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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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    <item>
      <title>A non-parametric framework to transfer household travel survey data across jurisdictions</title>
      <link>https://trid.trb.org/View/2536127</link>
      <description><![CDATA[The objectives for this research were to: 1. Examine how changes in sub-model specification could improve the performance of the Strategic Adelaide Model (SAM); 2. Explore how findings from household travel survey (HTS) datasets collected in other jurisdictions across Australia could be used to increase the robustness of SAM; and 3. Develop a data averaging procedure that allows the methodology to be extrapolated to contexts that might differ significantly from where the primary data was collected.]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536127</guid>
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      <title>Feasibility of modelling impacts of working from home on travel and land use pre- and post-COVID-19</title>
      <link>https://trid.trb.org/View/2536118</link>
      <description><![CDATA[Working from home (WFH) has become widespread following COVID-19, made possible due to significant investment in digital connectivity in the preceeding decade. Transport and land use planners have many questions around the full implications and opportunities that can arise from realising the broader potential of WFH such as improving transport outcomes and a role in the broader avoidance of continuing negative outcomes of mass, low-energy efficient mobility. Addressing these questions requires significant analysis and the ability to forecast or otherwise account for futures in order to successfully plan ahead. New Zealand has a number of sophisticated regional models that are used for this purpose. The question this report serves to answer is how to account for WFH as an alternative to mobility that the regional models are already set up to measure and predict. The challenge is that WFH is very different to mobility. It has no journey time or ticket cost associated with it. The variables that influence user decision making are numerous, complex and likely to be highly variable between one household and another. This research uses a targeted and wide-ranging literature review to identify variables for decision making that could be considered significant and a parallel review into methods capable of capturing and modelling these variables. Methods include uncertainty analysis and specific methods to manage what might be considered unpredictable by conventional means. A few different frameworks for estimating and forecasting WFH outcomes are presented and contrasted in a high-level scoring mechanism. The recommended option is that which balances technique with availability of skills and resources to deliver. The next steps following this work will be formally test the outcomes and develop the framework identified.]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536118</guid>
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    <item>
      <title>Variations in cycling distances by trip purpose and socio-demographic attributes: implications for spatial scales to assess environmental correlates of cycling</title>
      <link>https://trid.trb.org/View/2521627</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521627</guid>
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    <item>
      <title>The impact of disease X on potential travelers’ travel decision</title>
      <link>https://trid.trb.org/View/2521625</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521625</guid>
    </item>
    <item>
      <title>A spatial-temporal dynamic attention-based Mamba model for multi-type passenger demand prediction in multimodal public transit systems</title>
      <link>https://trid.trb.org/View/2521606</link>
      <description><![CDATA[Predicting multi-type passenger demand, such as for adults, seniors, pensioners, and students, is essential for improving the operational efficiency, equity, and sustainability of multimodal public transit (PT) systems. However, traditional demand prediction models often struggle to capture the complex spatial-temporal variability inherent in diverse socio-demographic groups. To address this gap, we propose a novel spatial-temporal dynamic attention-based state-space model, i.e., STDAtt-Mamba, tailored for multi-type passenger demand prediction in multimodal PT systems. The STDAtt-Mamba model comprises three key components: an adaptive embedding layer that integrates station-level, passenger-type-specific, and temporal embeddings into a unified representation for efficient data processing; a spatial-temporal dynamic attention (STDAtt) module that employs sparse attention mechanisms to selectively capture crucial global spatial-temporal dynamics; and a spatial-temporal dynamic Mamba (STDMamba) module that extends state-space modeling to fuse spatial and temporal dependencies dynamically. We reformulate STDAtt-Mamba as a spatial-temporal dual-path attention mechanism and theoretically prove the complementarity of STDMamba and STDAtt in capturing local and global dependencies, thereby improving the interpretability of the STDAtt-Mamba. We conduct extensive experiments on a large-scale multimodal dataset of over 1.58 million smart card users of 9 passenger types from Queensland, Australia, from 01/2021 to 01/2023. Experimental results demonstrate that STDAtt-Mamba outperforms state-of-the-art baseline models regarding the prediction accuracy across all passenger types and travel modes. By addressing the challenges of heterogeneity in spatial-temporal travel patterns and socio-demographic groups, this study offers an adaptive, robust, scalable, and data-driven tool for managing the heterogeneous passenger demand in multimodal PT systems.]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521606</guid>
