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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>Integrating Interdependencies of Demand for Public Transportation, Shared Micro-Mobility, and Land Use Within a System of Equations Modeling Framework</title>
      <link>https://trid.trb.org/View/2698382</link>
      <description><![CDATA[Traditional and emerging transportation services in the form of public transportation and shared micro-mobility services, respectively, along with land use are typically hinted at as significant determinants of sustainable urban planning. This study evaluates the dynamic interrelationships between the demand for public transportation, shared micro-mobility services, and land use characteristics in a car-centric urban environment using a seemingly unrelated regression and two-stage least squares modeling approach. Beyond empirical findings, the study aims to develop a system-of-equations-framework enabling the estimation of interdependent urban mobility components. By analyzing data at the ZIP code level, the study assesses the extent to which factors such as distance to urban centers, road length, types of land use, the ridership of public transportation, and use of shared bikes affect population density. The results indicate that distance to urban center is negatively influenced by building density. While public transportation ridership is positively associated with building density and service frequency—highlighting the importance of accessible and frequent public transportation in dense areas—shared micromobility usage is found to be lower in such settings. This suggests that shared micromobility plays a more complementary role to public transportation in lower-density areas, where it can help bridge access gaps and extend the reach of fixed-route services. Moreover, the analysis on elasticities shows that road infrastructure influences the impacts of urban sprawl. The provided insights on the dynamics of urban mobility and land use can inform policymakers, highlighting the need of integrating transportation and land use planning on advocating sustainable urban mobility.]]></description>
      <pubDate>Tue, 05 May 2026 10:16:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698382</guid>
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    <item>
      <title>The heterogenous effects of motorways on urban sprawl: causal evidence from Portugal</title>
      <link>https://trid.trb.org/View/2626088</link>
      <description><![CDATA[As urban land increased in mainland Portugal by 55.9% between 1990 and 2012 and the country developed an extensive motorway network, we set out to investigate the effect of motorways on urban sprawl across mainland municipalities. We document the evolution of urban sprawl for these 275 municipalities across several dimensions, including the population density of urban land, its degree of fragmentation and shape irregularity (which we combine in a summary “total interface” indicator), and the differences between the central urban unit and “peripheral” urban land. Given that the spatial distribution of motorways is likely to be endogenous, we use road itineraries of the 18th century as an instrumental variable. Our results suggest that motorways contribute to the fragmentation of urban land into numerous urban patches. Also, we identify important within-municipality heterogenous effects, in that motorways do not cause the contiguous growth of the central urban unit, but contribute in a significant manner to the development of peripheral urban land. There is also some evidence that motorways contribute to an increase in the shape irregularity of urban areas. Finally, we show that motorways cause a decrease in urban population density, but only in the group of more urbanised municipalities.]]></description>
      <pubDate>Wed, 25 Feb 2026 09:11:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2626088</guid>
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    <item>
      <title>Impact of transportation hubs on urban economic resilience: Evidence from national comprehensive transportation hub cities</title>
      <link>https://trid.trb.org/View/2624224</link>
      <description><![CDATA[The connectivity of infrastructure is regarded as an important foundation for resisting external economic shocks. Taking the construction of comprehensive transportation hubs in China as a quasi-natural experiment, this paper uses a multi-period difference-in-differences model to evaluate the impact of this policy on enhancing urban economic resilience. The empirical study based on the unbalanced panel data of China’s prefecture-level cities covering the period 2000–2023 finds that transportation hubs play a significant role in enhancing urban economic resilience. The robustness of this net effect is further verified through multiple tests such as the parallel trend assumption, heterogeneous treatment effects, and placebo tests, as well as panel data at the county and company levels. Mechanism analysis indicates that the channels of this effect mainly include cost reduction, agglomeration effect, incentives for innovation and entrepreneurship, and urban spatial optimization. In addition, the effect of enhancing economic resilience is more significant in large cities with a population of over 3 million, cities with a high degree of economic agglomeration, and cities with a relatively low level of urban sprawl. This provides useful insights for subsequent policies.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:23:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624224</guid>
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    <item>
      <title>Influence of Connectivity of Streets on the Urban Form and Sprawl</title>
      <link>https://trid.trb.org/View/2113515</link>
