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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>BIKE (Bicycle Integration Key Elements) Index: Benchmarking urban bikeability and cycling readiness. Evidences from European capitals</title>
      <link>https://trid.trb.org/View/2652582</link>
      <description><![CDATA[This study introduces the BIKE Index, a multi-dimensional and reproducible framework for evaluating urban cycling conditions across cities, developed in response to the lack of standardized tools for assessing bikeability in urban areas. The index integrates four key dimensions into a composite score: Cycling Infrastructure, Cyclist Services, Environmental Constraints, and Safety and Street Quality. The dimensions are derived from open data sources, and consistent geospatial methods, including urban perimeters derived from Local Administrative Units and a standardized set of 210 cycling routes per city.The methodology is applied to thirteen European capital cities using harmonized data from OpenStreetMap, OpenRouteService, Eurostat, Google maps, and E-OBS climate datasets. The results reveal significant disparities in cycling conditions, with scores ranging from Amsterdam (best) to Rome (worst). While infrastructure emerges as the primary differentiator, services, environmental factors, and safety also play critical roles. These findings suggest that creating cycling-friendly cities requires coordinated progress across all four dimensions. The BIKE Index offers a transparent and scalable methodology for benchmarking cycling conditions, enabling consistent comparisons and supporting evidence-based planning and policy making strategies.]]></description>
      <pubDate>Fri, 03 Apr 2026 12:12:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652582</guid>
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    <item>
      <title>Leveraging sidewalk robots for walkability-related analyses</title>
      <link>https://trid.trb.org/View/2655626</link>
      <description><![CDATA[Walkability is a key component of sustainable urban development. In walkability studies, collecting detailed pedestrian infrastructure data remains challenging due to the high costs and limited scalability of traditional methods. Sidewalk delivery robots, increasingly deployed in urban environments, offer a promising solution to these limitations. This paper explores how these robots can serve as mobile data collection platforms, capturing sidewalk-level features related to walkability in a scalable, automated, and real-time manner. A sensor-equipped robot was deployed on a sidewalk network at KTH in Stockholm, completing 101 trips covering 900 segment records. From the collected data, different typologies of features are derived, including robot trip characteristics (e.g., speed, duration), sidewalk conditions (e.g., width, surface unevenness), and sidewalk utilization (e.g., pedestrian density). Their walkability-related implications were investigated with a series of analyses. The results demonstrate that pedestrian movement patterns are strongly influenced by sidewalk characteristics, with higher density, reduced width, and surface irregularity associated with slower and more variable trajectories. Notably, robot speed closely mirrors pedestrian behavior, highlighting its potential as a proxy for assessing pedestrian dynamics. The proposed framework enables continuous monitoring of sidewalk conditions and pedestrian behavior, contributing to the development of more walkable, inclusive, and responsive urban environments.]]></description>
      <pubDate>Thu, 02 Apr 2026 16:58:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655626</guid>
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    <item>
      <title>A comparative evaluation of mobile charging pods for electric bus operations</title>
      <link>https://trid.trb.org/View/2679098</link>
      <description><![CDATA[Recent advances in battery technology and the global shift toward sustainable transport have accelerated the adoption of electrified public transit systems. However, the implementation of such systems is often constrained by the need for large battery capacities and the high costs associated with stationary charging infrastructure. This study investigates the potential of Mobile Autonomous Charging Pods (MAPs) which are autonomous mobile charging vehicles as an innovative and cost-effective strategy to support the electrification of high-frequency urban bus lines. Using microscopic simulation for inner-city trunk lines in Stockholm, three charging configurations are evaluated: (i) depot-only charging, (ii) depot charging combined with end-station charging, and (iii) depot charging supported by MAPs. Results show that the MAP-based approach enables a reduction in total battery capacity by up to 67% compared to the depot-only strategy and yields total cost savings of over 7 million USD in total cost of ownership across an 11-year horizon. In addition to reducing capital and grid connection costs, MAPs offer greater operational flexibility and resilience by decentralizing energy delivery and enabling dynamic in-motion or stationary charging. The findings highlight MAPs as a scalable and economically viable solution that complements traditional depot infrastructure, offering a path toward more adaptable and efficient electric public transport networks.]]></description>
      <pubDate>Fri, 27 Mar 2026 10:13:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679098</guid>
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    <item>
      <title>Open source Digital Twin development pipeline for Public Transport: A case study in Stockholm</title>
