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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>Access door-to-door: An intercity efficiency and distributional analysis of the costs of travel by plane, train, and automobile</title>
      <link>https://trid.trb.org/View/2698801</link>
      <description><![CDATA[Existing studies typically evaluate air travel accessibility by examining either air network performance or ground access to airports in isolation. This paper offers a complementary perspective by assessing the national air travel accessibility through a door-to-door framework and comparing it against multiple modes of intercity transport. We compare four scenarios: air-only, railway-only, highway-only, and an optimal-mode scenario. The first three rely exclusively on a single mode for intercity trips, whereas the optimal-mode scenario selects the lowest-cost option among air, rail, and direct driving for each origin–destination pair. The results show that air travel provides higher accessibility and more balanced spatial equity than rail or highway travel at higher cost thresholds. Air travel also delivers clear advantages in regions with significant geographical constraints, where land-based transport infrastructure is limited. Although the optimal-mode scenario generally enhances spatial equity, it reduces within-group equity in regions characterized either by highly developed urban cores (e.g., the Yangtze River Delta in East China) or by significant geographic constraints (e.g., the peninsula areas of Northeast China).]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698801</guid>
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    <item>
      <title>Design of the Fuzuli international airport security system based on the application of drone technology</title>
      <link>https://trid.trb.org/View/2663277</link>
      <description><![CDATA[Currently, drone threats against civil aviation create the need to effectively ensure aviation security at airports. There is a need to improve the security system of airports to take appropriate measures against drones. Because anti-drone security measures are not properly organized at many airports around the world. One of these airports is Fuzuli International Airport, located in the territory of the Republic of Azerbaijan. The article presents the design of the Fuzuli International Airport security system, taking into account drone threats against civil aviation facilities and using the modern capabilities of drones. For this purpose, the facilities located at Fuzuli International Airport were examined, the importance of optimal placement of drones was shown, the functional and application capabilities of modern security devices were analyzed, its economic efficiency and effectiveness were assessed, and a structural scheme of the design of a security system based on the application of drone technology was prepared. The operating principle of the integrated perimeter protection system was shown in accordance with the structural scheme of the prepared security system design. As a result, it was noted that the security system designed based on the application of drone technology can detect and prevent intruders from approaching the perimeter line from the outside, an attempt to gain access to the territory by digging a tunnel beneath the system, and attacks from the air, as well as effectively control the entry of people and vehicles.]]></description>
      <pubDate>Wed, 06 May 2026 08:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663277</guid>
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    <item>
      <title>Determination of Recovery Bridge Corridors by Comparing Post EQ Network</title>
      <link>https://trid.trb.org/View/2696131</link>
      <description><![CDATA[This study focuses on Caltrans District 4 in the San Francisco Bay Area (Alameda, Contra Costa, Marin, Napa, San Francisco, Santa Clara, San Mateo, Solano, and Sonoma). It proposes a framework to identify and prioritize critical bridge corridors that enable access to emergency facilities, including hospitals, fire stations, police stations, Caltrans maintenance facilities, airports, seaports, and ferry terminals. Bridges are first grouped into corridors using an interchange-based approach. Next, a shortest-path algorithm is applied to find routes from each zip-based zone to its nearest facility of each type. Corridor “usage” is computed from how frequently corridors appear on these access routes, and total usage is used to rank corridor criticality. Bridges within top corridors are then evaluated and ranked using damage probabilities. The proposed method is validated against Google Maps, showing 5.6% route dissimilarity, indicating that access to critical facilities strongly depends on Caltrans routes. Corridor importance varies by facility type because facility distributions differ. For example, District 4 contains 563 fire stations across 298 zones, so most zones access a fire station locally and only 31 zones require Caltrans bridges, whereas 159 zones require Caltrans bridges to reach hospitals. The study also compares corridor rankings with and without population weighting. Without population, top corridors often occur in rural areas that serve as sole connectors for multiple zones; adding population shifts priorities toward densely populated areas, highlighting the need to define planning objectives. An updated methodology is proposed to remove selected corridors and recomputes rankings to test impacts, showing rural corridors are often irreplaceable while urban networks are highly redundant. Finally, another optimization method is introduced to minimize the number of Caltrans bridges used, trading off travel time to reduce recovery designations and costs. A web-based platform implements and visualizes these methods.]]></description>
