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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Video-based Analysis of the Rideability and Safety of Dedicated Bicycle Lanes: Evidence from Fukuyama, Japan</title>
      <link>https://trid.trb.org/View/2669738</link>
      <description><![CDATA[To reduce conflicts and ensure safe and comfortable mobility for both pedestrians and cyclists, the development of dedicated bicycle lanes is crucial. However, compared to many European cities, Japanese roads are often narrower, making it challenging to allocate dedicated space for bicycles. Effectively prioritizing the installation of dedicated bicycle lanes requires a deep understanding of real-world street usage patterns. This study provides a quantitative assessment of how spatial separation, operationalized as the installation of dedicated bicycle lanes, affects cyclists’ safety and rideability, based on image analysis. The analysis utilizes camera data collected in Fukuyama City, focusing on dedicated bicycle lane before and after installation. The results indicate that while the introduction of dedicated lanes reduced the available space and subsequently decreased bicycle speeds (i.e., did not improve rideability), the physical separation between bicycle and pedestrian areas significantly reduced interactions between pedestrian and bicycle, leading to enhanced safety. Therefore, although no improvement in rideability was observed, the study suggests that the development of dedicated bicycle lanes has a positive impact on safety and supports their strategic implementation.]]></description>
      <pubDate>Tue, 12 May 2026 09:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669738</guid>
    </item>
    <item>
      <title>High-stress paint-only bike lanes in U.S. cities: prevalence in 2024 and patterns of geographical variation over 442 municipalities</title>
      <link>https://trid.trb.org/View/2663732</link>
      <description><![CDATA[Paint-only bike lanes are ubiquitous in U.S. cities, yet these facilities may not provide an inviting environment for bicyclists of all ages and abilities. Awareness of the stressfulness of these facilities would inform monitoring and evaluation in response to revised policy guidance.We estimated the prevalence of high traffic stress on paint-only bike lanes across 442 U.S. cities and examined patterns of variation in this measure across cities and regions. Using street-segment–level bicycling stress data created by PeopleForBikes and derived from OpenStreetMap data and established stress criteria, we defined high-stress prevalence as the proportion of total paint-only lane-miles (conventional and buffered) classified as high stress. We conducted robustness checks to assess the potential impact of missing roadway attributes on these estimates.After adjustment, 61% of the length of paint-only bike lanes nationwide was classified as high stress. Prevalence was highest in the South (65%) and West (64%) and lowest in the Northeast (25%). Segment-level analyses showed that nearly all low-stress paint-only lanes were located on roads with speed limits of 25 mph and a single motor-vehicle lane in each direction, whereas most paint-only lanes overall were installed on faster, multi-lane roadways. At the city level, high-stress prevalence was more strongly associated with where paint-only lanes were placed within the roadway hierarchy than with the composition of the broader roadway network.By documenting the prevalence and placement patterns of high-stress paint-only bike lanes, this study provides baseline descriptive information to inform monitoring and evaluation following recent shifts in design guidance.]]></description>
      <pubDate>Tue, 28 Apr 2026 17:06:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663732</guid>
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    <item>
      <title>Analysis of the Bicycle Lane Network of a Medium Sized Greek City - Case Study: Larissa</title>
      <link>https://trid.trb.org/View/2579542</link>
      <description><![CDATA[According to the European Commission, cycling (and walking) is considered an active mobility mode which, besides being of low cost and without emissions, can also bring about health benefits to society. A bike lane network along with the walkways and the public pedestrian areas with which it often intermingles can largely transform the visage of a city, its transportation system and in general the way the city functions in a positive way, given that the network has been properly and adequately planned. This paper aims at providing an analysis of the bicycle lane network of the city of Larissa, an average sized city, as regards its relation to the general notion of urban planning, the technical implementation, whether the interconnection of the distinct urban areas can be achieved and how through that network. We consider the bike lane network as a layer of nodes and axes which ideally should cover, interconnect and coincide with the main urban centers and land uses of the city when superimposed upon the urban grid. Finally, proposals will be made for further research about the way an urban network should be developed, emphasizing on the importance of nodes, axes, and interconnection among the main urban compartments and using in a new harmoniously combined way the planning tools of architecture, mathematics and possibly informatics.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579542</guid>
