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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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      <title>‘Food deserts’ theory applied in the field of road safety: Testing the impact of traffic analysis zone size in Cape Town</title>
      <link>https://trid.trb.org/View/2689805</link>
      <description><![CDATA[Motivated by high road fatality rates in South Africa, the authors are on a quest to improve road safety analysis methodologies, adapting the “Desert theory (Hulchanski, 2010; Vanderschuren et al., 2021; Wrigley et al., 2002).In line with the ‘Desert’ theory, a Z-value calculation is conducted. Z-values are numerical measurements used in statistics to determine a value relationship to the average of a group, measured in terms of standard deviations from the mean (Heyes, 2019). Z-values are calculated per Traffic Analysis Zone (TAZ). Vanderschuren and Newlands (2024) have proven that an adaptation of the ‘Food Desert’ theory to the field of road safety is possible. In this work, smaller TAZs (52 instead of 16) are used, as the literature indicates improved modelling accuracy (Chmielewski, 2017; Altan & Ayözen, 2018).This study revealed that the Z-value range for 52 TAZs is larger than the range for 16 areas. A significant number of large TAZs show variation within the area. More importantly, in some cases, a risk or desert area turns into a low road safety risk area. This underpins the need for small TAZs.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689805</guid>
    </item>
    <item>
      <title>Long-run trends in usage, service levels, and governance of public transport in Sweden</title>
      <link>https://trid.trb.org/View/2686792</link>
      <description><![CDATA[An efficient public transport system providing good service to the public is a key element of sustainable development. The aim of this paper is to describe and explain the long-run development of public transport supply variables in Sweden. The analysis uses data on the supply of vehicle kilometres and fare levels, as well as on the development of the cost of providing services. This is seen in light of structural changes, with regression analysis being used to explain the development of the aforementioned variables and important policy changes. The analysis utilises yearly data from Swedish counties from 1986 to 2022, totalling 756 observations. The findings show a cost increase associated with the policy changes made in 1995 (related to Sweden becoming a member of the EU) and a cost decrease associated with changes made in 2012 (related to a new public transport act). The supply of vehicle kilometres has been positively affected by changes introduced in 1995. Fare levels were reduced due to changes introduced in 1989, when public transport authorities were given the opportunity to use competitive tendering. To our knowledge, this is the first longer comprehensive study to have considered more recent reforms and service changes in the Swedish public transport sector.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686792</guid>
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    <item>
      <title>Can transport-related pricing policies save lives? A road safety perspective</title>
      <link>https://trid.trb.org/View/2686790</link>
      <description><![CDATA[Understanding the socioeconomic effects of transport-related factors, specifically fuel prices and traffic fines on car use and road safety is an ongoing research topic. There is a significant need for studies focusing on low- and middle-income countries (LMICs) due to their specific economic contexts. To fill this gap, the impact of these interventions on monthly road fatality rates from 2005 to 2024 in Iran was analyzed using a SARIMAX model. Petrol prices and traffic fines were adjusted by per-capita-income to account for the mediating effects of economic conditions. Results showed that while petrol price-to-income ratio had negative correlation with petrol consumption (r = −0.729), the absolute petrol price had positive association (r = 0.734), highlighting the importance of adjusting fuel price for income when studying its impact on car use (and road safety) in LMICs. A 10% increase in petrol price-to-income ratio (traffic fines-to-income ratio), might be associated with 11.7% (8.3%) decrease in the expected fatalities per 10 million population. Accordingly, road safety improvement could be a substantial positive side effect of fuel subsidies reform. Moreover, traffic fines need to be regularly increased based on an economic indicator to maintain their long-term effectiveness. The possible impacts of three pricing policy scenarios were further discussed. The findings offer actionable guidance for socio-economic planners: calibrate income-indexed fines, adopt fiscally neutral fuel price adjustments with equity safeguards, and optimize enforcement deployment where marginal fatality reduction is highest. The framework is adaptable for anticipating and responding to future shocks in mobility and safety due to price/income hikes.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686790</guid>
