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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Understanding Resident and Tourist Mobility in Venice through Complex Networks</title>
      <link>https://trid.trb.org/View/2717455</link>
      <description><![CDATA[This study analyses the behavior of Venice public transport network users, distinguishing between two profiles: residents and tourists. Using smart card data validations, four distinct complex networks are built based on user profiles during the regular and Carnival periods. The Louvain algorithm is utilized to detect communities within networks, identifying clusters of stops that travelers frequently visit together on the same day. Guimerà's role detection algorithm categorizes nodes into roles by employing two metrics that assess community membership and the degree of the community, thereby determining how specific nodes facilitate connections between different communities. The results reveal significant differences in mobility patterns between residents and tourists. Residents exhibit greater network resilience and stability across both periods, whereas tourists concentrate their trips during the Carnival period, leading to increased connectivity between specific nodes. These findings offer strategic insights for optimizing public transportation networks based on user profiles.]]></description>
      <pubDate>Wed, 15 Jul 2026 16:27:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717455</guid>
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    <item>
      <title>Improving access to public transport by mapping passengers to the co-domain of mobility barriers</title>
      <link>https://trid.trb.org/View/2686810</link>
      <description><![CDATA[This study proposes a framework that maps passengers to the co-domain of mobility barriers and to use only the latter when developing solutions for improving access to public transport. By applying Item Response Theory to a convenience sample of people disproportionately affected by disabilities, we estimate the latent risk of failing to access public transport for each barrier type. The analysis shows that personal characteristics and barriers are systematically related to varying extents, even within groups of individuals with the same impairment. Therefore, we suggest moving beyond average associations and instead constructing a privacy-respectful, actionable, and personalised barrier-data information system that maps passengers to the barrier co-domain. The paper details practical implementation steps and discusses benefits and limitations.]]></description>
      <pubDate>Wed, 15 Jul 2026 15:05:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686810</guid>
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    <item>
      <title>Phase 2 Interface Control Document (ICD) Heart of Iowa Regional Transit Agency ITS4US Deployment Project</title>
      <link>https://trid.trb.org/View/2724687</link>
      <description><![CDATA[Heart of Iowa Regional Transit Agency (HIRTA) is one of four awardees for Phase 2 of the ITS4US program for its proposed concept “Health Connector: Bridging the Gap Between Healthcare and Transportation” (Health Connector) by the United States Department of Transportation (USDOT). Per the goals of the program, Health Connector project is focused on improving transportation access to healthcare for underserved groups in Dallas County, Iowa. This document serves as the Interface Control Document (ICD) for HIRTA. The ICD serves as a companion document to the System Architecture Document (SAD) and provides a detailed description of the internal and external interfaces for the HIRTA ITS4US Deployment Project and the data, information and messages that are transcribed across those interfaces. It also details related hardware and software components for each interface. The ICD provides traceability of requirements tied to each interface from user needs through design for Phase 2 of the project. The ICD is supported by the companion HIRTA ITS4US Deployment Project System Design Document (SDD) which provides a detailed description of the overall system for Health Connector’s mobility on demand solution, followed by a detailed description of each of the system application components.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724687</guid>
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    <item>
      <title>Exploring Transportation Mode Choice and Participation in LA Metro’s “GoPass” Program Among Los Angeles Community College Students</title>
      <link>https://trid.trb.org/View/2721761</link>
      <description><![CDATA[This research evaluates LA Metro's GoPass program—a fare-free transit initiative for K-12 and community college students—through a survey of Los Angeles Community College District (LACCD) students. We investigated students' travel preferences through a discrete choice experiment, assessed GoPass awareness and participation impacts on transit use, and analyzed spatial and seasonal ridership patterns from TAP card records. GoPass participation increased transit use by 26 percentage points for school trips and 19 percentage points for discretionary trips, with greater benefits for socioeconomically disadvantaged students. Even students aware of GoPass but not participating showed a 5.8 percentage point increase in school-related transit use. However, 39% of eligible students were unaware of the program, and car access reduced transit use probability by 37 percentage points. The discrete choice experiment revealed students valued travel time savings at $27–$54 per hour and Wi-Fi availability at $6–$7 per trip. Modest travel time reductions generated larger welfare gains than free fares alone, suggesting service improvements may offer better returns than fare subsidies. Analysis of 1.1 million TAP card records showed substantial seasonal variation: summer ridership declined 37.5% for buses and 32.2% for rail. Single-vehicle households maintained more consistent usage (+11.9%), while three-vehicle households showed the largest declines (-40.9%). Areas with high transit stop density and high violent crime maintained more consistent usage, reflecting transit-dependent populations. These findings demonstrate that increasing student transit ridership requires addressing service quality, coverage, and program awareness beyond fare reductions alone.