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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Exploring the moderating role of gender in the link between depressive symptoms and non-household transportation use: A cross-sectional study in rural Alabama</title>
      <link>https://trid.trb.org/View/2679416</link>
      <description><![CDATA[The lack of transportation options is a common denominator for insufficient access to basic needs in rural areas, and the literature notes differences in the distribution of transportation use by gender. This study investigated whether gender moderates the relationship between depressive symptoms and non-household transportation use among Black/African Americans in rural areas in Alabama. Multiple regression was performed to examine the interaction effect between depressive symptoms and gender on non-household transportation use. Depressive symptoms and gender interacted with one another to be associated with the use of non-household transportation. Among those with higher depressive symptoms, females are less likely to use non-household transportation compared to males. Health insurance, perceived transportation barriers, and car ownership were significantly associated with non-household transportation use. To reduce gender gaps in non-personal transportation access in resource-limited communities, it is crucial for service organizations or governmental authorities to focus on more vulnerable groups to resolve their unmet transportation needs.]]></description>
      <pubDate>Thu, 09 Apr 2026 10:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679416</guid>
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    <item>
      <title>Without Risk Reduction: How Black Men’s Well-being and Humanity Are Compromised in Mobile Public Spaces</title>
      <link>https://trid.trb.org/View/2470475</link>
      <description><![CDATA[This article examines how Black men are targeted for aggression in mobile public spaces in Chicago, Illinois. Drawing on ethnographic data collected across several years, the authors used public transit as the study space because this environment features riders and transit personnel who are temporarily confined while mobile and with limited options to avoid or escape from racism and racial aggression.  Most of the data were collected during the end of morning transit rush hours (8:00 a.m.–9:00 a.m.), mid-morning through midday (10:00 a.m.–3:30 p.m.), the latter part of evening transit rush hour and early evening (6:00 p.m.–8:00 p.m.), and occasional late evenings (10:00 p.m.–mid-night), weekends, and holidays. During rides, passenger-passenger interactions were the primary focus. Interactions between the bus driver and passengers were primarily recorded during boardings and departures, as these interactions are usually quick or did not happen at all. Interactions between Metra train personnel and passengers were recorded throughout the rides.  The authors coded their observations, identifying three main themes: perceptions of Black men, treatment of Black men, and how Black men responded and tried to navigate their experiences.  The article includes descriptions of specific encounters as well as quotations from the participants.  The authors’ conclusion focuses on three categories of results: Black men are threatened with harm; their bodies are treated as sites of fear; and their well-being is risked through an institutional breach of duty to provide safety for them as passengers and transit personnel.]]></description>
      <pubDate>Mon, 13 Jan 2025 10:34:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470475</guid>
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    <item>
      <title>The racial composition of road users, traffic citations, and police stops</title>
      <link>https://trid.trb.org/View/2389348</link>
      <description><![CDATA[This paper exploits the potential of Global Positioning System datasets sourced from mobile phones to estimate the racial composition of road users, leveraging data from their respective Census block group. The racial composition data encompasses approximately 46 million trips in the Chicago metropolitan region. The research focuses on the relationship between camera tickets and racial composition of drivers vs. police stops for traffic citations and the racial composition in these locations. Black drivers exhibit a higher likelihood of being ticketed by automated speed cameras and of being stopped for moving violations on roads, irrespective of the proportion of White drivers present. The research observes that this correlation attenuates as the proportion of White drivers on the road increases. The citation rate measured by cameras better matches the racial composition of road users on the links with cameras than do stops by police officers. This study therefore presents an important contribution to understanding racial disparities in moving violation stops, with implications for policy interventions and social justice reforms.]]></description>
      <pubDate>Wed, 12 Jun 2024 16:04:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389348</guid>
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    <item>
      <title>COVID-19 and race: Double emergencies for women of color</title>
      <link>https://trid.trb.org/View/2222595</link>
      <description><![CDATA[Women of color face unique health challenges during the COVID-19 pandemic. This disproportionate impact on women of color should not be dealt with by women and their families alone. Dealing with existing health and social conditions in addition to the COVID-19 health crisis requires paying special attention to the information shared to leverage these important data points for the development of targeted programs. By addressing the definition of what is an emergency and how women of color indeed are facing both preexisting and COVID-19 emergencies, via collected data available, acknowledges their compounded health implications and need for prompt action.]]></description>
      <pubDate>Mon, 21 Aug 2023 09:08:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2222595</guid>
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    <item>