    </item>
    <item>
      <title>The air transport sector of the Central Europe Functional Airspace Block: an analysis of the socioeconomic relevance</title>
      <link>https://trid.trb.org/View/2686691</link>
      <description><![CDATA[The air transport sector plays critical roles in modern economies, as direct contributor to GDP, employment and emissions, and as key enabler of international connectivity. By analysing the sector's own interdependencies and its enabling role in other industries, this study provides a novel framework and comprehensive assessment of aviation's footprints. This is performed using a novel integrated framework that captures backward effects through hypothetical extractions, as well as “catalytic” tourism and trade effects with rigorous methods for analysing the value-added (employment and GHG emissions) content of trade. We examine this socio-economic relevance of the aviation industry in the Central European FABEC region, comprising Belgium, France, Germany, Luxembourg, the Netherlands, and Switzerland, by employing multiregional input-output (MRIO) modelling. We find that although the aviation sector accounts for less than 1% of total output for FABEC countries, its total economic impact reaches almost fifteen times its direct size nationally and twenty-two times with international effects. The impacts on directly-dependent sectors (trade and tourism) account for the majority (90%) of the impact. Aviation-enabled tourism generates substantial economic activity, especially in outbound markets, while air freight, despite its small volume, carries disproportionately high economic value due to its role in high-value, time-sensitive trade. This latter aspect, which emerges as the highest impact in our findings, had not been computed in prior major international studies. Additionally, the analysis shows that emissions generated along the aviation supply chain relative to the total are higher than the equivalent value-added share. The research then also contributes novel empirical evidence.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686691</guid>
    </item>
    <item>
      <title>Projected cost competitiveness of zero-emission trucks in Australia</title>
      <link>https://trid.trb.org/View/2686797</link>
      <description><![CDATA[This study compares the Total Cost of Ownership (TCO) of battery-electric trucks (BETs), fuel cell trucks (FCTs), and diesel trucks (DTs) under Australian conditions, using a bottom-up simulation model based on real-world data on fuel consumption, payload, dwell-time, and costs, excluding government incentives.TCO projections, aligned with Australia's decarbonization goals to 2050, indicate that zero-emission trucks (Gross Weight Mass 15.5 t, 22.5 t and 42.5 t) are expected to reach cost competitiveness with diesel by 2050. BETs currently exhibit lower TCO for back-to-base operations, whereas FCTs are more competitive for long-haul applications. By 2050, FCTs are projected to outperform both BETs and DTs across all freight tasks, driven by lower CAPEX and payload capacity gains of up to 1 tonne compared to DTs.Driver wages constitute the largest cost component (30 – 70%), followed by CAPEX in back-to-base and fuel in long-haul operations. Fuel consumption is analyzed across 50 – 100% payload cases. For similar trucks, literature values generally cluster closer to the 50% load case in Australia, suggesting lower payload utilization than is typical in Australia.These findings highlight the need for pilot projects, infrastructure planning, and policy support tailored to Australia's unique freight conditions to accelerate the adoption of zero-emission trucks.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686797</guid>
    </item>
    <item>
      <title>Going against the roadmap: in-house regional rail operators that brought more transport inclusion in Poland</title>
      <link>https://trid.trb.org/View/2689935</link>
      <description><![CDATA[This paper contributes to research on governance mechanisms in public transport. It shows how the regional governments with the greatest transport needs went against the central government's roadmap for regional railways in Poland and, instead of committing to cooperation with the incumbent operator in which they were given shares, they set up their own in-house operators to create trusting partnerships that have virtually reversed the trend of transport exclusion in this country. One interesting research question is why, if regional governments do not want to cooperate with the incumbent, they do not use competitive tendering. The paper's main idea is that setting up in-house operators (i.e. internalising the production of rail services) and rejecting competitive tendering (i.e. externalising production) are interrelated decisions. The common factor has been uncertainty. High levels of perceived uncertainty have driven regional governments to avoid long-term contracts with external suppliers and, consequently, to offer contracts in competitive tenders too short to allow the entrant to commit to rolling stock investment. This has been a source of misalignment between competitive tendering and local circumstances. On the other hand, in line with economic theory predictions, uncertainty favours the internalisation of production, which has manifested itself in setting up in-house operators (i.e. in re-municipalisation).]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689935</guid>
