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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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    <item>
      <title>Difference and Influence Factors for the Development of Regional Logistics in China</title>
      <link>https://trid.trb.org/View/2282479</link>
      <description><![CDATA[According to the method of Theil indexes, the paper starts by analyzing the difference of regional logistics development in China from 1980 to 2007. Then, the paper establishes deterministic model about regional logistics development with panel data, and it analyzes the influence of human capital, location, the regional logistics policy, market openness and the network of logistics to the development of regional logistics.]]></description>
      <pubDate>Thu, 11 Jul 2024 13:52:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2282479</guid>
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    <item>
      <title>Regulating for-hire autonomous vehicles for an equitable multimodal transportation network</title>
      <link>https://trid.trb.org/View/2362269</link>
      <description><![CDATA[This paper assesses the equity impacts of for-hire autonomous vehicles (AVs) and investigates regulatory policies that promote spatial and social equity in future autonomous mobility ecosystems. To this end, the authors consider a multimodal transportation network, where a ride-hailing platform operates a fleet of AVs to offer mobility-on-demand services in competition with a public transit agency that offers transit services on a transportation network. A game-theoretic model is developed to characterize the intimate interactions between the ride-hailing platform, the transit agency, and multiclass passengers with distinct income levels. An algorithm is proposed to compute the Nash equilibrium of the game and conduct an ex-post evaluation of the performance of the obtained solution. Based on the proposed framework, the authors evaluate the spatial and social equity in mobility benefits using the Theil index, and find that although the proliferation of for-hire AVs in the ride-hailing network improves overall mobility, the benefits are not fairly distributed among distinct locations or population groups, implying that the deployment of AVs will enlarge the existing spatial and social inequity gaps in the transportation network if no regulatory intervention is in place. To address this concern, the authors investigate two regulatory policies that can improve transport equity: (a) a minimum service-level requirement on ride-hailing services, which improves the spatial equity in the transport network; (b) a subsidy on transit services by taxing ride-hailing services, which promotes the use of public transit and improves the spatial and social equity of the transport network. The authors show that the minimum service-level requirement entails a trade-off: as a higher minimum service level is imposed, the spatial inequity reduces, but the social inequity will be exacerbated. On the other hand, subsidies on transit services improve mobility for low-income households in underserved areas. In certain regimes, the subsidy increases public transit ridership and simultaneously bridges spatial and social inequity gaps. These results are validated through realistic numerical studies for San Francisco.]]></description>
      <pubDate>Thu, 18 Apr 2024 17:07:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2362269</guid>
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    <item>
      <title>The evolution of spatial equity of high-speed rail accessibility in China: An operation frequency based approach</title>
      <link>https://trid.trb.org/View/2301442</link>
      <description><![CDATA[The spatial equity of high-speed rail (HSR) accessibility in China has been a research topic for years. Most of current researches do not consider the impact of HSR operation frequency on accessibility. This study proposes an improved accessibility measurement taking frequency as an important factor and then analyzes the HSR accessibility and its spatial equity in China for the years of 2015, 2018, and 2021. Having defined spatial equity as the disparity of accessibility distribution, this study applies the Theil index to explore spatial equity and its changes over the three stages, as well as the regional difference among city groups based on geographical locations and administrative levels. The results demonstrated that the spatial distribution of HSR services accessibility in China was high in the East and low in the West. Only a few cities have the highest level of IAS (Improved Accessibility Score) which leads to a strong polarization in frequency-based accessibility. Spatial equity of accessibility has improved from 2015 to 2021, but HSR services developed more equally than HSR infrastructure networks from 2018 to 2021. When grouped by geographical locations, the West region has the worst spatial equity regarding IAS; however, the Northeast region has the worst spatial equity of OAS (Original Accessibility Score) in 2021. When grouped by cities’ administrative levels, the group of provincial capitals has better spatial equity regarding IAS but did not have better spatial equity of OAS until 2021.]]></description>
      <pubDate>Fri, 26 Jan 2024 10:02:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301442</guid>
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    <item>
