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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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>Best Practice Child-and Youth-Friendly Cities Development of an Integrated and Comprehensive Framework through a Systematic Review</title>
      <link>https://trid.trb.org/View/2686165</link>
      <description><![CDATA[Creating a city that prioritizes the needs of children and youth is crucial for sustainable urban development. This paper reviews and explores best practices from international experiences excelling in Transportation Safety, Mobility, Accessibility, Sustainability, Climate Change, Inclusivity, 6 Es Approach, and Youth Empowerment and proposes an integrated and comprehensive framework for the establishment of the best practice child-and youth-friendly cities that would contribute to enhancing the safety of young people. The practices were assessed using predefined evaluation criteria to identify gaps, and then the elements and the requirements of the integrated and comprehensive framework were determined to bridge the identified gaps. An intensive review of 13 practices revealed that most studies (10 out of 13) fully considered Inclusivity and partly considered the 6 Es Approach criteria. However, the least considered criteria were Transportation Safety, Mobility, Climate change and Youth Empowerment. Interestingly, among all studies, only one considered Climate Change. The study concludes that future studies should incorporate underrepresented areas to bridge gaps. It emphasizes that local governments should prioritize child-and youth-friendly initiatives, adhering to human and child rights principles and recognized standards like the UNICEF Local Governance Approach. The study also highlights the importance of fostering meaningful participation from youth and children, focusing on capacity building, and committing to non-discrimination. Finally, it calls for clear roles and responsibilities for local governments, partnerships with public and private sectors, and regular monitoring and assessment to ensure the sustainability and success of these initiatives.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686165</guid>
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    <item>
      <title>Health services use for transport injuries among children and youth in Ontario from 2015–2022: a population-based study</title>
      <link>https://trid.trb.org/View/2720255</link>
      <description><![CDATA[Transportation-related injuries remain one of the leading causes of mortality among children and youth in Canada. Factors such as age, sex, marginalization, and the COVID-19 pandemic may influence children’s interactions with their environment and their mobility patterns. The objectives of this study were to describe: (1) the incidence of transport-related emergency department (ED) visits and hospitalizations in Ontario by type (motor vehicle, pedestrian, cycling) and by age and sex; and (2) the temporal trends in transport-related health service utilization by type and level of marginalization over time, including during the COVID-19 pandemic. Data for all traffic and non-traffic motor vehicle and vulnerable road user injuries (VRU, pedestrians and cyclists) were obtained for ED visits and hospitalizations in Ontario from January 2015 to March 2022. Descriptive analyses were completed by age group, sex, and marginalization across the study period. A simulation approach using Bayesian Poisson regression was employed to examine how the pandemic affected temporal trends. During the study period, the rate per 10 000 children and youth with motor vehicle-related injuries was 328 (95% CI: 325–331), and for VRU-related injuries was 275 (95% CI: 272.4–277). Sixty-one percent of cyclist ED visits and hospitalizations were non-traffic related. Males, children and youth aged 10–19 and more marginalized children generally had higher rates of both ED visits and hospitalizations than females, children aged 0–9 and those less marginalized. At the onset of the pandemic, ED visits for traffic-related motor vehicle and all pedestrians were lower than expected, and non-traffic motor vehicle and all cyclists were higher than expected. The greatest differences from expected in ED visits were in the least marginalized children; for example, there was a 107% increase in cyclist non-traffic in the least marginalized versus 11% increase in the most marginalized quintile. The findings of this study reinforce the ongoing need to focus on cycling safety, particularly non-traffic-related, for children and youth. These findings can also inform future equitable injury preventive efforts in light of significant population-level events, such as pandemics, that might change children’s mobility patterns.]]></description>
      <pubDate>Mon, 06 Jul 2026 08:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720255</guid>
    </item>
    <item>
      <title>Sniper: A Smart Application for Identifying Vehicles and Ensuring Safe Journeys for Children Interfaces</title>
      <link>https://trid.trb.org/View/2711014</link>
