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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>
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    <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>A case study on economic feasibility of mass rapid transit systems in the Nairobi metropolitan region</title>
      <link>https://trid.trb.org/View/2427453</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 09 Sep 2024 17:01:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427453</guid>
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      <title>Community transport’s dual role as a transport and a social scheme: implications for policy</title>
      <link>https://trid.trb.org/View/2389426</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 12 Jun 2024 08:59:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389426</guid>
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    <item>
      <title>Challenges of the performance standards of the international finance corporation in financing the African Integrated High-Speed Railway Network and the way forward: the case of standard gauge railway in Tanzania</title>
      <link>https://trid.trb.org/View/2306713</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 07 Dec 2023 14:41:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306713</guid>
    </item>
    <item>
      <title>City-shaping transport for good in growth areas: A national agenda beyond the commuter car park</title>
      <link>https://trid.trb.org/View/2259729</link>
      <description><![CDATA[Australia’s Federal Treasurer, the Hon Jim Chalmers MP, is expected to hand down his first budget a month on from ATRF. Minds and media will turn to what the Albanese Government has to offer people struggling with the cost-of-living pressures that took centre stage at the May 2022 election. Although delivering urban transport infrastructure and services falls constitutionally to the States and Territories, Federal Government policy is a major indirect and direct force acting on growth area transport outcomes. How, then, might its urban transport agenda evolve, in line with its broad commitment to clean, sustainable and socially inclusive growth? We reference the national advisory body, Infrastructure Australia's (IA), two most recent national and cross-sectoral infrastructure reports; this evidence-based policy reform agenda, and our own related work, signpost a healthy way forward.]]></description>
      <pubDate>Mon, 02 Oct 2023 11:28:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2259729</guid>
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    <item>
      <title>The Perth Parking Policy: towards 25 years</title>
      <link>https://trid.trb.org/View/2259713</link>
      <description><![CDATA[In the 1980s increased demand for parking in Central Perth began to undermine the urban quality of the city. The Perth Parking Policy (PPP) was introduced in 1999 to address this problem, joining a similar scheme implemented in 1992 in Sydney. This abridged paper presents a high-level overview of the PPP as the first stage of a research project that will investigate the institutional dynamics inherent in parking area levy schemes across Australia. The paper begins by sketching out the potential contributions that institutional theory has to parking policy development and reform. It then maps a historical overview of the PPP, from its development, inception and continuing use. The paper then concludes by highlighting areas for further investigation. The analysis of the PPP’s evolution is informed by a document and media analysis. The PPP has been reported on in seventy-three articles in the state’s major newspaper, the West Australian, from 1998 to 2022. The paper is also informed by insights from one of the authors, an architect of the PPP, captured in the narrative and through reference to archival presentations, reports and conference proceedings.]]></description>
      <pubDate>Mon, 02 Oct 2023 11:28:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2259713</guid>
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    <item>
      <title>Exploring a Social Licence to Operate the Road System</title>
      <link>https://trid.trb.org/View/2240000</link>
      <description><![CDATA[It is generally considered that the transport system needs the support and engagement of the public in its development and implementation. This paper looks at an approach for gaining insight into how the community views the performance of the road transport system. It explores the concept of the Social Licence to Operate the Road System (SLORS) and shows how it can assist in road policy and network considerations. The paper looks at 18 policy issues and identifies how these can be placed into a SLORS framework. The policy issues are categorised as falling into 5 zones: User Advocacy Zone, Support Zone, Equilibrium Zone, Tolerance Zone and Opposition Zone. The zone the issue falls into provides information to policy makers on the public’s view of the policy. For instance: in the Advocacy zone issues like Driver behaviour should improve, Roads must be safe for all users, the Physical quality of the road and their surface should improve, and Road travel should be more environmentally sustainable in the future are supported. These should be relatively easy to implement. In the Opposition zone People paying a toll or road charge for each trip, Private companies having a large role in planning and management of roads, increased congestion and increased traffic on our roads in the future receive less support. These will require considerable effort marketing their implementation. This information may assist in pointing the policy maker in the best direction to get the policy supported. The paper closes with some indications of further work.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:06:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2240000</guid>
    </item>
    <item>
