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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>
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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>Promoting Sustainability Through e-vehicle Procurement: Experiences from Three Continents</title>
      <link>https://trid.trb.org/View/2581590</link>
      <description><![CDATA[By favouring innovative solutions that serve sustainability goals, sustainable procurement can aid in mitigating the negative externalities of mobility. However, a deeper understanding of the sustainable mobility procurement processes, and the potential pitfalls and best practices in the global scale is still lacking. To address this shortcoming, we conducted a qualitative study on e-vehicle procurement, drawing on interview and survey responses of procurers involved in a project aiming to promote urban electric mobility in various urban areas across the globe (EU SolutionsPlus project). Based on the responses, sustainability strategies and goals are widely adopted in cities across the globe, while differences arise in how these strategies are incorporated into regulatory frameworks and procurement guidelines. The results suggest that having flexibility in the procurement process supports collaboration with the suppliers, and the acquisition of suitable solutions for the given context.]]></description>
      <pubDate>Fri, 05 Jun 2026 16:39:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2581590</guid>
    </item>
    <item>
      <title>Baroque transport: A feminist read on taxirutas in Quito, Ecuador</title>
      <link>https://trid.trb.org/View/2694725</link>
      <description><![CDATA[This paper builds on recent writings on informal transport and draws on Latin American feminist thought. From the lens of social reproduction, the article accounts for the heterogeneous elements that characterize taxirutas, an informal transport industry in Quito, Ecuador. A feminist approach contributes to informal transport scholarship by exploring how informal transport actively reproduces urban life through coordinated practices of social reproduction, care, and collective obligation that exceed the analytical limits of entrepreneurial and market-based frameworks. It substantiates this claim by drawing on ethnographic and qualitative research conducted from 2016 to 2018 and in 2021. Dynamics such as waiting, care circuits, and debt are prevalent practices that produce baroque transport: a hybrid assemblage that unveils power dynamics which produce value and exploitation within the industry while producing nonlinear progress in a neoliberal economy by keeping the city moving. These findings contribute to critical re-evaluations of forms of informal transport in the Global South and North.]]></description>
      <pubDate>Tue, 28 Apr 2026 17:06:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694725</guid>
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    <item>
      <title>Integrated Passenger-Freight Transportation Model: Metro of Quito (Ecuador) as a Case Study</title>
      <link>https://trid.trb.org/View/2407033</link>
      <description><![CDATA[This paper explores the potential of a collaborative passenger and freight transportation system as a sustainable option for urban logistics. A novel multi-objective optimization model is proposed for packages delivery services using the capacity of a mass public passenger transport network, considering the Quito Metro (Ecuador) as a study case, in which metro stations are used to pick up and deliver packages. This would be a new efficient model for mixed distribution for last mile delivery. The model considers several objectives linked to the interests of different stakeholders: cargo transport costs, delivery times and the passenger service level. The integration of freight and passenger transportation will promote greater efficiency in the passenger transport network, reducing the number of commercial fossil fuel vehicles that circulate exclusively for freight transport within the city limits, and will improve life conditions in metropolitan areas. In this study, a mixed linear integer multi-objective programming model is proposed to represent this problem of joint transportation of passengers and packages, including some criteria and restrictions that represent real rules of operation and business. Finally, to solve the proposed model, a genetic algorithm based on the well-known NSGA-II is implemented for a real world case study of the metro of Quito for validation.]]></description>
      <pubDate>Tue, 22 Jul 2025 10:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407033</guid>
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    <item>
      <title>Mapping public space micro occupations: Drone driven predictions of spatial behaviors in Carapungo, Quito</title>
      <link>https://trid.trb.org/View/2395097</link>
      <description><![CDATA[This study evaluates the spatial behavior of an intermodal transportation hub in Carapungo, one of the densest neighborhoods in Quito, Ecuador. This public infrastructure is deficient and lacks adequate equipment for the people who use, occupy, and transit within and around it, as well as for the numerous activities that occur, particularly at Carapungo’s Entry Park. Traditional methods for analyzing urban dynamics and land use are typically rigid and fail to grasp the complex and nonlinear nature of public spaces, especially in informal Global South cities. However, recent advancements in Artificial Intelligence and Machine Learning, combined with aerial drone videos, have enabled the modeling and prediction of urban dynamics beyond state regulations and formal planning. In this context, we developed a model using Computer Vision Technology and the YOLOv5 algorithm, incorporating Deep Learning training. The objective is twofold: firstly, to detect people, their movement and speed; and secondly, to produce “Occupancy” and “Count & Speed” cartographies that highlight commuters’ spatial patterns. These situated cartographies provide valuable insights into urban design, mobility, and interaction within a conflicted public space’s-built environment. The generated data offer planners and policymakers quantitative spatial information to consider local practices and dynamics in urban planning, particularly in situations of informality and insufficient urban infrastructure.]]></description>
