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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>Another Brick in the Wall: Public Acceptability of Low Emission Zones Reinforcement</title>
      <link>https://trid.trb.org/View/2709681</link>
      <description><![CDATA[Low Emission Zones (LEZs) are a central instrument of environmental policy across Europe, yet little is known about how public acceptability evolves as regulations are progressively reinforced. Using Madrid (Spain) as a case study, this paper examines acceptability of LEZ reinforcement by adopting a dual perspective that combines individual determinants with the spatial structuring of support and opposition. Based on a face-to-face survey conducted in 2024 (n=1,697), binary logistic regression and spatial statistical techniques (Global Moran’s I and LISA) are integrated. Results show acceptability is driven primarily by mobility-related attributes and anticipatory perceptions, while socio-demographics play a limited role. Spatial analysis reveals a sectoral divide, with opposition in affluent, car-dependent northern areas and support in less affluent, transit-reliant southern areas. Overall, the findings indicate that reinforcement trajectories can generate geographically uneven acceptability, calling for place-sensitive policy packaging, equity-oriented mitigation, and communication strategies that emphasise functional mobility benefits alongside environmental goals.]]></description>
      <pubDate>Fri, 05 Jun 2026 11:28:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709681</guid>
    </item>
    <item>
      <title>Simulation Study on the Impact of Porous Media Microstructure on
          Gasoline Particulate Filter Performance</title>
      <link>https://trid.trb.org/View/2706267</link>
      <description><![CDATA[Stricter environmental legislation is driving ever-more-demanding performance                     targets for gasoline particulate filters (GPFs). This study constructs a                     multi-scale filtration model based on fractal characteristics, taking into                     account particle size distribution and particle deposition, to investigate the                     influence of the microstructure of porous media on GPF performance and analyze                     the impact of structural parameters on capture efficiency and pressure drop. The                     results show that: (1) Increasing the wall thickness can improve the capture                     efficiency and pressure drop, and a thicker wall has a stronger inertial                     interception capacity for larger particles. (2) A reduction in porosity markedly                     alters both filtration efficacy and flow pressure drop. For particles in the                     intermediate size range (0.1-0.5 μm), the capture efficiency of a low-porosity                     structure is more sensitive to the diffusion deposition of small particles,                     while the inertial collision efficiency of large particles is higher. (3)                     Shrinking the pore size markedly enhances capture efficiency while                     simultaneously increasing pressure drop; the finer pore network markedly                     improves the retention of sub-micron particles, but the passage restriction of                     large particles is more obvious.]]></description>
      <pubDate>Tue, 02 Jun 2026 11:09:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706267</guid>
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    <item>
      <title>Transportation Permitting: An Actionable Agenda for Policymakers</title>
      <link>https://trid.trb.org/View/2703932</link>
      <description><![CDATA[This paper examines environmental review and permitting for surface transportation projects discussing: challenges faced in the permitting process, past provisions aimed at streamlining National Environmental Policy Act (NEPA) reviews, and potential changes within the current permitting framework that could improve the process. Recommendations include: expanding existing agency authorities, improving consistency between the Federal Railroad Administration, the Federal Transit Administration, and the Federal Highway Administration; expanding delegated authorities for state and local government agencies; streamlining low-impact projects, allowing them to proceed quickly; improving efficiency by utilizing new technology; and implementing financial penalties and fees.]]></description>
      <pubDate>Tue, 02 Jun 2026 11:02:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703932</guid>
    </item>
    <item>
      <title>Spatial heterogeneity, driving factors and synergistic effects of CO₂ and air pollutant emissions from internal trucks in container ports</title>
      <link>https://trid.trb.org/View/2664088</link>
      <description><![CDATA[Measures for the synergistic mitigation of climate change and air pollution have gained growing attention to reap the co-benefits of reducing greenhouse gas and pollutant emissions. As container trucks are significant sources of emissions in port cities, profiling and curbing their exhaust is essential for advancing synergistic climate-and-air-pollution control. Taking Shanghai and Ningbo-Zhoushan Ports of China as examples, this study proposed a framework to explore the spatial heterogeneity, driving factors and synergistic effects of Carbon Dioxide (CO₂) and air pollutant (AP) emissions from internal container trucks. From 2013 to 2022, the annual CO₂ and most AP emissions increased in both ports, except that NOₓ and SO₂ emissions decreased by 16.3 % and 99.8 % in Shanghai Port and the SO₂ emission decreased by 93.5 % in Ningbo-Zhoushan Port. The “oil-to-gas” conversion suppresses CO₂ and SO₂ emissions in both ports and curbs NOₓ and PM2.5 emissions in Ningbo-Zhoushan Port. Although the synergistic effects of CO₂ and AP emissions varied across space and time, both ports are projected to start synergistic reductions of CO₂ and APs no later than 2034, 2033 and 2031 under the Business-as-Usual, Emission Reduction Scenario and Enhanced Emission Reduction Scenario, respectively. The framework proposed in this study can potentially be extended to port areas around the world and provide insights for policy aimed at addressing climate change and air pollution in port areas.]]></description>
