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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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      <title>Air route suspension: a survival analysis</title>
      <link>https://trid.trb.org/View/2711940</link>
      <description><![CDATA[This study investigates the determinants of international air route suspension, an underexplored dimension of airline network dynamics relative to the extensive literature on route entry and expansion. Focusing on direct inbound international services to Australia, the analysis examines which operational, market, and structural characteristics influence the hazard of route discontinuation. A right-censored Cox proportional hazards model was estimated on 223 international routes operating between January 2014 and March 2020. The specification incorporates 16 covariates - representing a broader set of route- and airline-level characteristics than prior studies - including alliance membership, airline business model, premium cabin, route-level demand and fares, flight frequency, airport size classification, market share, seasonal continuity, load factor, seat capacity, and sector distance. The results show that route survival is shaped not only by demand, but also by network embedding, airline business model, operational consistency, and market structure. Seasonal continuity is the most robust protective factor across the baseline Cox, time-interaction, lagged Cox, LASSO, and lagged-LASSO specifications. Alliance membership and LCC operation are also associated with lower suspension risk in the fuller Cox models. The contrast between the Kaplan–Meier curves and adjusted Cox results for LCC routes demonstrates the value of multivariable survival modelling: while LCC routes appear more vulnerable in unadjusted survival curves, they show lower suspension hazard once higher-risk route characteristics are controlled for. The findings demonstrate that route exit is not simply the inverse of route entry. They also provide airports, destination managers, and policymakers with empirically grounded indicators for identifying routes with elevated discontinuation risk and designing targeted retention strategies.]]></description>
      <pubDate>Thu, 01 Oct 2026 09:25:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711940</guid>
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      <title>Key factors in dynamic pricing of FlixBus fares: A panel analysis of international and domestic routes in Croatia</title>
      <link>https://trid.trb.org/View/2716740</link>
      <description><![CDATA[This paper examines the determinants of dynamic pricing in the liberalizing intercity bus market by analyzing FlixBus fares on domestic and international routes in Croatia. Using panel data models, the study investigates how demand-related factors, supply characteristics, and cost drivers shape ticket prices while accounting for route-type differences. The results reveal that prices on domestic routes are more sensitive to demand-related factors, whereas international route prices are primarily driven by supply conditions. Across both route types, distance and fuel costs significantly increase fares, while service frequency, advance booking, and ridership reduce them. The presence of economies of scale in longer-distance services is also found. Although price discrimination related to advance booking is clearly present, seat occupancy does not significantly affect fares, indicating that pricing strategies rely more on differences in willingness to pay than on real-time capacity utilization. Finally, the analysis finds no empirical evidence of predatory pricing, as fare adjustments remain consistent with changes in variable operating costs, such as fuel. The findings underscore the importance of dynamic pricing in liberalized bus markets and point to policy measures aimed at strengthening public–private integration and supporting affordable intercity transport.]]></description>
      <pubDate>Wed, 16 Sep 2026 11:21:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2716740</guid>
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    <item>
      <title>Stakeholder-associated risk management in international railway projects: A dynamic multilayer network analysis framework</title>
      <link>https://trid.trb.org/View/2697155</link>
      <description><![CDATA[The risk management of international railway projects (IRPs) is a complex system, as it involves external environment risks and internal project risks. Given risks are dynamic, stakeholders in IRPs face different challenges at each project stage. Most existing studies have not conducted a dynamic analysis of risks throughout the whole lifecycle and have commonly overlooked the interaction between external and internal risks. Thus, this study develops a novel risk management framework for IRPs employing multilayer network analysis to reveal the dynamics of key risks and related stakeholders. From a whole lifecycle perspective, both external and internal risks are identified. Risk and stakeholder are represented as nodes, and the relationships among them are depicted as links, forming a multilayer risk network for IRPs. The importance of risks and the relevance of stakeholders are calculated to determine the key internal and external risks at each project stage. Then, to clarify the priorities of risk management, the “letter N" method is introduced. Research findings indicate that the political legal risks are the primary external risks throughout the whole lifecycle, directly influencing internal risks. Risk management guidance is developed for related stakeholders to address critical risks and improve risk management performance.]]></description>
