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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Socio-material perspectives on perceived accessibility of cycling: A sociological inquiry into practices, regulations and informal rules</title>
      <link>https://trid.trb.org/View/2525466</link>
      <description><![CDATA[This paper examines the intersubjectivity of perceived accessibility (PA) as a relational construct emerging from the interplay between individuals’ internalised dispositions and socio-material environments. Through ethnographic observations and interviews with cyclists, non-cyclists, and bike rental operators, it explores cycling practices within Hong Kong’s app-based bike-sharing landscape. Findings reveal that PA extends beyond individual experiences, shaped by the interplay between material infrastructure, cycling practices, formal regulations, and informal rules. Factors such as spatial (cycling areas), temporal (weather, nighttime), and material (bike parking, rental availability) conditions mediate PA. Symbolic and material power are evident in government policies that promote ‘safe cycling’ while restricting infrastructure development in urban areas, shaping cycling practices and reinforcing its marginalisation in urban mobility. Despite these constraints, residents actively reshape accessibility by informally redefining cycling spaces and reinterpreting bike reliability, both through physical and digital experiences, thereby materially and symbolically integrating cycling into transit-oriented mobility. The study also highlights the temporality of PA; for instance, night-time cycling remains viable for those leveraging cultural awareness of reduced law enforcement at particular times, preparing with proper lighting equipment, or benefiting from well-lit infrastructure. These findings demonstrate that PA is contextually produced, shaped by relational social structures rather than fixed attributes of individuals or infrastructure alone. The paper calls for policy approaches that recognise the intersubjective nature of PA, advocating for adaptive regulations and inclusive infrastructure to foster equitable and sustainable urban mobility.]]></description>
      <pubDate>Tue, 22 Apr 2025 15:51:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2525466</guid>
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    <item>
      <title>Generational Theory: An Overview of the Research Conducted</title>
      <link>https://trid.trb.org/View/2407696</link>
      <description><![CDATA[The article analyzes the content of 66 foreign articles written by authors from 25 countries of the world. The analyzed articles were written in the period from 2004 to 2021 and are aimed at studying the generational theory proposed for use by N. Howe and W. Strauss in 1991. A small number of articles (7%) study directly the generational theory, refining and supplementing it. So, for example, the time boundaries of each (or any specific) generation can be specified or characteristics inherent in its representatives can be supplemented. However, most of the foreign authors of articles use this theory as a tool for solving practical problems in various fields. As the analysis has shown, the greatest interest in the generational theory is shown by researchers in the field of e-commerce, pedagogy, medicine, tourism and marketing. In total, 16 subject areas were covered in the works under consideration. Most often, the generational theory in research allows us to fully understand consumer preferences, find out which products will be perceived in the market with a greater degree of loyalty, what tools should be used to expand the boundaries of the target audience, etc. The purpose of the article is to analyze the content of sources in order to identify the key characteristics of the generations currently operating in the labor market, as well as entering the working age phase.]]></description>
      <pubDate>Wed, 19 Mar 2025 10:12:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407696</guid>
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    <item>
      <title>A nexus or not? A first examination of cost-of-living concern, neighbourhood perceptions, active travel, and wellbeing in cities</title>
      <link>https://trid.trb.org/View/2475169</link>