      <pubDate>Thu, 28 May 2026 09:06:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2664088</guid>
    </item>
    <item>
      <title>The Impact of Subsidy Policy on Competitive Landscape in the Shipping Fuel Market</title>
      <link>https://trid.trb.org/View/2701431</link>
      <description><![CDATA[As the global green transition accelerates, the shipping industry faces the dual challenge of balancing environmental compliance with cost pressures. To ease this compliance burden, governments employ subsidies to promote the adoption of low-sulfur fuel (LSF). But such a subsidy influences shipping companies’ fuel choices, which in turn affects suppliers’ pricing strategies and changes the competitive landscape of the market. This paper considers a shipping supply chain composed of competitive bunker suppliers and the government. Based on the decisions of shipping companies, bunker suppliers, and the government, a two-stage game model is developed. This study systematically analyzes (i) bunker suppliers’ pricing strategies under government intervention, (ii) the government’s optimal subsidy strategies, and (iii) the impact of government subsidy policies on the competitive landscape of the fuel market. The results show that different levels of subsidy would lead to several different pricing strategies and, on that basis, to five different competitive patterns in the fuel market. In addition, when the environmental impact of high-sulfur fuel (HSF) is low, governments typically provide a moderate subsidy. In contrast, in the case of high environmental impact, the subsidy level is constrained by fuel cost. Notably, the subsidy policy does not necessarily enhance the social welfare, and its effectiveness depends on environmental impact and shipping companies’ preference for LSF. Further analysis shows that both fuel cost and environmental factors indirectly affect the competitive landscape by influencing the subsidy level. As the cost differential between fuels increases, subsidy increases, leading to monopolization by the HSF supplier. Higher environmental impact delays the exit of the LSF supplier, but once the cost differential exceeds a critical threshold, the market returns to a monopoly of the HSF supplier. Finally, this study provides practical insights for governments and bunker suppliers.]]></description>
      <pubDate>Thu, 21 May 2026 09:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701431</guid>
    </item>
    <item>
      <title>Applying the polluter-pays principle to mitigate greenhouse gas emissions in shipping: potential and challenges</title>
      <link>https://trid.trb.org/View/2670032</link>
      <description><![CDATA[This study conducts a comprehensive analysis of the potential and legal challenges of applying the polluter-pays principle (PPP) as an alternative strategy for reducing greenhouse gas (GHG) emissions from shipping. An extensive literature review is initially carried out to establish the theoretical basis, and a subsequent questionnaire survey was conducted to collect insights and concerns from industry stakeholders regarding both the current International Maritime Organisation measures and the potential challenges of applying the PPP in the context of GHG emissions from shipping. The results demonstrate the stakeholders’ concerns regarding shipping-related GHG emissions, and perspectives about the potential for the PPP to be applied as a regulatory tool to address GHG emissions from shipping. However, alarms about several practical issues are also raised, including the necessity for considering the Beneficiary Pays Principle when identifying polluters. The findings provide informed recommendations for employing the PPP for its regulatory influence on mitigating shipping GHG emissions, as well as the pollution law in a broader context.]]></description>
      <pubDate>Fri, 15 May 2026 15:44:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670032</guid>
    </item>
    <item>
      <title>Market competition dynamics under phasing the carbon policy: The case of Chinese electric vehicles</title>
      <link>https://trid.trb.org/View/2701576</link>
      <description><![CDATA[In the context of low-carbon transition driven by carbon policies, the electric vehicles have emerged as a critical pathway for energy conservation and emission reduction in the global transportation sector. This study takes China's carbon dual-credit policy as a case study to explore its phased role in promoting the development of the electric vehicles industry. From the perspective of manufacturers in the market, this research delineates the distinct phases of China's carbon dual-credit policy's impact. It constructs a Cournot evolutionary model that incorporates market share factors to systematically analyze how the transitions between different phases of carbon policy shape the evolving competitive relationships among market players. The key findings are as follows. First, carbon policies play a pivotal role in nurturing emerging industries during their initial stage. Government policy guidance has significantly enhanced the market penetration and diffusion