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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Applying the theory of planned behaviour for specific risky behaviours: Regional difference analysis and effectiveness of educational programme evaluation</title>
      <link>https://trid.trb.org/View/2674001</link>
      <description><![CDATA[The current study aims to apply the Theory of Planned Behaviour to various types of risky riding behaviours instead of one type of behaviour. Furthermore, the differences in the awareness of urban and rural high school students, as well as a test of replicability and long-term effectiveness of the traffic education programme, were also assessed in the current study. 499 samples of high school students were used in the study. Furthermore, two groups were chosen in a rural high school in Hau Giang province for assessing the programme. One was designated as the intervention group (N = 41) and the other as the control group (N = 31) to assess the efficacy of the educational programme. The study showed that three distinct risky riding behaviours, namely speeding, rule violation, and distracted riding, were connected with high school students’ awareness of engaging in risky riding behaviours. The proposed model could explain these types of behaviours with explained variances of 23.9% for speeding, 17.7% for rule violations, and 15.8% for distracted riding, respectively. Additionally, multigroup analysis showed that rural and urban high school students had similar awareness with the exception of perceived behavioural control on distracted riding. The traffic education programme demonstrated an effect in a ruralarea, contributing to a reduction in descriptive norms and behavioural intentions for risky riding behaviour within the intervention group. However, the long-term effectiveness was no longer assured after 10 weeks, despite the fact that the descriptive norm and behavioural intention scores were still lower than before the educational intervention.]]></description>
      <pubDate>Thu, 28 May 2026 09:53:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674001</guid>
    </item>
    <item>
      <title>Secondary Road Implementation of Stiffness Modulus for Unpaved Roads</title>
      <link>https://trid.trb.org/View/2701278</link>
      <description><![CDATA[The objective of this to create a new application, similar to those already in use at the Service Bureau (SB) that the county engineers are accustomed to using. That application would be developed by the current SB programmers. Once completed all data collected across the State of Iowa by the mapping process including modulus values would be processed, manipulated, and be accessible to the county engineers in their desired format (modulus, ESALS, rutting, etc.). The developed OMS application, already in use, will be the umbrella tool which will feed all this data back to County Engineers. Iowa county engineers will be able to see their collected data and modulus values on a series of map layers at a project or network level. This is already available for three counties.]]></description>
      <pubDate>Mon, 18 May 2026 10:59:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701278</guid>
    </item>
    <item>
      <title>Transforming Transportation with an Innovative and Talented Workforce: A Transportation Careers Workshop</title>
      <link>https://trid.trb.org/View/2689410</link>
      <description><![CDATA[The proposed event will be a two-day workshop in Durango, Colorado, at both Fort Lewis College and another community site or high school, featuring several key presentations and a panel discussion. The first day will consist of speakers and presentations. The second day will consist of interactive feedback at separate locations regarding the results of vocational assessment inventories. The target population of workshop participants will be high school and college students interested in learning more about careers in the transportation industry. Participants will complete surveys and career-planning instruments and receive detailed interpretations of their results to help them narrow their career choices. Representatives from trucking, transit, state DOTs, and the supply chain industry will be invited to participate as experts, delivering presentations that describe careers and opportunities in the transportation industry. In addition, there will be an interactive session to help participants prioritize their vocational interests and preferences. Lastly, a networking event with presenters will also be arranged.