      <description><![CDATA[Recent advancements in artificial intelligence and Internet of Things (IoT) technologies have created new opportunities to enhance safety and accessibility in ride-hailing environments. However, most existing applications continue to rely on manual visual verification of vehicles, which becomes unreliable in crowded pickup areas, low-visibility conditions, or for users with visual impairments. These limitations are even more critical in child-transport scenarios, where accurate vehicle identification and real-time monitoring are essential for ensuring trust and safety. To address these gaps, this paper presents Sniper, an intelligent ride-hailing support system that integrates Computer vision (CV), IoT monitoring, and cognitively informed interface design. The system employs a YOLOv8-based license plate detection model combined with an OCR module, achieving 97% accuracy in recognizing assigned vehicles. An ESP32-CAM IoT unit provides continuous in-vehicle streaming, enabling parents to monitor children during trips. A usability evaluation with real users demonstrated high satisfaction, efficient task completion, and an SUS score of 84.6, placing the system within the “excellent usability” range. The results confirm the feasibility and effectiveness of combining AI-driven vehicle verification with IoT-enabled monitoring to address safety limitations in current ride-hailing applications and to improve transparency and user confidence in sensitive transportation scenarios.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711014</guid>
    </item>
    <item>
      <title>Neighborhood environment associations with children's active transportation and location-specific physical activity in small town and rural Midwestern settings</title>
      <link>https://trid.trb.org/View/2709596</link>
      <description><![CDATA[This study examined associations of neighborhood and community environment features with detailed device-based measures of children's physical activity in rural and small town settings. Participants were 44 elementary-aged children (mean age 8.8 ± 0.8 years; 61.4% female) from rural and small town (<20K residents) Midwest communities. Accelerometers and GPS trackers measured types/locations of activity (walking, biking, and vehicle trips; home, neighborhood, and school), overall MVPA, and sedentary time. All neighborhood and community environment measures were collected at the participant level. Objective measures included walkability, distance to school, and living within town (yes/no). Perceived measures captured perceptions of indoor/outdoor play areas and areas near home, schools, and churches. Mixed effects models assessed associations of each environmental factor with each activity type/location and with overall MVPA and sedentary time. Walking time, school-MVPA, and other-MVPA were positively associated with children's overall-MVPA, while home-MVPA was negatively associated with sedentary time. Environmental features were positively associated with overall-MVPA (walkability, areas around home), biking (outdoor areas, areas around home), and home-MVPA (walkability, living within town, areas around home), and negatively associated with sedentary time (living within town, areas around home) and vehicle time (walkability, distance to school, living within town, perceived environment). No features were related to walking, neighborhood-MVPA, school-MVPA, or other-MVPA. Neighborhood walkability and areas around the home appear important to rural children's physical activity, though the findings for home MVPA suggest these features may relate to different sources of physical activity in rural populations than what has been shown in urban populations.]]></description>
      <pubDate>Fri, 26 Jun 2026 13:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709596</guid>
    </item>
    <item>
      <title>The development of motivation for following rules in child pedestrians: Its impact on street-crossing behavior</title>
      <link>https://trid.trb.org/View/2708030</link>
      <description><![CDATA[Road traffic injuries are a major threat to children's safety. This study examined the developmental trajectory of children's motivation to comply with traffic rules and its influence on street-crossing behaviors among 2525 students in grades three through eight. Four street-crossing scenarios were designed to elicit self-reports of motivations for rule compliance. Participants were assessed on their attention to crossing risks, intention to violate rules, and unsafe crossing behaviors. The analysis of variance results indicated that the motivation to comply with traffic rules was significantly lower among third graders than among seventh and eighth graders. A U-shaped developmental pattern was observed, with motivation initially decreasing from grades 3 to 4 and then increasing through grade 8. Fourth grade emerged as a pivotal transition point where motivation began to shift from external to internal regulation. Children with higher levels of self-determined motivation demonstrated greater attention to crossing risks, lower intentions to violate rules, and fewer unsafe crossing behaviors than those with lower levels of motivation. The motivation to follow traffic rules enhances children's risk awareness, which subsequently suppresses violation intentions and reduces unsafe behavior. Structural equation modeling further revealed that the effect of grade level on violation intentions was moderated by motivation strength; higher motivation inhibited the intention to violate, particularly among older children. These findings contribute to a comprehensive understanding of the development of rule-following motivation in children and have significant practical implications for fostering safer travel habits and reducing traffic-related injuries in this population.]]></description>
      <pubDate>Thu, 18 Jun 2026 16:34:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708030</guid>
    </item>