    </item>
    <item>
      <title>Explaining patterns of cycling speed stability and disruption</title>
      <link>https://trid.trb.org/View/2651606</link>
      <description><![CDATA[Cycling speed is an important attribute of bicycle traffic flow, being related to travel times, safety and road capacity. Although cycling speed changes constantly during a trip, it is typically measured at the trip-average or aggregated level, and microscopic speed fluctuations are rarely studied. This study aims to quantitatively understand the cycling speed stability within a trip and the determinants of speed stability and disruption. To this end, data from bicycle trips tracked with GPS devices are used. A change point detection method, the pruned exact linear time (PELT) algorithm, is adapted to split trip trajectories into segments differing in speed stability. Then, a rule-based algorithm is developed to classify segments into six speed (in)stability patterns: stable, increase, decrease, V-shape (speed decreases followed by increases), reverse V-shape (speed increases followed by decreases) and complicated unstable patterns. Finally, a two-level multinomial model is estimated to examine the determinants of different patterns. The findings suggest that stable patterns account for half the trip distances, and their speed is higher than the speed of unstable patterns. The V-shape pattern is the most frequent unstable type. Intersections, turns and built-up land use are the main causes of unstable speeds. Cycling on physically separate paths tends to involve more unstable speeds than on mixed-use infrastructures, such as bicycle streets and bicycle tracks. This study finds that daily cycling involves a considerable amount of unstable speed. While its effects have not been directly examined, speed instability likely increases travel times and physical effort and is perceived negatively by cyclists. This underscores the potential benefits of a smooth cycling network and highlights the need for future research on the role of speed stability.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651606</guid>
    </item>
    <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>
    </item>
    <item>
      <title>Incentives or dedicated bike lanes: what drives non-users’ intentions for e-bike adoption?</title>
      <link>https://trid.trb.org/View/2689435</link>
      <description><![CDATA[Electric bicycles are becoming prominent owing to their potential to replace private carbon-intensive vehicles and provide health benefits. While past research has focused on e-bike users’ self-reported determinants, very few studies have examined non-users’ adoption behaviour. We conduct a stated preference survey at the city level in India to understand the effect of policy and infrastructure attributes on purchase intentions. Results of mixed logit models show that purchase cost is the most influential factor, followed by cycling infrastructure, purchase incentives, and range anxiety. Middle-aged motorists are more sensitive to dedicated bike lanes compared to young adults and are content with moderate health benefits. Early bird incentives encourage young, low-income respondents, but not middle-aged, high-income motorists. Substituting a car with an e-bike for commuting could reduce about 635 kg of CO₂ per year. These findings provide a nuanced understanding of non-users’ adoption for policymakers to effectively promote e-bikes in emerging markets.]]></description>
      <pubDate>Mon, 13 Apr 2026 09:37:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689435</guid>
    </item>
    <item>
      <title>Exploring network scale separation strategies for car-bicycle integration</title>
      <link>https://trid.trb.org/View/2679119</link>
      <description><![CDATA[This study investigates strategies to mitigate car–bicycle conflicts in mixed traffic and their impacts on traffic speed and safety. It proposes and evaluates an approach that separates bicycles and cars onto different roads in a network. Various scenarios were compared with a baseline, accounting for traffic volume, modal share, and road hierarchy where bicycles and cars are separated. The performance of each scenario was evaluated from the perspectives of motorists and cyclists, considering car and bicycle efficiency across different trip lengths, as well as cycling stress levels assessed using the Level of Traffic Stress (LTS) score. The methodology involved estimating travel times using a traffic simulator and generating reachable areas for bicycles and cars. The study provides insights for designing multimodal transportation systems that consider both the benefits of shared road space and the potential advantages of separating bicycles and cars onto different roads. The main results are as follows: (1) Cars and bicycles show a trade-off relationship in transport efficiency in all network scenarios; the scenarios differ in the road hierarchy levels at which car and bicycle traffic are separated onto different roads; (2) Separating bicycles from cars on middle-class and local roads can upgrade the cycling environment, including efficiency and comfort, both on roads and at intersections; (3) To reconcile conflicts between motorized speed and cyclists’ comfort, enlarging high-hierarchy roads for car-dedicated use can be effective.]]></description>
