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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>The Relationship between Corporate Social Responsibility, Firm Characteristics, and Financial Performance of Maritime Firms in Indonesia: A Path Analysis Approach</title>
      <link>https://trid.trb.org/View/2742727</link>
      <description><![CDATA[The aim of this research is to explore the relationship between corporate social responsibility, sales growth, and firm size on capital structure, considering profitability as an intervening variable. This study analyses how corporate social responsibility, sales growth, and firm size influence the capital structure of maritime companies in Indonesia. The research is based on data from 88 Indonesian maritime firms collected over a four-year period. Path analysis is used to estimate the relationships between the variables of interest. The results indicate that sales growth and firm size have a significant impact on capital structure, while corporate social responsibility does not show a significant effect. These findings support the hypothesis that firm characteristics play an important role in enhancing the financial ratios of companies. The effect of corporate social responsibility and firm characteristics is mediated by profitability, which has been shown to intervene in the relationship between corporate social responsibility, sales growth, and firm size on capital structure. This study emphasises the importance of strengthening corporate social responsibility and firm characteristics simultaneously, so that capital structure can become an integral part of a company's sustainability strategy in addressing global environmental challenges.]]></description>
      <pubDate>Thu, 06 Aug 2026 09:08:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742727</guid>
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    <item>
      <title>A simulation-optimization framework for the diffusion of new energy vehicles under subsidy policy abolishment: A multi-policy trajectory optimization perspective</title>
      <link>https://trid.trb.org/View/2697944</link>
      <description><![CDATA[New Energy Vehicles (NEVs), as an emerging transportation technology, offer a promising solution to mitigate transportation problems, reduce pollution, and improve energy efficiency. However, the long-term implementation of substantial subsidies for manufacturers and consumers has become a financial burden. As a result, governments are planning to gradually abolish these subsidies, considering the trade-off between incentive costs and the social impacts of the transportation system.This paper develops an integrated framework that combines a diffusion of innovation simulation and a policy trajectory optimization in a real-world setting. The objective is to design effective multi-subsidy strategies for NEVs within a joint conventional vehicle(CV)-NEV market. In the context of China’s rapidly expanding vehicle market, CVs and NEVs are expected to coexist for an extended period before a full transition occurs. Therefore, the interaction and substitution between CVs and NEVs play a critical role in shaping market dynamics. Consumer choices between CVs and NEVs are driven mainly by technological performance and economic considerations. To capture these dynamics, we construct a set of models with time-varying inputs. These include: (i) a two-generation Bass model to describe the joint evolution of CV and NEV sales; (ii) a discrete choice model to represent consumer preferences based on technological and economic factors and (iii) a Gompertz model to characterize the growth of overall market demand. Building on these components, we develop a system dynamics simulation and apply a model predictive control (MPC) approach to optimize subsidy trajectories over time. Model parameters are calibrated using data from China’s vehicle market from 1998 to 2022. The simulation results demonstrate that the sales of both CVs and NEVs will increase simultaneously under current policies, indicating that NEVs will not fully replace CVs within the planning horizon. Based on our optimization results, policymakers should prioritize consumer-oriented subsidies at the end of the planning horizon. By 2030, the optimal manufacturer-oriented subsidy should be completely phased out, while the optimal consumer-oriented subsidy should remain at a substantial level. Sensitivity analysis confirms the robustness of these findings. We further extend the framework to a multi-generation setting to account for more complex substitution effects across vehicle technologies.]]></description>
      <pubDate>Wed, 29 Jul 2026 09:16:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697944</guid>
    </item>
    <item>
      <title>Social justice in the age of privately owned autonomous vehicles: A multi-level acceptance framework linking local and general acceptance to behavioral intention and opposition-oriented collective action in South Korea</title>
      <link>https://trid.trb.org/View/2697891</link>
      <description><![CDATA[The deployment of privately owned autonomous vehicles (AVs) raises not only technological and market questions but also concerns about social justice and transport policy. This study examines how perceptions of social justice—comprising distributive, procedural, and interactional dimensions—are associated with public responses to privately owned AVs through distinct acceptance pathways. Using partial least squares structural equation modeling (PLS-SEM) with cross-sectional survey data from 400 respondents in South Korea, the study tests a multi-level framework that distinguishes between local acceptance, referring to community-level evaluations of nearby deployment, and general acceptance, referring to broader societal evaluations of AV technology. The results show that social justice perceptions are positively associated with both local and general acceptance, with a stronger association observed for general acceptance. Local acceptance, in turn, shows a stronger positive association with behavioral intention than general acceptance. For opposition-oriented collective action, local acceptance is negatively associated with resistance-oriented mobilization, whereas general acceptance is not statistically significant in this sample. Given the cross-sectional, single-source design, these relationships are interpreted as associative and context-specific rather than causal. The findings suggest that fairness perceptions are relevant to broad societal legitimacy, whereas more proximal community-level evaluations are more closely aligned with intended use and collective resistance in an owner-centered early market. Overall, the study provides a bounded contribution to transport policy and technology governance research by demonstrating the multi-level nature of AV acceptance and its differentiated links to individual and collective behavioral outcomes.]]></description>