    <item>
      <title>Market Surveillance: Child Safety Equipment (CSE): Final Report: JACOP 2024</title>
      <link>https://trid.trb.org/View/2681394</link>
      <description><![CDATA[The objective of this activity was to test child restraint systems in accordance with UNECE Regulation 129. The tested products are suitable for children from 0 to 15 months and older. They are rear-facing seats compatible with ISOFIX systems, seatbelts, or both. The project tested 12 child restraint systems: Nine stand-alone type-approved child car seats, including three seats in combination with a base in accordance with R129. Eight of the nine seats tested were not fully compliant with the static and/or dynamic test requirements and none of the bases were fully compliant. The static tests revealed widespread nonconformities, including incorrectly declared stature ranges, missing or non-permanent markings, incomplete or inconsistent user instructions, positioning issues during installation and evidence of corrosion on metal components. Only three of the nine fully tested seats passed all selective static tests, indicating deficiencies in meeting basic regulatory requirements. Dynamic tests, which assess the most safety-critical aspects, revealed major issues in seven out of the nine seats, meaning that almost all tested seats showed significant safety concerns. Failures were observed in one or more crash tests (frontal, rear, lateral), structural failures or component breakages (particularly headrests), and exceedance of biomechanical thresholds, compromising child safety during impact. These findings confirm that non-compliant child restraint systems are present on the EU market, posing serious safety risks to very young children. The project highlighted the importance of ensuring proper type-approval verification, clear consumer instructions, robust design and consistent quality control to prevent similar non-conformities in future market surveillance activities.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:11:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681394</guid>
    </item>
    <item>
      <title>Traffic Safety Facts 2024 Data: Children</title>
      <link>https://trid.trb.org/View/2712646</link>
      <description><![CDATA[Of the 39,254 traffic fatalities in 2024 in the United States, 1,032 (3%)  were children 14 and younger. Child traffic fatalities increased 1 percent from 2023 (1,023) to 2024  (1,032). An estimated 160,850 children were injured in traffic crashes in 2024,  less than a 1-percent decrease from 161,489 in 2023.  An average of 3 children were killed and an estimated 439 children were  injured every day in traffic crashes in 2024. Of the 22,713 passenger vehicle occupants killed in 2024 in traffic crashes, 677 (3%) were children. Of these 677, restraint use was known  for 585, of whom 229 (39%) were unrestrained. Based on known restraint use, 65 percent of the children who died in 2024 while riding with unrestrained passenger vehicle drivers were also  unrestrained. Of the 1,032 children killed in traffic crashes, an estimated 221 (21%)  were killed in alcohol-impaired-driving crashes in 2024. Of the 7,080 pedestrian traffic fatalities, 172 (2%) were children in 2024. Of the 1,103 pedalcyclist traffic fatalities, 56 (5%) were children in 2024.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:11:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712646</guid>
    </item>
    <item>
      <title>Health on two wheels: cycling’s net benefits and equity implications for children</title>
      <link>https://trid.trb.org/View/2709602</link>
      <description><![CDATA[Currently, there is a limited understanding of how cycling, health outcomes, air pollution exposure, build environments and social factors are interrelated, especially for children from disadvantaged communities. This study investigates three main questions: (1) whether engaging in cycling provides net health benefits despite exposure to air pollution, (2) How community and built environment affect children’s physical and mental health and (3) whether these relationships differ between disadvantaged and non-disadvantaged groups. Using data from three Michigan counties, two Structural Equation Models were developed with five key factors: cycling, community, build environment, health, and air pollution. Results show that cycling significantly improves children’s physical and mental health in both groups, with benefits exceeding the negative impacts of pollution exposure. For non-disadvantaged children, community factors representing social and neighborhood conditions significantly enhance both physical and mental health. However, these community effects are weak or insignificant for disadvantaged groups. The impact of build environment on mental health is slightly positive in non-disadvantaged groups but negligible for physical health and for disadvantaged groups. All these suggest that cycling can have a vital role in shaping health when social and environmental conditions are less favorable.]]></description>
      <pubDate>Fri, 05 Jun 2026 11:28:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709602</guid>
    </item>
    <item>
      <title>Active transportation surveillance in children and adolescents: A global review using Active Healthy Kids Global Alliance Global Matrix 4.0 data</title>
      <link>https://trid.trb.org/View/2704115</link>
