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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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    <item>
      <title>Multi-period binding freight contract using swing options</title>
      <link>https://trid.trb.org/View/2605022</link>
      <description><![CDATA[The truckload freight market is a critical component of the US transportation industry, yet freight contracts used in this market are considered non-binding. Most shippers are challenged with freight rejection problems and forced to source from the spot market. The swing option is an exotic option that allows the holder to purchase or sell a defined quantity of underlying assets. This study proposes the use of swing options as multi-period binding freight contracts between shippers and carriers and builds a fair valuation framework using a mean-reverting process for the freight rates, the Hull-White tree model, and dynamic programming. Numerical examples are given to explain the multi-period price behaviours of the swing option freight contract. Sensitivity analyses are conducted on several key model parameters to understand the impacts of model parameters on the price of the swing option freight contract. Moreover, the performance of six tendering strategies is compared under different market conditions, which helps shippers make informed decisions on purchasing or entering into swing option contracts. Our results show that the shipper in an existing freight contract with a high freight rate benefits the most by tendering to the spot market and purchasing the short-term call swing option freight contract at a low strike price.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:14:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2605022</guid>
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    <item>
      <title>Future freight and logistics survey: An integrated vehicle-and-shipment-tracking data collection method and a case study in the United States</title>
      <link>https://trid.trb.org/View/2618285</link>
      <description><![CDATA[High-quality freight data are essential for transport planning and decision-making, particularly when conducting freight analysis and modeling. Conventional freight surveys have limitations, such as low data collection efficiency and a lack of detailed shipment and vehicle activities. Moreover, few previous studies have developed an integrated survey methodology to collect high-quality freight data and conducted a practical pilot study to verify its feasibility. To address this research gap, this study provides a systematic approach to collect high-quality data and reduce the burden on both the surveyors and participants. Based on the Future Mobility Sensing (FMS) platform, the survey is implemented. It utilizes mobile sensing devices and wireless communication technologies to capture data on the movements and activities of vehicles and shipments. They are then interpreted into freight diaries using machine learning algorithms. A pilot study was conducted in the United States, where the vehicles and shipments of each participating establishment were continuously tracked for 1–3 weeks. This effort collected high-resolution GPS trajectories and identified 806 vehicle stops with detailed activity data captured at each stop. The 97.27 % (784 out of 806) detection success rate for vehicle stops and the 81.81 % (72 out of 88) success rate for generating shipment timelines have demonstrated the feasibility of this integrated approach. The novelty and key contributions of this study are threefold: (1) It proposes a fully integrated and feasible freight survey methodology that involves all key decision-makers (i.e., shipper, carrier, driver, and receiver) to collect comprehensive freight activity data that reveal actual behaviors. (2) The proposed methodology includes simultaneous tracking of shipments and vehicles, which supports the matching of these flows to reconstruct the complete transport process. The dual-tracking also enables cross-checking when shipment or vehicle data are missing. (3) It introduces a platform-based multi-party collaborative verification mechanism to support all decision-makers in verifying the collected data directly. This enhances both data accuracy and reliability. Overall, the framework involves multiple decision-makers and provides a holistic view of the entire freight process, offering a significant advancement over traditional freight surveys. Moreover, the comprehensive dataset collected through this integrated approach supports the model development, especially for activity-based models and agent-based models, which are essential for evaluating logistics performance and informing freight policy-making.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618285</guid>
    </item>
    <item>
      <title>Crowdsourced reviews reveal substantial disparities in public perceptions of parking</title>
      <link>https://trid.trb.org/View/2679695</link>
