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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>Profiling future passenger transport initiatives that garner community support as a guide to identify the growing role of active and micro-mobility modes: a MDCEV model</title>
      <link>https://trid.trb.org/View/2563028</link>
      <description><![CDATA[This paper examines the factors influencing the adoption and frequency of use of sustainable transport modes including walking, cycling, electric bicycles, electric vehicles, and public transport, for different trip purposes. Using a two-stage stated preference experiment in metropolitan Australia, we use a mixed multinomial logit model (MML) model to estimate the probability of adopting door-to-door travel alternatives, followed by a multiple discrete-continuous extreme value (MDCEV) model to capture the number of weekly trips taken by mode and purpose. Results show that trip purpose plays a significant role in mode selection, with commuting trips associated with greater willingness to shift to active and electric modes, especially when infrastructure quality is high. In contrast, shopping and personal business trips are more sensitive to access mode and mode experience. E-bikes emerge as a flexible option for both commuting and recreational trips, while walking is mainly preferred for short, non-commute travel. The findings underscore the importance of purpose-specific strategies and high-quality infrastructure in promoting sustainable and integrated mobility futures.]]></description>
      <pubDate>Tue, 10 Jun 2025 14:46:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563028</guid>
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    <item>
      <title>Domestic use of E-cargo bikes and other E-micromobility: protocol for a multi-centre, mixed methods study</title>
      <link>https://trid.trb.org/View/2521628</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521628</guid>
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      <title>Assessing the polarising impacts of low-traffic neighbourhoods: a community perspective from Birmingham, UK</title>
      <link>https://trid.trb.org/View/2521626</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521626</guid>
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      <title>Transport is dirty, but is it safe to be clean?</title>
      <link>https://trid.trb.org/View/2509187</link>
      <description><![CDATA[The 2030 targets set by Australian State and Federal Governments in different priority areas can positively or negatively impact each other. For example, addressing barriers to the uptake of active transport can support goals to mitigate climate change, but undermine efforts to improve road safety, and vice versa. Ideally, these goals can be mutually reinforcing. As we shift to a ‘movement and place’ approach, it is critical that we rethink how space on roads and roadrelated areas is allocated to support travel options that reduce greenhouse gas emissions from transport, while minimising the risk of harm to road users. In this context, our project examined how existing legal, design, and roads safety regulation is currently impeding better uptake of active transport across areas of 1) design of bicycles and mobility devices, 2) road rules, and 3) road design and the building environment.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509187</guid>
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      <title>Three pillars of liveable cities in Asia and the Pacific: exploring the nexus of health, road safety, and urban mobility</title>
      <link>https://trid.trb.org/View/2509090</link>
      <description><![CDATA[The policy brief on the "Three Pillars of Livable Cities in the Asia-Pacific" explores the interconnectedness of health, road safety, and urban mobility in the context of the Asia-Pacific region. It emphasizes the need for sustainable urban transport measures to address the challenges posed by rapid urbanization, including air and noise pollution, road safety, and the disproportionate impact of road traffic crashes on vulnerable road users. By prioritizing walking, cycling, and public transport, urban planning can foster social equity and inclusion, provide low-cost travel options and mitigate the impact of climate-related risks on marginalized communities. The brief highlights the significance of sustainable urban mobility in supporting the attainment of the people-centered goals of the 2030 Agenda for Sustainable Development. It discusses the role of the Avoid-Shift-Improve framework and Sustainable Urban Mobility Plans in promoting sustainable urban transport and emphasizes the importance of holistic approaches to policy decisions. In doing so, the document outlines a four-phase approach to sustainable urban mobility planning which underscores the need for collaboration among stakeholders and the development of specific actions and responsibilities to ensure accountability for planned measures. The way forward underscores the critical importance of embedding people-oriented development concepts, such as the Avoid-Shift-Improve framework, to overcome political resistance to sustainable transport measures. The need for strong political commitment to transport policies and planning is also emphasized, as well as the promotion of low carbon transport and active transport modes to achieve sustainable urban mobility and to improve health in urban settings. The significance of fostering an inclusive and equitable transport ecosystem that benefits the health of all urban residents is also raised.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509090</guid>