      <description><![CDATA[The current review aims to analyze and synthesize the current state of active transport (AT) surveillance and monitoring among children and adolescents globally, leveraging data from the Global Matrix 4.0 to identify gaps and opportunities for improving AT measurement. Two independent researchers systematically reviewed all evidence sources used by 57 countries/jurisdictions to assign AT grades.AT grades were predominantly in the mid-range, with most countries scoring between C- and B+. Over half (54%) of the countries used nationally representative data, although a substantial proportion relied on subnational or mixed sources. AT indicators were based on self-report questionnaires assessing the usual mode of transport (44%) or frequency of travel (34%), most often completed by children and adolescents. A few data sources included items on duration, trip diaries, and previous-day recall. AT assessment was largely restricted to school travel (66%), with minimal inclusion of other destinations. Less than 10% of sources reported any evidence of validity or reliability. The most frequently reported challenges in grade assignment were related to data limitations, methodological inconsistencies, and limited destination focus. Priorities for improvement of AT included infrastructure development, education and awareness initiatives, and urban and transport planning strategies, with consistent patterns observed across country income groups. This review highlights substantial heterogeneity in how countries monitor AT in children and adolescents. The inconsistent constructs, school-centric focus, and lack of reported reliability and validity of the items/tools hinder meaningful comparisons, long-term surveillance, and accurate assessment of children's and adolescents' actual AT behaviors.]]></description>
      <pubDate>Thu, 04 Jun 2026 15:13:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2704115</guid>
    </item>
    <item>
      <title>Transportation Challenges of Low-Income Households with Children: A Case Study in South Los Angeles</title>
      <link>https://trid.trb.org/View/2675551</link>
      <description><![CDATA[Low-income households commonly lack access to quality and affordable transportation options, impeding their access to opportunities. Low-income households with children face additional challenges. We draw on data from thirty-nine in-depth interviews to examine the effect of children on the travel behavior and experience of low-income adults. We find that low-income households with children experience increased financial and temporal burdens related to travel. These unique and complex challenges result in fewer socioeconomic opportunities and financial resources and reduced time for non-travel activities. The findings underscore the importance of programs and policies to develop a multimodal, affordable transportation safety net.]]></description>
      <pubDate>Thu, 04 Jun 2026 11:57:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675551</guid>
    </item>
    <item>
      <title>Exploring the relationships between youth motivation and active school travel knowledge and perceived community support: Moderations by gender</title>
      <link>https://trid.trb.org/View/2702918</link>
      <description><![CDATA[Active school travel (AST), walking or human-powered wheeling or rolling to/from school, can contribute to the healthy development of children and teenagers through improved mental and physical health. In response to declining rates of AST participation, one often discussed influence is motivation. However, the impacts of specific motivation types, as well as their potentially discrepant impacts on boys and girls, are poorly understood. The present study is situated within the Self-Determination Theory (SDT) and explores how gender moderates the relationship between different forms of motivation (i.e., intrinsic motivation; identified, introjected, external regulation) and perceived community support (PCS) for AST and AST knowledge. Using a national-level Canadian sample (n = 1196) from an online survey of children and teenagers (8–14 years, Mage = 10.9), linear regression and moderation analyses were conducted. Central findings of the analyses included boys reporting significantly greater PCS in response to increased intrinsic motivation (β = 0.151, p ≤0.001, 95% CIs = 0.101, 0.201) and identified regulation (β = 0.170, p ≤0.001, 95% CIs = 0.121, 0.219), and an inverse crossover relationship in response to increased intrinsic motivation and identified regulation where boys reported significant declines (e.g., intrinsic motivation: β = −0.026, p = 0.001, 95% CIs = −0.042, −0.010) and girls reported nonsignificant improvements (e.g., intrinsic motivation: β = 0.008, p = 0.342, 95% CIs = −0.009, 0.248) in AST knowledge. It is recommended that future AST interventions consider gender-specific strategies to enhance promotional efforts, and marrying motivation and (built) environmental strategies to support girls' motivation and positive perceptions of AST and, ultimately, their AST engagement.]]></description>
      <pubDate>Thu, 28 May 2026 09:03:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702918</guid>
    </item>
    <item>
      <title>Understanding the perceived barriers to cycling as a mode of commuting in children and adolescents: A systematic review</title>
      <link>https://trid.trb.org/View/2702889</link>