      <description><![CDATA[Due to increased reliance on private vehicles and growing travel demand, parking remains a longstanding urban challenge globally. Quantifying parking perceptions is paramount as it enables decision-makers to identify problematic areas and make informed decisions on parking management. This study introduces a cost-effective and widely accessible data source, crowdsourced online reviews, to investigate public perceptions of parking across the U.S. Specifically, we examine 4,987,483 parking-related reviews for 1,129,460 points of interest (POIs) across 911 core-based statistical areas (CBSAs) sourced from Google Maps. We employ the Bidirectional Encoder Representations from Transformers (BERT) model to classify the parking sentiment and conduct regression analyses to explore its relationships with socio-spatial factors. Findings reveal significant variations in parking sentiment across POI types and CBSAs, with Restaurants showing the most negative. Regression results further indicate that denser urban areas with higher proportions of African Americans and Hispanics and lower socioeconomic status are more likely to exhibit negative parking sentiment. Interestingly, an opposite relationship between parking supply and sentiment is observed, indicating that increasing supply is not always associated with improved parking experiences. Finally, our textual analysis identifies keywords associated with positive or negative sentiments and highlights disparities between urban and rural areas. Overall, this study demonstrates the potential of a novel data source and methodological framework in measuring parking sentiment, offering valuable insights that help identify hyperlocal parking issues and guide targeted parking management strategies.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679695</guid>
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    <item>
      <title>Bridging the gap with highway cap: Reshaping urban landscapes without gentrification</title>
      <link>https://trid.trb.org/View/2681854</link>
      <description><![CDATA[This study investigates the impact of highway caps on gentrification for ten highway cap projects completed between 1992 and 2016 across nine U.S. cities. Three observations are made by conducting a quasi-experimental research design to measure changes in demographic, socioeconomic, and housing characteristics. First, there are no consistent demographic changes (e.g., White, Black, Hispanic) across highway cap projects, suggesting that highway caps do not uniformly drive racial demographic shifts. Second, the socioeconomic characteristics of households in highway cap neighborhoods show overall improvement. These neighborhoods experienced an increase in household income across all projects, with 60% of the projects also reporting a decrease in the poverty rate. Third, housing characteristics exhibit mixed outcomes following the intervention. In 70% of the projects, the number of housing units either increased or remained the same, while in 80% of the projects, the number of vacant units decreased or remained stable. Findings suggest that highway caps may be a potential solution to reconnect communities without inducing gentrification.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681854</guid>
    </item>
    <item>
      <title>Securing critical maritime and Navy infrastructures: A workforce analysis of the Navy Security Forces</title>
      <link>https://trid.trb.org/View/2674977</link>
      <description><![CDATA[Securing critical naval installation and seaports is critical to maritime security. This paper examines civilian police officers and enlisted Master at Arms (MA) in the Navy Security Forces (NSF) who are in charge of securing these critical assets and key personnel. Data is compiled through Defense Manpower Data Center (DMDC) records from 2017 to 2024 for police officers and 2001–2024 for MA personnel. Most notably, the study exposes a substantial pay disparity between NSF police officers and other police officers. This disparity is particularly problematic considering NSF officers are commonly stationed in expensive coastal areas in these states. This paper is an analysis to look at the dynamics at play and to inform decision makers on steps to take to make sure the NSF community remains strong and ready.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674977</guid>
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    <item>
      <title>Assessing Radiation Exposure, Health Outcomes, and Mitigation Strategies for Flight Crewmembers</title>
      <link>https://trid.trb.org/View/2714408</link>
      <description><![CDATA[Flight crewmembers are occupationally exposed to cosmic ionizing radiation. Although the radiation dose received during any individual commercial flight is generally low, dose accumulates over the course of a career and varies based on flight altitude, latitude, duration, and solar activity. Ionizing radiation is a known cause of certain cancers and other adverse health outcomes, yet important questions remain regarding the long-term health implications of cumulative radiation exposure. This report examines scientific evidence related to occupational radiation exposure among flight crews, evaluates radiation dose estimation models, assesses the feasibility of future epidemiologic studies, and identifies opportunities to strengthen monitoring, communication, and mitigation strategies. A key message from this report is that radiation