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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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>Exploring local impacts of urban freight policies with a digital twin for Amsterdam</title>
      <link>https://trid.trb.org/View/2731086</link>
      <description><![CDATA[Driving towards better air quality and lower emissions, cities are implementing zero-emission zones (ZEZs) for transportation, specifically targeting high-polluting commercial diesel vehicles. In the Netherlands, major cities have started adopting ZEZs at the beginning of 2025, driving the need for solutions, such as urban consolidation centers (UCCs) for last-mile deliveries. This study links an agent-based freight simulator (MASS-GT) with the TNO Digital Twin to assess the impacts of ZEZs and UCCs in Amsterdam, the Netherlands. While ZEZs improve air quality and reduce fuel-based vehicle kilometers, they further cause uneven spatial effects, specifically in lower socio-economic neighborhoods located near UCCs. Additional research is needed to optimize UCC locations and minimize these disparities.]]></description>
      <pubDate>Fri, 28 Aug 2026 16:48:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2731086</guid>
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      <title>The introduction of a zero emission zone for city logistics – a case study from Rotterdam</title>
      <link>https://trid.trb.org/View/2731080</link>
      <description><![CDATA[This paper examines how the transition management approach for sustainability transitions can be applied to the case of how Rotterdam established a zero-emission zone (ZEZ) for city logistics, aiming to stimulate the adoption of electric freight vehicles, enhance logistics efficiency and improve liveability. The study highlights the challenges and strategies involved in transitioning to a sustainable city logistics system. Through a case study methodology, this paper explores the development and implementation of Rotterdam’s ZEZ, emphasising the importance of stakeholder collaboration, strategic planning, and continuous monitoring. The findings provide valuable insights into the practical application of transition management theory in city logistics, offering best practice for other cities aiming to achieve similar sustainability goals.]]></description>
      <pubDate>Fri, 28 Aug 2026 16:48:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2731080</guid>
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      <title>Designing a self-financing incentive program for zero-emission trucks in California: a market-based, feebate-inspired policy framework</title>
      <link>https://trid.trb.org/View/2705509</link>
      <description><![CDATA[Until the price gap between diesel and zero-emission trucks (ZETs) shrinks significantly, policy intervention is necessary to accelerate the transition to ZETs. California and others have imposed annual sales requirements on truck manufacturers, coupled with purchase incentives with limited state funding. To minimize the fiscal impact of government-funded incentives, we propose a self-financing rebate program for Class 4–8 trucks, using California as a case study. This is the first known study of truck feebates in the U.S. context, and likely globally. Under the scheme, diesel truck purchase or ownership would incur a fee, while ZET purchases would receive rebates. We consider various policy designs premised on revenue-neutrality (no cost to government) and minimizing cost burdens for transitioning fleets. Two design options are explored with multiple scenarios: a one-time upfront fee on diesel trucks at the point of sale or an Annual Fee on all operating diesel trucks, with the revenue used to finance rebates on ZET purchases. As an example, a One-time Fee of 7% of the new diesel truck purchase price (∼$5,100 to $20,400 per truck) or an Annual Fee of $290-$820 per diesel truck, depending on the class, could support rebates for 74,600 ZETs. Rebates decline from up to $277,000 in the first year to up to $40,000 in the last year as ZET sales spur. Any “excess” revenues could support ZET transition by funding charging infrastructure or incentivizing used ZETs. The Annual Fee approach provides the broadest funding base with modest fees.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705509</guid>
    </item>
    <item>
      <title>Exploring bus operator preferences for zero-emission buses with a hybrid choice model</title>
      <link>https://trid.trb.org/View/2705480</link>