      <pubDate>Wed, 29 Jul 2026 09:16:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697891</guid>
    </item>
    <item>
      <title>Socioeconomic impact assessment of hybrid-electric aircraft introduction in Swedish air traffic</title>
      <link>https://trid.trb.org/View/2697890</link>
      <description><![CDATA[In this study, the noise and emissions impact of introducing hybrid-electric aircraft into Sweden’s domestic air traffic is assessed. As a case study, Stockholm Arlanda Airport is used, and, one baseline scenario for 2024, one intermediate scenario at 2035, and two development scenarios towards 2050 for the fleet and air traffic are presented. The results show that while hybrid-electric aircraft could potentially reduce noise emissions at the single event level, the increased flight frequency leads to larger cumulative noise areas. Although the noise affected areas are not directly proportional to the number of people affected by the noise due to the low population density surrounding the studied airport, a monetary assessment based on noise related health cost tables from three authorities indicates that the total noise related health cost with the hybrid-electric aircraft in the air traffic network is similar to that of a fleet composed of modern turbofan and turboprop aircraft. While the assessment is sensitive to the operational aspects of air traffic, the use of two historical runway usage data results in a consistent conclusion in total noise related health cost along with quite different noise footprint patterns. In terms of 𝘊𝘖₂ emissions, the introduction of the target hybrid-electric aircraft into the domestic air traffic network could potentially reduce the emissions by 33%. The combined socioeconomic cost-benefit analysis reveals that the increased noise-related cost at scenario level will dominate the concern around local communities when the near-airport aircraft operations can be emissions-free from full electric landings and take-offs. For the studied case, the noise issue could result in a total health cost increase of 33−87% from scenario 2024 to 2050, depending on the authority-specific cost tables applied.]]></description>
      <pubDate>Wed, 29 Jul 2026 09:16:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697890</guid>
    </item>
    <item>
      <title>High Speed Railways: A Review of Available Evidence on Socio-economic Impacts</title>
      <link>https://trid.trb.org/View/2579975</link>
      <description><![CDATA[High-speed rail in Europe was introduced in 1981 through the opening of Paris-Lyon line in France. Subsequently, additional lines in France have been constructed as well as in other EU countries (e.g. Germany, Spain, Italy). Development of high-speed rail forms a core part of the EU policy to contribute towards an enhanced position of rail in the transport market in order to promote sustainability as specified in earlier Transport White Papers and the 2020 Sustainable and Smart Mobility strategy. Since the 80s the HSR network has increased substantially from less than 600 km length of lines to over 11,000 km in 2021. Although high-speed railways have a significant role in strengthening domestic but also cross-border cohesion of countries (i.e. with shorter travel times, distances between key centres essentially shrink), European border-crossing services by high-speed rail are relatively limited, examples being represented by the routes Paris-London-Brussels-Cologne-Amsterdam, Paris-Turin/Milan and by Barcelona-Perpignan (although the latter doesn’t yet offer a fast connection to the French high-speed network and conveys only few cross-border trains per day). Available evidence highlights that HSR can indeed improve accessibility which in turn may have impacts on the wider economy, through various channels, notably agglomeration benefits, increased competition, imperfect competition and labour market effects. This paper will review the available evidence on socio-economic impacts linked to high-speed rail investments. Particular aspects considered in the paper will be to determine the significance of wider economic impacts alongside the direct transport benefits (e.g. time savings and reductions in GHG emissions).]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579975</guid>
    </item>
    <item>
      <title>Causal Effect of the Shinkansen on Population Change in Japan: An Application of PSM-DID</title>
      <link>https://trid.trb.org/View/2579976</link>
