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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Use of Design-Build on Mass Transit Rail Projects</title>
      <link>https://trid.trb.org/View/2164477</link>
      <description><![CDATA[While the design-build delivery method has been used successfully on many types of projects, its application to mass transit rail projects has produced mixed results. In an effort to determine the reasons for this, a study was undertaken to evaluate the use of the design-build delivery method on large mass transit rail projects in the United States. The objective of the study was to analyze the New Starts process used by the Federal Transit Administration. Eight design-build mass transit rail projects were analyzed to determine if revisions could be identified that would facilitate the use of a design-build delivery process. Questionnaires were sent to the three primary stakeholders for each project to collect data regarding how the project was administered and the outcome achieved. Analysis of the data indicate that two useful changes to the New Starts process would be: (1) the timing of the procurement of the design-build contractor and (2) timely assurance of the availability of federal funds.]]></description>
      <pubDate>Mon, 05 Oct 2026 21:48:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2164477</guid>
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    <item>
      <title>Cooperative Optimization for Public Transit and Ride-Hailing Services Incorporated with Mode Loyalty and Heterogeneity</title>
      <link>https://trid.trb.org/View/2784759</link>
      <description><![CDATA[Accompanied by the rise in ride-hailing (RH) market share, its competition with conventional public transit (PT) has become increasingly pronounced. Consequently, administrators have been placing greater emphasis on how to enhance system revenue and service efficiency through effective fare coordination between the two modes. This study aims to propose a bilevel cooperative pricing model between the PT and RH operators. The upper-level model represents the cooperative decision-making between the two operators, aiming to maximize their joint revenue under the target PT share and accessibility constraint. The lower-level model describes travelers’ mode and route choices using a dogit–nested weibit–path size weibit (DNW–PSW) model, which explicitly captures mode heterogeneity, traveler loyalty, and route overlap. The proposed model is applied to diverse travel scenarios. The results show that, in most scenarios, cooperative pricing can increase the revenue of both PT and RH modes while ensuring the PT share and travel accessibility.]]></description>
      <pubDate>Sat, 03 Oct 2026 18:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784759</guid>
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    <item>
      <title>Characterizing Adaptive Capacity for Rail Transportation Resilience [dataset]</title>
      <link>https://trid.trb.org/View/2780453</link>
      <description><![CDATA[This study involved conducting over 40 interviews to explore impediments and enablers associated with rail transportation adaptation and resilience. In accordance with the study’s IRB protocol, raw audio recordings and transcripts will not be made available. The primary products of this research include a finalized thematic codebook, a series of spreadsheets (crosstabulations), and general metadata for interviewees. Excel files include aggregated thematic summaries from the coding process, such as impediments and strategies categorized by agency type and region. Additionally, a thematic hierarchy chart is provided in PDF format to illustrate the relationship between research concepts. The semi-structured interview guide used in this research is also available in PDF format.]]></description>
      <pubDate>Fri, 02 Oct 2026 16:53:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2780453</guid>
    </item>
    <item>
      <title>Report on Public Transport Data: Availability and Homogenisation Needs</title>
      <link>https://trid.trb.org/View/2780224</link>
      <description><![CDATA[This report assesses the availability, coverage and structural consistency of public transport data in General Transit Feed Specification (GTFS) format across EU Member States, with a focus on its suitability for cross-country analysis and policy use. GTFS is an open, machine-readable data standard designed to describe scheduled public transport services and enable their use in journey-planning applications, maps, accessibility analyses and transport research. A GTFS Schedule feed consists of a set of interrelated text files containing information on transport operators, stops and stations, routes, individual trips, stop times and service calendars. It may also include optional information on route geometries, transfers, fares, accessibility and other operational characteristics. The report finds that while GTFS has been widely adopted and provides a robust common baseline for timetable data, the overall data landscape remains fragmented, unevenly distributed and only partially interoperable. National access points (NAPs) emerge as the primary and most reliable source of GTFS data, whereas the European Data Portal (EDP) largely acts as a partial mirror or metadata layer. Coverage across the EU is incomplete and highly imbalanced. The analytical corpus contains at least one usable GTFS feed for 18 of 27 Member States, but country representation does not necessarily imply comprehensive territorial or modal coverage. Only 11 show near-national coverage, while others remain partial or entirely absent. The corpus is strongly concentrated in a small number of Member States, particularly France, and important gaps persist in both geographic and modal dimensions, especially for rail data. These disparities limit the ability to perform consistent EU-wide analyses of public transport systems.]]></description>
