropriate doses and action intervals becomes known, it is also possible to evaluate their respective environmental effects in a comparable way.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269698</guid>
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      <title>Winter Maintenance Quality Standards Review</title>
      <link>https://trid.trb.org/View/2071839</link>
      <description><![CDATA[The City of Ottawa, the national capital of Canada, is home to over 1 million people. In addition to housing federal government officials and the foreign diplomatic corps, it received over 11 million visitors in 2019. Ottawa’s municipal government established its Winter Maintenance Quality Standards (WMQS) for roads, sidewalks, and pathways in 2003. The City recently reviewed these standards for higher priority roads (Class 1, 2 and 3). As Ottawa set sustainability goals for the growth of the city, improved mobility of various modes of active transportation came into focus, setting in motion a new review of its WMQS in 2020. This time, the review was primarily geared towards the WMQS of sidewalks and pathways, the winter cycling network, and the lower priority roads (Class 4 and 5). This study presents the findings of this latest review, including its business case, with the implementation on a scaled approach based on resource availability and Ottawa’s City Committee approval. This study was undertaken in three phases. Phase 1 reviewed Ottawa’s current WMQS, background material (media, Committee and Council reports, Policy, Plans, Service Requests, claims). In this first phase, we also interviewed internal stakeholders and bench-marked industry best practices from other municipalities with similar size and weather, both nationally and internationally. The second phase of this project used the information from Phase 1 and developed three delivery alternatives for each infrastructure type. The alternatives were classified as moderate, progressive, and aspirational. From the baseline, each higher alternative built up on more aggressive metrics to provide a higher level of service to the public and support the City of Ottawa’s progress towards its 2046 goals for growth and sustainability, as well as its 2050 climate change goals. The last phase of this project identified the recommended alternative (i.e., moderate, progressive, or aspirational) for each facility type, developed the approved alternatives in more detail, prepared a business case, and prioritized the recommendations.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:16:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071839</guid>
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    <item>
      <title>Case Study: Research and Implementation of a GIS Based Sidewalk Assessment System</title>
      <link>https://trid.trb.org/View/1682702</link>
      <description><![CDATA[Although sidewalks and trails act as the foundation infrastructure for active modes, they are often secondary concerns to many municipalities. With limited budgets and resources, there is often greater emphasis in focusing investment towards primary infrastructure (such as roadways and bridges), which are typically backed by greater operational information and condition investigations that are used justify the use of public funds. While the focus on main infrastructure is justified, this often leaves very little funding or consideration for secondary infrastructure like sidewalks and trails. This issue of limited funding for sidewalks and trails, combined with potential high public use yet limited background data, increases the risk of lawsuits from conditions like trip hazards. Such lawsuits can be quite costly to municipal agencies and detrimental to public perception of safety and mobility. These practices of minimum funding and high liability lead to an inconvenient truth - sidewalks and trails carry a high level of liability and many agencies are not focusing on them enough. One reason for the omission in funding and priority is that municipalities struggle with how to approach condition rating their sidewalk and trail networks. There can even come a point where only condition rating the network is not enough. Simply put, this situation can place agencies in a position of having the data and being unable to use it effectively. To address these problems, the City of St. Albert set out to not only develop an acceptable condition rating system, but to also work closely with its GIS and IT departments on how to best represent it. This resulted in a network level condition rating which allows the city to have its sidewalk network represented in 10 m sections, all condition rated in a range of 1 to 5, 1 being “good condition”, 5 being “poor condition”. This system has allowed the City to better coordinate capital funding to ensure that as much work is accomplished in approved capital programming while being responsible with tax funds in complete transparency.]]></description>
      <pubDate>Tue, 04 Feb 2020 14:59:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1682702</guid>
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    <item>
      <title>Halkfria vägar: Etapp 2: energi- och systemanalys med kostnader, solvärme och värmelagring för miljöanpassad halkbekämpning</title>
