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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>A conceptual design framework to incorporate flexibility in airport terminals</title>
      <link>https://trid.trb.org/View/1460562</link>
      <description><![CDATA[Airport terminals go through frequent transformations to accommodate technological advancements as well as changes in regulations. The ever-growing aviation industry requires airport terminals to be planned, designed and constructed in a way that will allow flexible operating conditions. The current paper revisits the significance of the ‘flexible design’ concept, which has been applied considerably in residential and commercial buildings, but not in airport terminals. This paper proposes a hypothetical design framework, Flexible Design Framework for Airport Terminals (FlexDFA) utilising available flexible design strategies; it is envisaged that this strategy will assist designers in developing flexible spatial layouts at the early stage of a design process. The development of flexible layout exploits the passenger process models to uncover the implicit relationship between the spatial layout of a terminal building and its corresponding passenger activities. The proposed concept also identifies a number of design parameters to qualitatively evaluate the essential flexibility of a terminal design.]]></description>
      <pubDate>Mon, 27 Mar 2017 09:26:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1460562</guid>
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    <item>
      <title>Commuting trip satisfaction in Beijing: Exploring the influence of multimodal behavior and modal flexibility</title>
      <link>https://trid.trb.org/View/1435331</link>
      <description><![CDATA[In the past decade, many studies have explored the relationship between travelers’ travel mode and their trip satisfaction. Various characteristics of the chosen travel modes have been found to influence trip experiences; however, apart from the chosen modes, travelers’ variability in mode use and their ability to vary have not been investigated in the trip satisfaction literature. This current paper presents an analysis of commuting trip satisfaction in Beijing with a particular focus on the influence of commuters’ multimodal behavior on multiple workdays and their modal flexibility for each commuting trip. Consistent with previous studies, the authors find that commuting trips by active modes are the most satisfying, followed by trips by car and public transport. In Beijing, public transport dominates. Urban residents increasingly acquire automobiles, but a strict vehicle policy has been implemented to restrict the use of private cars on workdays. In this comparatively constrained context for transport mode choice, the authors find a significant portion of commuters showing multimodal behavior. The authors also find that multimodal commuters tend to feel less satisfied with trips by alternative modes compared with monomodal commuters, which is probably related to their undesirable deviation from habitual transport modes. Furthermore, the relationship between modal flexibility and trip satisfaction is not linear, but U-shaped. Commuters with high flexibility are generally most satisfied because there is a higher possibility for them to choose their mode of transport out of preference. Very inflexible commuters can also reach a relatively high satisfaction level, however, which is probably caused by their lower expectations beforehand and the fact that they did not have an alternative to regret in trip satisfaction assessments.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:29:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435331</guid>
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    <item>
      <title>Analysis and measurement of supply chain flexibility</title>
      <link>https://trid.trb.org/View/1374207</link>
      <description><![CDATA[Supply chain flexibility is a strategic and tactical necessity for sustenance and progress of business enterprises. Measurement of flexibility is therefore necessary for its monitoring, control and communication. The study proposes a framework and a methodology for flexibility performance measurement of supply chains. The framework identifies flexibility objectives and its contributing attributes at four levels of the supply chain and suggests taxonomy of flexibility performance measures. A methodology to prioritise the contribution of each performance attribute to achieve the desired flexibility objective using analytic hierarchy process (AHP) has also been proposed and demonstrated in this study. The research is based on detailed literature–based study and analysis of existing frameworks of flexibility performance measurement in supply chain and expert opinion. The proposed framework is suitable for measurement, monitoring and controlling flexibility in a supply chain in addition to prioritising contributing attributes of flexibility. The research does not test the model but suggests a platform for further development.]]></description>
      <pubDate>Wed, 25 Nov 2015 09:14:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1374207</guid>
    </item>
    <item>
      <title>Investigating commuting flexibility with GPS data and 3D geovisualization: a case study of Beijing, China</title>