      <pubDate>Tue, 18 Aug 2026 14:12:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697155</guid>
    </item>
    <item>
      <title>Airline-alliance extensions: Spillovers within networks</title>
      <link>https://trid.trb.org/View/2696181</link>
      <description><![CDATA[This paper explores beneficial network spillovers resulting from airline-alliance extensions like those that occur when a US carrier adds new foreign partners to its existing international alliance. In the model, a US carrier and an existing foreign alliance partner initially cooperate in providing service between an interior US domestic endpoint and a foreign destination via an international US gateway. Then, a second foreign carrier, which previously provided traditional interline service to a different foreign endpoint via the same gateway, also becomes an alliance partner of the US carrier. Since trips to the two foreign destinations from the interior US endpoint share the same domestic route to the gateway, cost complementarity between the two international markets exists under economies of density. As a result, the alliance extension, by reducing the fare and raising traffic to the new foreign endpoint (which flows on the domestic segment), leads to a lower cost for alliance service to the original foreign endpoint, further reducing the fare in this market, which was already low due to the presence of the initial alliance. The paper analyzes this beneficial spillover along with others using a simple model.]]></description>
      <pubDate>Wed, 29 Jul 2026 09:16:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696181</guid>
    </item>
    <item>
      <title>Study on the Implementation of On-ground Energy Data Collecting Systems in the EU Railway System</title>
      <link>https://trid.trb.org/View/2684221</link>
      <description><![CDATA[Rail traction energy is a key cost driver for railways and the lack of appropriate metering of energy consumption is detrimental for the energy and cost efficiency of the rail sector. Railways are a major consumer of electricity, but metering is particularly challenging due to the moving nature of trains as consumption points across countries, networks and grids. In fact, rolling stock needs to have installed onboard an energy metering system able to record and transmit consumption data and train positioning to a data collecting system on the ground. This data is then exchanged by different providers across borders and processed for settlement in order to invoice, to the correct railway undertaking, the consumed traction energy. The aim of this study was to evaluate the state-of-play regarding metering of rail traction energy, with a particular focus on the obligations defined since 2020 in energy technical specifications for interoperability (ENE TSI) for data collecting systems. We also investigated the key technical, legal and regulatory challenges for rail energy across the EU and we provided a list of recommendations. From January to December 2025, the EU Agency for Railways (ERA) conducted this study for the European Commission based on the better regulation guidelines and principles. Through desk research, a large web survey of all relevant stakeholders involved in rail traction energy metering and billing, 38 bilateral interviews, workshops and events and the analysis of more than 180 comments on the draft final report of this study, shared in writing and during a workshop by stakeholders, this study delivered on its objectives. By providing detailed findings and a set of 11 recommendations regarding rail traction energy, we have offered a comprehensive overview of the situation. Among our key findings, we concluded that 13 EU Member States are not in line with ENE TSI either because have not yet set up a data collecting system (DCS) able to receive data from energy measurement systems (EMSs) installed onboard trains or because their DCS is limited to domestic trains and is thus not able to exchange energy consumption data across borders. Only in seven EU Member States can railway undertakings benefit from third-party access and the free choice of their energy supplier. Overall, rail traction energy metering is also affected in some countries by a fragmented implementation of sector-led data models for DCS, data exchange and settlement. Among our recommendations, beside ensuring enforcement of the existing ENE TSI basic requirements, we also called for analysing the opportunity to amend and extend the scope of application of ENE TSI. Most of the problems identified lie in fact in the exchange and settlement functions of energy consumption data which are currently left to self-regulation by the rail sector’s standards and agreements. Moreover, there is no full clarity at the EU level on the boundaries between the energy market and the rail market legislation. In fact, rail traction energy infrastructure and rail infrastructure managers may be subject to both or some of the relevant requirements stemming from the energy and rail market legal framework.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:19:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684221</guid>
    </item>
    <item>
      <title>Road Freight Transport Methodology: 2025 Edition Revised</title>
