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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>
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    <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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      <title>Exploring knowledge, attitudes, and practices of active mobility in a developing economy city</title>
      <link>https://trid.trb.org/View/2667047</link>
      <description><![CDATA[Active mobility options such as walking and cycling offer affordability and environmental benefits, making them essential in rapidly urbanizing cities. Yet these modes remain underused in many developing contexts due to limited evidence to guide planning and investment. This study examines how socioeconomic, behavioral, and spatial factors shape active mobility choices in Kampala, Uganda. A cross-sectional survey of nearly 500 respondents across three city divisions collected information on demographics, travel behavior, infrastructure perceptions, and self-reported barriers. Using chi-square tests, latent class analysis, and logistic regression, we explored gender differences, occupational mobility patterns, and spatial accessibility. Findings show broad agreement across genders on the benefits of active mobility, though men more often linked it to congestion reduction likely reflecting greater exposure to peak-hour traffic. No gender differences were found in perceived barriers, suggesting shared infrastructural challenges. Occupational patterns revealed equity-linked mobility with unemployed individuals and students relying more on walking and cycling, underscoring economic necessity. Spatial analysis indicated significant variation in walking times across divisions due to urban form and walkway encroachments from informal trading. A two-class latent model further distinguished frequent active-mobility dependents, who face daily infrastructural challenges and develop adaptive familiarity with their environment, from occasional users whose limited engagement produces more favorable but less informed perceptions. Overall, these findings highlight that active mobility in Kampala is shaped as much by structural constraints as by preference. Advancing a more equitable and resilient transport system therefore demands a dual strategy, investing in safer, continuous, and better-connected infrastructure while reshaping social perceptions so that walking and cycling are viewed not as modes of necessity but as accessible, aspirational, and sustainable choices for all.]]></description>
      <pubDate>Wed, 29 Apr 2026 17:04:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667047</guid>
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    <item>
      <title>Transport poverty and gendered inequalities: Evidence from expert interviews in Karachi</title>
      <link>https://trid.trb.org/View/2652302</link>
      <description><![CDATA[This paper studies the perceptions of transport experts towards the state of transport and mobility barriers faced by women in the context of Karachi, Pakistan, a representative megacity in the global South. It is based on the data gathered by ‘conversations with purpose’ with eleven experts in the transport sector to understand their attitudes towards transport provision and operation. These experts were opportunistically identified based on their presence at transport-related public events in Karachi. It was found that poorly coordinated planning, a lack of effective governance structure and investment have allowed the growth of an almost unregulated and ungovernable informal transport sector in Karachi. Apart from these issues, most experts displayed a patriarchal mindset that manifested itself by demeaning women’s importance and their contributions. Due to the lack of female representation, such views remained unchallenged, and the majority of the informants did not express a desire to integrate women into decision-making or consultation processes. It can thus be argued that improving women’s mobility requires changing the mindset of transport planners, who consider women as mainly responsible for household tasks and therefore beneath their consideration. The paper also suggests some preliminary recommendations to address the issue of breaking away from gender stereotypes in the transport sector. The study contributes to wider academic studies on gender and transport geography and will feed into and shape governmental and non-governmental interventions and policies on public transport in third-world countries.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652302</guid>
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    <item>
      <title>Frameworks for capacity development and road safety curriculum design for road safety professionals in India</title>
      <link>https://trid.trb.org/View/2636366</link>
      <description><![CDATA[Road traffic deaths have decreased in many high-income countries (HICs). One of the reasons for this decline is the sustained investment in the capacity development of institutional and road safety professionals (RSPs). However, many low- and middle-income countries (LMICs) continue to experience either increasing or plateauing road traffic death levels. In India, one of the major road safety improvement barriers is the huge scarcity of well-trained RSPs. To address this gap, this study proposes two complementary frameworks for capacity development and road safety course curricula for RSPs in India. The capacity development framework is shaped by the professional’s learning theories and characteristics, organizational as well as individual RSPs’ training gaps and needs assessments. The road safety course curriculum framework is structured around the RSP’s core competencies, taxonomies and constructive alignment approach. Together, these frameworks provide a systematic and continuous approach for strengthening India’s RSP workforce. These frameworks will guide road safety agencies in developing capacity development programs and road safety course curricula to address the supply–demand gap of the RSPs. With appropriate local contextualization, the proposed frameworks hold potential applicability in other LMICs.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:43:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636366</guid>