      <link>https://trid.trb.org/View/1280898</link>
      <description><![CDATA[Using the notion of commuting flexibility, this paper investigates the intra-personal day-to-day variability and flexibility of commuting behavior using a 7-day GPS dataset collected in Beijing, China. Four dimensions of commuting variability are evaluated: space, time, travel mode, and travel route. The results indicate that the commute trip is flexible and complex in a variety of ways. Through 3D geovisualizations the authors were able to identify seven distinctive commuting patterns based on different combinations of the four dimensions of commuting flexibility. The results call into question the common presupposition that the commute trip is stable and fixed in many respects. Among the four dimensions of commuting flexibility, they found that variation or flexibility in time is more common than variation in the other three dimensions of commuting flexibility. This means that temporal adjustment for coping with commute problems is likely to be the most feasible option for suburban residents in Beijing.]]></description>
      <pubDate>Mon, 27 Jan 2014 11:20:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280898</guid>
    </item>
    <item>
      <title>Analysis of High-Speed Rail Implementation Alternatives in the Northeast Corridor: the Role of Institutional and Technological Flexibility</title>
      <link>https://trid.trb.org/View/1240796</link>
      <description><![CDATA[In this paper, the Northeast Corridor of the United States is studied using the framework of the CLIOS Process (developed at Massachusetts Institute of Technology (MIT)), scenario planning, and flexibility analysis. In particular, two bundles of strategic alternatives for high-speed rail implementation are proposed and analyzed under three different scenarios. Although the bundles of strategic alternatives proposed are very similar to other commonly accepted ways to implement high-speed rail in the corridor, the results motivate incorporation of flexibility into the bundles to allow decision makers to adapt as situations evolve. While designing-in and executing flexibility has a cost, it may facilitate the implementation of the bundles by enabling adaptation under different scenarios, thereby improving performance.]]></description>
      <pubDate>Tue, 16 Apr 2013 16:49:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1240796</guid>
    </item>
    <item>
      <title>The value of travel time variability with trip chains, flexible scheduling and correlated travel times</title>
      <link>https://trid.trb.org/View/1141249</link>
      <description><![CDATA[This paper extends the analysis of the value of mean travel time (VMTT) and day-to-day travel time variability (VTTV) from single, isolated trips to daily trip chains, considering the effects of flexibility in activity scheduling and within-day correlation of travel times. Using a multi-stage stochastic programming approach, the authors show that the VMTT and VTTV on a trip is conditional on the realized travel times on preceding trips, first through the arrival time to the preceding activity and second through the information provided about subsequent travel times. Analytical formulas for the VMTT and VTTV are obtained for two special cases with piecewise constant and linear marginal cost functions, respectively. With flexible scheduling, there is typically a cost associated with a positive correlation of travel times, arising from persistent deviations from typical travel demand or supply on a given day. However, there is also a strict benefit in the dependence since it allows for a more efficient scheduling of later trips.]]></description>
      <pubDate>Fri, 29 Jun 2012 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1141249</guid>
    </item>
    <item>
      <title>Stadler Pankow's Variotram (Variobahn) and Tango</title>
      <link>https://trid.trb.org/View/1104933</link>
      <description><![CDATA[Two examples of light-rail vehicles (LRVs) are presented here, the Stadler Pankow-manufactured Variotram and Tango. These LRVs are designed to be flexible and can thus be adapted to the new requirements resulting from cities' needs, including safety, reliability and reducing life-cycle costs. They are made for the purpose of transporting passengers over short distances and, as an example of public transport, are environmentally-friendly.]]></description>
      <pubDate>Tue, 19 Jul 2011 08:10:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104933</guid>
    </item>
    <item>
      <title>Traveler delay costs and value of time with trip chains, flexible activity scheduling and information</title>
      <link>https://trid.trb.org/View/1102626</link>