efficiency of the electric vehicles industry in its early phases. Second, the impact of the market competition landscape and market players by carbon policy exhibits distinct phased features. Taking China's carbon dual-credit policy as an example, its effect unfolds in two phases: the initial phase promotes electric vehicles adoption and market share growth through credit incentives, while the subsequent phase focuses on phasing out fuel vehicles from the market and mandating automaker transformation. For electric vehicles manufacturers, the policy effect transitions from cost compensation in the first phase to capacity constraints in the second. For traditional fuel vehicle manufacturers, it evolves from weakening their competitive advantage in the initial phase to driving their transformation and development in the latter phase. Third, the evolution of the market competitive landscape, in turn, reciprocally influences the adjustment and optimization of policy design. As China's electric vehicles market dynamically develops, shifts in market structure are prompting adaptive adjustments in the carbon dual-credit policy, with policy instruments continuously being reshaped through this dynamic evolution. This study provides theoretical support and Chinese experience for the global understanding of the phased mechanisms of carbon policies in the transition of green industries.]]></description>
      <pubDate>Fri, 15 May 2026 10:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701576</guid>
    </item>
    <item>
      <title>Navigating the IMO's new greenhouse gas fuel intensity (GFI) regulation: A fleet-based analysis of compliance strategies</title>
      <link>https://trid.trb.org/View/2698789</link>
      <description><![CDATA[This study provides, to the best of our knowledge, one of the first fleet-level empirical assessments of the operational and economic implications of the International Maritime Organization's (IMO) newly introduced Greenhouse Gas Fuel Intensity (GFI) regulation. Using a well-to-wake life cycle assessment framework, the analysis evaluates four similarly sized container vessels operating within the same fleet. Conventional fuels, heavy fuel oil and marine diesel oil, are compared with alternative options, including hydrotreated vegetable oil, fatty acid methyl esters, green hydrogen, and green ammonia, with respect to GFI compliance, regulatory penalties, and fuel costs. To capture the influence of regulatory stringency, penalty cost scenarios are examined. Beyond vessel-level analysis, the study introduces and evaluates an intra-fleet GFI credit transfer mechanism, assessing its potential to support strategic compliance management across ships. The results reveal a divergence between environmental and economic performance. Green ammonia exhibits the lowest greenhouse gas intensity, while conventional fuels remain the most economically attractive option at the individual vessel level. However, under a fleet-wide credit transfer strategy, converting a single vessel to green ammonia can generate sufficient compliance surplus to offset the deficits of up to three conventionally fueled ships during the 2028–2032 period. Beyond 2033, as GFI targets become more stringent, ammonia emerges as the most effective fleet-level compliance option. Sensitivity analysis confirms robustness across key parameters. Overall, the findings demonstrate the feasibility of a phased compliance strategy that balances environmental objectives with economic considerations, offering shipowners practical guidance for navigating the implementation of the GFI regulation.]]></description>
      <pubDate>Fri, 15 May 2026 10:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698789</guid>
    </item>
    <item>
      <title>Shipping, carbon pricing, and inflation pass-through: The Silent Absorber hypothesis</title>
      <link>https://trid.trb.org/View/2665705</link>
      <description><![CDATA[This study explores whether the recent introduction of CO₂ emission pricing in maritime transport has affected freight rates and inflation in the euro area. Focusing on the regulatory shift implemented in 2023, we examine whether the additional costs for shipowners have been passed on to shippers and consumers. Using a Bayesian Vector Autoregression (BVAR) model, we analyze the dynamic interactions between CO₂ allowance prices, freight rates, oil prices, inflation, and macro-financial variables from January 2023 to August 2024. The BVAR framework, suitable for small-sample analysis, allows us to trace impulse responses and uncover potential pass-through effects. Our findings challenge the common assumption that environmental taxation leads to inflationary pressures. Specifically, we find no significant increase in freight rates or inflation following a rise in CO₂ prices. Instead, the data indicate a slight drop in oil prices and a modest gain in shipowners’ revenues, suggesting that much of the regulatory cost has been absorbed within the sector. This implies that the short-term (1–2 years) inflationary impact of maritime decarbonization was limited. As the first empirical analysis of its kind using real-time data and a macro-shipping lens, this study provides timely insights for policymakers assessing the economic neutrality of green regulation in maritime transport.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665705</guid>
    </item>
    <item>
      <title>Interactions between Climate Policy and Technology-Influenced Travel Behavior: Mitigating Induced Demand from Cooperative Adaptive Cruise Control</title>
      <link>https://trid.trb.org/View/2701222</link>