      <description><![CDATA[This paper represents an important first step in the literature, to look at potential links between cost-of-living stress and the perceptions of local neighbourhoods, under the hypothesis that greater pressure about housing affordability, transportation costs, or indeed cost overall could lead to a degradation in how the neighbourhood within which a person lives is perceived. We do find confirmation that cost-of-living goes beyond technical measure of housing stress and indeed beyond just housing stress alone. Of particular relevance is that those who could be classified as having rising concern (consumables) have among the highest levels of relative stress. This is to be expected as there are many reports in the general media about spending on eating out and indeed cutting back on meals prepared at home, as being initial strategies to reduce spending. Such cuts to spending are also likely to spill over into discretionary trip making and travel activity patterns overall. We find that there is generally just as much concern about the rising cost of fuel, which is directly related to trip making, further compounding transport accessibility and equity. Overall, our first attempt to investigate the potential nexus of cost-of-living, neighbourhood perception, wellbeing, physical activity and active travel, produces enough evidence and insight to establish that there are potential links which are likely to play out in unknown ways during cost-of-living crises. We argue that our results are sufficient enough that research should extend them to transportation costs and trip making more generally under the current spike in general prices and urge other researchers to consider building on these insights.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475169</guid>
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    <item>
      <title>Bilanzierung ökonomischer, ökologischer und soziokultureller Aspekte der Nachhaltigkeit
von Ingenieurbauwerken der Straßen</title>
      <link>https://trid.trb.org/View/2466553</link>
      <description><![CDATA[Aktuell gibt es keine allgemein angewandte Methodik zur Nachhaltigkeitsbilanzierung im Lebenszyklus von Ingenieurbauwerken. Ziel ist es, Werkzeuge zur Bilanzierung von Nachhaltigkeitskriterien zur Verfügung zu stellen, die die Nachhaltigkeitsbilanzierung im Rahmen der Planung von Neubau, Erhaltungs- und Rückbaumaßnahmen von Ingenieurbauwerken ermöglichen. Unter Einbeziehung der Haupteinflussparameter im Lebenszyklus wird das Ziel einer einheitlichen, praxistauglichen Bilanzierung aller drei Säulen der Nachhaltigkeit (Ökologie, Ökonomie, Soziales) verfolgt. Das Berechnungsverfahren soll die für die Bewertung wesentlichen Parameter (zum Beispiel Hauptmassen) und Kriterien (zum Beispiel CO2) umfassen und die Möglichkeit bieten, dass zukünftig Grenzwerte vorgegeben werden können. Der Einfluss des Treibhausgaspotenzials (berechnet über das CO2-Äquivalent) ist hierbei entsprechend zu berücksichtigen. Kurzfristig anwendbare Bilanzierungsmöglichkeiten für die CO2-Äquivalente sind zu entwickeln. Die Auswahl der relevanten Kriterien zur Nachhaltigkeitsbilanzierung von Ingenieurbauwerken des Straßennetzes ist ein wichtiges Teilziel für einen kurzfristigen Einsatz in der Praxis. Des Weiteren soll ein Tool zur Nachhaltigkeitsbilanzierung erarbeitet und es sollen Umsetzungsmöglichkeiten der Nachhaltigkeitsbilanzierung in die Praxis dargestellt und bewertet werden. Abschließend sollen Empfehlungen für Eigentümer und Betreiber von Infrastrukturbauwerken zur Optimierung der Nachhaltigkeit von Ingenieurbauwerken der Straße formuliert werden. ABSTRACT IN ENGLISH: There is currently no generally applied methodology for sustainability accounting in the life cycle of engineering structures. The aim is to provide tools for balancing sustainability criteria that enable sustainability balancing in the planning of new construction, maintenance and demolition measures for engineering structures. Taking into account the main influencing parameters in the life cycle, the aim is to achieve a standardised, practicable balancing of all three pillars of sustainability (environmental, economic and social). The calculation method should include the parameters (e.g. main masses) and criteria (e.g. CO2) essential for the assessment and offer the possibility of specifying limit values in the future. The influence of the global warming potential (calculated using the CO2 equivalent) must be taken into account accordingly. Short-term accounting options for CO2 equivalents must be developed. The selection of the relevant criteria for the sustainability assessment of engineering structures in the road network is an important sub-goal for short-term use in practice. Furthermore, a tool for sustainability balancing is to be developed and implementation options for sustainability balancing in practice are to be presented and evaluated. Finally, recommendations for owners and operators of infrastructure structures for optimising the sustainability of road engineering structures should be formulated.