In addition to providing career information on activities, salaries, and other employment and career opportunities in the transportation industry, the proposed workshop will also address two main needs regarding the recruitment of potential entrants to the transportation industry. First, identify a transportation career profile for prospective applicants to target highly congruent candidates for the industry. This profile will provide researchers with an opportunity to develop an interest and preference profile of prospective students whose interests are congruent with the industry. Identifying those persons who are likely to be congruent allows outreach efforts to be tailored and targeted, and limited funds and resources to be used more effectively. Second, a short, easy-to-use web page that could assist students in obtaining information about transportation careers in general, with a brief survey or questionnaire to help narrow down interests in transportation careers, which then directs users to more targeted information. This web page could then be made available to other UTC programs that conduct transportation and career outreach events. The web page will be used to tally hits, and requests for applications will help more accurately measure the impact of the workshop's outreach efforts. This outreach project will also incorporate the development and implementation of a prototype webpage to evaluate the workshop and serve other UTCs.]]></description>
      <pubDate>Wed, 08 Apr 2026 17:37:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689410</guid>
    </item>
    <item>
      <title>A hybrid model combining the advantages of mixture of experts and light gradient boosting machine for predicting secondary crash</title>
      <link>https://trid.trb.org/View/2663627</link>
      <description><![CDATA[Secondary crashes can lead to great casualties and economic losses. Although nonparametric models have achieved suitable effects on crash prediction in previous studies, neither single nonparametric models nor hybrid nonparametric models have made full use of the different advantages of the machine learning method and deep learning method. In this study, the hybrid model was developed by combining the Mixture of Experts (MoE) and the Light Gradient Boosting Machine (LightGBM). The original voting classifier cannot directly accept deep learning models as the basis classifier. Thus, a new voting classifier was constructed by MoE. The traffic data were analyzed and modeled through the LightGBM, and the advanced features in data were learned through the MoE. Results showed that the hybrid model developed in this study has better predictive performance in terms of AUC, specificity, and sensitivity than single machine learning models and other hybrid models. The results of the ablation experiment verified the validity of the submodels in the hybrid model, and the hybrid model obtained better prediction performance in original sampling than in smote sampling and undersampling. In addition, SHapley Additive exPlanation was used to analyze the secondary crash impact features.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663627</guid>
    </item>
    <item>
      <title>Impacts of LA Metro’s K-14 Fareless Transit Initiative on Youth Travel Behavior</title>
      <link>https://trid.trb.org/View/2679030</link>
      <description><![CDATA[In October 2021, the Los Angeles County Metropolitan Transportation Authority (LA Metro), in collaboration with other regional transit operators and multiple school districts across the county, launched the GoPass pilot program to offer free transit passes to K-14 students, which became permanent in early 2024. Students in a high school district in the Greater Los Angeles area were surveyed to determine the reasons students decided to participate in GoPass and how the students subjectively valued their travel preference. Students were less likely to participate in the GoPass program if they had the use of a car for trips to school but more likely if they had the option to take transit for trips leaving school. Student demographics did not play a large role in whether they participated in GoPass. Students highly value cars and trip amenities, such as onboard Wi-Fi. They subjectively value reduced travel time at $71/hour, similar to other studies among adults, but valued reduced waiting time at $98/hour, again consistent with other studies that find a high relative value for shorter waiting time. Students are not likely to be persuaded to take transit merely by making it free. Instead, school districts may consider increasing the cost for campus parking permits and reducing the number of campus parking spaces to encourage greater use of transit and shared travel modes.]]></description>
      <pubDate>Mon, 16 Mar 2026 08:41:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679030</guid>
    </item>
    <item>
      <title>Research on injury characteristics of dummies based on secondary collision between occupant and seat in metro trains</title>
      <link>https://trid.trb.org/View/2635599</link>
      <description><![CDATA[Collision accidents, such as frontal collisions in metro trains, can cause serious occupant injuries. This study investigates the injury characteristics of dummies based on secondary collision between occupant and seat in metro trains. A full-scale finite element model of a frontal collision was developed. Using a simplified dummy-carriage coupling model, we compared acceleration boundary conditions and explored the protective effects of three seat structures, as well as the influence of occupant numbers and seating angles on secondary collisions. Results showed that enclosed seats offered the best protection. Occupants sitting at larger angles experienced more severe injuries, with those closest to the seat side panel suffering the most. Injury severity increased with the number of occupants. The research results are helpful for understanding the mechanisms of secondary collision injuries in metro trains.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:45:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635599</guid>
