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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>The distributional effects of high-speed rail investment in china: fast tracks to inequality?</title>
      <link>https://trid.trb.org/View/2711670</link>
      <description><![CDATA[High-speed rail (HSR) has become one of China’s most ambitious infrastructure projects, redefining accessibility and connectivity across vast regions. However, rigorous empirical investigations on the impact of HSR on the conventional rail (CR) operation and the following effects on CR passengers remain scarce. Therefore, we investigate how CR trips, often made by low-income groups, are impacted by the operation of HSR using a comprehensive rail operation dataset. Our regression discontinuity design (RDD) results reveal that the operation of HSR leads to a significant decrease in CR trains (CT) frequency with both immediate and sustained declines observed, and slows down the increase of travel speed over the years. Heterogeneous impacts are found in different travel station types, different types of CT, and HSR operation intensity. Our imputed effects indicate that aside from construction and operation cost by using the public investment, the distribution of benefits and costs on CR passengers is overall regressive, since the generalised cost changes appear to benefit high-income groups, but disadvantage low-income groups.]]></description>
      <pubDate>Mon, 31 Aug 2026 10:31:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711670</guid>
    </item>
    <item>
      <title>Transport in low- and middle-income countries</title>
      <link>https://trid.trb.org/View/2698523</link>
      <description><![CDATA[This brief survey reviews recent work on the economics of transportation in low- and middle-income countries. After reviewing a few key global facts and taking stock of the available data, it focuses on eight key themes that are emphasized in this literature relative to work on transportation in rich countries. In urban areas, these are private/informal transit, interactions with other informal markets, gender, bus rapid transit, and quantity-based congestion policy. Elsewhere, they are the legacy of colonialism, rural roads, and potential negative effects of improved transportation infrastructure. A concluding section poses future questions of interest and some constraints on answering them.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698523</guid>
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    <item>
      <title>Urban informal transportation and gentrification: empirical evidence from motorcycle taxis in Bangkok, Thailand</title>
      <link>https://trid.trb.org/View/2708029</link>
      <description><![CDATA[This study investigated the role of informal motorcycle taxi services in shaping residential and commercial gentrification patterns around rail stations in Bangkok. Although Transit-Oriented Development (TOD) has been widely associated with displacement and spatial inequality, limited research has examined how informal transportation systems intersect with these processes in the context of the Global South. Through propensity score and Mahalanobis distance matching with stratified analysis, this study estimates the average treatment effect of motorcycle taxi presence on gentrification outcomes across 250-m and 500-m rail station buffers. Although the baseline results revealed no significant citywide effects, the stratified analyses revealed geographical heterogeneity. First, in inner-city, transit-rich areas, motorcycle taxi presence is positively associated with both residential and commercial gentrification, suggesting that these services may reinforce accessibility-driven redevelopment. In contrast, in peripheral areas with limited transit coverage, motorcycle taxis mitigate residential gentrification by enhancing the mobility of low-income residents and supporting informal agglomerations. Second, in areas at medium distances from rail stations, motorcycle taxi presence was linked to increased commercial gentrification and decreased residential gentrification. Third, motorcycle taxis have significantly positive associations with commercial gentrification in areas of older rail stations but insignificant in those of younger rail stations. These patterns reveal the dual and context-sensitive role of informal transportation in urban transformation. This study contributes to debates on informality, accessibility, and gentrification in Global South contexts and calls for TOD frameworks to incorporate informal mobility systems as both infrastructural assets and tools for inclusive urban development.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708029</guid>
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    <item>
      <title>In(equity) in accessibility to low-wage jobs by public transit in the fifteen largest cities in the United States</title>
      <link>https://trid.trb.org/View/2706623</link>