      <link>https://trid.trb.org/View/1506364</link>
      <description><![CDATA[Nordic climate means that de-icing in the winter is an important step to maintain accessibility and traffic safety. By warming the road it is possible to achieve good results in improved accessibility in winter (e.g. Gothenburg hill on RV40 in Jönköping). International experience shows it possible to achieve the desired effect also on other exposed plant parts such as bridge, pavement, platform, railroad switch, etc. Different types of energy can be used to heat the road, especially in the city's vicinity, where e.g. also district heating can be used. It is not technically difficult to heat the road but the challenge is to do it in an energy efficient and environmentally friendly manner and at a reasonable cost. In this study, stored solar energy in rock is studied in detail because it is the most universal system, is environmentally friendly and has low sensitivity to future energy price increases.]]></description>
      <pubDate>Wed, 28 Mar 2018 10:21:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506364</guid>
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    <item>
      <title>iRAP road and design assessments and outcomes: a case study from Moldova</title>
      <link>https://trid.trb.org/View/1465162</link>
      <description><![CDATA[This work, supported by the Millennium Challenge Corporation, assessed the safety of the road infrastructure of a 93km section of the M2-R7 in Moldova in 2010 and 2015, before and after rehabilitation. The iRAP Star Rating with a Safer Roads Investment Plan guided provision of more than 22km of footway (sidewalk), a doubling in the number of pedestrian crossings to more than 50, installation of 12.3km of safety barrier, improvements in the quality of curves, the overall quality of the road surface, delineation and enhancement in the quality of intersections. Prior to upgrading, the safety rating of the road for pedestrians was poor (84% of the road rated only 1- and 2-star) and, for vehicle occupants, the road was predominantly 1- and 2-star (87%). Since reconstruction, the Star Ratings have improved. The percentage of the road rating 3-star and above has increased by around 30 percentage points for pedestrians, cyclists, motorcyclists and vehicle occupants. The post construction Road Safety Audit by AECOM includes recommendations for improvements at intersections, in villages, on roadsides and for some measures related to the route. The pre-construction EuroRAP investment proposal showed that, for an overall package of safety countermeasures, there would be a reduction of around 300 killed or seriously injured casualties over 20 years, with a Benefit Cost Ratio approaching 4, a saving of almost a quarter of casualties on the road had there not been upgrading.]]></description>
      <pubDate>Mon, 24 Apr 2017 10:12:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1465162</guid>
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    <item>
      <title>Palcemaking with Pavers - Is It Worth It? - Presentation</title>
      <link>https://trid.trb.org/View/1434776</link>
      <description><![CDATA[District of North Vancouver planners envisioned high-end town centres that featured pavers in every cross-walk, sidewalk and curb edge to create better public spaces.  District engineering staff were unsure about the right approach and concerned about maintenance issues, inventorying, availability of skilled labour, cost.]]></description>
      <pubDate>Tue, 15 Nov 2016 16:45:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1434776</guid>
    </item>
    <item>
      <title>Halkfria vägar, solvärme och värmelagring för miljöanpassad halkbekämpning</title>
      <link>https://trid.trb.org/View/1375788</link>
      <description><![CDATA[Our climate requires that roads are deiced in winter in order to maintain accessibility and road safety. The purpose of this report is to identify suitable facilities where heating with solar energy is proposed as an alternative to traditional deicing. The project has focused on especially exposed parts of a road system or other typical places where significant traffic safety and accessibility gains can be obtained.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:06:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375788</guid>
    </item>
    <item>
      <title>Fotgängares värderingar av gångvägar</title>
      <link>https://trid.trb.org/View/1347572</link>
      <description><![CDATA[The background to this study is an inquiry by the Swedish Transport Administration to develop methods for benefit-cost analyses for pedestrians’ appraisals of their walking environment and how different improvements in the environment affect decisions to walk. The issues studied are: 1. What type of road do pedestrians prefer when they choose which route to walk? 2. What is the willingness to pay to get more attractive footpaths? 