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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>Modelling the Transport Externalities of Urban Sprawl Development in Polish Cities Between 2006 and 2023</title>
      <link>https://trid.trb.org/View/2579512</link>
      <description><![CDATA[Since Poland’s accession to the EU in 2004, economic growth has led to significant expansion of the built environment in Polish cities. This has been reflected in the rise of (sub)urban sprawl developments, accompanied by traffic congestion and air pollution challenges . Our study models the consequences of recent (sub)urban development in Polish cities in terms of traffic congestion and pollution externalities. To this end, we formulate analytical approach capturing interactions between land-use changes, transport performance and emissions of both air pollutants and CO2 (the ‘LUTEm’ framework). We apply this framework to case studies of large and middle-sized cities (Warsaw, Rzeszow) to simulate the impacts of dynamic (sub)urbanisation between 2006 and 2023 upon traffic network loads, system performance and vehicular emissions. Our analyses underline the significant growths (20 – 50%) in total built-up area and traffic loads. While road network investments (e.g. ring roads) provided traffic relief in certain areas, these were largely mitigated by induced (rebound) traffic effects. Increasing traffic volumes and emissions are a widely observable consequence, particularly in suburban areas. Increasing travel distances and car dependency have resulted in the rise of peak-hour traffic emissions by 20 – 50% between the 2006 and 2023 scenarios. Our investigation outcomes underscore the amplification of recent (sub)urban sprawl consequences for transport and environment in Poland. Reversing the uncontrolled sprawl is therefore a crucial policy direction for Polish cities to achieve the objectives of sustainable development and climate mitigation.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579512</guid>
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    <item>
      <title>Acceptability of a mobility pricing scheme: Reducing externalities in urban transportation</title>
      <link>https://trid.trb.org/View/2590224</link>
      <description><![CDATA[The growing reliance on private motorised transportation in urban areas has been associated with societal effects such as congestion, adverse effects of climate change, health effects from traffic emissions and crashes. Road pricing has long been used as a means to manage road traffic or to raise revenue for new infrastructure. Nonetheless, it is not only cars that produce external effects but also other modes. This study introduces an innovative mobility pricing scheme to encourage a shift from modes with high external costs to more sustainable alternatives by internalising transportation’s external costs. It then explores the factors explaining the public’s willingness to adjust travel behaviour in order to mitigate those externalities. For this purpose, an online survey was conducted in metropolitan Munich, Germany, gathering data (𝘕= 1013) about respondents’ reactions to the mobility pricing scheme. Using exploratory factor analysis and discrete choice modelling, the authors confirmed the prevalence of attitudes and travel behaviour over sociodemographic characteristics in explaining the acceptability of the proposed scheme. Furthermore, an elasticity analysis of explanatory variables revealed that latent attitudes may be the most important determinant of acceptability but also associated with the highest uncertainty. Although this study provides only first insights into the complex subject of mobility pricing, which intends to internalise the external costs of cars, public transport, cycling, walking and shared mobility, it could be helpful to decision-makers when refining relevant policies and opens the discussion about their applicability.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:53:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2590224</guid>
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    <item>
      <title>The underwater Lamiako tunnel project in Bilbao estuary</title>
      <link>https://trid.trb.org/View/2571343</link>
      <description><![CDATA[The underwater Lamiako Tunnel project, promoted by Biscay Territorial Council (Bilbao, Spain) and currently in an advanced study phase, defines the 4,5 km long road link between the riverbanks of Bilbao estuary. It comprises the two twin-tube tunnel section of 3,5 km and a grade separated junction at each end: Ballonti junction at the left bank, and Artaza junction in a densely populated zone at the right. It will connect the high capacity roads along both riverbanks of the west side of Bilbao Metropolitan area, which at present has only one road connection along the 14 km of the estuary downstream from Bilbao, i.e., Rontegi Bridge. This fact entails four problems in the road network of the area: recurrent congestion, excessive trip distances and time, lack of connections or alternative routes, and vulnerability to accidents and