    </item>
    <item>
      <title>Systematic assessment of push and pull initiatives in behavioural responses associated with public transport fares, service frequency, car-related tolls, distance-based road user charges, and parking charges</title>
      <link>https://trid.trb.org/View/2521605</link>
      <description><![CDATA[There has been a constant flow of empirical evidence suggesting the likely modal trip impact that stand-alone policy initiatives such as public transport fares or service frequency and road pricing reforms (be it tolls or distance-based charging) have on the change in travel behaviour. While the evidence, typically converted to mean direct elasticity and cross elasticity modal estimates, is informative, there is a dearth of empirical evidence on elasticities associated with policy initiatives that combine policies such as a public transport fare or service frequency change and a car-related toll and /or distance-based charge and/or parking charges. This paper investigates the one-way trip and arc elasticity impacts of stand-alone policy initiatives and compares the two elasticity effects when push and pull policy initiatives are at play. We find not only that there are asymmetric effects according to whether the policy involves an increase or a decrease, but that the combined policy initiatives suggest very different mean arc elasticity impacts, opening up opportunities for behavioural changes that are not obtained to the same extent from a stand-alone policy initiative. Each policy by itself generally, although not always, has a lower relative elasticity compared to when it is combined with another policy. We use the advanced Metroscan integrated transport and land use strategic model system to obtain the evidence for 2024 in the Sydney Metropolitan Area.]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521605</guid>
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    <item>
      <title>Transport is dirty, but is it safe to be clean?</title>
      <link>https://trid.trb.org/View/2509187</link>
      <description><![CDATA[The 2030 targets set by Australian State and Federal Governments in different priority areas can positively or negatively impact each other. For example, addressing barriers to the uptake of active transport can support goals to mitigate climate change, but undermine efforts to improve road safety, and vice versa. Ideally, these goals can be mutually reinforcing. As we shift to a ‘movement and place’ approach, it is critical that we rethink how space on roads and roadrelated areas is allocated to support travel options that reduce greenhouse gas emissions from transport, while minimising the risk of harm to road users. In this context, our project examined how existing legal, design, and roads safety regulation is currently impeding better uptake of active transport across areas of 1) design of bicycles and mobility devices, 2) road rules, and 3) road design and the building environment.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509187</guid>
    </item>
    <item>
      <title>Exploring temporal stability in travel attitudes</title>
      <link>https://trid.trb.org/View/2475170</link>
      <description><![CDATA[Many travel behaviour studies focus on the interaction between attitudes and travel behaviour, but in doing so have used a multitude of attitude measurements. These studies often use surveys where respondents are asked to indicate their level of agreement with a set of attitudinal statements. However, this set of statements sometimes varies very widely between studies, making it difficult to compare results across studies as well as complicating a thorough understanding of the motivations underlying travel. Whilst having a common set of statements would be helpful in comparing across studies, this depends on identifying a set of statements which are both temporally stable and stable across contexts. This paper addresses the first of these requirements using data collected from an online survey where the same set of attitudinal statements was asked in an online survey organized in 2017 and 2020 in the Greater Metropolitan Area of Sydney, NSW, Australia. Findings indicate that the same type of travel attitudes do indeed persist over time with these travel attitudes remain characterized by (largely) the same set of attitudinal statements, indicating at least temporal stability in the measurement of travel attitudes in a single context. Findings of this paper can thus be helpful in reducing the heterogeneity of attitudinal statements included in travel surveys.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475170</guid>
    </item>
    <item>
      <title>A nexus or not? A first examination of cost-of-living concern, neighbourhood perceptions, active travel, and wellbeing in cities</title>
      <link>https://trid.trb.org/View/2475169</link>
