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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>Access Inequality in LEO Satellite Networks: A Case Study of High-Latitude Coverage in Northern Québec</title>
      <link>https://trid.trb.org/View/2591556</link>
      <description><![CDATA[Low Earth orbit (LEO) satellite networks play a crucial role in bridging the digital divide, particularly in remote and high-latitude regions. However, access inequality remains a significant challenge, limiting broadband connectivity for communities in northern areas compared to mid-latitude urban regions. This study reviews recent advancements in non-terrestrial networks (NTNs). We conduct a detailed analysis of coverage disparities in LEO satellite networks considering LEO networks, namely Starlink, Telesat-like, Kuiper-like, and OneWeb, with a specific focus on Québec, Canada versus urban centers in New York City, USA. Our findings highlight a significant disparity in the number of visible satellites resulting in increased transmission delays and reduced network reliability in high-latitude regions. Additionally, we observe that higher elevation angles, more accessible in mid-latitude regions especially for Starlink and Kuiper, contribute to superior signal quality and transmission rates. To mitigate this gap, we propose an inter-constellation/orbit roaming mechanism that enables ground users to be served by different LEO constellations—leveraging OneWeb's and Telesat's strong polar coverage along with the high satellite density of Starlink and Kuiper at mid-latitudes. Jointly, terrestrial network (TN) expansion can enhance signal quality and transmission efficiency, particularly in underserved areas where NTNs act as edge computing and backhaul infrastructures. Additionally, the associated challenges—such as roaming handovers, and radio resource and network slicing management are discussed in detail, where designing a unified management and control entity to ensure seamless interoperability is not a trivial task. Furthermore, we envision wireless power transfer through either relay-based (ground-to-satellite-to-ground) or direct (satellite-to-ground) power beaming as a sustainable approach to energize TN components in remote regions. These strategies collectively support the scalability and resilience of NTNs in bridging the global access inequality.]]></description>
      <pubDate>Thu, 20 Nov 2025 17:07:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2591556</guid>
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      <title>Market Structures for Service Providers in Advanced Air Mobility</title>
      <link>https://trid.trb.org/View/2387647</link>
      <description><![CDATA[Proposed concepts of operations for advanced air mobility rely on private service providers being responsible for providing air traffic management services to uncrewed aircraft such as drones and autonomous air taxis. While such proposals are unprecedented in the aviation context, one can draw parallels to the Internet and the role played by Internet service providers in managing web traffic. A study of the evolution of the Internet illustrates that, without clear rules for cooperation around a nascent market, private profit motives incentivize against service provider cooperation, especially for traffic flows that traverse multiple regions managed by different service providers. To address this problem, we propose a profit-sharing mechanism based on the Shapley value that incentivizes service providers to cooperate. We show that this mechanism i) ensures that service providers route flights along globally optimal routes, and ii) encourages service providers to work together in providing more efficient routes. We study the allocation of sectors to service providers and show that different allocations can cause large differences in profit earned. Finally, we discuss some of the remaining challenges with having a federated network of private service providers supporting traffic management for advanced air mobility operations.]]></description>
      <pubDate>Tue, 09 Jul 2024 13:58:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2387647</guid>
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    <item>
      <title>Managing surges in online demand using bandwidth throttling: An optimal strategy amid the COVID-19 pandemic</title>
      <link>https://trid.trb.org/View/1858228</link>