      <title>The Problem Has Existed over Endless Years: Racialized Difference in Commuting, 1980–2019</title>
      <link>https://trid.trb.org/View/2142169</link>
      <description><![CDATA[How have the longer journeys to work faced by Black commuters evolved in the United States over the last four decades? Black commuters spent 49 more minutes commuting per week in 1980 than White commuters; this difference declined to 22 minutes per week in 2019. Two factors account for the majority of the difference: Black workers are more likely to commute by transit, and Black workers make up a larger share of the population in cities with long average commutes. Increases in car commuting by Black workers account for nearly one quarter of the decline in the racialized difference in commute times between 1980 and 2019. Today, commute times have mostly converged (conditional on observables) for car commuters in small- and mid-sized cities. In contrast, differential job access today drives persistent differences of commute times, particularly in large, congested, and expensive cities.]]></description>
      <pubDate>Wed, 31 May 2023 10:58:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2142169</guid>
    </item>
    <item>
      <title>Perceptions of surveillance: Exploring feelings held by Black community leaders in Boston toward camera enforcement of roadway infractions</title>
      <link>https://trid.trb.org/View/2147075</link>
      <description><![CDATA[Roadway camera enforcement programs have been found to effectively reduce vehicle travel speeds, as well as decrease the number and severity of collisions. Despite a wealth of evaluative research confirming this enforcement approach's aptitude at promoting safer roadway behavior, fewer than 50 % of US states currently host camera-based programs. Public opposition is frequently cited as the cause for the slow proliferation of this enforcement strategy. However, with public demand for police reform having an increasing presence on the national political stage, how might feelings toward camera technology currently stand among groups most marginalized by existing enforcement systems, and how might those feelings vary by type of enforcement application? Through a series of focus groups, this work centers Black voices on matters of surveillance and roadway enforcement by discussing sentiment toward camera programs with Black community leaders. This discussion is contextually situated in Boston, Massachusetts, where legislation that would allow for camera enforcement of roadway infractions is actively being deliberated in the State Senate. Findings culminate in a list of right-sizing and procedural recommendations for policy makers hoping to gain support for camera enforcement, improve roadway safety, and advance racial equity in our systems of policing and governance.]]></description>
      <pubDate>Tue, 30 May 2023 13:17:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2147075</guid>
    </item>
    <item>
      <title>“You always think about what other people be thinking”: Black men and barriers to cycling in London</title>
      <link>https://trid.trb.org/View/2147014</link>
      <description><![CDATA[The climate crisis and coronavirus pandemic have highlighted the need and potential to increase cycling, alongside inequalities in current cycling levels. In London, UK, groups including women, ethnic minority communities, and disabled people are under-represented. While gender-based marginalisation within cycling is more widely discussed, racial exclusions remain under-researched, and no other study focuses on experiences of cycling among Black men. This small qualitative study recruited Black male Londoners, a group whose cycling rates remain low compared to White males, although they have relatively high cycling potential and expressed demand for cycling. Speaking to Black men who cycle at least occasionally, it explored their experiences of and feelings about cycling, and the barriers that prevent them from cycling more. The analysis identifies barriers associated with direct discrimination or marginalisation, and barriers more connected to London's wider structural inequalities in areas such as employment, poverty, and housing. Among the former are racism, stop and search, and lack of visual representation; among the latter are access to infrastructure, secure parking, and the Cycle to Work scheme. Some interviewees suggest a Black cycling eco-system is needed to address a problematic dynamic of invisibility/visibility among Black men with respect to cycling.]]></description>
      <pubDate>Tue, 25 Apr 2023 16:33:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2147014</guid>
    </item>
    <item>
      <title>Assessment of the First-and-Last-Mile Problem in Underserved Communities: Case Study in Camden City, NJ</title>
      <link>https://trid.trb.org/View/2149822</link>
      <description><![CDATA[The first-/last-mile (FLM) trip is the distance a person needs to complete before boarding a transit stop or after alighting. Challenges to completing the FLM trip significantly affect disadvantaged groups who are highly reliant on transit, including people with disability, people of color, older populations, and low-income travelers. To evaluate the FLM trip, this study referred to the current literature and identified the factors associated with challenges in completing the FLM trip. The identified elements were categorized into safety, accessibility, demographic, and health-related factors. The analytic hierarchy process (AHP) method was utilized to weigh these factors and evaluate the FLM problem in the study area, Camden City, New Jersey. To implement this, a questionnaire was designed and distributed to transportation professionals in New Jersey. The experts were required to rank the importance of each factor based on their experience and in consideration of the study area. Finally, the study utilized the multi-criteria analysis AHP approach supported by ArcGIS to model the problem spatially. A data inventory of Camden City was completed to run the spatial analysis. The outcome presented in this paper is a spatial evaluation of the FLM barriers in the study area. In addition, it provides a prioritization of the factors associated with FLM issues concerning underserved communities. This research offers a comprehensive approach to understanding the barriers to fair and accessible transportation systems and helps professionals overcome these barriers and maintain equitable transportation networks.]]></description>
