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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>
    <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>Low-carbon futures for Shenzhen’s urban passenger transport: A human-based approach</title>
      <link>https://trid.trb.org/View/1527277</link>
      <description><![CDATA[Shenzhen, one of China’s leading cities, has the potential to be a model for achieving China’s ambitious CO₂ emission reduction targets. Using data from a travel diary survey in Shenzhen in 2014, the authors develop a human-based agent model to conduct a scenario study of future urban passenger transport energy consumption and CO₂ emissions from 2014 to 2050. Responses to different policy interventions at the individual level are taken into account. The authors find that with current policies, the carbon emissions of the urban passenger transport sector in Shenzhen will continuously increase without a peak before 2050. Strengthening 21 transport policies will help Shenzhen to peak the carbon emissions by 2030 for passenger transport. Among these policies, the car quota policy and the fuel economy standard are essential for achieving a carbon peak by 2030. In addition, a package of seven policies, including fewer car quotas, a stricter fuel economy standard, raising parking fees, limiting parking supply, increasing electric vehicle (EV) charging facilities and subway lines, and improving public transport services, is sufficient to peak carbon emissions by 2030, although at an emissions level higher than for the 21 policies.]]></description>
      <pubDate>Tue, 21 Aug 2018 17:03:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1527277</guid>
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    <item>
      <title>An Economic Model for Vehicle Ownership Quota and Usage Restriction Policy Analysis</title>
      <link>https://trid.trb.org/View/1130962</link>
      <description><![CDATA[Rationing policies, including vehicle ownership quota and vehicle usage restrictions, have been implemented in several megaregions to address congestion and other negative transportation externalities. However, no model is available in the literature that allows direct comparison of these rationing policies. To bridge this gap, this study develops an analytical framework for analyzing and comparing transportation rationing policies, which consists of a mathematical model of joint household vehicle ownership and usage decisions and welfare analysis methods based on compensating variation and consumer surplus. Under the assumptions of homogenous users and single time period, this study finds that vehicle usage rationing performs better when relatively small percentages of users (i.e. low rationing ratio) are rationed off the roads and when induced demand resulting from congestion mitigation is low. When the amount of induced demand exceeds certain level, it is shown analytically that vehicle usage restrictions will always cause welfare losses. When the policy goal is to reduce vehicle travel by a large portion (i.e. high rationing ratio), the net social benefits of vehicle ownership quota rationing policy become more obvious. The optimal rationing ratios for both rationing policies can be determined by the model, and are influenced by network congestion and congestibility. Various policy implications, as well as future research directions, are also discussed.]]></description>
      <pubDate>Tue, 26 Jun 2012 09:19:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1130962</guid>
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    <item>
      <title>Age concern</title>
      <link>https://trid.trb.org/View/1123772</link>
      <description><![CDATA[Restrictions on importing older aircraft could become a troubling issue for lessors and financiers.]]></description>
      <pubDate>Thu, 01 Dec 2011 11:05:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1123772</guid>
    </item>
    <item>
      <title>Shaping urban transport policies in China: Will copying foreign policies work?</title>
      <link>https://trid.trb.org/View/914299</link>
      <description><![CDATA[After decades of rapid economic growth, Chinese cities now face serious urban transport challenges, such as congestion, air pollution, energy shortage, and global climate change. Efficient and equitable urban transport policies are essential to China's sustainable development, in which urbanization plays a critical role. Can Chinese cities solve these challenges by copying or modeling the policies of other nations? This paper argues that understanding the unique contexts of Chinese cities is necessary for predicting whether policies implemented elsewhere will perform well in China. The study explores four examples of hotly contested urban transport policies. The previous experience of each policy is compared with its likely efficiency and distributional consequences in China. Specific attention is paid to how the policy context - the spatial and institutional characteristics of the Chinese cities - can affect the adoption of foreign urban transport policies in China. Suggestions regarding the four policies are proposed to policy makers, followed by conclusions and discussions.]]></description>
      <pubDate>Wed, 31 Mar 2010 07:45:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/914299</guid>
    </item>
    <item>
      <title>SINGAPORE'S EXPERIENCE IN MANAGING MOTORIZATION AND ITS RELEVANCE TO OTHER COUNTRIES</title>
      <link>https://trid.trb.org/View/672945</link>
      <description><![CDATA[Because of the rapid economic growth it sustained over the last forty years and the small physical space at its disposal, Singapore has had to give special attention to managing the process of motorization.  It has been at the forefront in testing various new techniques, with notably the Area License Scheme introduced in 1975, the Vehicle Quota System established in 1990, and Electronic Road Pricing starting in 1998.  This paper reviews these schemes within the broader context of Singapore's development, with particular emphasis to the situation of those at the bottom of the income-scale who, in many cities, are suffering from the rapid spread of private transport.  The main findings are that the policy initiatives fulfilled the purposes the Government had in mind (avoidance of the widespread vehicular congestion and pollution characteristic of most other major cities in the region, and continued attraction of international businesses to set up shop in Singapore).  Despite the inevitable imperfections of the policies - and, more seriously, of related land-use and resettlement policies - the motorization restraints had no major negative side effect on economic growth or the improvement of social welfare.  In addition, rationing scarce physical space by the price mechanism - the common theme of Singapore's motorization-related policy innovations - generated large funds for investment in improvements much beyond transport, and enabled reductions of other, less desirable taxes. Singapore's road pricing experiments have generated much technical interest from cities in advanced countries concerned about traffic congestion.  But the package of policies applied may be most relevant for examination by developing and transition country cities that need urgently to find new ways of raising financial resources to meet the huge needs arising from population growth and resettlement.]]></description>
