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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>Public Transportation Challenges for People with Mobility Impairments</title>
      <link>https://trid.trb.org/View/2562099</link>
      <description><![CDATA[This study systematically reviews barriers and accessibility challenges faced by prosthetic and wheelchair users in public transportation, adhering to PRISMA guidelines. A comprehensive analysis of 36 studies from 2014 to 2024 revealed significant challenges, including inadequate infrastructure, social discrimination, and technological limitations. Key findings highlight persistent issues such as inaccessible ramps, uneven sidewalks, discriminatory attitudes, and high costs associated with advanced assistive technologies. While innovations like microprocessor-controlled prosthetics and SmartWheels show promise, their adoption is hindered by usability and affordability concerns. Gender-based disparities and the role of socioeconomic factors were also identified, emphasizing the need for inclusive transportation policies and infrastructure. By synthesizing global perspectives, this review provides actionable insights for policymakers and transportation planners to enhance mobility and equity for users with disabilities. The findings advocate for targeted interventions, user-centered design, and broader implementation of innovative solutions to bridge gaps in transportation accessibility.]]></description>
      <pubDate>Tue, 27 Jan 2026 16:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562099</guid>
    </item>
    <item>
      <title>Mitigating Age-Related Mobility Impediments to Using Transit</title>
      <link>https://trid.trb.org/View/2636142</link>
      <description><![CDATA[Public transportation plays a critical role in supporting independent mobility for older adults, yet transit use consistently declines with age. Many older riders reduce their trip-making altogether or rely increasingly on family members or demand-responsive services. This trend has significant operational and financial implications for transit agencies: demand-responsive trips cost several times more than fixed-route service and require advance reservations, placing strain on both riders and providers. As the U.S. population ages, and as many small, rural, and suburban agencies experience rising paratransit demand, the need to better understand—and proactively address—age-related mobility impediments is becoming urgent.

Traditional transit accessibility efforts have centered largely on riders with vision impairments or those who use mobility devices, consistent with Americans with Disabilities Act (ADA) requirements. However, aging brings a much broader spectrum of mobility-affecting conditions, many of which are under-recognized in transit planning and design. These include changes in balance, fatigue, muscle strength, hearing, cognition, depth perception, fine motor skills, anxiety, and sensory processing—and may also include neurodivergent and other “hidden” disabilities that are not immediately apparent. Despite older adults being one of the fastest-growing rider segments, they are often left out of access conversations that prioritize wheelchairs, strollers, or general ADA compliance.

These challenges are compounded by ongoing barriers in the built environment. Research shows that a significant share of transit stations remain out of full ADA compliance, and many more have inadequate lighting, poor signage, difficult audio systems, or long vertical circulation paths that are challenging for aging riders. As a result, many older adults avoid certain stations, routes, or times of day—or disengage from transit entirely, creating social isolation and diminished access to healthcare, employment, and community activities.

Although the research base on aging and mobility is extensive, there remain critical gaps in understanding the full range of age-related impediments, how they manifest in transit environments, and which mitigation strategies are most effective across different operating contexts. Agencies need clearer, evidence-based guidance to help them address these issues—not only in major urban systems, but also in the small and rural agencies that often serve high proportions of older riders.]]></description>
      <pubDate>Mon, 08 Dec 2025 19:45:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636142</guid>
    </item>
    <item>
      <title>Understanding the elements of the tourism accessibility chain</title>
      <link>https://trid.trb.org/View/2617218</link>
      <description><![CDATA[This study investigates how different components of the accessibility chain influence tourist destination choices, using a Hybrid Discrete Choice (HDC) model that integrates stated preferences and latent attitudinal constructs. Drawing on a sample of visitors to Gran Canaria, the results show that staff preparedness, accessible environments, and reliable information significantly affect destination choice, with staff training emerging as the most influential factor. The research is grounded in the Social Model of Disability, which views disability as a social construct, and the Capability Approach, which focuses on individuals’ freedom to live the lives they value. These frameworks reframe accessibility not as an isolated technical issue but as a systemic condition enabling or constraining effective participation. The study also adopts a Universal and Inclusive Design perspective within this framework, recognising human diversity as a central design parameter in tourism systems. The estimated model reveals substantial heterogeneity in preferences: individuals with direct or indirect experience of disability place greater importance on staff support and trustworthy information. At the same time, younger and non-disabled tourists prioritise price and location. By combining behavioural and attitudinal data, the study demonstrates the added value of HDC models for understanding how accessibility is cognitively evaluated and behaviourally enacted. The findings have practical implications for inclusive destination design. Rather than addressing accessibility through isolated improvements, tourism systems should adopt a chain-based approach, ensuring coherence across all stages of the travel experience. As societies age and accessibility becomes a strategic imperative, this model provides a transferable tool for evaluating service gaps and guiding inclusive policy design.]]></description>