      <description><![CDATA[Managing supply chains requires quick access to the enterprise– and customer–facing online network applications and transparency of data across supply chains. While it is challenging to meet the rapidly growing demand for bandwidth to support supply chain applications in the Blockchain era, the COVID-19 pandemic has triggered bandwidth demand surges across all online services such as the internet, content delivery, e-platforms, and social media. A sudden demand surge may impel users to lose their access or have a poor online experience due to bandwidth throttling by their Online Service Providers (OSPs). Earlier work on optimal throttling mechanism under stochastic demand has overlooked such demand surges. In this paper, the authors recast the user demand to adequately capture the demand surges, such as home bandwidth demand surges during the COVID-19 pandemic. Specifically, they model the user demand as a geometric Lévy (jump–diffusion) process. Within the general setting, the authors show that it is optimal for the OSP to follow a modified control-band policy that encompasses the existing results as a special case. Their numerical study not only enhances the current insights about the optimal throttling mechanism by including demand surges but also provides new insights concerning the nature of demand surges. For example, the authors' study suggests that OSPs should initiate demand throttling at relatively lower usage levels if the likelihood of having demand surges is high; furthermore, they find that when OSPs are exposed to demand surges with higher intensities, it is optimal for them to wait until the usage level reaches a relatively high level before throttling it.]]></description>
      <pubDate>Fri, 22 Oct 2021 09:02:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1858228</guid>
    </item>
    <item>
      <title>Estimating the Potential for Mobility-As-A-Service in the Netherlands Using Mobile Phone Data</title>
      <link>https://trid.trb.org/View/1729501</link>
      <description><![CDATA[Mobility as a Service (MaaS) is a new mobility concept, in which travellers can plan, choose, and pay for their journeys via a single service provider. Since MaaS may also contribute to meeting the accessibility and sustainability challenges, it is appearing more frequently on the agenda of mobility policymakers and politicians. Mobility is a consequence of travellers’ behavioural choices. Most strategic transport models contain behavioural choice models that describe travel frequency, mode of transport, destination, departure time, and route choice. Mobility as a Service potentially affects all these behavioural choices but only when travellers are in possession of a MaaS subscription. The decision to purchase a MaaS subscription is therefore a condition for these effects and cannot be predicted by a transport model. To nevertheless meet some of the need to estimate the effects of future MaaS scenario’s, DAT.Mobility and Goudappel Coffeng have developed a quick scan tool that estimates the potential for MaaS: “the MaaS potential quickscan”. The quickscan determines the likelihood for the entire Dutch population that a given MaaS proposition will be purchased. To do so, it uses a behavioural model that compares the MaaS proposition with the current mobility behaviour for 128 different person types. For that purpose, a population synthesiser was developed that distinguishes these 128 types for each of the approximately 13,000 CBS (Statistics Agency of the Netherlands) neighbourhoods in the country. These person types vary as regards age, number of children in the household, frequency of car use, and type of car. These are all variables that have proven to be significant for the purchase of a MaaS subscription in stated preference studies. The user of the quickscan defines the MaaS proposition that is to be investigated as a combination of subscription type (mobility plan or pay-as-you-go), monthly subscription costs, the number of days of public transport use in the plan, the number of hours of car use in the plan and/or the charge for car sharing, and whether it is possible to leave shared cars at one’s destination. The latter variable serves as a proxy for self-driving vehicles. Current mobility behaviour is inferred from the accessibility derived from digital networks and choices of mode of transport and destination (derived from mobile phone data) and converted to the level of the approximately 13,000 CBS neighbourhoods in the Netherlands. Coupled with the features of the MaaS subscription, this gives the likelihood of a subscription being purchased for each of the 128 person types in each of the 13,000 neighbourhoods. Given the uncertainty as to how MaaS and the actual MaaS offers will look specifically in the Netherlands, and how it will develop in the longer term, four scenarios or MaaS propositions have sbeen defined by the authors so as to outline the perspective. They also enable public authorities to understand the extent to which they can implement MaaS in their areas and incorporate it into their policy programmes. The results are mutually consistent and the model gives insights in how these came about. When carrying out future studies using the quickscan, users must realise that the Australian dataset underlying the behavioural model used is not representative for the Dutch situation. The authors therefore argue that as long as MaaS has not yet been rolled out on a large scale, stated preference studies will be necessary so as to estimate a behavioural model that will calculate the MaaS potential for the Dutch situation and for MaaS propositions relevant to the Netherlands. The authors intend carrying out such a study in the near future and hope that this paper will encourage the market (users and developers) to contribute actively to that study.]]></description>
