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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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    <item>
      <title>Beyond Low-Stress Bicycle Lanes: Assessing the Role of Bicycle Network Density in Ridership</title>
      <link>https://trid.trb.org/View/2691032</link>
      <description><![CDATA[While the installation of lower-stress bicycle facilities has been linked with greater increases in bicycle commuting, the extent to which facilities’ effectiveness is influenced by broader bicycle network characteristics remains unclear. To what degree does bicycle network density amplify the effect of bicycle facilities on bicycle commuting? Using multiple linear regression models and elasticity analyses, this study examined the interplay between bicycle facility installation and bicycle network density and their influence on bicycle commuting in 14,011 block groups across 28 U.S. cities. Findings suggest that bicycle network density exhibited stronger associations with ridership growth than the installation of individual facilities, with network effects exceeding facility installation effects by a factor of 4.6. More specifically, the installation of protected and buffered bicycle lanes was consistently and significantly associated with increased bicycle commuting, but the installation of standard bicycle lanes lost significance after the presence of a wider bicycle network was accounted for (the installation of shared-lane markings and off-road trails demonstrated non-significant relationships with bicycle commuter changes). Protected bicycle lane installations also produced meaningful ridership gains even in lower-density bicycle network contexts (elasticity of 0.48) with diminishing returns as bicycle network density increased (elasticity of 0.24). In contrast, higher-stress facilities demonstrated higher elasticities when moving from medium to high network density (elasticity of 0.57), indicating that their effectiveness is more dependent on a well-connected bicycle network. Taken together, these findings highlight the importance of prioritizing not only high-quality, low-stress bicycle facilities but also the development of continuous and connected low-stress networks.]]></description>
      <pubDate>Mon, 13 Apr 2026 16:48:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691032</guid>
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    <item>
      <title>Evaluating the Impact of Metro Manila Cycling Infrastructure on the Transport Modal Usage of Work Commuters</title>
      <link>https://trid.trb.org/View/2669846</link>
      <description><![CDATA[One important factor that encourages a modal shift to cycling is the presence of physical interventions that address safety, comfort, and convenience for cycling commuters. This study examines the change in cycling usage by comparing modal usage before and after establishing various types of cycling infrastructure in Metro Manila. The study also considered the potential impact of other factors, such as the presence of Public Transportation (PT) along the work commute route, the availability of End-of-Trip (EoT) or bike-related support facilities at or near the workplace, average travel time and distance, and the perception of cycling and non-cycling commuters towards the established bike lanes. It was found that there was a shift towards cycling after bike lanes were established. Previously non-cycling commuters started to cycle and cycling commuters began cycling more frequently. Furthermore, commuters with shorter travel times and distances were found to be more likely to cycle to work.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669846</guid>
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    <item>
      <title>Exploring Cycling Behavior Shifts among Young Adults through a Longitudinal Cohort Survey</title>
      <link>https://trid.trb.org/View/2683116</link>
      <description><![CDATA[Young adults often use sustainable transportation options, such as public transportation, cycling, and walking for daily transportation. However, evidence on the retention of sustainable travel behaviors is unclear, and longitudinal analysis of travel behavior changes among young adults is scarce. The disruption in travel behavior caused by the COVID-19 pandemic, and significant attention toward the promotion of active transportation during and after the pandemic, offered an opportunity to explore this topic in a quasi-experimental setting. We utilized survey data from two waves (baseline and follow-up) of a longitudinal online cohort of 552 respondents in the Greater Toronto and Hamilton Area, Canada, who were post-secondary students in 2019. Using the data, we explored the association between changes in commute-related cycling frequency (unchanged, started cycling, and stopped cycling) and respondents’ socio-demographic characteristics, pre-pandemic travel satisfaction, and life events during the pandemic years. About 8% of respondents self-reported that they started cycling for commuting after the pandemic, and another 6% reported that they stopped cycling. Results from a discrete choice multinomial logit model indicate that younger age and pre-pandemic travel satisfaction with active transportation modes were associated with higher odds of starting to cycle after the pandemic. Furthermore, starting full-time work was associated with higher odds of stopping cycling for commuting purposes. Moving residence to more urban locations was associated with higher odds of starting to cycle, but this association was not statistically significant when other factors were taken into account.]]></description>
      <pubDate>Sun, 22 Mar 2026 17:18:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683116</guid>
    </item>
    <item>
      <title>Impact of Employer Transportation Benefit Programs and Social Factors on Commute Mode Choices in Downtown Denver</title>