      <description><![CDATA[The Shinkansen is a high-speed railway in Japan; it has been in operation since 1964 and has been used for approximately 60 years. Shinkansen has improved population mobility and communication between different regions in Japan, making it easier for people to reach different cities and areas, thereby increasing population balance and diversity. This study uses the Japanese Shinkansen as an example and empirically investigates the relationship between high-speed rail and population change. An empirical analysis using an econometric approach was conducted on 19 newly opened Shinkansen stations in Japan between 1995 and 2015, using panel data from 1995, 2000, 2005, 2010, and 2015. Specifically, we used third-level grid data from the national census and the propensity score matching and difference-in-difference (PSM-DID) method to quantitatively calculate the causal effect of the opening of the Shinkansen on the population increase or decrease in the areas surrounding the Shinkansen stations. We used propensity score matching (PSM) to mitigate self-selection bias caused by observable variables and improve comparability between the treatment and control groups. We then combined the DID (difference-in-difference) method with panel data to eliminate the endogeneity problem caused by unobservable variables and improve the robustness of the estimation results. We introduced a two-way fixed effects model (TWFE) in the DID method to control for time-fixed effects and individual-fixed effects. We controlled for individual-fixed effects by dividing them into three levels—region, prefecture, and city—thus obtaining analysis results from macroscopic to microscopic perspectives. The impact of Shinkansen stations on population change at different levels was analyzed in detail. The event study method was introduced to test the parallel trend hypothesis, the core hypothesis of DID, and the dynamic effect of the Shinkansen opening on population change was further analyzed along with the parallel trend test.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579976</guid>
    </item>
    <item>
      <title>An Integrated Approach for the Territorial Impact Assessment of High-Speed Railways</title>
      <link>https://trid.trb.org/View/2579970</link>
      <description><![CDATA[The growing attention to the impacts that transports policies and infrastructure projects have on sustainability and territorial cohesion has been strengthened by the progressive inclusion of these goals among the main objectives of the European Union. In particular, as stated by the Green Paper on Territorial Cohesion, the concept of territorial cohesion “builds bridges between economic effectiveness, social cohesion and ecological balance, putting sustainable development at the heart of policy design.” These goals have been fostering research and experimentation paths for the many companies of the Italian Railways Group (FS Group); in this framework, territorial cohesion and sustainability are the topics of a partnership between the FS Research Centre and the Italferr Sustainability Unit, with the aim of updating the methodological frameworks for the assessment of the territorial impacts of railways. The study is rooted in the institutional and scientific debate on territorial cohesion, interpreted as the “territorial dimension of sustainability” (Camagni, Rivista di Economia e statistica del Territorio 3:37–62, 2006a), and is anchored to the methodological references developed for the evaluation of economic, cultural, social, environmental, and governance impacts. To this end, the paper proposes a theoretical and methodological framework of indicators to assess the territorial impacts of high-speed railway projects, arising from a research pathway consisting of 4 phases: the illustration of the literature review on territorial cohesion; the focus on Territorial Impact Assessment methods and indicators; a comparison of the indicators with the Envision Protocol for infrastructures; the proposal of a multidimensional framework of indicators for the territorial impact assessment related to High-Speed Rail.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579970</guid>
    </item>
    <item>
      <title>Road Safety Indicators Benchmarking in the Regions of Ukraine</title>
      <link>https://trid.trb.org/View/2579738</link>
      <description><![CDATA[The quality and effectiveness of road safety solutions are directly dependent on the in-depth and completeness оf the analysis of road accident data both in Ukraine and in its regions. The purpose of the study is to investigate and compare the level of road safety in the regions of Ukraine in order to develop and implement further recommendations and actions in practice. To compare the accident rate of the regions, an integral rating of each of them was obtained. This integral rating is calculated as the sum of ratings for indicators characterizing the general state of road safety and the social consequences of road accidents. This estimation method is proposed for the first time. Regression analysis is used to study the relationship between the obtained indicators of accident rate assessment against population figures and density over time. The regression dependencies can be used for successful road safety management. In practice, the results of road safety analysis provide an opportunity to assess the state of accidents in the dynamics, help identify the most critical aspects of traffic safety, and on this basis recommend activities to be taken at the local, regional and national levels. The findings of this study raise general awareness among experts, civil society and the private sector, and emphasize the need to set leading road safety objectives and implement specific measures to reduce road accidents.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579738</guid>
    </item>
    <item>
      <title>Methodology for Assessing the Level of Integration of Sustainable Development Goals into Decision-Making in Intelligent Transport Systems</title>
      <link>https://trid.trb.org/View/2579727</link>
      <description><![CDATA[One of the critical and complex areas of research is the integration of sustainable development goals into decision-making systems. At the core of this assessment is the identification of the degree to which practices related to environmental safety, social responsibility, and ethical governance are implemented. This study aims to evaluate the non-financial components of intelligent transport systems’ development in Ukraine, including changes influenced by the ongoing war. A survey method was employed to collect analytical data. The survey results identified the extent to which ESG (Environmental, Social, and Governance) factors are incorporated into the development strategies of intelligent transport systems, the transparency of economic activities, the variability in ESG practice adoption, and provided an overall assessment of the integration of sustainable development goals into decision-making processes. The study revealed a high level of ESG strategy implementation driven by external pressure, with limited internal motivation. Despite the impact of the war, most parameters remained unchanged or decreased, but no company cancelled its environmental, social, or governance plans. The findings can be useful for shaping sustainable development policies and enhancing the resilience and competitiveness of Ukraine’s intelligent transport systems.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579727</guid>
