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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>
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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 dual-analytic approach to reveal core determinants of public transport modal share and policy priorities</title>
      <link>https://trid.trb.org/View/2639395</link>
      <description><![CDATA[Public transportation offers a key means of alleviating urban congestion and pollution in the face of climate change. However, simply enhancing transit services often fails to increase modal share if critical bottlenecks remain unresolved. To address this by distinguishing between what is sufficient and what is necessary, this study combines partial least squares structural equation modeling (PLS-SEM) and necessary condition analysis (NCA), integrating local governments’ ex post transportation evaluation systems, to identify both the sufficient bundles and the necessary prerequisites affecting public transportation modal share. The analysis reveals that key transit attributes, including bus frequency and user satisfaction are pivotal in increasing modal share and thus serve as bottleneck indicators. Conversely, high levels of automobile usage negatively affect the modal share of public transportation, indicating that these must be curtailed to reach medium and high targets. We also find that falling below certain safety and environmental benchmarks significantly constrains any improvement in transit use. Moreover, results suggest a positive feedback loop: municipalities with higher shares of public transportation tend to receive larger transportation budgets in the following year, implying that effective transit policies can yield tangible fiscal benefits. By quantifying both sufficiency and necessity, this study introduces a policy-feedback diagnostic, combining PLS-SEM and NCA, that provides empirical guidance for local governments to set funding gates (minimum standards) and a sequenced investment order for the most impactful interventions.]]></description>
      <pubDate>Thu, 12 Mar 2026 14:02:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639395</guid>
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    <item>
      <title>Insights For Corporate Mobility Management: How Mobility Budgets Drive Satisfaction and Sustainable Change</title>
      <link>https://trid.trb.org/View/2647813</link>
      <description><![CDATA[In a corporate transportation era, characterised by a growing awareness of sustainability issues and an increased demand for flexibility, companies are beginning to introduce mobility budgets (MB) as a transport-related benefit for their employees. With this monthly or annual budget, employees can use a broad variety of transport modes according to their own needs. While some studies have indicated the impact of MB on sustainability, there is still a need for insights into the critical role of commuters’ attitudes towards sustainable and flexible mobility as well as their previous car use behaviour, to ensure a successful implementation. Furthermore, the potential for satisfaction differences among user groups has yet to be explored. This study examines the satisfaction of employees with their employer’s mobility offering and their resulting loyalty, with a particular focus on identifying differences between MB users (MBU) and non-users, either with (MBNU) or without the offer (NU). To investigate this, a multidisciplinary approach was utilized. Initially, expert interviews were analysed to understand the factors that drive the effectiveness of MB. Subsequently, a quantitative field study with 929 German employees tested the effects of sustainability, car use, and flexibility on employee outcomes. A multigroup analysis has revealed significant differences. MBU report significantly higher levels of satisfaction and loyalty than NU, with attitude towards sustainable mobility being the strongest determinant (CI 95% (-.569; -.158)). Interestingly, there is a strong correlation between car use behaviour and satisfaction among both, MBU (.224, p<.05) and MBNU (.212, p<.05). Concurrently, MBU tend to be more flexible and willing to try different modes of transport. The study suggests that mobility budgets are effective in expanding mobility options, fostering employee satisfaction and loyalty. This effect is especially significant among employees who depend on multimodal transportation, while car users are less likely to shift to alternative travel modes.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647813</guid>
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    <item>
      <title>Transport vulnerability: Measuring travel time and expenditure budget in Addis Ababa</title>
      <link>https://trid.trb.org/View/2083958</link>