      <description><![CDATA[This paper represents an important first step in the literature, to look at potential links between cost-of-living stress and the perceptions of local neighbourhoods, under the hypothesis that greater pressure about housing affordability, transportation costs, or indeed cost overall could lead to a degradation in how the neighbourhood within which a person lives is perceived. We do find confirmation that cost-of-living goes beyond technical measure of housing stress and indeed beyond just housing stress alone. Of particular relevance is that those who could be classified as having rising concern (consumables) have among the highest levels of relative stress. This is to be expected as there are many reports in the general media about spending on eating out and indeed cutting back on meals prepared at home, as being initial strategies to reduce spending. Such cuts to spending are also likely to spill over into discretionary trip making and travel activity patterns overall. We find that there is generally just as much concern about the rising cost of fuel, which is directly related to trip making, further compounding transport accessibility and equity. Overall, our first attempt to investigate the potential nexus of cost-of-living, neighbourhood perception, wellbeing, physical activity and active travel, produces enough evidence and insight to establish that there are potential links which are likely to play out in unknown ways during cost-of-living crises. We argue that our results are sufficient enough that research should extend them to transportation costs and trip making more generally under the current spike in general prices and urge other researchers to consider building on these insights.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475169</guid>
    </item>
    <item>
      <title>Establishing evidence of initiatives undertaken by non-mobility service providers that are aligned with sustainable travel behaviour change as a next generation focus of MaaS as MaaF</title>
      <link>https://trid.trb.org/View/2475166</link>
      <description><![CDATA[Mobility as a Service (MaaS) has garnered a significant amount of interest over the last 15 years and yet we have very little to show in Western nations in terms of its influence on travel behaviour aligned with sustainability goals, as well as an encouraging business case with or without an injection of significant government subsidy or private venture capital. While we see claimed success in Japan and China, this is the result of a government led and controlled initiative with extensive subsidy, something which appears to be beyond possibility in most countries. Certainly, to date, there are examples of Governments (e.g., across Europe) claiming interest and commitment but no financial support beyond existing subsidy to public transport available to all users. In researching MaaS over the last 10 years, we have come to the position that its future may reside in a greater involvement of non-mobility service providers (NMSPs) in recognition that a multi-service focus may offer up some real prospects of not only delivering desirable travel behaviour change but in facilitating a scalable outcome. Mobility as a Feature (MaaF) is one interpretation of this revised eco-system and has informed us of the potential opportunities that can be invoked through participation of NMSPs. To understand whether this has prospects, a survey in six countries in 2024 was undertaken to identify initiatives that are already in place within private enterprise and government agencies that align well with contributing to sustainable travel behaviour goals. The results suggest that much is already happening, but it has not been recognised as a MaaS/MaaF-like initiative. This paper presents the evidence and suggests a re-interpretation of what a future MaaS portfolio may look like, noting that this scalable future does not have to depend on the transport service providers working together other than their presence in providing services in the market to anyone wishing to use them. The focus historically on transport service providers appears to have been a major roadblock in progressing MaaS.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475166</guid>
    </item>
    <item>
      <title>Establishing a framework of support to scale in Mobility as a Service: consolidated insights from the literature on potential governance frameworks</title>
      <link>https://trid.trb.org/View/2475165</link>
      <description><![CDATA[A sustainable and reliable Mobility as a Service (MaaS) ecosystem must be informed by the interests of the diverse set of stakeholders which include providers and users of MaaS as well as other societal beneficiaries. Despite numerous proposed MaaS models, to date few have flourished beyond initial trials with many failing to demonstrate a business case and change travel behaviour in sustainable ways. In this paper we go beyond the traditional set of transport service providers to investigate ways in which MaaS might be redeemed and scalable. To do this, we examine a number of themes designed to obtain insights into the roles that both mobility and non-mobility service providers might play in future MaaS settings. We position this broadening of participants within a governance framework that accommodates uni-modal and multi-modal mobility offerings combined with services provided by non-mobility service providers, referred to as MaaS as a Feature (MaaF). Incentives and rewards are an essential feature of this ecosystem with non-mobility service providers an essential feature of any MaaS consideration if it is to have a chance of being scalable.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475165</guid>
