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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>Armed-conflict accessibility and equity in Kharkiv's public transport system</title>
      <link>https://trid.trb.org/View/2781808</link>
      <description><![CDATA[Protracted armed conflict in Ukraine has disrupted urban mobility, yet reconstruction agendas still privilege strategic corridors and macroeconomic recovery over minimum everyday access. This paper develops a conflict-sensitive framework to evaluate how public transport accessibility and equity evolve under wartime degradation, and the extent to which a minimum public transport function is preserved under progressive conflict and energy-system stress. We model Kharkiv's multimodal transit system at the Traffic Analysis Zone (TAZ) level across three empirically grounded scenarios: a pre-invasion baseline, a post-invasion configuration with partial operation under available power, and a severe blackout stress scenario in which electricity-dependent passenger services are assumed unavailable. Accessibility is measured through stop coverage, stop density and number of modes per TAZ, while equity is assessed through damaged versus non-damaged zones, inhabited transit deserts and vertical-equity indicators based on transit travel times to the city centre, interpreted as time-loss penalties caused by disruption. Results show a staged transition from a dense multimodal network to a bus-only lifeline. Aggregate coverage declines moderately, but TAZs without any service and inhabited transit deserts increase sharply, while multimodal redundancy collapses. Damaged zones start from systematically longer trips and experience larger increases in travel times, zero-access status and time-loss penalties, with the damaged/non-damaged travel-time ratio rising from 1.31 to 1.56 between baseline and blackout conditions. The study reframes critical transport infrastructure as a multiscalar system and proposes securing at least one operational and reasonably timed public transport connection for every inhabited, non-destroyed TAZ as a core criterion for conflict-sensitive reconstruction and resilience planning.]]></description>
      <pubDate>Wed, 30 Sep 2026 09:28:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2781808</guid>
    </item>
    <item>
      <title>Multi-level optimization for the deployment of battery swapping in inland waterways</title>
      <link>https://trid.trb.org/View/2782004</link>
      <description><![CDATA[Containerized battery swapping offers a promising pathway to zero-emission inland waterway transport. However, its deployment requires coordinated decisions among actors with conflicting objectives. We introduce a multi-level optimization model with three actors: a policymaker who allocates subsidies to maximize adoption, an infrastructure developer who selects station locations to maximize profit, and fleet operators who minimize operating costs. We formulate this as a multi-level optimization problem, reduce it to a bilevel program via Karush–Kuhn–Tucker conditions, and solve it using an iterative bilevel decomposition and a problem-specific large neighborhood search. Experiments on the Dutch–Belgian inland waterway corridor show that a market equilibrium cannot exist without public intervention, the optimal subsidy mix depends on the available budget, and that within an intermediate price range the minimum budget for full adoption remains stable. Sensitivity analyses on costs, battery range, and network size are reported together with an alternative emissions-reduction objective.]]></description>
      <pubDate>Tue, 29 Sep 2026 15:48:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2782004</guid>
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    <item>
      <title>Shifting Tracks in Regional Rail: Unpacking Stakeholder Attributes and Perceived Connectivity</title>
      <link>https://trid.trb.org/View/2778250</link>
      <description><![CDATA[Summary. This study examines how perceptions of stakeholder salience shape user attitudes and behaviors towards the Pomeranian Metropolitan Railway (PKM) in northern Poland, focusing on the moderating role of transportation connectivity. Utilizing repeated cross-sectional survey data collected in 2019, 2020, and 2021, the study analyzes how user perceptions of power, legitimacy, and urgency impact attitudes and rail usage behavior. The results highlight a significant shift in the moderating effect of perceived connectivity, which transitioned from a positive influence in 2020 to a negative one in 2021, indicating increasing disillusionment with the rail system’s responsiveness to users’ expectations. This study provides key insights into how external disruptions, such as the COVID-19 pandemic, interact with connectivity perceptions to influence regional rail usage patterns.]]></description>
      <pubDate>Mon, 28 Sep 2026 16:46:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2778250</guid>
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    <item>
      <title>Statistical Analysis on the Offshore Waiting of Container Ships owing to COVID-19 in the Route between Far East Asia and Europe</title>
      <link>https://trid.trb.org/View/2784382</link>