      <link>https://trid.trb.org/View/2669915</link>
      <description><![CDATA[Digital Twins (DTs) offer a wide range of functionalities including retrospective analyses of past conditions, real-time monitoring and control, as well as the evaluation of future scenarios. These capabilities make DTs a valuable tool in the Public Transport (PT) domain. To enable the functionalities demanded by traffic planners and operators, DTs rely on the integration of aggregated and disaggregated data from real-world sources and simulations. Informative visualizations of these data sources within the street network, combined with 3D representations of the built environment, provide the necessary contextualization to facilitate decision-making. However, since DTs integrate this large set of different components, their development is typically time- and resource-intensive which represents a barrier for their adoption. To make DTs more widely accessible and promote their use in the PT field, we propose and implement a DT development pipeline that integrates real-world data collection and processing, simulation, and 3D visualization in a unified framework. The pipeline is based on open data and open source software to enable the implementation of PT DTs with low barriers while allowing for extensibility to other urban-related applications. We demonstrate the DT’s functionalities with a prototypical implementation for the region of Kista in Stockholm, and discuss the potential as well as the limitations of PT DTs for practical use cases from a conceptual perspective.]]></description>
      <pubDate>Fri, 27 Mar 2026 10:13:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669915</guid>
    </item>
    <item>
      <title>Tunnels in the urban fabric: balancing connectivity and safety</title>
      <link>https://trid.trb.org/View/2643165</link>
      <description><![CDATA[This study explores the balance between connectivity and safety in urban tunnels, analysing their criminogenic characteristics using Geographical Information Systems (GIS), regression models, and police data from Stockholm, Sweden. The findings reveal that 86% of police-recorded incidents in tunnels are concentrated in 2% of the tunnels, and these mostly involve vandalism. Inner-city tunnels and those near metro stations are the most crime-prone, except for cycleway tunnels, while violence is concentrated in tunnels near sports arenas. Designing short tunnels, encouraging community participation in reporting criminal activities, and reinforcing maintenance efforts are essential for promoting tunnel safety.]]></description>
      <pubDate>Wed, 25 Mar 2026 15:50:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643165</guid>
    </item>
    <item>
      <title>Youths on the move: Social disparities in public transportation use among school students</title>
      <link>https://trid.trb.org/View/2640737</link>
      <description><![CDATA[Public transportation (PT) plays a crucial role in catering to the mobility needs of school students. However, the disparities of PT travel characteristics among different socioeconomic groups have been underexplored. In this study, we explore disparities in PT usage, after-school activity participation, journey length, and on-board crowding among different socioeconomic groups as well as between different educational stages (primary, secondary). We specifically focus on home-to-school and school-to-activity PT journeys utilizing automated data sources (smart card data). Results from the case study of Region Stockholm show that travel time and crowding exposure vary across the case study area. Specifically, school students coming from areas with higher income levels, higher shares of cooperative housing, or lower vehicle ownership tend to need less time to travel to school. In terms of student categorization, secondary students with diverse socioeconomic backgrounds tend to travel longer to school compared to primary students. Concerning journeys to after-school activities using PT, results reveal that school students from areas with high vehicle ownership and education or lower employment levels, as well as students from suburban/rural areas, have lower odds of using PT. The findings can assist policy makers and PT agencies in designing more equitable and youth-friendly PT systems, improving access to schools and to after-school activity locations.]]></description>
      <pubDate>Tue, 03 Mar 2026 16:51:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640737</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>Identifying spatiotemporal delay-prone stations in the Stockholm metro network using emerging hot spot analysis</title>
      <link>https://trid.trb.org/View/2633601</link>
      <description><![CDATA[On-time performance is consistently identified as one of the most important factors influencing passenger satisfaction in public transport. Understanding where delays tend to occur - and whether these issues are persistent, intensifying, or sporadic - can help operators more effectively mitigate their impact. This study aims to identify spatiotemporal delay-prone areas at the station level within the Stockholm metro network, using the emerging hot spot analysis (EHSA) framework. Specifically, it examines the locations of delay hot spots, investigates whether they change over time, and, if so, how those changes unfold. The results indicated that only a few stations were classified as persistent hot spots for at least one season of the year, those being Sundbybergs centrum and Västra skogen on the Blue Line of the metro network, and Rådmansgatan and Skogskyrkogården on the Green Line. No stations were classified as persistent hot spots on the Red Line. The majority of stations across all lines and seasons instead exhibited sporadic patterns or no pattern at all, suggesting that long-term delay issues are relatively uncommon. Additionally, above-ground sections of the Red and Green Lines were found to have a higher concentration of hot spots compared to underground sections.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633601</guid>