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721761</guid>
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    <item>
      <title>Everything has changed: the impacts of the COVID-19 pandemic on the transit market in Montréal, Canada</title>
      <link>https://trid.trb.org/View/2658334</link>
      <description><![CDATA[The COVID-19 pandemic has significantly impacted the transit market leading to ridership loss and service cuts. Most of the post-pandemic transit market literature has focused on how to attract those who stopped using transit services, however little attention has been given to how rider profiles have changed. To address this gap, we examine 2019 and 2022 data regarding transit commuters from Montréal, Canada. We apply factor and k-means cluster analyses to derive market segments at both points in time considering satisfaction levels, telecommuting rates, and frequency of transit use. We build upon these analyses to report on overall and mode group-level changes in the transit market. Our market segmentation reveals that captive, captive-by-choice, and choice riders still exist in the current public transit market. However, the share of these groups in the market has changed. The proportion of captive and choice riders has increased while captive-by-choice riders have shrunk in size. Moreover, the post-pandemic market has become mostly composed of infrequent riders and higher rates of telecommuting. We further explore these trends by commute mode (i.e., bus only, metro only, and bus and metro users). The findings from this research can be of interest to practitioners and policymakers as they shed light on the evolution of the perceptions and behaviours of segments of transit riders from before to after pandemic.]]></description>
      <pubDate>Mon, 13 Jul 2026 17:05:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658334</guid>
    </item>
    <item>
      <title>Public pricing policies and multidimensional efficiency in urban public transport: Evidence from French operators</title>
      <link>https://trid.trb.org/View/2684363</link>
      <description><![CDATA[Pricing policy is a central instrument in contemporary urban public transport (UPT) policies aimed at promoting sustainable mobility. In France, UPT systems are strongly regulated and subsidized by public authorities, making fare design a key lever for balancing accessibility, efficiency, and financial sustainability. This study assesses the efficiency of 180 urban public transport operators (UPTOs) in France over the period 1995–2016 by estimating three distinct dimensions of performance: supply, demand, and commercial efficiency. Efficiency analysis is conducted using a stochastic frontier approach with a True Fixed Effects (TFE) specification. The analysis then examines how pricing-related characteristics—including reduced tariffs, free tariffs, and pricing principles—are associated with variations in efficiency through an explicit inefficiency modeling framework. To strengthen the robustness of the findings, a Propensity Score Matching (PSM) analysis is conducted as a complementary check, allowing operators subject to different pricing arrangements to be compared with observationally similar counterparts. The results indicate that affordability-oriented pricing policies are systematically associated with higher demand efficiency, while supply and commercial efficiency tend to decline, particularly under fare-free pricing schemes. Overall, the findings highlight the presence of multidimensional efficiency trade-offs linked to UPT pricing policies and underscore the importance of context-sensitive fare design in supporting sustainable urban mobility.]]></description>
      <pubDate>Mon, 13 Jul 2026 13:58:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684363</guid>
    </item>
    <item>
      <title>How often do people with disabilities travel by certain modes? A study from California</title>
      <link>https://trid.trb.org/View/2686316</link>