      <pubDate>Wed, 12 Nov 2025 08:39:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617218</guid>
    </item>
    <item>
      <title>Applying Large Language Models to investigate how people with disabilities interact at airports</title>
      <link>https://trid.trb.org/View/2594316</link>
      <description><![CDATA[Rapid transition in social and environmental conditions consistently demand changes in how airport facilities are operated and managed, creating an ongoing stream of new and unique barriers to accessibility. In this paper, a novel framework in conjunction with Large Language Model (LLM) and accessibility design standards is used to discover the perceived accessibility of people with disability (PWD) in airports, mined from location-based social media reviews. The analysis uncovered key insights into how different airports perform in terms of accessibility among 64 hub airports in the United States. While some airports excel in most areas that are legislated by the Americans with Disabilities Act (ADA), others face challenges in providing consistent and inclusive experiences. Primarily, the initial arrival experiences at airports are seen as the most significant factor influencing PWD overall perceptions of accessibility throughout the entire airport, highlighting the importance of consistent and effective first contact in shaping the journey of PWD.]]></description>
      <pubDate>Tue, 30 Sep 2025 08:34:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594316</guid>
    </item>
    <item>
      <title>Identification of Built Environment Walking Barriers for the Elderly: Mining Stress Hotspots Based on Physiological Signals</title>
      <link>https://trid.trb.org/View/2560835</link>
      <description><![CDATA[Mobility is essential for the life quality of the elderly. With the physical and cognitive decline, various barriers in public infrastructure trigger stress in their daily walking and reduce their mobility. While hybrid methods for detecting walking stress hotspots in the built environment using wearable physiological sensors have been developed, there has been limited exploration of the correlation between these stress hotspots and specific types of barriers throughout the lifecycle of public infrastructure. Therefore, this study proposed a research framework from the perspective of facility lifecycle management that integrated physiological signals, machine learning algorithms, and geographical analysis. The framework systematically identified the critical environmental barriers affecting elderly mobility throughout the public infrastructure lifecycle, providing a deeper understanding of how these barriers collectively impact mobility. Sample data were collected with wearable biosensors, and the walking stress hotspots were detected in ArcGIS. Then the identified hotspots were correlated to seven types of barriers in planning, designing, and operation stages of public infrastructure to discover critical barriers. Lastly, the identified critical barriers were validated with another experiment in a different neighborhood. Results showed that the proposed method successfully revealed the most important public infrastructure barriers in the built environment for the mobility of the elderly, exploring the combined impact of multiple environmental barriers on elderly mobility and providing a deeper understanding of their collective influence. Optimization strategies in the three stages of public infrastructure lifecycle were then proposed for the improvement of life quality and well-being of the elderly.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:06:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2560835</guid>
    </item>
    <item>
      <title>Fuzzy micro-scale accessibility indexes from the perception of pedestrians with disabilities: case study of a medium-sized Latin American city</title>
      <link>https://trid.trb.org/View/2567241</link>
      <description><![CDATA[Physical accessibility is an important characteristic of urban infrastructure, allowing safe, comfortable and independent pedestrian mobility. To assess such an aspect, it is convenient to consider how physical accessibility conditions are perceived by pedestrians, especially the most vulnerable ones, such as people with disabilities. Addressing this topic, the objective of this study was the development of accessibility indexes, called Fuzzy Sidewalk Accessibility Index − FSAI and Fuzzy Crosswalk Accessibility Index − FCAI, to evaluate the level of perceived accessibility by pedestrians with physical, visual and hearing disabilities, combining an evaluation checklist of micro-scale attributes and a questionnaire. Fuzzy logic and a multi-criteria assessment technique were applied to generate the proposed indexes, taking into account the subjectiveness and uncertainties that are inherent to the evaluation. Subsequently, the indexes were applied in a case study in a medium sized Brazilian city, to test their suitability in assessing the level of accessibility of sidewalks and crosswalks in the downtown area. Therefore, the present research innovates by addressing a context not frequently considered in this context — medium sized cities from Latin America — as well as by including the perception of pedestrians with different types