3. How many persons will start to walk if it is built more attractive footpaths? The third issue was unfortunately not possible to answer because of the low response rate in that part of the study. One result from the study is that individuals do not seem to prefer separated pedestrian and bicycle paths or completely secluded footpaths to the extent one might expect. The main thing seems to be that the walk takes place on a footpath of some sort and not along the roadside on a road with motor vehicles. The visibility seems to be very important for which route people choose to walk. Other attributes such as maintenance, distance to a road with motor vehicles and type of crossing was not nearly as important. Finally, it seems not impossible to investigate individuals' appraisals for various types of footpath attributes and choice of footpath using stated preference methodology. However, the interest in walking issues seems not to be high and many of the questions in the questionnaire seemed to be difficult to answer. To make it easier to clarify some of the ambiguities, future studies about pedestrian appraisals should involve some kind of interview methodology.]]></description>
      <pubDate>Fri, 27 Mar 2015 12:05:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347572</guid>
    </item>
    <item>
      <title>Varmsandning på gång- och cykelvägar: utvärdering i Umeå av för- och nackdelar med metoden</title>
      <link>https://trid.trb.org/View/1347552</link>
      <description><![CDATA[Considering the safety of cyclists and pedestrians the winter maintenance service level needs to be improved and there is a need for skid control measures that are effective and, at the same time, reduce the amount of grit spread during the wintertime. Warm wetted sand, a method were the sanding material is mixed with hot water while spreading and were the sand adheres to a cold surface through a process of melting and freezing, could be the solution. In this study, the applicability of using warm wetted sand on walkways and bike paths has been evaluated in Umeå municipality during the winters of 2010/11 and 2011/12. Comparing measurements of friction clearly showed higher levels of friction improvements and with a longer duration when using warm wetted sand for skid control on walkways and bike paths compared to traditional dry sand. The study also showed that the number of actions can be reduced when using warm wetted sand instead of traditional dry, and it is therefore possible to reduce the amount of grit spread. The method was most effective on sections with on-street-cycling were the road condition more often is thick ice. The apprehension that the method might create an uneven surface uncomfortable for cyclists was not perceived. The maintenance operators had, on the other hand, noticed that when spreading warm wetted sand on soft packed snow an uneven surface might occur, if the warm sand melts through the top layer of the snow surface. The main problem with the method is the freezing of the sand material in the hopper and the spreader, due to the high amount of fine graded particles in the sand mixture. The results are not promising enough to motivate an investment in equipment for skid control on walkways and bike paths only, but with a multi-purpose use it gets more cost effective.]]></description>
      <pubDate>Fri, 27 Mar 2015 12:04:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347552</guid>
    </item>
    <item>
      <title>Osborne Street Bridge Rehabilitation and Widening</title>
      <link>https://trid.trb.org/View/1301821</link>
      <description><![CDATA[Situated in the central part of Winnipeg (Manitoba, Canada), the Osborne Street Bridge is a major river crossing comprised of twin bridges spanning over the Assiniboine River. This bridge is one of Manitoba's busiest routes for vehicle, cyclist, and pedestrian traffic. The City of Winnipeg (City) identified that the bridge was in need of rehabilitation to extend its remaining service life and to strengthen the bridge for current design loads. The rehabilitation works also needed to improve Active Transportation (AT) across the bridge and within the project limits. In 2009, Tetra Tech WEI Inc. (Tetra Tech) consulting team was retained by the City to provide conceptual and preliminary engineering, detailed design, and construction services for this project. Rehabilitation works on the bridge included partial depth deck replacement, bearings and expansion joint replacement, and widening of the deck overhangs to accommodate wider sidewalks, and 1.8 m shoulders for cyclists. A comprehensive public consultation program was implemented that also included a Neighbourhood Advisory Committee (NAC). NAC committee members participated as representatives of a broader constituency to work together with the design team by providing input, identifying issues, and discussing reasonable options to enhance the project and help mitigate impacts during construction. Public art was also integrated in the bridge design to emphasize the eclectic nature of the neighborhood and represent its rich history. For the covering abstract of this conference see ITRD record number 201310RT334E.]]></description>
      <pubDate>Tue, 11 Mar 2014 10:59:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1301821</guid>
    </item>
    <item>
      <title>Träds inverkan på belysningseffekt på gång- och cykelvägar</title>
      <link>https://trid.trb.org/View/1215548</link>