    </item>
    <item>
      <title>Habitat Credit Program for Pollinators/Monarchs</title>
      <link>https://trid.trb.org/View/2672006</link>
      <description><![CDATA[We examined daylight and paired non-daylight sites at 12 locations in central Pennsylvania to determine if daylighting had secondary benefits to native plants and pollinators. Daylight sites had significantly more species of native flowering forbs and shrubs than non-daylight sites. However, daylight sites also harbored significantly more species of non-native plants and noxious weeds. Pollinator assessment scores did not differ significantly between daylight and non-daylight sites. Pollinator habitat would be improved in daylight sites by controlling for non-native plants following daylight activity. In addition, pollinator habitat would be improved by considering other habitat components needed by pollinators such as wintering habitat and nesting habitat. Overall, we feel that with additional management, daylighting can provide benefits to pollinators where it is implemented in Pennsylvania. In particular, these benefits were most apparent along secondary rural roads.]]></description>
      <pubDate>Wed, 25 Feb 2026 16:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672006</guid>
    </item>
    <item>
      <title>Workforce Development Academy for Youth</title>
      <link>https://trid.trb.org/View/2663589</link>
      <description><![CDATA[To address the need for a diverse workforce in the 21st century and create an awareness of the career paths and opportunities that exist in the transportation industry, the College of Engineering, Computer Science, and Technology at the California State University, Los Angeles (CSULA) has created the Workforce Development Academy for Youth (WDAY). The goal of this program is to build a pipeline of diverse, well-qualified young professionals for the transportation industry. The program works with high school students and teachers to offer academic courses, basic skills, workforce readiness training, internships, extracurricular activities, and career placements to prepare students and place them into the Science, Technology, Engineering, and Math (STEM) college track. The academy emphasizes transportation as a valuable, accessible industry and aims to increase the number of underrepresented minorities and women who directly enter the transportation workforce. It also aims to increase the number of young people who enter college to study engineering or technology and subsequently pursue careers in transportation- and infrastructure-related careers. The WDAY program included STEM instruction, leadership development activities, field trips, job skills building activities, hands-on engineering projects and research application, internships, and more to empower participants to build competencies critical to academic and professional success. The program was conducted as a full-year program with 25 student participants from 18 high schools. Student academic progress was carefully monitored throughout the duration of the program to assess the effectiveness of its various components, and further evaluation data was collected from both students and faculty in the form of surveys, written feedback, and observation notes. Overall, the evaluations were overwhelmingly positive. Many participants reported planning to continue their education in STEM disciplines or enter the transportation workforce directly, making WDAY an important steppingstone on their academic and professional journeys.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663589</guid>
    </item>
    <item>
      <title>Spatial-temporal gated transformer network for freeway secondary crash prediction considering the impact of class imbalance</title>
      <link>https://trid.trb.org/View/2647714</link>
      <description><![CDATA[The primary objective of this paper is to improve the prediction accuracy of freeway secondary crashes by jointly modeling spatiotemporal dynamics and addressing the challenge of class imbalance. Using secondary-crash data from Interstate 5 (I-5) in California, the authors develop a Spatial-Temporal Gated Transformer Network (STGT-Net). STGT-Net employs a tri-branch encoder to model upstream, downstream, and differential traffic flows, and dual Transformer modules with a gated fusion mechanism to capture temporal and inter-feature dependencies. To address data rarity, the authors employ an LSTM-based Wasserstein GAN with gradient penalty (LSTM-WGAN-GP) to generate realistic, sequence-aware crash samples. Comparative results show that the secondary crash data generated by this method aligns more closely with real-world conditions than those produced by existing approaches. STGT-Net achieves substantial relative improvements of 13.08% in F1-score and 13.95% in Matthews Correlation Coefficient (MCC) compared with the best baseline. Finally, SHapley Additive exPlanations (SHAP)-based analysis reveals that upstream traffic variables contribute most strongly to the model’s predictions, with downstream and upstream–downstream differential indicators also providing informative cues.]]></description>
      <pubDate>Fri, 06 Feb 2026 08:45:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647714</guid>
    </item>
    <item>
      <title>University of Miami’s National Summer Transportation Institute (UM)</title>
      <link>https://trid.trb.org/View/2663224</link>
      <description><![CDATA[Already inhabited by more than 50% of the population and contributing to more than 55% of the nation's gross domestic product (GDP), coastal regions are still continuing to grow and attract people. At the same time, coastal regions are facing increasing threats from erosion and flooding caused by chronic events  like heavy rainfall, as well as discrete extreme events such as hurricanes. These events put people and properties, as well as the region's economies, in harm's way. It is through deliberate and strategic investments in STEM education, outreach and workforce initiatives, that the USDOT has the workforce to meet challenges, while advancing and maintaining our technological superiority.