      <description><![CDATA[Zero-emission buses (ZEBs) are gaining attention as a sustainable solution for public transport. This study explores the preferences of bus operators for electric buses (E-buses) and hydrogen buses (H-buses) in Taiwan, using a latent class hybrid choice model. Survey data were collected from bus company representatives across more than half of Taiwanese bus companies and accommodated both fleet attributes and attitudinal factors, such as perceived safety, reliability, and policy readiness. Three operator groups were identified: performance-driven adopters, moderate adopters, and conservative-oriented. Performance-driven adopters strongly prefer H-buses, moderate adopters favor E-buses, and conservative-oriented tend to reject ZEBs. Across all groups, perceptions of safety and reliability are more influential than policy readiness, meaning operational concerns have a greater impact on adoption decisions than policy expectations. Policy suggestions include piloting H-bus projects for performance-driven adopters, phased E-bus deployment for moderate adopters, and cautious engagement for conservative-oriented operators. These insights facilitate the development of tailored policies to accelerate the transition to sustainable bus fleets.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705480</guid>
    </item>
    <item>
      <title>Impact of vehicle scheduling and strategic transition planning on zero-emission bus systems</title>
      <link>https://trid.trb.org/View/2714789</link>
      <description><![CDATA[This paper presents a holistic framework for the transition from diesel to electric bus networks, crucial for meeting EU regulations targeting 100% zero-emission urban buses by 2035. The authors employ a two-phase solution framework: in phase 1, the authors solve the Charging Location and Electric Vehicle Scheduling Problem to generate vehicle schedules that are feasible for electric operation; in phase 2, these schedules serve as input to a multi-period transition planning model that minimizes the total cost of ownership while determining fleet replacement and charging infrastructure deployment. The experiments show that schedules obtained from solving the integrated charging location and vehicle scheduling problem significantly outperform traditional methods, resulting in lower total cost of ownership. Additionally, transition plans reduce local emissions by up to 85% compared to a diesel-only scenario. The authors find that vehicle rotations with long distances and sufficient idle time are prioritized for electrification, enabling earlier emission reductions and cost savings. This highlights the importance of adopting vehicle scheduling tailored for electric buses, rather than relying on legacy diesel schedules.]]></description>
      <pubDate>Fri, 14 Aug 2026 15:04:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714789</guid>
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    <item>
      <title>“It’s fair once you’re in it” - Comparing public and government perceptions on Zero Emission Vehicle policy</title>
      <link>https://trid.trb.org/View/2704493</link>
      <description><![CDATA[Public support is important for policy success, and people tend to be more supportive of policies they perceive to be fair. Where public perceptions were not adequately considered, or where the views of the public and government diverge, policy outcomes may be different than expected. However, there is only very limited research on public perceptions of fairness, particularly in transport. Drawing from the tenets of a Just Transition, this study examines public acceptability and perceptions on a major UK decarbonisation policy: The Zero Emission Vehicle (ZEV) Mandate which, at the time of data collection, required all new cars and vans sold in the UK to be zero emission from 2035 onwards. Public perceptions were studied in ten workshops with members of the public, and captured in causal loop diagrams. These findings are compared with the UK government’s policy texts and consultation reports, and with an interview with government officials. The Government’s consultations around the ZEV Mandate focussed on the industry impacts and the mechanisms for managing the scheme. The impacts of the policy on the public were marginalised. Citizens raised concerns over procedural and recognition justice. Whilst the benefits of transitioning were noticed, the system was clearly seen to privilege those who already had good jobs, access to finance and own their own homes - those who are already seen to do well. The research reveals that the inevitable tensions on who wins and loses at different points in a technology transition are not considered, risking to undermine the public acceptability of the measures.]]></description>
      <pubDate>Thu, 13 Aug 2026 17:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2704493</guid>
    </item>
    <item>
      <title>Developing Zero-Emission Transition Plans</title>
      <link>https://trid.trb.org/View/2742781</link>
