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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>An approach to measure walkability integrating individual walking decision and service facility preference: Community-wide study of Chongqing, China</title>
      <link>https://trid.trb.org/View/2663706</link>
      <description><![CDATA[Despite walkability has become a critical concern for citizens, academic researchers, and policymakers, the conventional walkability methods limited validity and applicability in different urban contexts. One of the key reasons is that the index ignores individual microscale walking preference behaviors that are important in assessing walkability. The incorporation of subjective decision preferences into walking decision-making process for service facilities represents a significant advancement for walkability measurement. To address this gap, this study introduces a novel walkability measurement approach based on discrete choice stated preference (DCSP) to investigate individual walking decision behavior preferences for service facilities, termed the Facility Stated Preference (FSP) method, and reveals the decision utility of walking preferences for 21 types of service facilities using three key variables: Use Frequency Preference (UFP), Use Diversity Preference (UDP), and Spatial Distance Preference (SDP). To validate the effectiveness and applicability of the FSP method, a case study is conducted across eight diverse communities in Qixinggang. The findings indicate significant spatial disparities in walkability scores across different geographical units, with modern residential areas along urban arterial roads exhibiting better walkability compare to older communities in the south and north. Additionally, the study highlights varying levels of walkability associated with different types of service facilities, with subway stations, bus stations, and primary and middle schools emerging as key contributors to overall walkability. These insights provide a deeper understanding of individual walking decision preferences and enhance predictive capabilities for service facility planning, serving as a valuable resource for urban planning authorities and policymakers in forecasting walking demand and optimizing service facility allocation.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663706</guid>
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    <item>
      <title>Preferences for MaaS bundles: Insights from various choice models</title>
      <link>https://trid.trb.org/View/2663705</link>
      <description><![CDATA[More transport opportunities are available in cities, but the adoption of diverse solutions is rather slow. This highlights a gap between the growing availability of mobility options and travelers’ limited willingness to integrate them into daily travel. Mobility as a Service (MaaS) is considered a mobility management tool that integrates less popular modes with more established ones, such as public transport. However, the promising idea is not accompanied by successful implementation. Thus, this study aims to unveil travelers' preferences and willingness to pay for MaaS, providing relevant inputs for creating policies to enhance the adoption of mobility solutions. Various choice models (MNL, MXL, LC) are applied to analyze the data gathered from stated preference experiments in Hungary. The descriptive analysis reveals that younger individuals and frequent public transport users are likely early adopters of MaaS bundles. The combination of public transport and bike-sharing is the most favored option, while e-scooter-sharing becomes favorable when it is combined with bike-sharing and discounts on taxi. Frequent car users prioritize add-ons when making choices, while non-working car users and those without a college education show stronger preference for bike-sharing over other services. The findings offer a snapshot of how service combinations influence MaaS uptake and provide insight into traveler segments that may be more resistant to adoption, offering guidance for policymakers and operators in designing tailored, equitable MaaS bundles.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663705</guid>
    </item>
    <item>
      <title>Unlocking digital and social value in public transit: A discrete choice experiment with urban passengers</title>
      <link>https://trid.trb.org/View/2689868</link>
      <description><![CDATA[Urbanization in rapidly growing cities has intensified demand for sustainable public transport solutions. Despite their potential, traditional and electric bus services remain underutilized due to limited attractiveness. The case study is Hanoi (Vietnam), where bus use is constrained by reliability and access challenges and strong competition from private motorbikes and ride-hailing. This study investigates passengers’ preferences and their willingness to pay (WTP) for key service improvements in the bus system. A Discrete Choice Experiment (DCE) was conducted to evaluate six attributes: ride experience, schedule punctuality, bus app usability, emission reduction, walking distance to bus stops, and fare. Based on survey data from 366 respondents, the study estimates WTP and examines how socio-demographic factors influence user choices. The findings indicate that ride safety and punctuality are most valued, followed by environmental friendliness and the usability of mobile applications. Notably, passengers with children and those expressing environmental concern show higher WTP, whereas low-income and infrequent users are more price sensitive. These results offer practical implications for fare policies, service design, and targeted communication strategies to enhance public transport adoption. The study contributes to the limited literature on bus service valuation in developing countries and supports evidence-based planning through DCE methodology.]]></description>