natural hazards. Lamiako Tunnel will close the high capacity roads loop west of Rontegi, in order to solve the mentioned problems. The tunnel will be bored in rock. Ballonti open-air junction is formed by several bridges. Artaza junction, consisting of 6 road branches along more than 2 km, completely underground, thus reducing social and environmental impacts, will be built with diaphragm walls and jet grouting. The project study has required geological, hydrogeological and geotechnical dense field campaign and studies, thorough geometric layout studies and traffic analyses and modelling, and geomechanical and structural design and analysis. Moreover, it is under study the option of partially sharing the road link with a metro-type section, giving thus rise to a multimodal tunnel. The costs of the works are approximately 450 million euro, for which recently the European Investment Bank has granted a 200 million euro loan to the Biscay Council. Features of the project study have permitted to draw several concepts which may contribute to establish a methodology for studies of this type of infrastructures in similar scenarios.]]></description>
      <pubDate>Mon, 25 Aug 2025 13:44:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571343</guid>
    </item>
    <item>
      <title>The battle for kerbside space: An evaluation of the competition between car-hailing and bus services</title>
      <link>https://trid.trb.org/View/2502141</link>
      <description><![CDATA[The kerbside of today is a complex environment with a huge diversity of uses and highly dynamic patterns of use, including for parking, (un)loading, EV charging, and bus stops. The competition for kerbside space is to become more fierce with the rising of car-hailing services (CHS) and soon the connected and autonomous vehicles (CAVs). The kerbside is an often overlooked yet critical urban infrastructure which requires better understanding of its varies uses and functions. In this paper, the authors examine the competition between CHSs and traditional buses on the use of kerbside lanes. More specifically, the authors investigate the relationship between the mode share of car-hailing and bus services, network congestion and the performance of bus priority strategies along a real-life bus corridor and quantify their effects through simulation modelling of a set of future scenarios. The results show that the increasing penetration of car-hailing services will negatively impact network performance due to the growing number of kerbside stops, while increasing the share of public transport can help mitigate this loss and improve network resilience. Additionally, bus improvement policies, such as bus lanes and faster boarding techniques, can effectively prevent the adverse effects of car-hailing on network speed. These findings demonstrate the importance of managing kerbside space in a range of scenarios and offer valuable insights to authorities and researchers for policy-making and modelling.]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2502141</guid>
    </item>
    <item>
      <title>A Burgeon in Informal Economic Activities Along Highways in Urbanizing Cities: Implications for Sustainable Development</title>
      <link>https://trid.trb.org/View/2447017</link>
      <description><![CDATA[The recent rise in the size of the informal sector in developing economies, particularly in the Global South, is increasingly recognized as an obstacle to sustainable development. The sector remains the primary source of employment and serves as an engine of economic growth in developing countries. Despite their significant contribution, they also threaten the urban environment. The research uses major road transportation networks to investigate the impacts of informal economic activities on mobility and the environment in cities. A section of the National Highway Six (N6) Road in Oforikrom Municipality, Ghana, was used as a case study. The study findings suggest that informal economic activities along major transportation corridors lead to road accidents, traffic congestion, poor sanitation, and reduced aesthetic quality of the city centre. The analysis of variance shows that informal economic activities negatively impact traffic congestion, F (4, 19.15) = 7.57, P < .0001, η2 = 1.48 and sanitation, F (4, 22.35) = 5.55, P = .003, η2 = .06. 21.8% of reported accident cases involved informal economic actors. The study recommends policies geared towards cross-institutional partnership, strict law enforcement, and infrastructural renewal where provisions would be made for informal economic operations with the necessary safety measures. The Ministry of Sanitation and the Department of Urban Roads should come together to reach agreements with traders through formal regulations to control indiscriminate waste disposal along the highways. Further research and innovation are needed to integrate such infrastructures into the traditional transport modelling system.]]></description>
      <pubDate>Fri, 15 Nov 2024 16:05:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2447017</guid>
    </item>
    <item>
