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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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    <item>
      <title>Transit user perceptions and reactions to unplanned disruptions</title>
      <link>https://trid.trb.org/View/2366988</link>
      <description><![CDATA[Public transport systems are complex open systems susceptible to service disruptions due to a variety of operational and infrastructure failures (e.g., mega events, strikes, accidents, medical emergencies etc.). As, demand-side transit user reactions form an important part of system resilience, this study explores transit users’ frustration and behavioural reaction to service disruptions based on a primary survey in Innsbruck (Austria) and secondary data analysis from Melbourne (Australia). While these two cities differ in sizes, culture, transit infrastructure, and topology—this cross-continental comparison aims to understand passengers’ perceptions and behavioural response to unplanned disruptions in public transport and its effect on travel behaviour change. The results show that unexpected service disruptions may induce anger and frustration resulting in temporary or permanent discontinued transit use; however, positive operator effectiveness in dealing with disruptions is strongly associated with reduced negative perceptions in both cities.]]></description>
      <pubDate>Mon, 15 Apr 2024 14:19:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2366988</guid>
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    <item>
      <title>Analysis and Correction of Atmospheric Refraction Effects on MLAT</title>
      <link>https://trid.trb.org/View/2325743</link>
      <description><![CDATA[The non-uniformity of the atmospheric medium induces the refraction effect in signal propagation, causing the bending of propagation paths and a propagation velocity slower than the speed of light. Consequently, it affects the time of arrival and, in turn, influences the performance of Multilateration systems (MLAT). This research analyzes the influencing factors of atmospheric refraction and employs Innsbruck sounding data to fit a refractive index profile. The proposed model demonstrates superior performance in predicting the refractive index for the Innsbruck region compared to the three traditional models: the three-segment model, the exponential model, and the double exponential model. Furthermore, this study unveils the impact of atmospheric refraction on time difference observations and the mechanism leading to positioning errors. To address this, a novel atmospheric refraction correction algorithm based on the Taylor method is introduced and its effectiveness is verified.]]></description>
      <pubDate>Thu, 25 Jan 2024 11:08:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325743</guid>
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    <item>
      <title>On the Characterization of Eco-Friendly Paths for Regional Networks</title>
      <link>https://trid.trb.org/View/2230970</link>
      <description><![CDATA[Macroscopic traffic models represent a promising tool to design strategies for ecological routing. To benefit from this tool, the authors must first characterize the relationship between path emissions and distance traveled or travel time on aggregated networks, i.e., a regional network. This paper investigates this relationship between two toy networks and a real urban network representing the city of Innsbruck (Austria). They utilize an accumulation-based model based on the Macroscopic Fundamental Diagram to mimic the traffic dynamics in the network and utilize the COPERT IV model to estimate the travel emissions, focusing on the carbon dioxide  CO2. They show that there is a linear relationship between the total emissions of CO2 and the average travel time of internal paths, i.e., paths that take place completely within a single region. They also show that in some cases, there is a linear relationship between the total emissions and the average travel distance or travel time of paths that cross multiple regions in the network. However, the latter is not always true as traffic dynamics play an important role in path emissions. In other words, eco-friendly paths on regional networks do not necessarily follow the shortest paths in terms of distance or time.]]></description>
      <pubDate>Mon, 28 Aug 2023 09:19:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2230970</guid>
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    <item>
      <title>Study on Providing Public Transport in Cross-Border Regions – Mapping of Existing Services and Legal Obstacles: Case Study Report: Tyrol Suburban Railway (S-Bahn Tirol) Line S3 Innsbruck (Austria) – Brenner / Brennero’ (Italy)</title>
      <link>https://trid.trb.org/View/1903533</link>