    </item>
    <item>
      <title>Mobility beyond the pandemic</title>
      <link>https://trid.trb.org/View/2452431</link>
      <description><![CDATA[COVID-19 saw unprecedented levels of disruption to public transport systems around the world. Across ANZ cities, patronage dropped to historic lows at the height of the pandemic. In the years during and immediately following the pandemic, public transport authorities implemented several initiatives to encourage a mode shift back to public transport. It appears that these initiatives have been successful. Many jurisdictions are largely back to, or exceeding 2019 patronage levels. It is now the time to move beyond the ‘recovery phase’ and focus on driving public transport growth in the ‘new normal’. Enough time has passed since the effects of COVID to confirm that lasting structural change has occurred in the way Australians and New Zealanders live, work and play. These include: 1. rise of flexible working; 2. suppression of peak commuting; 3. change in social and recreational patterns. 4. a shift to active and micro mobility; 5. increasingly positive sentiment for environmentally-friendly transport modes Several interventions have been trialled across ANZ to win back mode share and unlock patronage growth. Insights from PTAANZ member organisations suggest that interventions that build confidence in the system, embrace multi-modality, and consider the whole transport network as a system appear to deliver the greatest tangible benefit.]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452431</guid>
    </item>
    <item>
      <title>Comparative analysis of the factors influencing metro passenger arrival volumes in Wuhan, China, and Lagos, Nigeria: an application of association rule mining and neural network models</title>
      <link>https://trid.trb.org/View/2452409</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452409</guid>
    </item>
    <item>
      <title>Findings from NZ prospective older adult transport and health study</title>
      <link>https://trid.trb.org/View/2431433</link>
      <description><![CDATA[Increasing transport dependence can be difficult for older adults and responsibility often falls on families to aid their out-of-home mobility needs. The New Zealand Prospective Older Adult Transport and Health Study (NZPATHS) is a longitudinal cohort study of 1181 older drivers (48% female; mean age 75y at baseline) and 675 family members (94% daughter/son). Participants identified gaps in service provision that could improve outcomes for older drivers and concerned family members, including accessible community-based information services and alternative affordable transport options. Many older adults reported driving anxiety and changed their driving patterns, but planning for stopping driving was uncommon. Families considered loss of independence and identity, and a reluctance to rely on family as important barriers to stopping driving. NZPATHS aims to inform the development of evidence-based policy on out-of-home mobility among older adults to maintain mobility and independence, while minimising injury risk, and contributing to safe travel for all.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:47:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431433</guid>
    </item>
    <item>
      <title>Promoting sustainable university travel choices</title>
      <link>https://trid.trb.org/View/2427481</link>
      <description><![CDATA[From March 2020, lockdown measures introduced in many countries in response to the COVID-19 pandemic limited unnecessary travel and actively encouraged individuals to work and study from home where possible. With the emergence from successive lockdowns, commuting practices and work patterns have been substantially modified. Many previous studies have focussed on the responses of employers to the pandemic and the working practices and associated changes in journey to work patterns that are emerging in the “current normal”. This project considers the impact of the pandemic on changing attitudes towards work and study in a university context. Notably, education providers reconfigured their modes of teaching styles during 2020 and again in 2021 and 2022 to include hybrid modes of teaching. This report presents a summary of the most relevant findings of the project with emphasis on findings from surveys of staff and students travel behaviour at the University of Sydney (USYD) in the light of modified study and work modes. Three waves of data were collected (Wave 1 – May / June 2022; Wave 2 – October / November 2022; and Wave 3 – March / April 2023) and this report presents a summary of the most relevant descriptive statistics from all three Waves; and the model results used to identify the main drivers for where students and staff work/study each day of the (7-day) week. The report identifies some of the practical implications for sustainable transport planning arising from the analysis and outlines progress towards the development of a University Travel Choices implementation plan as well as considering the wider transport policy implications of this research.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:14:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427481</guid>
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