of disabilities, while previous studies usually understand disabled individuals as an homogeneous group. In addition, the proposed accessibility indexes are the first to apply a fuzzy approach within the aforementioned context. The results from the case study indicated a general inadequacy of accessibility conditions, with no accessible pedestrian route identified in the area. It is clear that pedestrian intersections need careful attention in the city of Santa Maria, since all presented poor physical accessibility within the evaluated area. Installing adequate pedestrian signals and well painted and paved crosswalks should be a local priority. Furthermore, the FSAI and FCAI were demonstrated to be an adequate tool to measure physical accessibility in a detailed manner, addressing perceived accessibility by people with different disabilities, collaborating with a still lacking research area and innovating by including different types of disabilities and a micro-scale approach. Through the FSAI and FCAI application, stakeholders, city planners and researchers can classify pedestrian infrastructure on the level of accessibility, map accessible pedestrian routes and identify specific attributes that might represent priorities for improvement. Thus, the FSAI and FCAI allow to identify which micro-scale attributes of the sidewalks and crosswalks present the most concerning physical conditions within a given area, as well as which pedestrian routes need to be improved with more urgency, collaborating with urban planning focused on accessible pedestrian mobility.]]></description>
      <pubDate>Tue, 15 Jul 2025 09:47:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567241</guid>
    </item>
    <item>
      <title>Cost-Effectiveness of Accessible Buses in Texas</title>
      <link>https://trid.trb.org/View/2552298</link>
      <description><![CDATA[Two alternatives to meet the transportation needs of the Transportation Handicapped in Texas were evaluated. The two alternatives are accessible fixed-route buses and a separate specialized service. The accessible fixed-route bus alternative is the concept whereby existing fixed-route systems are made accessible by removing the barrier to entry through utilization of a device such as a wheelchair lift. The second alternative is the provision of a separate, specialized service. The specialized service is provided on a door-to-door basis as a demand-responsive operation. The two alternatives were evaluated on the basis of demand served, cost, and cost-effectiveness.]]></description>
      <pubDate>Sat, 05 Jul 2025 17:02:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552298</guid>
    </item>
    <item>
      <title>Multi-forces floor field model simulation of cabin evacuation scenarios for various passenger groups</title>
      <link>https://trid.trb.org/View/2556913</link>
      <description><![CDATA[The behavior of passengers during aircraft cabin evacuations is characterized by its complexity and variability. To investigate the combination, backtracking, and following behaviors of passenger groups with specific social statuses, as well as the evacuation behavior of disabled groups using wheelchairs with the assistance of auxiliary personnel, the authors assess the influence of group behavior on evacuation efficiency employing the multi-forces floor field cellular automaton model. This model accounts for the logical differences in evacuation behaviors between different-sized and disabled groups. Through simulation, the authors analyze the effect of the timing of disabled groups joining the evacuation process on the evacuation duration and efficiency of different cabin segments. What is more, they examine the spatial distribution of groups of various sizes during the evacuation process. The results indicate that the early integration of disabled groups has a minimal overall impact, while their delayed involvement exacerbates the imbalance in exit usage time. The presence of groups prolongs the total evacuation time, with pairs exhibiting a denser spatial structure compared to larger groups. The negative impact brought by groups increases with the size of the group.]]></description>
      <pubDate>Wed, 25 Jun 2025 16:33:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556913</guid>
    </item>
    <item>
      <title>Evaluation of wheelchair accessibility in train stations using a spatial network</title>
      <link>https://trid.trb.org/View/2548282</link>
      <description><![CDATA[The universal design of public transportation is a crucial task worldwide, especially in aging societies. For this reason, public agencies and train operators have advocated for universal architectural design for train stations, for instance, installing elevators and designing step-free routes. However, the location of elevators is often decided on an ad-hoc basis, and wheelchair users are often forced to take unnecessary detours and collision risks. This is because few methodologies are available for making an integrated evaluation of spatial structure and wheelchair accessibility.This paper introduces an evaluation framework based on network analysis to evaluate wheelchair accessibility from the aspect of the spatial structure at train stations. Specifically, the authors first develop weighted network data that describe the spatial structure of train stations in detail to represent the mobility restrictions of wheelchair users and pedestrians. The authors next propose several indices to evaluate each station in terms of its wheelchair accessibility using these data: “reachable time indices,” which measure the time to the train doors from the ticket gate, and “level of path independence,” which describes the low risk of collisions on paths. This evaluation framework was applied to nine train stations in Tokyo, Japan, as case studies to examine the relationship between spatial structure and wheelchair accessibility. As a result, the authors found three important relationships. First, placing an elevator in the center of a platform narrows the range of the reachable times for wheelchair users. Second, the proximity of elevator doors to stairs or escalator entrances tends to increase the risk of collisions with pedestrians. Third, a wheelchair stairlift installed in place of elevators increases the minimum reachable time and increases the risk of collisions on designated paths. These insights will be useful for finding facilities that require improvement in the wheelchair accessibility of step-free routes.]]></description>