      <title>Influence of the human development index, motorcycle growth and policy intervention on road traffic fatalities – A case study of Vietnam</title>
      <link>https://trid.trb.org/View/2040064</link>
      <description><![CDATA[Motorcycle ownership in Vietnam has increased exponentially during the last two decades. As a result, traffic congestion, emissions, and traffic safety have been on the rise. Of particular concern is the significant increase in the number of traffic accidents due to higher traffic volume that is stimulated by economic development and improved households’ economic mobility. During this time frame, many programs, such as traffic safety awareness campaign, have been developed and implemented by transportation agencies to reduce traffic fatalities. This study seeks to understand the long-term effect of policy intervention on traffic fatalities. This is accomplished by developing a log-linear regression model which the response variable is the number of traffic fatalities between 1990 and 2019 and the independent variables include Human Development Index (HDI), motorcycle ownership, and policy interventions. The model estimation results indicate that: (1) a higher degree of economic development (HDI) corresponds to lower traffic fatalities, (2) the motorcycle helmet law has lowered the number of annual traffic fatalities since its enactment, and (3) a higher number of motorcycle trips corresponds to a higher number of traffic fatalities. Based on this study’s findings, it is recommended that transportation agencies in Vietnam develop and promote an alternative transportation mode.]]></description>
      <pubDate>Fri, 23 Dec 2022 14:07:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2040064</guid>
    </item>
    <item>
      <title>Regional disparities and influencing factors for carbon productivity change in China’s transportation industry</title>
      <link>https://trid.trb.org/View/1715515</link>
      <description><![CDATA[The transportation industry is the important component of the national economy as well as emissions reductions, however, few previous studies have investigated the carbon productivity (CP) of the transportation industry in China. This study attempts to fill this gap by researching the regional disparity and influencing factors of CP of China’s transportation industry over the 10th, 11th, and 12th Five-Year plan periods. Specifically, the authors developed an integrated CP decomposition approach by combining the Log Mean Decomposition Index approach and production-theoretical decomposition approach. As such, CP was first decomposed into technological innovation effect, regional adjustment effect, CO₂ emission efficiency effect, and technical change of CO₂ emissions effect. The results revealed the following: (1) during the study period, China’s transportation CP showed a general downward trend; (2) regional disparity in CP narrowed primarily because of intragroup inequity; (3) technological innovation effect and total-factor regional adjustment effect on CP change did not play a significant role in prompting CP. Based on the empirical results, the authors provide some policy proposals.]]></description>
      <pubDate>Mon, 13 Jul 2020 10:33:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1715515</guid>
    </item>
    <item>
      <title>Carbon inequality in the transportation industry: empirical evidence from China</title>
      <link>https://trid.trb.org/View/1689828</link>
      <description><![CDATA[Transportation has significantly contributed to carbon emissions, and concerns regarding emissions mitigation have become central research issues. To avoid a reversal of the reduction convergence in the environmental field, mitigation strategies should aim to reduce the environmental risks posed by carbon inequality. This article uses the Gini index and Theil index to examine carbon inequality in the transport sector in China and decomposes the per capita carbon inequality using Kaya factors. Then, the variations within and between regions are analyzed by decomposing the Theil index of the carbon intensity by region. Our major findings are as follows. First, carbon inequality is relatively insignificant in the regional transport sector in China. Second, the main drivers of the per capita carbon inequality include the carbon intensity and per capita added value in the transport sector. Third, intra-regional components are major contributors to the heterogeneous spatial distribution of the carbon intensity, and the degree of carbon inequality in the eastern region is much greater than that in other regions. Moreover, the four economic regional components of the Theil index of the carbon intensity have had an obvious convergence effect since 2009. In addition, this study provides some suggestions for developing differentiated mitigation policies in different regions.]]></description>
      <pubDate>Wed, 22 Apr 2020 12:26:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1689828</guid>
    </item>
    <item>
      <title>Education and reducing income inequalities – the importance of education in maritime studies</title>
      <link>https://trid.trb.org/View/1676634</link>