      <description><![CDATA[This study measures in(equity) in accessibility to low-wage jobs by public transit in the fifteen largest population-based cities in the United States. First, it employs a cumulative opportunity-based measure of accessibility to estimate transit accessibility to jobs by vulnerable people at the census tract level. Second, it uses the vertical equity indicator and Gini index to measure and analyze inequity in transit accessibility to low-wage jobs by vulnerable people for four socioeconomic factors: household income, unemployment rate, percentage of immigrants to cities, and percentage of households that spend more than 30% of their income on house rent. The study explores that seven cities offer higher access to low-wage jobs by vulnerable groups compared to their access to all jobs. Except for New York City, Chicago, Houston, and Philadelphia, the vulnerable groups in the rest of the cities experience lower access to low-wage jobs than the general population experiences access to all jobs, suggesting that a low degree of vertical equity exists in 11 cities. New York City, Phoenix, Philadelphia, San Jose, and Chicago exhibit high but reasonable inequity in accessibility to low-wage jobs by public transit, as the average Gini index for each of these cities varies from 0.4 and 0.5, while the other ten cities exhibit severe inequity with Gini index values >0.5. The study facilitates the ability to make direct comparisons among cities regarding the effects of varying levels of accessibility and equity to establish equitable transportation options in the domains of land use and transportation planning.]]></description>
      <pubDate>Mon, 24 Aug 2026 09:03:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706623</guid>
    </item>
    <item>
      <title>Unraveling structural and behavioral drivers of income segregation in daily urban mobility</title>
      <link>https://trid.trb.org/View/2705240</link>
      <description><![CDATA[Income segregation has traditionally been studied through residential patterns, yet growing evidence points to its dynamic manifestation in the everyday mobility of individuals. Using large-scale mobile phone data from 12 U.S. metropolitan areas, we examine segregation in population congregation – defined as the unequal distribution of income groups across micro-geographic units during daily movement – and identify its structural and behavioral origins. We propose a decomposition framework that distinguishes the contributions of static income disparities and dynamic mobility heterogeneity to observed segregation levels. Segregation is operationalized via disparities in visitation patterns at the Census Block Group level, while mobility heterogeneity captures variations in the spatial concentration of individual travel flows. Shapley–Owen decomposition shows that segregation is dominated by income-group-specific mobility heterogeneity before COVID-19 response measures, led by the lower-middle income component. After the implementation of response measures, mobility heterogeneity remains the dominant channel and explains most of the between-period change, whereas structural inequality contributes a secondary background effect. These findings reveal how economic stratification and adaptive mobility patterns jointly configure urban inequality, underscoring the need for policy responses that integrate both structural and behavioral dimensions in times of disruption.]]></description>
      <pubDate>Thu, 13 Aug 2026 17:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705240</guid>
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    <item>
      <title>The unequal carbon cost of commuting: Income-Driven disparities in urban China</title>
      <link>https://trid.trb.org/View/2697106</link>
      <description><![CDATA[The distributional justice of carbon emissions is a critical yet understudied issue in urban transport sustainability. Although existing literature confirms a positive link between income and carbon emissions, systematic micro-level evidence for commuting emissions in developing countries remains scarce. Using a dataset of 450,000 individuals across 59 Chinese cities, this study examines the impact of household income on commuting carbon emissions with econometric models. Results show that income significantly increases commuting emissions, and this effect is robust across city sizes, age groups, and gender. Mechanism analysis verifies a tripartite mediating framework: higher income promotes private car use, lengthens commuting distance, and encourages residence in congested city centers, all of which jointly raise emissions. These findings support differentiated low-carbon policies and highlight the importance of job-housing balance in urban planning.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697106</guid>
    </item>
    <item>
      <title>Mitigating Negative Consequences of New Urban Growth in Disadvantaged Communities</title>
      <link>https://trid.trb.org/View/2732169</link>
      <description><![CDATA[New housing and development in California are often planned in communities that already face economic hardship, environmental burdens, and limited access to reliable transportation. Recent research finds specifically that in the San Francisco (S.F.) Bay Area and Southern California (SoCal) metropolitan regions, there is a high propensity to plan new urban development in socially, economically, and environmentally disadvantaged communities (DACs) with poor transit accessibility and limited personal mobility. This project first reviews the literature to identify potential unintended negative impacts of high concentrations of new urban growth in DACs across social, economic, educational, environmental, and transportation dimensions. It then identifies the tools to mitigate these impacts. Next, it selects four DACs—North Richmond (primarily in unincorporated Contra Costa County) and West Oakland (City of Oakland) in the S.F. Bay Area, and Bloomington (unincorporated San Bernardino County) and Florence-Firestone (unincorporated Los Angeles County) in Southern California—that are targeted for new growth in