      <pubDate>Fri, 02 Oct 2026 16:53:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2780224</guid>
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    <item>
      <title>Guide to Buy America Requirements for Transit Agencies</title>
      <link>https://trid.trb.org/View/2784601</link>
      <description><![CDATA[When transportation programs receive federal funding, there are typically domestic preference conditions, or “Buy America” requirements, associated with the use of those funds. The Buy America provision associated with Federal Transit Administration (FTA) grant funds is one of the longest-standing federal transportation Buy America provisions and is probably the subject of more documentation than all the others. The Buy America requirements applicable to FTA-assisted procurements have long provided that all steel, iron, and manufactured products be produced in the United States, except where FTA has issued a waiver of the requirements.  TCRP Legal Research Digest 63: Guide to Buy America Requirements for Transit Agencies—2025 Supplement, produced by TRB’s Transit Cooperative Research Program, provides a comprehensive, updated summary of Buy America requirements applicable to FTA-assisted procurements. It incorporates changes since the publication of TCRP Legal Research Digest 49: Updated Guide to Buy America Requirements—2015 Supplement, including the 2021 Build America, Buy America provision, which expanded Buy America requirements for federally assisted infrastructure projects to include construction materials beyond steel and iron. It also addresses subsequent FTA guidance, decisions and waivers, relevant court cases, and legal disputes identified through outreach to FTA grant recipients.]]></description>
      <pubDate>Fri, 02 Oct 2026 16:50:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784601</guid>
    </item>
    <item>
      <title>Optimal Energy Efficiency in a Mass Rapid Transit System through DC Traction Substation Voltage Control Utilizing Particle Swarm Optimization</title>
      <link>https://trid.trb.org/View/2735125</link>
      <description><![CDATA[This article discusses voltage level modifications in urban mass transit traction substations, focusing on DC railway substations, to reduce power consumption and improve energy efficiency. Substation voltage settings are usually adjusted by a skilled designer using practical judgment and design acumen. To maximize operations, all traction substation voltage levels are automatically adjusted to the same value. This arrangement works well and may not have affected the power supply system. This design often causes operations to deviate from optimal performance, perhaps reducing energy efficiency. This research seeks to determine the optimal traction substation voltage setting that minimizes total energy consumption of DC electric railways. A simulation-based approach is applied using train movement data and voltage variation scenarios. The proposed designs are linear, V-shaped, and fixed-voltage. Additionally, particle swarm optimization (PSO) is an effective way to find the best design. The Bangkok Transit System (BTS) Sukhumvit line is used for testing. Reduction by the linear framework, energy consumption may be 2.341% lower than the base case. By the PSO, the results in 30 trial test runs suggest a 6.107% energy consumption reduction from baseline.]]></description>
      <pubDate>Thu, 01 Oct 2026 09:25:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2735125</guid>
    </item>
    <item>
      <title>A new accident causation model based on safety-intelligence failure and its application to a fatal metro accident</title>
      <link>https://trid.trb.org/View/2732974</link>
      <description><![CDATA[Accident causation models provide a valuable reference point for understanding and explaining the underlying causes of accidents. Currently, safety intelligence plays a pivotal role in accident-prevention activities. However, when failures in safety intelligence process occur, their impact on accident causation can be far-reaching. Consequently, the integration of safety-intelligence failure (SIF) into the development of accident models is of paramount importance. This study proposes a new accident model, the SIF-based Accident-causation Model (SIFAM). Firstly, this study introduces safety intelligence, the safety-intelligence cycle, and the accident-prevention cycle, elucidating the role of safety intelligence in accident prevention. Secondly, the types and influencing factors of SIF are discussed. Thirdly, the accident causes and causal mechanisms from the perspective of SIF are subjected to detailed analysis. Based on this, SIFAM is constructed and a practical methodology for its application is proposed. Furthermore, this study illustrates the viability of the SIFAM through a case study of the fatal accident on Metro Line X, which occurred in a Chinese city in 2021. The findings demonstrate that the model is a SIF-led accident causation model, capable of providing supplementary analytical perspectives and methodological tools for accident analysis and investigation, thereby enriching the theoretical framework of accident causation research.]]></description>