      <description><![CDATA[For transit agencies that aim to transition their fleets to zero-emission vehicles (ZEVs), a zero-emission transition plan is a critical step in designing a system that meets agency needs and operates efficiently during and after the transition. Simply purchasing ZEVs and deploying them within a system designed for internal combustion engine vehicles is unlikely to result in optimal operations. The unique characteristics of ZEVs, the infrastructure required to support them, and the knowledge and skills needed to operate and maintain them effectively should all be carefully considered to ensure a successful transition. This report, Transit Cooperative Research Program (TCRP) Research Report 263, provides public transportation agencies with guidance for planning, implementing, and managing the transition to zero-emission transit fleets. The report outlines key considerations for developing a transition plan that complies with U.S. Department of Transportation grant requirements, including agency needs, vehicle and fueling technology selection, implementation strategies, funding and procurement, facility requirements, partnerships and stakeholder engagement, and workforce development. It also provides practical information on managing the transition process and operating zero-emission fleets effectively over the long term.]]></description>
      <pubDate>Tue, 11 Aug 2026 16:57:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742781</guid>
    </item>
    <item>
      <title>Net-zero GHG emission in shipping networks: Role of alternative fuel bunkering hubs</title>
      <link>https://trid.trb.org/View/2725260</link>
      <description><![CDATA[The study analyzes the role of ports as alternative fuel bunkering hubs in achieving net-zero GHG emissions in container trades. The multi-dimensional analysis provides a realistic assessment that encompasses vessel size, number of vessels, and service frequency in addition to individual vessel movements. The study covers deployed containership capacity across all major trade routes, regions, and vessel classes. Leveraging data-driven intrinsic structures, GMM clustering is used to identify cluster centroids as candidate ports for alternative fuel bunkering. The research shows that a select number of ports can exert considerable impact on decarbonization, particularly on long-haul and inter-region routes. Under the modeled hub-coverage logic, four key bunkering locations can eliminate 77.1% of CO₂ emissions in the life-cycle scenario, rising to 87.3% when additional strategically located ports are included. These results indicate that deep decarbonization in container shipping is likely to be led by a small set of high-leverage hubs on the major east–west corridors. In addition, the dispersed nature of feeder and intra-region trades calls for a more distributed bunkering approach, with electrification as a feasible strategy for emission reduction.]]></description>
      <pubDate>Fri, 31 Jul 2026 15:16:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2725260</guid>
    </item>
    <item>
      <title>From Diesel to Electric: Exploring Fleet Increment Curves for Zero-Emission Bus Transition</title>
      <link>https://trid.trb.org/View/2717725</link>
      <description><![CDATA[Bus electrification is a key trend in the global evolution of public transportation systems. However, replacing diesel buses (DBs) with Battery electric buses (BEBs) is a long-term process, where the limited driving range and prolonged charging times might necessitate a larger BEB fleet to maintain trip services compared to the replaced DB fleet. To quantify this fleet expansion across variable replacement decisions, the authors introduce the fleet increment curve (FIC), a novel conceptual idea that guides BEB procurement decisions during the transition to the zero-emission bus (ZEB) system. First, the FIC is derived from solving a series of mixed-integer linear programming (MILP) (namely MILP-FIC model) by varying the replaced DB fleet as inputs, where each MILP is developed by means of linearization techniques, while formulating the mixed-fleet operation under limited charging accessibility. To solve the MILP-FIC, Lagrangian relaxation (LR) is applied to relax charging accessibility constraints, decomposing the problem into route-specific subproblems. Subsequently, representing FIC by-products as piecewise linear functions enables extended models developed for addressing long-term fleet replacement scheduling and charging resource allocation. A general fleet replacement scheduling is presented, which accommodates multiple BEB types (varying battery capacities and charging power) by deriving type-specific fleet procurement curves. The authors use real-world bus route data from Hong Kong to explore the FIC, revealing how route characteristics - such as trip frequency, trip duration, and energy consumption - interact with charging site characteristics (e.g., siting and sizing) to shape the FIC. The curves typically follow a non-decreasing trend, while an S-shaped trend occurs across certain routes. Additionally, the results demonstrate the effective incorporation of FIC into the planning for ZEB transition, providing valuable insights for bus operators.]]></description>
