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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Factors associated with public transport substitution for private vehicles in Northern Taiwan</title>
      <link>https://trid.trb.org/View/2706453</link>
      <description><![CDATA[This study examined how traveler-centered evaluations of transport service quality and travel experience are associated with willingness to substitute private vehicle trips with public transport in urban northern Taiwan. A cross-sectional survey of 1,002 adults measured the importance of 11 service-quality dimensions, mode-specific evaluations, and substitution intentions. Repeated-measures comparisons, PLS-SEM, and logistic regression were used to analyze cross-mode evaluations, intention relationships, and perceived private-vehicle replaceability. Intention to substitute private vehicle trips with bicycling was the strongest predictor of intention to substitute such trips with public transport, while public transport satisfaction had a smaller positive effect. In addition, 69.4% of respondents considered private vehicles replaceable. Higher perceived replaceability was associated with cost considerations, safe cycling experience, environmental and infrastructure priorities, weaker attachment to vehicle ownership, and gender. These findings support bicycle–public transport complementarity and integrated strategies to reduce private motorized travel dependence in high-density urban contexts.]]></description>
      <pubDate>Fri, 12 Jun 2026 09:19:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706453</guid>
    </item>
    <item>
      <title>The uneven geographies of care: Transport disadvantage and healthcare accessibility in Melbourne</title>
      <link>https://trid.trb.org/View/2698565</link>
      <description><![CDATA[Equitable access to healthcare in rapidly growing metropolitan regions depends not only on the location of services, but also on the transport systems through which residents reach them. In Greater Melbourne, continued growth in low-density outer suburbs has occurred alongside the concentration of major hospitals in established middle and inner metropolitan areas, raising concerns about transport disadvantage and spatial inequity in hospital access. However, metropolitan-scale evidence comparing hospital accessibility by private car and public transport remains limited in the Australian context. This study applies a network-based Gaussian Two-Step Floating Catchment Area (G2SFCA) model, integrating road networks, GTFS public transport data, and population data, to evaluate hospital accessibility by private car and public transport across 361 SA2s in Greater Melbourne. Spatial equity is assessed using the Gini coefficient. The analysis also includes an intervention simulation in which hypothetical new hospitals are placed in identified public-transport service blind spots to estimate potential improvements in accessibility and equity. Private-car accessibility is higher and more evenly distributed, following a clear center–periphery pattern, whereas public transport accessibility is more fragmented and inequitable. Under the baseline scenario, car accessibility shows relatively low inequality (Gini = 0.2410), while public transport accessibility is markedly less equitable (Gini = 0.6551), with many outer-suburban areas unable to reach any hospital within 60 min. The intervention simulation substantially improves public transport accessibility, reducing zero-access areas and lowering inequality across all travel-time thresholds, with the strongest gains observed for public-transport-dependent outer suburban areas. The findings show that hospital accessibility in Greater Melbourne is shaped not only by service location, but also by transport mode, with public transport users facing systematically less equitable access than car users. By combining multimodal G2SFCA modelling, Gini-based equity assessment, and intervention simulation, the study provides a transferable framework for identifying transport-related healthcare inequities and testing targeted policy responses. The results highlight the need for stronger coordination between transport and healthcare planning, more equity-sensitive hospital siting, and targeted improvements in public and flexible transport provision in underserved outer metropolitan areas.]]></description>
      <pubDate>Thu, 28 May 2026 09:03:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698565</guid>
    </item>
    <item>
      <title>Can spatial indicators fully explain car dependence? Evidence from Lombardy (Italy)</title>
      <link>https://trid.trb.org/View/2670016</link>
      <description><![CDATA[Reducing car dependence is a critical challenge for transport and environmental policy, requiring a thorough understanding of its multidimensional nature. However, existing research often struggles to assess car-dependence’s complexity comprehensively. This paper addresses that gap by applying Sensitivity Analysis (SA) techniques to a rich spatial dataset deployed across the Italian region of Lombardy, which encompasses diverse territories and mobility patterns. The proposed methodology combines moment-independent and variance-based SA methods to better suit observational data and identify key factors shaping car dependence. The resulting SA models show that car dependence cannot be fully explained by numeric variables alone and reveal unexpected causing factors that might point to deeper, underlying patterns. These findings highlight the limitations of purely quantitative approaches in comprehensively capturing the complexity of car dependence, reinforcing the need to complement them with context-based and qualitative approaches. In this way, the study contributes to a more robust understanding of the phenomenon across diverse territorial contexts, supporting more accurate strategies for developing or evaluating policies aimed at reducing car dependence.]]></description>