      <pubDate>Thu, 09 Apr 2026 10:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679119</guid>
    </item>
    <item>
      <title>A Graph-Based Approach to the Topological Optimization of Cycling Networks for the Improvement of Safety and Comfort of Cyclists</title>
      <link>https://trid.trb.org/View/2591324</link>
      <description><![CDATA[This work aims to improve perceived safety and comfort of cyclists by proposing a topological optimization of existing cycling networks. We assign weights to a six-category system for bike lanes based on their segregation from motorized vehicles using the well-developed CycleRAP tool. Each bike lane is weighted based on its category and topological features. Graph theory metrics are then applied to analyze the core topological characteristics of cycling networks across various French municipalities. These metrics form the basis for estimating and predicting cyclists’ perceived safety and comfort levels, as reported in local surveys. Building on this relationship, we formulate a topology optimization problem aimed at maximizing predicted safety and comfort within budgetary constraints. To tackle this complex problem, we introduce a topological optimization algorithm and compare its performance with existing algorithms to ensure reliability. This approach integrates graph theory with real-world indicators, providing a comprehensive quantitative framework to support decision-making in urban planning and resource allocation.]]></description>
      <pubDate>Tue, 31 Mar 2026 16:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2591324</guid>
    </item>
    <item>
      <title>From wheels to meals: Do bike lanes drive restaurant growth in Montreal? (2005–2020)</title>
      <link>https://trid.trb.org/View/2647882</link>
      <description><![CDATA[This study explores the economic impact of bike lanes on local commercial growth in Montreal, focusing on their influence on the number of restaurants (cafés, dining and nightlife establishments). While active transportation infrastructure is often promoted for its health and environmental benefits, its potential to drive economic development remains debated. Using an Event Study Analysis (ESA) framework, this research analyzes the relationship between bike lane implementation (2005–2020) and restaurant growth within a 150-meter radius. Results indicate that bike lanes do not consistently lead to increased restaurant numbers citywide. However, significant positive effects were observed in the Ville-Marie borough, where a sustained increase in the number of restaurants was detected for up to 10 years following implementation. This study highlights the importance of aligning active transportation planning with local economic conditions to enhance the effectiveness of such investments.]]></description>
      <pubDate>Mon, 30 Mar 2026 17:11:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647882</guid>
    </item>
    <item>
      <title>Effects of Pavement Distresses on Cyclist Behavior: Observations in Metro Manila</title>
      <link>https://trid.trb.org/View/2669853</link>
      <description><![CDATA[Road defects are a common problem in the Philippines. Their presence on bicycle lanes affects the behavior of cyclists, putting their safety at risk. This study analyzed the behavior of cyclists towards road defects on Class II, unprotected, and Class III, shared, bicycle lanes in Quezon City. The presence and severity of road defects along bicycle lanes were surveyed and Cyclists’ Behavior Survey was conducted in ten locations. Selected behavior of cyclists towards pavement distresses were observed, including evasion, swerving, lane change, passing through the distress, and speed change. The road defects considered in this study are delamination, potholes, scaling, raveling, and depression. The results showed evasion as the most common behavior of cyclists when approaching road defects. It also reveals that the cyclists' behavior varies based on the types and severity of road defects based on their perceived risk on their safety.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669853</guid>
    </item>
    <item>
      <title>Determination of Minimum One-Way Bicycle Lane Width Considering Cyclists' Maneuvers</title>
      <link>https://trid.trb.org/View/2669847</link>
      <description><![CDATA[As cycling became more popular in the Philippines post-pandemic, safe and efficient bicycle infrastructure has become more necessary. Design guidelines for one-directional bicycle lanes specify a 2.44-meter width to allow abreast riding and overtaking maneuvers. However, this lacks an empirical basis. To remedy this issue, this study investigates the appropriate bicycle lane width considering observed cyclist interactions. A controlled experiment was conducted to observe cyclists’ behavior under abreast and overtaking conditions for various bicycle lane classes. Using Binomial Logistic Regression, results show the minimum comfort width for Class I and Class II lanes are 2.66 meters and 2.72 meters, respectively, indicating that the current guidelines are insufficient. In addition, the study found that protective barriers around a bike lane can reduce comfortable overtaking space, thereby decreasing the required minimum bicycle lane width. This study aims to contribute to literature that promotes cyclist comfort and increased safety of cycling infrastructure.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669847</guid>