      <title>What are the theoretical discount rates of transport investments under the recent economic conditions?</title>
      <link>https://trid.trb.org/View/2239993</link>
      <description><![CDATA[The mechanism of discounting is to convert future costs and benefits to an equivalent amount in today’s dollars commonly known as Present Values. The 7 percent central discount rate, recommended in both Australian and New South Wales economic appraisal guidelines, has been used for 40 years. However, there have been increasing calls for using a lower discount rate given low interest rates and investment returns in recent years. This paper examined economic returns from investment in debt and equity market, inflation rate, debt margin, risk premium, debt to equity ratio, income growth and consumption patterns in the last 5, 15, 30 and 40 years to estimate theoretical discount rates. We have tested all available models conventionally used for deriving discount rates from producer and consumer’s perspectives. Our analysis estimated a central discount rate of 5.9%. However, a range of discount rates from 2% to 8.9% could be theoretically supported from available models and related investment return datasets and economic indicators used for informing the discount rate.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:06:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239993</guid>
    </item>
    <item>
      <title>Quantifying the benefit of reduced social exclusion by major transport infrastructure investments</title>
      <link>https://trid.trb.org/View/2239986</link>
      <description><![CDATA[Social exclusion has been described as the existence of barriers which make it difficult or impossible for people to participate fully in society or to obtain a decent standard of living. Maximum participation in economic, social and community life is a defining characteristic of a well-rounded, sustainable and resilient society. Achieving this outcome for all Australians means preventing social exclusion and delivering policies and programs that support people to strengthen their ability to actively participate in the labour market and their communities. Access to transport provides opportunities to participate in the economy, education and training, and cultural and civic activities. The majority of transport infrastructure investment proposals in Australia typically focus on the economic benefits relating purely to travel outcomes. This paper aims to fill the gap by providing an approach to quantify the impact of transport investment on reducing social inclusion.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:05:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239986</guid>
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    <item>
      <title>Stakeholder decisions shaping urban freight</title>
      <link>https://trid.trb.org/View/2239963</link>
      <description><![CDATA[The demand for urban freight transport is growing and the main mode of carriers is on-road freight vehicles. Due to the limited resources and prevailing constraints impeding stretched facilities, it is essential and timely to look at how efficiency can be improved in the urban freight industry. Consideration of the costs and benefits to all stakeholders is important when policy decisions are made. The acceptability of a policy by stakeholders is important and the sustainability of a policy relies upon the net benefits to each stakeholder followed by their level of acceptance. However, decision-making power in supply chains is usually limited to one dominant stakeholder and identifying such a dominant player in the supply chain is essential for policymakers. This study aims to identify the objectives and priorities of key stakeholders involved in this urban freight. Attention is paid to freight route selection, usage of toll roads and their present perception to identified conditions. The outcome from a discrete choice experiment was used to determine freight drivers’ willingness to pay toll charges to use toll roads in the urban context. This information is necessary for traffic assignment and no such data can be found in the literature. Overall, this study sheds light on identifying various urban freight stakeholders and what factors are prominent in their decision making processes.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:05:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239963</guid>
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    <item>
      <title>Corruption risks associated with major transport infrastructure projects</title>
      <link>https://trid.trb.org/View/2134781</link>
      <description><![CDATA[Victorian major infrastructure projects make up a complex sector that receives billions of taxpayer dollars each year. The 2022-23 Victorian State Budget committed $3.5 billion to public transport services and infrastructure. These major projects are under pressure to complete constructions and provide essential buildings and services for Victorians. The Victorian community expects major infrastructure projects to be managed with integrity to ensure public funds are handled appropriately, and to minimise the risks of corruption. IBAC's research has identified several corruption risks that could affect major infrastructure projects in Victoria during procurement and construction. The report also provides a range of strategies to help detect and prevent corruption.]]></description>
      <pubDate>Mon, 06 Mar 2023 16:18:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2134781</guid>
    </item>
    <item>
      <title>Oceanian perspectives on transport pricing and financing of roads and public transport</title>
      <link>https://trid.trb.org/View/2014878</link>