      <description><![CDATA[The transportation of marine containers has enabled rapid and efficient logistics in daily life. As the number of cargo containers has increased, the size of container ships has also increased. The congestion of container terminals in ports became an important issue in the 2010s, and the COVID-19 pandemic caused serious disruptions with offshore waiting for container ships worldwide. In this study, instances of offshore waiting were analyzed for a 20,000-TEU container ship in Chinese and European ports. Second, the spatial and temporal fluctuations in offshore waiting were analyzed using Automatic Identification System data. Finally, the details of offshore waiting are considered based on these results.]]></description>
      <pubDate>Mon, 28 Sep 2026 16:45:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784382</guid>
    </item>
    <item>
      <title>Strategies and sustainability in motion: An analysis of mobility and climate change policies in Greater London</title>
      <link>https://trid.trb.org/View/2716158</link>
      <description><![CDATA[Urban mobility plays a central role in shaping metropolitan responses to climate change, yet the interaction between mobility systems and climate adaptation remains underexplored in large urban regions. This study examines how mitigation and adaptation strategies are integrated into the mobility system of Greater London by combining policy analysis with expert interviews to assess how climate concerns are translated into metropolitan planning and governance practices. Findings reveal tensions between strategic ambitions and uneven local implementation, socio-spatial disparities in access to sustainable modes, and limited integration of adaptation measures into mobility planning. By situating London's experience within wider international debates, the study demonstrates that these dynamics reflect global patterns identified in other metropolitan regions - particularly challenges related to multi-scalar governance, distributive justice, and the uneven operationalisation of adaptation. Methodologically, the study contributes by aligning qualitative insights with institutional frameworks, and conceptually by proposing an analytical lens that can be applied across metropolitan contexts. The results offer transferable insights for cities seeking to align sustainable mobility transitions with climate adaptation, advancing understanding of how metropolitan regions can address the intertwined demands of decarbonisation, resilience and social equity.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:56:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2716158</guid>
    </item>
    <item>
      <title>Research on the Mechanical Behavior and Stability of Shallow Tunnels Crossing through Adversely Varying Surrounding Rock Masses</title>
      <link>https://trid.trb.org/View/2778272</link>
      <description><![CDATA[With the increasing transportation demand in the Yangtze River Delta region of eastern China, shallow-buried large-section tunnels have become the preferred solution for expressway construction in hilly areas because of their technical and economic advantages. In such shallow-buried tunnel sections, the surrounding rock is significantly affected by weathering, fractures, and joint development, which can easily induce plastic deformation, face instability, or even collapse. Furthermore, tunnel excavation may cross through varying rock grades, meaning the tunnel face can encounter abrupt geological changes at interfaces. This study investigates a tunnel along the section of the Yixing–Changxing Expressway by establishing a three-dimensional finite element model to examine deformation characteristics during excavation under varying surrounding rock interfaces. The results demonstrate that the rock interfaces can be approximately treated as a new set of joint slip surfaces, with tunnel stability being significantly better at interface angles of 15° and 30° compared with 0° and 45° conditions. The excavation-induced surface settlement disturbance extends 15 m in Class IV surrounding rock and 25 m in Class V rock, while the maximum crown settlement location shifts gradually from the tunnel’s right side to the left as a result of joint dip direction. For joints with a 76° dip angle and 47° dip direction, the maximum deformation initially concentrates on the right side of the tunnel centerline near the portal section, then progressively shifts leftward with advancing excavation, ultimately localizing on the left side at the exit section, clearly indicating the significant influence of joint orientation on overall tunnel displacement.]]></description>
      <pubDate>Tue, 22 Sep 2026 15:30:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2778272</guid>
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    <item>
      <title>Trade shocks and direct shipping connections: causal insights into network adaptability and supply chain resilience</title>
      <link>https://trid.trb.org/View/2668443</link>
