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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>Understanding walking route choice preferences and pedestrian network flows: From individual trajectories to city-scale patterns using empirical data from Sydney</title>
      <link>https://trid.trb.org/View/2685544</link>
      <description><![CDATA[This study investigates the influence of built environment factors on pedestrian route choices in an urban context using passively collected mobile phone trajectory data from Sydney, Australia. We estimate and compare multiple discrete choice models including C-Logit, Path Size Logit (PSL), and Error Component (EC) models to quantify associations between pedestrian route choices and route characteristics such as distance, slope, turns, crossings, amenities, and greenery. The models are applied to a high-resolution sidewalk network to simulate pedestrian flows across the city. Our findings are broadly consistent with existing literature, highlighting the importance of route simplicity, directness, and terrain in walking behavior. A key contribution of this study is the integration of passively collected GPS trajectories with route choice modeling and network-level flow assignment, demonstrating a scalable framework for understanding and forecasting pedestrian behavior. The approach enables city-scale assessments of pedestrian infrastructure and offers valuable insights for data-driven planning of walkable urban environments.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685544</guid>
    </item>
    <item>
      <title>Introducing cost-of-living to transportation related research: Evidence from an exploratory study on neighbour perceptions, active travel and wellbeing</title>
      <link>https://trid.trb.org/View/2706451</link>
      <description><![CDATA[This paper presents an exploratory, first empirical examination of the nexus between cost-of-living pressures, neighborhood perceptions, transport-related behaviors, and wellbeing. This study uniquely positions cost-of-living concern as a potential upstream influence shaping how individuals experience and engage with urban environments and mobility systems. Using survey data from Greater Sydney, the authors develop a multidimensional measure of perceived cost-of-living pressure, capturing concerns related to housing, energy, fuel, and essential goods. The authors identify distinct segments of concern and explore how these relate to neighborhood perceptions, physical activity, and subjective wellbeing. The results confirm that cost-of-living stress extends beyond traditional housing measures, with consumables-related pressures associated with the highest overall stress levels. Notably, concern about fuel costs is as prominent as housing-related concern, underscoring a direct connection between financial pressure and transport systems. Findings suggest that cost-of-living pressures may influence transport behavior more than is presently known. Overall, this study provides early evidence that cost-of-living pressures are an underexamined factor shaping transport behavior, built environment interactions, and wellbeing, and highlights the need for transport research to better account for these dynamics.]]></description>
      <pubDate>Thu, 18 Jun 2026 16:34:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706451</guid>
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    <item>
      <title>Death of the front yards: How the house and car is replacing residential gardens</title>
      <link>https://trid.trb.org/View/2679704</link>
      <description><![CDATA[Middle-ring suburban Sydney is experiencing a quiet yet profound transformation. As redevelopment accelerates, larger houses with expansive footprints and additional driveways are steadily replacing traditional front yards and gardens. This study examines 370 properties across Northern and Greater Western Sydney to quantify these changes. In areas where older, low-density homes have been replaced by newer, larger detached dwellings, the average front garden area has declined by 46%, while driveways and other impervious surfaces have increased by 57%. Most notably, front yard canopy cover has fallen by 62%. These patterns are not due to a lack of policy, but to a planning system in which local controls have become discretionary under ongoing state-level legislative reforms. Broader social trends toward larger homes and greater car ownership further reinforce this shift. The cumulative effect is leading to a substantial loss of private green space, contributing to higher urban heat, reduced biodiversity, and diminished connections with nature. Urban planning reform is urgently needed to embed minimum standards for green space and canopy cover at the site level, ensuring that urban greening targets translate into tangible local outcomes.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679704</guid>
    </item>
    <item>
      <title>Understanding mobility choices in Australia’s driverless future: A mixed logit modelling study</title>
      <link>https://trid.trb.org/View/2698548</link>
      <description><![CDATA[The anticipated introduction of driverless vehicle mobility in Australia from 2027 underscores the need to better understand user preferences and evolving travel behaviors. Conventional classifications such as ‘owned only’, ‘shared only’, or ‘bus riding only’ often fail to capture the hybrid and overlapping nature of future mobility choices. This study reconceptualizes autonomous mobility choice (AMC) into three integrated modes: private autonomous mobility (PAM), shared autonomous mobility (SAM), and public autonomous mobility (PUAM), enabling a more holistic understanding of multi-modal travel. Using survey data from 985 respondents across Brisbane, Melbourne, and Sydney, a Mixed Logit (MXL) model was employed to examine determinants of AMC preferences. Descriptive analysis reveals strong interest in PAM (22%) and moderate engagement with SAM (3%), while traditional private vehicles continue to dominate (35%). The MXL model identifies significant predictors influencing AMC choices, including age, vehicle value, use of driving aids, trip purpose, adoption timeframe, current commuting mode, travel distance, and relocation intentions linked to AV adoption. Marginal effects indicate younger adults exhibit lower interest in PAM, whereas mid-value car owners show stronger preferences for PUAM and SAM. Long-distance commuters are more likely to adopt SAM, while those considering relocation from urban centers tend to prefer PAM. Overall, the findings demonstrate the value of the proposed unified AMC framework in capturing complex, hybrid mobility preferences and providing a more robust basis for designing adaptive, inclusive, and forward-looking policy frameworks to guide the integration of autonomous mobility into future transport systems.]]></description>