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    <item>
      <title>Electric mobility investment in developing countries: Emerging patterns from cross-country analysis</title>
      <link>https://trid.trb.org/View/2641117</link>
      <description><![CDATA[On paper, many developing countries have made pledges to decarbonize and reduce GHG emissions. Nevertheless, decarbonization is barely happening in many of them. Among other reasons, transport electrification with electric mobility, which is pivotal in the decarbonization strategy of many developing countries, is beset by investment challenges on the demand and supply sides. On the demand side, the lingering ‘where will the money come from’ challenge remains critical because governments are financially constrained. On the supply side, investors remain uncertain about which country to invest in for electric mobility. This paper contributes to the academic and policy debate from the transport and power sector coupling context. The authors apply the conceptual framework to analyze some developing countries with wholesale power markets and wholesale and retail power markets. Then, the authors conduct cross-country analysis of fifteen countries to assess the possibility of emerging patterns of electric mobility investment solutions in these countries. The authors argue that regional or continental patterns may be emerging among some countries. The authors found that Latin American countries (Chile, Colombia, Argentina) appear to follow a pattern of investment in public transport electrification with electric buses, although the countries are at different stages of development. Romania, Poland, and Türkiye appear to follow an investment pattern in private electric vehicles. The authors found a pattern with low-cost two and three-wheelers in Central American countries (Nicaragua, Guatemala, and El Salvador). The authors recommend policies on electric mobility investment issues in developing countries.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2641117</guid>
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    <item>
      <title>The Social Rate of Return on Road Infrastructure Investments</title>
      <link>https://trid.trb.org/View/2633327</link>
      <description><![CDATA[A billion people live more than two kilometers from an all-season road, the vast majority of whom reside in emerging-market and developing economies (EMDEs), where the absence of paved roads hinders growth and development. Consistent with this shortage, we estimate that the median social rate of return to installing an additional kilometer of two-lane highway in EMDEs is 55 percent— roughly eight times the social rate of return on private capital in the US. The size and precision of the estimates vary widely across countries. But the eightfold excess social return on roads is, nevertheless, five times larger than the excess financial return on stocks in developing countries that once catalyzed the creation of emerging market equity as an asset class. The absolute and relative magnitudes of these excess returns thus suggest the possibility of substantial unrealized gains from reallocating developed-country savings toward public capital formation in EMDEs. We document these facts using a production function approach to estimate each country’s marginal product of public capital (MPX). We then pair these estimates with country-specific, hedonic road-construction prices (Px) from the Roads Cost Knowledge System to compute social rates of return (Rx). Because macro estimates face well-known identification and measurement challenges, we interpret our findings alongside complementary evidence on financial and micro-level returns.]]></description>
      <pubDate>Tue, 30 Dec 2025 08:57:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633327</guid>
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    <item>
      <title>Does green innovation mitigate CO₂ emission, transport emission and carbon intensity in Asian developing economies?</title>
      <link>https://trid.trb.org/View/2605134</link>
      <description><![CDATA[This study investigates the long-term impact of green technology innovation (GTI) on carbon dioxide emissions (CO₂), including transport-related emissions (CO₂T) and the carbon intensity of GDP (CO₂I), across twenty selected Asian developing economies. To address cross-sectional dependence and heterogeneity across countries, the analysis employs advanced panel data techniques such as Fully Modified Ordinary Least Squares (FMOLS), Dynamic Ordinary Least Squares (DOLS), Pooled Mean Group (PMG), and Augmented Mean Group (AMG) estimators. The empirical results demonstrate that GTI significantly reduces CO₂, CO₂T, and CO₂I in the long run across all model specifications. Moreover, the study reveals robust bidirectional causal relationships between GTI and each of the emission indicators, as confirmed by the Dumitrescu and Hurlin (D&H) panel causality test. Based on these findings, the study recommends strategic policy actions to promote a low-carbon economy specifically by scaling up investment in green technologies and increasing the share of green projects. Such measures are expected to substantially enhance environmental sustainability across Asian developing economies.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:09:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2605134</guid>
    </item>