      <description><![CDATA[This study investigates the association between trip frequency across transportation modes and disability types, drawing on a survey of 1,896 individuals with and without disabilities in California. We fit ordinal logistic regression models to examine the relationships between disability types and frequency, including interactions between disability types. While having disability is negatively associated with trip frequency by different modes, these associations significantly vary by disability types. People with psychological disabilities, and both Cognitive/Hearing/Communication (CHC) and psychological disabilities, are likely to drive and carpool less frequently. People with physical disabilities, and those with multiple disabilities involving physical disabilities, are likely to walk less frequently. People who have multiple disabilities are less likely to use any mode of transportation at all. People with psychological and CHC disabilities are less likely to carpool, and people with physical and psychological disabilities are less likely to drive, regardless of whether they have each of these disabilities separately. Overall, multiple disabilities reduce the likelihood of walking frequently compared with their respective single disabilities. We recommended measures to improve mobility across disability types, including enhancing the accessibility of transit stops, providing driver training on the mobility rights of people with disabilities, and ensuring the affordability of adapted vehicles to encourage more frequent use of these modes.]]></description>
      <pubDate>Mon, 13 Jul 2026 13:58:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686316</guid>
    </item>
    <item>
      <title>Evaluation and Analysis of Public Transport Services for County Seat Municipalities in Romania</title>
      <link>https://trid.trb.org/View/2581417</link>
      <description><![CDATA[The paper presents an analysis of municipal public transport services for Romania. The services operated in all County Residence Municipalities of the country were analyzed. The quality of public transport services depends largely on strategic, tactical and operational decisions applied in the public transport system, depending on budget limits. These decisions concern in particular the determination of public transport routes, the frequency of the transport service, the type of services offered, waiting times and transit times. Quality of service is an indicator of the success of a public transport operator, which has direct implications for passengers. Following the centralization of data on these parameters, provided by the 41 City Halls of County Residence Municipalities in Romania and those collected on site and from open sources - sites (transport operators, city halls, county councils), resulted the worksheets necessary for comparative analysis. A methodology for scoring the 8 indicators was proposed, in order to result in a cumulative score representing the level of quality of the public transport service in each analyzed municipality. A hierarchy of the 41 analyzed municipalities was made and recommendations were made in order to increase the quality of services in the future. The paper presents the results of the material produced with the financial support of Active Citizens Fund Romania, a program funded by Iceland, Liechtenstein and Norway through the EEA Grants 2014–2021.]]></description>
      <pubDate>Mon, 13 Jul 2026 10:46:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2581417</guid>
    </item>
    <item>
      <title>Artificial Intelligence (AI) and Machine Learning (ML) in Public Transit: A Primer</title>
      <link>https://trid.trb.org/View/2721760</link>
      <description><![CDATA[Public transportation agencies are working to develop and deploy new technologies in order to improve service delivery and efficiency. Among the newest and most emergent are Artificial Intelligence (AI) and Machine Learning (ML) technology. AI and ML tools are characterized by their ability to improve from experience and new data, and by cognitive architectures that mimic human thought processes. Currently, a limited number of agencies are deploying AI and ML to support functions across the agency. The most common functions utilizing AI and ML tools are customer support and customer analytics, where these tools are already helping some customers with answers to simple questions, freeing up customer service team time for more in-depth conversations. Several agencies are working to deploy maintenance systems powered by AI and ML that incorporate historical vehicle data in order to predict maintenance needs and help the agency assign maintenance resources effectively. On the safety and security front, agencies are using AI and ML models to process images and video streams, and alert agency staff to issues like station crowding, potential track obstructions, or potential security breaches. Agencies are most interested in expanding these tools to back office and operations functions like dispatch and bus lane enforcement. This AI Primer provides an overview of how transit agencies are deploying AI and ML tools, including information about specific projects that agencies are undertaking across eight categories.]]></description>
      <pubDate>Mon, 13 Jul 2026 08:51:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721760</guid>
    </item>
    <item>
      <title>Mobility Management in Rural and Tribal Areas</title>
      <link>https://trid.trb.org/View/2721759</link>
      <description><![CDATA[A core component of effective mobility management is identifying gaps in transportation services and understanding the barriers that prevent people from accessing transportation. This process helps transit providers and their partners design more responsive and efficient systems. This technical brief explains the guiding principles, partnership structures, and core competencies that support effective mobility management. It serves as both an educational resource and a practical reference for mobility managers, transit professionals, planners, and decision-makers seeking to design or strengthen coordinated transportation systems.]]></description>
      <pubDate>Mon, 13 Jul 2026 08:51:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721759</guid>