    </item>
    <item>
      <title>Recursive logit models for dynamic versus sequential trip chaining</title>
      <link>https://trid.trb.org/View/2633561</link>
      <description><![CDATA[This paper applies recursive logit (RL) to model activity-trip chaining behaviour. We present a comparison between two approaches to applying the RL model in this context. In the first ‘sequential’ approach, agents form a trip chain by making a sequence of joint choices of activity location (i.e. trip destination) and travel mode, ending the chain by choosing to return home. The second ‘dynamic’ approach adds a time variable. Its agents form a full-day activity/travel schedule by making a sequence of choices either to continue the current activity for a fixed timestep or make a joint choice of new activity location and travel mode. We estimate parameters for both models using data from a Stockholm travel survey and validate model simulations against observed data. The models reproduce patterns of observed behaviour beyond their estimated parameters, including different types of trip chains and the spatial distribution of activities. While the dynamic model is advantageous in its ability to predict agent schedules, reflect time-varying travel conditions and endogenously represent space–time constraints, it does not surpass the simpler sequential model on mutual areas of trip chaining behaviour. We conclude that the RL model is well-suited to model trip chaining behaviour, and that the simpler sequential approach may be appropriate for many modelling purposes.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633561</guid>
    </item>
    <item>
      <title>Stuck in the driving seat: Results from a semi-urban living lab experiment with mobility services</title>
      <link>https://trid.trb.org/View/2636408</link>
      <description><![CDATA[The urgency of the climate crisis necessitates new forms of mitigation, and within the transport sector, a key measure is to reduce car use. This study presents empirical findings from a 10-month living lab experiment in which participants residing in a semi-urban area were challenged to halve their car trips while gaining access to new mobility and accessibility services. The results indicate that car trips were not significantly reduced despite high levels of motivation among participants, and the offered services were not integrated into participants' everyday life. These findings underscore two key points. First, reducing car dependency and transitioning to sustainable mobility in semi-urban areas requires more than the introduction of new technologies or services. Successful integration of new mobility and accessibility services demands a comprehensive understanding of local everyday practices and their associated mobility practices. Second, it is essential to acknowledge the established role of the car in everyday life in semi-urban contexts and to promote a willingness to adapt planning and infrastructure in ways that prioritise sustainable modes of transport, and restrict car access and use. We argue that without addressing these issues, efforts to reduce car use through adding new mobility services are likely to fall short, limiting their effectiveness in achieving sustainable mobility goals.]]></description>
      <pubDate>Mon, 05 Jan 2026 09:53:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636408</guid>
    </item>
    <item>
      <title>Dynamic scheduling modelling of congestion pricing: Assessing travel behaviour and welfare impacts in Greater Helsinki</title>
      <link>https://trid.trb.org/View/2636279</link>
      <description><![CDATA[Congestion charging systems have emerged as a promising policy tool for mitigating traffic congestion and reducing emissions in urban areas. This study applies a dynamic activity scheduling model to assess the effects of congestion pricing in the Greater Helsinki region. By simulating daily activity patterns and travel behaviour, we analyse the impacts of congestion charges on mode choice, destination selection, and departure time adjustments. Our findings reveal a 10% reduction in car use and a 27% decrease in total car kilometres travelled, demonstrating the effectiveness of congestion pricing in alleviating traffic congestion. However, the analysis also highlights the potential equity concerns, with impacts varying across locations and commuting patterns. These insights contribute to the growing body of evidence on the behavioural and distributional consequences of congestion pricing, offering valuable guidance for policymakers.]]></description>
      <pubDate>Mon, 05 Jan 2026 09:53:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636279</guid>
    </item>
    <item>
      <title>Crowdshipping preferences among public transit riders: Insights from Stockholm, Sweden</title>
      <link>https://trid.trb.org/View/2602659</link>