      <pubDate>Thu, 27 Aug 2020 11:08:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1729501</guid>
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    <item>
      <title>Cost-Effectiveness of Sharing Roadside Infrastructure for Internet of Vehicles</title>
      <link>https://trid.trb.org/View/1522646</link>
      <description><![CDATA[Vehicular networks have the potential to improve road safety using dedicated short-range communications (DSRC) technology, but substantial investment in roadside units (RSUs) is required. DSRC can be simultaneously used for safety and non-safety applications. If local governments share RSUs deployed for safety or smart streetlights with other kinds of service providers, then the respective costs can also be shared, thereby reducing costs for the government. The authors estimate that government could save about one-fifth of the nationwide cost of safety RSUs in the U.S. if they are shared with Internet service providers. They also estimate an increase in social welfare from sharing safety RSUs. In the case of sharing smart streetlights, the authors find that nationwide benefits could be up to one-third higher than with sharing of safety RSUs. The prices that maximize government savings and social welfare may differ. However, they find that maximizing government savings results in near-optimal social welfare. The benefits of sharing would increase significantly if the Internet traffic or DSRC penetration grow over time, as expected.]]></description>
      <pubDate>Tue, 31 Jul 2018 08:03:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1522646</guid>
    </item>
    <item>
      <title>Mobile femtocell utilisation in LTE vehicular environment: Vehicular penetration loss elimination and performance enhancement</title>
      <link>https://trid.trb.org/View/1483279</link>
      <description><![CDATA[Mobile computing is fast becoming a vital part of everyday life in which User Equipment (UE) demand being reachable anywhere and at anytime, as they spend much time travelling from one place to another, often by trains or buses. The ultimate aim of passengers is the ability to be connected to the Internet while they are moving from one place to another with their mobile devices. Providing indoor coverage on trains and buses directly with outdoor Base Stations (BSs) may not be a good solution due to the high density of use and path losses in the LTE network. This limitation can result in poor signal quality inside the train, and offering broadband services is not always possible. Clearly improvement to broadband access on buses and trains could be achieved by installing more BSs close to railway and bus routes and terminals. However, this solution is not ideal for the Internet Service Providers (ISPs) due to the high investment needed to deploy many more BSs. In addition, such a solution will introduce additional complexity by increasing the number of Handovers (HOs). This issue has focused the research community effort on developing solutions that take advantage of the existing wireless infrastructure without increasing the number of BSs. One method being considered is the development of more efficient methods and technologies to manage the UE's mobility in seamless ways. In this paper the authors propose adoption of Mobile Femtocell (Mobile-Femto) technology as a solution to mitigate the Vehicular Penetration Loss (VPL) and Path Loss, with consequent improvement to the vehicular UE's performance in LTE networks. their results, using a Matlab simulation model, showed a noticeable improvement in the achieved Ergodic capacity by 5% under a VPL of 40 dB while 90% of vehicular UEs spectral efficiency has improved by 1.3 b/cu under a VPL of 25 dB. In addition, 80% of vehicular UEs have improved their throughput and SINR by 300 kb/s and 4 dB respectively after implementing the Mobile-Femto into the Macrocell in LTE networks.]]></description>
      <pubDate>Thu, 26 Oct 2017 12:32:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483279</guid>
    </item>
    <item>
      <title>Context-Aware Service Recommendation for Moving Connected Devices</title>
      <link>https://trid.trb.org/View/1429322</link>
      <description><![CDATA[Finding and recommending suitable services for moving, connected devices are increasingly important due to the popularity of mobile Internet. While recent research has attempted to use role-based approaches to recommend services, role discovery is still an ongoing research topic. This paper proposes a simple and yet efficient, matrix-based, context-aware role mining method to automatically group users according to their interests and habits. Using a question-based approach, the authors also allow popular mobile services to be recommended to other members in the same group in a context dependent.]]></description>
      <pubDate>Mon, 21 Nov 2016 13:24:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1429322</guid>
    </item>
    <item>
      <title>Onboard connection</title>
      <link>https://trid.trb.org/View/1318408</link>
