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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Spatial analysis of the hinterlands of container terminals</title>
      <link>https://trid.trb.org/View/2698729</link>
      <description><![CDATA[Seaports have evolved from simple maritime gateways into complex logistics platforms whose competitiveness increasingly depends on the efficiency and integration of inland transport connections. Traditional distance-based approaches to defining hinterlands are no longer sufficient, as functional and logistical determinants play a crucial role in shaping port catchment areas. This study proposes a methodology for analyzing the hinterlands of container ports in Northern and Central Italy by combining Floating Car Data (FCD) with spatial network analytics. Truck movements are traced to delineate port catchment areas, identify overlaps and cross-reference freight demand with port supply indicators. The results show that hinterlands often overlap, particularly among geographically proximate ports and that their extent correlates more with traffic intensity and logistics performance than with mere spatial closeness. The findings confirm the value of FCD as a robust tool for representing freight flows and provide new insights into the complexity of port-hinterland dynamics, offering a data-driven basis for more effective planning and strategic decision-making.]]></description>
      <pubDate>Fri, 15 May 2026 10:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698729</guid>
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    <item>
      <title>Assessment of transit stop accessibility and usage potential using detailed synthetic populations</title>
      <link>https://trid.trb.org/View/2682137</link>
      <description><![CDATA[This study presents a route-based approach to estimating transit stop catchment areas and catchment area potential by integrating synthetic population data. Unlike traditional buffer-based methods, our approach assigns buildings to transit stops based on optimal public transport routes to specific destinations, capturing both route accessibility and multimodal network performance. The method differentiates between the overall-best and typical-best station assignments and accounts for varying user groups through walking speed profiles. By combining GTFS-based routing, demographic overlays, and accessibility modeling, we reveal substantial differences in stop usage patterns and travel times across scenarios and user types. Applications to the city of Hanover demonstrate that catchment areas and travel-time losses vary significantly depending on walking ability and destination. The method offers a scalable planning tool that delivers nuanced insights into transit accessibility, making it suitable for real-world infrastructure and equity analyses.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682137</guid>
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    <item>
      <title>Measuring food accessibility using walkability-integrated gaussian two-step floating catchment area method: A case study of Nanjing, China</title>
      <link>https://trid.trb.org/View/2681353</link>
      <description><![CDATA[Food accessibility is an important indicator for evaluating residents' opportunities to obtain food, and it plays a vital role in shaping dietary habits and improving quality of life. However, existing measurements of food accessibility rarely take into account the influence of street-level walkability on residents' ability to reach food outlets on foot, which may lead to overestimation or underestimation of accessibility. To address this gap, this study proposes a walkability–integrated Gaussian two-step floating catchment area method (WG2SFCA) by incorporating street view data. The accessibility of three types of food facilities—chain supermarkets, vegetable markets, and fruit stores—is measured under walking time thresholds of 10, 15, and 20 min, and the results are compared with those derived from the traditional Gaussian two-step floating catchment area method (G2SFCA). The case study of Nanjing indicates that walkability is an important factor in shaping food accessibility. After accounting for walkability, the boundaries of high-accessibility areas contract, and there is an overestimation of accessibility in the peripheral areas of the urban core and the central areas of the sub-city. Meanwhile, the Gini coefficients for all three types of facilities increased slightly, and the negative impact on accessibility for low-income and youth groups is more pronounced. This study extends the application of the G2SFCA method in measuring food accessibility, fills the gap of neglecting street walkability in existing measurements, and provides insights for government authorities and urban planners to improve food accessibility.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:58:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681353</guid>
    </item>
    <item>
      <title>Access to hospitals for people with Alzheimer's disease and related dementias</title>
      <link>https://trid.trb.org/View/2681521</link>