      <description><![CDATA[Crowdshipping has grown in popularity as a sharing economy model, but ensuring its sustainability remains a challenge. This study explores how public transit riders can be engaged in crowdshipping services to avoid generating additional motorized traffic. The propensity of public transit users to participate in crowdshipping and their responses to alternative task attributes are explored through an in-person survey conducted at selected subway stations in Stockholm. The influence of different socio-demographic factors and trip features on the propensity for participation is examined using statistical analysis and regression models. To quantify the trade-offs among required detours, compensation, and parcel weight when accepting crowdshipping tasks, alternative discrete choice models are investigated. The results reveal that factors such as age, employment, and income, along with trip characteristics, significantly affect participation propensity. The estimated willingness to work as a crowdshipper aligns with previous studies showing that age and income level were important factors. A latent class model further reveals a clear division between two groups: one younger, lower income group with higher willingness to work, and another older, higher-income group with lower willingness. As a result, dedicated strategies need to be considered by future crowdshipping service providers and policymakers.]]></description>
      <pubDate>Mon, 22 Dec 2025 16:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2602659</guid>
    </item>
    <item>
      <title>Consistent origin-destination and link flow estimation based on data-driven network assignment</title>
      <link>https://trid.trb.org/View/2572680</link>
      <description><![CDATA[Origin-Destination (OD) and link flows are crucial input to several traffic planning and management problems. In this paper the authors evaluate a data-driven network assignment method that first estimates the assignment process using GPS probe data, then performs a simultaneous and consistent OD and link flow estimation. The method is evaluated on empirical data for Stockholm, Sweden, showing that the method explains a significant part of the variance in link flow observations for both a training and test set of link flow observations. The results also show the importance of calibrating both the weight parameters in the OD estimation step and the Logit parameter in the route choice model. Using a too small weight on the a priori OD matrix will lead to large variance and over-fitting of the estimated OD against link counts, while a too large weight will cause unnecessary bias in the results.]]></description>
      <pubDate>Fri, 05 Dec 2025 17:12:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572680</guid>
    </item>
    <item>
      <title>Assessing equitable access in X-minute cities through open spatial data</title>
      <link>https://trid.trb.org/View/2628308</link>
      <description><![CDATA[There is a growing emphasis on active transport, prompting cities to be redesigned as more pedestrian-friendly environments. This shift has fueled interest in proximity-based planning models, such as the X-minute city, which are increasingly promoted for their potential public health and environmental benefits. However, equity considerations in the assessment of such models are often neglected or rely on local datasets that limit broader applicability. In response, we introduce a method for evaluating equity under the X-minute city paradigm using open data and established accessibility metrics and grounded in the ethical frameworks of egalitarianism and sufficientarianism. Applying our method to Athens, Stockholm, and Amsterdam, we assess equitable access to essential services and amenities, including supermarkets, playgrounds, and public transport stations. Our findings demonstrate that the choice of ethical framework plays a critical role in shaping equity assessments, and that disaggregating by destination type reveals distinct spatial patterns of accessibility, shedding light on both the strengths and limitations of different urban areas. The application of our method also surfaces unexpected insights: Athens—despite its car-dependent image—emerges as the most aligned with the X-minute city model, while Stockholm’s decentralized form underscores the need to adapt time thresholds to local urban structure and behavior. Overall, the method’s reproducibility and use of open-data support cross-city comparisons and contribute to the evolving methodological toolkit for evaluating proximity-based planning.]]></description>
      <pubDate>Tue, 25 Nov 2025 08:53:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628308</guid>
    </item>
    <item>
      <title>Identifying Public Transit Deserts: A Travel Demand-Independent Persistent Homology-Based Method</title>
      <link>https://trid.trb.org/View/2598865</link>
      <description><![CDATA[To identify time-space locations where public transit infrastructure fails to provide a reliable and timely alternative to private vehicles, this paper proposes a new travel demand-independent persistent homology-based method to locate and rank the severity of the modal travel desert. Persistent homology, which is a tool from algebraic topology, is incorporated and the severity of a transit desert is measured as a trade-off between its proximity to existing transit infrastructure and the travel time required to travel through it. The proposed method highlights entire regions of cities that are bereft of suitable public transit, providing reasonable estimates even in the absence of travel demand data. This paper presents the techniques and software tools used to study the Stockholm public transit network. The proposed method is potentially useful for city planners to consider the trade-off between how severe a bottleneck is and how difficult the bottleneck is to fix.]]></description>
      <pubDate>Thu, 20 Nov 2025 17:07:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598865</guid>
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