    </item>
    <item>
      <title>Transport poverty and social equity in South Africa: Evidence from the national household travel survey</title>
      <link>https://trid.trb.org/View/2689927</link>
      <description><![CDATA[Transport poverty, a dimension of social exclusion, occurs when high costs, long travel times, or limited service availability prevent reliable access to essential opportunities, such as employment, education, and healthcare. South Africa's historically segregated urban planning, urban sprawl, limited provision of public transport, and inadequate implementation of transport policies exacerbate transport poverty. It faces persistent and worsening transport affordability burdens, underscoring the need to measure transport poverty and its spatial distribution rigorously. This study employs a quantitative approach using a descriptive-comparative research design using the Household Budget Survey-based analytical framework. Utilising the 2020 National Household Travel Survey dataset, we test alternative transport poverty matrices, validate one specific to South Africa, and identify vulnerable households and the factors that drive transport poverty through multivariate discrete-choice and mixed logit modelling. The findings reveal that transport poverty is widespread, with approximately 15 million people affected. Household income and transport expenditure, and lack of access to motorised transport, are also significant indicators. There is an urgent need for policy interventions to improve transport accessibility and social equity through increased investment, incentivisation of private sector involvement in PT provision, and stringent measures to protect infrastructure.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689927</guid>
    </item>
    <item>
      <title>An integrated fuzzy decision-making framework for the evaluation of electric buses in public transportation: A case study in Istanbul, Türkiye</title>
      <link>https://trid.trb.org/View/2689926</link>
      <description><![CDATA[Rapid urbanization and environmental concerns have accelerated the transition to sustainable public transportation alternatives in place of traditional internal combustion engine vehicles. Electric buses (EBs) are emerging as a competitive alternative due to their economic, social and environmental advantages. This study focuses on providing practical guidance for integrating sustainable EB solutions into urban transit networks. In this study, an integrated approach is proposed, encompassing a combined picture fuzzy logarithmic decomposition of criteria importance (PF-LODECI) and picture fuzzy alternative ranking technique based on adaptive standardized intervals (PF-ARTASI) methods to support the evaluation and selection of EBs under uncertainty. Unlike prior studies that often focus solely on economic or environmental criteria, this research adopts a comprehensive perspective by incorporating economic, technical, environmental, and social dimensions. A real-world case study in Türkiye is conducted; five electric bus alternatives are evaluated based on four main criteria and twenty-seven sub-criteria. Furthermore, the stability and consistency of the results obtained are confirmed through the implementation of a sensitivity analysis. In addition, the findings offer insights into the economic and welfare implications of electric bus adoption in large urban public transport systems, particularly in terms of cost efficiency, externality reduction, and service quality improvements.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689926</guid>
    </item>
    <item>
      <title>Has the construction of China's high-speed rail stations exacerbated Urban Sprawl? An empirical analysis based on nighttime lights and population distribution data</title>
      <link>https://trid.trb.org/View/2689919</link>