    </item>
    <item>
      <title>From Mothers to Daughters: Examining Intergenerational Safety Work of Young Women in Public Spaces and Public Transportation</title>
      <link>https://trid.trb.org/View/2721768</link>
      <description><![CDATA[Safety work, known as the invisible burden, is the work women undertake in public spaces, including on public transport, to ensure their personal safety. The present study examines safety work from an intergenerational perspective and the influence of parental advice on young women’s perceptions of risk and safety. It places special emphasis on knowledge transfer from mothers to daughters. Twenty-nine young women, mostly university students and regular public transport users, were interviewed in Auckland, New Zealand. The findings revealed that safety work is not only a behavioral adaptation but also an emotional and relational practice embedded within the mother–daughter relationship. Acts of care, such as travel check-ins, avoidance strategies, and self-monitoring, reflected intergenerational patterns of protection that simultaneously preserved gendered inequity. Although mothers’ advice gave daughters a sense of preparedness, it also reinforced a culture in which women carry the primary responsibility for their own safety. Participants described the mental and emotional burden of being constantly alert, as well as feeling frustrated at the normalization of fear as a condition of mobility. For some, safety work has become reflexive and accepted, whereas for others it provokes resistance and a desire for autonomy. These tensions illustrate how safety work functions as both a coping mechanism and a symptom of systemic gendered inequity. This study is a call for action. For change to occur, transport professionals need to recognize the intergenerational dimension of this invisible burden, which is predominantly emotional and physical.]]></description>
      <pubDate>Thu, 09 Jul 2026 14:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721768</guid>
    </item>
    <item>
      <title>Correlation between Public Transport Stop Demand and the Number of People Living in Different Distances in Regions</title>
      <link>https://trid.trb.org/View/2724771</link>
      <description><![CDATA[Properly developed public transport infrastructure, a well-organised public transport route network and mixed territorial development contribute to regional development, strengthen the regional labour market and help reduce social exclusion. Mobility issues in sparsely populated areas receive less attention from policy makers and territorial planners than in cities. The accessibility of public transport in sparsely populated and difficult to reach rural areas is less studied. The need for public transport for residents depends not only on the distribution of places of work, education, and leisure of residents, on their transport mobility, but also on public transport infrastructure and the supply of transport. It is ac-cepted that in European cities the average distances to public transport stops are less than 500 m. In re-mote, sparsely populated areas, the distances are much greater. The analysed foreign examples showed that in rural areas the distance varies from 500 m to 4.5 km. Collectively, these studies demonstrate that no consensus has yet been reached on the optimal walking distance to public transport stops that would ensure adequate service accessibility for residents of sparsely populated areas. The purpose aim of this study, based on data from one Lithuanian region (Klaipeda district municipality), is to identify statistically significant distance thresholds that influence public transport use by integrating Geographic Information System (GIS) based spatial population data with passenger demand analysis, thereby cre-ating a data-driven basis for optimizing public transport stop locations in sparsely populated regions. The study was conducted in 4 steps. In the Step 1, a database of stops was prepared, where groups of stops serving the same population were combined. In the Step 2, data on the need for stops were col-lected and the main service distances of stops that will be studied were determined. In the Step 3, the population of residents living at selected distances from specific stops was calculated, thus forming the main database that will be studied in the Step 4. In the Step 4, the level of dependence between stop demand and population was found at different distances. The study showed that the maximum distance at which the dependence remains strong is 1.5 km from the stops. Longer distances do not seem attrac-tive to residents and they no longer consider public transport as an option for making a trip and private vehicles are most often chosen. It has also been found that with smaller distances between stops, the speed of public transport decreases significantly and thus increases travel time for residents who al-ready travel long distances, thus taking up a significant part of their daily journey, and at the same time the correlation between 500 m and 300 m does not have a significant difference. Based on this, it is not recommended to arrange stops more often than every 500 m in rural regions.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:32:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724771</guid>
    </item>
    <item>
      <title>How public transport costs influence the residential location choice of German commuters</title>
      <link>https://trid.trb.org/View/2709652</link>