    <item>
      <title>Investigating Factors Influencing the Adoption of Intelligent Public Transport Systems for Congestion Reduction in Developing Cities</title>
      <link>https://trid.trb.org/View/2573149</link>
      <description><![CDATA[Rapid urbanization has exacerbated mobility challenges in developing cities, necessitating the adoption of suitable public transport systems to enhance efficiency, reduce congestion, and promote sustainable urban mobility. This study investigates the factors influencing intelligent public transportation system adoption, especially Bus Rapid Transit, in Kinshasa, capital city of the Democratic Republic of the Congo, where public transportation remains fragmented, underfunded, and dominated by informal transit modes. While previous interventions, such as the “Robot Roulage” system, have focused on traffic regulation, they fail to address structural inefficiencies hindering commuter safety and mobility.This research integrates the Unified Theory of Acceptance and Use of Technology (UTAUT) as the primary theoretical model, complemented by the Technology–Organization–Environment (TOE) framework, TRUST model, and Task-Technology Fit (TTF) model to examine commuter adoption behavior and organizational readiness. Employing structural equation modeling on survey data from 240 respondents, findings indicate that performance expectancy, effort expectancy, task-technology fit, and trust in technology significantly influence intelligent public transport system (IPTS) adoption.Policy recommendations emphasize investment in real-time tracking systems, transparent governance structures, and public–private partnerships to facilitate intelligent public transport system scalability. This study offers empirical insights for urban planners, policymakers, and transit authorities seeking to implement context-specific, technology-driven public transport solutions in rapidly growing developing cities.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:53:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573149</guid>
    </item>
    <item>
      <title>Transport infrastructure investments and economic transformation in South Africa: The case of integrated public transport network in the Gauteng Province</title>
      <link>https://trid.trb.org/View/2602078</link>
      <description><![CDATA[With the unemployment in South Africa reaching 32.5 %, rising inequality, poverty, and low growth rates, investment in infrastructure projects like the Integrated Public Transport Network (IPTNs) is a strategic tool in the hands of government to transform the economy. This article examines the IPTN infrastructure project in the Gauteng Province to analyze its contribution to local economic transformation and skills development. The research is designed as a deep-dive case study in which pertinent data are collected from multiple stakeholders through semi-structured interviews, and triangulated through available internal and external documents. The research sample comprises IPTN planners, contractor and sub-contractor small-, medium- or micro-enterprises (SMMEs), an executive from a bus manufacturing firm, and representatives from the transformed taxi industry. The main findings from the study reveal that infrastructure investments in IPTNs have been instrumental in fostering job creation, driving skills development, supporting SMME growth, and spurring a surge in local bus manufacturing. The case study for successful vehicle operating companies (VOCs) suggests that further investigation into other manufacturing opportunities and skills development is needed to provide additional evidence of infrastructure investment spillovers.]]></description>
      <pubDate>Mon, 13 Oct 2025 08:48:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2602078</guid>
    </item>
    <item>
      <title>Restoring Inland Prosperity: The Impact of the New International Land-Sea Corridor on Corporate Internationalization and Regional Wealth Gaps</title>
      <link>https://trid.trb.org/View/2573399</link>
      <description><![CDATA[Enabling inland regions in developing countries to participate in the global market and overcome poverty remains a significant challenge. In this study, the authors use the International Land-Sea Trade Corridor (ILSTC) strategy as a quasi-natural experiment exploring the impact of inland infrastructure development on the internationalization of manufacturing enterprises located over 1,000 kilometers from the ocean. The authors' findings indicate that the construction of ILSTC significantly increases the likelihood, by 5.6%, of these inland enterprises engaging in international markets. Further analysis reveals that the reduction in geographical distance primarily enhances the likelihood of enterprise internationalization by boosting export and import activities, outward investment, and participation of foreign suppliers. Furthermore, heterogeneity analysis shows the positive impact of the ILSTC to be more pronounced in smaller-scale companies facing stronger financial constraints. The macroeconomic impact test shows that the strategy has led to a 1.7% increase in residents' income, a 3.5% increase in per capita GDP, and a 7.6% rise in per capita light intensity, contributing to narrowing the wealth gap between inland and coastal regions.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573399</guid>
    </item>
    <item>
      <title>Impact of transport infrastructure on poverty, income inequality, and unemployment in developing countries: An assessment of sustainable development goals</title>
      <link>https://trid.trb.org/View/2566931</link>