      <pubDate>Thu, 25 Jul 2024 11:36:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2395097</guid>
    </item>
    <item>
      <title>A holistic approach to introducing a light electric freight vehicle (LEFV) system in a historic urban environment: The case of Quito</title>
      <link>https://trid.trb.org/View/2395882</link>
      <description><![CDATA[In this paper the authors propose a comprehensive approach for introducing a first/last mile system based on Light Electric Freight Vehicles (LEFVs) in the historical centre of Quito (Ecuador). The approach includes four crucial steps for successful launching and establishment of a LEFVs system. The first step considers organizational aspects by proposing a number of alternative cooperative business models. In the second step, the LEFVs fleet mix problem is defined as a Multicriteria Decision Making Problem (MCDM) and solved by the Analytic Network Process (ANP). The third step includes the problem of optimal micro hub location as well as the problem of optimal routing of LEFVs. The micro hub location problem is modelled as a capacitated p-median problem and solved by an exact solution algorithm. The problem of optimal LEFVs routing is defined as the capacitated pickup and delivery with time windows addressed by a web-based optimization tool. The fourth step includes an assessment of the existing policy framework and proposing a set of additional legal instruments for facilitating the LEFVs market uptake. Based on the proposed four-step approach, the first/last mile system is currently being implemented in the historical centre of Quito. The initial results appear promising regarding the success of the new LEFVs first/last mile system.]]></description>
      <pubDate>Tue, 02 Jul 2024 14:14:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2395882</guid>
    </item>
    <item>
      <title>Simulation Processes of Construction of Optimal Routes for the Delivery of Goods by Road Transport on Urban Road Network in Mountainous Cities</title>
      <link>https://trid.trb.org/View/1975157</link>
      <description><![CDATA[A method of optimization of cargo delivery routes in the conditions of non-stationary dynamics of traffic flows on the urban road network sections for cities located in mountainous areas is proposed. In doing so, the emergence of such non-stationary states is due to the influence of natural factors on the structural characteristics of the urban road network (seismically-active influences, floods, mudflows, landslides, etc.). The method is based on the use of a modified ant algorithm. In the frameworks of the proposed method, a test simulation is carried out for the mountainous city of Quito, the capital of Ecuador. The obtained results of the research point to the prospect of application of the proposed method for finding the optimal routes for the delivery of goods, taking into account the specifics of the road network of cities, within which transportation is carried out.]]></description>
      <pubDate>Fri, 05 Jan 2024 14:29:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975157</guid>
    </item>
    <item>
      <title>A longitudinal analysis of the COVID-19 effects on the variability in human activity spaces in Quito, Ecuador</title>
      <link>https://trid.trb.org/View/2274439</link>
      <description><![CDATA[The COVID-19 pandemic has had a huge impact on human activities due to lockdowns or travel restrictions to preserve public health and decrease the workload of hospitals. Therefore, human activities spaces (HASs) were deeply affected worldwide, but to an extent that is hard to quantify properly. This paper presents a longitudinal analysis of HASs in Quito, Ecuador, before and during the COVID-19 pandemic. Using location data collected through Google Location History (GLH) from the Google Maps application, the authors compute weekly people's activity point locations (APLs) from a convenience sample of 263 participants, mainly composed of university staff members, considering only weeks with at least five days of data. These APLs are then used to measure the HASs using the confidence ellipses and the minimum spanning trees. Finally, they perform a weekly intra-personal and inter-personal variability analysis of the HASs using a random intercept model, considering (a) the size of HASs as the dependent variable and (b) the levels of restrictions due to the pandemic and the participants' demographics as independent variables. The results reveal that HASs are strongly affected by the intensity of non-pharmaceutical interventions (NPIs) (Social distancing, quarantines, lockdowns, travel restrictions or closure of schools and workplaces) and the composition of the socio-demographic groups. They also demonstrate that the disruptive effects of NPIs on human mobility were reflected in the decrease in trip durations in conjunction with a drop in visited locations as individuals only engage in essential neighbouring activities, implying substantial variations in the size and extent of HASs.]]></description>
      <pubDate>Mon, 30 Oct 2023 08:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2274439</guid>
    </item>
    <item>
      <title>Impact of Quito's first metro line on the accessibility to urban opportunities</title>
      <link>https://trid.trb.org/View/2142167</link>