      <pubDate>Tue, 26 May 2026 09:40:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670016</guid>
    </item>
    <item>
      <title>Assessing the limitations of motorization rate as a proxy for local climate-related variables: Evidence from Bulgaria and Sofia</title>
      <link>https://trid.trb.org/View/2686692</link>
      <description><![CDATA[This study evaluates whether the number of registered passenger cars (motorization rate) can be used as a standalone proxy indicator for local climate-related variables. Using official datasets for Bulgaria and its capital city, Sofia, over the period 2004–2022, the analysis examines the relationship between vehicle registration counts and two aggregated climate indicators: average annual air temperature and average annual precipitation. Correlation and regression analyses reveal weak and statistically non-significant associations with temperature, along with negligible explanatory power for precipitation. These findings indicate that vehicle registration counts alone are insufficient for explaining or monitoring variation in aggregated climate-related variables. Building on this negative result, the study outlines a methodological framework for future transport–climate research based on activity- and composition-oriented indicators, including vehicle-kilometers traveled, fleet structure, and higher temporal resolution data.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686692</guid>
    </item>
    <item>
      <title>Roadspace allocation between autos, buses, and bicycles with heterogeneous demand</title>
      <link>https://trid.trb.org/View/2661801</link>
      <description><![CDATA[The allocation of road space among different transport modes has long been a key issue in urban planning, yet it lacks solid theoretical foundations. This paper investigates the optimal allocation of road space among three transport modes: private vehicles, buses, and bicycles, for overall system performance. The travel time for each mode is determined based on travel speed derived from fundamental diagrams (FDs). Changes in bus travel time are the least sensitive to excessive demand, as the number of buses is only indirectly affected by demand. A mode choice equilibrium framework based on deterministic user equilibrium is proposed to handle cases with and without heterogeneity in passengers’ waiting time thresholds for buses. Analytical and numerical results reveal that the optimal road space allocation strategy depends on the demand level. Without considering passenger heterogeneity, the optimal strategy is a corner solution - allocating all road space to one of the three transport modes. When heterogeneity is considered, low and medium demand levels result in all space being allocated to private vehicles and bicycles, respectively. For high demand levels, the optimal solution is a non-corner solution, where road space is allocated to both buses and bicycles, and the proportion allocated to buses increases as demand rises. The initial road space share for buses significantly influences system performance. Crucially, this induces either a virtuous or vicious cycle that impacts public transport usage. The threshold for this effect is around 0.4, meaning that allocating approximately half of the road space to buses is critical, and this threshold decreases as demand increases. This study highlights the importance of tailoring road space allocation strategies to demand levels to maximize transport efficiency.]]></description>
      <pubDate>Thu, 30 Apr 2026 16:38:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661801</guid>
    </item>
    <item>
      <title>Do fringe benefit cars make the car fleet greener?</title>
      <link>https://trid.trb.org/View/2657065</link>
      <description><![CDATA[It has proven difficult to reduce carbon emissions from the transport sector; in fact, emissions from this sector are still increasing worldwide. Reducing emissions by reducing road transport is challenging; therefore, a transition to a vehicle fleet with low or zero emissions seems essential. Many new cars in OECD countries are sold to firms as fringe benefit cars (sometimes called company cars in the literature). The generous taxation of such cars has been shown to have negative welfare effects because it increases the consumption of cars. However, it is sometimes justified since it speeds up the transition of the car fleet to lower-emission vehicles. The purpose of this paper is to analyze how fringe benefit cars impact carbon emissions, fuel type, weight, size, engine power, and market value of new cars. We apply micro register data including all adult Swedes and their cars, spanning the years 1999 to 2020. By using a matching model that combines Exact matching and Mahalanobis distance matching, the fuel consumption of the fringe benefit car is compared to the hypothetical new private car that the employee receiving the fringe benefit would have otherwise purchased. We find that new fringe benefit cars tend to be larger, heavier, and more powerful than the hypothetical new private cars that fringe benefit car recipients would have otherwise purchased, However, we also find that new fringe benefit cars sold in 2019–2020 consumed 1.2 L less fuel per 100 km compared to hypothetical new private cars, a decrease of 20 percent. The lower fuel consumption of the fringe benefit cars in these years results from a higher share of electric vehicles among them. We also find that the likelihood of the fringe benefit car being an alternative-fuelled vehicle is 6 percentage points higher than if it was bought as a private car.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657065</guid>