      <description><![CDATA[Alzheimer's Disease and Related Dementias (ADRD) affects millions worldwide. Significant disparities exist in ADRD diagnosis and care, disproportionately impacting minority and socioeconomically vulnerable populations. In this study, the authors investigate the relationship between ADRD density and accessibility to hospitals. The authors identify underserved and overserved areas in Maryland based on diagnosed cases and mortality due to ADRD, focusing on geographic disparities in care.2023 Maryland ADRD patients were identified using ICD-10 codes. Accessibility was measured using the Kernel Density Two-Step Floating Catchment Area (KD2SFCA) method and sensitivity analysis. The Gini index and Mann-Whitney U were used to analyze disparities between urban and rural areas. Hot Spot Analysis Getis-Ord Gi∗ and local bivariate relationships analysis were applied to assess spatial correlations. Principal component analysis (PCA) was applied to calculate the health risk index. Hospital accessibility was unevenly distributed. Mortality rates from ADRD were higher in underserved areas with fewer hospitals. Hot spot analysis shows eastern and southern Maryland have zones with high mortality per population and per ADRD patient, surrounded by similarly high-rate zones. Central Maryland shows lower death rates per patient but more hospital facilities. In parts of the southeastern Maryland, higher-poverty areas are surrounded by zones with lower accessibility and higher health risk indices. Hospital accessibility is unevenly distributed, creating major rural disparities. Underserved regions in terms of access to hospitals, particularly in eastern and southern Maryland, exhibit high ADRD mortality rates despite low diagnosis rates. The observed discrepancy supports the hypothesis that a significant portion of the ADRD population in these regions may remain undiagnosed within the inpatient system or face barriers to timely care.]]></description>
      <pubDate>Tue, 07 Apr 2026 15:36:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681521</guid>
    </item>
    <item>
      <title>Use of Small UAVs for Field Measurement of Hydraulic Parameters in Small Drainage Basins</title>
      <link>https://trid.trb.org/View/2680119</link>
      <description><![CDATA[This project evaluated the feasibility, accuracy, and practical use of small unmanned aerial vehicles (UAVs) for measuring hydraulic parameters, water-surface elevation (WSE), surface velocity, bathymetry, and discharge, in small to medium Missouri drainage basins. UAV-based measurements offer non-contact alternative to traditional field methods in hazardous environments or high-flow conditions. A comprehensive literature review of 522 publications (2010–2024) was conducted and found that reported errors showed radar-based WSE and hyperspectral/multispectral bathymetry as the most accurate, while Particle Tracking Velocimetry (PTV) showed the highest accuracy with a mean absolute percentage error (MAPE) of 10.7%, while the surface velocity method (SV) yielded the lowest discharge error (MAPE = 12.4%). For the field studies in the next phase, six field sites were selected from 21 candidate locations, to represent diverse channel and hydrologic conditions. Five sites were surveyed using UAV photogrammetry, Light Detection and Ranging (LiDAR), Particle Image Velocimetry (PIV)/PTV, and sonar-based bathymetry. Discharge was estimated using geometric method (GM) and surface-velocity approaches (SV). GM used LiDAR geometry, bathymetry, roughness, and slope, while SV used PIV/PTV at all sites. UAV-based discharge estimates showed 22.2–25.3% difference relative to USGS rating curves. SV produced more consistent accuracy across sites, while GM was highly sensitive to roughness and geometry. SV is recommended when field time is limited, and GM when detailed channel data are available.]]></description>
      <pubDate>Mon, 23 Mar 2026 08:34:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680119</guid>
    </item>
    <item>
      <title>Leveraging High-Resolution LiDAR and Stream Geomorphic Assessment Datasets to Expand Regional Hydraulic Geometry Curves for Vermont</title>
      <link>https://trid.trb.org/View/2669640</link>
      <description><![CDATA[In the two decades since Regional Hydraulic Geometry Curves (RHGCs) were first developed for Vermont streams, new remote-sensing data have been generated including digital elevation models derived from Light Detection and Ranging (lidar) data, and stream geomorphic assessments have been completed for more than 2,300 miles of river. Availability of these new data sets represented a cost-effective opportunity to revisit the analysis to update RHGCs for Vermont rivers without the need to engage in resource-intensive field work. We sought to improve upon the RHGCs, by (1) expanding the number of observations, and (2) reducing the variability in the relationships between drainage area and each of the response variables, bankfull width, mean depth, and cross-sectional area. To do so, we leveraged stream geomorphic data collected from 2005 through present; as well as high-resolution lidar data for estimation of basin characteristics. With the addition of 10 new sites, RHGCs have been expanded to cover drainage areas up to 396 (from 194) square miles. Additionally, stratification of the curves by channel slope at a threshold of 0.1% has improved prediction of bankfull width as a function of drainage area. Use of updated curves to design more geomorphically-compatible bridges and culverts will lead to greater resilience and durability of these transportation structures during extreme flood events. Greater longevity of structures translates to improved benefit-cost ratios when the full life cycle of these structures is analyzed and compared to that of undersized structures. Geomorphically-compatible structures also have co-benefits of supporting aquatic and terrestrial organism passage objectives.]]></description>
      <pubDate>Mon, 02 Mar 2026 13:24:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669640</guid>