      <link>https://trid.trb.org/View/2562175</link>
      <description><![CDATA[Using survey data from over 3,000 downtown Denver employees, this study explores the impact of employer transportation benefits programs on commute mode choices among downtown Denver employees. We also consider the impacts with respect to social factors such as age groups, gender, and income levels. Descriptive and data mining analyses were conducted, employing techniques like frequency distribution, Spearman correlation, and logistic regression to quantify the relationships between transportation programs, social factors, and commute mode choices. The findings of the study indicate that employees in Downtown Denver with access to free or subsidized parking are 195% more likely to drive to work. Similarly, employees with intermediate stops were 363% more likely to drive to the office. The results also suggest that employees with access to secure bike parking are 789% more likely to bike to the office. Furthermore, employees with free or subsidized public transit passes are 106% and 56% more likely to use transit to work, respectively. Finally, employees with access to a remote work policy are 188% more likely to telecommute. In terms of social factors, male respondents were found to be 217% more likely to bike, 31% more likely to use transit, and 47% less likely to telecommute. Employees in younger age groups are more likely to bike and less likely to drive and use transit. Finally, employees in high-income levels are more likely to drive and telecommute but less likely to use transit. These findings are essential in designing effective transportation programs for employees.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562175</guid>
    </item>
    <item>
      <title>Airports and Bicycles: what are the obstacles and incentives for operators to improve bicycle access?</title>
      <link>https://trid.trb.org/View/2628399</link>
      <description><![CDATA[In this paper we use a case study approach to examine how airport operators are addressing bicycle access to their properties and the motivations and obstacles they face, in light of new policies to integrate bicycles, along with transit and walking, into transportation planning, design and construction, and to increase bicycles’ role in the transportation system. Eight influential elements emerged from our review of policy documents and research literature. We used them to guide interviews with key informants. The eight elements are: governance structure, location, access roads, self-perceived environmental stewardship, spending restrictions on non-aviation transportation improvements, proximity to transit, policies and mandates to reduce environmental impacts and land use constraints. We report on seven cases, selected on the basis of inclusion in studies on key aspects of airport ground access and, for one, identification as exemplary. They are: Oakland International Airport, San Francisco International Airport, Los Angeles International Airport, Seattle-Tacoma International Airport, Boston Logan International Airport, Minneapolis-St. Paul International Airport, and Portland International Airport, an exemplar recommended by several key informants. We limit our discussion to employee bicycle access because that has been the focus of airport operators that have made these investments and programs to reduce single-occupancy vehicle travel at airports. In aggregating the interviews, we identified replicable approaches to improving bicycle access. We also identified examples of innovative funding for multi-modal access using revenues generated by airport Passenger Facilities Charges. Finally, we identified areas for additional research: airport employee commute needs, ground access mode choice and operator costs and benefits of bicycle access investments.]]></description>
      <pubDate>Tue, 10 Feb 2026 11:45:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628399</guid>
    </item>
    <item>
      <title>2016 Bicycle Commuting Survey Report: Examining Barriers to Biking to Campus</title>
      <link>https://trid.trb.org/View/2616203</link>
      <description><![CDATA[College campuses are central in shaping the minds and life trajectories of intelligent young leaders to be. Investments stimulating sustainable decisions and lifestyles of university community members extend benefits far beyond the university setting. Transportation choices have enormous impacts on land use, public health, equity, and the environment. Located in an area where the automobile is the most prominent mode of transportation, the University of California, Los Angeles (UCLA) strives to encourage active transportation in support of sustainability and public health initiatives, and to counter impossibly high parking demand. It has achieved significant improvement since the first UCLA Bicycle Master Plan in 2006 and has been recognized as one of the most bike-friendly universities in the Nation, which was adopted in 2006. The campus seeks to even better stimulate cycling at UCLA. This research project examines the factors promoting and preventing bicycle commuting to the UCLA campus among students (both residing off campus and on campus), staff, and faculty. Through survey interviews, it analyzes the existing barriers to the UCLA community that discourage students, staff, and faculty from choosing to commute by bicycle to campus. This report discusses how obstacles identified in the survey data may be addressed at UCLA with specific focus on addressing the need for further encouragement and educational programming.]]></description>
      <pubDate>Sat, 20 Dec 2025 17:26:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2616203</guid>
    </item>
    <item>
      <title>Exploring and bridging the gap between recreational and school commute cycling</title>
      <link>https://trid.trb.org/View/2606846</link>