    </item>
    <item>
      <title>Assessing the limitations of motorization rate as a proxy for local climate-related variables: Evidence from Bulgaria and Sofia</title>
      <link>https://trid.trb.org/View/2686828</link>
      <description><![CDATA[This study evaluates whether the number of registered passenger cars (motorization rate) can be used as a standalone proxy indicator for local climate-related variables. Using official datasets for Bulgaria and its capital city, Sofia, over the period 2004–2022, the analysis examines the relationship between vehicle registration counts and two aggregated climate indicators: average annual air temperature and average annual precipitation. Correlation and regression analyses reveal weak and statistically non-significant associations with temperature, along with negligible explanatory power for precipitation. These findings indicate that vehicle registration counts alone are insufficient for explaining or monitoring variation in aggregated climate-related variables. Building on this negative result, the study outlines a methodological framework for future transport–climate research based on activity- and composition-oriented indicators, including vehicle-kilometers travelled, fleet structure, and higher temporal resolution data.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:18:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686828</guid>
    </item>
    <item>
      <title>Pre-Crash Scenario Analysis and Generation for Integrated Safety System Virtual Testing with Real Accident Data</title>
      <link>https://trid.trb.org/View/2691855</link>
      <description><![CDATA[Integrated active and passive safety protection systems have made substantial contributions to reducing traffic accidents and mitigating human injuries. However, assessing such systems through vehicle collision tests is limited, as this approach cannot cover the wide range of accident scenarios. To address this gap, identifying and generating representative pre-crash scenarios from real-world accidents provides key boundary conditions for the setup of virtual test scenarios. In this study, we used the Future Mobile Traffic Accident Scenario Study (FASS) dataset to reconstruct 112 two-wheeler accidents. For each case, we extracted pre-crash dynamic information, static attributes, and environmental context. An autoencoder was employed to encode high-dimensional features of scenarios, and K-means clustering was applied to categorize the accidents into eight representative pre-crash scenarios. For each scenario, we examined the motion states of participants and further compared the behaviors and injuries between motorcycle and bicycle accidents. The results show that motorcycles have a higher average pre-crash speed than bicycles (22.4 vs 16.2 km/h), resulting in a greater proportion of Maximum Abbreviated Injury Scale (MAIS) 4+ cases (35.6% vs 18.9%). Furthermore, a Gaussian Mixture Model was applied to fit the scenario features. This model was then used to randomly generate the initial conditions of pre-crash scenarios, including the positions, speeds, and yaw angles of vehicles and two-wheelers. The proposed scenario generation method was first applied to pre-crash scenario construction for integrated safety systems tests, and it can create diverse, statistically grounded scenarios that reflect real-world accident distributions. These scenarios can broaden the test scope of integrated safety systems and support their implementation.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691855</guid>
    </item>
    <item>
      <title>Analyzing the Nonlinear and Interaction Effects Mechanisms of Factors Influencing Intercity Travel Route Choice by Passenger Car Drivers: A Case Study from Guangxi, China</title>
      <link>https://trid.trb.org/View/2691017</link>
      <description><![CDATA[Although travel route choice analysis is abundantly conducted using statistical models, some shortcomings, such as easy neglect of nonlinear effects among factors, and subjective assumptions in modeling, are apparent. This study provides an interpretable framework based on machine learning models to better analyze the travel route decisions of intercity travelers. Four types of travel route choice behavior analysis models (i.e., extreme gradient boosting [XGBoost], Light gradient boosting machine, random forest, and the binary logit model) were conducted using travel survey data for passenger car drivers in Guangxi, China, in 2021. The model parameters showed that XGBoost achieved the highest prediction accuracy (89.8%). Based on objective data distribution, the Shapley additive explanation approach was used to explain the output of XGBoost. The results showed that vehicle types, passenger capacity, expected toll discounts, and travel frequency on freeways had nonlinear effects on travel route choice, while traditional statistical models could not identify the nonlinear effects because of the effect of data distribution. Travel route choice was affected by potential interaction effects (e.g., vehicle types and toll payers). There were differences in the contribution of the same factor (e.g., education level) to route choice for different vehicle groups. These findings help better understand the generative mechanisms of travel route choice from a more objective perspective and provide references for developing more effective strategies to alleviate intercity road congestion and improve road network capacity by guiding travelers’ route choices.]]></description>