      <description><![CDATA[Research on urban expansion, sprawl, and compact city concepts to identify the scope of improvement in master and regional plans has been conducted widely. The changes in the networks of transportation systems have huge impacts on land use. Studies are available which explain the relationship between transportation and land use. But there is a need to understand how these systems’ alterations affect the urban form and identify the crucial factors of street connectivity and transport networks contributing to urban and regional growth. Thus, further research is needed to find the influence of the connectivity of transport networks on the urban forms. This paper attempts to review the literature on sprawl indices focusing on transportation factors, street-network sprawl, and linkages of urban form and land use. This study showcases the possibilities of research in street-network sprawl and the relationship between street connectivity and urban form. These research outcomes can bring compelling policy implications in the transport planning of networks.]]></description>
      <pubDate>Wed, 18 Feb 2026 08:24:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113515</guid>
    </item>
    <item>
      <title>Measurement of Urban Compactness in Neighborhood Scale</title>
      <link>https://trid.trb.org/View/2620599</link>
      <description><![CDATA[Nowadays, the concept of compact city has come to agenda in order to prevent great disadvantages of urban sprawl. Developing an applicable measurement method to put compact city model in an appropriate framework is critical in the reflection of this city model on future plan decisions. This study aims to develop a method for measuring urban compactness at the neighborhood scale based on the number of accessible urban facilities and their service areas’ overlap. The number of urban facilities in a neighborhood directly depends on population density. Each urban facility serves a certain area around it. Therefore, in a populated neighborhood, due to excess of population, more urban facilities are available. This causes their service areas to overlap. Accordingly, measurement of the areal multiplicity of these overlapping areas can be a means of understanding the compactness of a neighborhood. For this purpose, 20 neighborhoods were selected and classified according to their density and distance to the city center. Then, five basic urban facilities and appropriate walking distance to access them were chosen based on the literature. Their location in the neighborhood was determined and their service areas were drawn using the ArcGIS software (version 10.8). In addition, correlation analysis was carried out to search for a relation between density of neighborhood and the service areas of urban facilities overlap. A comparison of the results revealed that predominantly neighborhoods with high or moderate density located in the city center or its close proximity have numerically higher amounts of overlapping areas. Therefore, they can be considered more compact neighborhoods. Likewise, a significant positive correlation was revealed between overlapping of the urban facilities’ service areas’ ratio to the neighborhood area and the neighborhood’s density as result of correlation analysis. Higher population density leads to more overlapping service areas, indicating a more compact neighborhood.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620599</guid>
    </item>
    <item>
      <title>California’s Road to Climate Progress, Part 1: Why the State’s Reputation on Transportation and Land Use Law Doesn’t Match Its Results</title>
      <link>https://trid.trb.org/View/2607879</link>
      <description><![CDATA[This report examines California's difficulty in lowering the state's vehicle miles of travel,  emissions levels, and sprawl despite state legislation focused on climate action. While electric vehicle (EV) adoption has increased, driving rates have also increased keeping emissions high. The importance of addressing sprawl and focusing on land use as a tool for reducing emissions is discussed. In addition, increasing housing supply, especially in existing urban areas, is recommended and can aid in addressing wildfires, drought, housing costs, carbon emissions, climate change, and transportation costs. This report is the first of a series looking at environmental risk in California and recommending solutions.]]></description>
      <pubDate>Tue, 27 Jan 2026 09:19:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607879</guid>
    </item>
    <item>
      <title>Modelling the influence of suburban sprawl vs. compact city development upon road network performance and traffic emissions</title>
      <link>https://trid.trb.org/View/2572568</link>
      <description><![CDATA[Road traffic externalities are an important consequence of land-use and transport interactions and may be especially induced by their inefficient combinations. In this study, we integrate land-use, transport and emission modelling tools (the LUTEm framework) to assess how suburban expansion vs. inward densification scenarios influence journey parameters, road network performance and traffic emissions. Case-study simulations for Warsaw (Poland) underscore the negative consequences of suburban sprawl development, which are hardly mitigated by additional land-use or transport interventions, such as rebalancing of population-workplace distribution or road capacity reductions. On the other side, compact city development lowers global traffic congestion and emissions, but can also raise the risks of traffic externalities in central city area unless complemented with further interventions such as improved public transport attractiveness. This study aims to enrich the understanding of how integrating the land-use development and transport interventions can ultimately influence travel parameters and reduce urban road traffic externalities.]]></description>
      <pubDate>Wed, 17 Dec 2025 09:39:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572568</guid>
    </item>
    <item>
      <title>Exploring Spatial Patterns in Samsun, Turkey Road Networks through GIS and Fractal Analysis</title>
      <link>https://trid.trb.org/View/2582105</link>