      <description><![CDATA[This case study report presents the business model for the cross-border local rail passenger transport service of the Tyrol suburban railway on its line S3, operated between the city of Innsbruck (Austria) and the border railway station Brenner / Brennero (Italy). This report is part of a series of 31 case studies developed in the framework of the study ‘Providing public transport in cross-border regions – Mapping of existing services and legal obstacles’. Spatial Foresight in cooperation with TCP international, TRT trasporti e territorio and EureConsult completed this study for the European Commission’s DG REGIO. The case studies highlight a variety of business models for cross-border public transport services. This includes governance arrangements and operational provisions to develop the service and address demand in border regions. These aspects will be introduced in section 2, as well as the territorial scope of the service. Section 3 presents key obstacles related to the business model as well as solutions. Section 4 is about lessons learnt from this case. This case study covers: - a cross-border rail passenger transport service of the Tyrol suburban railway that operates on a shorter segment of the Brenner Railway, with the latter being part of the Trans-European Transport Networks (TEN-T) and a major bottleneck on the TEN-T Core Network Scandinavia-Mediterranean Corridor; - a simple governance model for the service, since it is only goes to the first station on the Italian side (i.e. Brenner / Brennero); - positive effects on local and cross-border connectivity due to high service frequency and effective coordination of timetables for the suburban and regional connecting trains; - the added value of a strong and mutually shared political will to continuously improve domestic and cross-border local public transport within the two neighbouring border regions of Tyrol and Bolzano-South Tyrol and also in the trilateral cross-border ‘Euregio Tyrol-South Tyrol-Trentino’; - cross-border tariff integration of the final destination on the Italian side (Brenner / Brennero station) driven by one side and supported by the introduction of a cross-border day ticket valid in all three Euregio member regions; - the absence of major obstacles for the set-up and ongoing operation of the service, mainly due to the very short cross-border section. The main sources for this case study were published documents and websites. The latter were particularly important so the case study considers recent developments. Moreover, very valuable and complementary information came from an interview with the Transport Association Tyrol (Verkehrsverbund Tirol, VVT). The case study evidence on the suburban railway service on line S3 has also been cross-checked by VVT.]]></description>
      <pubDate>Wed, 23 Mar 2022 10:53:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1903533</guid>
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    <item>
      <title>Impacts of COVID-19 and pandemic control measures on public transport ridership in European urban areas – the cases of Vienna, Innsbruck, Oslo, and Agder</title>
      <link>https://trid.trb.org/View/1850151</link>
      <description><![CDATA[The study uses the case of two regions with small and medium sized cities (Agder in Norway and the greater Innsbruck area in Austria) and two European capitals, Vienna and Oslo, to showcase the impact of the COVID-19 pandemic on public transport ridership in northern and central Europe. The comprehensive timeline of actions taken by governments and public transport providers in Austria and Norway, and their impact on public transport ridership in the first and second waves of the pandemic form the basis of a descriptive study.Comparing the data, a strong negative impact on the public transport patronage in the first wave of the pandemic was found, despite a comparable low number of cases per 100,000 inhabitants. Furthermore, a smaller impact of the second wave of the pandemic on the ridership was registered. The study provides valuable first insights on how the pandemic affected different settlement types. It also documents, in detail, the measures taken by two distinct European countries to curb the pandemic infection rates and how these actions impacted public transport patronage.The results pointed in the direction of a need for further analysis of aspects such as “fresh fear” and “lingering fear” in relation to the effect of a pandemic on public transport. Data availability limitations show the necessity of upgrading and aligning ridership and ticketing monitoring systems across Europe, to allow for better understanding of pandemic impacts on public transport in a more unified manner.]]></description>
      <pubDate>Wed, 28 Jul 2021 13:49:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1850151</guid>
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    <item>
      <title>Cable Propelled Transit Systems in Urban Areas</title>
      <link>https://trid.trb.org/View/1669868</link>