      <description><![CDATA[This study explores the cycling behaviours of high school students, with a particular emphasis on the distinctions between recreational and school commuter cyclists. While much of the existing research has predominantly addressed cycling to school, this study broadens the scope to identify insights that could encourage the transition from recreational cycling to school commuting. We surveyed 325 high-school students in Sydney, Australia, exploring their demographics, cycling attitudes, perceptions of safety, and environmental factors that influence their bicycle use. The data is analysed through two logistic regression models, one for recreational cycling and the other for school commuting, both reinforced by the synthetic minority oversampling technique to address class imbalances. Recreation emerged as the primary motivation for cycling, with students more likely to ride when accompanied by friends or family. There are more recreational cyclists than commuters, likely due to the lack of safe cycling routes, heavy loads during commuting, and insufficient bike parking at schools. The smaller group of commuting cyclists tends to use bicycles more consistently and frequently and exhibit greater risk acceptance towards cycling infrastructure. To encourage cycling to school, we recommend the establishment of dedicated bike lanes to schools completely separated from vehicular traffic and increased bike parking facilities at schools, as well as government subsidies and incentives for cargo racks and e-bike promotion.]]></description>
      <pubDate>Mon, 08 Dec 2025 11:43:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606846</guid>
    </item>
    <item>
      <title>Measuring perceived transfer inconvenience for multimodal commute trips combining bicycles and public transport</title>
      <link>https://trid.trb.org/View/2620891</link>
      <description><![CDATA[Public transport and bicycles are two essential components of a sustainable urban transport system, with their integration increasing their potential to reduce car use in urban areas. However, their combined use has one essential weakness, which is the transfer between two travel modes. This additional step creates a feeling of inconvenience to potential travellers. Understanding the factors that cause inconvenience allows to implement policies and measures that ensure an efficient integration and consequently an effective transition to more sustainable travel options. However, the factors that cause inconvenience are currently understudied. This study fills this knowledge gap by identifying these factors and measuring their effect on transfer inconvenience. It also explores the influence of perceived transfer inconvenience on the choice to use a bike as an access or egress mode to a public transport stop. Using data (n = 1007) from an online survey questionnaire from the region of Nord-Jæren in Norway, a Structural Equation Model (SEM) has been developed. The results of the analysis show that the perception of transfer inconvenience plays a substantial role in the choice to combine bicycles and public transport since it can predict up to 10 % of the variance in the choice to use bicycles. The results also suggest that practical elements, like physical infrastructure, play a vital role in shaping transfer inconvenience.]]></description>
      <pubDate>Thu, 04 Dec 2025 17:13:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620891</guid>
    </item>
    <item>
      <title>Effects of meteorological factors on students’ commute to high school</title>
      <link>https://trid.trb.org/View/2592427</link>
      <description><![CDATA[Limited physical activity and a sedentary lifestyle are common among young people. The use of a bike sharing system (BSS) to commute to and from school seems to be a good way of promoting physical activity among students. However, choosing a means of transportation may be influenced by meteorological conditions. This study aimed to determine how meteorological conditions affect students’ use of BSS for commuting to and from high school. A self-organizing maps analysis was conducted to obtain information on the characteristics of the students’ daily commute. Use of the BSS and the meteorological condition of each day were selected as input variables. The Kruskal–Wallis test was used to determine the main effect of the cluster on the input variables. The results revealed six clusters (profiles) of days. Four clusters represented favorable meteorological conditions and higher BSS use. The remaining clusters grouped unfavorable conditions and lower BSS use. Comfortable temperatures (14.4–22.6 °C), low humidity, and light-to-moderate breeze (i.e. wind) had a positive influence on the use of the BSS by the students. Conversely, temperatures <14.2 °C and high humidity (>73 %) had a negative effect on the use of the BSS. Furthermore, rainfall had a nonlinear effect on the use of the BSS, whereas heavy precipitation had a negative effect on use of the BSS. However, light precipitation had no effect on BSS use. These findings indicate that meteorological conditions have a significant effect on the use of a BSS for active commuting to school by young students. Efforts should be made to provide better BSS infrastructure to encourage young people to use the BSS for active commuting.]]></description>
      <pubDate>Tue, 30 Sep 2025 08:34:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592427</guid>
    </item>
    <item>
      <title>The Link Between Low-Stress Bicycle Facilities and Bicycle Commuting</title>
      <link>https://trid.trb.org/View/2569549</link>
