<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Airline joint ventures in emerging markets: The case of Saudia under vision 2030</title>
      <link>https://trid.trb.org/View/2659507</link>
      <description><![CDATA[The liberalization of global air transport has encouraged airlines to adopt joint ventures (JVs) as a means of expanding networks, reducing risk, and strengthening competitiveness. While literature provides rich insights into JVs in mature markets, their feasibility in emerging markets remains underexplored. This study addresses this gap by examining the prospects for Saudia, the national carrier of Saudi Arabia, to pursue JVs in support of the country's Vision 2030 strategy. Drawing on transaction cost economics, the resource-based view, and network theory, the study employs a qualitative case design based on elite interviews with senior industry executives, policy advisors, and academic experts. The findings identify both opportunities and constraints, highlighting issues of strategic fit, regulatory reform, operational capacity, partnership design, cultural alignment, risk management, and market readiness. The analysis shows that while JVs could provide Saudia with a viable pathway to accelerate international integration and enhance competitiveness, success will depend on regulatory clarity, organizational modernization, and credibility with global partners. The study advances research on airline alliances in emerging markets and offers practical guidance for managers and policymakers engaged in shaping the future of aviation in Saudi Arabia.]]></description>
      <pubDate>Tue, 21 Apr 2026 08:28:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659507</guid>
    </item>
    <item>
      <title>Innovation Consortium (TTTF, TxSTIC)</title>
      <link>https://trid.trb.org/View/2312899</link>
      <description><![CDATA[The Texas Department of Transportation (TxDOT) needs support to manage the Innovation Consortiums – projects or programs that facilitate collaboration, dissemination, and development of innovative transportation technologies and practices. The Innovation Consortiums include three previous standalone programs: Texas Technology Task Force (TTTF), the Texas State Transportation Innovation Council (TxSTIC), and the Everyday Counts (EDC) program. Closer coordination of these programs will further help to accomplish each programs individual goals. The TTTF, authorized by Texas’s 83rd Legislature General Appropriations Bill, S.B. No. 1, Item 44, VII-31, was established in 2013 to enhance its vision for the future of Texas’s transportation systems. The TTTF began with a core knowledge group of transportation experts and has grown into a successful program that is responsible for managing the Emerging Technology Portfolio, publishing white papers on critical topics, delivering strategic plans such as the Technology Utilization Plan, developing communication strategies, and conducting TTTF meetings with in-depth technical analysis. The TxSTIC was the 51st STIC established on the 22nd of March 2016, by the STIC State of Texas Charter and renewed the 20th of November 2019.  The TxSTIC was established to foster a collaborative culture for the rapid implementation of ready to deploy and beneficial innovations and technologies among stakeholders to efficiently deliver a safe and effective transportation system to the State of Texas. The TTTF, TxSTIC and EDC program, together serve as a catalyst for rapid deployment of nationally and state identified new technologies, strategies, and methods that have already been demonstrated to be successful in real world applications and would lead to improved performance and effectiveness of the transportation system within the State of Texas.]]></description>
      <pubDate>Wed, 20 Dec 2023 10:40:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2312899</guid>
    </item>
    <item>
      <title>Equity Joint Ventures and New Partnerships Formation in Terminal Management: A Stochastic Actor Oriented Model</title>
      <link>https://trid.trb.org/View/1986349</link>
      <description><![CDATA[This article describes the use of equity joint ventures and new partnership formation in the terminal container industry, focusing on port competitiveness in domestic markets.  The authors explore the Italian container terminal industry as a network system, discussing the influence of endogenous and exogenous structural characteristics of terminal operators’ networks on the formation of new partnerships.  They use the Stochastic Actor-Oriented Model to analyze the changes in ownership and network structure of container terminals in two time periods (2011 and 2015).  Factors considered include the size of the network (the number of equity ties), the density (propensity to build equity ties), and the selection of partners.  They note that the container terminal industry in Italy is characterized by a few leaders who have increased the number of equity ties.  The authors conclude with a brief discussion of the implications of these findings for terminals’ concession policies and market competition.]]></description>