      <pubDate>Fri, 10 Apr 2026 16:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691017</guid>
    </item>
    <item>
      <title>The bi-mode problem with modular buses and private vehicles in the autonomous driving environment</title>
      <link>https://trid.trb.org/View/2643225</link>
      <description><![CDATA[In the process of continuous development of autonomous driving technology, there has been an evolution towards the intensification of transportation through autonomous modular bus (AMB). This paper proposes an innovative bi-mode bottleneck model that analyzes the equilibrium problem of the system consisting of AMBs and autonomous private vehicles (APVs) during the morning commuting process. We categorize all potential commuting modes and provides analytical solutions. Additionally, the impact of fixed passenger load, linear passenger load, and penetration rate under equilibrium condition is explored. Influenced by the coupling efficiency of AMB, there exist six possible equilibrium departure patterns in the mixed system with the fixed load. Throughout the entire stage of introducing AMBs, it has positive effects on reducing societal costs and alleviating road congestion. As the technology matures, a transition towards AMBs becoming the predominant mode of transportation. This study provides valuable insights for managers in implementing strategic decisions.]]></description>
      <pubDate>Wed, 25 Mar 2026 15:50:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643225</guid>
    </item>
    <item>
      <title>Potential Mode Choice and Traffic Improvement in Jakarta Golden Triangle CBD and Its Road Network Vicinity Due to Area-based Congestion Pricing Implementation</title>
      <link>https://trid.trb.org/View/2669873</link>
      <description><![CDATA[This study analyzes the probability of mode change of existing private vehicle users due to the implementation of area-based congestion pricing, then evaluates the road network performance resulted in the vicinity. A small-scale stated preference survey is conducted to car and motorcycle users who have destination within the hypothetical congestion pricing area to demonstrate mode changing by gathering their preferences on defined six mode changing alternatives. Utility functions for car and motorcycle users are developed with cost and time variables to derive the probability of each mode choice with multinominal logit approach. A proposed traffic assignment analysis by incorporating congestion pricing tariff in the link performance function is used to capture the impact of mode choice and detouring traffic caused by congestion pricing imposed. Traffic network simulation shows that implementation of congestion pricing improves road performance within the area, however, it creates route diversion for through traffic to avoid pricing area and tends to worsen off road performance in the vicinity. Out of five congestion pricing tariff combinations simulated, it is found that tariff combination of 30,000 (IDR) for car and 20,000 (IDR) for motorcycle maximizes the road network performance best.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669873</guid>
    </item>
    <item>
      <title>Private Motorized Vehicle Dependence: Exploring Access and Egress Mode Patterns of Commuter Line Passenger in Yogyakarta Urban Area</title>
      <link>https://trid.trb.org/View/2669866</link>
      <description><![CDATA[This study attempts to investigate the phenomenon of private motorized vehicles dependence in the Yogyakarta Urban Area, focusing on access and egress modes among commuter line passengers. Three commuter line stations – Yogyakarta, Lempuyangan, and Maguwo – were opt for sampling locations. Descriptive statistics and Sankey diagram visualizations were used to analyze commuter line passenger experiences. Findings indicate that majority of respondents relied on motorcycles for egress, with 15.5% as passengers and 13% as drivers. Cars were used by 6% as passengers and 0.5% as drivers. A trip purpose analysis revealed motorcycle use for school, leisure, and work, at 0.5%, 3.5%, and 4.5% respectively. Notably, 8.5% used motorcycles exclusively within the Yogyakarta Urban Area. Additionally, 3% used motorcycles for both the first and last mile phases, indicating a double-use phenomenon. The study suggests enhancing more sustainable mode development to reduce private motorized vehicle dependence and GHG emissions.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669866</guid>
    </item>
    <item>
      <title>Experimental Investigations on Appendages of a Racing
     Motorcycle</title>
      <link>https://trid.trb.org/View/2675957</link>