exposure in aviation warrants attention as an occupational hazard. Estimated annual occupational doses for flight crew generally fall well below recommended limits; however, exposures over a career and cumulative dose received warrant monitoring and tracking. Additionally, the tools for monitoring exposure and educating workers are already available but are not uniformly utilized or deployed. The report presents a coordinated path forward for improving occupational radiation safety in commercial aviation. Recommendations include implementing structured radiation safety programs, developing a centralized dose-tracking system for flight crew, improving communication and considerations for pregnant workers, strengthening radiation dose estimation models, and supporting long-term research infrastructure. These actions would help airlines, regulators, and flight crewmembers better understand and manage cumulative radiation dose received over a flight crewmember's career.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:11:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714408</guid>
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    <item>
      <title>U.S. Inland Waterway Resilience to Support the Movement of Supply Chains</title>
      <link>https://trid.trb.org/View/2714187</link>
      <description><![CDATA[Strengthening domestic supply chains is a U.S. national policy priority. To further this goal, it is essential to consider the resilience of the infrastructure systems that enable the movement of goods. In particular, understanding how different types of commodities utilize various transportation modes—and planning strategies to minimize disruptions to these services—is critical to effective supply chain management. Inland waterways are an essential component of a resilient multimodal transport system to underpin the domestic supply chain. This report summarizes findings from two workshops designed to bring together experts representing both domestic inland waterway operations and management and international associations representing different transportation modes. These groups identified seven key attributes for a resilient transportation system: (1) foundational knowledge and understanding of the system; (2) redundant and maintained transportation infrastructure; (3) mapped interdependencies and known cascading effects; (4) authoritative data, information sharing, and advanced technological integration; (5) established strategic plans and crisis preparedness; (6) strong collaboration, communication, and governance; (7) shared knowledge and workforce development.]]></description>
      <pubDate>Tue, 16 Jun 2026 16:11:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714187</guid>
    </item>
    <item>
      <title>An Evaluation of the Long-Term Effects of the COVID-19 Pandemic on Public Transportation Use</title>
      <link>https://trid.trb.org/View/2712623</link>
      <description><![CDATA[Public transit offers significant societal benefits, offering efficient accessibility for all and helping to reduce congestion and greenhouse gas emissions. However, the COVID-19 pandemic has altered many aspects of travel behavior and had particularly important implications for the future use of transit. Despite significant evidence of rebounds in ridership from pandemic lows, transit has not fully recovered. Various factors have contributed to this slow recovery, including continued fears of safety, service cuts, new travel habits, evolving work arrangements, and the growth of online activity participation. In this study, we examine changes in public transit use during the pandemic, as well as the potential transitory nature of these shifts. Using data from the 2022 National Household Travel Survey, we explore the permanence of pandemic-era changes to public transportation (PT) use behaviors in the United States, connecting future use intentions directly with the change in use during the pandemic. The results of this study point to significant changes of use through the pandemic and heterogeneity in the permanence of these impacts based on age, gender, race, ethnicity, income, and vehicle constraints. By identifying groups who have reduced their use of transit post-pandemic and state that this change is likely to be temporary, we identify individual groups who may be most receptive to PT service improvement interventions. More broadly, we formulate several specific policy recommendations intended to help revitalize transit services in the United States in the aftermath of the pandemic and discuss the implications of the pandemic for current and future public transportation policies.]]></description>
      <pubDate>Tue, 16 Jun 2026 07:28:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712623</guid>
    </item>
    <item>
      <title>Identifying Targets for Electric Vehicle Industry Improvement: Infrastructure, Policy and Technological Solutions for a Sustainable Future</title>
      <link>https://trid.trb.org/View/2712621</link>