      <pubDate>Tue, 28 Jul 2026 15:25:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717725</guid>
    </item>
    <item>
      <title>Comparative energy consumption analysis of electric and hydrogen buses using real-world data</title>
      <link>https://trid.trb.org/View/2728056</link>
      <description><![CDATA[This study provides a model-based empirical comparison of real-world energy consumption for a double-decker battery-electric bus (DDEB) and a double-decker hydrogen fuel-cell bus (DDHB) in the same urban context. It fills two gaps in prior studies: scarce real-world DDHB models and limited granular comparisons on double-decker platforms. Using route, vehicle-status, weather, and traffic features, we evaluated five prediction models. Best-performing models achieved mean absolute percentage errors of 12.16% for the DDEB and 11.85% for the DDHB. Average energy use was 1.770 kWh/km for the DDEB and 0.120 kg H2-eq/km (4.011 kWh-eq/km) for the DDHB. Multi-model SHAP results identified ambient temperature, mean speed, stop intensity, and passenger load as important predictors for both buses. Initial battery state of charge was more important for the DDHB, consistent with the buffering role of its auxiliary battery. Results support route planning and energy management for double-decker zero-emission buses.]]></description>
      <pubDate>Tue, 28 Jul 2026 11:07:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2728056</guid>
    </item>
    <item>
      <title>Impact of Compression Ratio and Stroke on Hydrogen Requirement for Emission-Optimized Operation of an Ammonia-Fuelled Spark-Ignition Engine</title>
      <link>https://trid.trb.org/View/2717240</link>
      <description><![CDATA[Ammonia (NH₃) fuelled engines have emerged as a promising route toward net-zero emission targets due to NH₃’s carbon-free nature, ease of storage, and established handling infrastructure. However, the low laminar burning speed and narrow flammability limits of NH₃ pose a significant combustion challenge, which can be addressed through hydrogen (H₂) co-fuelling. For practical implementation, on-board H₂ production via thermal catalytic cracking of NH₃ is an attractive solution, as it eliminates the need for external H₂ storage and associated handling and capital costs. Previous studies by the present authors identified a lean operating strategy that achieves an equimolar ratio of NOx and unburned NH₃ (α NH₃NOx ≈ 1), enabling complete conversion to nitrogen and water vapour when coupled with a Selective Catalytic Reduction (SCR) system. This strategy was further validated using cracked NH₃ derived H₂ in place of bottled H₂ through an on-board cracker, thereby representing a practical system configuration. However, the required H₂ fraction, and consequently the size and power demand of the onboard cracking system, is strongly influenced by engine architecture and operating conditions. The present study investigates the effect of compression ratio (CR) and stroke length, on H₂ fraction requirements to achieve an optimum α of unity in an externally boosted SI engine. Results demonstrate that the high CR = 17.5, long stroke configuration reduces H₂ enrichment by 50–60% compared to a low CR = 12.5, short-stroke engine architecture, allowing smaller onboard H₂ generation systems. At high-speed, high-load conditions, it achieves over 45% thermal efficiency with stable NH₃ combustion and no H₂ supplementation, maintaining an α ≈ 1. Across the full operating map, NOx emissions comply with IMO Tier III and EPA Tier 4 norms, demonstrating near-zero-emission operation.]]></description>
      <pubDate>Sat, 25 Jul 2026 17:30:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717240</guid>
    </item>
    <item>
      <title>Assessing the Role of Dealerships in Expanding Equitable Access to Zero-Emission Vehicles in California</title>
      <link>https://trid.trb.org/View/2724768</link>
      <description><![CDATA[This study examines the relationship between levels of access to zero-emission vehicles (ZEVs) at car dealerships in California and rates of ZEV adoption in surrounding areas. ZEV accessibility scores for census tracts—based on available ZEV inventory and proximity to dealerships—correlated significantly with ZEV adoption rates, even after controlling for income, demographics, charging infrastructure, and consumer incentives. Our results suggest that a 1% increase in ZEV accessibility correlated with an increase in ZEV adoption by 0.73% in disadvantaged communities (DACs) versus 0.125% in non-DACs. This indicates a latent demand in DACs constrained by supply-side barriers. Dealership-based incentives positively correlated with local ZEV adoption. Policies that support equitable inventory distribution among dealerships, expanded dealership-based incentive programs, and coordination with charging infrastructure planning may increase ZEV adoption in DACs.]]></description>