    </item>
    <item>
      <title>A network-based approach to understand the risk of mobility-related social exclusion in spatiotemporal activities</title>
      <link>https://trid.trb.org/View/2709651</link>
      <description><![CDATA[This study proposes a novel network-based approach to understand the risk of mobility-related social exclusion (MRSE) in people's daily activities. Compared to existing approaches focusing on physical mobility and individual travel network, this study develops an integrated analysis method that considers both population-level mobility network and spatiotemporal dynamics of individual activity patterns. This method considers strong connections, frequent interactions, and key structural roles within a population-level mobility network to be able to better facilitate spatial and social interactions. Further, individuals who are regularly exposed to these locations during their daily activities are considered to be more likely to engage in various activities, access services, and participate in social interactions. With a 7-day bus travel dataset of older adults in Beijing China, this study investigates the risk of MRSE of older adults as a case study, using both the proposed network-based and traditional activity space-based measures. The results obtained using the proposed network-based approach offers insights into the potential spatiotemporal behavior and dynamics for interactions. This study also highlights the importance of evaluating not only physical mobility but also the connectivity, interactions and between different locations and key structural roles within a travel network when investigating the risk of MRSE during daily activities.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709651</guid>
    </item>
    <item>
      <title>The double-edged sword of the 15-minute city: Mediation and moderation effects of built environment on social segregation</title>
      <link>https://trid.trb.org/View/2709573</link>
      <description><![CDATA[The 15-min city is widely promoted as a model for sustainable and livable urban development, but its implications for social segregation remain unclear. Using anonymized mobile phone trajectory data of 8.6 million residents in Shenzhen, China, this study examines whether localized daily activity patterns foster social integration or reinforce socioeconomic homogeneity in everyday encounters. We measure localized living as the share of non-work activities conducted within a 15-min walking radius of home, and characterize the neighborhood built environment by density, diversity, and connectivity within the same catchment. Activity-based social segregation here measures the degree to which individuals are exposed to others with similar socioeconomic status during daily activities. The results reveal that a higher 15-min activity share is associated with greater social homogeneity. Density reinforces this pattern indirectly by encouraging more localized activities, whereas amenity diversity plays a distinct moderating role. When neighborhood diversity exceeds a threshold (Shannon entropy > 0.84), the association reverses, indicating that highly mixed-use environments can mitigate the “social bubble” effect of localized living. These findings show that proximity alone does not ensure social integration. The social consequences of the 15-min city depend critically on neighborhood opportunity structures, especially amenity diversity.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709573</guid>
    </item>
    <item>
      <title>Examination of Relationship between Railway Noise, Lifestyle Activities and Passive Noise Protection Solutions among the Population Living near the Train Marshalling Yard of Sopron</title>
      <link>https://trid.trb.org/View/2686182</link>
      <description><![CDATA[Noise pollution from traffic is a growing social challenge. The effects of railway noise are concentrated in transport hubs, such as marshalling yards. Various sources of vehicle noise negatively affect quality of life and can disrupt everyday activities. Despite this, protection against sound effects at the individual level is practically limited to the use of passive noise protection solutions. The purpose of this article was therefore to examine the subjective correlations between railway noise events, disrupted daily activities and passive noise protection solutions found in households by means of a questionnaire survey among the population living in the vicinity of the train marshalling yard of Sopron, Hungary. The received binary (yes or no) answers were evaluated using Fisher tests, first between noise events and disturbed activities, and then between activities and noise protection solutions. The correlation values included in tables were also supplemented with correlations between the groups, combined from answer options. It could be concluded that the role of passenger and freight trains in this environment goes far beyond train marshalling. In addition, the effects on resting and recreation are outstanding, and effective solutions are to plant vegetation and use thermal insulation to reduce them. To expand the results above in the future, it is necessary to compare the answers with objective acoustic parameters with independence tests and to repeat the questionnaire survey in similar living environments in other cities to recognize regional trends.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686182</guid>
    </item>
    <item>
      <title>Truck vs high-speed rail express delivery: The social welfare and environmental implications</title>