      <description><![CDATA[The delay costs of traffic disruptions and congestion and the value of travel time reliability are typically evaluated using single trip scheduling models, which treat the trip in isolation of previous and subsequent trips and activities. In practice, however, when activity scheduling to some extent is flexible, the impact of delay on one trip will depend on the actual and predicted travel time on itself as well as other trips, which is important to consider for long-lasting disturbances and when assessing the value of travel information. In this paper the authors extend the single trip approach into a two trips chain and activity scheduling model. Preferences are represented as marginal activity utility functions that take scheduling flexibility into account. The authors analytically derive trip timing optimality conditions, the value of travel time and schedule adjustments in response to travel time increases. The authors show how the single trip models are special cases of the present model and can be generalized to a setting with trip chains and flexible scheduling. The authors investigate numerically how the delay cost depends on the delay duration and its distribution on different trips during the day, the accuracy of delay prediction and travel information, and the scheduling flexibility of work hours. The extension of the model framework to more complex schedules is discussed.]]></description>
      <pubDate>Tue, 21 Jun 2011 12:00:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1102626</guid>
    </item>
    <item>
      <title>NTV Launch Delayed to 'Late Autumn'</title>
      <link>https://trid.trb.org/View/1101263</link>
      <description><![CDATA[Italy's Nuovo Trasporto Viaggiatori (NTV) has pushed the planned launch of high speed open access commercial rail service from September 2011 to, minimally, November 2011. Service between Milan and Naples will begin with five trains a day in each direction. (Reservations will not be opened until one month before the launch of services.) NTV believes the business sector will account for about half of Italy's high speed rail market, with strong markets between Rome and Naples, Rome and Milan, and Turin and Milan. NTV believes that about 40% of potential passengers will be willing to pay more for flexibility, while 60% will sacrifice flexibility for discounted pricing.]]></description>
      <pubDate>Thu, 19 May 2011 09:00:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1101263</guid>
    </item>
    <item>
      <title>Cultures of Commuting: The Mobile Negotiation of Space and Subjectivity on Delhi's Metro</title>
      <link>https://trid.trb.org/View/1101467</link>
      <description><![CDATA[As part of Delhi's redevelopment, aimed at creating a 'global city', new public transport infrastructure is being built. The Metro, in particular, has become iconic of what city authorities and developers refer to as Delhi's 'cosmopolitan' and 'world city' status. Authorities have attempted to change commuting practices embedded in the culture of Delhi, a crowded, economically and culturally diverse city, in line with desired new behaviours including an emphasis on cleanliness, order and quiet. To explore these developments this paper presents findings from a qualitative study (conducted in 2009) analysing the urban mobility of a diverse group of young people. Their experiences of the Metro revealed interacting fields of power in the city, between passengers, and between passengers and those in control of the network. These relationships were situated within wider processes of urban reconstruction that intersect with global flows of capital, technology and ideologies of 'modernity' and development. The findings also highlighted the contestation of cosmopolitanism: its use to describe a desired urban imagination and its deployment as everyday competencies of negotiation and flexibility designed to manage change, unfamiliarity and inequality.]]></description>
      <pubDate>Thu, 19 May 2011 09:00:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1101467</guid>
    </item>
    <item>
      <title>Trends in Global Port Operations and Their Influence on Port Labor: Challenges and Implications for U.S. East Coast Longshoremen</title>
      <link>https://trid.trb.org/View/911232</link>
      <description><![CDATA[The port industry has undergone substantial structural changes during the past 15 years. The emergence of global terminal operators, global oligopolistic market consolidation, vertical and horizontal integration of liner shipping, and the new structure of global production networks in relation to emerging technologies are only a few of the factors that have fundamentally influenced port labor. Ports are no longer isolated functional nodes of the transportation chain, but are a fundamental component of a seamless supply chain, working along with satellite and inland terminals. At the same time, marine terminals sometimes function as extended warehouses, providing flexible virtual inventory. These developments have created substantial challenges to port labor, including the need for upgraded working skills, enhanced productivity, and the ability to adopt flexible working conditions. Unionized port labor has been traditionally highly inflexible in changing attitudes and adapting to new port work practices. In contrast, the explosion of port service demand in emerging economies, particularly in East Asia, was followed by an unprecedented increase in port productivity, coupled by flexibility in port working practices that cannot be accepted by unionized port labor in the United States and Europe. This paper examines some of the current challenges and implications for the U.S. East Coast port labor force—the International Longshoremen’s Association—due to global developments in international trade and global port operations. It proposes that future research incorporate a broad range of disciplines in order to understand the competitive environment facing longshoremen better.]]></description>