      <pubDate>Mon, 04 May 2026 11:19:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696131</guid>
    </item>
    <item>
      <title>Accessing the airport by car or train in the case of a weekend trip using a random forest modeling approach: an analysis of respondents from Serbia</title>
      <link>https://trid.trb.org/View/2682112</link>
      <description><![CDATA[Airport access represents a significant segment оf overall travel, affecting passenger satisfaction and the efficiency оf transport systems. Different factors are valued differently by specific segments of passengers. This paper focuses on the hypothetical scenario of choosing a car or train to access the airport in the case of a weekend trip, with the aim to identify the most influential factors. The data were collected through the online survey conducted on the European level; however, this paper analyses only Serbian respondents. Results indicate that key factors influencing mode choice are cost, reliability, and demographic characteristics, with the random forest model demonstrating the best performance.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682112</guid>
    </item>
    <item>
      <title>Agent-based simulation of passenger-centric disruption management for multimodal airport access</title>
      <link>https://trid.trb.org/View/2682098</link>
      <description><![CDATA[Efficient and seamless airport access is a critical yet often overlooked process of airport operations. Strong connectivity, especially during disruption periods, significantly reduces passenger delays and potential revenue losses. Tackling these challenges demands coordinated disruption management strategies. To that end, we model coordination in a system comprising two traffic orchestrators, each responsible for managing their respective domains: airside and landside. The airside orchestrator can implement tactical flight delays, while the landside orchestrator can apply rerouting to assist passengers at-risk of missing their flights. Through negotiation between these orchestrators, the approach aims to minimize missed flights and passenger delays, while also exploring a fair distribution of costs. The negotiation process is structured using a game-theoretic framework, and an agent-based simulation is used to evaluate the effects on airport operations. A case study demonstrates the effectiveness of these measures in enhancing airport operations while balancing costs.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682098</guid>
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    <item>
      <title>Two-Stage Scheduling Optimization Model for Taxiways on the Basis of Time Slot Derivation</title>
      <link>https://trid.trb.org/View/2691597</link>
      <description><![CDATA[The continuous growth in air traffic at civil airports has placed significant economic pressure on surface operations. Consequently, strategic adjustments to departure schedules and optimization of taxiing routes have become essential to reduce operational costs. This study proposes a two-stage optimization framework aimed at minimizing surface operation expenditures. In the first stage, a dynamic pushback slot control (DPSC) strategy is employed to regulate departure sequences. The second stage enables preplanning of taxi routes for both arriving and departing aircraft by optimizing the taxiway control threshold, thereby refining the pushback slots for departing flights. To support route planning, multiple taxiing configurations are generated for different departure intervals. To improve solution quality and mitigate ground conflicts, an improved ant colony algorithm (IACA) incorporating a negative feedback mechanism is developed. Experimental results show that, compared to a baseline scenario without departure control, the proposed framework reduces taxiing costs by 17.8%, yielding an optimized total cost of USD 8,163.44. Furthermore, relative to strategies without the negative feedback mechanism, the proposed approach achieves an average cost saving of USD 1,412.71. These results demonstrate that the proposed framework provides superior economic benefits while simultaneously improving operational safety and efficiency.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691597</guid>
    </item>
    <item>
      <title>Social-psychological determinants and nonlinear thresholds: behavioral insights into urban air mobility adoption as an airport shuttle</title>
      <link>https://trid.trb.org/View/2654642</link>