      <title>Activity-Based Travel Demand Models to Evaluate Transport Policies</title>
      <link>https://trid.trb.org/View/1974531</link>
      <description><![CDATA[Transportation planning plays a critical role in shaping the economic health and quality of life of the general public. A good deal of the demand for transport is concentrated on a few hours of a day, at particular section of urban areas where congestion takes place during specific peak periods. Hence, modelling of this travel demand from the transportation point of view is necessary. There are two basic approaches to this travel demand modelling—traditional four-stage travel demand modelling and activity-based travel demand modelling. According to transport department data of Bangalore city collected in 2012, there are 41.86 lakh of two-wheelers, 11.8 lakh of cars and 5.91 lakh of transport vehicles. The share is 69% of two-wheelers, 22% of LMVs, 5% of HTVs and 4% of other vehicles. From the earlier research, it has been found that the activity-based modelling is more efficient to evaluate the transport policies than traditional four-step modelling particularly for the cities like Bangalore having a large amount of vehicle population. Here, an attempt has been made to develop the activity-based travel demand models for the selected zone of Bangalore city. Bangalore city has been divided into three major areas and further into 47 zones. The data have been collected through individual person survey considering certain parameters which are influential to develop person tours. These collected data are then analysed through SPSS software, and models are developed considering the several parameters such as age, gender, monthly income, distance of travel, daily travel cost and vehicle ownership. Simultaneously, the zonal public transport policies have been studied to understand the norms regarding the transport such as quality of transport, pricing, financing and parking facilities. The results obtained in the form of models are compared with the traditional models and are used to evaluate the public transport policies. Also, the factors influencing the trips of each individual have been studied and the effects of those factors are analysed. The results obtained are found satisfactory in terms of R² value and other testing parameters. Transport policies are selected, and models are linked to the policies to evaluate them. Study concludes with the effective linking of the models to the policies which will help the authorities to bring it into play.]]></description>
      <pubDate>Mon, 04 Dec 2023 15:45:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1974531</guid>
    </item>
    <item>
      <title>Monitoring of urban freight flows distribution considering the human factor</title>
      <link>https://trid.trb.org/View/2285920</link>
      <description><![CDATA[The intensive growth of urban freight transport leads to an increase in the amount of transport links, which causes problems such as traffic congestion, an imbalance between the transport services demand and the actual capacity of roads, and the negative impact on the environment. This leads to advanced requirements for urban industrial infrastructures. To optimise freight flows, it becomes necessary to determine the patterns of how drivers choose their routes between the origin and destination points. Drivers participate directly in the transportation process. From the driver's perspective, decision-making about the current route is predicated on the technological parameters of the transportation process (speed, time, etc.), the traffic load of the urban roads, and traffic safety, but also on the level of influence of urban freight flows on the environment. The environmental impact of transportation processes is directly related to the quality of life of city dwellers and increasing of the city sustainability level. This research paper aims to determine the patterns of urban freight flows generation while considering the human factor. The choice of route parameters is significantly affected by individual characteristics of the drivers, which are dependent on the properties of the central nervous system. These properties are grouped by type of temperament. Traffic parameters on different routes have various effects on drivers of dissimilar temperaments. Having estimated the influence of each parameter on the drivers, it is possible to identify preferences of choosing a driving route from among many alternatives. The results of the survey made it possible to determine the parameters of the routes chosen by the drivers moving between the points of departure and arrival of goods, considering the age and temperament of the drivers. The results of the research study described the models for changing the share of origin-destination trips of freight transport, which is performed by drivers of different temperaments along each of the possible routes. This information can be used in modelling of freight transport flows within a city. It could significantly influence the quality of life in the cities and make cities more compliant with social expectations.]]></description>