]]></description>
      <pubDate>Mon, 16 Dec 2024 09:08:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2466553</guid>
    </item>
    <item>
      <title>Role of culture, income level and governance quality on driver behaviours</title>
      <link>https://trid.trb.org/View/2427497</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 10 Sep 2024 14:15:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427497</guid>
    </item>
    <item>
      <title>Low-carbon routes to health equity: the impacts of transport policy on health equity, population health and greenhouse gas emissions</title>
      <link>https://trid.trb.org/View/2389457</link>
      <description><![CDATA[This thesis explored the impacts of selected transport policies on population health, health equity and greenhouse gas (GHG) emissions emissions in Tamaki Makaurau Auckland. A conceptual model was developed, based on a scoping review of existing models, complemented by global expert consultation. An equity-focused search strategy was validated and used to conduct a systematic review of transport interventions with differential effects by socioeconomic status (SES) or ethnicity. Both the conceptual model and the systematic review informed the selection of transport policies to be modelled. Two existing models were linked and stratified by SES to estimate health impacts of transport policies separately for low- and high-SES groups. Policy scenarios representing distance-based pricing and free public transport were selected for modelling. Modelling results found gains in disability-adjusted life years (DALYs) and reductions in GHG emissions from both scenarios, with the greatest benefits from a combined scenario with both policies. Effects were more beneficial for the low-SES group than for the high-SES group, with the greatest differential seen in the combined scenario. Compared with free public transport, the distancebased pricing scenario was associated with greater reductions in car use and GHG emissions, a greater increase in public transport use, greater gains in DALYs, and a greater differential between low- and high-SES groups. Although there are limitations to the model system used in this thesis, these findings show that modelling health outcomes from these transport policy scenarios for low- and high-SES groups is feasible. These policies are promising for improving health, reducing transport emissions, and helping to address health inequities. However, there may be unwanted effects that were not included in this study. For instance, distance-based pricing may reduce disposable income for the low-income population, and may create financial barriers to accessing important health determinants such as employment and education, and these impacts would need to be adequately mitigated.]]></description>
      <pubDate>Wed, 12 Jun 2024 09:25:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389457</guid>
    </item>
    <item>
      <title>Tracking the development of apartment housing activity against public transport service provision in Melbourne: 2004-2022</title>
      <link>https://trid.trb.org/View/2378054</link>
      <description><![CDATA[Despite wide-spread policy aspirations for integrating high-density housing with public transport in cities, what is achieved in practice is rarely measured. Furthermore, equity in public transport service provision has been given little attention in areas specific to high-density housing. This working paper tracks the development of high-density housing – namely apartments – against public transport service provision on an annual basis over a 19-year period (2003-04 to 2021-22) in Melbourne, Australia. A ‘needs-gap’ analysis is also undertaken to measure equity in public transport service provision in areas of apartment housing. Here, both horizontal equity, using public transport service supply per person, and vertical equity, using an index of socio-economic advantage and disadvantage, are measured. The research findings have implications for the development of future transport and land use policies. First, the provision of public transport services needs to be better aligned with, and more responsive to, the development of apartment housing. Here, continued monitoring of new apartment housing development and levels of public transport service provision is essential. Second, greater efforts need to be directed towards addressing inequities in public transport service provision at a local area and route/line level. Again, continued monitoring of equity in public transport service provision over time provides an important tool for understanding the extent to which this is being achieved.]]></description>
      <pubDate>Thu, 09 May 2024 08:48:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378054</guid>
    </item>
    <item>
      <title>The role of socioeconomic and cognitive status in determining traffic behaviour of elderly pedestrians in Iran: a cross-sectional study</title>
      <link>https://trid.trb.org/View/2378039</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 09 May 2024 08:47:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378039</guid>
    </item>
    <item>
      <title>Using census data to predict commuter bus usage in Adelaide's bus catchment areas</title>
      <link>https://trid.trb.org/View/2366977</link>