    </item>
    <item>
      <title>Measuring airport catchment areas via the Huff gravity model calibrated with mobile location data—Evidence from the Yangtze River Delta region</title>
      <link>https://trid.trb.org/View/2656092</link>
      <description><![CDATA[Predicting airport catchment areas is essential for airport site selection and operational revenue evaluation; however, it encounters a technical challenge due to the limited accuracy of existing prediction models. This study employs mobile location data collected from Baidu to estimate the catchment areas of major airports in China's Yangtze River Delta (YRD) region and investigates the optimal exponent for predicting these areas using the Huff model. The findings indicate that, firstly, the catchment areas of YRD airports comprise regions accessible within a three-hour commute, with flight frequency and accessibility serving as the primary determinants. Secondly, the average distance decay exponent of the calibrated Huff model is 3.8, and empirical validation demonstrates the model's high effectiveness for distance decay exponents ranging from 3.0 to 6.5. Thirdly, the Huff model, calibrated with the optimal distance decay exponent, attains an accuracy of 83.06%, representing an improvement of approximately 19.24% to 22.58% compared to the traditional Huff model. Although the Huff model exhibits strong applicability for predicting airport catchment areas, it remains limited by the linear assumptions inherent in its structure. Future research should explore the influence of nonlinear models on the Huff model.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:03:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2656092</guid>
    </item>
    <item>
      <title>Activity-Based Model for Visualizing Facility Catchments Based on Pedestrian Behavior</title>
      <link>https://trid.trb.org/View/2613435</link>
      <description><![CDATA[As cities worldwide prioritize walking and public transport, a unified framework for estimating facility catchment areas is essential for retail potential assessment and equitable public facility allocation. This study proposes an activity-based model that reconstructs daily trip chains from empirical data, integrating distance, spatial constraints, facility attributes, and competition effects. Probabilistic contour maps are generated and validated against Voronoi diagrams for commercial facilities and school districts for education. Results show the framework’s ability to reproduce catchment areas across different facility types, enabling evaluation of existing facilities and prediction of changes from new developments or urban restructuring, thus supporting pedestrian-oriented urban planning and facility location strategies.]]></description>
      <pubDate>Tue, 20 Jan 2026 10:17:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613435</guid>
    </item>
    <item>
      <title>Expanding bus stop utility areas</title>
      <link>https://trid.trb.org/View/2613433</link>
      <description><![CDATA[In many local cities, local bus routes are expected to serve as the main transportation network. However, it is difficult to maintain bus services over a wide area. Ensuring enough users is essential for sustainable operation. Therefore, this study aims to explore ways to increase the number of users by analyzing the characteristics of bus stops that are frequently used even by people outside utility area, thereby examining possibilities for expanding the utility area. The analytical approach involved identifying whether differences exist among the utility areas of various bus stops and investigating the factors contributing to those differences. The findings suggest that elderly people prioritize facilities around bus stops. Furthermore, factors contributing to larger utility areas include longer total travel time, higher bus frequency, and arrival at transportation facilities (such as stations).]]></description>
      <pubDate>Tue, 20 Jan 2026 10:17:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613433</guid>
    </item>
    <item>
      <title>Impact of COVID-19 pandemic on characteristic of bike-sharing systems near metro and bus stations</title>
      <link>https://trid.trb.org/View/2596561</link>
      <description><![CDATA[The COVID-19 pandemic has had a significant impact on various modes of mobility as it spread rapidly worldwide, leading to changes in the landscape of transportation. This research focuses on comparing the usage of bike-sharing and the shifts in cycling behaviour before (2019) and after (2020) the pandemic outbreak in Daejeon, South Korea. Additionally, it examines the role of bike-sharing as a supplementary mode of transport for public transportation systems such as buses and metros during these periods. Our analysis revealed that bike-sharing has become a more prominent mode of transport after the pandemic. We developed a model to calculate the demand ratio of bike-sharing within the catchment areas of bus and metro stations to assess its impact as a supplementary mode. The results indicate an increase in the usage of some dockless bike stations in the catchment areas of buses and metros by 0.22% and 7.29%, respectively. We also conducted a correlation analysis using Point of Interest (POI) data to understand the factors influencing bike-sharing usage. The findings suggest that travel behaviours have shifted towards commercial and recreational destinations. Given its cost-effectiveness and flexibility, bike-sharing could be a sustainable option for urban mobility. Therefore, city planners in Daejeon can use the results of this study to promote bike-sharing and cycling as viable transportation alternatives.]]></description>