      <pubDate>Thu, 01 Oct 2026 09:25:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732974</guid>
    </item>
    <item>
      <title>Driver behavior-integrated dynamic speed control: A novel optimization framework for adaptive bus priority strategies</title>
      <link>https://trid.trb.org/View/2781544</link>
      <description><![CDATA[Addressing the policy dilemma where traditional bus priority strategies improve transit efficiency at the cost of social vehicle degradation (where "social vehicles" refer to all motorized vehicles other than buses, and their delays are measured as the average delay of all non-bus motorized vehicles at signalized intersections via VISSIM simulation)—creating public resistance and hindering sustainable transit goals—this study proposes a dynamic speed regulation method for bus rapid transit (BRT). This non-invasive approach preserves the self-optimizing schemes of adaptive traffic signals by directly regulating BRT speeds in real-time to achieve synchronization with downstream intersections, eliminating the need for contentious signal priority interventions. Analytical results demonstrate that conventional priority, while reducing BRT delays by 3.03%, increased social vehicle delays by 2.6%. In contrast, the proposed strategy achieves a superior 6.8% reduction in BRT delays while eliminating adverse impacts on general traffic. This "win-win" outcome provides a credible solution for policymakers seeking to enhance the attractiveness and equity of public transport without provoking opposition from other road users, thereby facilitating smoother policy implementation and advancing sustainable urban mobility.]]></description>
      <pubDate>Thu, 01 Oct 2026 09:24:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2781544</guid>
    </item>
    <item>
      <title>Access to TOD Communities: Residential Selection, Exclusion, and Policy Simulations in Beijing</title>
      <link>https://trid.trb.org/View/2781528</link>
      <description><![CDATA[Transit-Oriented Development (TOD) is promoted for sustainable urbanism yet may exacerbate social exclusion, raising the question of who gains access to TOD communities and why. Conventional modeling approaches offer limited insight into how both preferences and structural constraints shape this access. This study examines how residents’ socioeconomic and travel behavior characteristics nonlinearly stratify TOD residency and which interventions most effectively and efficiently expand access. Drawing on survey data from Beijing, we develop an interpretable machine learning framework integrating permutation importance and partial dependence plots to identify the determinants of TOD residency and to visualize the nonlinear mechanisms producing unequal access. Job location type emerges as the dominant predictor, followed by commute distance and age, and the analysis is consistent with a dual-filtering mechanism in which higher-income households tend to exercise preference-based selection while lower-income groups face constraint-driven exclusion despite holding positive attitudes toward TOD. Counterfactual policy simulations translate these mechanisms into a hierarchy of interventions, showing that converting employment locations to TOD delivers the largest gain per resident affected, followed by income support whose gains grow with coverage, whereas local accessibility improvements yield sharply diminishing returns beyond a 1–2 km walkable catchment, and additional awareness campaigns show negligible impact given already high preference levels. These findings provide planners with evidence to align TOD planning with sustainability and equity objectives.]]></description>
      <pubDate>Thu, 01 Oct 2026 09:24:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2781528</guid>
    </item>
    <item>
      <title>Fare-Free Futures: The Diffusion of Youth Fare-Free Transit Programs in the U.S.</title>
      <link>https://trid.trb.org/View/2784731</link>
      <description><![CDATA[Youth and student populations represent a critical but underexamined segment for long-term public transit ridership growth in the United States. In response, transit agencies have started offering free or reduced fare programs for youth as a strategy to increase ridership and reduce transportation costs. However, there is currently no comprehensive, national-level understanding of how and why these programs are being adopted, nor what organizational and structural factors enable or constrain their implementation. This project evaluates the adoption and diffusion of youth fare-free programs across U.S. transit agencies. The research team will identify agencies across rural, suburban, and urban areas, determine their program status, and distribute surveys to a stratified sample to examine factors such as funding, staffing capacity, political support, and institutional readiness. The research team will analyze these data to understand what enables or constrains adoption across stages of implementation. The expected results include a clearer understanding of adoption patterns, key drivers and barriers, and conditions that support program success. Findings will inform transit agencies and policymakers by supporting more consistent evaluation practices and guiding future policy and funding strategies. More broadly, this project will support efforts to improve system performance, increase ridership, and expand access to transportation for youth.]]></description>
      <pubDate>Thu, 01 Oct 2026 13:28:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784731</guid>
    </item>
    <item>
      <title>Quantifying the Impacts of UTA's Frequent Transit Network on Congestion, Safety, and Mode Shift</title>