      <description><![CDATA[Urban Air Mobility (UAM) is an emerging mobility service increasingly proposed by cities worldwide. Among its various applications, UAM as an airport shuttle offers particularly strong early-stage commercial potential. However, understanding of the key factors influencing the adoption of UAM as an airport shuttle service remains limited, particularly regarding the role of social-psychological factors and their tolerance thresholds from a nonlinear perspective, where critical points in factors such as time or cost may shift the decision from declination to acceptance. Using a stated-preference survey of 1250 respondents from South Korea, this study identifies the primary determinants of UAM adoption and examines their decision thresholds using a newly proposed hybrid approach that combines automated machine learning (AutoML) and statistical models in a complementary manner. The results show thatt: (1) Previously overlooked social psychological factors, such as individuals seeking time savings, environmental benefits, and openness to new technologies, play adominant role, accounting for 55.4 % of explanatory power in predicting adoption decisions. (2) Threshold effects emerge in airport trip chains, with first-mile and in-vehicle durations under 15 min or over one hour marking critical adoption points; and (3) UAM holds strong substitute potential for car use for long-distance airport access. These findings provide actionable insights for policymakers and service providers aiming to promote UAM adoption, emphasizing the need to align service design and marketing strategies with users’ psychological motivations and to improve access environments for UAM connectivity within urban areas.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654642</guid>
    </item>
    <item>
      <title>U-Aerodrome: Data-driven and risk-bounded airspace reconfiguration for safe integration of urban air mobility at aerodrome</title>
      <link>https://trid.trb.org/View/2652742</link>
      <description><![CDATA[Urban Air Mobility (UAM) offers promising solutions for alleviating urban congestion and enabling seamless air transportation. However, its integration near aerodromes is limited by static no-fly zones and traditional airspace management practices. Existing boundary-setting methods often depend on oversimplified assumptions about trajectory distributions or apply rigid spatial constraints, which can lead to safety risks and inefficient airspace utilization. To address these limitations, this study introduces U-Aerodrome, a data-driven and risk-bounded airspace reconfiguration framework designed to support the safe and flexible integration of UAM operations near controlled aerodromes. The approach employs procedure-based trajectory classification and equal-altitude sampling to ensure equitable and non-biased representation of flight patterns. It further incorporates probabilistic boundary estimation that accommodates both Gaussian and non-Gaussian distributions, as well as a time-dependent boundary update mechanism responsive to dynamic traffic demand. The framework is validated using real-world data collected from Singapore Changi Airport. Results show that U-Aerodrome reduces missed detections and conservative volume compared to a purely Gaussian baseline, yielding 30.95 % average safety improvement and 15.25 % higher availability. The time-dependent mechanism further reduces unnecessary restrictions by an additional 20.02 % on average compared with baselines assuming static boundaries. The framework supports flexible and statistically grounded planning for safe UAM access near aerodromes.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652742</guid>
    </item>
    <item>
      <title>A support to vertiport micro-location selection at airport for urban air mobility airport shuttle service</title>
      <link>https://trid.trb.org/View/2652313</link>
      <description><![CDATA[Urban Air Mobility (UAM) services employing electric Vertical Take Off and Landing vehicles (eVTOL) will likely start in the next few years, and numerous research efforts are directed toward creating the necessary conditions for their successful implementation. Although vertiport location and vertiport capacity are recognized as key factors influencing UAM service performance, a notable research gap still remains in both areas. The vertiport location problem is addressed in the literature predominantly from the demand perspective, focusing on approximate macro-locations, e.g. centroids of the postal codes. Very limited research has addressed the micro-location level - determining the exact locations where vertiports should be built - which requires integrating other factors beyond demand. We aim to contribute to vertiport micro-location decisions by focusing on the hub nodes of the UAM airport shuttle network - vertiports at airports. Taking the airport operator’s perspective, who will be responsible for planning and investing in such vertiports, we propose a framework for vertiport site selection that includes: selecting candidate sites, identifying relevant criteria, evaluating candidates against each criterion, and ranking them using a selected multi-criteria decision-making method. The study also contributes to capacity and cost estimation by introducing an online vertiport sizing and capacity tool that proposes the most favorable vertiport configuration(s) for any given area. The proposed framework is demonstrated through a case study of Madrid Airport. Beyond delivering a final ranking of ten candidate sites, a transparent evaluation process enables airport operators to understand the capacity-area trade-off, capacity capping in a single layout, and capacity increase by combining two layouts, the impact of vertiport type on cost, or landside/airside position on vertiport-to-terminal accessibility, as well as limitations with the current regulatory framework.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652313</guid>