      <pubDate>Sun, 04 Mar 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/672945</guid>
    </item>
    <item>
      <title>THE ACCESS ALMANAC: SLOWDOWN AHEAD FOR THE DOMESTIC AUTO INDUSTRY</title>
      <link>https://trid.trb.org/View/458320</link>
      <description><![CDATA[Trends in the domestic auto industry are examined.  Yearly vehicle sales doubled between 1960 and 1973, but has now nearly flattened out.  This trend will continue.  Comparison of the growth in the number of personal-use vehicles versus the growth of the population of driving age shows that, from 1950 to 1970, the vehicle population grew 2.9 times faster than the human population of driving age.  From 1970 onward, there is evidence of vehicle saturation.  The auto industry, sized to accommodate disproportionate vehicle growth, must now confront the implications of ownership saturation.  Manufacturing capacity is excessive, and the "temporary" layoffs and plant closings of the last few years are likely to become permanent.  Policies such as strict import quotas, future expansion of geographic markets, and trying to persuade each household to expand its portfolio of vehicles will not be easy to implement and do not promise large, long-term gains.]]></description>
      <pubDate>Tue, 19 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458320</guid>
    </item>
    <item>
      <title>DECIPHERING THE JAPANESE AUTOMOBILE IMPORT QUOTA</title>
      <link>https://trid.trb.org/View/259372</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 30 Sep 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/259372</guid>
    </item>
    <item>
      <title>FAIR PRACTICES IN AUTOMOTIVE PRODUCTS ACT: NTH CONGRESS, SECOND SESSION, ON H.R. 5133 ... H.R. 5579 ... MARCH 2, 1982</title>
      <link>https://trid.trb.org/View/232796</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 31 Oct 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/232796</guid>
    </item>
    <item>
      <title>IMPORT RESTRICTIONS TO AID THE U.S. AUTOMOTIVE INDUSTRY</title>
      <link>https://trid.trb.org/View/215261</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Thu, 31 Oct 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/215261</guid>
    </item>
    <item>
      <title>US OFFICIALS LEAN TOWARD END OF RESTRAINTS</title>
      <link>https://trid.trb.org/View/211749</link>
      <description><![CDATA[Trade Representative William Block's blunt attack on big bonuses paid to American auto executives has rekindled the debate over voluntary restriction on Japanese exports to the U.S.  In this interview Secretary of Commerce Malcolm Baldrige adds his tentative agreement, dismisses assertions that ending restrictions would result in an explosion of new models that could push Japanese market share from its present 22 percent to as much as 40 percent, says the quotas were never meant to be long-term, is against U.S. government involvement, and stresses his strong consumer interest in lifting the restrictions.]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211749</guid>
    </item>
    <item>
      <title>AIRPORT QUOTAS AND PEAK HOUR PRICING: THEORY AND PRACTICE</title>
      <link>https://trid.trb.org/View/49083</link>
      <description><![CDATA[This report examines the leading theoretical studies not only of airport peak-hour pricing but also of the congestion costs associated with airport delays and presents a consistent formulation of both. The report also considers purely administrative measures, such as quotas, and hybrid systems which combine administrative and economic control techniques. These are all compared to the real-world situation and problems of implementation discussed. The actual experiences of the Port Authority of New York and New Jersey at the three major New York area airports and the British Airports Authority at Heathrow are then presented. Both organizations administer hybrid quota/peak-hour pricing systems in conjunction with their respective air traffic control authorities. Their experience is compared with the theoretical analyses. (Author)]]></description>
      <pubDate>Thu, 31 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49083</guid>
    </item>
    <item>
      <title>AIRPORT QUOTAS AND PEAK HOUR PRICING: ANALYSIS OF AIRPORT NETWORK IMPACTS</title>
      <link>https://trid.trb.org/View/49094</link>
      <description><![CDATA[This report provides an evaluation of the impacts of airport quotas and peak-hour pricing on air traffic congestion and airport system delay. This analysis addresses two issues. First, would a schedule of peak-load pricing and quotas reduce airport system delays. Second, would a schedule of peak-pricing and quotas complement the system improvements provided by the technological features of the UG3RD. It is concluded, as a result of this analysis, that, in theory, peak-hour pricing and quota alternatives would effectively complement the technological features of the UG3RD by relieving aircraft congestion and delay and improving the flow of air traffic between the 25 largest air carrier airports. While there are theoretical advantages to pricing and quota alternatives, there are economic and institutional constraints limiting their implementation on a widespread scale. Included among these constraints are the unresolved issues which might confront the FAA, airport sponsors, and the airlines. (Author)]]></description>
      <pubDate>Thu, 31 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49094</guid>
    </item>
    <item>
      <title>POLICY ANALYSIS OF THE UPGRADED THIRD GENERATION AIR TRAFFIC CONTROL SYSTEM</title>
      <link>https://trid.trb.org/View/49106</link>
      <description><![CDATA[This report provides a review of costs and benefits of the Upgraded Third Generator Air Traffic Control System (UG3RD) from a systems perspective and also reviews the feasibility and effectiveness of complementary policy strategies. The analysis values the costs and benefits of five alternative systems composed of potential combinations of UG3RD components. For each system, the added cost of airport and airway service was quantified for both the Federal Aviation Administration (FAA) and for airway users. Benefits consisted of increased airport capacity and reduced delay, savings from reduced FAA staff requirements, and improved airway system safety. In addition to estimating costs and benefits of various investments, the study investigates the impacts of airport quotas and peak pricing, increased use of satellite airports, and terminal control areas. (Author)]]></description>
      <pubDate>Thu, 31 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49106</guid>
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