      <link>https://trid.trb.org/View/2784728</link>
      <description><![CDATA[Optimize the Frequent Transit Network (FTN) through a comprehensive, data-driven evaluation of its impact on regional transportation dynamics and inform future transportation planning decisions.]]></description>
      <pubDate>Wed, 30 Sep 2026 18:16:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784728</guid>
    </item>
    <item>
      <title>How is Utah Doing with Transit Performance?</title>
      <link>https://trid.trb.org/View/2784725</link>
      <description><![CDATA[Evaluate Utah transit performance to understand the current state of the transit system, assess how effectively it serves the population statewide, and support decisions on future improvements and investments.]]></description>
      <pubDate>Wed, 30 Sep 2026 17:28:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784725</guid>
    </item>
    <item>
      <title>The Impact of Light Rail in Utah - A Before-and-After Study</title>
      <link>https://trid.trb.org/View/2784724</link>
      <description><![CDATA[Measure the impact of light rail (TRAX) by estimating changes in land use that took place within TRAX corridor between two years before the line opened and 10 years after and identify all new multifamily and commercial projects built in that period. In addition, use Salt Lake County Tax Assessors valuations to assess the value of this new development.]]></description>
      <pubDate>Wed, 30 Sep 2026 17:12:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784724</guid>
    </item>
    <item>
      <title>Beyond efficiency: societal benefit perception as a driver of public acceptance for UAM-based last-mile delivery in Japan</title>
      <link>https://trid.trb.org/View/2737316</link>
      <description><![CDATA[This study examines the attitudinal drivers of drone delivery acceptance in Japan using a stated-preference discrete-choice experiment in a nationally distributed Japanese survey of 5,113 respondents (with the ICLV estimates based on the 3,592 drone-aware respondents) and a simultaneous integrated choice and latent variable (ICLV) model incorporating six latent constructs. Three principal findings emerge. First, the baseline drone alternative-specific constant is not statistically distinguishable from zero among drone-aware respondents, consistent with acceptance being shaped primarily by the attitudinal and attribute channels in the model. Second, willingness-to-pay (WTP) for institutional trust and equity attitudes represents sizable monetary valuations when their direct and mediated pathways are combined: TRUST ¥34.5 (of which 19.3% is mediated through Perceived Societal Benefit) and EQUITY ¥30.4 (of which 51.4% is mediated). Third, a two-class latent class analysis identifies two distinct preference segments, a TRUST-Affective segment (50.2% of respondents) responsive to institutional and equity attributes, and a Price-Insensitive/Functional segment (49.8%) responsive primarily to operator identity and delivery lead time. These findings suggest that investments in institutional trust and societal benefit communication may generate acceptance returns comparable to operational improvements, offering guidance for socially sustainable UAM logistics policy.]]></description>
      <pubDate>Wed, 30 Sep 2026 16:57:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2737316</guid>
    </item>
    <item>
      <title>The Modifiable Temporal Unit Problem in Competitive Accessibility Measures and Implications for Regression Inference</title>
      <link>https://trid.trb.org/View/2772758</link>
      <description><![CDATA[Transport agencies increasingly rely on accessibility metrics to evaluate transport investments and assess spatial equity. Many accessibility measures require the analyst to define a travel time threshold that determines which opportunities are considered within reach. While the sensitivity of cumulative accessibility measures to threshold choice has been explored at the measurement level, much less is known about how this issue affects competitive accessibility metrics, which explicitly account for competition over limited opportunities, or whether such sensitivity carries consequences for inference.This study examines how small variations in travel time thresholds influence competitive accessibility estimates and whether such sensitivity propagates into regression analyses that use accessibility as an explanatory variable. Using transit-based job accessibility in Taichung City, Taiwan, we compute accessibility minute-by-minute across thresholds ranging from 20 to 90 minutes and compare traditional single-cutoff specifications with an interval-based approach that summarizes accessibility across a range of travel times.Results show that single-cutoff specifications generate substantial fluctuations in accessibility and inequality estimates. These variations also translate into instability in regression coefficients and inferential conclusions. In contrast, interval-based specifications produce smoother accessibility profiles and more stable regression outcomes.These findings suggest that travel time thresholds are not neutral modelling choices. Using interval-based specifications can provide a more robust basis for integrating competition into accessibility analyses and reduce the risk of selective inference in transport planning and policy evaluation.]]></description>
      <pubDate>Wed, 30 Sep 2026 16:57:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2772758</guid>
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