      <pubDate>Thu, 28 May 2026 09:03:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698548</guid>
    </item>
    <item>
      <title>Towards unified estimation and calibration in transport models: Integrating micro-level behaviour and macro-level performance</title>
      <link>https://trid.trb.org/View/2667139</link>
      <description><![CDATA[Disaggregated models, such as activity-based and random utility-based frameworks, play a central role in travel behaviour analysis and urban transport planning. However, conventional modelling practices often follow a sequential estimation-calibration process that introduces challenges such as error propagation, inconsistent value-of-time estimation, and poor alignment between micro-level behavioural outputs and macro-level system performance. This paper addresses these issues by proposing an integrated modelling framework that simultaneously estimates discrete choice parameters and calibrates system-level constraints, such as observed traffic counts, OD flows, and reference Value of Time (VoT) targets, within a unified optimisation structure. The proposed approach embeds macro-level calibration objectives directly into the estimation of mode, destination, and route choice models, enabling coherent behavioural interpretation while ensuring system-wide consistency. We implement and evaluate this framework on synthetic networks with varying complexity, employing both global optimisation and Bayesian calibration methods. The results demonstrate that the developed model variants consistently outperform traditional log-likelihood-based models in replicating key system metrics, while maintaining plausible and stable behavioural parameters.]]></description>
      <pubDate>Tue, 26 May 2026 09:40:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667139</guid>
    </item>
    <item>
      <title>The invisible hand of the app: The role of platform operational rules in fostering risky rider behaviour in food delivery</title>
      <link>https://trid.trb.org/View/2687039</link>
      <description><![CDATA[Meal delivery riders are frequently involved in crashes, many of which are linked to dangerous riding behaviors such as running red lights, using mobile phones while riding, and riding on footpaths. This paper investigates how the operational design of meal delivery platforms contributes to these hazardous behaviors. The analysis is based on in-depth interviews with 10 UberEATS riders in Sydney, Australia. Six key platform-related factors were identified as fostering risky riding: handling multiple orders simultaneously, prolonged food preparation times, competition among riders for the best orders, the platform’s incentive system, the customer review system, and the existence of pre-orders. These factors were found to reduce the time till the Estimated Time of Arrival (ETA), intensify the pressure to respond immediately, promote a sense of urgency to deliver quickly, and cause riders to receive customer messages while en route. These outcomes, in turn, contribute to the three dangerous behaviors described above. The paper also offers policy recommendations based on these findings. This study provides an in-depth analysis of how platform design affects rider safety, emphasizing the need to progress beyond safety instructions to implement structural improvements in platform design.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:18:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2687039</guid>
    </item>
    <item>
      <title>Performance evaluation of geopolymer concrete pavement after five years of service</title>
      <link>https://trid.trb.org/View/2670426</link>
      <description><![CDATA[This study presents a five-year performance evaluation of a geopolymer concrete (GPC) pavement installed in 2019 in Alexandria, City of Sydney, as part of an Australian Government initiative supporting low-carbon infrastructure. The condition of the in-service GPC slab was compared with that of a companion blended cement concrete (BCC) slab, both subjected to identical traffic loads and environmental exposure. Visual inspection and testing reveal that while both slabs developed flexural and shrinkage cracks, the GPC exhibited only one flexural crack over five years, compared to three in the BCC slab. Surface abrasion was more pronounced in the GPC, resulting in greater surface loss. Cores showed that the GPC met the required design compressive strength but was 18 % lower than the BCC. However, the performance difference in terms of abrasion is primarily attributed to aggregate grading and hardness – the GPC mix incorporated a gap-graded 14 mm olivine basalt. In comparison, BCC used a well-graded 8 mm granite aggregate. Image analysis confirms a higher aggregate fraction on a typical GPC surface than on a BCC surface. Petrographic analysis, along with on-site abrasion testing, indicates that aggregate hardness and grading significantly influence abrasion resistance. Both pavements have maintained their structural integrity under service conditions. The findings highlight the importance of selecting high-quality aggregates, their relative volume, and grading for pavement applications, and identify areas for improvement, including subgrade preparation and curing methods. With these enhancements, GPC has strong potential as a sustainable alternative for pavement applications and in infrastructure projects.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:24:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670426</guid>