    </item>
    <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>
    </item>
    <item>
      <title>The Quality of Bicycle Infrastructure in Yogyakarta City: A Case of Suroto Bicycle Lane</title>
      <link>https://trid.trb.org/View/2655500</link>
      <description><![CDATA[Suroto Street, located in a strategic area in Yogyakarta City, plays an important role in accommodating the mobility of residents, including bicycle users. Unfortunately, the narrow physical condition of the road and the interference from motorized vehicles using the bicycle lane often interfere with the comfort of bicycle users. This study examines bicycle lane characteristics and users and evaluates lane performance. It also prioritizes bicycle lane improvements to enhance comfort. Using both quantitative and qualitative methods, data were collected through field observations and questionnaires from 100 respondents through non-probability sampling. The analysis methods included Descriptive Statistics (Frequency), Kruskal-Wallis test, BLOS analysis, Patton-Savicky policy analysis, and Analytic Hierarchy Process (AHP). Findings revealed missing complementary facilities and poor bicycle service levels. Experts recommend prioritizing improvements to minimize motor vehicle interference, while the Kruskal-Wallis test highlights that bicycle rental stations significantly impact user satisfaction on Suroto Street in Yogyakarta.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655500</guid>
    </item>
    <item>
      <title>A Multi-Lane Cellular Automaton Model Based on Non-Motorized Lane Occupancy Behavior</title>
      <link>https://trid.trb.org/View/2613319</link>
      <description><![CDATA[In order to study the impact of non-motorized vehicles’ lane-occupying behavior on motorized vehicles’ driving, for the shortcomings of the STCA model, which can only simulate the behavior of vehicles on two lanes, this study proposes the addition of a non-motorized lane based on the STCA model. The simulation of motorized and non-motorized barriers is added as a comparison to reflect the impacts of non-motorized lane occupancy on motorized vehicles by analyzing lane congestion, speed changes between motorized vehicles and non-motorized vehicles, and the lane-changing rate of the two. The results show that the installation of the motorized and non-motorized barriers has effectively improved the efficiency of motor vehicle traffic, resulting in an increase in the average speed of motor vehicles by about 13.13% and the maximum speed of motor vehicles by about 16.43%. And it validates the conjecture that, to some extent, the higher the flow of non-motorized vehicles, the greater the impact on motorized vehicles.]]></description>
      <pubDate>Fri, 20 Mar 2026 14:10:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613319</guid>
    </item>
    <item>
      <title>Urban Growth, Congestion, and Equity: Leveraging Multi-Mobility and Active Infrastructure Investments for Livable Cities</title>
      <link>https://trid.trb.org/View/2625421</link>
      <description><![CDATA[This study evaluates growth and congestion to predict areas in the United States that will rank highly in each metric both presently and in the future. This work contributes a rolling framework methodology, which includes the collection and synthesis of a large set of variables to evaluate the dynamics of these factors' impacts over time. By incorporating an adaptive Bayesian learning framework, the model is able to both use previous information when relevant and reset this information in response to changing conditions when previous information no longer holds. The Growth Propensity Index for urban counties in the United States serves as a validation mechanism for some of the multi-disciplinary theories of urban growth. The inclusion of established relationships between variables such as population density, active modes of transportation, and spatial distribution of opportunities on the Congestion Propensity Index captures unique measures of suburbanization and urbanization dynamics. In finding the congestion and active mobility relationships to be significant, this work then investigates the design of street networks, especially Complete Streets conversions. It evaluates how these designs affect the network fundamental diagrams (NFDs) across multiple modes of traffic by using area-based densities found to be especially important for micromobility vehicles and pedestrians. These networks are designed and simulated using the SUMO (Simulation of Urban MObility) model to evaluate four distinct street scenarios with varying degrees of separation, incorporating elements such as sidewalks, bike lanes, and exclusive bike lanes. Network efficiency was improved as more separation elements were included, indicating the potential of active mobility investments in quelling some of the challenges cities face.]]></description>
      <pubDate>Mon, 16 Mar 2026 08:41:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625421</guid>
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