      <pubDate>Wed, 13 May 2026 17:01:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689868</guid>
    </item>
    <item>
      <title>Broken mobility: An exploratory study on public transport and youth-mistrust in contemporary Greece</title>
      <link>https://trid.trb.org/View/2679133</link>
      <description><![CDATA[In recent years, Greece’s mobility infrastructure has been increasingly criticized for its unreliability, territorial disparity, and lack of transparency. These systemic issues have been exacerbated by socio-political unrest and tragic events, most notably the 2023 Tempi railway disaster. Through a mixed-methods approach; combining surveys, qualitative interviews, and participatory workshops, this study analyses how a group of Greek youth experience and interpret public transport. The findings reveal a fragmented system shaped by underinvestment, poor planning, and civic disconnection. Beyond infrastructure, the research highlights the emotional and political dimensions of mobility, with recurrent distrust in institutions, normalized resignation, and reliance on individual strategies. Ultimately, the article argues that transport in Greece might not simply be a technical challenge but also a perceived erosion of democracy, and calls for a redefinition of transport policy as a central element of social justice and public accountability.]]></description>
      <pubDate>Wed, 13 May 2026 17:01:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679133</guid>
    </item>
    <item>
      <title>Putting a Price on Regional Rail Quality: Evaluating the Value Potential Riders Place on Regional Rail Service Attributes</title>
      <link>https://trid.trb.org/View/2702083</link>
      <description><![CDATA[Public transit has suffered from chronic disinvestment despite its community-wide benefits. Post-pandemic, drastic changes in travel demand have left agencies grappling with financial stress. California’s transit ridership has generally tracked alongside national ridership trends with a substantial dip in ridership and then slow recovery, but commuter rail mode share has remained substantially lower than pre-pandemic shares. Most rail services are geared towards serving commuters; higher frequency is offered during weekdays and peak hours, ticket pricing is tailored to favor people making the same kind of trip on a regular basis, and service hours align with commuter needs. The five days-a-week commuting to work lifestyle is no more, and rail agencies serving commuters are experiencing decimated ridership that is showing no signs of bouncing back. This project uses survey research targeted towards understanding how to tailor rail services to gain new markets for regional rail services. The research team developed a stated preference (SP) experiment to understand evolving needs of commuters and non-commuters, as well as riders and potential riders. The service attributes under study include train schedule, ticket cost, station access, reliability, station amenities, and how the potential user base views rail services. Although the study will focus on the area defined by its research partner, Capitol Corridor, it is widely applicable across the country in locations with intercity, suburban, and small urban regional rail services.]]></description>
      <pubDate>Wed, 13 May 2026 16:58:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702083</guid>
    </item>
    <item>
      <title>A deeper look at the effects of the Mobility-as-a-Service (MaaS) service experience on brand loyalty and brand attachment: the roles of effort and seamlessness</title>
      <link>https://trid.trb.org/View/2692553</link>
      <description><![CDATA[Mobility-as-a-Service (MaaS) has been promoted to enhance sustainable urban mobility. The hypothetical or trial scenarios in most existing studies remain a limitation of the intention–behavior gap, indicating that expressed intentions may not translate into actual use. This study focuses on the “S” of service in MaaS and conceptualizes the MaaS service experience using two key dimensions—effort and seamlessness to investigate the effects of users’ experience-based evaluations on behavioral outcomes. Using an online survey of 459 current users of an operational MaaS scheme in Taiwan, we empirically investigated the interrelationships between effort, seamlessness, experiential value, satisfaction, brand loyalty, and attachment. Different service-experience profiles were also identified using the latent profile analysis. Policy implications suggest that MaaS governance should shift from promoting adoption to managing service performance. Segment-specific service standards can further support user retention and the long-term sustainability of schemes.]]></description>
      <pubDate>Fri, 01 May 2026 14:33:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692553</guid>
    </item>
    <item>
      <title>Older People’s Perceptions of Emerging Transport Technologies and Intentions to Use Them: Are Mobility Innovations like AVs and MaaS Ageing-Friendly?</title>
      <link>https://trid.trb.org/View/2692546</link>