      <description><![CDATA[Direct connections between trading countries in container shipping can shorten transit times, and reduce risk, thereby enhancing global transportation, and supporting supply chain performance. While transhipment services offer strategic flexibility, cost efficiency and geographical reach, direct connections tend to be more suitable for time-sensitive, high-value, perishable, or specialised goods thus being critical for certain commodities and trade contexts. Therefore, understanding and estimating container shipping lines’ decisions to establish or discontinue a connection is crucial when structuring and planning supply chains. This paper employs a causal framework and draws on a dataset that considers the UK and its trading partners from 2012 to 2020 to unravel the broader key determinants of direct container shipping connections. Following its validation through expert interviews and sensitivity analysis, the model is then used to simulate how direct connections may evolve under a significant trade flow disruption, achieving a 94% out-of-sample predictive performance. The model can support scenario analysis, inform contingency planning, and guide public–private initiatives aimed at strengthening the adaptability of global logistics under conditions of uncertainty. The results provide actionable insights for both policymakers and practitioners, offering a timely tool for anticipating changes in container shipping networks. Governments can integrate such models into national transport policies to proactively address potential disruptions in trade flows and enhance supply chain resilience.]]></description>
      <pubDate>Fri, 18 Sep 2026 12:03:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668443</guid>
    </item>
    <item>
      <title>Lakshadweep archipelago: an emerging geostrategic sentinel in India’s maritime security discourse</title>
      <link>https://trid.trb.org/View/2761183</link>
      <description><![CDATA[With the Indian Ocean Region (IOR) emerging as a vital checkerboard for geopolitics in contemporary times, a reorientation in security contours is being observed. It has enabled an increased extra-regional state presence of the US and China. India’s maritime security discourse gains relevance as a response mechanism to the USA’s Indo-Pacific policy and a belligerent China. In this context, Lakshadweep is evolving as India’s eyes and ears in the western IOR. The article deploys content analysis methodology to argue for the archipelago’s significance in India’s maritime security discourse and its role in mitigating conventional challenges and securing opportunities.]]></description>
      <pubDate>Wed, 16 Sep 2026 16:15:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761183</guid>
    </item>
    <item>
      <title>Epidemiology of road traffic injuries in Oman: insights from the Eastern Mediterranean region</title>
      <link>https://trid.trb.org/View/2714277</link>
      <description><![CDATA[This study examines the epidemiology of road traffic injuries (RTIs) in the Eastern Mediterranean Region (EMR), which ranks third globally in fatalities, with a focus on Oman. The analysis used secondary data from World Road Safety Reports across 22 EMR member states. Trained national coordinators collected data from various sectors. Descriptive statistics summarized fatality rates and trends, while comparative analysis assessed regional differences. Additional sources included UN regulations, the UN Population Division, and World Bank indicators. The EMR, representing about 8.8% of the global population, accounts for 10.51% of all RTI fatalities, with a fatality rate of 16.4 per 100,000, compared to 9.3 in Europe. Among high-income countries, the average rate is 10.0 per 100,000. The highest rates are in Saudi Arabia (18.5) and Oman (11.0). Oman reduced its RTI fatalities from 29.5 per 100,000 in 2013 to 11 in 2023, with 497 fatalities reported that year; 21% involved four-wheeled vehicles and pedestrians. Oman must enhance the enforcement of road safety laws. A focus on protecting vulnerable road users and community involvement is essential for meeting the Sustainable Development Goals of reducing RTI deaths by 2030.]]></description>
      <pubDate>Wed, 16 Sep 2026 11:21:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714277</guid>
    </item>
    <item>
      <title>Decarbonising Transport – the Spatial Effects of Railway Container Transport on Carbon Emissions</title>
      <link>https://trid.trb.org/View/2714395</link>
      <description><![CDATA[China is advancing a strategic transport shift to establish railway container transport as a key logistics pillar, supporting its dual carbon goals through sector restructuring. However, empirical research on its low-carbon efficacy remains limited. Based on the spatial Dobbin model, and combining the data from railway container loading and unloading stations, night lighting and socio-economic factors, this study deeply studies the remarkable characteristics of regional changes of railway container transportation and carbon emissions in China, and comprehensively discusses how railway container transportation affects regional carbon emissions at different scales. Key findings: (1) Urban carbon emissions are rising, with eastern cities emitting most intensely and western regions showing widespread high emissions. Railway container flows exhibit spatial disparities, creating “oligarchic cities” with concentrated transport activity. (2) Railway container transportation notably curbs the production of carbon emissions, thereby facilitating the attainment of regional low-carbon objectives. Moreover, when comparing across regions, the suppressive impact of railway container transportation on carbon emissions stands out more prominently in both the eastern and western regions. The railway container transportation conducted in the Yangtze River Delta Economic Zone and the Bohai Rim Economic Zone demonstrates a more pronounced suppressive effect on regional carbon emissions.]]></description>