      <description><![CDATA[Contemporary studies of economic inequality and poverty emphasize that their key causes are in the area of tax policy, labour force policy, and employment, and the causes that are being pointed out lately are education and educational attainment level of the population. The aim of the paper is to confirm the theoretically defined link between education and income inequality reduction and to point out that economic policy makers cannot solve the problem of inequality in society without a significant influence on public education, primarily through increased availability and quality of public education. In the second part of the paper, the Gini coefficient, the education index, and the coefficient of human inequality are used on the example of 130 countries to establish a correlation between education and income inequality reduction. The model shows a strong link between income inequality reduction (measured by the Gini coefficient) and increase in the educational attainment level of the population, increase in income, but also improvement of the health care system. It was found that, for each unit reduction of the coefficient of human inequality (IHDI), the Gini coefficient decreases by 9.7 points. In addition to research limitations and the proposal of future research, the conclusion proposes the opportunities and measures for increasing the educational attainment level of the population in order to reduce income inequality. Emphasis is also placed on the importance of tertiary maritime education. © Faculty of Maritime Studies Rijeka, 2019.]]></description>
      <pubDate>Fri, 21 Feb 2020 10:24:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1676634</guid>
    </item>
    <item>
      <title>Inequalities in access to bike-and-ride opportunities: Findings for the city of Malmö</title>
      <link>https://trid.trb.org/View/1662770</link>
      <description><![CDATA[Intermodality or combining more than one transport mode during a single trip has been put forward to facilitate a modal shift from private car to more environmentally friendly modes such as public transport, cycling or walking. Bike-and-ride – that is, integrating cycling and public transport in one trip – is an attractive combination, as cycling as an active and clean mode is faster than walking and more affordable and flexible than other alternative modes of transport. Using cycling as a feeder mode to public transport could potentially allow people to reach more opportunities and improve their mobility, and ultimately, their well-being. Therefore, it is relevant to investigate the inequalities in access to bike-and-ride options across population groups.In this context, the authors suggest assessing the inequalities in bicycle access to the main transport hubs of a city by developing a composite indicator based on accessibility measures and the Theil index of inequality. This indicator captures the role of both private and public bikes – part of a Bike Sharing System (BSS) – in accessing the existing public transport system. The novelty of the authors' approach lies in bringing the distributional justice perspective in the accessibility evaluation of transport and analysing the inequalities within and between any arbitrarily defined population groups. Moreover, in addition to travel time by bike, this accessibility measure incorporates a series of bike-related features, such as the typology of bike lanes (separated from or shared with roads), the presence of a BSS in the network, and bike facilities (e.g., parking racks) in transport hubs.The proposed methodology is applied to a real case study of the city of Malmö, Sweden, to prove its efficacy and usefulness. In particular, the authors examine how the level of bicycle access to the major public transport destination (including train stations and regional bus hubs) varies across the population. While considering the contextual properties of the city of Malmö, the inequalities are analysed in relation to spatial dimension and social background of the population, it is possible to extend the proposed analysis by including further features of the population, such as income or gender, and apply the same approach to different contexts.]]></description>
      <pubDate>Fri, 15 Nov 2019 13:43:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1662770</guid>
    </item>
    <item>
      <title>Discharge Characteristics Analysis of Queued-up Vehicles at Signal-Controlled Intersections Under Heterogeneous Traffic Conditions</title>
      <link>https://trid.trb.org/View/1601745</link>
      <description><![CDATA[Characteristics of discharge vehicle play a significant role in the concept of capacity estimation and designing of a signal-controlled intersection. Highway Capacity Manual (HCM) (Transportation Research Board of the National Academics, 5th edn, Washington, DC, 2000) presents a methodology for analysing signalized intersection considering details of each parameter for a lane-based car-dominated traffic stream, with limited applicability for the mixed traffic conditions. The present study analyses the departure headway characteristics of queued vehicles where a decreasing trend is observed with increase in vehicle position with a saturation headway of 2.05 s/veh. The distributions of departure headways are also analysed, and hypothesis result shows that the departure headways at each vehicle position follow a particular log-normal distribution with varying mean and variance. An optimization technique is framed to find out the discharge of vehicles through minimizing the difference between observed flow and ideal flow proposed by HCM (2000). Dynamic passenger car units (PCU) are also estimated through minimizing the Theil’s coefficient for accurate estimation of discharge pattern for mixed traffic conditions. The result shows that optimized discharge pattern is close to the ideal one with maximum saturation flow of 1908 PCUs/h (HCM proposed 1900 PCUs/h). A comparative analysis is done between the obtained flow value and flow value proposed by several guidelines and studies to check its suitability for mixed traffic stream.]]></description>