    </item>
    <item>
      <title>Reallocating Street Space for People Walking and Cycling – A Case Study of Castlereagh Street, Sydney</title>
      <link>https://trid.trb.org/View/2643437</link>
      <description><![CDATA[The City of Sydney has been re-imagining its streets as places for people, transforming streets from car-dominated to ones that favor walking and cycling. A recent project to create more space for people walking and cycling through footpath widening and implementing a two-way cycleway on Castlereagh Street highlights the City’s pragmatic approach to designing, engaging, and reallocating road space. The Castlereagh Street case study shows lessons learned working in a car-dominated and multifaceted urban regulatory environment.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:59:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643437</guid>
    </item>
    <item>
      <title>Assessing the economic impacts of labour time in autonomous vehicles</title>
      <link>https://trid.trb.org/View/2618636</link>
      <description><![CDATA[Previous studies have analysed the impacts of the introduction of autonomous vehicles on transport networks and estimated the safety, congestion, freight, parking and vehicle ownership impacts to social welfare and the economy. However, there appears to be a gap in the literature on the economic impacts of individuals allocating travel time in an autonomous vehicle to labour activities. This additional labour time could then have resulting impacts to productivity and the broader economy. This paper addresses this gap through the development of a novel microeconomic model incorporating time use in autonomous vehicles. The model captures an individual’s consumption behaviour, demand for leisure and supply of labour while accounting for the allocation of travel time to labour and leisure. It is an extension of existing microeconomic models of time use for two features: (1) travel utility, and (2) labour while travelling. This model is then implemented in an integrated computable general equilibrium and transport model for Sydney, Australia, and is tested to understand the order of magnitude of impacts. From this model, the increase in autonomous vehicle penetration rate and the resultant increases to household budget from travelling wages will result in a total welfare increase but with a decreasing rate, which are mainly due to congestion effects. Interestingly, the congestion effects also result in the production and value of time first increase, followed by a decrease, which are counter intuitive.]]></description>
      <pubDate>Wed, 11 Feb 2026 09:17:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618636</guid>
    </item>
    <item>
      <title>Decomposing Urban Traffic Flows: A Multistage Approach to Model Heavy Vehicle Movements in Greater Sydney</title>
      <link>https://trid.trb.org/View/2658637</link>
      <description><![CDATA[This study presents an innovative multistage methodology for decomposing urban traffic flows into light vehicle (LV) and heavy vehicle (HV) categories, addressing a critical gap in transportation network analysis. Utilizing data from Greater Sydney’s road network, we develop a comprehensive approach comprising three main stages: origin–destination (OD) matrix estimation using RapidEx, quadratic programming optimization for HV/LV proportion estimation, and XGBoost regression for generalization. Our analysis examines associations between HV proportions and urban characteristics, including points of interest (POI), nightlight intensity, and zonal attributes. The XGBoost model achieves a test R2 of 0.637, demonstrating strong predictive power for real-world applications. Through SHAP (SHapley Additive exPlanations) analysis, we uncover complex nonlinear relationships between nightlight intensity and HV proportions, with significant interaction effects between urban features. The model performs particularly well in predicting common urban HV proportion ranges (0.2–0.6), reflecting typical urban traffic compositions. These findings provide valuable insights for urban planning and policy development, especially in contexts where detailed vehicle classification data are limited.]]></description>
      <pubDate>Wed, 28 Jan 2026 16:59:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658637</guid>
    </item>
    <item>
      <title>The impact of train accessibility on housing affordability: evidence from COVID-19 and the work-from-home shift</title>
      <link>https://trid.trb.org/View/2612457</link>
      <description><![CDATA[This study examines the impact of train accessibility on housing affordability in Sydney, Australia, before, during, and after COVID‑19. Using panel regression and propensity score matching (PSM) to mitigate bias from unobserved neighbourhood heterogeneity and sample selection, we compare housing affordability between train-stop and non-stop suburbs for both house and unit (apartment) markets. Our findings indicate that before COVID‑19, housing affordability was worse in train-stop suburbs relative to non-stop suburbs due to an accessibility premium, particularly for houses. However, the pandemic and the shift towards remote work significantly reduced this premium, resulting in improved purchase affordability in train-stop suburbs for homeowners and investors, particularly for units. Meanwhile, rental affordability for houses in train-stop suburbs improved during and after the pandemic, but not for units. Our findings may influence the effectiveness and design of the government’s Transport‑Oriented Development (TOD) initiatives aimed at increasing unit/apartment supply around major train stations under changing commuting patterns and post-pandemic housing demand.]]></description>
      <pubDate>Wed, 14 Jan 2026 17:40:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612457</guid>
    </item>
    <item>
      <title>Car-free not care-free – the social practices of parents without cars</title>