      <pubDate>Mon, 05 Jan 2026 09:54:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596561</guid>
    </item>
    <item>
      <title>The railway accessibility of peripheral areas to the TEN-T network: a case study in the Alps</title>
      <link>https://trid.trb.org/View/2572579</link>
      <description><![CDATA[European transport planning highly fosters the railway Trans-European Transport Network (TEN-T), while giving ancillary attention to the secondary railways that should enable the access of peripheral areas to this network. Even in the academic debate, considerable work focuses on the high-speed railways and their implications, while fewer studies discuss the role of secondary railways in peripheral EU areas. This gap may exacerbate the disparities between central and peripheral EU regions. As such, the aim of this paper is to direct the attention towards the secondary railway lines serving the peripheral EU areas, by measuring the railway accessibility of these peripheral areas to the main nodes of the TEN-T network. We focus on a cross-border case study in the Alps, and we measure the accessibility provided by nine secondary railways to the main TEN-T nodes within it. On average, results show that the observed secondary-railway nodes register ca 20% lower accessibility figures than the TEN-T ones. However, this mismatch varies significantly among the secondary nodes belonging to our study area (from ca a min of 2% to a max of 40%). It is crucial to address such unbalances at the EU and regional level since a significant portion of the EU population resides outside the TEN-T catchment area, and thus depends on the secondary railway system to access the TEN-T network in a sustainable way.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:55:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572579</guid>
    </item>
    <item>
      <title>Effects of catchment measurement on the associations between determinants and metro-ridesourcing integration</title>
      <link>https://trid.trb.org/View/2583649</link>
      <description><![CDATA[Constructing metro-integrated ridesourcing catchment and understanding its determinants are essential for advancing multimodal urban mobility. However, existing studies rarely utilize text-inclusive ridesourcing trip data to identify metro-ridesourcing integration, and most extract explanatory variables based on a fixed-radius catchment of metro stations. This study leverages origin-destination address textual information from ridesourcing trip data in Tianjin, China, to identify metro-integrated ridesourcing trips and applies a hierarchical clustering method to generate station-specific catchments for access to and egress from metro stations during morning and evening peak periods. Machine learning models are employed to examine the relationship between integration demand and various attributes, with model performance comparison between station-specific and fixed-radius catchments. Results show that models based on station-specific catchments outperform those using fixed-radius catchments. Key findings reveal that road network density is significantly associated with metro-ridesourcing integration, exhibiting distinct threshold effects. GDP displays a nonlinear positive relationship with integration demand. Land-use mix shows a positive correlation with integration demand, particularly during the evening peak. Ridesourcing trip distance exhibits the strongest positive association within the first 5 km. Metro station ridership is positively related to ridesourcing demand, with a higher saturation threshold for inbound compared to outbound flows. This finding offers policymakers new insights into metro-ridesourcing integration, supporting efforts to improve connection efficiency and promote multimodal transport planning.]]></description>
      <pubDate>Thu, 23 Oct 2025 09:24:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2583649</guid>
    </item>
    <item>
      <title>Assessing the applicability of the 15-minute city: Insights from a spatial accessibility perspective</title>
      <link>https://trid.trb.org/View/2576344</link>
      <description><![CDATA[The concept of a 15-minute city proposes that residents should have access to all basic services within a short walking distance from their homes. However, most previous studies have focused on macro-level urban planning or land use configurations, while fine-grained, community-level evaluations that integrate actual travel constraints such as road network structures and the spatial distribution of service facilities remain underdeveloped. To explore the current state of the 15-minute city’s implementation at the community level and identify potential improvements, this study takes City of Toronto as an empirical case, and incorporates road network-based isochrones into an improved two-step floating catchment area model to calculate the spatial distribution of accessibility. A geographically weighted regression (GWR) model is used to analyze the impact of road network structure and the number of facilities on accessibility. The analysis results indicate that current urban infrastructure cannot meet the travel demands of the 15-minute city, particularly for walking. In the case of other “x-minute cities,” extending the travel time threshold is associated with improved accessibility in certain urban areas, but these benefits are limited to regions around service hubs, while accessibility in other areas tends to show a decrease in accessibility. This study offers recommendations for improving the 15-minute accessibility. Namely, if policymakers aim to encourage more residents to meet their daily needs within a 15-minute radius, a targeted increase in the number of facilities in specific areas is necessary. This is particularly crucial for pedestrians in suburban areas, where adding more facilities is essential to enhance accessibility. Lastly, in areas where facilities are lacking, the benefits of solely promoting walkable communities are limited to the urban environment, and encouraging cycling could be a more effective strategy.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576344</guid>