      <description><![CDATA[The 2030 Agenda for Sustainable Development Goals prioritizes the elimination of poverty, reduction of income inequality, and achievement of full and productive employment for all. However, inadequate transport infrastructure remains a key barrier to these goals, as it hampers the movement of goods and people between urban and rural areas, limiting access to economic and employment opportunities. This study examines the potential of transport infrastructure in alleviating poverty, reducing income disparities, and curbing unemployment in a panel of 49 developing countries from 2000 to 2023. Using a two-stage Instrumental Variable Generalized Method of Moments approach, the authors' findings reveals that road and rail infrastructure significantly contribute to poverty alleviation in developing countries, while air freight is associated with higher poverty levels. Regarding income inequality, improvements in road, rail, and port connectivity are associated to reduced inequality, while port traffic and air freight appear to have no significant effect. All types of transport infrastructure are effective in reducing unemployment. The authors' results emphasize the role of economic growth, trade openness, and domestic investment in promoting inclusive growth through inequality and poverty reduction. In contrast, human capital reduces poverty and unemployment but worsens inequality. Regional analysis revealed that the results varies across regions, including Sub-Saharan Africa, Middle East & North Africa, East Asia and the Pacific, South Asia, and Latin America-Caribbean countries. These findings are robust to an alternative econometric technique. These insights offer some important policy implications for developing countries aiming to achieve SDGs 1, 8, and 10 in alignment with the Millennium Development Goals. Therefore, reinforcing transport infrastructure emerges as a key strategy to promote spectacular inclusive growth across diverse regional contexts.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2566931</guid>
    </item>
    <item>
      <title>Decarbonizing road transportation: Barriers and drivers in an emerging economy context</title>
      <link>https://trid.trb.org/View/2534734</link>
      <description><![CDATA[The transportation sector ranks as the second-largest contributor to global greenhouse gas emissions, primarily owing to its heavy reliance on fossil fuels. Consequently, the imperative to decarbonize transportation is paramount in the pursuit of sustainable development goals. However, despite its critical importance, research on decarbonization in transportation remains significantly limited. This gap in research is particularly glaring in developing countries, where there is a notable absence of studies addressing the decarbonization challenges within the transport sector. Addressing this research gap, this study aims to investigate the barriers and drivers influencing the decarbonization of the passenger transport sector in an emerging economy context, particularly for Bangladesh. The top three barriers identified include the ’Lack of concrete transportation policy’, ’Lack of decarbonization strategy/policy’, and ’Lack of biofuel refueling station/EV charging station’. These barriers are comprehensively analyzed based on various stakeholder perspectives. In terms of categorical barriers, policy barriers and technical barriers are predominant over other barriers. Despite these challenges, there is a growing interest in decarbonizing the transportation sector, albeit with some limitations. The primary drivers to decarbonize the transport sector include ‘Profitable return on investment’ and ’Government subsidies’. In terms of categorical drivers, economic drivers are dominant, followed by policy and social drivers. These findings are particularly relevant to the government bodies, users, manufacturers, and policymakers, offering valuable insights for navigating the complex landscape of decarbonizing passenger transport in emerging economies.]]></description>
      <pubDate>Tue, 27 May 2025 09:33:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534734</guid>
    </item>
    <item>
      <title>Advancing Urban Mobility in Developing Countries: A Mobile RSU Approach for Sustainable Transportation</title>
      <link>https://trid.trb.org/View/2512459</link>
      <description><![CDATA[The rapid and uncontrolled urbanization of cities in developing countries has engendered a plethora of urban mobility issues, including traffic congestion, accidents, and air pollution. To address these challenges, contemporary urban mobility trends are incorporating innovative technologies and sustainable governance practices. This article investigates how urban managers can leverage the opportunities presented by cost-effective technologies and the management of urban data to enhance urban mobility in developing countries. Within this discourse, an RSU-based approach is proposed that employs motorbike taxis for inter-vehicular communication, given their status as the most widely used form of public transportation. This approach substantially diminishes investment costs and reinforces the sustainability of urban mobility. Through the implementation of this solution, a noteworthy reduction is anticipated in the emission of gases such as CO2, and NOx, known contributors to climate change and various respiratory diseases. To validate the efficacy of the proposed solution, four distinct scenarios are scrutinized in a case study centered on the city of Douala in Cameroon, utilizing tools such as OMNET++, SUMO, Veins, and INET. The proposed framework offers significant benefits in terms of environmental sustainability and operational efficiency. It enables a 10% reduction in CO2 emissions, a 15% reduction in NOx emissions, an 11% drop in fuel consumption, and a 15% reduction in waiting time in traffic jams. The envisaged solution aims to aid urban managers in their decision-making processes, specifically in advancing sustainable urban mobility. Through the adoption of this approach, cities in developing countries can mitigate challenges associated with urban mobility and enhance the overall well-being of their residents.]]></description>