    </item>
    <item>
      <title>Human-centered transportation connectivity and network recovery following a Cascadia Subduction Zone earthquake and tsunami</title>
      <link>https://trid.trb.org/View/2662994</link>
      <description><![CDATA[Local and regional transportation connectivity is evaluated after a Cascadia Subduction Zone multi-hazard scenario. An interdisciplinary, human-centered approach is presented incorporating publicly available data, participatory mapping, and a multi-scale damage-recovery model. The resilience of 18 coastal communities is quantified based on 1) network performance, 2) access to essential facilities, and 3) to community-defined assets. The model evaluates 128 regional points of interest (e.g. airports), 4,237 local points of interest (e.g. fire stations) and 159 individual points of interest (i.e. human-centered) identified by 34 Latinx coastal residents. Disparities in regional connectivity metrics were highly dependent on regional points of interest due to limited access routes. Local connectivity metrics were less sensitive to the local points of interest due to greater redundancies within the local network. Bridges were shown to have greater impacts on local connectivity metrics when origins and destinations are dictated by individual assets and needs.]]></description>
      <pubDate>Wed, 22 Apr 2026 14:04:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2662994</guid>
    </item>
    <item>
      <title>Infrastructure and supply pathways for liquid hydrogen at airports: A technical framework for feasibility and airport master planning</title>
      <link>https://trid.trb.org/View/2681227</link>
      <description><![CDATA[Hydrogen-powered aviation is increasingly considered a promising option for reducing aviation emissions, particularly on regional and short-haul routes. The use of liquid hydrogen (LH2) as an aviation fuel offers significant environmental benefits, but its adoption and integration require the development of new infrastructure at airports, including hydrogen liquefaction facilities. This paper lays the groundwork for assessing the feasibility of onsite hydrogen liquefaction by examining the technical principles, supply chain configurations and spatial requirements of such facilities. The study starts with a comprehensive overview of hydrogen as an aviation fuel, outlines current aircraft developments and compares three LH2 supply pathways: centralised offsite liquefaction, onsite liquefaction from offsite hydrogen, and full onsite production and liquefaction. Drawing on real-world examples from operational liquefaction facilities in South Korea, the US and Canada, this paper presents a generalised layout for airport-based liquefaction facilities, detailing core liquefaction process zones and supporting systems. These zones serve as a planning tool for early-stage spatial assessments, safety zoning and integration of hydrogen liquefaction facilities with existing airport infrastructure. The layout presented in this paper is modular and scalable, allowing airports to adapt infrastructure to varying hydrogen demand and spatial constraints. While current liquefaction plants demonstrate technical feasibility and viability at scales up to 90 tons per day (TPD), this paper explores the practical challenges of implementing such infrastructure at airports. These include gaining access to gaseous hydrogen via backbone networks, energy demands, constrained land availability, safety zoning requirements and regulatory complexity. Rather than resolving these issues, the paper provides a descriptive framework to understand and assess them, supporting airport master planning and future airport feasibility studies. This article is also included in The Business & Management Collection which can be accessed at https://hstalks.com/business/.]]></description>
      <pubDate>Wed, 25 Mar 2026 16:40:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681227</guid>
    </item>
    <item>
      <title>Update to ACRP Report 25: Airport Passenger Terminal Planning and Design</title>
      <link>https://trid.trb.org/View/2681232</link>
      <description><![CDATA[ACRP Report 25: Airport Passenger Terminal Planning and Design, Volumes 1 and 2, comprises a guidebook, spreadsheet models, a user’s guide, and a CD-ROM. Since its publication in 2010, ACRP Report 25 has been the most downloaded ACRP publication.
 
Over the last 10 years, significant changes have occurred in global trends, technology, protocols, design, regulatory requirements, passenger behavior, and customer expectations, including, but not limited to, changes accelerated by economic drivers, public health, and industry trends.
 
ACRP and other organizations have subsequently published numerous terminal-related guidance and tools (many of which are accessible through ACRP WebResource 2: Airport Passenger Terminal Design Library) that are not referenced in ACRP Report 25. Also, the means by which airport industry practitioners access ACRP products has evolved (e.g., many practitioners no longer have access to CD readers). Research is therefore needed to update the guidebook and the products associated with ACRP Report 25 and to provide them in more user-friendly formats.