      <description><![CDATA[This study explores how older people perceive emerging transport technologies, designed to reform the future of mobility. With older populations rising dramatically and being on the one hand the age group most vulnerable to social exclusion and on the other hand increasingly influential in societal structures, the transport sector is under pressure to adapt to their diverse and sometimes specialised mobility needs. In this context, the study explores older people’s perceptions of Autonomous Vehicles (AVs), Mobility-as-a-Service (MaaS), assistive technologies, real-time information systems and travel apps, focusing on their potential to enhance autonomy, accessibility, and mobility. In particular, we study older people’s self-reported intention to use them. Data were collected via a face-to-face quantitative survey targeting residents aged 60 and over living in North England; a rare and laborious data collection approach in a dynamic UK region, fit for people often underrepresented in digital mobility research. We used descriptive statistics, ANOVA tests and ordinal regression to study their technology adoption decision-making. Findings reveal mixed attitudes: while older people recognise the benefits of increased independence and tailored mobility, concerns about affordability, ease of use, and digital literacy also emerge. ANOVA tests demonstrate that socio-economic characteristics like the educational background, driving license holding, internet usage and income are major factors underpinning older people’s perceptions of emerging transport technologies. Moreover, the intention to use these initiatives is statistically associated with the importance a participant ascribed to their own transport accessibility, experience with technology, concerns of safety, cost savings, access to training and driving license holding. Our study ultimately voices the importance of inclusive design and policymaking to prevent the digital marginalisation of older people and calls for targeted older age-specific educational and awareness-raising initiatives to build trust and engagement with a future mobility paradigm that seems inevitable.]]></description>
      <pubDate>Fri, 01 May 2026 14:33:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692546</guid>
    </item>
    <item>
      <title>The benefits of digital travel information for informal transport: Insights from app users in Cochabamba, Bolivia</title>
      <link>https://trid.trb.org/View/2667049</link>
      <description><![CDATA[This study provides an in-depth analysis of the impact of a multimodal journey-planning app on users of informal public transport systems in Cochabamba, Bolivia. We analyze survey data (N=648) collected through the Trufi Association NGO’s digital travel app on changes in mobility behavior, satisfaction, and everyday life improvements. Participants report more frequent use of informal transport (49.7%) and an improvement in their everyday lives (75.9%) since using the digital travel information app. A high level of satisfaction with the Trufi Association app is found in the entire sample (85.5%). Using ordinal logistic regressions and non-parametric mean tests, it is mainly young people and women who benefit most from the availability of digital information. We observe that the main motivation for using informal transport in Cochabamba is its low cost, access to locations, and the lack of alternatives. Overall, this study highlights the importance of developing journey-planning apps for informal transport systems in the Global South, offering insights into subsequent satisfaction and improvements in daily life.]]></description>
      <pubDate>Wed, 29 Apr 2026 17:04:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667049</guid>
    </item>
    <item>
      <title>Exploring knowledge, attitudes, and practices of active mobility in a developing economy city</title>
      <link>https://trid.trb.org/View/2667047</link>
      <description><![CDATA[Active mobility options such as walking and cycling offer affordability and environmental benefits, making them essential in rapidly urbanizing cities. Yet these modes remain underused in many developing contexts due to limited evidence to guide planning and investment. This study examines how socioeconomic, behavioral, and spatial factors shape active mobility choices in Kampala, Uganda. A cross-sectional survey of nearly 500 respondents across three city divisions collected information on demographics, travel behavior, infrastructure perceptions, and self-reported barriers. Using chi-square tests, latent class analysis, and logistic regression, we explored gender differences, occupational mobility patterns, and spatial accessibility. Findings show broad agreement across genders on the benefits of active mobility, though men more often linked it to congestion reduction likely reflecting greater exposure to peak-hour traffic. No gender differences were found in perceived barriers, suggesting shared infrastructural challenges. Occupational patterns revealed equity-linked mobility with unemployed individuals and students relying more on walking and cycling, underscoring economic necessity. Spatial analysis indicated significant variation in walking times across divisions due to urban form and walkway encroachments from informal trading. A two-class latent model further distinguished frequent active-mobility dependents, who face daily infrastructural challenges and develop adaptive familiarity with their environment, from occasional users whose limited engagement produces more favorable but less informed perceptions. Overall, these findings highlight that active mobility in Kampala is shaped as much by structural constraints as by preference. Advancing a more equitable and resilient transport system therefore demands a dual strategy, investing in safer, continuous, and better-connected infrastructure while reshaping social perceptions so that walking and cycling are viewed not as modes of necessity but as accessible, aspirational, and sustainable choices for all.]]></description>