      <pubDate>Wed, 28 May 2025 10:10:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548282</guid>
    </item>
    <item>
      <title>Integrating intersectional needs of Filipinos of different ages, disabilities, and socioeconomic classes for inclusive sidewalk design</title>
      <link>https://trid.trb.org/View/2548224</link>
      <description><![CDATA[Everyone is entitled to adequate transit in public spaces, regardless of identity. However, general disregard for pedestrian needs resulted in poor urban planning and neglected walkways, critically affecting individuals of varied physical capabilities. The objectives are to evaluate the state of sidewalks today, pinpoint desirable elements, analyze crucial factors when assessing accessibility using an intersectional perspective, and suggest elements for inclusive design. This study emphasizes the significance of intersectionality in establishing equitable public places by considering the varied experiences of people depending on age, disability, and socioeconomic position. An Analytic Hierarchy Process centering on inclusive designs, with participants of multiple intersectional identities, was employed to generate their priorities. Findings showed mobility is a top criterion, while Transport Disadvantaged Persons facilities are attributes that all identity groups prioritize. This paper shows the differences, similarities, and priorities of 11 identity groups and their intersections with varying difficulty in physically accessing facilities.]]></description>
      <pubDate>Fri, 16 May 2025 09:33:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548224</guid>
    </item>
    <item>
      <title>Toward Designing Autonomous Shared Rides for People with Parkinson’s Disease: Barriers and User Needs Analysis</title>
      <link>https://trid.trb.org/View/2551112</link>
      <description><![CDATA[This study aims to support the inclusive design of autonomous shared rides (ASR) by identifying gaps related to efficient trips and human-machine interaction, specifically for people with Parkinson’s disease (PwPD). In-person interviews were conducted with 20 PwPD, aimed to understand PwPD’s travel experiences, potential user barriers, and needs with regard to an ASR service. During the interview, participants watched short video clips describing five trip segments (proposed by a U.S. Department of Transportation report) of an ASR trip (scenario animations) and responded to questions about these scenarios. Both qualitative (opinions) and quantitative (ranking/rating) data were collected. Results of the Friedman test indicated significant differences in PwPD’s rankings of various travel barriers. Safety and lack of customer service were among the top concerns for PwPD. Qualitative analysis of the interview data further suggested that PwPDs were mainly concerned with the following aspects of ASR: safety (ASR reliability and operation), availability and quality of real-person online customer service and human assistance, user-friendly technology with clear instructions, and accessibility for PwPD with varying levels of mobility, the capability of ASR to deal with emergency situations, and the assistance provided for finding seats and using seat belts. Overall, most PwPD participants ranked safety concern, lack of travel support/customer service, and technology issues as the top three travel barriers for ASR. Among the five trip segments (booking, identification, onboarding, traveling, and exiting), booking was perceived as the most anxiety-provoking segment. These unique data and findings have identified user barriers and needs for ASR, which can guide the design and implementation of future technical solutions to address a broader range of use groups.]]></description>
      <pubDate>Mon, 12 May 2025 17:08:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2551112</guid>
    </item>
    <item>
      <title>Expanding the understanding of universal design beyond technical solutions and physical environment – 8 policy intervention areas</title>
      <link>https://trid.trb.org/View/2530130</link>
      <description><![CDATA[Mobility is essential for enabling people to work outside their homes and participate in a wide range of social activities. Moreover, the freedom of mobility—often taken for granted—is a crucial aspect of citizens' quality of life. Despite this, substantial portions of the population experience barriers that constrain their mobility. This paper demonstrates that adopting a holistic approach to universal design is more effective in reducing social exclusion for people with disabilities and making the public transport system accessible to as many people as possible. This is achieved by broadening the scope of user groups' needs and moving beyond universal design approaches that primarily focus on technical interventions and the physical environment. Based on a literature review of studies on universal design in transport systems, the authors identify a comprehensive set of barriers experienced by a wide range of user groups and the necessary interventions to mitigate these barriers. User groups include people with cognitive, intellectual, and psychosocial impairments, as well as those with respiratory conditions (asthma, allergies, COPD), gastrointestinal issues, pain, and seizure disorders, in addition to the classical impairments that research and policy have traditionally focused on (visual, hearing, mobility). Furthermore, they address the needs of user groups such as children, the elderly, and people with strollers. Their findings illustrate that policy measures must address organizational, individual, and social environments, in addition to the physical environment, to create a universally designed transport system for all.]]></description>