      <description><![CDATA[The public transport system in medium-sized cities such as Adelaide, South Australia, plays two major roles. The first is to accommodate choice riders or those who choose to use public transport for their trip-making despite having access to a motor vehicle. These commuters choose public transportation over other modes due to traffic congestion or high parking costs at work, located in most small cities within Central Business Districts (CBDs). In peak work travel periods, choice riders heavily use public transportation. Other major roles of public transport include providing basic mobility for those segments of the population who are too young, old, or otherwise unable to drive due to physical, mental, or financial difficulties. The study will focus on those choice riders who use bus transportation for work travel. Public transport activity in Australia is increasing slightly, but it is not keeping pace with the growing demand for car travel. As part of transport planning, commuter data is extremely helpful since it provides information about utilising public transport options. Residential dispersion in Australia has led to complexity in commuting patterns underscored by increasing car dependency. During this study, the overarching objective is to determine whether bus commuter trips are influenced by socioeconomic and other factors, such as bus service level of accessibility and distance to the city centre, to determine whether these relationships can be used to predict their trips. This study aims to predict bus usage in Adelaide's bus catchment areas using 2021 census data with the help of multiple regression and geographically weighted regression models.]]></description>
      <pubDate>Mon, 15 Apr 2024 14:19:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2366977</guid>
    </item>
    <item>
      <title>Understanding perceptions of bus service attributes in major Australian capital cities</title>
      <link>https://trid.trb.org/View/2259788</link>
      <description><![CDATA[This paper explores user and non-user perceptions of bus service attributes in Melbourne, Sydney and South East Queensland (SEQ). A key aim of this study was to understand the relative importance and performance of various bus service attributes and how they vary by city, by socio-economic cohort and also between user and non-user groups. Primary data was collected in two stages. A screening component enabled the collection of a large sample (n=13,537). A smaller, more representative subset was then selected to complete a more detailed survey (n=2,420). Personal safety stood out as a key bus service attribute of importance in all three regions. Specifically, safety while travelling on the bus during the daytime and at night, and safety getting to and from the bus stop were ranked as very important attributes of the bus network. There were some differences in findings between regions: bus service levels, such as punctuality, frequency and timetable adherence (reliability), were rated relatively high in importance but low in performance in Sydney and Melbourne compared to SEQ. This suggests that Melbourne and Sydney might require service-level improvements more immediately than SEQ. Implications for policy for each Australian metropolitan region (Sydney, Melbourne and SEQ) are discussed further in this paper.]]></description>
      <pubDate>Mon, 02 Oct 2023 11:29:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2259788</guid>
    </item>
    <item>
      <title>Exploring the Social Licence to Operate buses in Australian cities</title>
      <link>https://trid.trb.org/View/2259787</link>
      <description><![CDATA[This paper presents the results of a study to measure the Social Licence to Operate (SLO) of buses in Australian cities. This also measures how SLO varies by city, socio-economic background, and between bus user and non-user groups. SLO is assessed through a model that provides 4 varying levels of support. These stages are the following: withheld (person believes bus operations lack legitimacy), acceptance (person believes bus operations are legitimate but lack credibility), approval (person believes bus operations are legitimate and credible, but lacks trust), and psychological identification (person believes bus operations are valuable and trusted). Overall SLO for buses in urban Australia is weak with almost 1 in 5 surveyed participants withholding support, and 61% accepting bus services with weaker levels of approval. Only 20% of people approve or psychologically identify with buses. SLO varies by city; approval/psychological identification is lowest in Melbourne and higher in Sydney/SEQ. Lower relative approval in Melbourne might be related to Melbourne’s tram network which provides most inner city and city access functions. In Sydney/SEQ, higher SLO is potentially explained by a better provision of high frequency buses (in SEQ this includes the high frequency busways/BRT systems). SLO for buses is also strongly related to the characteristics of respondents. Bus users have higher SLO ratings and non-users are far more likely to withhold SLO for buses. Older Australians (over 55) and those with higher incomes are far more likely to have higher levels of approval of buses. Men are also more likely to be in the ‘approval’ SLO category than women. Implications for policy are further discussed in this paper.]]></description>
      <pubDate>Mon, 02 Oct 2023 11:29:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2259787</guid>
    </item>
    <item>
      <title>Estimating placemaking benefits of transport projects in business cases</title>
      <link>https://trid.trb.org/View/2239992</link>
      <description><![CDATA[The NSW Future Transport 2056 requires balancing movement and place in transport project planning, development and design. Essentially, road and mass transport networks not only support the movement of people, goods and services, but also have various place functions that support a range of socioeconomic activities. A desired outcome for the future of city living, urban street design and transport is the creation of ‘successful places’ through integrated land-use transport planning. While there are plenty of discussions of placemaking evaluations, there has been a lack of practical methodology of estimating the placemaking benefit in the project business case to support investment justifications. To close the gap, Transport for NSW’s economic team has developed a Movement and Place Evaluation Guide for a 12-month testing use in some place-focused projects. This paper outlines the Guide to draw feedback from transport planners, urban designers, economists and business case developers.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:05:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239992</guid>