      <description><![CDATA[The extensive development of China's high-speed rail (HSR) network has strengthened economic connections between cities and significantly influenced the internal spatial structure of urban areas. Using nighttime light (NTL) data and population distribution data from 287 Chinese prefecture-level cities (2011-2019), this research empirically examines the effects of HSR stations construction and their external connectivity intensity on urban spatial structure, while exploring the mechanisms exacerbating urban sprawl. The study finds that: (1) HSR stations' construction generally accelerates low-density urban expansion, exhibiting features of phased urban sprawl. Robustness tests confirm the validity of these results. (2) The impact of HSR on urban sprawl varies according to urban characteristics, station locations, and service frequencies. In the eastern regions, medium and smaller cities, and cities with higher economic levels, the impact of HSR on sprawl is more significant. Cities with stations situated farther from city centers and those with fewer HSR services, indicating weaker external connectivity, experience more significant sprawl. (3) Within the context of land financing, urban governments strategically use HSR station placements to spur rapid development of suburban land, resulting in excessive urban land expansion and exacerbating sprawl. This study provides valuable insights for optimizing the spatial organization of cities along HSR corridors and fostering a more integrated approach to HSR development and urban planning.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689919</guid>
    </item>
    <item>
      <title>The impact of carbon emissions on firm performance in the global transportation sector</title>
      <link>https://trid.trb.org/View/2684309</link>
      <description><![CDATA[This study examines the impact of carbon emissions on firm performance in the global transportation sector, utilizing data from 2002 to 2022. We explore both absolute carbon emissions and carbon emission intensity, considering firm performance from both market-based and accounting perspectives. The findings suggest that carbon emission intensity negatively influences long-term market valuation (Tobin's Q), while both carbon emissions and intensity positively affect return on assets and stock returns. This implies that managers tend to prioritize short-term profitability over long-term sustainability, which supports the managerial myopia hypothesis. We also investigate the moderating effects of carbon taxes and product market competition on the relationship between carbon emissions and firm performance. The results suggest that these mechanisms are insufficient to incentivize substantial reductions in carbon emissions. Furthermore, we find that carbon emission intensity can prompt managers to implement related policies, but these efforts have not yet translated into measurable impacts on firm performance. The findings imply that stronger regulatory frameworks and stakeholder pressures are required to align the transportation sector with global net-zero targets.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684309</guid>
    </item>
    <item>
      <title>What makes people choose e-scooters for the first or last mile of a public transport trip?</title>
      <link>https://trid.trb.org/View/2684259</link>
      <description><![CDATA[Shared e-scooters have been introduced in many cities since 2019, with the potential to solve first/last mile challenges in public transport (PT). However, Norwegian data shows a decline in e-scooter trips combined with PT over time, and such combined trips remain limited overall. Research indicates that the relationship between PT and shared e-scooters is complex and context-dependent.This study explores factors influencing the integration of e-scooter use with PT, aiming to identify measures that can promote such combined usage. We draw on three years of annual survey data from 6458 unique Norwegian e-scooter users, examining how and why they use e-scooters with PT, and what might encourage more integration.We analyse the issue through the lens of Generalised Cost (GC), considering how fare, physical, and information integration impact users. The findings indicate that fare integration is the most influential factor for increasing combined usage, as supported both by user responses and GC modelling. On a seven-point Likert-scale, fare integration scores one or more points higher than other measures. While physical and information integration matter, they are less impactful. Implementing fare integration, however, raises the question of how revenue losses are shared between PT providers and e-scooter companies.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684259</guid>
    </item>
    <item>
      <title>Ride-hailing fares and demand interactions: insights from market analysis over space and time</title>
      <link>https://trid.trb.org/View/2680282</link>
      <description><![CDATA[Ride-hailing providers like Uber, Lyft, and Didi compete daily in global markets, yet existing research has largely overlooked the dynamic interdependence between fares and demand across time, location, and service providers. This study addresses that gap by jointly estimating the simultaneous relationship between demand and per-mile fares for Uber and Lyft in New York City (NYC). A system of simultaneous equations is solved using instrumental variables that account for cross-equation correlation and endogeneity. The analysis leverages operator-specific fare data and served-trip demand every 10 min over a 15-day period across NYC's 260 taxi zones. The results reveal strong asymmetries in competitive behavior. A $1 per mile fare increase cuts Uber demand by 5.8% but Lyft demand by 64%, implying Uber is the default platform while Lyft is a highly price sensitive substitute. And wait time matters more than price: Adding 1.5-min delay to vehicles is predicted to trigger a 37% demand reduction. Supply-side responses also differ. A one standard deviation demand increase raises Uber fares by 9% versus 2.2% for Lyft, indicating more aggressive surge pricing by the dominant platform. Rainy days are associated with lower demand, while higher temperatures and wind speeds come with greater ride-hailing demand.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680282</guid>