      <link>https://trid.trb.org/View/2663592</link>
      <description><![CDATA[This manual provides guidance to Member States, EFTA countries, candidate countries and potential candidates on producing road freight transport statistics based on Regulation (EU) No 70/2012. It covers the design of sample surveys; definitions of variables to be collected; data file structure; and data processing and dissemination by Eurostat.]]></description>
      <pubDate>Wed, 27 May 2026 13:10:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663592</guid>
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    <item>
      <title>Resilience in the skies: Modeling domestic and international air passenger demand in multiple Indian airports</title>
      <link>https://trid.trb.org/View/2655987</link>
      <description><![CDATA[This study presents a comparative analysis of univariate time-series (ARIMA, SARIMA, ETS) and deep learning models (RNN and LSTM) for forecasting post-COVID domestic and international air passenger demand at eight major Indian airports: Ahmedabad, Bengaluru, Mumbai, Kolkata, Delhi, Hyderabad, Chennai, and Pune. Utilizing quarterly data from 2016 to 2023, performance of time-series and deep learning models is evaluated against actual 2024 air traffic data using MAPE, MAE, and RMSE indices. Results demonstrate that model efficacy is highly context-specific. SARIMA consistently outperforms ARIMA in capturing seasonality, while LSTM excels at modeling non-linear complexities, and ETS proves robust for airports with clear trends. Crucially, a SARIMAX model integrating exogenous drivers, including net domestic product, network connectivity, and operational metrics, significantly enhanced forecasting accuracy, particularly for international travel, underscoring the importance of these drivers. The coefficients reveal several interesting policy scenarios, such as enhancing domestic and international connectivity, particularly at emerging hubs, stimulates passenger growth, while densely populated catchments require investments in multimodal integration to counter negative demand. The findings challenge the presumption of a universal forecasting framework and underscore the inefficiency of relying solely on univariate models, advocating for a tailored approach that incorporates key exogenous variables for resilient air traffic management.]]></description>
      <pubDate>Wed, 15 Apr 2026 08:31:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655987</guid>
    </item>
    <item>
      <title>Geopolitical Risk and Its Measurable Impacts on International Trade and Transport Systems</title>
      <link>https://trid.trb.org/View/2665950</link>
      <description><![CDATA[This study examines the impact of the Russia-Ukraine conflict on trade and transport between the EU and Russia from 2022 to 2024. Analysis of Eurostat data and the Geopolitical Risk Index revealed a 58% decrease in EU exports and an 86% drop in imports, disrupting global supply chains. Significant changes particularly affected maritime and air transport, with air freight declining by 5.2% between 2022 and 2023, while short-sea shipping dropped by 2.9% and deep-sea shipping by 3.4%. Current trends, however, indicate a decline in the intensity of political and economic responses to the conflict, as the introduction of new sanctions and their implementation are significantly weaker compared to the initial stages of the war.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:15:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665950</guid>
    </item>
    <item>
      <title>Electric vehicle charging infrastructure optimization on international transport corridors: Economic analysis and EU regulatory alignment in Ukraine</title>
      <link>https://trid.trb.org/View/2646861</link>
      <description><![CDATA[Purpose. This study addresses the critical infrastructure gap in electric vehicle (EV) fast-charging networks along Ukraine’s M-06 international corridor by developing an optimization framework that simultaneously achieves European Union regulatory compliance and demonstrates commercial viability for private investors. Methodology. The research employs the Maximum Covering Location Problem (MCLP) methodology adapted for linear transport corridors, integrated with multi-criteria site evaluation and comprehensive financial modeling. Spatial analysis identifies coverage gaps relative to Alternative Fuels Infrastructure Regulation (AFIR) requirements, whilst discounted cash flow projections assess economic performance across baseline and sensitivity scenarios. Primary data sources include operator infrastructure inventories, traffic flow statistics, and grid capacity assessments spanning 2022 to 2025. Results. Analysis reveals five critical infrastructure gaps totaling 545 kilometers where inter-station distances exceed the 60-kilometer AFIR threshold. Optimization identifies seven strategically positioned 150-kW stations achieving full regulatory compliance with minimal deployment. Financial modeling demonstrates exceptional viability: 1.75-year payback periods, 52.3% internal rates of return, and positive net present values exceeding 64 million hryvnia across seven stations. Sensitivity testing confirms robustness under pessimistic utilization and cost scenarios, identifying retail tariff margins as the critical determinant of project viability. Theoretical contribution. This investigation advances facility location theory by adapting classical MCLP