      <description><![CDATA[In this experimental work, a detailed analysis of the wind tunnel measurements on                     scaled motorbike models equipped with different front wings was performed                     considering four wing configurations operating at different Reynolds numbers and                     roll angles. Global forces acting on the models were measured by a                     high-resolution dynamometric balance, while velocity fields in the wake were                     measured by means of the Particle Image Velocimetry technique. Throughout the                     paper, overall models’ performances are investigated, demonstrating similar                     behavior for drag coefficients and various trends for lift coefficients. The                     without- and single-wing configurations were shown to have positive sign, and                     conversely, the double- and closed-wing cases—with negative sign—generated                     downforce due to the presence of significant upward velocities, which in turn                     modified the wake shape. Furthermore, the improvements in closed-wing                     configuration compared to without- and single-wing ones were noticeable, while                     slight enhancements were observed for the double-wing case.It is evidenced how PIV technique can be used to advance the wing design by                     capturing the wake velocity and circulation. The proposed simple geometrical                     configurations are feasible at low costs and with easy manufacturing.]]></description>
      <pubDate>Mon, 02 Mar 2026 15:16:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675957</guid>
    </item>
    <item>
      <title>Perceptions of autonomous vehicles among older adults and people with physical disability</title>
      <link>https://trid.trb.org/View/2630849</link>
      <description><![CDATA[Fully Autonomous Vehicles (AVs) capable of performing all driving functions represent a significant advancement in transportation technology. AVs are increasingly regarded as a promising transport solution for older adults and people with physical disabilities. However, previous literature shows that these groups present low intention to use AVs. This contradiction between potential benefits and low intention to use AVs highlights the need for deeper understanding of the factors influencing intention to use amongst these groups, particularly their attitudes. The Technology Acceptance Model suggests attitudes are shaped by perceived usefulness and perceived ease of use. Yet, in-depth research into these group’s perceptions of AVs remains limited. This study explores the underlying beliefs that shape perceptions of private autonomous vehicles (PAVs), shared autonomous vehicles (SAVs) and autonomous public transport (APT) among older adults (≥65) and people with physical disabilities in New South Wales, Australia. Based on focus groups, supplemented by interviews, this study found that perceptions are shaped not only by beliefs about AVs themselves, but also by beliefs associated with their human-driven counterparts. The introduction of self-driving technology is perceived as enhancing private transport, making PAVs more useful and easier to use than human-driven private cars. In the shared and public transport contexts, the introduction of self-driving technology is perceived as replacing human elements – assistance, information, reassurance, and supervision – making SAVs and APT less useful and more difficult to use than human-driven taxis and buses. Based on these findings, this study provides recommendations to promote AV acceptance among older adults and people with physical disabilities.]]></description>
      <pubDate>Mon, 02 Mar 2026 08:56:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630849</guid>
    </item>
    <item>
      <title>An Analysis of the Energy Requirement for a Synthesized City Drive
          Cycle for Electric Two-wheelers</title>
      <link>https://trid.trb.org/View/2669755</link>
      <description><![CDATA[Range estimation for electric vehicles based on standard drive cycles generally                     underestimates energy consumption and fails to accurately represent the actual                     driving characteristics. This paper aims to develop a representative driving                     cycle for electric two-wheelers that emulate the real-world driving scenario in                     Lucknow, India. The micro-trip-based random selection scheme is used to form the                     drive cycle. The onboard Global Positioning System (GPS) module is used to log                     vehicle speed data for every second, and nine assessment parameters were used to                     analyze the candidate drive cycles. The total duration of the developed drive                     cycle is 1800 s, and the length is 17.45 km. Traffic attributes of the developed                     drive cycle are compared with the India drive cycle (IDC), Delhi motorcycle                     drive cycle (DMDC), and Edinburgh motorcycle drive cycle (EMDC). A comparison of                     the estimated energy requirement of the developed drive cycle with IDC indicates                     that the estimated actual energy requirement (Wh/km) is 46.9% higher than                     estimated with IDC. Comparative analysis reveals the significant differences                     that emphasize the need for developing city-specific cycles.]]></description>
      <pubDate>Tue, 17 Feb 2026 10:29:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669755</guid>
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