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    <item>
      <title>Pandemic-induced uncertainty and maritime terrorism: A quantile-on-quantile analysis of major maritime economies</title>
      <link>https://trid.trb.org/View/2680188</link>
      <description><![CDATA[Pandemic-induced uncertainty reshaped global dynamics, creating critical vulnerabilities in maritime security and intensifying terrorism threats at sea. Supply chain disruptions, weakened economies, and strained international cooperation further compounded the complexity and reach of maritime terrorism, amplifying its global implications. This study investigates the asymmetric impact of pandemic-induced uncertainty on maritime terrorism in 10 selected maritime nations (the USA, China, Somalia, Singapore, Brazil, India, Greece, Nigeria, Australia, and Russia). Unlike past investigations that focused entirely on COVID-19, the present study applies a comprehensive pandemic-related uncertainty index, integrating datasets from various pandemics, including Avian Flu, Ebola, MERS, COVID-19, SARS, and others. The Quantile-on-Quantile technique is applied instead of traditional panel data methods, which often overlook country-specific contexts. This advanced instrument enables an exhaustive analysis of the asymmetric linkage between variables within individual nations. Results reveal an inverse connection between pandemic uncertainty and maritime terrorism in the USA, China, Singapore, and Australia. Meanwhile, Somalia, Brazil, India, and Nigeria show a positive association. However, mixed findings emerge in Russia and Greece, reflecting complex and varied dynamics. These findings underscore the critical need for policymakers to formulate customized policies to monitor the evolving impact of pandemic uncertainty on maritime terrorism, which varies across different quantiles.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680188</guid>
    </item>
    <item>
      <title>Heterogeneity in traveler's value of time and allocation of services among multiple airports in a region: Regulation versus pricing</title>
      <link>https://trid.trb.org/View/2680147</link>
      <description><![CDATA[This study examines the policy for the efficient allocation of international and domestic flights (allocation of services) among multiple airports in a region, accounting for heterogeneity in the value of time among travelers. In the presence of such heterogeneity, travelers are sorted across multiple airports according to the value of time. We evaluate the welfare effects of two types of policies, namely pricing and regulation policies. Regulation specifies the type of service (international or domestic) to be provided at each airport. We demonstrate that under optimal pricing, such regulation is not required. However, when airport pricing is suboptimal, service regulation may improve efficiency by controlling airport congestion, which may limit travelers’ choices and reduce the benefits of sorting. Numerical simulations utilizing realistic parameters suggest that removing current regulations will improve efficiency.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680147</guid>
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    <item>
      <title>The cost effects of investment co-ordination under alternative vertical structures in railway systems</title>
      <link>https://trid.trb.org/View/2680146</link>
      <description><![CDATA[The main purpose of this study is to investigate how structural separation policies (especially vertical separation and the holding company) affect the costs of the rail industry, and to explore the mechanisms through which these cost impacts occur. We contribute to the past literature by focusing on investment coordination/misalignment costs and how these might vary across different railway structures. We also provide a substantially more up-to-date view of the impact of rail reforms than in previous cost function studies. A total cost function is used with a dataset involving 33 European and East Asia railway companies (1994-2017). We find that there is no “one size fits all” vertical structure from the point of view of cost minimisation and that the optimal structure from a cost perspective depends on both train density and the intensity of infrastructure investment.]]></description>
      <pubDate>Thu, 25 Jun 2026 09:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680146</guid>
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