      <description><![CDATA[Existing research links standard bicycle lanes with increased levels of bicyclist commuting. Here the authors question how newer facility types fare relative to standard bicycle lanes. Using 6 years of longitudinal data across 14,011 block groups in 28 US cities, the authors find that block groups that installed protected bicycle lanes experienced bicycle commuter increases 1.8 times larger than standard bicycle lane block groups, 1.6 times larger than shared-lane marking block groups and 4.3 times larger than block groups that did not install bicycle facilities. Focusing on mileage, protected bicycle lane mileage installed was significantly associated with bicycle commuter increases 52.5% stronger than standard bicycle lane mileage and 281.2% stronger than shared-lane marking mileage. The results suggest that lower-stress bicycle facilities—such as protected bicycle lanes—are significantly associated with larger increases in ridership at the block-group level compared with higher-stress facilities such as standard bicycle lanes and shared-lane markings.]]></description>
      <pubDate>Tue, 08 Jul 2025 13:38:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569549</guid>
    </item>
    <item>
      <title>Spatiotemporal heterogeneity of bicycle ridership based on GTWR model</title>
      <link>https://trid.trb.org/View/2548939</link>
      <description><![CDATA[As a low-carbon, green and environmentally friendly mode of travel, bicycles possess significant advantages in short-distance trips. In previous studies on the relationship between the built environment and bicycle behavior, the built environment variable only took into account the number or density of facilities. However, due to their different grades and formats, the attractions of similar facilities of the same size to residents vary considerably. Therefore, this paper constructs a comprehensive index of POI (Point of Interest) facility quality to reflect the influence of the number of facilities and preferences on bicycle trips. In addition, two types of riding safety indicators, namely the proportion of non-isolation bars and the proportion of non-motor vehicle lane parking, are added to the road safety facilities. On this basis, Geographically Weighted Regression (GWR) and Geographical and Temporal Weighted Regression (GTWR) models are established to explore the temporal and spatial distribution characteristic of cycling, and identify the relationship between cycling behavior and built environment based on 2022 Daily Trip Survey in Xianyang, China. The model results demonstrate the following: (1) The GTWR model exhibits a better fit compared to the GWR model. (2) There are significant differences between the urban central area and the marginal area, which verifies that similar facilities have diverse impacts on the cycling frequency in distinct regions. (3) The promoting or inhibiting effects of the urban built environment on the cycling frequency are highly congruent with the temporal characteristics of commuting, and these effects typically reach their maximum during commuting rush hours. (4) Cycling safety facilities constitute a significant factor influencing the cycling frequency. These results can not only offer guidance for urban planning and design but also foster the sustainable development of green transportation.]]></description>
      <pubDate>Mon, 05 May 2025 12:52:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548939</guid>
    </item>
    <item>
      <title>Bike Buses: An Evaluation of An Emerging Active Transportation to School Intervention</title>
      <link>https://trid.trb.org/View/2543557</link>
      <description><![CDATA[Bike buses are a relatively new form of active transportation to school (ATS) that have primarily emerged in Europe and the United States. A form of coordinated, group bike riding along a defined route to school, bike buses are an outgrowth of Safe Routes to School interventions in North America that seek to reverse the declining rates of walking and biking to school among children. Our initial phase of research included a literature review of social and environmental factors affecting ATS in the contemporary North American context, and two convenience surveys of bike bus coordinators and parent participants. This initial phase informed the development and implementation of schoolwide surveys of the parents of four elementary schools with bike buses in Portland, OR. We identifed recurring themes in what benefits bike buses introduce for participants, as well as the barriers to growth and wider adoption. We conclude with recommendations for further study of this emerging trend.]]></description>
      <pubDate>Mon, 28 Apr 2025 14:09:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2543557</guid>
    </item>
    <item>
      <title>The relationship between individual employment probabilities and accessibility to matching jobs: A study of the Netherlands</title>
      <link>https://trid.trb.org/View/2507309</link>
      <description><![CDATA[The role of transport in providing people with access to employment opportunities has received considerable attention. Existing studies have primarily applied aggregate public transport or car job accessibility measures to examine the impact on employment probabilities of (sampled) disadvantaged groups in mainly metropolitan areas. The authors improve on these existing studies by combining national administrative employment micro datasets of the full working-age population of the Netherlands, segmented by educational level, with a novel composite public transport-and-bicycle accessibility measure to matching job opportunities and national vehicle registration data for the first time. This allows us to examine differential employment effects of job accessibility by public transport in combination with the bicycle for different educational groups at the national level. In their employment models, the authors control for endogeneity of both job accessibility and vehicle ownership in relation to employment status through an instrumental variable approach. The study finds that jobs for higher educated tend to be concentrated in and around