      <description><![CDATA[Public transport is critical for urban dwellers as it is a key link to access economic opportunities and social services. However, transit services in most developing nations are characterized by longer journey time, high fare, unsafe and uncomfortable travel. Hence, this study seeks to analyze the travel experience of public transit users through the lens of vulnerability. The main objective of the research is to investigate transit users’ expenditure on travel, both in terms of time and money, which are regarded as “budgets” allocated to travel. The analysis is based on a survey distributed to 457 public transit users in Addis Ababa. The study applied proportions, percentages and cross-tabulation of key variables and statistical methods, such as one-way ANOVA to analyze the level of vulnerability of transit users. The result shows that low- and middle-income groups bear a higher level of travel burden, in terms of total travel time and percentage of income spent on transport than high income groups. Transport expenditure accounted above 20% of household income for 88% of low-income groups. However, it is below 15% of household income for high income groups, which reveals less financial burden on them. In terms of travel time, 63.8% of middle income groups experience a total travel time of more than 2 h and 52.3% of low-income groups but only 36.3% of high-income groups devote a total travel time above 2 h. Therefore, transport policy formulation should consider the needs and challenges of various groups of transit users.]]></description>
      <pubDate>Wed, 01 Feb 2023 13:32:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2083958</guid>
    </item>
    <item>
      <title>Understanding tourists’ expenditure patterns: a stochastic frontier approach within the framework of multiple discrete–continuous choices</title>
      <link>https://trid.trb.org/View/1845637</link>
      <description><![CDATA[This article analyzes the determinants of tourists’ expenditure behavior through the joint adoption of two microeconometric approaches, namely, the Stochastic Frontier (SF) and the Multiple Discrete Continuous Extreme Value (MDCEV) model. Despite the attention that analysts have dedicated to consumers’ expenditure behavior in recent years, several limitations concerning the role of budget and the phases of money allocation are still affecting the literature on the topic. In this study, the SF is employed to identify the unobserved individual maximum level of spending allotted for a trip. Once estimated, the frontier is included as a travel budget in the utility-maximizing framework of a MDCEV model. The MDCEV approach allows to simultaneously assess two moments characterizing spending decisions. That is, the decision to allocate the budget to several expenditure categories and the decision concerning the amount to allocate to each category. Data adopted for this research is collected by the Swiss Statistical Office (UST) through a representative Household Budget Survey (Haushaltsbudgeterhebung). Data related to Swiss residents’ leisure travel expenditures are investigated; more specifically, the expenditure categories considered in the analysis are Accommodation, Transportation, Shopping and Food & Beverage.]]></description>
      <pubDate>Thu, 29 Apr 2021 09:20:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845637</guid>
    </item>
    <item>
      <title>Designing Multiple Short-Turn Routes to Mitigate the Crowding on a Bus Network</title>
      <link>https://trid.trb.org/View/1845020</link>
      <description><![CDATA[On a transit route, initiating a trip beyond a transit route’s departure terminus and terminating the trip before its arrival is called “short-turn.” This study develops a method to design short-turn services to alleviate crowding on a transit network consisting of multiple overlapping routes. The proposed method consists of two processes: (i) optimizing routes, turn-back points, and fleet sizes of short-turn services by a genetic algorithm to minimize the sum of waiting, in-vehicle, operation, and social costs; (ii) assigning passenger trip demands to short-turn and existing services. These processes are performed iteratively to design multiple short-turn routes. The proposed method is applied to a real-world transit network in Seoul, Republic of Korea, to design 10 short-turn routes. The results are compared with two naïve methods that introduce short-turn services to sections with the maximum occupancy and the maximum demand divided by the section length, respectively. The comparison results show the proposed method is much superior to both of the naïve methods in reducing total costs. The result of the sensitivity analysis suggests that the value of in-vehicle time needs to be estimated accurately and site-specifically. The proposed model contributes to enhancing the convenience of transit users by effectively mitigating the crowding under budget constraints.]]></description>
      <pubDate>Wed, 28 Apr 2021 09:28:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845020</guid>
    </item>
    <item>
      <title>A multiple discrete continuous model of time use that accommodates non-additively separable utility functions along with time and monetary budget constraints</title>
      <link>https://trid.trb.org/View/1760852</link>