      <pubDate>Wed, 29 Apr 2026 17:04:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667047</guid>
    </item>
    <item>
      <title>How vehicle-to-grid configurations shape plug-in electric vehicle purchase intentions: Evidence of non-transferable effects</title>
      <link>https://trid.trb.org/View/2692677</link>
      <description><![CDATA[Transport electrification is increasingly tied to integrating vehicles into power systems as distributed energy assets. Vehicle-to-grid (V2G) technologies enable this integration but are not deployed as a single uniform technology. Instead, V2G is implemented through distinct application-specific configurations that differ in control, risk exposure, and institutional involvement. This study examines whether plug-in electric vehicle (PEV) purchase drivers remain stable across V2G configurations or whether specific technology use cases fundamentally reshape adoption outcomes. Using 3890 California Vehicle Survey observations, this study estimates separate random parameters logit models for four V2G configurations: home backup, peak shaving, paid grid discharge at home, and paid grid discharge at work. Key predictors are identified using machine-learning-based feature selection, and formal likelihood ratio tests are used to assess parameter transferability across configurations. Results reveal strong non-transferability of PEV purchase drivers, indicating that V2G configurations activate distinct decision contexts rather than a common adoption logic. Findings show that home-based V2G configurations, which preserve user control and spatial autonomy, are associated with broader and more robust increases in PEV purchase intention likelihood, particularly among households with private parking, solar adoption, and multiple vehicles. In contrast, paid workplace discharge, characterized by third-party control and constrained mobility, exhibits pronounced negative effects linked to stranded risk and opportunity costs. These findings demonstrate that V2G configurations shape market responses to PEV purchase intentions and policy effectiveness. Uniform incentive schemes risk misaligned subsidies. Effective V2G-enabled PEV diffusion therefore requires configuration-specific policies that align incentives, governance, and infrastructure with the distinct sociotechnical logics embedded in each V2G model.]]></description>
      <pubDate>Wed, 29 Apr 2026 17:04:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692677</guid>
    </item>
    <item>
      <title>Identifying transport preferences in a South African township: A case study of Soweto</title>
      <link>https://trid.trb.org/View/2679340</link>
      <description><![CDATA[Rapid urbanisation and apartheid-era land-use legacies leave many South Africans captive to long, costly, and unsafe commutes. Yet rigorous evidence on how township residents value transport attributes is scarce. This study addresses that gap with the face-to-face stated-preference survey dataset for travelling to work and higher education institutions in South Africa. Using an efficient best-worst design, 201 face-to-face interviews were conducted in Soweto, eliciting dual responses on cost, in-vehicle time, first/last-mile effort, comfort, and safety for both public and private transport options. Mixed-logit best-worst models capture unobserved taste heterogeneity and deliver the township's first mode-specific elasticities and willingness-to-pay measures. Results show no systematic behavioural differences in mode choice between workers and adult students. Instead, attribute valuations are dominated by safety concerns. The willingness to pay for a “very safe” service is over four times that for a one-hour reduction in travel time. Elasticities confirm that safety improvements have the greatest potential to shift demand, whereas marginal fare increases sharply deter low-income users. The findings stress that enhancing perceived and actual safety is a prerequisite for sustainable mode shift in South African townships. They also provide policy-ready parameters for appraisal of bus, rail and minibus-taxi upgrades in similarly segregated African cities.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:17:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679340</guid>
    </item>
    <item>
      <title>How shared autonomous vehicle services affect commuters’ value of travel time in Shanghai, China</title>
      <link>https://trid.trb.org/View/2657092</link>
      <description><![CDATA[Shared autonomous vehicles (SAVs), a combination of shared mobility service and autonomous vehicle technology, are widely regarded as a promising pathway toward more sustainable, efficient, and equitable urban transportation systems. The impact of SAVs on commuters' value of travel time (VOTT) is critical for transportation planning authorities but remains insufficiently understood. Since the high uncertainty in the VOTT often arises from substantial preference heterogeneity across individuals, this paper developed a mixed multinomial Probit model with correlated error terms to analyze the impact of SAV service on commuters’ mode choice and the VOTT in Shanghai, China. The results show that, relative to the VOTT derived from revealed preference data, the VOTT for private cars based on stated preference data after the introduction of SAV services shows a slight increase, while the VOTTs for taxis and public transit remain largely unchanged. The results further indicate a reduction of nearly one-half in the VOTT for SAV relative to private cars. Policy implications are also discussed to promote the development and sustainability of urban mobilities.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657092</guid>