      <description><![CDATA[Advances in vehicle and computing technologies have influenced the development of automated vehicle systems, and vehicles that do not require human intervention are already deployed on roadway networks. While these advances are proving to increase roadway safety and highway capacity, more research is needed to understand the long-term and regional impacts on mobility, land use, energy consumption, and emissions. This study demonstrates a multimodel approach to analyze the effects of vehicle automation and the potential of deep decarbonization policies to mitigate associated increases in energy use and emissions, over a period from 2020 to 2040 in Austin, Texas. We use the global change analysis model with state-level resolution (GCAM-USA) to simulate the evolution of the US energy system under reference case and deep decarbonization scenarios. Fleet characterization and fuel prices projected by GCAM-USA are passed to the SMART Mobility modeling workflow. This large-scale simulation framework combines the POLARIS activity-based travel-demand model and mesoscopic traffic simulator, the Autonomie vehicle energy consumption model, and the UrbanSim land-use simulator, to jointly explore the mobility and energy use outcomes of the Level 4 automation with cooperative adaptive cruise control (L4-CACC) and a set of decarbonization policy responses. Results suggest that the introduction of L4-CACC vehicles could increase fuel consumption when no decarbonization policies are implemented, raising 2040 vehicle miles traveled (VMT) by approximately 9% and fuel use by about 13% relative to a no-automation reference case. Deep decarbonization policies, including energy pricing and vehicle electrification incentives, offset part of these increases by reducing fuel consumption by 22% relative to the automated case and 27% relative to the reference case, while also reducing overall well-to-wheel greenhouse gas emissions by shifting travel toward more efficient vehicle technologies. Energy pricing and vehicle electrification incentives could help reduce the impact of vehicle automation produced by the expected higher VMT. Finally, our analysis indicates the relevance of introducing land-use processes such as household and workplace choices in vehicle automation studies, because of the influence on the VMT that these decisions have in the long term.]]></description>
      <pubDate>Mon, 11 May 2026 12:24:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701222</guid>
    </item>
    <item>
      <title>Citizen-science approach for an environmental analysis: The case study of university cyclists in Bologna</title>
      <link>https://trid.trb.org/View/2667072</link>
      <description><![CDATA[Climate change represents a critical vulnerability in urban areas. Shifting from the concept of Urban Resilience (UR) to Urban Sustainability (US) is considered a driver for reducing the impacts of climate change. This transition is feasible by encouraging bottom-up citizen engagement in urban policies and promoting sustainable active mobility, a sector in which cycling plays a significant role. This paper proposes an innovative methodology based on a citizen-science approach (bottom-up level), developed and carried out in Bologna, Italy, to investigate the correlation between the number of bike rides and users' awareness of environmental pollutants. About 50 bicycles specifically designed with environmental sensors to collect environmental data (PM10 and PM2.5) were distributed to university staff. A statistical analysis exploring possible relationships was carried out, and the main outcome was the identification of a multiple regression analysis (MLR) between trips, pollutants, and other variables related to the built environment. This integrated approach represents a novel contribution to the field, combining environmental monitoring and active mobility to support citizen-informed urban sustainability strategies.]]></description>
      <pubDate>Thu, 07 May 2026 09:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667072</guid>
    </item>
    <item>
      <title>Cost-effective mitigation strategies for air quality management in Uttar Pradesh, India</title>
      <link>https://trid.trb.org/View/2697682</link>
      <description><![CDATA[Fine particulate matter (PM₂.₅) pollution remains a major environmental and public health challenge across the Indo Gangetic Plain (IGP), one of the most densely populated and polluted regions in the world. Uttar Pradesh (UP), the most populous state in India, experiences persistently high PM₂.₅ concentrations due to emissions from residential energy use, industry, transport, agriculture, and regional transport of pollutants. Despite recent policy initiatives such as the National Clean Air Programme, many urban and rural areas in the state continue to exceed National Ambient Air Quality Standards (NAAQS). This study evaluates cost-effective mitigation strategies for improving air quality in UP using the GAINS (Greenhouse gas–Air pollution Interactions and Synergies) model adapted for the IGP region. The analysis develops a region-specific emission inventory for UP for the baseline year 2020 and assesses future air quality outcomes to 2035 under current legislation and enhanced mitigation scenarios. The results show that in the base year 2020, approximately 44% of population-weighted PM₂.₅ exposure in UP originates from sources outside the state, highlighting the importance of regional pollution transport. Secondary particulate formation contributes about 40% of total ambient PM₂.₅ concentrations. Under the current policies, PM₂.₅ exposure in 2035 remains well above national standards. Additional mitigation measures across residential, industrial, transport, and agricultural sectors can substantially reduce exposure levels at relatively low cost. The findings highlight the need for coordinated emission reductions across the IGP region and provide a basis for prioritizing cost-effective air quality interventions in UP.]]></description>