      <description><![CDATA[Transportation networks are inherently complex systems, and fractal analysis provides a robust approach for spatially characterizing their complex geographical structures. This study employs GIS and fractal analysis to investigate the road networks of Samsun Province, Turkey, at the district level. Fractal dimensions were calculated using the box-counting method to assess the access depth-coverage degree of road networks across 17 districts, while the lacunarity index, calculated from the gliding box algorithm, evaluated spatial homogeneity/heterogeneity. Fractal dimension values ranged from 1.526 to 1.690, and lacunarity indices range from 0.478 to 1.384. Correlation analyses explored the relationships between these metrics and urban parameters, including population, district area, number of road segments, road length, built-up area, population density, road density, built-up area density, and the socioeconomic development index (SEDI). The fractal dimension correlated most strongly with SEDI (0.835), while the lacunarity index was most closely associated with population density (0.908). Both metrics exhibited weak correlations with district area and road length. The findings revealed that increased population and built-up areas contribute to more complex road networks, enhancing access depth-coverage degree but also amplifying spatial inequalities. The joint assessment of the fractal dimension and lacunarity index, along with the quantification of their relationships with urban parameters, provided a comprehensive spatial evaluation that offers important insights for urban development and road network planning.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:53:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582105</guid>
    </item>
    <item>
      <title>Do Highways Induce Sprawl? Coming to Grips with the Land Use Impacts of Road Projects</title>
      <link>https://trid.trb.org/View/2604174</link>
      <description><![CDATA[A common argument in planning circles against road projects is the routine assumption that it will induce urban sprawl. There is, however, surprisingly limited empirical research and directed guidance for practitioners about conditions under which this argument holds true and the extent to which sprawl is induced by road construction. In this study, we estimated the indirect land use impacts of a proposed new highway near Portland (ME) using an integrated land use/transportation model. Based on our findings, we propose that a land use/transportation modeling approach, informed by planner judgment, is an increasingly cost-effective way of addressing this common challenge. This Viewpoint provides evidence that integrated land use/transportation models help decision makers to consider multifaceted impacts of transportation infrastructure investments.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:50:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604174</guid>
    </item>
    <item>
      <title>Telework-induced urban sprawl and traffic congestion: a social discount rate analysis</title>
      <link>https://trid.trb.org/View/2603878</link>
      <description><![CDATA[Following the reopening phase of the pandemic and easing mobility restrictions, traffic congestion returned to pre-pandemic levels despite the implementation of remote or hybrid work schedules. This resurgence of congestion has the potential to affect spatial planning and contribute to urban sprawl in metropolitan areas. A model was developed to derive a formula for the social discount rate (SDR), explaining why telework-induced congestion leads to an increase in the SDR for policymakers. This model also provides theoretical support for the increasing trend in government funding for highway and street projects as supply side strategies to alleviate congestion in recent years. We also calibrate the model using data from the U.S. economy to demonstrate its real-world relevance. From a policy perspective, with the possible rising output levels triggered by an increase in the labor productivity of telecommuters and a higher SDR, governments can find “expanding road capacity” practical with a lower fiscal burden on the public budget in real financial terms.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:50:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603878</guid>
    </item>
    <item>
      <title>Residential dissonance of teleworkers: Implications on relocation and impacts on urban sprawl in a post-COVID world</title>
      <link>https://trid.trb.org/View/2561681</link>
      <description><![CDATA[This paper examines the role of telework adoption and preferences in residential relocation, focusing on how residential dissonance influences the intention to move. Specifically, if individuals more positive toward telework find their current residential location mismatched with their preferences, they are more likely to experience residential dissonance. This dissatisfaction could drive them to relocate to more suburban areas, contributing to urban sprawl. In this context, the 15-minute city could play a crucial role in the decision, as individuals may be drawn to urban environments with these characteristics, potentially mitigating the pressure for suburban relocation. A Structural Equation Model is estimated to test the study hypothesis using data from an online survey conducted in the Lisbon Metropolitan Area during spring and summer 2021. The results suggest that while attitudes toward telework do not significantly influence the decision to move, teleworking practices, particularly experiences during the pandemic do, indicating that telework could contribute to suburbanization. Nevertheless, the variables that capture the push factors for residential mobility (being young, living in a small house, having children, and being a renter) have a more decisive influence on the decision to move than the effects of telework, residential satisfaction, and residential dissonance. As for living in a 15-minute city, individuals residing in areas more aligned with the concept are less satisfied with the quality of public space, although more satisfied with accessibility levels. Living in a 15-minute city has a positive effect on the intention to move. This suggests that the impact of living in a 15-minute city may not be as straightforward as often assumed, highlighting the complexities of residential satisfaction in these environments.]]></description>
      <pubDate>Wed, 09 Jul 2025 11:32:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2561681</guid>
    </item>
    <item>
      <title>Compact urban morphology and the 15-minute city: Evidence from China</title>
      <link>https://trid.trb.org/View/2539774</link>