    </item>
    <item>
      <title>Effects of Regulation on L-Moments of Annual Peak Streamflow in Texas</title>
      <link>https://trid.trb.org/View/2570753</link>
      <description><![CDATA[Several techniques exist to estimate annual peak-streamflow frequency for streamflows that have recurrence intervals ranging from 2 to 500 years for natural (unregulated) drainage basins in Texas. Unfortunately, such techniques have limited applicability in regulated basins. There are numerous regulated basins throughout Texas, which has more than 7,000 dams that are identified by Texas Natural Resource Conservation Commission permits. The effects on annual peak streamflow from reservoirs created by these dams range from negligible to the complete suppression of the flood hydrograph; also, reservoirs can artificially create flood-like hydrographs. The large number of reservoirs and their widespread distribution in Texas necessitate an assessment of flood characteristics in regulated basins. Therefore, the U.S. Geological Survey, in cooperation with the Texas Department of Transportation, conducted a study of the effects of regulation on L-moments of annual peak streamflow in Texas. For this report, the State was divided into three regions. Four regression equations to estimate the L-moments of natural annual peak-streamflow data for ungaged sites were derived for each region from data for 367 streamflow-gaging stations in natural basins. The explanatory variables in the equations are contributing drainage area, basin shape factor, and stream slope. The effects of regulation on the L-moments of annual peak-streamflow data were determined by analysis of maximum and normal storage-capacity data from reservoirs for 96 streamflow-gaging stations in variously regulated basins. The results indicate that as potential flood storage (defined by the difference between total maximum and normal capacity) in a basin increases, the mean annual peak streamflow decreases nonlinearly. Evidence strongly indicates (despite contrary expectation) that the higher L-moments (coefficient of L-variation, L-skew, and L-kurtosis) are unaffected by regulation.]]></description>
      <pubDate>Sat, 30 Aug 2025 16:09:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2570753</guid>
    </item>
    <item>
      <title>Exploring changes in station catchment areas after opening new urban rail transit lines using cellular signalling data</title>
      <link>https://trid.trb.org/View/2583060</link>
      <description><![CDATA[Improving the accuracy of demand forecasting and increasing ridership are imperative for ensuring urban rail transit’s sustainable development. However, the station catchment area, which is important for planning and operation in URT, was commonly oversimplified in previous studies and cannot be validated due to limited data availability and accuracy. Furthermore, how station catchment areas change with topological changes in urban rail transit networks has been sparsely investigated. This study explores changes in station catchment areas after opening new urban rail transit lines. Using cellular signalling data from Shanghai in November 2019 and 2023, it analysed passenger trips related to three new lines (Lines 15, 14, and 18) and their adjacent stations. Comparative analysis and visualisation techniques were employed to analyse the changes in areas and centroids of station catchment areas, the source of induced passengers and the diversion patterns among new and existing stations. Results show significant differences in area and centroid changes between existing stations within and outside the influential area of new lines. The relative location of existing and new lines and transfer status change were key factors influencing the changes of existing stations affected by new lines. Among frequent and super passengers of new lines, approximately 75 % had infrequent usage of the entire rail transit system before the opening of new lines, and about 5 % who used the system frequently developed new travel demands associated with the new lines. Notably, only 2 % diverted from existing lines. Both the average access and egress distance of induced passengers and the weighted average diversion distance were influenced by the station density of the areas that new lines pass through. Although the majority of diverted passengers were from close stations on parallel existing lines, some passengers who lived in the previously underserved areas may divert from distant stations to the new lines. The findings can facilitate a more accurate station ridership forecasting for proactive planning of URT and can provide policy implications for increasing ridership.]]></description>
      <pubDate>Fri, 29 Aug 2025 16:55:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2583060</guid>
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