The University of Miami (UM) is requesting to host the National Summer Transportation Institute (NSTI) program to encourage the younger generations into the STEM disciplines and coastal transportation infrastructure. Activities will include lectures, laboratory hands-on activities, and fun competitions related to coastal transportation infrastructure. Participants will engage in science rich activities, and develop critical thinking, teamwork, and career development skills. The PI was the director of the 2024 CREATE UM NSTI as well as 2015-2017 UM NSTI funded by FHWA and has the experience and expertise in transportation outreach programs. The following points include the goals that the NSTI program at the University of Miami seeks to accomplish. (1) Provide an exciting and effective summer program that will depict the principles, applications and challenges of the STEM fields through use of lessons, teamwork, group activities, competitions and field trips. (2) Create awareness of the coastal transportation industry and its career opportunities. (3) Encourage high school students toward the STEM disciplines by educating them on transportation engineering career opportunities. (4) Develop teamwork, problem solving, computer, writing and reporting skills to enable high school students to excel in their intended STEM field.


The University of Miami will conduct recruitment procedures through several media to select interested and enthusiastic high school students to participate in the summer program. The following media will be implemented to recruit students for the summer program: Flyers, Website, social media, school visits, information sessions.

Program Curriculum: (Week 1: 2nd week of July) Weekly Objective: Students will be introduced to the fundamentals of engineering. As the week progresses, the components of transportation engineering will be explored. The focus of this week will be on the explanation of advanced and high-performance construction materials used in the various modes of coastal transportation infrastructure, the importance of safety in transportation engineering, the different types of transportation structures and vehicles, and the new technological advancements in the coastal transportation infrastructure engineering industry. In addition, this week will also discuss the engineering of airport terminals and airplanes. (Week 2: 3rd week of July) Weekly Objectives: Students will learn about the emerging technologies for enhancing safety and resilience in coastal transportation infrastructure. Students will become familiar with the other modes of transportation, including water, and continue to learn about the air transportation.
]]></description>
      <pubDate>Sat, 31 Jan 2026 10:57:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663224</guid>
    </item>
    <item>
      <title>Examining the Factors Affecting the Uptake of Free School Transport: A Focus on Middle and Secondary Nonstate Schools</title>
      <link>https://trid.trb.org/View/2663043</link>
      <description><![CDATA[The increasing rise in traffic has prompted policy makers to introduce measures to reduce road incidents, delays, and economic and environmental impacts. In Malta, one such measure was extending free school transport services to middle and secondary school children attending nonstate institutions. This empirical study aimed to explore the determinants affecting the uptake of this service among those attending independent or church schools, examining whether factors identified by global scholars apply to the Maltese context. Using a quantitative methodology, middle and secondary nonstate school parents/guardians (hereafter “parents” for brevity) received an online self-administered questionnaire for voluntary completion. The study revealed that parents who consider their children to have excessive homework tend to transport them home themselves, allowing for earlier completion of homework and participation in evening after-school activities. Regression models indicated that parents who own a luxury car, which was a proxy used for wealth, were more likely to commute their children to school, even when controlling for the level of education of the parents within the household. Additionally, parents living farther from school were more likely to utilize free school transport owing to the inconvenience of traveling with their children while managing other commitments. Conversely, the age and gender of the child, the number of siblings, the availability of additional drivers within the household, and the parents’ social background did not significantly affect the uptake of school transport among middle and secondary school children attending independent and church schools in Malta.]]></description>
      <pubDate>Fri, 30 Jan 2026 09:04:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663043</guid>
    </item>
    <item>
      <title>Upper-secondary school segregation in Stockholm metropolitan area: The relationship between commuting distance and school characteristics</title>
      <link>https://trid.trb.org/View/2626911</link>