      <pubDate>Tue, 28 Nov 2023 10:27:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2285920</guid>
    </item>
    <item>
      <title>Towards a sustainable use of electric vehicles : Final report</title>
      <link>https://trid.trb.org/View/2145752</link>
      <description><![CDATA[Currently, policy measures are focused on electric vehicle adoption, and in many countries around the world, policy incentives are provided. However, with the low marginal cost of electric vehicle use and battery developments resulting in higher range, there is a risk for increased car travels, which would have negative environmental effects and might increase congestion. In this project, this risk for increased car use is investigated: the conditions under which increased car use is likely to occur and the influence of policy measures and the provision of charging infrastructure are explored using an interdisciplinary approach. Stated adaptation experiments are used to investigate the behavioral alterations of car users when changing to an electric vehicle. In particular, to combat the negative externalities in increased car uses after EV adoption, the study has designed three incentives that aim to reduce private car trips into the already congested city centers. The incentives were a combination of 1) free EV parking and charging outside of the congestion area (of Stockholm) and an additional reduced-fare 2) public transport- or 3) e-scooter. To test the effectiveness of the incentives, the study has designed a stated adaptation experiment and a custom web map based survey tool that most importantly allowed the respondents to record desired locations for their incentives, thereby providing an indication of public charging infrastructure demand and “entrance parking” (infartsparkering). 400 of the 7000 contacted registered EV users have answered the survey. The so collected data was analyzed using both descriptive statistics and statistical travel behavior modelling.]]></description>
      <pubDate>Mon, 03 Apr 2023 16:47:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2145752</guid>
    </item>
    <item>
      <title>Railway liberalization, airport congestion toll, and infrastructure pricing: Modelling and numerical analysis for European and Chinese markets</title>
      <link>https://trid.trb.org/View/2121606</link>
      <description><![CDATA[Regulation on infrastructure pricing affects various aspects, including demand, social welfare, and investment in transport management, as well as intramodal and intermodal competition. This study develops a game theoretic model that derives the charges (set by the infrastructure operators) and fare prices (set by the transport operators) as well as the associated profit and welfare in equilibrium. Key analytical insights concern the joint effect of the product differentiation by the transport operators and profit/welfare orientation of the infrastructure operators. If the transport operator implements more differentiation between air and high speed rail (HSR), or the infrastructure operators are more profit-oriented, the transport mode becomes less sensitive to the access charge from the competing mode, but more sensitive to the access charge from the same mode. Furthermore, using publicly available data for European and Chinese markets, the authors investigate the effects of introducing HSR on-track competition and congested infrastructures through numerical studies. Key findings are that entry by an incumbent-owned compared to a privately-owned HSR generates more industry benefits but leads to a significant reduction in consumer surplus. A more profit-oriented airport operator leads to increased total welfare if congestion is sufficient high. Theoretical and policy insights are provided.]]></description>
      <pubDate>Wed, 29 Mar 2023 09:27:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2121606</guid>
    </item>
    <item>
      <title>Analysis of Parking Traffic in Cologne, Germany, based on an extended Macroscopic Transport Model and Parking API Data</title>
      <link>https://trid.trb.org/View/2090820</link>
      <description><![CDATA[While macroscopic transport models are recognised as valuable tools for strategic transport planning, parking is rarely explicitly considered in such models. On the other hand, park-search traffic represents a significant portion of traffic in urban areas, according to many studies. Even if there are already some attempts to integrate parking into transport models, they have not found their way into the practice of modellers.The presented work enhances and combines previous approaches for modelling parking, and proposes a tool for practitioners to analyse common transport problems involving parking. It builds upon existing, even calibrated transport models, using the conventional four-step modeling technique. The approach also explores some emerging, internet-based data sources for transport models. Parking data is accessed from an Application Programming Interface (API) and embedded within the model procedure. Such new data resources resolve some problems from previous model approaches, which see the availability on parking data as problematic. With the combination of a macroscopic transport model and parking data from an API, aspects of parking supply and demand are represented within the model setting, whereas parking choice is calculated via an optimisation of a park-search route.The conceptual approach is demonstrated in the context of an existing macroscopic transport model for Cologne, Germany. This model is extended and refined to represent parking patterns within the study area. As a result, the spatial distribution and the effects of park-search traffic are explicitly shown, indicating some realistic results. It is also shown that the level of detail and the expressiveness of the existing model is increased.]]