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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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    <item>
      <title>Neighborhood educational disparities in active commuting among women: the effect of distance between the place of residence and the place of work/study (an ACTI-Cites study).</title>
      <link>https://trid.trb.org/View/1491347</link>
      <description><![CDATA[Active transportation has been associated with favorable health outcomes. Previous research highlighted the influence of neighborhood educational level on active transportation. However, little is known regarding the effect of commuting distance on social disparities in active commuting. In this regard, women have been poorly studied. The objective of this paper was to evaluate the relationship between neighborhood educational level and active commuting, and to assess whether the commuting distance modifies this relationship in adult women. This cross-sectional study is based on a subsample of women from the Nutrinet-Sante web-cohort (N = 1169). Binomial, log-binomial and negative binomial regressions were used to assess the associations between neighborhood education level and (i) the likelihood of reporting any active commuting time, and (ii) the share of commuting time made by active transportation modes. Potential effect measure modification of distance to work on the previous associations was assessed both on the additive and the multiplicative scales. Neighborhood education level was positively associated with the probability of reporting any active commuting time (relative risk = 1.774; p < 0.05) and the share of commuting time spent active (relative risk = 1.423; p < 0.05). The impact of neighborhood education was greater at long distances to work for both outcomes. The authors' results suggest that neighborhood educational disparities in active commuting tend to increase with commuting distance among women. Further research is needed to provide geographically driven guidance for health promotion intervention aiming at reducing disparities in active transportation among socioeconomic groups.]]></description>
      <pubDate>Tue, 02 Jan 2018 10:39:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1491347</guid>
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    <item>
      <title>Regional disparities in road traffic injuries and their determinants in Brazil, 2013</title>
      <link>https://trid.trb.org/View/1486755</link>
      <description><![CDATA[In recent decades middle-income countries have experienced a rapid increase in the number of cars and motorcycles. Increased deaths and hospitalizations due to road traffic injuries (RTI) has been observed in several countries as a result. In this study we assessed the determinants of RTIs in Brazil by mode of transportation and compared differences in RTI rates among macro-regions. We used data from the National Health Survey (NHS) conducted in 2013 by the Brazilian Institute of Geography and Statistics and the Ministry of Health. NHS is a comprehensive household survey which includes a representative sample (N=60,198) of individuals aged 18 years or older. The prevalence and determinants of RTI were estimated according to different modes of transport (car/van, motorcycle, and other) and regions of the country. Bivariate and multivariable logistic regression models were applied to assess crude and adjusted odds ratios, respectively, and their 95 % CI for RTI determinants. The prevalence of RTI for the Southeast, South, Central-West, Northeast and North regions of Brazil was 2.4 %, 2.9 %, 4.4 %, 3.4 % and 4.8 %, respectively, pointing to important differences among regions. High percentages of motorcyclists were observed in the Northeast and North regions. For motorcyclists, factors associated with RTIs were being male (OR=2.6;95 % CI:2.3;3.0), aged 18-29 (OR=3.2; 95 % CI:2.7;3.8) and 30-39 years (OR=2.0;95 % CI:1.7;2.5), black (OR=1.4;95 % CI:1.1;1.7), having elementary educational (OR=1.5;95 % CI:1.1;1.9), reporting binge drinking behavior (OR=1.3;95 % CI:1.1;1.5), and living in the Central-West (OR=2.0;95 % CI:1.6;2.5), Northeast (OR=1.8;95 % CI:1.5;2.1) and North (OR=2.0;95 % CI:1.6; 2.5) regions of the country. The independent variables associated with RTI for car/van occupants were being male (OR=1.7;95 % CI:1.4;2.1), aged 18-29 (OR=1.5;95 % CI:1.1;2.0) and 30-39 years (OR=2.5;95 % CI:1.9;3.2), reporting binge drinking behavior (OR=2.0;95 % CI:1.6;2.5) and living in the South region (OR=1.6;95 % CI:1.3;2.1). There were considerable regional disparities in RTI rates across Brazil's regions. Motorcyclists contributed to the high RTI rates in these regions as did demographic factors and behaviors such as alcohol use. These findings can help guide interventions to reduce the burden of RTIs in Brazil.]]></description>
      <pubDate>Tue, 31 Oct 2017 09:07:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1486755</guid>
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    <item>
      <title>Effects of transportation barriers on geographic asymmetries in labour markets</title>
      <link>https://trid.trb.org/View/1483487</link>
      <description><![CDATA[The main motivation of this paper is to derive testable predictions on how investments in transport infrastructure might influence spatial wage disparities and commuting flows in a region where a topographical barrier separates the geography into two areas. Wages and commuting flows result from a labour market equilibrium with duopsonistic wage-setting. The results provide important input both for the conduction of cost benefit assessments, and for a discussion of wider impacts of transport investments. The analysis distinguishes between alternative types of equilibrium solutions, according to the direction of commuting flows between central and peripheral areas of the region, and the analysis also derives the conditions under which each type of equilibrium solution will be realized.]]></description>
      <pubDate>Wed, 27 Sep 2017 10:17:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483487</guid>
    </item>
    <item>
      <title>Spatial Disparities, Transport Infrastructure, and Decentralization Policy in the Delhi Region</title>
      <link>https://trid.trb.org/View/1455265</link>