      <pubDate>Tue, 25 Feb 2025 11:41:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2512459</guid>
    </item>
    <item>
      <title>Financing Climate Action for Transportation in Developing Countries</title>
      <link>https://trid.trb.org/View/2506095</link>
      <description><![CDATA[The climate change crisis makes Paris Alignment of the transport sector one of the most pressing development challenges. Transport emissions are rising at a higher rate in low- and middle-income countries (LMICs) than in high-income countries. However, the current climate finance landscape for developing economies may be insufficient to support the challenge. While more climate finance can play an important role in reducing the investment gap, the transport sector has some limitation to generate revenues from users and thus, on the capacity to mobilize finance. First, transport as a sector encompasses multiple infrastructure and transportation services for passengers and freight. Second, even when some pricing is possible, often, it is not done correctly to include externalities and thus, it could lead to over investment (i.e., private cars running on poor roads) and under investment (i.e., sidewalks, bike lines, public transport) - the use of carbon taxes to correct for climate externalities is limited in developed economies. Third, transport services (and their infrastructure) can complement when they provide multimodality, or they can be substitutes when there is competition in the market or redundancy for resilience. Governments need to address the fundamental bankability issues in projects, which are reinforced even more in green transport projects. In conclusion, a paradigm shift is required in the way transport services and the built environment interact to align with the Paris Agreement.  To provide a holistic view of the challenges and solutions, this document is organized into these chapters: (Chapter 2) describes the trends on climate action in transportation sector; (Chapter 3) describes the architecture of finance for transport climate action; (Chapter 4) discusses the trends in funding public investments and climate action policies in the transportation sector; (Chapter 5) presents innovative, scalable, and replicable financial approaches on climate action in transport; and (Chapter 6) presents a series of recommendations for a transition to a low-carbon and resilient pathway in transport.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:45:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2506095</guid>
    </item>
    <item>
      <title>The Impact of the Transport Sector on the Environment in the Context of Globalization</title>
      <link>https://trid.trb.org/View/2407257</link>
      <description><![CDATA[The role of transport for economic development has long been recognized, but so has its environmental impact. Transportation investments are able to generate or complement structural change and can significantly contribute to mitigating urban pollution. However, for developing countries, there is a long road ahead toward decoupling transportation investments and pollution. This paper aims to contribute to the existing body of knowledge by bringing new and updated evidence on the relationship between transport investments, economic growth, globalization, and pollution for a wide panel of 94 low- and middle-income countries over the 1990–2018 period. The main findings that emerge from robust System GMM estimations indicate that transport investments contribute to increased pollution in low and middle-income countries, and the effect is stronger for low-income countries. Moreover, globalization is found to negatively affect environmental quality in both low and middle-income economies, revealing the lack of adequate environmental regulations in these countries.]]></description>
      <pubDate>Thu, 26 Dec 2024 15:04:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407257</guid>
    </item>
    <item>
      <title>Electric mobility investment in the power and transport sector coupling context: Lessons from Argentina, the Philippines, Poland and Romania</title>
      <link>https://trid.trb.org/View/2447377</link>
      <description><![CDATA[Many developing countries are at a crucial juncture in road transport electrification with electric mobility because they have limited economic capacity to implement government policy support and financial mechanisms that have spurred the capital-intensive electric mobility growth in developed countries. Attracting private sector investments remains a viable option for developing countries. While investors have identified opportunities to invest in developing countries, it remains to be seen which countries to prioritize, considering the complexities involved in investment decision-making despite the availability of myriad investment appraisal tools. This paper contributes to this academic and policy debate. With a power and transport sector coupling viewpoint, the authors explain the interaction of the power and transport sectors in the context of decarbonization and digitalization to identify developing countries that could be considered for private sector investment in electric mobility. Then, the authors apply the framework to case studies of the Philippines, Argentina, Romania, and Poland. The authors argue that countries with wholesale power markets and wholesale and retail power markets could attract electric mobility investment. The authors offer policy recommendations to stakeholders interested in electric mobility investment issues in developing countries.]]></description>
      <pubDate>Fri, 15 Nov 2024 11:01:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2447377</guid>
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