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    <item>
      <title>Health impacts of low-carbon transport in cities: evidence for better policies</title>
      <link>https://trid.trb.org/View/2509085</link>
      <description><![CDATA[Transitioning to low-carbon transport reduces greenhouse gas emissions and also significantly improves public health, for example, by encouraging active mobility and lowering air pollution levels. These improvements contribute to decreased health-care expenditures, with the potential to balance investment costs in the long run. Health and transport sectors need more integrated strategies to support healthier, low-carbon urban mobility solutions. Coordinated actions can achieve better health outcomes while meeting climate targets. Vulnerable groups, including women, older adults, and low-income households often experience higher exposure to urban health risks and barriers to mobility. Addressing these disparities is critical to creating healthy, inclusive, liveable, low-carbon cities.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:02:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509085</guid>
    </item>
    <item>
      <title>Next stop suburbia: making shared transport work for everyone in Aussie cities</title>
      <link>https://trid.trb.org/View/2509076</link>
      <description><![CDATA[At the moment, our car-centric transport system leaves too many Aussies with little choice in how to get around. For decades, governments have prioritised the use of private cars in transport planning and investment. Too often, this means people have no other way to get around. This is driving harmful climate pollution while also making our streets more congested, dangerous and polluted. Australian families are paying more than they should for petrol and maintenance costs, particularly in the outer suburbs of our biggest cities where people often have to drive further and more often. We can change this by stepping up the availability, frequency and reliability of shared and active transport. Greater uptake of electric vehicles is important, but by itself this won’t reduce climate pollution at the speed we need, nor deliver other benefits in improved safety and less traffic. Using shared and active transport for more trips, more often isn’t possible for many people because they don’t have access to transport that meets their needs. Australians are clear that they want better transport options and more choice. In Climate Council polling, 80 percent of people said they wanted governments to invest more in public transport, and 67 percent wanted more investment in active transport infrastructure. The lack of services and infrastructure is a key barrier to people across our big cities using these transport options more often. This report provides recommendations for how governments can plan and invest public money better to put shared and active transport at the centre of transport delivery from now on. The benefits will be huge: we can help slash climate pollution this decade and deliver cleaner air, safer streets, more affordable ways of getting around, as well as more liveable cities with less congestion.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:02:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509076</guid>
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      <title>Methods of measuring mode share and mode shift at different spatial scales and timescales</title>
      <link>https://trid.trb.org/View/2509066</link>
      <description><![CDATA[The purpose of this research project was to investigate current methods to measure mode share and mode shift in person-kilometres travelled (PKT) at subnational level (regionally and locally), for different spatial scales and timescales, and for three transport modes: active (walking and cycling), private and public. The New Zealand Household Travel Survey (HTS) and New Zealand Census of Population and Dwellings (the Census) are the primary means to monitor travel behaviour in New Zealand. The HTS is conducted annually but has a small sample size. This means that data must be aggregated over several years to produce meaningful results, or even longer to get sufficient samples outside major urban areas. The Census has a large sample size but is conducted only once every five years. Unlike the HTS, it captures only simplistic information about travel activity. This project involved consulting with stakeholders to identify and review current and emerging technologies and approaches for measuring mode share in New Zealand and overseas. The approaches were categorised as national or regional (household travel surveys), key corridors and city centres (screenline approaches) and transport networks or regions (link-based approaches). The project identified that several authorities (this includes regional and local councils, and transport authorities) are making significant progress towards continuously monitoring transport activity, but they are currently at different stages of upgrading their data-collection approaches and infrastructure. The project identified that consistent guidance on measuring and reporting mode share and mode shift is needed. A pilot study was conducted that involved transport data provided by four authorities. The data was used to develop a proof-of-concept dashboard that demonstrates it is feasible to develop a framework for measuring mode share and mode shift consistently. The research culminated in a toolkit for measuring mode share and mode shift. It offers guidance on collecting, processing, analysing and reporting data. As authorities continue to improve their data infrastructure, the toolkit will help generate consistent mode-share and mode-shift results that can be used for numerous applications. These include project appraisals, before-and-after evaluations, monitoring of long-term trends, and sustainability and resilience impact assessments.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:02:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509066</guid>