      <description><![CDATA[One of the main challenges for cities is to provide equitable access to urban opportunities such as commerce, jobs, recreation, and other facilities and services. Several cities are planning and building mass public transport systems to overcome the accessibility gap derived from urban sprawl, spatial exclusion, and extreme land-use specialization. Nevertheless, there is no information on how these transportation projects will impact overall and relative accessibility for different population groups, especially those with current low accessibility. This study proposes a rigorous and replicable methodology to measure the impact of public transport projects on the overall accessibility and accessibility gap to urban opportunities for different socioeconomic groups. The methodology comprises three main phases: i) the characterization of accessibility to urban opportunities through public transport; ii) the measurement of the accessibility gap between socioeconomic groups, and iii) the impact of the metro's implementation on accessibility and the gap. All the procedures were implemented using open-source software and publicly available data, guaranteeing transparency and replicability. The authors applied this methodology to analyze the impact of implementing the First Metro Line (PLMQ) in Quito, Ecuador. The results show that the PLMQ will increase overall accessibility to urban opportunities, and this impact depends on travel time and current accessibility levels. The impact of the PLMQ on the accessibility gap will be more modest, and the benefits will be more important at long travel times. They argue that incorporating this kind of analysis on early planning phases of public transport projects will allow better planning and design decisions and inform public debate about significant investments in sustainable mobility.]]></description>
      <pubDate>Tue, 25 Apr 2023 09:49:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2142167</guid>
    </item>
    <item>
      <title>High prevalence of SARS-CoV-2 infection among food delivery riders. A case study from Quito, Ecuador</title>
      <link>https://trid.trb.org/View/2084736</link>
      <description><![CDATA[Aim: COVID-19 pandemic has posed an unprecedented pressure on health systems and economies worldwide. Delivery services have grown as an alternative source of revenue for many people. Consumers generally perceive that delivery services are safer than going into a restaurant, because they reduce exposure to other people and their risk of SARS-CoV-2 contagion. There are no studies analyzing viral load or the burden of COVID-19 within this population. This study aims to describe the presence of SARS-CoV-2 among food delivery riders in the city of Quito, Ecuador. Study design: From July and August 2020, bike and motorbike riders self-employed in two of the main online delivery services in Quito, Ecuador, were invited for RT-PCR testing for SARS-CoV-2 detection during the compulsory lockdown due to the COVID-19 pandemic. The Center for Disease Control (CDC) 2019-Novel Coronavirus (2019-nCoV) RT-qPCR Diagnostic Panel was used to identify the presence of SARS-CoV-2 in nasopharyngeal swabs. All samples were processed in the BSL2 certified molecular biology laboratory at Universidad de Las Americas. Results: A total of 22 out of 145 delivery workers (15.2%) tested positive for SARS-CoV-2. The majority of workers were men (n = 138), the average age of male workers was 32 years-old (±7.3) and 38 years-old (± 10.6) for females. The presence of mild symptoms was reported in only 9 subjects (6%). The calculated viral load was higher among males with 1.31E+08 copies/mL vs 2.30E+06 in females, although this difference was not statistically significant (p value: 0.68, [CI: −53 to −79]). Conclusions: The self-employed food delivery riders have a high incidence rate of SARS-CoV-2 infection in relation to the national average. It is important to point out that this is the first study of its kind in Latin America and probably one of the very few in the world. The results emphasize the need for policy makers to look at the pandemic from as many population's sub-groups as possible. Delivery riders are a highly moving population that offer their services to a wide range of clients, including vulnerable populations such as the elderly or those less likely to leave their house for basic needs stocking.]]></description>
      <pubDate>Tue, 24 Jan 2023 09:30:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2084736</guid>
    </item>
    <item>
      <title>Bus rapid transit impacts on land uses and development over time in Bogotá and Quito</title>
      <link>https://trid.trb.org/View/2031575</link>
      <description><![CDATA[Despite the worldwide popularity of bus rapid transit (BRT), empirical evidence of its effects on land uses and development remains limited. This paper examines BRT’s impacts on land use and development in Bogotá and Quito, by using a parcel-level difference-in-differences research design. We estimate a propensity score-weighted regression model of parcel development characteristics in treatment and control areas. In Bogotá, although parcels in close proximity to the BRT are subject to fewer changes in terms of development intensity (changes in built-up area) in relation to parcels in the control area, they are more likely to change uses, shifting toward commercial activities. In Quito, the results are mixed; parcels in one BRT corridor are more likely to be subject to redevelopment, but the parcels in a more recent BRT corridor are less likely to be subject to development activity in relation to parcels in the control corridor. Taken together, our results suggest that changes in land use are important but frequently overlooked impacts produced by BRT implementation. Attempts to capture value from mass transit investments should also consider the ancillary planning decisions required to allow changes in land use.]]></description>
      <pubDate>Fri, 14 Oct 2022 17:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2031575</guid>
    </item>
    <item>
      <title>Characterising Public Transport Shifting to Active and Private Modes in South American Capitals during the COVID-19 Pandemic</title>
      <link>https://trid.trb.org/View/2008057</link>