></description>
      <pubDate>Tue, 24 Jan 2023 09:33:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2090820</guid>
    </item>
    <item>
      <title>Is private-schooling problematic for transportation? Evidence from Southeast Queensland, Australia</title>
      <link>https://trid.trb.org/View/2031569</link>
      <description><![CDATA[School travel behaviors are associated with children’s health and well-being, traffic congestion, and sustainability. Australia has seen a steady rise in the number of car-passenger trips made by children to school, and a decline in walking-to-school. Australia differs from most nations in that it has one of the highest rates of private schooling in the world at around 34%, supported by high levels of Commonwealth Government funding. Little is known about the effects this has on travel behavior and whether it is a factor in Australia’s high rates of chauffeuring. This paper looks at journeys-toschool in South-East Queensland. Two research questions were posed: i) how do students in private and public schools travel to school, including mode shares and median trip-distances by mode?; and ii) is there any relationship between school type and mode choice, when controlling for key demographic and land use variables? Advanced geo-spatial matching allocated all trips made to schools in the 2017-2019 South East Queensland Travel Survey to either public or private schools. The resulting dataset included 2600 public school students’ trips to school and 1117 private school students’ trips to school. The public and private schools’ commuting travel behavior was then examined. Private motor vehicle is the most frequently chosen mode for travelling to school across the two groups (72.3% for public and 74.6% for private). The proportion of students walking/biking to school is 2.3 times greater for public than for private schools (16.8% versus 7.3%) even though those two groups share the same median trip distance value in active travel. For all other travel modes (automobile, public transportation and school bus), median trip distances are greater for private school students than private school students. Multinomial logistic regression modelling suggests that private school students are less likely to walk/cycle to school than public school students when controlling for key demographics and schools’ urban form characteristics. Private schools appear to disproportionately contribute to traffic congestion. Australia should consider amending its school policy frameworks to help address these concerns.]]></description>
      <pubDate>Fri, 14 Oct 2022 17:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2031569</guid>
    </item>
    <item>
      <title>Battery electric vehicles in cities: measurement of some impacts on traffic and government revenue recovery</title>
      <link>https://trid.trb.org/View/1876287</link>
      <description><![CDATA[We are told that electric vehicles, cars in particular, will be good for the environment. But what exactly might this mean? It is true that end use emissions will be significantly reduced when we move from fossil fuels to green energy sources? Assuming that the demand for such cars, including battery electric vehicles (BEVs) in particular will grow, we can expect a significant number of such vehicles manufactured in future years. Given the potentially relatively lower cost (fewer moving parts) compared to the internal combustion engine vehicles (ICEs) as well as the significantly lower usage costs per kilometre, we would expect a level of uptake that could impact on the performance of the road network (perhaps increased congestion) but also a concomitant reduced use of public transport and fuel excise loss. In this paper we apply the MetroScan modelling system in the Greater Sydney Metropolitan Area (GSMA) over the period 2021-2056 to identify the likely impact that the growth in BEV ownership and use will have on vehicle kilometres, modal shares, government revenues, levels of CO2 emissions and other impacts. Moreover, we investigate the introduction of a BEV usage charge proposed in Australia to see what it might do to these key performance indicators and whether it can offset the adverse effects during BEV uptake such as government fuel excise revenue loss and increased congestion.]]></description>