      <pubDate>Wed, 16 Sep 2026 11:21:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714395</guid>
    </item>
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      <title>Which conditions make the train a convenient modal alternative in interurban commuting for different commuting profiles? A comprehensive analysis based on mobile phone data</title>
      <link>https://trid.trb.org/View/2736786</link>
      <description><![CDATA[The objective of this research is to analyse interurban commuting at regional level focusing on the first and last mile (FLM). Employing an origin-destination matrix derived from cell phone big data (CBD), the study focuses on train commuting in the Friuli – Venezia Giulia (FVG) region of Italy. Through Latent Class Analysis (LCA), four distinct commuting profiles were identified, reflecting different modality styles. These profiles were then examined using Generalized Linear Mixed Models (GLMM) to assess the factors influencing commuting behaviours and those related to FLM. The results of the study shed light on several implications for transportation policy, including some factors that positively inform the predisposition towards the rail-based mode for the daily commuting. The study further advocates for the implementation of an intermodal transportation system featuring integrated tariffs and coordinated schedules to effectively address the needs of both frequent and irregular travellers.]]></description>
      <pubDate>Wed, 09 Sep 2026 09:03:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736786</guid>
    </item>
    <item>
      <title>Modelling intermodal traveller behaviour in mega-city regions: simultaneous versus sequential estimation frameworks</title>
      <link>https://trid.trb.org/View/2658344</link>
      <description><![CDATA[The sustained expansion of mega-city regions and the development of multimodal transport networks have catalysed intercity mobility, thereby restructuring regional travel demand patterns. This study aims to interpret the behaviour of intermodal travellers in a short-haul intercity context within mega-city regions. A comparative modelling framework, utilising both simultaneous and sequential estimation methods, is proposed based on stated preference survey data collected in the Beijing-Tianjin-Hebei region, China. The simultaneous estimation framework examines the integrated measurement of the perceived utility of multiple stages of travel using cross-nested logit models. In contrast, the sequential estimation framework systematically investigates the bidirectional interactions associated with the intercity mode decision and decisions related to access and egress modes in a stepwise manner. The latter quantifies the accessibility of transport hubs and destinations to assess the implicit cost of feeder trips in the intercity mode decision. It validates the sequential impact on feeder mode choice preferences. In addition to identifying behavioural determinants, the models’ relative performance is assessed regarding behaviour prediction accuracy for diverse groups of travellers categorised by travel purpose, fellow traveller, baggage size, and travel frequency. Statistically, the weighted prediction errors for access, intercity, and egress mode choices are 1.12%, 1.33%, and 0.89% under the simultaneous estimation framework. In contrast, under the sequential estimation framework, these errors are reduced to 0.81%, 0.63%, and 0.50%, respectively. The results suggest the superior applicability of the latter in interpreting intermodal mobility patterns.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658344</guid>
    </item>
    <item>
      <title>Mediterranean container port reconfiguration under geopolitical disruption: an AIS-based multi-scale analysis</title>
      <link>https://trid.trb.org/View/2700883</link>