      <pubDate>Mon, 27 Jun 2022 12:21:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1986349</guid>
    </item>
    <item>
      <title>Strategic sourcing selection for bike-sharing rebalancing: An evolutionary game approach</title>
      <link>https://trid.trb.org/View/1891544</link>
      <description><![CDATA[Bike-sharing systems (BSSs) offer convenient transportation services with environmental and social benefits. However, they also bring operational complexity, with rebalancing bikes being a very challenging one. The importance and difficulty of building the reverse logistics for BSSs are evident from the data obtained from Mobike, one of the largest dockless bike-sharing platforms in China. This paper proposes an evolutionary game theoretic approach to identify the best bike-sharing sourcing strategies, including self-operation, joint venture, and outsourcing. The authors show that the self-operation mode is an evolutionary stable strategy to rebalance Mobike. However, if bike-sharing firms cannot achieve economies of scale and significantly reduce the variable costs of the self-operation mode, the outsourcing mode will become the optimal choice. From a long-term perspective, the joint venture mode is never an attractive strategy for the bike-sharing firms under study. The authors' model can select the optimal sourcing strategy to rebalance bikes in BSS to maximize profit when competition and cooperation are jointly considered.]]></description>
      <pubDate>Thu, 24 Mar 2022 17:26:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1891544</guid>
    </item>
    <item>
      <title>Railway access charges in China: a comparison with Europe and Japan</title>
      <link>https://trid.trb.org/View/1851319</link>
      <description><![CDATA[Although Chinese Railways remains largely a government owned vertically integrated system, track access charges were implemented for passenger trains in 2005 and freight trains in 2017. In recent years, many joint venture railway companies and local railway companies have been set up to bring in funding from provincial governments, state-owned enterprises and private enterprises for the construction of new lines. The coexistence of different railway enterprises and the interconnected characteristic of the railway network make the proportion of inter-rail company traffic for both passenger and freight high in China. Therefore, Chinese railways have adopted a series of revenue / cost settlement regimes reforms, including new rail access charges regimes. This paper examines these reforms, finding that the current Chinese access charges are still mainly a way to balance the accounts of rail companies. Given the revenue model of joint venture railway companies in China, the level of rail access charges is crucial for their financial performance. Moreover, the Chinese government has announced its intention of permitting open access competition, so the level and structure of track access charges will become much more important in future. Finally, this paper produces recommendations about how to reform the Chinese rail access charges regime for better adapting to the market needs in the future, in the light of European and Japanese experience.]]></description>
      <pubDate>Mon, 31 May 2021 20:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1851319</guid>
    </item>
    <item>
      <title>Competitive Effects of Joint Ventures in the International Airline Industry</title>
      <link>https://trid.trb.org/View/1759452</link>
      <description><![CDATA[In the past two decades, many international airline carriers have expanded their cooperation by forming various joint ventures (JVs). One key feature of these JVs is that they require carriers to determine certain airfares jointly and integrate their operations as a single carrier in the market for international air travel. This paper tries to evaluate the impact of JVs on airfares. The focus is on a set of behind-to-gateway markets between a non-gateway U.S. city and a foreign gateway city, where both online and codeshare flights are offered, to study how the airfares of online flights are affected after carriers form JVs. A new hypothesis is discussed that JVs increase the airfares of online flights. Based on this hypothesis, an empirical model is built to evaluate the Oneworld alliance’s transatlantic JV established in July 2010. This empirical analysis, which uses the U.S. Department of Transportation (U.S. DOT)’s Airline Origin and Destination Survey (DB1B) international data from 2008 to 2013, indicates that the Oneworld transatlantic JV increased airfares of online flights by about 3%–4% in the behind-to-gateway markets. Previous studies, which emphasized the airfare reductions of codeshare flights in the connecting markets, may have overestimated the benefits to consumers from JVs. U.S. DOT can better protect consumers by evaluating plausible airfare increases in online flights in the behind-to-gateway markets when reviewing new applications for JVs.]]></description>
      <pubDate>Thu, 04 Feb 2021 10:57:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1759452</guid>
    </item>
    <item>