      <description><![CDATA[During the year 2020, the COVID-19 pandemic affected mobility around the world, significantly reducing the number of trips by public transport. In this paper, the authors study its impact in five South American capitals (i.e., Bogotá, Buenos Aires, Lima, Quito and Santiago). A decline in public transport patronage could be very bad news for these cities in the long term, particularly if users change to less sustainable modes, such as cars or motorbikes. Notwithstanding, it could be even beneficial if users selected more sustainable modes, such as active transport (e.g., bicycles and walking). To better understand this phenomenon in the short term, the authors conducted surveys in these five cities looking for the main explanation for changes from public transport to active and private modes in terms of user perceptions, activity patterns and sociodemographic information. To forecast people’s mode shifts in each city, the authors integrated both objective and subjective information collected in this study using a SEM-MIMIC model. The authors found five latent variables (i.e., COVID-19 impact, Entities response, Health risk, Life related activities comfort and Subjective well-being), two COVID-19 related attributes (i.e., new cases and deaths), two trip attributes (i.e., cost savings and time), and six socio-demographic attributes (i.e., age, civil status, household characteristics, income level, occupation and gender) influencing the shift from public transport to other modes. Furthermore, both the number of cases and the number of deaths caused by COVID-19 increased the probability of moving from public transport to other modes but, in general, the authors found a smaller probability of moving to active modes than to private modes. The paper proposes a novel way for understanding geographical and contextual similarities in the pandemic scenario for these metropolises from a transportation perspective.]]></description>
      <pubDate>Mon, 26 Sep 2022 15:13:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2008057</guid>
    </item>
    <item>
      <title>Community response to noise from hot-spots at a major road in Quito (Ecuador) and its application for identification and ranking these areas</title>
      <link>https://trid.trb.org/View/1948022</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 04 May 2022 15:41:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948022</guid>
    </item>
    <item>
      <title>Modelling individual perception of barriers to bike use</title>
      <link>https://trid.trb.org/View/1897759</link>
      <description><![CDATA[People face different barriers when choosing to commute by bike. The predominance of these barriers in users’ perceptions could explain the low cyclability rates present in many cities. An investigation of cyclists’ perceptions is developed using the data set obtained through a survey made to individuals from Quito, Ecuador. This study is aimed to evaluate the perception of barriers to bike use, in particular, assesses how perception varies according to the available information and the different profiles of individuals. Using ordered probit models, the study compares the overall evaluation of bike acceptance before and after making individuals reflect on the importance of certain variables (e.g. lack of bike infrastructure). The main results show that to improve bike use acceptance, enhancing multimodality or providing facilities like electric bikes must be considered. The results also demonstrated a high heterogeneity of individuals’ perceptions caused by their sociodemographic and travel characteristics.]]></description>
      <pubDate>Thu, 23 Dec 2021 09:34:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1897759</guid>
    </item>
    <item>
      <title>Understanding the value and vulnerability of informal infrastructures: Footpaths in Quito</title>
      <link>https://trid.trb.org/View/1859963</link>
      <description><![CDATA[Walking remains the primary means of travel in informal settlements of the Global South because of the limited ability of municipal governments to provide formal transport infrastructure. To cope, residents create footpaths through a bottom-up approach. Using a case study of informal settlements in Quito, this paper offers the first study of the process through which people settled in these spaces shape footpaths as informal walking infrastructures to enable everyday mobility. The paper draws on data collected over an eighteen-month period from archives, field notes from participatory observations, records of in-depth interviews, and interviews “on the go” with pedestrians to show how this infrastructure enables informal settlements' residents to access everyday destinations in shorter times, less expensively, and (often) more safely than alternatives. The authors show how these informal infrastructures build on centuries old practices of collective footpath building that form an essential part of local culture, and how urban processes and infrastructural development in the core city shape the production, transformation and disappearance of footpaths in informal settlements. Significantly, these findings contribute to a fuller understanding of the value and vulnerability of informal infrastructures that can inform wider studies of walking and informal infrastructure. The paper concludes by identifying the challenges and opportunities to promote informal infrastructures as a mainstream element of mobility in the city and support a more sustainable path to urban development.]]></description>
      <pubDate>Wed, 17 Nov 2021 14:25:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1859963</guid>
    </item>
    <item>
      <title>Pollution or Crime: The Effect of Driving Restrictions on Criminal Activity</title>
      <link>https://trid.trb.org/View/1722837</link>
      <description><![CDATA[Driving restriction programs have been implemented in many cities around the world to alleviate pollution and congestion problems. Enforcement of such programs is costly and can potentially displace policing resources used for crime prevention and crime detection. Hence, driving restrictions may increase crime. To test this hypothesis, this paper exploits both temporal and spatial variation in the implementation of Quito, Ecuador's Pico y Placa program and evaluates its effect on crime. Both difference-in-difference and spatial regression discontinuity estimates provide credible evidence that driving restrictions can increase crime rates.]]></description>
      <pubDate>Mon, 24 Aug 2020 09:28:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1722837</guid>
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