      <description><![CDATA[This paper proposes a multiple discrete continuous (MDC) choice modelling framework with the following features for analyzing individuals’ time use decisions: (a) accommodates non-additively separable (NAS) utility functions with respect to time allocation across different non-work activities, (b) considers both time and money constraints by integrating the two constraints into a single economic constraint, and (c) allows corner solutions for (i.e., non-participation in) discretionary, non-work activities. The proposed framework is applied to analyze weekly time use of employed individuals in Netherlands using a data set derived from the Time use and Consumption survey of the Longitudinal Internet Studies for the Social Sciences (LISS) panel. The empirical results of the proposed model are compared to those from two simpler models – (a) a model that ignores the monetary budget constraint but employs the NAS utility function and (b) a model that considers both time and money budget constraints but uses a simpler, additively separable utility function. The results suggest that considering both time and money constraints, when combined with the NAS utility function, facilitates in capturing rich substitution patterns in time allocation to non-work activities, in addition to revealing demographic heterogeneity in satiation effects. Further, the proposed model offers a superior goodness of fit when compared to that from the simpler models that ignore either the monetary constraint or the NAS utility function. Finally, the model results provide important policy insights for reducing demographic inequities in time allocation among employed individuals.]]></description>
      <pubDate>Fri, 19 Feb 2021 17:32:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1760852</guid>
    </item>
    <item>
      <title>Travel cost budget based user equilibrium in a bottleneck model with stochastic capacity</title>
      <link>https://trid.trb.org/View/1715708</link>
      <description><![CDATA[This paper studies a bottleneck model in which the capacity of the bottleneck is constant within a day but changes stochastically from day-to-day between a designed value (good condition) and a degraded one (bad condition). The study relates the travel cost variability due to stochastic capacity with commuters' departure time choice behaviors. The authors postulate that commuters acquire the variability of travel cost based on past experiences and factor such variability into their departure time choice consideration by minimizing their travel cost budget (TCB), defined as a weighted average of mean travel cost and standard deviation of travel cost. The authors show that the consideration of TCB yields seven possible equilibrium patterns. Closed form solutions to all possible equilibrium patterns and their corresponding parameter ranges are derived. The rationality of the patterns has been investigated. Dependence of travel cost and the duration of peak hours on the commuters' risk attitude has also been derived in each equilibrium pattern. Finally, numerical studies have been conducted to illustrate the properties.]]></description>
      <pubDate>Mon, 13 Jul 2020 10:32:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1715708</guid>
    </item>
    <item>
      <title>A Survey Study Measuring People's Preferences Towards Automated and Non-Automated Ridesplitting</title>
      <link>https://trid.trb.org/View/1681967</link>
      <description><![CDATA[Ridesplitting is both common and important as it facilitates daily transportation needs. Alongside an increase in ridesplitting is the introduction of automated driving systems, which together, bring out the possibility of automated ridesplitting. However, previous studies have identified resistance in the acceptance of automated driving systems. In light of past research on automated driving systems, the authors used a survey to compare people’s preferences of automated ridesplitting to non-automated ridesplitting. Statistical and text mining techniques were leveraged to analyze the results. The authors found similarities in the numeric responses of important factors concerning automated and non-automated ridesplitting whereas there were large differences between automated and non-automated ridesplitting in the text responses. Additionally, people prioritized cost and time in both automated and non-automated ridesplitting. These results can be used in the design of future ridesplitting services, especially with respect to increasing acceptance of and trust in automated ridesplitting services.]]></description>
      <pubDate>Thu, 02 Apr 2020 09:42:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1681967</guid>
    </item>
    <item>
      <title>Eco-routing problem considering fuel consumption and probabilistic travel time budget</title>
      <link>https://trid.trb.org/View/1677545</link>
      <description><![CDATA[Road transportation is one of the major sources of greenhouse gas emissions. To reduce energy consumption and alleviate this environmental problem, this study aims to develop an eco-routing algorithm for navigation systems. Considering that both fuel consumption and travel time are important factors when planning a trip, the proposed routing algorithm finds a path that consumes the minimum amount of gasoline while ensuring that the travel time satisfies a specified travel time budget and an on-time arrival probability. The authors first develop link-based fuel consumption models based on vehicle dynamics, and then the Lagrangian-relaxation-based heuristic approach is proposed to efficiently solve this NP-hard problem. The performance of the proposed eco-routing strategy is verified in a large-scale network with real travel time and fuel consumption data. Specifically, a sensitivity analysis of fuel consumption reduction for travel demand and travel time buffer is discussed in the authors' simulation study.]]></description>