      <pubDate>Wed, 14 Apr 2010 07:14:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/911232</guid>
    </item>
    <item>
      <title>In Fine Form</title>
      <link>https://trid.trb.org/View/914835</link>
      <description><![CDATA[Contractors working on structures such as bridges have a variety of equipment, much of it easily adaptable and modular, available to them. Such equipment includes Doka's cantilever forming traveler, RMD Kwikform Hong Kong's Megashor shoring node, and PERI GmbH's LGS lattice girder system. Use of such equipment has allowed projects to be completed in a fast, safe, and cost effective manner while keeping the negative effects of projects on commuter traffic to an absolute minimum.]]></description>
      <pubDate>Wed, 31 Mar 2010 07:46:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/914835</guid>
    </item>
    <item>
      <title>Stronger 2010 Expected for Concessions</title>
      <link>https://trid.trb.org/View/912705</link>
      <description><![CDATA[Airport concessions, which include retail and food and beverage outlets, have been affected by the recession. Those airports hardest hit have been in areas where leisure travel is a big industry. Concessions companies are addressing the need to be more flexible, exercise more monetary constraints, and adjust to lower passenger levels. While passenger traffic will take a long time to return to levels experienced as recently as two years ago, airport concessions companies nonetheless expect markets to gain strength in 2010. The views of representatives of concession companies like HDS Retail, HMSHost, Hudson Group, and OTG Management Inc., are included in this article.]]></description>
      <pubDate>Fri, 19 Feb 2010 10:58:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/912705</guid>
    </item>
    <item>
      <title>The development of a more risk-sensitive and flexible airport safety area strategy: Part I. The development of an improved accident frequency model</title>
      <link>https://trid.trb.org/View/890971</link>
      <description><![CDATA[This two-part paper presents the development of an improved airport risk assessment methodology aimed at assessing risks related to aircraft accidents at and in the vicinity of airports and managing airport safety areas (ASAs) as a risk mitigation measure. The improved methodology is more quantitative, risk-sensitive, flexible and transparent than standard risk assessment approaches. As such, it contributes to the implementation of Safety Management Systems at airports, as stipulated by the International Civil Aviation Organisation. The first part of the paper presents the methodological advances made in the development of accident frequency models; namely the building of a single comprehensive database of all relevant accident types, the collection and use of normal operations data in quantifying the criticality of a series of risk factors, and modelling accident frequency using multivariate logistic regression. The resulting models have better goodness-of-fit, sensitivity and specificity than standard risk assessment methodologies.]]></description>
      <pubDate>Tue, 30 Jun 2009 08:32:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/890971</guid>
    </item>
    <item>
      <title>The development of a more risk-sensitive and flexible airport safety area strategy: Part II. Accident location analysis and airport risk assessment case studies</title>
      <link>https://trid.trb.org/View/890972</link>
      <description><![CDATA[This two-part paper presents the development of an improved airport risk assessment methodology aimed at assessing risks related to aircraft accidents at and in the vicinity of airports and managing Airport Safety Areas (ASAs) as a risk mitigation measure. The improved methodology is more quantitative, risk-sensitive, flexible and transparent than standard risk assessment approaches. As such, it contributes to the implementation of Safety Management Systems at airports, as stipulated by the International Civil Aviation Organisation. The second part of the paper presents the analysis of accident locations, including the plotting of Complementary Cumulative Probability Distributions for the relevant accident types. These were then used in conjunction with the improved accident frequency models to produce Complementary Cumulative Frequency Distributions that could be used to assess risks related to specific runways and determine Airport Safety Area (ASA) dimensions necessary to meet a quantitative target level of safety. The approach not only takes into account risk factors previously ignored by standard risk assessments but also considers the operational and traffic characteristics of the runway concerned. The use of the improved risk assessment technique and risk management strategy using ASAs was also demonstrated in two case studies based on New York LaGuardia Airport and Boca Raton Airport in Florida.]]></description>
      <pubDate>Tue, 30 Jun 2009 08:32:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/890972</guid>
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