      <description><![CDATA[This study examines the relationship between compact urban morphology and the development of 15-minute cities in China. Using data from 291 prefecture-level districts spanning 2012 to 2018, the authors employ a fixed-effects model to analyze the impact of urban compactness on residents’ accessibility to essential amenities such as schools, hospitals, and parks. Urban morphology is measured using a disconnected index based on land cover data, while accessibility is calculated using population-weighted travel times and the proportion of residents with access to amenities. The authors' findings reveal that urban non-compact sprawl significantly impedes the realization of 15-minute cities, with a one-unit increase in urban looseness leading to a one percentage point decrease in the proportion of residents able to access all amenity types within 15 min by bicycle. The effect is particularly pronounced for healthcare facilities, while educational institutions exhibit more resilience to the disorderly expansion of urban space. The study also uncovers heterogeneous effects across cities, with more developed, coastal, and medium-sized cities experiencing stronger negative impacts from loose urban morphology. These results offer valuable insights for urban planners and policymakers in designing more accessible and sustainable cities, particularly in rapidly urbanizing regions.]]></description>
      <pubDate>Fri, 16 May 2025 14:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539774</guid>
    </item>
    <item>
      <title>A multiscalar and comparative analysis of warehousing development patterns and logistics sprawl in four metropolitan areas: Dallas, Houston (Texas Triangle) New York and Philadelphia (Northeast corridor)</title>
      <link>https://trid.trb.org/View/2493091</link>
      <description><![CDATA[This paper evaluates whether there is a sprawling phenomenon in the spatial patterns of warehouse establishments in the four metropolitan areas (Dallas, Houston, New York, and Philadelphia). The trend of warehouses moving away from urban centers to more suburban and exurban areas is referred to as “logistics sprawl”. To understand and analyze this logistics sprawl, the logistics establishment data (from the County Business Pattern survey conducted by the U.S. Census Bureau) was collected and mapped for two years (2012 and 2019). The standard deviational ellipse area from the barycenter for all warehousing establishments was calculated and compared between the years 2012 and 2019. This shows that logistics sprawl takes place strongly in the Dallas and Houston areas, quite strongly in the Philadelphia area, but not in the New York area. This paper discusses whether logistics sprawl is a global trend by comparing these results to previous works on logistics sprawl. This paper contributes to the existing literature because it provides a comparative and multiscalar analysis of these four metropolitan areas and two megaregions (the Texas Triangle and Northeast Corridor).]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2493091</guid>
    </item>
    <item>
      <title>A high-resolution global time series of street-network sprawl</title>
      <link>https://trid.trb.org/View/2491017</link>
      <description><![CDATA[Systems of street networks form a backbone for many aspects of human life and, once laid down, urban streets represent a nearly immutable influence on future urban form and concomitant travel, energy, and social outcomes. Moreover, as humanity is currently passing through its peak urbanization rate, decisions about how to design such networks at the local scale are being made faster than ever before. In this work, we quantify local street connectivity and provide a global, high-resolution time series of our Street Network Disconnectedness Index (SNDi) as an open data set. We derive a stylized version of the actual geographic road network from the 2023 vintage of OpenStreetMap by simplifying complex intersections, divided roads, and offset intersections. Using this functional representation of the network corrects systematic biases in derived properties of the network. We couple this simplified network with a newly available time series of urbanization in order to compute SNDi and provide a dynamic analysis to the year 2019 and a cross-sectional analysis for 2023. We release our data as the raw network of edges and nodes and as aggregates to a 1 km grid, to countries, and to five subnational administrative levels. We also provide interactive visualizations at sprawlmap.org. Overall, our findings present a picture of rapidly worsening street-network connectivity in many regions of the world.]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491017</guid>
    </item>
    <item>
      <title>The Transportation Improvement Scheme of Liuhua District in Guangzhou City</title>
      <link>https://trid.trb.org/View/2263941</link>
      <description><![CDATA[Guangzhou is one of the most important cities in southern China and has made rapid progress in transport and traffic development over the past years. Many traffic problems, however, are also existing with large-scale urban transport construction and have been exerting great effects on people's normal lives. Liuhua, one of the districts in Guangzhou with lots of transport infrastructures spreading there without restraint, is the worst as far as traffic conditions are concerned in Guangzhou and municipal leaders have made up their minds to deal with those serious problems these two years. The authors were delegated by transport bureau of Guangzhou and responsible for the improvement scheme design early 1999. This paper firstly introduces the fundamental conditions in Liuhua and then proposes the key factors which have been obstructing the improvement of traffic conditions. The improvement scheme involving cross-intersection design, capacity analysis of signalized intersection and roundabout, traffic management infrastructures and public transit modification is then proposed based on traffic engineering analysis and principle. The design of improvement scheme takes advantage of system analysis methods and the results show their potential application in urban traffic engineering. Guangzhou has adopted the improvement scheme on May 1999.]]></description>
      <pubDate>Tue, 28 Jan 2025 14:52:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2263941</guid>
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