      <link>https://trid.trb.org/View/2694573</link>
      <description><![CDATA[The express delivery industry, driven by e-commerce, has experienced rapid growth. To meet rising demands for speed, reliability, and environmental sustainability, high-speed rail (HSR) is increasingly used for express parcel delivery (HSR express delivery, HSReD), creating both trunk-line competition and first/last-mile complementarity with traditional trucking in the express delivery market. In this study, we develop an economic model to analyze this intermodal interaction under an explicit HSR capacity constraint. We examine three scenarios: (1) a truck-only benchmark in which the express delivery market is served solely by trucks while HSR carries only passengers; (2) intermodal competition in which both trucks and HSR provide express delivery, with HSR also serving passengers; and (3) government intervention in which an emission tax or subsidy on HSReD is used to balance social welfare and environmental impacts. Our findings show that, at short intercity distances, introducing HSReD generally raises carbon emissions but may nonetheless improve social welfare if the two modes are weak substitutes or, when substitution is strong, if HSR capacity is sufficiently large. At longer distances, HSReD improves both social welfare and environmental outcomes when HSReD and trucking are strong substitutes. We also find that subsidies for HSReD may be justified when welfare gains are substantial, even if environmental impacts are negative. Overall, our analysis provides economic insights into HSReD and offers policy recommendations for promoting a more sustainable and efficient transport system.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694573</guid>
    </item>
    <item>
      <title>The role of accessibility in mitigating the risk of transport-related social exclusion: Evidence from Fortaleza, Brazil</title>
      <link>https://trid.trb.org/View/2712749</link>
      <description><![CDATA[Many Latin American cities are characterized by a scenario of socio-spatial segregation of disadvantaged groups. This segregation prevents them from participating in the social life of their communities due to, notably, reduced or even nonexistent accessibility to opportunities, creating a risk of Transport-Related Social Exclusion (TRSE). Literature is not unanimous regarding the effect of accessibility on the level of individual participation in activities, which may be due to gaps in the formulation of proposed models, limiting their ability to identify causal relationships. Thus, this paper aims to develop a methodological framework to investigate the causal relationship between accessibility and participation in non-mandatory activities from the perspective of TRSE, and to provide empirical evidence of its applicability in the urban context of Fortaleza, Brazil. The main findings of this study highlight the importance of accounting for the effects of time budget constraints on the risk of TRSE among low-income individuals. It emphasized the need to incorporate the moderating role of gender into statistical modeling and to represent conceptually complex constructs through latent variables within the modeling framework. The results contribute to a better understanding of TRSE and provide insights to support the formulation of public policies to mitigate its effects.]]></description>
      <pubDate>Tue, 30 Jun 2026 08:55:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712749</guid>
    </item>
    <item>
      <title>The Future on Wheels: A joint heterogeneous model of automated vehicle adoption and perceived employment and economic impacts</title>
      <link>https://trid.trb.org/View/2683062</link>
      <description><![CDATA[Automated Vehicles (AVs) offer solutions to many urban challenges but also pose complex social and economic issues. This study evaluates the American public’s perceptions of how the widespread adoption of AVs might affect income disparities. We further hypothesize that such perceptions are intertwined with concerns about AV impacts on employment (ride-hailing, ridesharing, and delivery driver jobs) and individuals’ affinity to use AVs. Using a national survey of 4,631 Americans, we present a rigorous behavioral model to jointly analyze these interconnected endogenous outcomes while accounting for recursive (structural) effects and unobserved heterogeneity in the impacts of exogenous factors. Among surveyed Americans, including those willing to use AVs, approximately 85% believe AVs will disrupt driving-related employment, and 47% believe they will exacerbate income disparities. We identify a range of sociodemographic, behavioral, ideological, and spatial determinants of AV use and perceived economic impacts. Clear patterns of social, digital, and geographic divides are observed. Despite considerable heterogeneities, some groups (e.g., those aware of AVs, frequent internet users, more educated individuals, and self-identified liberals) are open to adopting AVs but remain concerned about potential economic impacts, whereas others (e.g., lower-income, residents of non-metropolitan areas, and those for whom religion is important) are both apprehensive of potential adverse impacts and generally unwilling to use AVs. Treatment effects are simulated to identify policy measures to increase public acceptance while mitigating potential adverse societal impacts. Findings suggest that, beyond traditional strategies to boost acceptance, deliberate and proactive policies are needed to address perceived economic concerns. This can help ensure an equitable deployment of AVs that fosters public trust. Results call for a broad-based socio-technical approach to AV deployment, considering social, geographic, and technical landscapes to ensure AVs benefit all societal segments. Our findings will be of interest to policymakers, engineers, and planners.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:12:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683062</guid>
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