      <pubDate>Tue, 28 Jan 2020 09:42:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1677545</guid>
    </item>
    <item>
      <title>Decarbonizing Passenger Vehicle Transport with Electrification and Advanced Mobility has a Travel Budget</title>
      <link>https://trid.trb.org/View/1573045</link>
      <description><![CDATA[Understanding the factors affecting the deep decarbonization of the US Light Duty Vehicle (LDV) sector is essential for planning the required enabling infrastructure, investments, and technology adoption. The authors study the pathways for decarbonizing the US LDV sector for meeting climate change mitigation targets under uncertainty by modeling the changes needed in vehicle efficiency, fuel carbon intensity, and travel demand. Further, since the growth in the fleet penetration of electric vehicles (EVs) is constrained by the fleet stock turnover, they present a framework for estimating the penetration rates needed for meeting certain fleet share levels. The authors find that LDV sector deep decarbonization is conditional to reducing the electricity generation carbon intensity to well below 200 grams CO₂/kWh. They also show that deeper grid decarbonization facilitates meeting climate change targets without severe travel reduction or complete fleet turnover. This needs to go hand in hand with reaching LDV fleet electrification levels higher than 70 percent by year 2050.]]></description>
      <pubDate>Fri, 01 Mar 2019 15:51:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1573045</guid>
    </item>
    <item>
      <title>The employee mobility budget: Aligning sustainable transportation with human resource management?</title>
      <link>https://trid.trb.org/View/1516750</link>
      <description><![CDATA[This paper discusses how a particular tool in the employment relationship has become part of a desirable transport future. The authors examine how and why the employee mobility budget has entered the set of sustainable transport measures in Belgium. In a discourse analysis, they examined 52 articles from newspapers, magazines as well as research reports. The main actors in the debate are identified using an exploratory social network analysis, and the authors discuss the various definitions of the employee mobility budget, the framing of the problems to be solved (in the first place congestion), and the main conflicts between actors. The results reveal the sustained efforts to put the idea on the agenda and the formation of a coalition of the willing. The fact that the mobility budget concept is highly compatible with the hegemonic discourse on employment relations contributes to its popularity. Finally, the individualisation of employment relations and the decrease in attention for environmental aspects are highlighted as potential threats of the type of sustainable mobility policy studied in this paper.]]></description>
      <pubDate>Thu, 19 Jul 2018 14:45:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516750</guid>
    </item>
    <item>
      <title>Maintaining Mobility in Substantial Urban Growth Futures</title>
      <link>https://trid.trb.org/View/1447390</link>
      <description><![CDATA[Integrated land use/transport models traditionally follow a simple integration concept: The land use model provides the origins and destinations of trips, and the travel demand model provides aggregate travel times between zones. High levels of congestion and the limitation of travel budgets, however, require travelers to scrutinize travel options and housing locations more carefully. In this paper, a microscopic integration of land use and transport models is proposed that – for the first time – is capable of capturing travel times and constraints at the level of the individual traveler. This level of integration allows choosing housing locations from which workplaces of all household members are accessible. In addition, discretionary travel can be limited to a household's travel budget after mandatory trips have been completed. The model is expected to represent travel and housing location choice constraints more realistically under high congestion/high cost scenarios.]]></description>
      <pubDate>Tue, 28 Mar 2017 17:08:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1447390</guid>
    </item>
    <item>
      <title>How much is too much for tolled road users: Toll saturation and the implications for car commuting value of travel time savings?</title>
      <link>https://trid.trb.org/View/1435332</link>