      <link>https://trid.trb.org/View/2603405</link>
      <description><![CDATA[Using data from interviews with 30 car-free parents in Sydney, Australia, this paper details the way parents confront social norms by raising children without private car ownership. Social practice theory is applied to fuse the influence of transport material structures with cultural expectations and emotions in a detailed examination of how parents live without cars. The paper exposes the way cultural scripts of good parenting are re-written by car-free parents, who have developed skills to take advantage of mixed-use and transit rich urban form, yet also accept having access to less. In doing so, a series of emotions are stirred, which parents absorb, as they forge an alternative transport lifestyle through a notoriously car dependent life-stage in a car-dependent city. This story sheds light on the barriers and enablers to less car-dependent parenting in the hope of informing realistic understandings of the influence of material transport structures on sustainable transport transitions. While alternative transport infrastructure is necessary for car-free living, a series of cultural and psycho-social elements must also be factored into our aspirations for less car dependent cities.]]></description>
      <pubDate>Mon, 15 Dec 2025 10:34:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603405</guid>
    </item>
    <item>
      <title>Exploring and bridging the gap between recreational and school commute cycling</title>
      <link>https://trid.trb.org/View/2606846</link>
      <description><![CDATA[This study explores the cycling behaviours of high school students, with a particular emphasis on the distinctions between recreational and school commuter cyclists. While much of the existing research has predominantly addressed cycling to school, this study broadens the scope to identify insights that could encourage the transition from recreational cycling to school commuting. We surveyed 325 high-school students in Sydney, Australia, exploring their demographics, cycling attitudes, perceptions of safety, and environmental factors that influence their bicycle use. The data is analysed through two logistic regression models, one for recreational cycling and the other for school commuting, both reinforced by the synthetic minority oversampling technique to address class imbalances. Recreation emerged as the primary motivation for cycling, with students more likely to ride when accompanied by friends or family. There are more recreational cyclists than commuters, likely due to the lack of safe cycling routes, heavy loads during commuting, and insufficient bike parking at schools. The smaller group of commuting cyclists tends to use bicycles more consistently and frequently and exhibit greater risk acceptance towards cycling infrastructure. To encourage cycling to school, we recommend the establishment of dedicated bike lanes to schools completely separated from vehicular traffic and increased bike parking facilities at schools, as well as government subsidies and incentives for cargo racks and e-bike promotion.]]></description>
      <pubDate>Mon, 08 Dec 2025 11:43:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606846</guid>
    </item>
    <item>
      <title>Ready for road pricing reform? Identifying segments of support in Australia and uncovering (Hidden) attitudes</title>
      <link>https://trid.trb.org/View/2597016</link>
      <description><![CDATA[Despite decades of research and broad consensus in the academic literature regarding its efficiency, road pricing reform remains a controversial topic that many policymakers are loath to debate, and the public strongly resists. Nevertheless, as traditional sources of road funding decline and the costs of maintaining road infrastructure continue to rise, some form of reform will be necessary. Using a mixed-methods approach, this paper revisits the foundations of the debate and presents an in-depth analysis of public attitudes towards the need for road funding reform, specifically examining the acceptability of a simple road user charge (cents per kilometre), independent of specific pricing levels or policy design features. We segment respondents into five distinct clusters based on their underlying support for, or resistance to, reform, and further contextualise these segments by exploring their perceptions of a road user charge. Overall, we identify that the time to discuss reform is now, as there is growing recognition that funding change will be required. We provide recommendations on how to navigate these initial discussions, particularly as our analysis reveals potentially hidden ulterior motivations that may ultimately shape how reform proposals are received and, in turn, their viability.]]></description>
      <pubDate>Mon, 24 Nov 2025 15:30:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597016</guid>
    </item>
    <item>
      <title>Valuing travel time and reliability from emerging connected vehicle data</title>
      <link>https://trid.trb.org/View/2596738</link>
      <description><![CDATA[The value of travel time and reliability are significant economic parameters in canonical transport Cost–Benefit Analysis. Our study employs connected vehicle data paired with Sydney, Australia’s, extensive toll road network to introduce a novel approach to valuing these metrics. Toll uptake makes the time–money trade-off explicit: travellers pay to avoid congestion. While toll choices have long been used to infer time valuation, a network-wide approach incorporating passive revealed preferences has not yet been explored. We design choice sets using methods termed route ‘observation’ and ‘generation’, and estimate time and reliability valuations using mixed-path size logit. Our findings align closely with official estimates used in project appraisal, and set the stage for panel revealed preference studies as connected vehicles occupy more of the vehicle fleet.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:22:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596738</guid>
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