      <pubDate>Tue, 14 Jul 2026 13:34:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724768</guid>
    </item>
    <item>
      <title>Green Shipping Corridors: implementation barriers and strategic research directions</title>
      <link>https://trid.trb.org/View/2709471</link>
      <description><![CDATA[Since the inception of the Green Shipping Corridor (GSC) concept in 2021, 126 GSCs have been initiated worldwide as of January 2026. However, significant misunderstandings have occurred regarding the naming of GSCs, their governance frameworks, the type of zero-emission vessels (ZEVs) with alternative fuels and ZEV fleet deployment on GSCs, and the greenhouse gas emissions computation from the fleet. To address these, this paper aims to conduct a systematic review of the development of GSCs by incorporating the most recent literature and policy developments. By doing so, it clarifies common misunderstandings of the GSC concept. This paper contributes to further refinement of GSC concept to enhance the implementation of GSCs in advancing the decarbonisation of the maritime industry. The paper also proposes research and policy agendas in implementing GSCs and optimizing ZEV fleet deployment.]]></description>
      <pubDate>Tue, 30 Jun 2026 08:51:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709471</guid>
    </item>
    <item>
      <title>Future strategies for California’s zero-emission vehicle adoption using dynamical systems modeling</title>
      <link>https://trid.trb.org/View/2712793</link>
      <description><![CDATA[The urgent need to decarbonize transportation has positioned zero-emission vehicles (ZEVs) as a critical solution, yet understanding the complex dynamics driving their adoption remains a challenge. Our model integrates seven state variables includes four vehicle types, emissions, mobility, infrastructure and four incentive programs, revealing previously unidentified adoption patterns. Monte Carlo simulations with 90% confidence intervals project adoption trajectories through 2027, incorporating prediction uncertainty based on historical model error and market dynamics. Growth-focused investments lead to a 3.0% carbondioxide (CO2) emission reduction by 2027 and achieve 158% higher cumulative CO2 savings than incentive-focused strategies. Budget allocation prioritizing 70% growth-focused initiatives over 30% incentives improves adoption rates and market stability. These results reshape understanding of ZEVs adoption and provide actionable insights for accelerusating transportation decarbonization worldwide.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:51:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712793</guid>
    </item>
    <item>
      <title>Preliminary Overview on the International Automotive Industry State of Play: Working Document</title>
      <link>https://trid.trb.org/View/2666824</link>
      <description><![CDATA[The global automotive sector is navigating a profound disruption, driven by a confluence of technological, geopolitical, and structural forces that are simultaneously reshaping value chains, and redefining the product. At the operational core, the sector's long-standing reliance on the ‘Just-In-Time’ (JIT) manufacturing model has been irrevocably exposed by a series of cascading global crises. This fragility was brutally revealed by the COVID-19 pandemic factory shutdowns, followed by the severe semiconductor shortage that halted production lines, and further exacerbated by the Russia-Ukraine war, which triggered critical shortfalls in materials like palladium, nickel, and wiring harnesses. This necessity to reconfigure global sourcing is complicated by systemic issues like high energy and labour cost, workforce shortages, requiring the reskilling of hundreds of thousands of workers for new electric vehicles (EVs) roles, and significant funding gaps, with multi-billion-euro shortfalls along the whole value chain. Technologically, the industry is undergoing an irreversible, dual-pronged pivot toward electrification and digitalisation. The transition to zero-emission vehicles (ZEV) is rapidly accelerating, though its pace varies drastically by region, with high EV-adoption rates in China and contrasting adoption rates in markets like in Europe and the US. This electric transition is inextricably linked to the Software-Defined Vehicles (SDV), further compelling European automakers to dramatically increase research and development (R&D) investment in the future. These operational and technological shifts are occurring against a backdrop of intense market volatility and evolving consumer behaviour. New competition, primarily from rapidly expanding Chinese EV manufacturers, is eroding market share in key regions like Europe, forcing established players to adopt defensive strategies.]]></description>
      <pubDate>Mon, 22 Jun 2026 07:23:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666824</guid>
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