      <pubDate>Thu, 27 Jun 2019 14:53:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601745</guid>
    </item>
    <item>
      <title>Auditing street walkability and associated social inequalities for planning implications</title>
      <link>https://trid.trb.org/View/1569630</link>
      <description><![CDATA[Transport planning is gradually shifting targets towards modifying the pedestrian streetscapes that favor walking and enhance urban sustainability. We cannot be optimistic about walkability on condition that walkable streets are not evenly distributed within urban settings. Auditing the street walkability and associated social inequalities in developing countries should provide critical implications for transport planning. This paper identifies the most common indicators in existing indicator classification frameworks based on word frequency; and then establishes an indicator classification system (connectivity, accessibility, suitability, serviceability, and perceptibility) through expert panel evaluation for auditing street walkability in China. Using a case of Hangzhou metropolitan area, a set of 13 indicators are first selected by referring to the established indicator classification system and then aggregated into an integrated walkability index (IWI) through the catastrophe theory (CT) model after appropriate data treatment (standardization, normalization and correlation calculation). Camera signaling data are employed to validate the developed IWI. Results show that IWI is efficient to audit street walkability. IWI presents great heterogeneity at segment level. In general, higher walkability is observed in streets across the central and western areas. Walkability profiles of the segments are further produced by the clustering approach and the categorized groups can inform more targeted planning options. Spatial regression is finally utilized to quantify the associations between community socio-demographics and neighborhood IWI at two levels. The authors discover that lower neighborhood walkability would be observed in socioeconomically disadvantaged communities. These results suggest that significant social inequalities in street walkability should exist across the communities within Hangzhou metropolitan area. The developed IWI not only brings a standardized measurement of street walkability in the field of transport planning, but also paves the way for addressing the social inequalities in street design across various jurisdictions.]]></description>
      <pubDate>Thu, 27 Dec 2018 10:59:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1569630</guid>
    </item>
    <item>
      <title>Why Do More Unequal Countries Spend More on Private Vehicles? Evidence and Implications for the Future of Cities</title>
      <link>https://trid.trb.org/View/1541067</link>
      <description><![CDATA[Household transport expenditure (HTE) can account for issues of transport affordability and of how mobility interacts with other needs. Income inequality, on the other hand, is crucially linked to both transport demand and institutions that can shape transport regimes. However, existent literature has scarcely linked income inequality and HTE. This research provides evidence about this link. Income concentration by the richest 10 per cent of the population is found to be significantly, positively and exogenously correlated with HTE on purchase and use of private transport equipment. The proposed econometric models can explain close to half of the variance of this type of HTE among countries. Two theoretical explanations are proposed and debated. One is demand-based, and the other supply-based. The latter is preferred over the former, stating that income concentration by the elites is a proxy of a balance of power that is associated to private-oriented transport regimes. Such regimes promote private goods over public goods or, in other words, car dependency, transport disadvantage, and/or informal transport over strong public transport networks. A fundamental challenge for the future of cities is that more unequal societies are in danger of producing wider inequalities after adopting private-oriented smart transport technologies.]]></description>
      <pubDate>Thu, 11 Oct 2018 11:28:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1541067</guid>
    </item>
    <item>
      <title>Coupling Coordination Measurement between Information Attention and Service Level of Urban Public Transport</title>
      <link>https://trid.trb.org/View/1498372</link>
      <description><![CDATA[The concept of urban public transport information attention was defined to determine travel information demand and spatiotemporal differentiation of urban public transport. On the basis of the Baidu index of urban public transport attention in 31 cities in China from 2011 to 2014, this study applied the standard deviation and the Theil index to analyze absolute and relative differences in urban public transport information attention. Then, the coupling coordination degree model was established to measure the coordination of information attention and service level of urban public transport. Results showed that the relative difference gradually diverged, whereas the absolute difference increased from 2011 to 2014. The regional rank changes of urban public transport information attention gradually diminished from east to west, the spatial coupling coordination between information attention and service level of urban public transport was low, and the differences between regions were significant.]]></description>