      <description><![CDATA[Although free school choice policies are often proposed as strategies to decouple residential and school segregation, research has found that they may actually increase segregation. This study investigates an underexplored aspect of these policies: the role of commuting in influencing school segregation patterns. Using Swedish register data from Stockholm Metropolitan Area, we analyse ethnic and socioeconomic segregation across residential neighbourhoods and upper-secondary schools. We examine students' distances to the nearest schools offering their chosen programs and their actual commuting distances in relation to the schools' characteristics. Our findings reveal that students with immigrant backgrounds, despite living closer to the nearest schools offering their chosen programs than native peers, tend to travel longer distances to attend their chosen schools. For native students, choosing nearby schools is associated with selecting more privileged institutions that have higher proportions of native students and higher average income levels. In contrast, students with immigrant backgrounds often travel longer distances to reach schools with characteristics similar to those attended by native students. These results challenge simplistic assumptions about the segregation-reducing effects of free school choice policies and highlight the complex interplay among the uneven distribution of educational opportunities, home-to-school mobility, and school selection strategies.]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2626911</guid>
    </item>
    <item>
      <title>Analysis of the impact of different bicycle infrastructure designs on cyclist–motor vehicle interactions on local roads</title>
      <link>https://trid.trb.org/View/2627496</link>
      <description><![CDATA[The increasing volume of bicycle traffic has heightened the demand for safe cycling infrastructure on local roads, where space and financial resources are often limited. This research investigates how different types of cycling infrastructure affect interactions between cyclists and motorized traffic. The goal is to provide policymakers with practical and applicable insights to support safe and feasible design choices.Four scenarios were developed in STISIM Drive® 3 (driving simulator software): no cycling infrastructure, advisory bike lanes, cycle streets, and adjacent bike lanes. These were implemented on both one-way and two-way streets. Driver behavior was analyzed using parameters such as passing distance, passing speed, overtaking distance, and overtaking time.The simulations show that on one-way streets, adjacent bike lanes offer the highest level of safety due to greater passing distances. Cycle streets offer the most safety on two-way roads, even though 55% of drivers violated the no-overtaking rule. Nevertheless, cycle streets still demonstrated high safety due to low passing speeds and ample overtaking distances. Advisory bike lanes represent a viable alternative in cases where the low-speed limit of cycle streets (30 km/h) is less desirable. In terms of cost-effectiveness and spatial feasibility, the safest options are often achievable, particularly in planning new road infrastructure. However, no clear relationship between infrastructure and cyclist safety was observed on one-way streets.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627496</guid>
    </item>
    <item>
      <title>How e-bike commuters choose trip routes? An exploratory analysis using both theory driven and data driven approaches</title>
      <link>https://trid.trb.org/View/2572627</link>
      <description><![CDATA[Gaining insights into how cyclists choose their routes is one major key to improving infrastructure and promoting cycling. Particularly commuters and e-bike users have been noted to have preferences unconstrained from shortest path logic. To that end, this paper aims to uncover cyclists’ preferences and the affecting nature-related attributes of routes for commuters to high school in Nijmegen, Netherlands. Based on a Dutch dataset the study analyzed 1284 e-bike cycling trips, each with four route alternatives, including the chosen one. The primary objective is to identify the most influential parameters affecting e-bike commuters’ route choices and understand their contributions. The approach employed both a simple path size Logit (PSL) and a Pairwise Combinatorial Logit (PCL) model, incorporating nature-related and interaction variables. Additionally, the research compared the predictive performance of Logit-based models with deep learning models. The findings shed light on the factors influencing e-bike commuters’ route choices and demonstrate the superior predictive capabilities of deep learning techniques, with a validation accuracy of 80.16%. By adopting a sensivitity analysis approach, we uncovered the key factors that influence our deep learning model in predicting cycling routes, giving a precise interpretation of our results. Our findings show that commuter e-bike cyclists prefer shorter routes with fewer traffic lights and favor routes that have more natural settings. However, their primary concern is efficiency in their commutes.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:55:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572627</guid>
    </item>
    <item>
      <title>Quick-Response Research on Long-Term Strategic Issues. Task 56. Transit Fare Programs for High School and Postsecondary Students</title>
      <link>https://trid.trb.org/View/2636148</link>