    </item>
    <item>
      <title>A nexus or not? A first examination of cost-of-living concern, neighbourhood perceptions, active travel, and wellbeing in cities</title>
      <link>https://trid.trb.org/View/2475169</link>
      <description><![CDATA[This paper represents an important first step in the literature, to look at potential links between cost-of-living stress and the perceptions of local neighbourhoods, under the hypothesis that greater pressure about housing affordability, transportation costs, or indeed cost overall could lead to a degradation in how the neighbourhood within which a person lives is perceived. We do find confirmation that cost-of-living goes beyond technical measure of housing stress and indeed beyond just housing stress alone. Of particular relevance is that those who could be classified as having rising concern (consumables) have among the highest levels of relative stress. This is to be expected as there are many reports in the general media about spending on eating out and indeed cutting back on meals prepared at home, as being initial strategies to reduce spending. Such cuts to spending are also likely to spill over into discretionary trip making and travel activity patterns overall. We find that there is generally just as much concern about the rising cost of fuel, which is directly related to trip making, further compounding transport accessibility and equity. Overall, our first attempt to investigate the potential nexus of cost-of-living, neighbourhood perception, wellbeing, physical activity and active travel, produces enough evidence and insight to establish that there are potential links which are likely to play out in unknown ways during cost-of-living crises. We argue that our results are sufficient enough that research should extend them to transportation costs and trip making more generally under the current spike in general prices and urge other researchers to consider building on these insights.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475169</guid>
    </item>
    <item>
      <title>Mode-shift impacts on safety</title>
      <link>https://trid.trb.org/View/2452440</link>
      <description><![CDATA[This study examined the available research on the impact that shifting travel modes – from private motor vehicles to public transport, active travel modes and micro-mobility– can have on crash rates, and developed a model to enable different mode-shift scenarios to be tested. The study found that, while the majority of the risk factors associated with the various travel modes had been studied individually, most of these studies had only looked at a few modes and did not explore the multiple interactive relationships that can exist between them. The Excel-based model developed enables the impact of changes in the overall vehicle-kilometres travelled, mode share, and different walking and cycling network levels of service to be tested. However, the authors caution that the model only predicts changes in distance-based risks and casualty rates. Because travellers often reduce how far they travel in total when they shift modes – for example, walking or cycling to the local shops rather than driving across town to a shopping centre – the model is likely to significantly underestimate the reductions in crash casualties per capita that shifting modes will have. In practice, policies and programmes that encourage shifts from driving to active transport modes are likely to reduce total crash injuries and deaths much more than the results of the model indicate. In developing the model, the study collated recent New Zealand Police data about road transport crashes, Ministry of Health hospital admission and ACC data. However, the authors also recognised that this data was inadequate, for example in significantly under-reporting crashes that cause less serious injuries or that don’t involve motor vehicles, and the report’s recommendations include several aimed at improving data collection and analysis.]]></description>
      <pubDate>Mon, 11 Nov 2024 14:17:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452440</guid>
    </item>
    <item>
      <title>Assessing the relationship between the sustainability of urban form and transport in Aotearoa New Zealand</title>
      <link>https://trid.trb.org/View/2452439</link>
      <description><![CDATA[Integrated transport and land-use planning is recognised as a critically important component of reducing transport emissions and creating an urban environment that achieves broader social, economic and environmental outcomes. While international studies have demonstrated these benefits, the necessary pre-conditions required to achieve them in Aotearoa New Zealand are not well understood. The research was carried out between July 2022 and September 2023 with the aim to address this knowledge gap and enhance understanding of the relationship between the sustainability of urban form and transport in New Zealand. The researchers found that integrated transport and land-use planning is likely to have the greatest impact on transport emissions reductions and other sustainable transport outcomes in New Zealand when combined with public transport and active mode environments that are matched to the form of development to reduce vehicle kilometres travelled. They also identified the importance of a coordinated, systems and place-based approach to integrated transport and land-use planning in New Zealand that acknowledges the unique characteristics and challenges of places.]]></description>