the city centres, while jobs for the lower educated are more often located outside these prime accessibility areas, thereby reducing job accessibility among low-educated groups. The study further identifies that employment, in particular of low-educated individuals, is sensitive to higher levels of public transport-and-bicycle job accessibility, but in contrast with prior studies the authors also find that middle- and higher educated groups could benefit from improved job accessibility. The usage of detailed job accessibility measures and employment micro datasets of the full population thus seem essential to accurately assess the relationship between job accessibility and individual employment probabilities. These findings are important for policymakers in that they imply that more tailored transport strategies may increase the participation of especially lower educated groups in society and therewith the full utilization of the potential labour force.]]></description>
      <pubDate>Thu, 27 Feb 2025 10:46:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2507309</guid>
    </item>
    <item>
      <title>Public transport, social environment, and Bike Sharing System use to high school: A case study in València (Spain)</title>
      <link>https://trid.trb.org/View/2499505</link>
      <description><![CDATA[Urban cycling provides significant benefits for both health and environment. Additionally, due to the demands of contemporary society, it serves as an effective way to promote healthy habits among adolescents. Since high schools (HS) are a primary destination for this age group, the social and environmental characteristics of these institutions can play a critical role in influencing the use of Bike Sharing Systems (BSS). The authors' study aimed to determine how various sociodemographic characteristics of HS influence BSS use for active commuting to school (ACS) in the city of València, Spain. A Self-Organizing Maps analysis were applied to generate HS profiles, followed by non-parametric analysis to compare these profiles based on HS typology. Four HS profiles were identified. Results indicated a higher use of BSS for ACS in public HS compared to private HS. Lower BSS use was observed in HS lacking public transport and BSS facilities, while private schools generally had better access to public transport resources. Regardless of the socio-economic status of the HS, equal access to public transport resources and BSS stations should be provided to both public and private institutions to foster an active lifestyle for all students. HS located in neighborhoods with low-to-moderate economic status and a moderate risk of vulnerability can still promote the use of BSS for ACS. However, disparities in the availability of resources for ACS are significant, often disadvantaging public HS and schools in the poorest and most vulnerable neighborhoods.]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499505</guid>
    </item>
    <item>
      <title>Individual perceptions of critical factors on route affecting the willingness of direct commuting trips by bicycle in a hilly city</title>
      <link>https://trid.trb.org/View/2499487</link>
      <description><![CDATA[Are hilly and large cities simply not appropriate for the implementation of exclusive bicycle lanes for commuting trips? To rationalize government expenditure, also avoiding negative impacts of eventual idle bicycle lanes, it is crucial to previously understand citizens’ attitudes towards route spatial adversities which could affect the potential demand. Although many studies have been developed to estimate how objectively-measured factors influence the propensity for using bicycles for commuting, there is a gap in the literature for studies which examine how some important factors on route, such as hilliness and distance are perceived by individuals as obstacles to directly cycle to work, taking into account their current mode of transportation. Based on a survey carried out in Belo Horizonte, Brazil, with 2008 respondents, we found that even in a hilly city there may be much room for bicycle commuting: on average, 58% of residents in 67 Belo Horizonte census areas do not find the hilliness along their routes as an impediment to commute by bicycle and 59% of residents in those areas do not consider the distance on route too long for direct home-to-work commuting by bicycle. In this research, we investigated how the perception of gradient, distance, time commuting associated with the respective current mode of transportation and perceived exposure to thefts and traffic accidents along routes jointly influence the willingness to go directly to work only using a bicycle. A two-level ordered category response model was used to estimate these effects for residents of the 67 Belo Horizonte census areas. Hilliness and long distances on route for commuting caused, on average, a decrease of 52% and 36%, respectively, in the odds to commute by bicycle. As the current commuting time increases from 10 to 60 min, the probability of car and public transportation users changing to a bicycle to commute decreases from around 50–21% for car users and to 34% for those using public transportation. Conversely, using the same variation of commuting time, the probability of using a bicycle increases from 58 to 74% for people who currently walk to the workplace, that represents around one third of the study population. Preferable roads for bicycle commuting were identified in Belo Horizonte, with their slope suitability checked by means of a slope map available for its road system. Perceived risk of theft and traffic accidents were not found to be significant for bicycle commuting when suitable exclusive bicycle lanes are provided.]]></description>
      <pubDate>Wed, 19 Feb 2025 17:13:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499487</guid>
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