      <title>Reflection of commercialization in organizational and ownership structure of Deutsche Flugsicherung GmbH (DFS)</title>
      <link>https://trid.trb.org/View/1757414</link>
      <description><![CDATA[This paper considers the on-going commercialization trend within air navigation service providers (ANSPs) with specific focus on German national provider Deutsche Flugsicherung GmbH (DFS). The first part of the paper contains an overview of scientific research regarding air navigation service providers commercialization. The second part of the paper analyses the portfolio of DFS services with a focus on both regulated and commercial segments. The paper also examines the organizational and ownership structure of the whole DFS group in terms of their joint-ventures and subsidiaries. The paper also studies revenues structure of the whole DFS group with focus on revenues from commercial activities. Conclusion of the paper shows that DFS is strongly oriented towards commercial activities with annually increasing revenues from commercial businesses. Means of conducting such activities are similar to the other commercially focused ANSPs (e.g. NATS, ENAIRE, LFV) with wide structure of subsidiaries and joint-ventures under the DFS Group parent company dedicated to providing various commercial services and products.]]></description>
      <pubDate>Sun, 17 Jan 2021 15:32:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1757414</guid>
    </item>
    <item>
      <title>Box lines united : multiple benefits immediately realised from integrating three box operations are expected to be merely the beginning for Japan's Big Three</title>
      <link>https://trid.trb.org/View/1735145</link>
      <description><![CDATA[MOL : fewer box players point to 'comfortable zone' -- 'K' Line : smaller carriers must consolidate -- NYK steps up LNG bunkering involvement.]]></description>
      <pubDate>Fri, 28 Aug 2020 18:40:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1735145</guid>
    </item>
    <item>
      <title>Gearbox and Grieg star form JV</title>
      <link>https://trid.trb.org/View/1734265</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 17:31:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1734265</guid>
    </item>
    <item>
      <title>Roelf Briese expands MPP portfolio</title>
      <link>https://trid.trb.org/View/1734229</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 17:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1734229</guid>
    </item>
    <item>
      <title>Hyundai and Uber announce eVTOL air-taxi partnership</title>
      <link>https://trid.trb.org/View/1691758</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 06 Mar 2020 16:14:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1691758</guid>
    </item>
    <item>
      <title>Cora+Boeing=Wisk : Kitty Hawk spins off Cora and regroups</title>
      <link>https://trid.trb.org/View/1691665</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 06 Mar 2020 16:13:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1691665</guid>
    </item>
    <item>
      <title>Blackout period : Embraer's Boeing deal hinges on European Commission approval; 727 MAX crisis adds to uncertainty about tie-up</title>
      <link>https://trid.trb.org/View/1682414</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 04 Feb 2020 11:43:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1682414</guid>
    </item>
    <item>
      <title>Strategic formation and welfare effects of airline-high speed rail agreements</title>
      <link>https://trid.trb.org/View/1654816</link>
      <description><![CDATA[Policy makers encourage airline-high speed rail (HSR) cooperation to promote intermodal passenger transport. The authors study the strategic formation of airline-HSR partnerships (depending on sunk costs and firms’ bargaining power) and their effects on consumer surplus and social welfare. The authors assume that airline-HSR agreements serve to offer a bundle of domestic HSR and international air services. In a capacity purchase (CP) agreement, the airline buys train seats to sell the bundle, whereas in a joint venture (JV) agreement firms create a distinct business unit. The authors find that both agreements increase traffic in the network, and thereby may not reduce congestion at hub airports. The authors provide antitrust authorities with a simple two-tier test for the CP agreement to improve consumer surplus. Contrary to airline-HSR mergers, the JV agreement benefits consumers independent of hub congestion and mode substitution. Simulation results show that, in case of cooperation, public agencies should prefer firms to create a JV, unless the related sunk costs are far greater than the costs of the CP agreement.]]></description>
      <pubDate>Tue, 24 Dec 2019 15:03:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1654816</guid>
    </item>
    <item>
      <title>EC opens in-depth probe of Boeing-Embraer deal</title>
      <link>https://trid.trb.org/View/1670271</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 04 Dec 2019 11:50:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1670271</guid>
    </item>
  </channel>
</rss>