their regional plans. Using document analysis and semi-structured stakeholder interviews, this study next examines the kinds of disadvantages these communities face and the tools used to mitigate them. It finally qualitatively assesses how well the disadvantages are being mitigated. The study finds that DACs located in unincorporated county areas lack political champions and do not receive close, focused attention from county government departments. Regional policies are often vague and ineffective, and while several tools exist to mitigate disadvantages, their implementation or efficacy at the DAC level is sparse. Without stronger policies, new development risks reinforcing existing inequities—placing more housing in areas where residents already face long commutes, fewer services, and greater environmental risks. The study recommends focused state and federal aid to DACs. The regional agencies should develop a policy framework to proactively mitigate disadvantages in DACs. The state and regional agencies should develop regulations and incentives for local governments to meet the needs of DACs, including by engaging local community-based organizations. Finally, local government should facilitate fair and effective community benefit agreements with the developers and local employers.]]></description>
      <pubDate>Thu, 30 Jul 2026 16:33:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732169</guid>
    </item>
    <item>
      <title>Infrastructure and Poverty Reduction: Innovative Policies for Effective Access</title>
      <link>https://trid.trb.org/View/2685468</link>
      <description><![CDATA[Infrastructure services - transport, energy, water and sanitation, and digital infrastructure - are central to the fight against global poverty. Yet, their ability to improve lives hinges on effective access, driven by three crucial factors: the availability, quality, and affordability of these services. Countries should set explicit targets that capture these three dimensions and adopt policies addressing both supply and demand aspects. On the supply side, key policy objectives include increasing investment and reducing lifecycle costs through more efficient provision and maintenance. On the demand side, well-designed subsidies can protect vulnerable groups access without undermining fiscal sustainability or sector efficiency. Finally, technology can be useful both on the supply side, by reducing the cost of providing services, and on the demand side, by helping manage demand and ensuring that lower pricing appropriately targets those in need. This report illustrates this framework with numerous case studies and examples.]]></description>
      <pubDate>Mon, 13 Jul 2026 13:51:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685468</guid>
    </item>
    <item>
      <title>Can transport-related pricing policies save lives? A road safety perspective</title>
      <link>https://trid.trb.org/View/2686790</link>
      <description><![CDATA[Understanding the socioeconomic effects of transport-related factors, specifically fuel prices and traffic fines on car use and road safety is an ongoing research topic. There is a significant need for studies focusing on low- and middle-income countries (LMICs) due to their specific economic contexts. To fill this gap, the impact of these interventions on monthly road fatality rates from 2005 to 2024 in Iran was analyzed using a SARIMAX model. Petrol prices and traffic fines were adjusted by per-capita-income to account for the mediating effects of economic conditions. Results showed that while petrol price-to-income ratio had negative correlation with petrol consumption (r = −0.729), the absolute petrol price had positive association (r = 0.734), highlighting the importance of adjusting fuel price for income when studying its impact on car use (and road safety) in LMICs. A 10% increase in petrol price-to-income ratio (traffic fines-to-income ratio), might be associated with 11.7% (8.3%) decrease in the expected fatalities per 10 million population. Accordingly, road safety improvement could be a substantial positive side effect of fuel subsidies reform. Moreover, traffic fines need to be regularly increased based on an economic indicator to maintain their long-term effectiveness. The possible impacts of three pricing policy scenarios were further discussed. The findings offer actionable guidance for socio-economic planners: calibrate income-indexed fines, adopt fiscally neutral fuel price adjustments with equity safeguards, and optimize enforcement deployment where marginal fatality reduction is highest. The framework is adaptable for anticipating and responding to future shocks in mobility and safety due to price/income hikes.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686790</guid>
    </item>
    <item>
      <title>Mapping service disruptions and transit user adaptive behaviour: A systematic literature review</title>
      <link>https://trid.trb.org/View/2689981</link>