      <description><![CDATA[Innovative transit fare programs for high school and postsecondary students may have a range of benefits for transit agencies, educational institutions, and students. Communities in the United States with student fare programs have reported a variety of outcomes, including increased transit ridership and revenue, changes in travel behavior, improved mobility for students, reduced truancy, improved student retention, greater independence for young adults, reduced parking facility needs, and cost savings. TCRP Synthesis 131: College Student Transit Pass Programs (2018) identifies the following benefits: (1) Public transit agencies have experienced increased transit ridership by students, faculty, and staff; increased use of off-peak transit capacity; additional revenue; and improved transit agency performance. (2) Educational institutions, including postsecondary educational institutions, have experienced reduced demand for campus parking and improved affordability, while high schools have realized reduced truancy, increased student ridership during non-school hours, and reduced pupil transportation costs. (3) Students have improved mobility, including for students with disabilities; reduced commuting costs; and reduced education costs. This project expands upon the scope and approach of TCRP Synthesis 131 since it includes high school students and provides greater breadth of information and strategies for transit agencies and stakeholders interested in student fare programs. Despite growing interest in student fare programs, transit agencies lack clear information on which student fare programs, payment methods, funding approaches, partnerships, and promotional strategies are most effective in different operating environments. Research is needed to identify effective program characteristics, funding strategies, stakeholder partnerships, innovations to support program implementation, communications and promotion strategies to enhance adoption, and evaluation methods.  

OBJECTIVE: The objective of this research is to develop guidance for U.S. transit agencies of all sizes and modes and their partners to support the design, implementation, operation, funding, promotion, sustainability, and evaluation of student fare programs for high school and postsecondary students (see Special Note A). At a minimum, the resources should do the following: (1) Describe and analyze different models (or examples) of transit student fare programs applicable to a variety of communities and students with different characteristics throughout the United States. (2) Discuss and examine public transit fare policies (e.g., pricing, eligibility, dissemination, verification, and enforcement) and payment methods and technologies that effectively serve different types of public transit agencies, high schools, postsecondary educational institutions, and students, including those with disabilities. (3) Present and evaluate funding sources and identify circumstances that align with different stakeholder goals, with a particular emphasis on a resource-constrained funding environment. (4) Identify stakeholder roles and responsibilities and partnership structures to develop, implement, strengthen, and sustain student fare programs. (5) Present communication and outreach strategies to help transit agencies increase awareness, communicate benefits, and promote adoption of student fare programs by high schools and postsecondary educational institutions and transit ridership by their students. (6) Provide criteria and methods to evaluate the impacts of student fare programs on high school and postsecondary students including, but not limited to (a) Near- and potential long-term transit ridership and travel behavior impacts; (b) Cost and financial implications for transit agencies, high schools and postsecondary educational institutions, and students; (c) Different outcomes based on program characteristics; and (d) Other intended and unintended consequences. 
(7) Identify potential barriers to effective student fare programs and mitigation strategies for public transit agencies, high schools and postsecondary educational institutions, and students.  

RESEARCH PLAN: TCRP is seeking proposers’ insights on how best to achieve the research objectives. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and subaward time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meeting the research objectives. Task descriptions are intended to provide a framework for conducting the research. 

The research plan will describe appropriate deliverables, including the following (which also represent key project milestones): (1) An amplified research plan that addresses comments from the project panel at the subawardee selection meeting. (2) An interim report and panel meeting. The interim report should include the analyses and results of completed tasks, a plan for the remaining tasks, and a detailed outline of the final research product(s). The panel meeting will be virtual (e.g., Teams) and will take place after the panel reviews the interim report. The interim report should be submitted, and the panel meeting should occur after the expenditure of 40 to 50 percent of the project budget. The interim report should include an annotated outline of the resource. (3) 
Final deliverables should present effective practices for developing, implementing, operating, funding, promoting, sustaining, and evaluating student fare programs for high school and postsecondary students, supplemented by a conduct of research report documenting the research process. (4) A technical memorandum titled “Implementation of Research Findings and Products” (see item IV under the Important section). (5) 
A slide deck of the research findings and conclusions that may be used in webinars. 