      <pubDate>Thu, 02 Sep 2021 14:51:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876287</guid>
    </item>
    <item>
      <title>Battery Electric Vehicles in Cities: Measurement of Some Impacts on Traffic and Government Revenue Recovery</title>
      <link>https://trid.trb.org/View/1859941</link>
      <description><![CDATA[We are told that electric vehicles, cars in particular, will be good for the environment. But what exactly might this mean? It is true that end use emissions will be significantly reduced when we move from fossil fuels to green energy sources? Assuming that the demand for such cars, including battery electric vehicles (BEVs) in particular will grow, we can expect a significant number of such vehicles manufactured in future years. Given the potentially relatively lower cost (fewer moving parts) compared to internal combustion engine vehicles as well as the significantly lower usage costs per kilometre, the authors would expect a level of uptake that could impact on the performance of the road network (perhaps increased congestion and crash risk) but also a concomitant reduced use of public transport and fuel excise loss. In this paper, they apply the MetroScan modelling system in the Greater Sydney Metropolitan Area (GSMA) over the period 2021–2056 to identify the likely impact that the growth in BEV ownership and use will have on vehicle kilometres, modal shares, government revenues, levels of CO₂ emissions and other impacts. Moreover, they investigate the introduction of a BEV usage charge proposed in Australia to see what it might do to these key performance indicators and whether it can offset the adverse effects during BEV uptake such as government fuel excise revenue loss and increased congestion.]]></description>
      <pubDate>Thu, 19 Aug 2021 15:15:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1859941</guid>
    </item>
    <item>
      <title>Integrated framework of departure time choice, mode choice, and route assignment for large-scale networks</title>
      <link>https://trid.trb.org/View/1863899</link>
      <description><![CDATA[This paper presents a large-scale integrated modelling framework that can capture the relationships between travel mode choice, departure time choice and route choices simultaneously. Conventional transportation models have typically been applied to small scale networks to avoid the complexity of the large-scale simulation. While there are different approaches and strategies that researchers have presented to tackle the transportation congestion challenges, such strategies need to be accurately evaluated at the full system scale before implementation. The proposed framework integrates an econometric model for travel mode and departure time choice with a simulation-based dynamic traffic and transit assignment model. It addresses the interactions between the traffic and transit networks in addition to their interactions with the mode and departure time choice model. A case study of the proposed modelling framework is presented in this paper, where the effects of replacing the current flat transit fare used in the City of Toronto with a time-based transit fare structure are captured. It is found that an increase in the fare during the middle of the peak results in a reduction in transit vehicles crowdedness. The scenario analysis also shows that 1.85% of transit users will shift their departure time from the (congested) middle period of the peak to the (less costly) shoulders of the peak, whilst 2.6% of transit users opt-out of using transit in favour of either driving or accompanying another driver.]]></description>
      <pubDate>Tue, 27 Jul 2021 15:59:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1863899</guid>
    </item>
    <item>
      <title>A coupled macroscopic traffic and pollutant emission modelling system for Barcelona</title>
      <link>https://trid.trb.org/View/1767464</link>
      <description><![CDATA[The authors present a coupled macroscopic traffic and emission modelling system tailored to the Barcelona metropolitan area that allows estimating hourly road transport emissions at road link level. The authors use the developed system to perform an emission sensitivity analysis of typically high uncertainty emission features and assess their impact. The authors also explore the uncertainties of their system compared to a microscopic approach in a representative area of Barcelona. The developed macroscopic system shows a high sensitivity to spatially-resolved vehicle fleet composition inputs, meteorological effects on diesel engines (+19% in NOₓ) and non-exhaust sources (80% of total particulate matter (PM) emissions). The comparison with the microscopic system shows that discrepancies grow as a function of the congestion level, up to +65% in NOₓ. The resulting coupled system will be used in further steps of the research to evaluate the impact of traffic management strategies upon urban emissions and air quality levels in Barcelona.]]></description>
      <pubDate>Tue, 23 Mar 2021 11:13:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1767464</guid>
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