      <description><![CDATA[Public transport is prone to disruptions that undermine reliability, equity, and resilience. While existing literature reviews have largely focused on disruption management and network resilience as the supply side (e.g., network vulnerability, simulation, routing, and scheduling), passengers’ reactions remain comparatively underexplored. Yet disruptions inevitably trigger adaptive behaviours that vary with the severity of the disruption. Experienced severity is shaped by the disruption’s nature (type, scale, duration, frequency, modality), the management strategies (mitigation measures, provision of alternatives, pre-announcement), and the degree of users’ transit captivity. This study aims to examine the interplay between the experienced severity of public transport disruption and individual adaptive behaviour. To our knowledge, no prior review has provided an overview of how the nature of disruption, its management, and user captivity intersect to shape behavioural responses and what this means for equitable and sustainable disruption management. We conducted a systematic literature review using the PRISMA (Preferred Reporting Items for Systematic Reviews and Meta-Analyses) framework. Findings demonstrate that captivity strongly influences the experienced severity of disruptions and the adaptive behaviour. Captive users (low-income, carless, or living in low-substitutability areas) tend to continue using replaced transit services, and their adaptive behaviour is more short-term, while higher-income choice users more readily shift to private vehicles, ride-hailing, or flexible alternatives and are more prone to long-term behaviour change. Overall, the review shows that disruptions exacerbate inequalities by imposing disproportionate burdens on captive users. It also reveals critical research gaps: planned disruptions remain understudied, longitudinal intervention studies are rare, and most evidence comes from high-income countries. Addressing these gaps is essential to designing disruption management strategies that enhance resilience, promote sustainability, equity, and inclusive mobility.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689981</guid>
    </item>
    <item>
      <title>Transport poverty and social equity in South Africa: Evidence from the national household travel survey</title>
      <link>https://trid.trb.org/View/2689927</link>
      <description><![CDATA[Transport poverty, a dimension of social exclusion, occurs when high costs, long travel times, or limited service availability prevent reliable access to essential opportunities, such as employment, education, and healthcare. South Africa's historically segregated urban planning, urban sprawl, limited provision of public transport, and inadequate implementation of transport policies exacerbate transport poverty. It faces persistent and worsening transport affordability burdens, underscoring the need to measure transport poverty and its spatial distribution rigorously. This study employs a quantitative approach using a descriptive-comparative research design using the Household Budget Survey-based analytical framework. Utilising the 2020 National Household Travel Survey dataset, we test alternative transport poverty matrices, validate one specific to South Africa, and identify vulnerable households and the factors that drive transport poverty through multivariate discrete-choice and mixed logit modelling. The findings reveal that transport poverty is widespread, with approximately 15 million people affected. Household income and transport expenditure, and lack of access to motorised transport, are also significant indicators. There is an urgent need for policy interventions to improve transport accessibility and social equity through increased investment, incentivisation of private sector involvement in PT provision, and stringent measures to protect infrastructure.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689927</guid>
    </item>
    <item>
      <title>Quantifying Disproportionate User Costs Caused by Pavement Conditions</title>
      <link>https://trid.trb.org/View/2685575</link>
      <description><![CDATA[Pavement conditions are often linked to safety outcomes, greenhouse gas emissions, and a region’s economic development. While a pavement management program aims to improve overall network conditions over time, recent research shows that the burden of poor condition pavements falls proportionally on certain corridors or regions within the network. Moreover, recent studies have highlighted the lack of standardized performance measures for evaluating disproportional impacts among road users. For these reasons, this paper proposes new metrics to quantify the monetary impacts on road users, aiming to better understand the impacts. We compared the existing federal measures with the new metrics proposed to quantify the economic impact of pavement conditions on road users, followed by a detailed discussion of the proposed new set of performance measures. The effectiveness of these measures was demonstrated using New Mexico as a case study, a state with a 50.2% Hispanic population and 18.4% of residents living in poverty. The methodology was designed to be replicable using public data available to state departments of transportation. The new performance measures provide additional perspectives beyond those offered by federal pavement condition percentages. In summary, this paper demonstrates that the proposed measures help identify pavement condition disparities that could impact areas disproportionally and can help state departments of transportation assess the need for targeted, localized approaches to budget allocations and infrastructure investment.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685575</guid>
    </item>
    <item>
      <title>How can we capture the value of rail transit to improve spatial equity across income groups?</title>
      <link>https://trid.trb.org/View/2685218</link>