frameworks to the contexts of emerging-market transport infrastructure, characterized by regulatory transition and data constraints. The integrated optimization-economic methodology provides replicable approaches for systematic charging network planning across diverse geographic and institutional settings. Practical implications. Findings demonstrate that commercially viable EV charging networks can be deployed without substantial public subsidy, enabling capital-constrained governments to leverage private investment systematically. The seven identified priority locations provide actionable guidance for Ukrainian authorities and operators, whilst the methodology is scalable to additional corridors, both nationally and internationally. Results inform European Union integration negotiations by establishing Ukraine’s capacity for evidence-based infrastructure planning aligned with TEN-T standards.]]></description>
      <pubDate>Fri, 20 Mar 2026 14:47:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646861</guid>
    </item>
    <item>
      <title>Optimisation of trip end service for international container sea-rail intermodal transportation – a case of China–Korea container railway ferry</title>
      <link>https://trid.trb.org/View/2619135</link>
      <description><![CDATA[An innovative transportation mode for exporting containers from Korea to Europe, involving a combination of port-access liner train, Korea–China train ferry, and CR-Express train, is presented with the objective of maximising transportation profits of the intermodal system, A bi-level model is built, in the upper level, the model determines the location and departure frequency of port-access liner train in Korea, as well as the departure frequency and vessel size of Korea–China train ferry, while in the lower level, the model calculates the choice probabilities of the paths taken by the containers and the corresponding link traffics. A survey is conducted, including both RP (revealed preference) and SP (stated preference) surveys on containers’ path choices, for calibrating the transport utility function by fusing the RP and SP data. The case study shows that for the port-access train, it is optimal to locate the terminals in Seoul and Busan, and to dispatch 11 and 1 trains per week, respectively.]]></description>
      <pubDate>Wed, 04 Feb 2026 08:32:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2619135</guid>
    </item>
    <item>
      <title>Scheduled service network design for intercontinental rail freight transport</title>
      <link>https://trid.trb.org/View/2611549</link>
      <description><![CDATA[Intercontinental rail freight transport has made significant strides in recent years, demonstrating its potential as a critical player in the global supply chain, such as Eurasian rail freight transport. However, Eurasian rail freight transport encounters challenges, including the presence of multiple rail systems with varying railway gauges, and especially in addressing the diverse requirements of the modern global supply chain. The traditional ’one service for all’ operational strategy is incapable of meeting the diverse transport requirements, emphasizing the need for more tailored solutions. We propose a time-space formulated Intercontinental Scheduled Service Network Design (I-SSND) for a relay intercontinental rail freight transport system, which necessitates an extension of the Scheduled Service Network Design (SSND). The I-SSND model, as a practical management tool, aims to move away from the traditional ’China-Europe Block Train’ business model, which offers only standard service, by enabling service differentiation. I-SSND model consider border crossing terminal times as well as train length variability across multiple different rail systems. It allows different orders from different origins to be consolidated at borders and share the same train service for the main transit based on their individual time constraints. The I-SSND model can assess demand variability and potential disruptions in the Eurasian rail network, including extended border crossing times, and evaluate their impact on overall network performance. The initial application of this model in Eurasian rail freight transport has yielded encouraging results. Mixed services demonstrate better performance compared to single standard services; the analysis shows an increase in profit growth and accepted orders. However, uneven demand distribution reduces overall network throughput and poses challenges for efficient capacity utilization, especially when compared to a more evenly distributed demand. Additionally, by integrating delay tolerance in mixed services, various metrics have significantly improved. On average, container acceptance increased by 10.44% and profits by 37.26%. These findings provide actionable managerial insights for intercontinental rail freight and highlight the necessity of establishing an entity to coordinate rail capacity planning across the various national rail networks involved.]]></description>
      <pubDate>Thu, 18 Dec 2025 09:38:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611549</guid>
    </item>
    <item>
      <title>Comparative analysis of digital technologies and legal frameworks in customs operations: A focus on violation detection</title>
      <link>https://trid.trb.org/View/2611065</link>