      <description><![CDATA[For many decades, cable propelled transit (CPT) systems such as ropeways, aerial tramways or cable cars have been used to traverse challenging topographical areas and transport goods and passengers from point to point. However, the installation of ropeways was mainly focused on ski resorts, theme parks or some temporary installations at events such as large outdoor exhibitions. Although manufacturers as well as some few visionary engineers always tried to promote CPT as a cheap and high efficient alternative to other modes of urban public transport, such systems did not appear as public urban transit system until recently. But now, on the one hand, the CBT market changes, since the dominance of the winter tourism market for the installation of ropeways remains static with no foreseeable further growth. On the other hand, nowadays urban gondolas are considered more and more as a transport alternative in urban areas so that even transport science should pay more attention to this type of urban transport. This paper analysis the use of CPT in urban environments by assessing the characteristics of CPT systems in comparison to other, actually more common urban transport technologies. By avoiding a detailed description of technical sub-systems or discussion of technical terms (the blanket term which is used in this document is “cable propelled transit systems”) the main part of the paper is focused on providing an objective overview on performance criteria such as costs of installation and operation, legal framework, capacity, flexibility, accessibility etc. and criteria related to the function of the CPT system in urban areas. These findings are finally demonstrated by recently conducted case studies from Innsbruck, Salzburg (both Austria) and La Paz (Bolivia), which allows a combination of practical insights and scientific background. The objective is to highlight both the potential range of use and limits of ropeways as mass transit systems in urban areas.]]></description>
      <pubDate>Fri, 20 Dec 2019 16:24:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1669868</guid>
    </item>
    <item>
      <title>Applying affective event theory to explain transit users’ reactions to service disruptions</title>
      <link>https://trid.trb.org/View/1662765</link>
      <description><![CDATA[Transit systems are complex open systems susceptible to service disruptions due to a variety of operational and infrastructure failures. Demand-side transit user reactions form an important part of system resilience. This study proposes Affective Events Theory (AET) to understand transit users’ frustration and behavioral reaction to service disruptions. The behavioral reactions are structured in accordance with Hirschman’s Exit-Voice-Loyalty framework. While service disruptions can cause passenger frustration, the behavioral response varies from complaints (voiced) to avoiding transit use on the next trip (exit), and continue as usual (loyalty). The collected data is a representative sample of 1629 transit users from Innsbruck (Austria). Exploratory factor analysis followed by an estimation of a structural equation model served to validate the model framework. Better network coverage, service quality, and personnel behavior mitigate the frustration of transit users upon event occurence. Higher transit user frustration is related to a higher frequency of service disruptions. Higher frustration is related to more complaints (voiced). However, the tendency to complain is associated with lower, reduced transit use on the next trip (exit), meaning that voice and exit substitute each other.]]></description>
      <pubDate>Fri, 15 Nov 2019 13:43:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1662765</guid>
    </item>
    <item>
      <title>Systems factfile</title>
      <link>https://trid.trb.org/View/1597152</link>
      <description><![CDATA['Sightseeing trams' usually denote a special route--Neil Pulling explores Innsbruck's combined urban and rural system and finds that this could apply to almost any journey...]]></description>
      <pubDate>Tue, 02 Apr 2019 09:57:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1597152</guid>
    </item>
    <item>
      <title>Obtaining transit information from users of a collaborative transit app: Platform-based and individual-related motivators</title>
      <link>https://trid.trb.org/View/1593780</link>
      <description><![CDATA[The traditional practice of transit information provision considers operators as active communicators of information, while transit users are considered as passive, only receiving information. Encouraging reciprocity and active involvement of users by enabling them to share information may increase transit information quality and ridership. Nowadays, active user participation is starting to take shape with the development of new apps with commercial market potential. This study focuses on willingness to share travel information as part of daily routine transit app use. The applied behavioral framework is the Unified Theory of Acceptance and Use of Technology adapted to the context of information sharing. The empirical analysis consists of estimating a structural equation model on a data set including 1,369 people from Innsbruck and Copenhagen as cities differing in size and general social trust. The results show that the most important motivational factors for information sharing are pro-sharing social norms and self-actualization weighted against effort expectancy, which is more closely related to the logistic effort of using the platform than to network familiarity. Trust in the information provided and social network engagement are secondary motivational factors, with perceived information quality and need of communication being less influential. Greater transit use and interest in level-of-service and real-time information are correlated with greater information sharing motivation. Women and generation Z had higher motivation for information sharing as well as people who reside in Denmark, a country with high social trust.]]></description>