      <pubDate>Thu, 17 Apr 2025 16:55:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2530130</guid>
    </item>
    <item>
      <title>Valuing improvements to bus universal accessibility for visually impaired users: A case study in Santiago, Chile</title>
      <link>https://trid.trb.org/View/2514918</link>
      <description><![CDATA[While the implementation of public transport initiatives in various countries has significantly improved universal accessibility, it's important to note that they have primarily catered for individuals with physical disabilities. The needs and barriers of the visually impaired, a distinct population segment, have not received the same level of attention. The authors examine three elements designed to improve universal bus accessibility for the visually impaired: audio-visual information inside buses, auditory information outside buses, and bus standardization, to contribute to the design and social evaluation of appropriate policies for this segment. The authors applied a stated choice survey, including perceptual indicators designed to assess the respondents' ability to move independently in the city. Information from 529 individuals allowed us to estimate hybrid choice models, incorporating two latent variables associated with respondents' independence (technological and mobility-wise). The authors found that subjective valuations differed markedly for people with and without visual impairments and depended on gender, physical disability, occupation and car availability. Results suggest that the social worth of these measures could be substantial given the life span of urban buses. The authors' approach can be generalised to other countries/regions, with the potential for even higher valuations, as Santiago's public transport system is better than the norm.]]></description>
      <pubDate>Wed, 19 Mar 2025 10:12:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2514918</guid>
    </item>
    <item>
      <title>Accessible Transportation – Universal or Inclusive Design?</title>
      <link>https://trid.trb.org/View/2487358</link>
      <description><![CDATA[The accessibility of public utility buildings, including transportation infrastructure, especially railways, is a prerequisite for the independent functioning of individuals with diverse needs. Despite the enactment of the law in 2019 and its enforcement since September 2021, both architectural and digital accessibility, as well as information and communication accessibility, often fail to meet its requirements. Ensuring accessibility is undoubtedly a long-term process. It is easiest to achieve by designing new facilities in accordance with universal design principles, and somewhat more challenging when modernizing existing ones. Transportation, and therefore railway infrastructure, such as stations, terminals, and platforms, plays a crucial role in social life. This article presents various design strategies, with a particular emphasis on universal and inclusive design. It highlights the differences and similarities and demonstrates the validity of their application to ensure transport accessibility. General requirements for railway infrastructure accessibility are formulated, while detailed requirements specific to these types of facilities are incorporated into the developed accessibility assessment method, which has been implemented in a selected example of existing infrastructure. The article also presents the results of surveys on the accessibility of railway transportation for people with disabilities, confirming the need for auditing railway infrastructure. The results obtained allowed for the identification of the most common barriers that hinder individuals with diverse needs from using railway transportation freely. © 2024 Faculty of Transport and Aviation Engineering, Silesian University of Technology. All rights reserved.]]></description>
      <pubDate>Mon, 13 Jan 2025 09:14:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487358</guid>
    </item>
    <item>
      <title>Accessible Assessment for Sidewalk Based on FAHP-TOPSIS Method</title>
      <link>https://trid.trb.org/View/2475432</link>
      <description><![CDATA[Conducting a scientific assessment to reflect the level of accessible facilities on roads is of great significance for guiding the construction. This study focuses on the accessible travel needs of special users such as blind, disabled, and elderly on sidewalk facilities. Around the travel demand of sidewalk, tactile ground surface indicator, curb ramp, and other auxiliary facilities are also formulated. Then, it established the assessment methodology, which combines fuzzy analytic hierarchy process and technique for order preference by similarity to ideal solution. Finally, it selects the sidewalk of trunk and secondary roads in the Guangzhou center district as the experimental. The evaluation results were divided into three categories: poor, general, and excellent. The improvement strategy is put forward from daily maintenance, special renovation, and overall improvement. Research has shown that the assessment results are consistent with the objective cognitive. It verifies the objectivity and practicability of the assessment method.]]></description>
      <pubDate>Wed, 18 Dec 2024 12:01:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475432</guid>
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