      <description><![CDATA[As demand for data continues to rise and places an increasing strain on networks, onboard Wi-Fi is proving to be a service that is difficult to master, as this article takes note. It provides an assessment as to what train operators can expect as they look to their train wireless internet offerings and ways to improve their reliability and availability.]]></description>
      <pubDate>Thu, 07 Aug 2014 09:41:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1318408</guid>
    </item>
    <item>
      <title>Tailored Security: Building Nonrepudiable Security Service-Level Agreements</title>
      <link>https://trid.trb.org/View/1261270</link>
      <description><![CDATA[The security features of current digital services are mostly defined and dictated by the service provider (SP). A user can always decline to use a service whose terms do not fulfill the expected criteria, but in many cases, even a simple negotiation might result in a more satisfying outcome. This article aims at building nonrepudiable security service-level agreements (SSLAs) between a user and an SP. The proposed mechanism provides a means to describe security requirements and capabilities in different dimensions, from overall targets and risks to technical specifications, and it also helps in translating between the dimensions. A negotiation protocol and a decision algorithm are then used to let the parties agree on the security features used in the service. This article demonstrates the feasibility and usability of the mechanism by describing its usage scenario and proof-of-concept implementation and analyzes its nonrepudiability and security aspects.]]></description>
      <pubDate>Fri, 20 Sep 2013 16:31:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1261270</guid>
    </item>
    <item>
      <title>Fast Handover between WiMax and WiFi Networks in Vehicular Environment</title>
      <link>https://trid.trb.org/View/906868</link>
      <description><![CDATA[Fast handover is crucial to provide quality services to mobile users in vehicular environments. WiMAX and WiFi standards support high mobility in vehicular speed. However, WiMAX and WiFi network entry processes may take seconds to complete. This paper presents fast handover approaches between WiMAX and WiFi networks to speed up handover process. Fast Link layer handover protocols are proposed to realize rapid Link layer connectivity. Fast IP layer handover protocols are proposed to achieve high speed IP layer connectivity. The proposed fast handover techniques can be utilized to accomplish the seamless handover in vehicular communication networks.]]></description>
      <pubDate>Tue, 22 Dec 2009 09:00:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/906868</guid>
    </item>
    <item>
      <title>A Safety-Related Transmission Method for a New Railway Signalling System based on an IP-Network</title>
      <link>https://trid.trb.org/View/873622</link>
      <description><![CDATA[This paper developed a signaling system which controls signal devices through an IP-Network. This system consists of a Logic Controller (LC) and Field Controllers (FCs) connected with optical cable. The LC is a safety-related device located at the signal house. The LC generates the command data, and transmits the data to the FCs through IP-Network. The FC is a safety-related device equipped in each signal device, and controls the device based on the command data from the LC. In the railway signaling system, high level of safety and reliability are required. In this system, the transmission devices and protocol are based on the general technologies. Therefore, we need to assume all kinds of errors on the transmission devices, and the whole system must keep itself in safe status even if the worst error occurs. In order to comply with the IEC62280-1, we have developed a safety transmission protocol. Moreover, this system needs to operate for 20 years without system down. The paper defined the target of the failure rate of each device less than 10-7/h. The paper measured the traffic limitation in order to validate the reliability about the transmission between the LC and the FC, and confirmed that the traffic is much less than the traffic limitation of the transmission device. The paper have evaluated the safety and reliability of this system with prototype system, and put this system into practical use at the Ichikawaono station on the Musashino line in February 2007.]]></description>
      <pubDate>Wed, 29 Oct 2008 07:22:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/873622</guid>
    </item>
    <item>
      <title>Adoption of Internet Services in Liner Shipping: An Empirical Study of Shippers in Taiwan</title>
      <link>https://trid.trb.org/View/795109</link>