      <description><![CDATA[This chapter provides an overview of pricing and funding initiatives in recent years in Oceania, with a focus mainly on Australia and to a limited extent, New Zealand. With a focus on land based road and public transport, we summarise approaches adopted by various State jurisdictions as well as the Federal government. Specific attention is given to road user charging of heavy and light vehicles as well a public transport, including the plans as we transition to electric vehicles. The paper overviews approaches to road financing including the role of PPS.]]></description>
      <pubDate>Tue, 30 Aug 2022 14:37:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2014878</guid>
    </item>
    <item>
      <title>An investigation of regional public transport spend in Australia</title>
      <link>https://trid.trb.org/View/1948051</link>
      <description><![CDATA[This report presents the outcome of an investigation of the regional public transport spend in each state of Australia. Deriving reliable figures for comparison was a key objective and the core metric used is government spend per capita on country bus and rail in the respective state. In terms of results, it is observed that different states have different configurations of rail and bus transport networks and that NSW and QLD stand out as the states with the highest public transport spend per head in metro areas. While NT, TAS and regional SA completely rely on bus services, VIC is the state with the highest public transport spend per head in regional areas with robust train and bus networks which deliver healthy patronage. In the case of NT, TAS and SA there is scope for greater investment in bus network design given the absence of passenger rail operations. WA stands out as the state with highest regional bus transport spend per head ensuring a relatively high patronage despite the low population density. In terms of regional areas that rely only on bus transport, TAS could be highlighted as a benchmark due to its positioning in terms of patronage and population density.]]></description>
      <pubDate>Wed, 04 May 2022 16:07:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948051</guid>
    </item>
    <item>
      <title>Roundabouts, overpasses, and carparks: hauling the federal government back to its proper role in transport projectss</title>
      <link>https://trid.trb.org/View/1948046</link>
      <description><![CDATA[Much of what the federal government spends on transport projects is outside the role that it has agreed with the states. The federal government is supposed to focus on nationally significant infrastructure on the National Land Transport Network, while locally-important roads and rail are the responsibility of state and local governments. Federal pork-barrelling on transport projects favours electorally important states. Queensland and NSW, where federal elections tend to be won and lost, consistently receive more, and Victoria less, than can be explained by population, population growth, size of the road network, share of passenger or freight travel, or what it actually costs the state government to run the transport system. The federal government compounds this inequity by funnelling much more discretionary transport funding to the most marginal seats, such as Lindsay in Sydney, Higgins in Melbourne, Moreton in Brisbane, Hasluck in Perth, and Boothby in Adelaide. The average marginal urban seat received $83 million from the Urban Congestion Fund; the average safe Coalition seat received $64 million, while for safe Labor seats it was $34 million. Voters should demand better. Whichever party wins the 2022 federal election should strengthen the transport spending guardrails. The government, whether Coalition or Labor, should require a minister, before approving funding, to consider and publish Infrastructure Australia’s assessment of a project, including the business case, cost/benefit analysis, and ranking on national significance grounds. And the next federal government should also stick to its job: no more roundabouts, overpasses, or carparks, just nationally significant infrastructure on the National Land Transport Network.]]></description>
      <pubDate>Wed, 04 May 2022 16:07:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948046</guid>
    </item>
    <item>
      <title>Inland Rail: derailed from the start</title>
      <link>https://trid.trb.org/View/1876274</link>
      <description><![CDATA[On 17 September 2019, the Senate moved that the following matter be referred to the Senate Rural and Regional Affairs and Transport References Committee for inquiry and report by 30 September 2020: The management of the Inland Rail project by the Australian Rail Track Corporation and the Commonwealth Government, with particular reference to: (a) financial arrangements of the project; (b) route planning and selection processes; (c) connections with other freight infrastructure, including ports and intermodal hubs; (d) engagement on route alignment, procurement and employment; (e) urban and regional economic development opportunities; (f) collaboration between governments; (g) interaction with National Freight and Supply Chain Strategy; and (h) any other related matters.]]></description>
      <pubDate>Thu, 02 Sep 2021 14:26:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876274</guid>
    </item>
    <item>
      <title>Connecting remote communities: summary and conclusions</title>
      <link>https://trid.trb.org/View/1767315</link>
      <description><![CDATA[This report explores the accessibility challenges that people face in remote areas. It demonstrates how state support can ensure access to essential services and reduce social and economic isolation where private markets fail to provide adequate transport connections. It provides a classification of policy interventions in different countries and reviews common design and implementation challenges. Finally, it analyses different approaches to determine the appropriate level of state support for transport in remote communities.]]></description>
      <pubDate>Thu, 04 Feb 2021 10:21:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1767315</guid>
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