      <description><![CDATA[The objective of this study was to examine the role of modern digital technologies in identifying violations of legislation in the customs sphere. The selection of methods in this work was based on a combination of comparative legal and formal legal approaches to analyse the stated subject matter. The research yielded results that clearly illustrate the role of digital data exchange technologies in reducing the time required for customs operations between member countries of the World Customs Organization (WCO), as well as minimising the impact of the human factor in detecting potential offences in this domain. An analysis of the current legislation regulating customs operations among WCO member states and the Republic of Kazakhstan identified a set of unified criteria for assessing common objectives that can be successfully achieved through the application of digital technological solutions in customs enforcement practices to detect various violations. It was established that the legislative frameworks of different WCO member countries and Kazakhstan share several similar provisions governing the use of digital technologies to enhance the efficiency of customs authorities. The study evaluates the role of digital technologies in ensuring secure international transportation and customs oversight. Additionally, a theoretical assessment was conducted on the efficacy and utility of implementing the Single Window system in these countries, which significantly improves coordination among national customs services (as WCO members), entities engaged in foreign trade, customs authorities, and governmental bodies responsible for foreign economic activity and issuing permits.]]></description>
      <pubDate>Thu, 18 Dec 2025 09:38:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611065</guid>
    </item>
    <item>
      <title>Single European Railway Area: Prototype Corridor Munich-Verona: Project Summary of the European Parliament Pilot Project, 1 June 2022 to 30 June 2024</title>
      <link>https://trid.trb.org/View/2556709</link>
      <description><![CDATA[The Brenner Corridor Platform (BCP) was set up in 2007 by three Member States, five Regions and three Infrastructure Managers as well as the Brenner Base Tunnel SE and the European Commission to monitor the implementation of the respective Brenner Corridor Action Plans. Today, it consists of five permanent Working Groups (WG) which coordinate their activities among each other and with the Rail Freight Corridor Scan-Med. The vision of the Brenner Corridor Platform is to enable a seamless circulation of train services been München and Verona both for passenger and freight.]]></description>
      <pubDate>Mon, 18 Aug 2025 12:16:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556709</guid>
    </item>
    <item>
      <title>Road Freight Transport Methodology: 2025 Edition</title>
      <link>https://trid.trb.org/View/2535026</link>
      <description><![CDATA[The present document describes the methods used by Member States, candidate and EFTA countries in their surveys on road freight transport statistics. Part I describes national methodologies for data collection. This information is based on the national reference metadata produced by the reporting countries. Data in these national metadata refer to the first quarter of 2023. Part II includes summary tables, with the basic information on sampling, response rate, register quality and precision of results of the surveys. Data on the registers used to draw the sample and the sampling methodology are relevant for the surveys conducted in the first quarter of 2023, while the main characteristics given for each country refer to the years 2022 and 2023, according to data availability.]]></description>
      <pubDate>Fri, 18 Jul 2025 15:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2535026</guid>
    </item>
    <item>
      <title>European Agreement Concerning the International Carriage of Dangerous Goods by Inland Waterways (ADN) 2025: Including the Annexed Regulations, Applicable as of 1 January 2025: Volume I &amp; Volume II</title>
      <link>https://trid.trb.org/View/2499280</link>
      <description><![CDATA[This publication contains the 2025 updates to the European Agreement Concerning the International Carriage of Dangerous Goods by Inland Waterways (known as the ADN). The ADN was passed in 2000 and originally entered into force in 2008. Updates have been published in 2009 and every other year since. The purpose of the ADN is to ensure the safety of the international carriage of dangerous goods by inland waterways within Europe; protect the environment from pollution as a result of accidents or incidents during such carriage; facilitate transport operations; and promote international trade in dangerous goods. The agreement contains nine parts over two volumes. Those nine parts consist of: general provisions; classification of dangerous goods; dangerous goods list, special provision, and exemptions related to limited and excepted quantities; provisions concerning the use of packagings, tanks, and bulk cargo transport units; consignment procedures; requirements for the construction and testing of packagings, intermediate bulk containers, large packagings, tanks, and bulk containers; requirements concerning loading, carriage, unloading, and handling of cargo; provisions for vessel crews, equipment, operation, and documentation; and rules for the construction of vessels.]]></description>
      <pubDate>Mon, 14 Apr 2025 09:35:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499280</guid>
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