      <pubDate>Mon, 10 Apr 2023 14:39:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2149822</guid>
    </item>
    <item>
      <title>Pedestrian Injuries by Social Equity Factors in Oregon: Measuring Statewide Pedestrian Injury Disparity Using Common Data</title>
      <link>https://trid.trb.org/View/1996394</link>
      <description><![CDATA[Past research and planning has highlighted the existence of pedestrian injury disparities throughout the United States. Some local agencies have performed cursory analysis in Oregon, but no statewide analysis of pedestrian injuries has been completed to see how these injury outcomes differ by race and income. This paper first documents racial pedestrian fatality disparities in Oregon, and then presents an analysis using a simplified index to explore if areas with higher concentrations Black, Indigenous and People of Color (BIPOC) and or lower-income Oregonians face disproportionate levels of pedestrian crashes and fatalities. The analysis shows that BIPOC Oregonians experience higher levels of pedestrian fatalities, and that these disparities have worsened in recent years. Further, census tracts with higher proportions of BIPOC and low-income Oregonians experience higher rates of pedestrian injuries and fatalities, as well as being subject to more vehicle miles travelled, more high-speed arterials, and higher levels of travel by walking and transit. The analysis approach provides a set of tools to analyze pedestrian injuries and disparities which can be easily implemented using accessible data sources, and provides a starting point for agencies to assess and begin acting to improve pedestrian safety inequities.]]></description>
      <pubDate>Fri, 16 Sep 2022 08:40:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1996394</guid>
    </item>
    <item>
      <title>Racial Equity, Black America, and Public Transportation, Volume 1: A Review of Economic, Health, and Social Impacts</title>
      <link>https://trid.trb.org/View/2015247</link>
      <description><![CDATA[This report reviews the literature and summarizes common practices of the 20th and 21st centuries that had significant economic, health, and social impacts, and the racial gaps that emerged as a result of transportation inequities, deliberate actions, policies, and projects. The research report is the first of four volumes to be published under TCRP Project H-59.  The research team has included as part of this literature review a section that provides a thematic outline of identity profiles that will inform the development of focus group instruments, social climate analysis parameters, and quantification focus areas, which will then all feed into the development of a formal set of recommended approaches to reparative transportation planning and investment priorities that will be documented in Volumes 2, 3, and 4.]]></description>
      <pubDate>Sun, 04 Sep 2022 17:23:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2015247</guid>
    </item>
    <item>
      <title>Can I Borrow [for] Your Car? Income, Race, and Automobile Debt in California</title>
      <link>https://trid.trb.org/View/2012412</link>
      <description><![CDATA[The COVID-19 crisis elevated the importance of private vehicles. The pandemic drove riders off public transit and spawned additional car-based activities such as drive-through testing and vaccinations and curbside pick-ups. Yet millions of low-income and non-white households do not own vehicles. This chapter draws on a unique credit panel dataset to examine automobile debt and delinquency in California. In particular, the authors examine whether automobile debt patterns during the pandemic differed from those during and coming out of the Great Recession (December 2007–June 2009). The authors also analyze the response to the COVID-19 recession across neighborhoods by income and race. Similar to the situation during the Great Recession, the authors find that the number of automobile loans per borrower declined. While the automobile debt burden (the ratio between total automobile debt and aggregate income) also declined, it fell far less during the pandemic than during the Great Recession. Moreover, automobile loan delinquencies spiked during the Great Recession but instead continued to drop during the pandemic. Finally, the COVID-19 crisis affected consumers differently by both race and income. Automobile debt burden rose in low-income, Latino/a, and Black neighborhoods, a pattern that preceded but continued unabated during the pandemic. The findings suggest that COVID-19 relief may have helped some families manage their automobile-related expenditures. However, other factors, such as increasing automobile prices, likely contributed to growing debt burdens, a potential source of financial distress.]]></description>
      <pubDate>Wed, 31 Aug 2022 16:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2012412</guid>
    </item>
    <item>
      <title>Proximity of public schools to major highways and industrial facilities, and students’ school performance and health hazards</title>
      <link>https://trid.trb.org/View/1907713</link>
      <description><![CDATA[Children with consistent exposure to air pollution have increased asthma, chronic respiratory problems, and neurobehavioral dysfunction. However, many schools are located in close proximity to highways and industrial facilities which are key sources of air pollution to children. The goal of this study is to explore the association between the proximity from schools to highways and industrial facilities, and children’s school performance and health hazards. The authors measured the distances from 3,660 Michigan public schools to highways and industrial facilities, and linked these to the Michigan Educational Assessment Program test performance rate and the National Air Toxics Assessment’s respiratory and neurological hazards. The authors found that schools located closer to highways and industrial facilities had higher risks of respiratory and neurological diseases than those located farther away. The authors  also found that schools located closer to major highways had a higher percentage of students failing to meet the state standards than the latter after controlling for the location of schools, student expenditure, school size, student–teacher ratio, and free lunch enrollment. In addition, a larger percentage of black, Hispanic, or economically disadvantaged children attended schools nearest to pollution emissions than white students.]]></description>