      <pubDate>Mon, 11 Nov 2024 14:17:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452439</guid>
    </item>
    <item>
      <title>Proactive investment: policies to increase rates of active transportation</title>
      <link>https://trid.trb.org/View/2452436</link>
      <description><![CDATA[Active transport - which includes walking, cycling, and the use of ‘micro-mobility’ devices such as e-bikes and e-scooters - offers a clean, healthy alternative to driving that can help reduce traffic congestion, especially when used for short trips or in conjunction with public transport. However, rates of active transport are low, and cars continue to be far and away the most dominant form of transport across Australia’s cities. This paper focuses on how increasing rates of active transportation could change the way Australians move around our cities. This could also help reduce Australia’s carbon emissions. There are three major ways in which Australian governments could help increase rates of active transportation: 1) Improving infrastructure; 2) Allowing for the use of personal e-mobility devices through appropriate legislation; and 3) Creating financial incentives for the purchase of bicycles, e-bikes and other similar modes of transportation.]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452436</guid>
    </item>
    <item>
      <title>Mobility beyond the pandemic</title>
      <link>https://trid.trb.org/View/2452431</link>
      <description><![CDATA[COVID-19 saw unprecedented levels of disruption to public transport systems around the world. Across ANZ cities, patronage dropped to historic lows at the height of the pandemic. In the years during and immediately following the pandemic, public transport authorities implemented several initiatives to encourage a mode shift back to public transport. It appears that these initiatives have been successful. Many jurisdictions are largely back to, or exceeding 2019 patronage levels. It is now the time to move beyond the ‘recovery phase’ and focus on driving public transport growth in the ‘new normal’. Enough time has passed since the effects of COVID to confirm that lasting structural change has occurred in the way Australians and New Zealanders live, work and play. These include: 1. rise of flexible working; 2. suppression of peak commuting; 3. change in social and recreational patterns. 4. a shift to active and micro mobility; 5. increasingly positive sentiment for environmentally-friendly transport modes Several interventions have been trialled across ANZ to win back mode share and unlock patronage growth. Insights from PTAANZ member organisations suggest that interventions that build confidence in the system, embrace multi-modality, and consider the whole transport network as a system appear to deliver the greatest tangible benefit.]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452431</guid>
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    <item>
      <title>Evaluation and implementation of shared spaces in NSW: stage 2a: empirical analysis of shared road infrastructure in NSW: collation of shared road infrastructure perspectives and local examples: final report</title>
      <link>https://trid.trb.org/View/2452430</link>
      <description><![CDATA[The iMOVE project ‘Collation of shared spaces infrastructure in NSW’, with Transport for NSW (TfNSW) and the University of Technology Sydney built on earlier work conducted by TfNSW to establish a common vision towards the design and implementation of shared spaces, and to identify existing local examples for further examination that can enhance future designs. Historically, road infrastructure and design have prioritised vehicle usage with the detrimental outcome being an increase in both vehicle dependence and traffic congestion. The last two decades, however, have seen a shift away from this vehicle-centric design towards more ‘shared space’ solutions. Shared space solutions seek to democratise road and street space by looking at ways to reduce the dominance of private vehicle use, encourage more active modes of transport and allow greater usage of urban space by people and communities.]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452430</guid>
    </item>
    <item>
      <title>A holistic approach to improving our tamariki travel to school</title>
      <link>https://trid.trb.org/View/2441581</link>
      <description><![CDATA[The series of small actions we can take today will see greater safety gains for the school community tomorrow. School travel planning in Christchurch is a holistic approach encompassing a wide range of issues faced by the school community whilst travelling to school. Consulting with the school community through a school travel survey and creating a working group, allows us to work together to find locations of concern and create a clearer roadmap for the future. While Christchurch City Council provides the infrastructure on the ground, the key behaviour changes come from empowering the school and student leaders with a set of tools to improve road safety and encourage active modes of travel. Making active travel safer and more accessible, enables students to form new sustainable travel habits, safer neighbourhoods, and leads us in the direction of creating a more sustainable tomorrow.]]></description>
      <pubDate>Tue, 15 Oct 2024 13:33:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441581</guid>
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