      <pubDate>Wed, 14 Feb 2018 10:53:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1498372</guid>
    </item>
    <item>
      <title>Regional disparities and influencing factors of Average CO₂ Emissions from transportation industry in Yangtze River Economic Belt</title>
      <link>https://trid.trb.org/View/1487851</link>
      <description><![CDATA[Transportation industry is an important source of CO₂ emissions, and has become the third largest energy consuming industry in China. Most existing researches studied regional disparities and influencing factors of Total CO₂ Emissions from transportation industry, while limited researches studied the average amount specially. Based on the relevant data of Yangtze River Economic Belt from 2005 to 2014, Theil index was utilized to measure the regional disparities of Average CO₂ Emissions from three aspects: CO₂ emissions per capita (CEPC), CO₂ emissions intensity (CEI) and CO₂ emissions per converted transportation turnover (CEPT). Combining with extended Kaya identity, logarithmic mean divisia index (LMDI) decomposition method was applied to analyze the influencing factors of CEPC, CEI and CEPT respectively. The empirical results indicate that regional disparities of CEPC, CEI and CEPT do exist and they are on downtrend after 2011. Regional disparity of CEPC is more significant than CEI and CEPT. Energy structure and energy intensity contribute to increasing CEPC and decreasing CEI and CEPT. Added-value per converted transportation turnover has positive effect on increasing CEPC and decreasing CEPT. Transportation intensity inhibits increasing CEPC, while economic level plays the most important positive role in increasing CEPC. The findings implicate that governments should transform the economic development mode, optimize the energy structure, improve transportation efficiency and develop differential policies according to practical situations.]]></description>
      <pubDate>Mon, 20 Nov 2017 17:09:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1487851</guid>
    </item>
    <item>
      <title>An empirical assessment of Dutch citizens' preferences for spatial equality in the context of a national transport investment plan</title>
      <link>https://trid.trb.org/View/1465276</link>
      <description><![CDATA[This study presents empirical insights into Dutch citizens' preferences for spatial equality in the context of decision-making regarding the composition of a national transport investment plan. To the best of the authors' knowledge, their study is the first study worldwide which empirically investigates citizens' preferences for the spatial distribution of benefits accruing from a transport investment plan. The authors conducted two Stated Choice experiments: one involving an investment plan for travel time savings, the other involving an investment plan for traffic safety. Their results show that in the context of travel time savings, a vast majority of citizens has a strong preference for spatial equality. When the investment program involves traffic safety improvements, the share of citizens that has a preference for spatial equality is considerably smaller. Specifically, using a Latent class discrete choice analysis the authors identified distinct segments. The first segment has a very strong preference for the investment program having the largest total reduction in traffic deaths; the second segment assigns a substantial value to an equal distribution of reductions of traffic deaths across the Netherlands. Highly educated citizens are found to have a relatively strong preference for spatial equality as compared to low educated citizens. Contrary to the authors' expectations, explanatory variables such as political orientation, income, car ownership and region of residence do not appear to associate with citizens' preferences for spatial equality.]]></description>
      <pubDate>Fri, 28 Apr 2017 10:33:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1465276</guid>
    </item>
    <item>
      <title>The Application of Variational Inequality with Separable Structure and Special Constraints in a Traffic Assignment Problem</title>
      <link>https://trid.trb.org/View/1414634</link>
      <description><![CDATA[Recently, some modified alternating direction methods have been proposed to solve a class of nonlinear variational inequality problem with separable structure. These methods are more efficient than the classical one, but cannot avoid solving a variational inequality subproblem. In this paper, the authors convert the nonlinear variational inequality problems with separable structure and special constraints to an equivalent cobweb model, and then they propose a self-adaptive bisection method to solve the original problems. Specifically, the proposed method only needs to compute some iterative values which are not needed to solve a variational inequality subproblem. The proposed algorithm is applied to the traffic assignment problem, and the results show that the proposed algorithm is quite robust with respect to different starting points as well as different inner loop accuracy.]]></description>
      <pubDate>Tue, 30 Aug 2016 09:03:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1414634</guid>
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