      <description><![CDATA[Electric vehicles (EVs) are globally recognized as a key strategy for reducing greenhouse gas emissions and decarbonizing the transportation sector. Regions have made significant progress in electrifying mobility; despite global momentum, adoption remains inconsistent. High upfront costs, insufficient charging infrastructure, battery performance concerns, and limited public awareness continue to present major challenges. This report presents a comprehensive review of these barriers based on a research effort drawing from global, national, and state-level studies. The findings are contextualized for the United States transportation ecosystem using international and national comparisons to identify scalable, effective policy and technology interventions. The research integrates global trends to ensure contextual relevance and broader applicability. The research is a behavioral study of vehicle choice to addresses the question of what characteristics of the electric vehicle environment should be identified for change to motivate people to adopt electric vehicles.]]></description>
      <pubDate>Tue, 16 Jun 2026 07:28:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712621</guid>
    </item>
    <item>
      <title>The Changing Composition of U.S. Vehicle Miles Traveled: Evidence from VIUS, NHTS, and FHWA Highway Statistics</title>
      <link>https://trid.trb.org/View/2712613</link>
      <description><![CDATA[This project explores how the composition of vehicle miles traveled (VMT) shifted over the past two decades in the United States. The analysis integrates the Vehicle Inventory and Use Survey (VIUS) and the National Household Travel Survey (NHTS) to trace changes across household and non-household-related travel domains. Evidence shows that household VMT has declined while commercial activity has grown steadily over the last two decades. Household total VMT estimated from NHTS declined from 2.27 trillion miles in 2001 to 1.85 trillion miles in 2022. Over the same period, VIUS shows that between 2002 and 2021 vehicles with any reported business use increased by more than 6 million, pushing associated total VMT from 4.23 trillion to 5.38 trillion miles. These findings indicate a structural shift in the United States roadway demand. Household driving has contracted both in absolute terms and as a share of national travel, while commercial fleets have expanded and now account for a larger proportion of vehicle activity, though the increase in truck-related VMT has not fully offset the reduction in household mileage. Part of this shift likely reflects the lingering effects of the COVID-19 pandemic, which temporarily suppressed personal travel and may have accelerated freight and service activity, as the VIUS and NHTS data analyzed here are from 2021 and 2022. While upcoming data, such as the next NHTS, will help clarify these patterns, current evidence points to a lasting rebalancing between household and commercial travel.]]></description>
      <pubDate>Tue, 16 Jun 2026 07:28:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712613</guid>
    </item>
    <item>
      <title>Motorcoach Census 2025</title>
      <link>https://trid.trb.org/View/2711629</link>
      <description><![CDATA[The Bus Census is a study commissioned by the American Bus Association Foundation (ABAF) to measure the size and activity of the motorcoach transportation service industry in the United States and Canada in the calendar year 2025. The survey questionnaire was distributed to motorcoach carriers. A total of 288 usable survey responses from motorcoach carriers were returned to Tourism Economics. This report presents industry estimates of size and activity in Section 2 and other statistics on motorcoach carrier characteristics in Section 3 for the motorcoach transportation services industry in the United States and Canada in 2025. The appendix describes the study methodology. In 2025, the motorcoach industry in the United States and Canada comprised 1,891 companies that operated 50,968 motorcoaches. In the United States, 1,769 companies operated 49,543 motorcoaches; in Canada, 122 companies operated 1,425 motorcoaches.]]></description>
      <pubDate>Tue, 16 Jun 2026 07:28:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711629</guid>
    </item>
    <item>
      <title>National Transportation Noise Map Documentation: Version 3</title>
      <link>https://trid.trb.org/View/2709440</link>
      <description><![CDATA[By most forecasts, the U.S. population is projected to grow by over 100 million by 2050. As demand for transportation increases and our methods of transportation change and evolve, so too will transportation-related noise. The Bureau of Transportation Statistics (BTS) has started a national, multi- modal transportation noise mapping initiative to facilitate the tracking of trends in transportation- related noise over time. This document describes the methodology and assumptions included in the National Transportation Noise Map (NTNM) which consists of noise inventory layers for aviation, roadway, passenger and freight rail transportation sources. Future versions are envisioned to include additional transportation noise sources as transportation modes and trends evolve and data sources mature.]]></description>
      <pubDate>Thu, 11 Jun 2026 13:20:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709440</guid>
    </item>
    <item>
      <title>The promise of Universal Basic Mobility</title>