      <description><![CDATA[The Internet service attributes desired by shippers were examined as well as a model that seeks to explain the intention of shippers to use Internet services in liner shipping. Using data collected from a survey of a group of shippers in Taiwan, the relationships among the constructs in the model were tested, namely: perceived usefulness, perceived ease of use, security and use intention. The results suggest that shippers perceive tracing to be the most important service attribute of Internet services, followed by checking for customs clearance, vessel schedules and electronic document services. The findings indicate that perceived ease of use is the major factor affecting the intention of shippers to use Internet services, and that perceived ease of use has a strong positive effect on perceived usefulness. The results also indicate that security has a positive effect on a shipper’s perception of ease of use. However, the influence of security on use intention and perceived usefulness was not supported in this study. The theoretical and practical implications of the findings on the intention of shippers to use Internet services in liner shipping are discussed.]]></description>
      <pubDate>Fri, 29 Dec 2006 11:06:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/795109</guid>
    </item>
    <item>
      <title>Onboard-Wayside Integration – From Specs to Reality</title>
      <link>https://trid.trb.org/View/789840</link>
      <description><![CDATA[This paper describes how the “M-7 Onboard-Wayside Integrated System” was developed. It describes how active and strong participation of the LIRR and MNR end users was used throughout all stages of the development process. The implementation and rollout of this system provides powerful fleet management and troubleshooting tools at the user’s fingertips (and from any location in the world through Authority’s VPN access). The last release of the “M-7 Onboard-Wayside Integration Project” (to be deployed in December 2006) will allow the WMDS user to download remotely any portion of data contained in the event recorder system (i.e. the “Black Box”) from one (1) or multiple Cars. Moreover, in the upcoming projects, the onboard-wayside integrated system shall be based on end to end Internet-Protocol (IP) technology which will provide a foundation for a series of new value-added services and applications.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/789840</guid>
    </item>
    <item>
      <title>Mobile IP Platform and Mobile Networks for Seamless Mobility and Integrated Security in ITS Solutions</title>
      <link>https://trid.trb.org/View/771883</link>
      <description><![CDATA[Wireless Fidelity or Wi-Fi, Wireless Interoperability for Microwave Access or Wi-Max, as well as cellular data networks and satellite communication, together with the Mobile IP protocol can improve Safety, Security and Productivity during Transit. Mobile IP an open standard, defined by the Internet Engineering Task Force (IETF), for Intelligent Transportation Systems, will become fundamental as it allows a user to keep the same IP address, stay connected, and maintain ongoing applications while roaming between IP networks. For example, this solution enables public safety personnel to stay connected to vital applications and services while they are working in the field, improving their productivity and safety. The use of Mobile IP allows the solution to scale for the Internet because it is based on IP - any media that can support IP can support Mobile IP.  Mobility and Mobile Networks are becoming dominant themes for the IT Industry.]]></description>
      <pubDate>Tue, 31 Jan 2006 09:56:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/771883</guid>
    </item>
    <item>
      <title>PCS Wireless Communications Network</title>
      <link>https://trid.trb.org/View/771982</link>
      <description><![CDATA[Intelligent Traffic Systems have traditionally used dedicated wire or wireless communications services. Cellular service providers are rapidly moving to deploy all digital networks in order to provide advanced cellular services to their subscribers. The personal communication services (PCS) have been introduced in major urban centres in both the US and Canada with expansion along major interstate corridors. These new digital networks provide both voice and data communications which can overcome the capital costs and deployment time of dedicated facilities. Civil construction, to provide local cable access to subsystem traffic controllers, is not required resulting in lower capital costs and rapid deployment. Recurrent costs are usage based and distance independent allowing for wide area deployment. The characteristics of the PCS network differ from traditional copper or fiber optic circuits used in ITS systems. The PCS network provides its own addressing scheme assigning dynamic IP addresses while legacy traffic controllers utilize fixed addresses with a poll - response access method. The continuous growth of ITS from urban to rural areas creates a need to manage the subsystem traffic controllers by a more efficient means. This paper examines the suitability of implementing PCS for ITS application addressing issues such as integrating with legacy traffic controllers, communication protocols, network latency and identifying network limitations.]]></description>
      <pubDate>Tue, 10 Jan 2006 15:51:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/771982</guid>
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