      <description><![CDATA[To identify the perceived barriers to cycling as a mode of commuting for children and adolescents and to examine which barriers are associated with cycling behavior in studies addressing commuting to school and other destinations published between 2011 and 2024.The search across different databases identified a total of 11,011 records. After screening, 45 full-text articles were assessed for eligibility. Finally, 21 records were included because they met all the inclusion criteria. These records comprised both quantitative and qualitative studies. Studies were identified in four electronic databases: Web of Science, Scopus, PubMed, and SPORTDiscus in January 2024. Eligible studies were those published in English between 2011 and 2024 that included children and adolescents (5–17 years) and/or parents, with no geographical restrictions and focused on perceived barriers to cycling for commuting. Two reviewers independently extracted data using a standardized form, and methodological quality was assessed with the Hawker Appraisal Tool. Due to heterogeneity of study designs and outcomes, a narrative synthesis within an ecological framework (personal, social, environmental factors) was performed. The review was prospectively registered in INPLASY (DOI: 10.37766/inplasy2024.2.0061; protocol available via direct: https://inplasy.com/wp-content/uploads/2024/02/INPLASY-Protocol-5881.pdf).A total of 21 articles met the inclusion criteria. Barriers were categorized into personal, social, and environmental domains. Social factors were the most frequently reported barriers (15 studies), followed by built environment (12 studies) and safety-related concerns (11 studies). However, the barriers most consistently associated with cycling behavior were social support and built environment factors, whereas safety perceptions showed context-dependent associations. Although social factors were the most frequently reported barriers to cycling among children and adolescents, social support and built environment characteristics demonstrated the strongest and most consistent associations with cycling participation.]]></description>
      <pubDate>Thu, 28 May 2026 09:03:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702889</guid>
    </item>
    <item>
      <title>Child Passenger Safety State of Knowledge: A Literature Review</title>
      <link>https://trid.trb.org/View/2706006</link>
      <description><![CDATA[This systematic literature review presents a synthesis of behavioral safety research on child passenger safety (CPS) published from 2000 to 2022 focused on children up to age 12 and that was conducted in the United States. A stakeholder meeting at the beginning of the project established important issues, gaps in available information, and stakeholder and audience needs. The review provides information about the current state of CPS; the history of CPS recommendations, regulations, and requirements; child restraint system (CRS) types; non-use and misuse of CRSs and their risk factors; and approaches for reducing child fatalities and injuries in motor vehicle crashes (MVC), including education, outreach, State legislation and enforcement, and programs for communities with lower CRS use.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706006</guid>
    </item>
    <item>
      <title>Considerations for Building a Community-Led Initiative: Engaging Communities With Lower Child Restraint Use</title>
      <link>https://trid.trb.org/View/2705994</link>
      <description><![CDATA[As a child passenger safety (CPS) professional, if you are interested in finding effective approaches to properly restraining children in communities with historically lower rates of child restraint use, consider new strategies. Research has shown that some communities have lower rates of child restraint use, or higher rates of misuse. These include Black, Hispanic or Latino, American Indian, and Alaska Native communities, as well as other communities with lower socioeconomic status, lower education, and rural populations. The National Highway Traffic Safety Administration’s CPS State of Knowledge (Passarge et al., 2026) notes there has been a gap in the research about reaching communities with lower child restraint use. This gap includes a lack of well-controlled studies or published literature on barriers and interventions. Despite this gap, CPS practitioners have spent years supporting such communities. Some have tried new approaches, with others applying education and outreach efforts that have found success in other communities. Some of the most promising strategies have been successfully developed and implemented in tribal communities. However, applications of these strategies to other lower-use populations have not been evaluated.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705994</guid>
    </item>
    <item>
      <title>Child Passenger Safety State of Knowledge: A Literature Review</title>
      <link>https://trid.trb.org/View/2705993</link>
      <description><![CDATA[Child car seats reduce fatal injury by 71 percent for infants under 1 year old, by 57 percent for children 1 to 3 years old, and by 58 percent for children 4 to 7 years old (Kahane, 2015). It is estimated that 11,606 lives were saved by child restraint systems (CRSs; e.g., car seats) from 1975 to 2017 (NCSA, 2023). However, motor vehicle crashes remain a leading cause of death of children (Centers for Disease Control and Prevention, 2021). This Traffic Tech summarizes findings from a systematic literature review of behavioral safety research on child passenger safety (CPS) published from 2000 to 2022, focused on children up to age 12, and conducted in the United States.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705993</guid>
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