 
The objective of this research is to produce a concise, user-friendly update of ACRP Report 25, through the consolidation of Volumes 1 and 2, including the methodologies cited in those volumes. This research will cover the terminal area from the terminal frontage/terminal entry to the aircraft gate apron and return. This update will consider all types and sizes of airports and will reference ACRP WebResource 2: Airport Passenger Terminal Design Library.]]></description>
      <pubDate>Tue, 17 Mar 2026 14:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681232</guid>
    </item>
    <item>
      <title>A bi-objective slot allocation model under airport capacity and resource utilization</title>
      <link>https://trid.trb.org/View/2632124</link>
      <description><![CDATA[Most airports operate below their declared capacity, yet expansion through costly infrastructure development remains the primary strategy for meeting the rising demand for flights. Inefficient slot allocation, underutilised airside resources, and a lack of detailed demand–capacity analysis hinder performance, leading to rejected slot requests that may cost the industry billions of dollars annually. This research proposes a practical alternative: optimizing existing capacity before pursuing expansion using a bi-objective mathematical model. This model simultaneously maximizes the utilisation of runway, apron, and terminal gate capacity through revised slot scheduling, and incorporates real-time operational constraints to minimise delay propagation while maintaining separation minima. The model was validated using real data from Bandaranaike International Airport-Colombo (BIA). The proposed linear programming model demonstrated increased average airside resource utilisation on peak days, from 44.9% to 62.7%, while ensuring that the current schedule peak traffic intensities are maintained. Through delay optimization, the proposed schedule is capable of reducing congestion and cumulative delays compared to the non-optimized schedule, mainly when delays are propagated due to uncertainties. With an average delay reduction of 140.80 min per scenario, the model's validity was confirmed, providing strong evidence of its robustness and reliability. These results demonstrate the potential of optimized slot allocation as a decision-support tool, enabling fairer access for new entrants, reducing delays, and enhancing efficiency across existing operations.]]></description>
      <pubDate>Mon, 02 Mar 2026 08:56:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632124</guid>
    </item>
    <item>
      <title>Examining airport intermodal access mode choice behaviour using interpretable machine learning</title>
      <link>https://trid.trb.org/View/2659514</link>
      <description><![CDATA[Understanding the ground access travel behaviour of airport users is essential for improving airport services. While previous studies largely focus on unimodal travel, limited attention has been paid to door-to-airport intermodal access. This study examines ground intermodal access mode choice behaviour, using Beijing Daxing International Airport as a case study. We apply Extreme Gradient Boosting (XGBoost) to model mode choice behaviour, and utilise interpretable machine learning techniques including SHapley Additive exPlanation (SHAP) values and Accumulated Local Effects (ALE) plots to capture nonlinear behavioural patterns. Findings reveal that intermodal choices are strongly shaped by traveller characteristics and access/feeder travel time thresholds. The metro-private vehicle intermodal is attractive when metro travel time is 43–62 or 75–105 min, and feeder time exceeds 7 min. The airport coach-private vehicle intermodal is appealing when the feeder time is under 16 min and the coach line-haul time exceeds 79 min. Although the effect is modest, the high-speed rail–private vehicle intermodal is facilitated by a feeder time of 14–33 min. Key policy implications include time- and threshold-specific strategies, with integrated bundles and real-time coordination of feeder and line-haul services. The study advances understanding of threshold-sensitive intermodal decisions and provides insights for developing sustainable and traveller-oriented airport ground transport services.]]></description>
      <pubDate>Wed, 25 Feb 2026 09:10:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659514</guid>
    </item>
    <item>
      <title>Public Acceptance of Electric Air Taxis for Airport Travel: An Extended Technology Acceptance Model with Theory of Planned Behavior and Diffusion of Innovation Constructs</title>
      <link>https://trid.trb.org/View/2640244</link>
      <description><![CDATA[Electric Air Taxis (EATs) represent a transformative innovation capable of redefining urban and regional mobility. Yet, technological advancement alone cannot guarantee feasibility; public perception and acceptance are equally critical. To understand these factors, this study extends the Technology Acceptance Model (TAM) with constructs from the Theory of Planned Behavior (TPB) and characteristics of innovation from Diffusion of Innovation (DOI) theory. Based on the response from 910 long-distance airport travelers in United States, we tested and refined a hypothesized structural model. Findings reveal that perceived ease of use and perceived usefulness significantly influenced attitudes toward EAT, which (along with social influence) shaped the intention to adopt. Compatibility and observability emerged as significant predictors of usage intention and influenced perceptions of social influence, behavioral control, usefulness, ease of use, and attitude. Trialability before adoption was found to increase social influence, perceived usefulness, and behavioral control, while perceived complexity negatively impacted ease of use. Furthermore, younger individuals, frequent air travelers, and those who typically use TNCs for airport trips exhibited higher adoption intentions. In contrast, older adults, women, low-income individuals, graduate degree holders, households with more private vehicles, and public transit users demonstrated lower intentions to adopt EATs. Business travelers, on the other hand, reported higher perceived ease of use for airport travel. The study concludes with implications for airlines, airport operators, EAT providers, and policymakers to design interventions that could enhance the public acceptance of EATs for airport travel.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640244</guid>
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