      <description><![CDATA[Trees and vegetation in the street environment are important components of urban areas and they increase the environmental quality in cities. The purpose of this study was to examine the influence of trees on shade effects (illuminance and spectral distribution) in pedestrian and bicycle paths by quantifying the reduction of streetlight caused by tree intrusion in order to give recommendations for the management and maintenance of trees in the street environment. Measurements of the shading were tree intrusion and tree area as well as changes in R/FR. R/FR is a measurement on how shade from vegetation affects the spectral distribution. The results show that any type of intruding vegetation into the sidewalk area has a potential blocking effect on the illuminance and that the effect increased the more the trees are infringing. Tree shadow caused the illuminance to drop between 27-77%. Current guidelines for free height above pedestrian zones, bicycle roads and driving lanes are consequently not high enough to prevent shade effects by trees. The free height of vegetation and trees should be as high as the lighting pole in order to avoid light reductions due to tree intrusion.]]></description>
      <pubDate>Mon, 01 Oct 2012 13:16:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1215548</guid>
    </item>
    <item>
      <title>A study of footway maintenance</title>
      <link>https://trid.trb.org/View/1167653</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 19:19:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1167653</guid>
    </item>
    <item>
      <title>Vancouver 2010 Olympic and Paralympic Winter Games: BC MoT Traffic Management</title>
      <link>https://trid.trb.org/View/1125300</link>
      <description><![CDATA[The BC Ministry of Transportation and Infrastructure (BCMoT) was a major partner to VANOC in the delivery of the 2010 Olympic and Paralympic Winter Games. Under its mandate, BCMoT was the lead agency responsible for traffic management, highway maintenance and incident management at the two major bridge crossings over Burrard inlet and the Sea?to?Sky Highway (Highway 99) from West Vancouver to Whistler, contingency planning for highway routes critical to the Games, and Taxi policies and legislation. Traffic volumes during Games?time were modelled conservatively to exceed normal patterns by approximately 10 percent at the two Burrard crossings and 100 percent on the Sea?to?Sky Highway. Games?time interventions deployed on Highway 99 and the bridge approaches were mostly limited to operational measures for providing temporary additional traffic capacity and reliability. These included: lane reconfiguration, counter?flows and Olympic queue jump lanes; temporary road lane on active rail tracks; Traffic control persons to manage congestion at strategic locations; Site specific traffic management, e.g. temporary intersection reconfiguration to increase capacity; Implementation of a Vehicle Checkpoint on the Sea?to?Sky Highway approaching Whistler; Traffic Information Systems (traffic monitoring cameras and variable messaging signage); and Enhanced incident management and highway maintenance to maintain highway capacity. This paper presents an overview of the measures undertaken, the challenges faced in organizing and implementing these measures, and the outcome and lessons learned. For the covering abstract of this conference see record control number 201111RT334E.]]></description>
      <pubDate>Mon, 09 Jan 2012 12:59:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125300</guid>
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    <item>
      <title>Mobility Evaluation of Winter Pedestrian Setting in Hokkaido based upon Subjective Evaluation</title>
      <link>https://trid.trb.org/View/907357</link>
      <description><![CDATA[In winter pedestrian settings of northern regions like Hokkaido, it is an important issue to get rid of the risk of mobility difficulty and to prevent falls caused by extremely slippery walking surface and footway-side snow storage in winter. There are fewer evaluation studies on winter pedestrian mobility than on summer pedestrian mobility. A mobility evaluation considering pedestrians' preference was undertaken in order to understand the effects of winter pedestrian footway maintenance. The mobility evaluation was conducted using "Conjoint Analysis" widely used in marketing research. The analysis has compared if the different weather conditions in different regions bring any distinction between the pedestrian needs, and if the service level difference in winter maintenance brings any distinction between the thought of pedestrians. Besides, by employing the conjoint analysis available to recognize the effectiveness for the specific group, each of the different age groups was assessed since it was assumed that old people would have severe opinion toward feeling comfortable walking. The study results show that it is possible to understand pedestrian needs for winter maintenance according to factors specifying winter mobility by employing the conjoint analysis. Especially, it is possible to quantify different pedestrian needs in relation to regional circumstances, such as weather conditions, and to quantify difference in valid factors upon diverse age groups. For the covering abstract see ITRD E143097.]]></description>
      <pubDate>Thu, 24 Dec 2009 08:40:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/907357</guid>
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