      <link>https://trid.trb.org/View/2701245</link>
      <description><![CDATA[Historically, U.S. transportation policy efforts to meet the needs of those facing transportation insecurity focus on public transit supply. However, the provision of public transit alone has largely kept such travellers at a disadvantage in accessing opportunities. A growing number of U.S. agencies have begun to promote the notion of Universal Basic Mobility (UBM), a mode-agnostic concept that emphasises individuals’ right to the mobility sufficient to meet their daily needs. In this review, we draw on the literature on social policy formation, previous transportation policy efforts, and theories of transportation and mobility justice to reflect on UBM and its potential. The research suggests three essential elements: (1) a recognition that mobility, or freedom of movement, is essential for human well-being; (2) the targeting of resources toward those disproportionately suffering from transportation insecurity; and (3) the inclusion of both supply and demand components to enable individuals to take advantage of the transportation services that best meet their travel needs. In so doing, UBM has the potential to avoid the shortcomings of previous transportation policy efforts – in the U.S. and elsewhere – and to significantly improve transportation outcomes for those most in need.]]></description>
      <pubDate>Thu, 11 Jun 2026 13:20:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701245</guid>
    </item>
    <item>
      <title>Infrastructure (in)Justice: a multi-scalar framework and review of epistemic, restorative, and reparative justice dimensions</title>
      <link>https://trid.trb.org/View/2701244</link>
      <description><![CDATA[Distributive, recognition, and procedural dimensions of justice in environmental justice frameworks are common starting points for justice-oriented research and practice. Additional dimensions of justice are being applied within mobility and transportation research to account for multi-faceted infrastructure development impacts. Epistemic, restorative, and reparative justice are emerging within several environmental and mobility justice frameworks in the literature and a review of these dimensions is lacking. In this paper, these three dimensions of justice are reviewed from the political philosophy literature. A clarifying distinction is made between restorative and reparative justice, two dimensions often applied interchangeably in research. To better incorporate epistemic, restorative, and reparative justice dimensions into practice and account for their unique and interrelated implications, an analytical Infrastructure (in)Justice (IJ) framework is proposed. The IJ framework further develops the 6 + 1D typology of injustice: Disinvest, Disrespect, Disenfranchise, Dismiss, Distress, and Dispossess. Scale, time, and intersectionality are accompanying frames of reference used to characterise past, present, and future (in)justice. In a time of significant transportation infrastructure investment, comprehensively characterising impacts experienced through transportation project delivery processes creates clearer pathways towards just transportation outcomes.]]></description>
      <pubDate>Thu, 11 Jun 2026 13:20:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701244</guid>
    </item>
    <item>
      <title>Understanding Distraction Types: Comparative Analysis of In-Vehicle and External Driver Distractions in Pedestrian Fatal Crashes</title>
      <link>https://trid.trb.org/View/2712067</link>
      <description><![CDATA[Distracted driving remains a significant public safety concern, contributing to numerous severe injuries and fatalities in the world. This study analyzes 8 years of Fatality Analysis Reporting System data (2016 to 2023) from the United States using association rule mining to identify patterns associated with various types of driver distractions, specifically distinguishing between external and in-vehicle distractions. The findings indicated that in-vehicle distractions were predominantly associated with young drivers, drug and alcohol use, daylight conditions, arterial roads, high-speed limits, sport utility vehicles, and vehicles of recent model years (2019 to 2024). In contrast, external distractions were more commonly linked to middle-aged and senior drivers, local roads, lower speed limits, dark and unlit conditions, trucks, vans, buses, and vehicles from earlier model years (1980 to 1995). The study recommends strengthening primary enforcement of distracted-driving laws. Since several distracted-driving laws target in-vehicle distractions such as the use of handheld electronic devices, it is imperative to promote advanced driver-assistance technologies in newer vehicles that can mitigate external distractions in addition to in-vehicle distractions. Additional measures include improving signage, fencing, roadside assistance, and visibility in low-light areas, alongside implementing age-targeted educational campaigns to address distraction risks across different driver groups.]]></description>
      <pubDate>Tue, 09 Jun 2026 14:35:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712067</guid>
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