      <pubDate>Tue, 05 May 2026 09:26:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697682</guid>
    </item>
    <item>
      <title>Should Governments Subsidize Inputs or Outputs? Technology Spillovers and Policy Design in Aviation Decarbonization</title>
      <link>https://trid.trb.org/View/2690305</link>
      <description><![CDATA[Under the aviation industry’s 2050 net-zero emission target, airport green infrastructure investments serve as a critical driver of industrial chain decarbonization by lowering airlines’ marginal abatement costs through technology spillovers. However, existing literature predominantly treats airport investments as exogenous, overlooking the heterogeneous impact of technology spillovers on the government’s choice of subsidy instruments. This paper develops a Stackelberg game model incorporating technology spillover effects to systematically compare ex-ante cost-sharing subsidies and ex-post performance-based rewards under both budget-constrained and unconstrained scenarios. Our findings reveal that airport investments reduce airlines’ marginal abatement costs, creating a virtuous cycle of “emission reduction improvement—price increase—demand expansion.” We identify a critical threshold for technology spillover intensity: when spillovers exceed this threshold, ex-ante subsidies achieve higher social welfare and lower marginal abatement costs through vertical coordination effects; conversely, ex-post subsidies demonstrate superior fiscal efficiency. Under unconstrained budgets, ex-ante subsidies eliminate the capital lock-in disadvantage by fully compensating fixed investments, significantly expanding their advantage interval compared to budget-constrained scenarios. This research provides theoretical boundaries for governments to implement differentiated subsidies based on airport technology attributes and fiscal conditions, offering important implications for optimizing carbon abatement policy tools in the aviation sector.]]></description>
      <pubDate>Thu, 30 Apr 2026 16:39:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690305</guid>
    </item>
    <item>
      <title>The impact of environmental regulation and logistics industry agglomeration on road green logistics efficiency: Evidence from China</title>
      <link>https://trid.trb.org/View/2661829</link>
      <description><![CDATA[Decoupling road logistics from road freight activity is essential for controlling CO2 emissions, and environmental regulation (ER) can serve as a key mechanism to achieve this goal. At the same time, logistics industry agglomeration (LIA), when reasonably managed, can enhance logistics efficiency. However, tensions arise because the rapid expansion of the logistics sector exerts substantial environmental pressure, even though the development of green logistics may partially offset its carbon impacts. Against this backdrop, this study investigates the interrelated effects of ER, LIA, and road green logistics efficiency (RGLE) in order to improve the operational sustainability of road logistics systems. Using panel data from 30 Chinese provinces spanning 2008–2023, we explore the effect of ER on RGLE and examine how this relationship varies with the inclusion of LIA using moderating and threshold effect models. Empirical results show that RGLE initially declines before increasing, with significant spatial variability. Interestingly, econometric findings indicate that ER does not directly improve RGLE but effectively enhances it through its interaction with LIA. Furthermore, the impact of ER on RGLE exhibits a “U-shaped” relationship under different LIA values. Consequently, this study concludes with recommendations to improve RGLE through optimizing LIA, and strengthening regional linkage.]]></description>
      <pubDate>Thu, 30 Apr 2026 16:38:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661829</guid>
    </item>
    <item>
      <title>Integrating aviation’s non-CO2 effects into EU ETS: Impact of CO2e accounting on operational and technological climate mitigation measures</title>
      <link>https://trid.trb.org/View/2682111</link>
      <description><![CDATA[To comply with defined ambitious climate goals, technical and operational improvements are required to reduce the climate impact of aviation. Non-CO2 emissions contribute to a majority of aviation’s total effect and a reduction of the associated climate impact is often associated with an increase in fuel consumption and CO2 effects. These trade-offs typically result in higher operating costs, which create a lack of economic incentive to pursue such measures, ultimately slowing implementation. Therefore, this study investigates implications from a market-based policy scheme designed to support the implementation of climate mitigation strategies by internalizing non-CO2 effects. An extension of the EU ETS to account for non-CO2 effects in terms of CO2 equivalents is modeled and resulting climate mitigation potentials and operating cost changes are analyzed. The results demonstrate the suitability of an extension of the existing accounting to non-CO2 effects as this reduces cost in relation to the reference without measure implementation. Furthermore, benefits of operational climate mitigation measures are demonstrated in comparison to the use of sustainable fuels. Technical efficiency improvements can further help to increase mitigation potentials and reduce operating cost, while reduced accounting shares can help to limit cost and ticket price increase.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682111</guid>
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