    </item>
    <item>
      <title>Influence of walking accessibility on older people walking preference</title>
      <link>https://trid.trb.org/View/2239926</link>
      <description><![CDATA[Travel behaviour models are necessary to identify travel demand and planning transport systems. Many studies identify various approaches to measure walking accessibility and travel behaviour modelling. However, a limited model is developed to analyse the older peoples' walking as a transport mode preference based on travel time, population, street connectivity and spatial area. This study presented a Binary logistic regression model to observe the older commuters' transport mode preference. This research examines four major travelled destination types (shopping centres, health care centres, education centres and recreational centres) for the elderly. The framework of this study comprises four parts. Firstly, the study develops a walking accessibility index for older commuters to observe the access level. Afterwards, several numbers of the various binary model (BL) are evaluated and compared. The binary models are developed using older commuters' walking accessibility index, socio-economic (gender, relation, car license, car numbers, income, disable parking permit, dwelling type, dwell ownership), and built-in environmental (home sub-region, land mix use) variables. Then two BL model is proposed after model validation. Finally, the best fit model is validated using statistical methods (Omnibus test, Hosmer and Lemeshow test). Moreover, the probabilities of selecting walking as a transport mode by older travellers are analysed by statistical model and compare with actual travel survey datasets. The results confirm that the proposed time-based walking model can describe the older commuters' walk related travel decisions. The proposed walking accessibility index and the preference model can be helpful to plan distributions of essential destinations coverage. Future urban and policy planners can use the walking preference to evaluate older peoples'’ walking access towards different destinations.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:04:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239926</guid>
    </item>
    <item>
      <title>The influence of weather on bus ridership for different passenger types in Canberra, Australia</title>
      <link>https://trid.trb.org/View/2239898</link>
      <description><![CDATA[The ability of transportation agencies to respond to short-term fluctuations in travel demand is central to the provision of resilient and reliable mobility. Weather may induce these intra-day and day-to-day variations in demand through its composite influence on travel behaviour, activity behaviour and socio-psychological attributes. Public transport plays an important social role in providing mobility to groups that may have lower access to private cars due to age, income, or disability status. Although this function is important for transport operators to maintain across diverse weather conditions, few authors have explored the relationship between weather impacts and socio-demographic groups. The recent deployment of smart card technologies has provided the opportunity to utilise embedded socio-demographic passenger information within public transport data. This study analyses the relationship between socio-demographic characteristics, weather conditions and bus ridership in Canberra, Australia. It is part of a broader investigation into the impact of disruption of public transport ridership. This study will provide insights into the weather- ridership relationship to ultimately inform the design and operation of equitable transportation systems with social functionality that is resilient to weather-induced fluctuations in demand.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:04:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239898</guid>
    </item>
    <item>
      <title>Escape theory: Explaining a negative motivation to travel</title>
      <link>https://trid.trb.org/View/2119961</link>
      <description><![CDATA[In this paper the authors assume that people could travel in some cases to escape from something, such as their family, colleagues, or residential or work area. The concept of escaping as a driver to travel complements both the mainstream assumption that travel is a derived demand and the idea that people sometimes travel for the fun of it (and thus derive a positive utility from travelling), and has its origin in sociological literature. The authors categorize forms of escaping, and link travel to escape (TtE) to other concepts such as travel time budgets. Next the authors propose a first conceptual model relating factors explaining the motivation for escaping from something, or being able to escape from something, and the subsequent travel behaviour. The authors then formalize the travel behaviour model with general functions incorporating the role of travel to escape. Next the authors present the results of a first, small, empirical study showing that some people recognize the concept of escaping. In addition, the authors discuss the implications of travel motivated by escaping from something, one implication being that there will be more travel than if the concept does not apply, and another implication being the potentially positive value of a low level of accessibility, rather than the high level customarily assumed to be more desirable. The authors finally discuss implications for future research, and end with a discussion and final conclusion.]]></description>
      <pubDate>Mon, 27 Mar 2023 15:08:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2119961</guid>
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