      <description><![CDATA[Value capture, an important tool for premium recovery in urban rail transit, acts as an essential method for reducing urban transport debt and enabling revenue redistribution among various income groups. However, due to market competition, the implementation of uniform value capture policies across income groups will lead to deteriorate spatial equity in rail transit accessibility. Taking Shanghai as example, this study investigates how to capture the value of rail transit to improve spatial equity among different income groups which categorized by housing prices. The results show that: (1) Spatial differentiation of station location, network accessibility, and the maturity of the built environment surrounding the station are critical factors in triggering market segmentation of rail transit; (2) The effect of rail transit on house values varies depending on the type of rail transit market and income group. Lower-income groups rely more on public transportation and are more tolerant of nuisances at subway stations, but higher-income groups are more willing to pay to avoid nuisances at stations; (3) Traditional fixed-premium recovery policies of rail transit may exacerbate spatial equity among different income groups. Low-income groups face rising housing costs, whereas higher-income groups, driven by their greater ability to pay and profit-driven capital, intensify spatial agglomeration, resulting in a ‘Matthew effect’ of residential differentiation. This paper suggests we need be aware of the phenomenon of gentrification that can be triggered by rail transport, and promote the achievement of the dual goals of social equity and sustainable urban transport development.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:19:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685218</guid>
    </item>
    <item>
      <title>The growing role of active and micro-mobility modes: Insights from mode adoption and weekly use by trip purpose</title>
      <link>https://trid.trb.org/View/2681777</link>
      <description><![CDATA[This paper examines the factors influencing the adoption and frequency of use of sustainable transport modes including walking, cycling, electric bicycles, electric vehicles, and public transport, for different trip purposes. Using a two-stage stated preference experiment in metropolitan Australia, we use a mixed multinomial logit model to estimate the probability of adopting door-to-door travel alternatives, followed by a multiple discrete–continuous extreme value model to capture the proportion of weekly trips taken by mode and purpose. Results show that trip purpose plays a significant role in the frequency of use of different modes, with commuting trips associated with greater willingness to shift to electric modes, especially when infrastructure quality is high. In contrast, shopping trips are more sensitive to access mode and mode experience. E-bikes emerge as a flexible option for both commuting and recreational trips, while walking is mainly preferred for short, non-commute travel. The findings underscore the importance of purpose-specific strategies and high-quality infrastructure in promoting sustainable and integrated mobility futures.]]></description>
      <pubDate>Thu, 25 Jun 2026 15:57:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681777</guid>
    </item>
    <item>
      <title>A full Bayesian random parameters Negative Binomial-Lindley model for fatal pedestrian crash frequency on rural highways</title>
      <link>https://trid.trb.org/View/2706957</link>
      <description><![CDATA[Pedestrian safety on rural highways remains a pressing concern in low- and middle-income countries (LMIC), where highways frequently pass through settlements with substantial pedestrian activity but limited dedicated pedestrian infrastructures and prevalence of high-speed motorized traffic. This study investigates fatal pedestrian crash frequency on such roads using a fine-resolution segment-level approach. Five-year fatal pedestrian crash data (2017–2022, excluding 2020), comprising 337 pedestrian-involved crashes across six rural highway corridors, were analyzed by dividing the entire road network into 2,881 equal-length segments. Crash data were integrated with detailed segment-level information on traffic exposure, vehicular speeds, roadway geometry, roadside environment, land use, and population exposure. Four count data models were estimated within a Full Bayesian framework to account for overdispersion, excess zeros, and unobserved heterogeneity, and the best-fitting model was identified for pedestrian crash frequency. Model performance was evaluated using the Deviance Information Criterion, predictive accuracies, and cumulative residual plots, which support the superiority of the Random Parameter Negative Binomial-Lindley (RPNB-L) model over its counterparts. Results indicate that the presence of junctions, settlements, land use, flyover transition zones, canals/bridges/culverts, median gaps, service roads, minor accesses, and pedestrian activity generators such as bus stops, schools, fuel stations, and roadside eateries primarily drives pedestrian crash risk on rural highways. Population exposure emerges as a robust predictor of risk, while observed pedestrian volumes exhibit a safety-in-numbers effect. The findings emphasize the need for segment-level pedestrian safety strategies on high-speed rural highways and provide empirical evidence to support targeted infrastructure design, access management, and roadside environment interventions in LMICs.]]></description>
      <pubDate>Thu, 18 Jun 2026 16:34:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706957</guid>
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