      <description><![CDATA[The negative utility of commuting arises from the time spent and the costs incurred. While numerous studies have examined the effect of commuting time on residential location choice, only a few studies published in recent decades have included commuting costs in their analyses, especially public transport costs. We used the official commuter statistics listing the number of commuters by residential and workplace municipality, i.e. a revealed preference origin-destination commuter matrix, for the Frankfurt region in Germany. We estimated multinomial logit models examining residential location choice as the explained variable and using public transport commuting costs as an explanatory variable. The results indicate that public transport commuting costs have an impact on residential location choice, but should not replace public transport commuting time as an explanatory variable. We calculated the value of travel time for commuting by public transport as a function of the number of working days per month. It ranges from 4.3 €/hour for ten working days per month to 8.6 €/hour for twenty working days per month. These results fall in line with existing research, despite the fact that our data and methods diverge from the approaches used in previous studies. Our results show that public transport commuting costs should be taken into account when analysing residential location choices, especially in the light of new pricing policies such as fare-free public transport or nationwide transit passes.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709652</guid>
    </item>
    <item>
      <title>Welfare ticket atlas: Mapping the social discounts for public transport in Germany</title>
      <link>https://trid.trb.org/View/2709650</link>
      <description><![CDATA[Public transport is essential for people on low incomes, but fares pose a major barrier to everyday mobility. In 2023, the “Deutschlandticket” flat-fare was introduced as a nationwide travelcard; since then, its price has increased to €63 per month. Although the German government discussed a nationwide subsidy, a uniform discount for low-income travellers is not expected to be introduced in the foreseeable future. Instead, 31 federal states and local authorities provide subsidies, while hundreds of municipalities continue to offer their local welfare tickets to tackle transport poverty.This atlas maps the welfare tickets in Germany for the first time. Information on almost 300 subsidies was collected; granted according to various criteria, they are differentiated by fare type, price, area of validity and eligible group, among other categories. A comprehensive and openly available data set, the atlas contains an explanation for each ticket as well as useful links for further information.The atlas shows that 48% of welfare recipients can purchase the “Deutschlandticket” for a discounted price. Furthermore, 71% have at least one welfare ticket available where they live. The variants include more than 300 offers including pay-as-you-go tickets and travelcards as well as two municipalities with free travel. In most cases, these tickets are facilitated by a social pass, which is usually issued to people on welfare allowance such as “Bürgergeld”. Subsidies are often granted in urban areas where public transport provision is relatively good. In contrast, the vast majority of rural areas has no welfare ticket. 243 out of 497 municipalities do not; and in at least 148 cases the implementation of a local welfare ticket has failed.The wide range of welfare tickets reflects Germany's political federalism. Further, this comprehensive data set shows that the public transport system demands a lot from those entitled to buy a welfare ticket. There are no standardized criteria for eligibility, and the process often involves outdated or contradictory information. A first step could be to standardize the criteria to reduce barriers. A nationally valid and uniformly subsidized welfare ticket would serve as an effective solution.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709650</guid>
    </item>
    <item>
      <title>Cascading failure analysis for multimodal comprehensive transportation network considering time-delay characteristic of passenger flow redistribution</title>
      <link>https://trid.trb.org/View/2688673</link>
      <description><![CDATA[Under external disturbances, considering passenger flow transfer time – referred to as the time-delay characteristic – rather than redistributing the passenger flow instantaneously, is crucial for analyzing cascading failures in multimodal comprehensive transportation network (MCNet). This study proposes an improved cascading failure model that incorporates passenger flow transfer time, transfer paths, and multiple transfer modes. A systematic analytical method is designed to examine cascading failure characteristics under different influencing factors in MCNet. The experimental results reveal that attacking the highest-strength vertex triggers a more severe cascading failure. Besides, the cascading failure in MCNet is primarily induced by passenger flow rather than network structure, while the time-delay characteristic can slow down the failure propagation by 43.6%. Moreover, an increasing proportion of volume transferred within the same mode can mitigate the cascading effects. Finally, based on the research findings, we propose several suggestions for network design and optimization to enhance the resilience of MCNet.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688673</guid>
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