    </item>
    <item>
      <title>Comparing shared autonomous vehicle adoption in Beijing and Busan: The role of rideshare perception</title>
      <link>https://trid.trb.org/View/2689491</link>
      <description><![CDATA[Understanding shared autonomous vehicle (SAV) adoption requires attention to psychological dispositions and contextual influences. This study investigates how perceptions related to ridesharing, particularly the willingness to rideshare (WTRS), shape SAV adoption intentions in two contrasting urban contexts: Beijing, China and Busan, South Korea. Employing a hybrid choice modeling framework, we incorporated latent psychological constructs including technology savviness, trust in fellow passengers, perceived economic benefits, environmental consciousness, and privacy concerns, along with socio-demographic variables. The results confirm that the WTRS is a significant predictor of SAV adoption in both cities. However, a posterior analysis of the latent variable distributions reveals that Busan respondents, despite exhibiting lower technology savviness, weaker trust in fellow passengers, lower environmental consciousness, and stronger privacy concerns than their Beijing counterparts, express greater interest in adopting SAVs. This divergence suggests that psychological readiness alone does not fully account for behavioral intentions. It may reflect practical considerations, such as limited mobility or higher transportation costs in the region, which can heighten interest in shared mobility services despite lower psychological readiness. Therefore, a nuanced understanding of both attitudinal and contextual drivers is essential for promoting equitable and context-sensitive SAV deployment.]]></description>
      <pubDate>Tue, 28 Apr 2026 17:06:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689491</guid>
    </item>
    <item>
      <title>Pune Metro: Preference Survey and Analysis for the Modal Split of Work Trips to Hinjewadi</title>
      <link>https://trid.trb.org/View/2579836</link>
      <description><![CDATA[Pune is one of the cities selected for the smart city mission, an initiative undertaken by the Government of India. Pune stands eighth amongst the largest metropolises in India and ranks in second position after Mumbai in Maharashtra. Pune has been very well known as ‘Educational Hub’ since ancient times. The development of the IT sector and many industries has given rise to employment opportunities. Besides this, Pune has cultural importance as well. Thus, migrants are attracted to Pune from different parts of the country as well as abroad. There is a significant increase in vehicle ownership and ultimately the number of vehicles on the road for the transportation of the huge population in Pune. Nowadays, traffic congestion problem has become very serious and needs to be solved smartly. The infrastructural development alone cannot solve the traffic problems and so there is a need to strengthen the public transport system with the appropriate modal split. Mass rapid transit system plays a vital role in such metro cities. Pune Metro is under construction and there is a need to analyze the preference of Pune Metro by the people so that Pune Metro can be considered as a major mode of transport in the modal split for work trips to Hinjewadi. This study reveals the preference of people to use metro for the work trips to Hinjewadi. The analysis of various criteria by stated preference survey shows that the majority of people are definitely willing to choose the metro.]]></description>
      <pubDate>Tue, 28 Apr 2026 16:55:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579836</guid>
    </item>
    <item>
      <title>Friend or foe? Exploring the choice preference between E-moped sharing and public transport: an integrated heteroskedastic generalized choice and latent variable (IHGLV) approach</title>
      <link>https://trid.trb.org/View/2635277</link>
      <description><![CDATA[While shared mobility can complement public transport (PT), it may also present competitive threats. Many cities have introduced electric moped sharing (EMS), but limited research examines the relationship between EMS and PT. This study explores preferences and substitution patterns between EMS and PT among 854 bus users in Taiwan using an Integrated Heteroskedastic Generalized Choice and Latent Variable (IHGLV) model, which integrates a hybrid choice model with heteroskedastic generalized choice logit. This hybrid choice framework accounts for mode attributes, latent variables (including independence, perceived safety, and hedonic motivation), and socioeconomic factors for both short- and long-distance trips. Results show that in-vehicle time has the highest elasticity, while access time reflects the highest willingness to pay. Latent variables affect mode choice, where perceived safety and independence are moderated by socioeconomic factors. Substitution patterns exhibit substantial heterogeneity for long-distance trips. Mode competition is more intense for short-distance trips due to the availability of alternatives. Introducing EMS alone is unlikely to substantially boost PT ridership, as travelers’ established mobility habits and perceptions greatly influence their preferences. Policy implications are discussed and provided accordingly.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:20:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635277</guid>
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