      <description><![CDATA[Recent geopolitical events in the Red Sea have disrupted the passage of commercial vessels transiting through the Suez Canal. In response, shipping lines have rerouted services via the Cape of Good Hope to secure trade between Asia, the Mediterranean and Northern Europe. This paper offers a strategic analysis of the reconfiguration of containerised flows in the Mediterranean, based on Automatic Identification System (AIS) data collected over a 240-day period centred on the onset of the crisis. Rather than seeking to identify the internal decision-making processes of shipping companies, the study examines how network reconfigurations materialised at port level, using a multi-scale analytical approach focused on observable changes in port positioning within the Mediterranean port system. By combining port typology (hubs and gateways), vessel size categories and the reallocation of deployed capacity, this paper analyses relative changes in attractiveness and resilience of the main Mediterranean container ports. The results highlight a pronounced shift of capacity, particularly from the largest vessels, towards ports in the western Mediterranean, contrasting with the sharp contraction observed in several Eastern Mediterranean hubs. Within this broader East–West reconfiguration, ports such as Tanger Med illustrate how certain Western Mediterranean hubs were able to limit capacity losses, consistent with their geographical positioning and integration within carrier service networks. Overall, the study demonstrates the value of AIS data, as a strategic-monitoring tool, in documenting port-level manifestations of sudden geopolitical disruption, and supporting situational awareness for port authorities and operators, while acknowledging the limits of AIS-based inference regarding underlying strategic intentions.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:35:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2700883</guid>
    </item>
    <item>
      <title>Analysis of socio-economic vulnerability to transport disruptions in the European Union</title>
      <link>https://trid.trb.org/View/2706712</link>
      <description><![CDATA[This research investigates the multi-dimensional nature of transport vulnerability among socio-economic groups across the European Union (EU), focusing on their exposure and adaptability to transport disruptive events. The study establishes a comprehensive framework for measuring transport vulnerability through three core pillars: affordability, adaptability, and system resilience, which are synthesized into a Vulnerability Structural Index, a composite country-level score reflecting exposure to future disruptions. Utilizing a macro-level analysis of pan-European datasets, the study employs the COVID-19 pandemic as a universal stress test to evaluate these dimensions. As a first step in interpreting these impacts, the analysis maps the spatial distribution of socio-economic deprivation, revealing a clear divide between Western and Eastern Europe: deprivation is predominantly urban in Western and largely rural in Eastern Europe. Building on the spatial analysis, the results identify a significant resilience gap between EU member states, characterized by persistent vulnerability hotspots primarily located in Southeastern Europe and the Baltics. Populations in these regions face a dual burden: they exhibit the lowest workforce adaptability, while simultaneously being hindered by low transport affordability and public transport systems experiencing a persistent decline in modal share relative to other transport modes following the pandemic. The paper provides a strategic roadmap for policymakers by demonstrating that effective interventions must be calibrated to existing national infrastructure profiles. The analysis offers a context-specific approach to mobility justice, ensuring that policy decisions, ranging from financial subsidies in high-transit regions to structural investments in underdeveloped areas, are aligned with the capabilities of the transport system.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706712</guid>
    </item>
    <item>
      <title>Tracks of equality: high-speed rail and its effects on intra-regional inequality—a quasi-experimental study based on China’s district/county-level data</title>
      <link>https://trid.trb.org/View/2705503</link>
      <description><![CDATA[The efficacy of high-speed rail (HSR) remains controversial, with critics contending that its welfare disproportionately accrues to affluent demographics, potentially exacerbating inequality. In this study, we employ nighttime light data at the district/county level in China from 2000 to 2019 to construct a nighttime light inequality index as a proxy for intra-regional inequality. Utilizing a quasi-experimental approach (Difference-in-Differences), we investigate the impact of HSR implementation on intra-regional inequality in China. We find that HSR significantly reduces inequality along its routes, with districts/counties experiencing mitigation of local disparities primarily through three channels: technological innovation, entrepreneurial activity, and urban expansion. HSR’s inequality-reducing effects are most pronounced in megalopolis with multiple centers and balanced structural layouts. The presence of national-level tourist attractions enhances HSR’s mitigating effect on local inequality. Notably, red tourism sites associated with Chinese Communist Party history exhibit a more substantial augmenting impact on HSR’s inequality-reducing effects compared to conventional tourist attractions. Our research findings contribute to the ongoing discourse regarding the welfare effects of HSR and offer policy implications for developing nations contemplating HSR as a means to alleviate poverty and stimulate economic growth.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705503</guid>
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