      <pubDate>Fri, 29 Mar 2019 10:15:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593780</guid>
    </item>
    <item>
      <title>Applying Affective Event Theory to Explain Transit Users Reactions to Service Disruptions</title>
      <link>https://trid.trb.org/View/1572795</link>
      <description><![CDATA[Transit systems are complex open systems susceptible to service disruptions due to variety of operational and infrastructure failures. Demand-side transit user reactions form an important part of the system resilience. This study proposes the Affective Events Theory (AET) to understand transit users' affective and behavioral reaction to service disruptions. The behavioral reactions are structured in accordance with Hirschman’s Exit-Voice-Loyalty framework. While service disruptions can cause passenger frustration, the behavioral response varies among complaints (voice), avoiding transit use on the next trip (exit) and continue as usual (loyalty). The collected data is a representative sample of 1,629 transit users from Innsbruck (Austria). Exploratory factor analysis followed by an estimation of a structural equation model served to validate the model framework. Perceived operator efficacy and low event frequency mitigate frustration of transit users upon event occurrence. Higher perceived operator efficacy is positively associated with better perceived network coverage, personnel behavior and service quality. Higher transit user frustration is related to greater complaint behavior (voice). In contrast, greater complaint behavior is associated with lower reduced transit use on the next trip (exit), meaning that voice and exit are substitutional behaviors. Individual and trip characteristics are correlated with both the affective and the behavioral reaction to service disruptions.]]></description>
      <pubDate>Fri, 01 Mar 2019 15:51:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1572795</guid>
    </item>
    <item>
      <title>Alpine rail tunnel to bolster European transport corridor</title>
      <link>https://trid.trb.org/View/1584070</link>
      <description><![CDATA[Tunnelling is taking place beneath the Alps to create the world's longest underground railway; part of an ambitious plan to improve connections right across the heart of Europe, reports Mike Walter.]]></description>
      <pubDate>Thu, 14 Feb 2019 15:53:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1584070</guid>
    </item>
    <item>
      <title>Innsbruck boosts investment in its personal mobility offer : Austrians living and working in around Innsbruck are encouraged to think carefully about the travel choices they make</title>
      <link>https://trid.trb.org/View/1584069</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 14 Feb 2019 15:53:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1584069</guid>
    </item>
    <item>
      <title>Do direct awards lead to better public transport?</title>
      <link>https://trid.trb.org/View/1567695</link>
      <description><![CDATA[The best public transport with regard to patronage numbers operates in Switzerland, with a demand that is much higher in Swiss than in comparable European cities. Further analysis reveals that, although the overall level of financial support for the public transport is very high in Switzerland, subsidies per passenger are comparatively low. It is a similar story in cities in England with very successful bus operators. Public transport in Switzerland is a public service provided mostly by companies in public ownership. Due to the lack of competitive pressure one would expect a rather moderate focus on passengers and innovations, if any at all, as well as lower levels of efficiency. The opposite is true.Based on qualitative interviews, the model developed for the explanation of this success shows that the framework conditions favour stable, intrinsic motivation on the part of management and employees in public transport. This includes the central elements of: direct democracy, decision-making and budgeting at local level, together with non-commercial, local companies directly involved in the design of the public transport system, as well as a confidence-based management culture both with respect to and within the company. The success factors of the public transport system in Innsbruck (Austria) are structurally quite similar and confirm the explanatory model.]]></description>
      <pubDate>Tue, 20 Nov 2018 10:11:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567695</guid>
    </item>
    <item>
      <title>Innsbruck expansion : the next level</title>
      <link>https://trid.trb.org/View/1396694</link>
      <description><![CDATA[Having had a bleak outlook in the 1970s, the tramway in the Austrian city of Innsbruck is now enjoying modernisation and growth. Ray Deacon explains.]]></description>
      <pubDate>Mon, 01 Feb 2016 11:38:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1396694</guid>
    </item>
    <item>
      <title>Hybrid is right approach for Innsbruck : Air Berlin touts ILS-RNP crossover as ideal method for safe precision landing at Alpine gateway's challenging airport</title>
      <link>https://trid.trb.org/View/1311801</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 03 Jun 2014 10:13:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1311801</guid>
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