      <description><![CDATA[The current practice of forecasting the demand for new tolled roads typically assumes that car users are prepared to pay a higher toll for a shorter journey, and they will keep doing so as long as the toll cost is not higher than their current value of travel time savings. Practice ignores the possibility that there could be a point when motorists stop driving on toll roads due to a toll budget constraint. The unconstrained toll budget assumption may be valid in networks where the addition of a new toll road does not result in a binding budget constraint that car users may have for using toll roads (although it could also be invoked for existing tolled routes through a reduction in use of a tolled route). In a road network like Sydney which offers a growing number of (linked) tolled roads, the binding budget constraint may be invoked, and hence including additional toll links might in turn reduce the car users’ willingness to pay for toll roads to save the same amount of travel time. When this occurs, car users are said to reach a toll saturation point (or threshold) and begin to consider avoiding one or more toll roads. Whilst toll saturation has important implications for demand forecasting and planning of toll roads, this type of behaviour has not been explored in the literature. The authors investigate the influence that increasing toll outlays has on preferences of car commuters to use one or more tolled roads as the number of tolled roads increases. The Sydney metropolitan area offers a unique laboratory to test this phenomenon, with nine tolled roads currently in place and another five in planning. The evidence supports the hypothesis that the value of travel time savings decreases as a consequence of toll saturation.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:29:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435332</guid>
    </item>
    <item>
      <title>Identifying differences of travel time budgets between the elderly and the nonelderly groups using PSL structural equation models: A case study for Seoul metropolitan area</title>
      <link>https://trid.trb.org/View/1405166</link>
      <description><![CDATA[To date, aging is one of the most important issues in society because of its significant socioeconomic impacts. Corresponding concerns about the transportation needs of the elderly have led to a focus on the mobility and quality of life of the elderly and motivated various studies of senior mobility. As the fastest aging country in the world, Korea will need to provide insightful information for an aging society. The purpose of this study is to investigate the difference in travel behavior between the elderly and the nonelderly groups by focusing on travel time budget (TTB), using the 2006 household travel diary survey data from the Seoul metropolitan area. The authors develop partial least square (PLS) structural equation models to identify major variables that affect the TTB of each of the two groups and then compare the differences between the models. Model results indicate that the significant explanatory variables differ between the two age groups, and the degree to which the variables affect the TTB differs by personal and household characteristics.]]></description>
      <pubDate>Fri, 20 May 2016 15:54:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405166</guid>
    </item>
    <item>
      <title>Home-based telecommuting and intra-household interactions in work and non-work travel: A seemingly unrelated censored regression approach</title>
      <link>https://trid.trb.org/View/1369376</link>
      <description><![CDATA[Although telecommuting has become a popular option as a new mode of working, no theoretical or empirical consensus has been reached on its potential for substituting or generating travel. This study aims to evaluate the impact of a household head’s telecommuting on household travel while controlling for the interdependence within a household and across travel purposes, by applying seemingly unrelated censored regression models to data from the 2006 Household Travel Survey in the Seoul Metropolitan Area. In terms of vehicle kilometers traveled, the analysis shows that telecommuters’ non-commute and non-work trips as well as his/her household members’ non-work trips are greater than those of non-telecommuters and their household members’, whereas telecommuting partially reduces commuting trips. However, an analysis stratified by household type reveals that the difference for household members is significant only in households with less than one vehicle per employed member: in such households (with insufficient vehicles available), the vehicle otherwise used for mandatory travel, such as for the household head’s commute, can be used for non-commute purposes or by other household members if the household head does not use it for commuting. This implies that, when vehicle travel budgets of a given household are limited, this compensatory travel mechanism can make optimum use of limited resources (i.e., vehicles), but offsets the travel-substituting effect of telecommuting. Accordingly, to more precisely estimate the impact of telecommuting-promotion policies and apply them as part of travel demand management strategies, their counteracting effects among household members should be considered.]]></description>
      <pubDate>Fri, 25 Sep 2015 16:28:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1369376</guid>
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