      <pubDate>Mon, 29 Aug 2022 15:52:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1907713</guid>
    </item>
    <item>
      <title>Commuting Carless: A Qualitative Study of Transportation Challenges for Disadvantaged Job Seekers in Chicago, IL</title>
      <link>https://trid.trb.org/View/1919106</link>
      <description><![CDATA[Intersecting systems of land use and transportation access, employment opportunities, employer roles, and neighborhood dynamics shape commuting experiences among people of color and other marginalized communities, but how they do so is not well known. This study adopts a qualitative approach to identify understudied and interconnected factors in the transportation experiences of disadvantaged job seekers in Chicago, especially those identifying as Black who commute without cars. Majority Black job seekers in focus group discussions reported a complex web of transportation barriers to employment, including those related to geographic and schedule mismatches, resulting in lost opportunities and heavy commute burdens. Job seekers desire closer quality jobs and more coordination between employers and transit agencies. Respondents suggested that employers, who are sometimes biased toward hiring those with personal vehicles, are personally unaware of transportation experiences that the entry-level workforce faces. Findings showed that job access strategies for disadvantaged workers need broader understandings of lived—rather than solely modeled—job accessibility. Accessibility assessments will be overly optimistic without accounting for security concerns that exist in some locations and that disproportionately affect people of color. Although transportation improvements are vital, the findings showed that transportation strategies are insufficient without holistic strategies, such as equitable community and economic development.]]></description>
      <pubDate>Wed, 23 Feb 2022 16:12:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1919106</guid>
    </item>
    <item>
      <title>Prevalence and Mechanisms of Discrimination: Evidence from the Ride-Hail and Taxi Industries</title>
      <link>https://trid.trb.org/View/1890814</link>
      <description><![CDATA[Ride-hail services, including Uber and Lyft, have upended the taxi industry, but it remains unclear whether ride-hailing, like taxis, discriminates against riders based on race. To understand whether and when discrimination manifests in for-hire vehicle services, I conducted an audit of Uber, Lyft, and taxis in Los Angeles. Discrimination against black taxi riders resulted in far higher rates of trip cancellation and longer wait times compared with white riders. By contrast, ride-hailing dramatically reduced differences between riders. Findings suggest that discrimination occurs when people learn of rider characteristics and yield implications for how planners can use technology to deter discrimination.]]></description>
      <pubDate>Mon, 07 Feb 2022 09:43:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1890814</guid>
    </item>
    <item>
      <title>An Equity Analysis of Clean Vehicle Rebate Programs in California</title>
      <link>https://trid.trb.org/View/1890620</link>
      <description><![CDATA[While clean vehicle adoption is encouraged by the use of rebates, they also raise concerns about equity, due to the fact that low-income households are at a disadvantage because of the requirement of upfront capital for vehicle acquisition. Another issue is that rebates also may not incentivize the use of clean vehicles in areas with more pollution - the precise areas where air quality benefits would be greater - since economically disadvantaged communities typically experience worse air quality than those that are wealthier. The authors looked at two California rebate programs in order to analyze whether policy design elements that promote equity changed the associations between rebate allocation rates and census tract characterizations, including race and ethnicity, education, community disadvantage, ambient air pollution, and household income. The authors discovered that more rebates were issued per household by the Clean Vehicle Rebate Project to advantaged, better-educated, higher-income communities with intermediate levels of ambient nitrogen dioxide (NO₂) and a greater number of White residents. While distributional equity was improved by an income cap and income-tiered rebate amount that were introduced part way through the program, there were still fewer rebates issued to less-educated, lower income census tracts with higher percentages of non-Hispanic Black and Hispanic residents. In addition, the overall number of rebates that were distributed was reduced by these policy design elements. There was a positive association in the Enhanced Fleet Modernization Program, which integrates further equity-related design elements, between rebate allocation rates with community disadvantage, lower education and income, and a higher proportion of Hispanics, and the highest rates were in areas with somewhat higher NO₂ levels. In conclusion, design elements, such as expanded vehicle eligibility, income-tiered rebate amounts, increased benefit eligibility in disadvantaged communities, and an income gap have the ability to facilitate the expansion of rebates to areas that have higher air pollution burdens with populations that are more socioeconomically diverse.]]></description>
      <pubDate>Mon, 31 Jan 2022 17:10:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1890620</guid>
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