Note: The research plan may include additional deliverables and panel meetings via teleconferences. Note: The research plan shall include a schedule for completion of the research, including 1 month for panel review of the interim report and 3 months for panel review and the research team's revision of the final research product(s).

SPECIAL NOTES: A. For purposes of this research, postsecondary educational institutions include public and private technical and vocational schools, community and junior colleges, undergraduate colleges and universities, and graduate and professional universities.

IMPORTANT: (1) The brochure Information and Instructions for Preparing Proposals for the Transportation Research Board’s Cooperative Research Programs includes extensive guidance on the preparation of acceptable proposals for submission to CRP. Revisions to these instructions are highlighted in yellow within that document. (2) Proposals will be rejected if any of the proposed research team members work for organizations represented on the project panel. The panel roster for this project can be found at https://www.mytrb.org/OnlineDirectory/Committee/Details/7450. Proposers may not contact panel members directly; this roster is provided solely for the purpose of avoiding potential conflicts of interest. (3) The text of the final deliverable is expected to be publication ready when it is submitted. It is strongly recommended that the research team include the expertise of a technical editor as early in the project timeline as possible. See Appendix F of the Procedural Manual for Subawardees Conducting Research in the Transportation Research Board’s Cooperative Research Program for technical editing standards expected in final deliverables. (4) The required technical memorandum titled “Implementation of Research Findings and Products” should (a) provide recommendations on how to best put the research findings/products into practice; (b) identify possible institutions that might take leadership in applying the research findings/products; (c) identify issues affecting potential implementation of the findings/products and recommend possible actions to address these issues; and (d) recommend methods of identifying and measuring the impacts associated with implementation of the findings/products. Implementation of these recommendations is not part of the research project and, if warranted, details of these actions will be developed and implemented in future efforts. (5) The National Academies have an ethical and legal obligation to provide proper attribution whenever material from other sources is included in its reports, online postings, and other publications and products. TRB will review all Cooperative Research Programs draft final deliverables using the software iThenticate for potential plagiarism. If plagiarized text appears in the draft final deliverable, the research team will be required to make revisions and the opportunity to submit future proposals may be affected.

Proposals must be uploaded via this link: https://www.dropbox.com/request/o5hujilwknbnae8ccrgh 
Proposals are due not later than 5:00 p.m. Eastern Time on 8/25/2026.

This is a firm deadline, and extensions are not granted. In order to be considered for award, the agency's proposal must be in our offices not later than the deadline shown, or the proposal will be rejected.

General Notes: (1) Regarding non-discrimination practices and policies, proposers are required to comply with applicable federal and state laws and regulations (including without limitation, federal civil rights laws, regulations, and requirements) and follow applicable federal guidance, except as the Federal Government determines otherwise in writing. Without limitation of the foregoing, proposers agree to prohibit discrimination as prescribed by Title VII of the Civil Rights Act of 1964. (2) The essential features required in a proposal for research are detailed in the current brochure entitled "Information and Instructions for Preparing Proposals". Proposals must be prepared according to this document, and attention is directed specifically to Section IV for mandatory requirements. Proposals that do not conform with these requirements will be rejected. (3) The total funds available are made known in the project statement, and line items of the budget are examined to determine the reasonableness of the allocation of funds to the various tasks. If the proposed total cost exceeds the funds available, the proposal is rejected. (4) All proposals become the property of the Transportation Research Board. Final disposition will be made according to the policies thereof, including the right to reject all proposals.
(5) Potential proposers should understand that follow-on activities for this project may be carried out through either a contract amendment modifying the scope of work with additional time and funds, or through a new contract (via sole source, full, or restrictive competition).]]></description>
      <pubDate>Mon, 08 Dec 2025 20:08:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636148</guid>
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