      <description><![CDATA[Spatial-development policies in India have aimed to achieve balanced regional development. However, these attempts have had limited success, as development is still concentrated in certain large urban areas. For that reason, sustainably accommodating the country’s projected population increase remains a challenge. Taking the Delhi National Capital Region (NCR) as a case study and utilizing digitized tehsil boundaries and transport networks from regional plans, along with the recently released 2011 census enumeration, this paper investigates both recent settlement developments and the influence of the transport infrastructure on balanced regional development. The results reveal that population growth is concentrated in and around Delhi. A positive relationship has been established between the provision of major road infrastructure and employment growth in the peripheral areas. According to current trends, reducing disparities will require a mix of top-down and bottom-up approaches to enforce infrastructure-integrated spatial development and to strengthen the regional and local authorities to facilitate plan formulation and implementation.]]></description>
      <pubDate>Mon, 01 May 2017 09:36:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1455265</guid>
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    <item>
      <title>Linking transportation and population health to reduce racial and ethnic disparities in transportation injury: Implications for practice and policy</title>
      <link>https://trid.trb.org/View/1442167</link>
      <description><![CDATA[In both developing and advanced economies, it is commonly believed that lower income and minority populations are disproportionately at risk of being injured or killed in a motor vehicle crash, especially as pedestrians. However, this risk is rarely quantified with information about exposure. The authors argue that a combined transportation–population health framework is one way to quantify, and therefore prioritize, equity considerations in transportation safety decision-making. The authors illustrate this approach with an analysis that compares age-adjusted fatal and nonfatal injury rates per 100 million person-trips by race/ethnicity and sex for motor vehicle occupants, bicyclists, and pedestrians. The authors found that, per trip, whites are equally safe as pedestrians and motor vehicle occupants, whereas other racial and ethnic groups for whom the authors have data are less safe when they walk. In addition, black/African-American female motor vehicle occupants and pedestrians have higher inpatient injury risk than female travelers of other races and ethnicities (for whom the authors had sufficient data). Such differences in transportation injury risk by race and ethnicity warrant deeper analysis to understand the underlying reasons, such as whether certain groups of travelers are exposed to qualitatively different hazards when they travel. The authors discuss frameworks for including information about injury disparities in decision-making.]]></description>
      <pubDate>Mon, 27 Mar 2017 09:34:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1442167</guid>
    </item>
    <item>
      <title>On the Development of High-speed Transportation Network and its Effect on the Transition of Travel Time in Japan</title>
      <link>https://trid.trb.org/View/1427893</link>
      <description><![CDATA[High-speed transportation networks such as highway, bullet train, and airline play an important role in national spatial planning. However, these networks have been mainly constructed to improve accessibility between large cities. Thus, the effects of these networks in local cities have not been clarified sufficiently. In order to evaluate the transportation networks by travel time and regional balance, this study analyzes the change of travel time considering changes of networks from 1960 to 2035. First, the authors found out that network between Tokyo and Osaka had been connected first, networks which connect local cities had been constructed to reduce the disparity between cities. Second, the reduction of travel time occurred mainly by airline in Kyushu region, and by the Shinkansen in Tohoku region. Third, the construction of Linear Chuo Express is expected to improve the accessibility of Nagano and Yamanashi.本稿はバランスのとれた交通網形成に役立てるため、（高速交通網がもたらした国土構造の形成を旅客交通の所要時間の観点から評価し、）国内市町村間の高速交通網の整備度合いの格差・優先順位を比較することで地域へのアクセス改善の効果を交通手段別に明示し，大都市への集中や地域間格差について議論を行った．この結果、１）日本の交通網は東京・大阪間を軸に整備が進められ，その後格差を埋める形で地方の交通網の整備が行われた　２）九州地方では航空機による、東北では新幹線による平均所要時間の短縮効果が大きい　３）中央リニア新幹線の整備によるアクセス改善効果は長野県や山梨県などの中間駅付近の市町村で顕著に見られる　ということが明らかになった．]]></description>
      <pubDate>Mon, 21 Nov 2016 13:24:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1427893</guid>
    </item>
    <item>
      <title>Regional disparity analysis of Chinese freight transport CO2 emissions from 1990 to 2007: Driving forces and policy challenges</title>
      <link>https://trid.trb.org/View/1426116</link>
      <description><![CDATA[Freight transportation and logistics act as the artery of the national economy. With a booming economy, China's freight transport sector has experienced dramatic growth in recent decades and has become a key driving force of China's CO2 emissions. Therefore, effective and efficient mitigation policies in the freight transport sector are critical for China to promote CO2 emission mitigation strategies. In contrast to other countries, China's challenge stems not only from technical issues but also from regional socioeconomic disparities, which in turn require the implementation of locally oriented policies. For this reason, an analysis based on regional disparity is of vital importance for future policy making. However, to date, there have been few pertinent studies on the freight transportation sector. To fill this gap, this paper aims to conduct an in-depth comparative study of CO2 emission characteristics and the driving forces in the freight transport sector in China's three regions (covering 31 provinces) from 1990 to 2007. The log mean Divisia index method (LMDI) is employed to analyse the driving forces, and the Gini coefficient is used to investigate regional inequity. Additionally, regional disparity is explored in-depth based on the analytical results and practical concerns. The results highlight that economic structure is a key driving force for emissions change and reveal significant regional disparity and inequity in freight transport emissions. The results are critical for future policy-making to address regional concerns.]]></description>
      <pubDate>Mon, 31 Oct 2016 09:09:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426116</guid>
    </item>
    <item>
      <title>Perception in Disparity: An Efficient Navigation Framework for Autonomous Vehicles with Stereo Cameras</title>
      <link>https://trid.trb.org/View/1370662</link>
      <description><![CDATA[Stereo cameras are widely used in autonomous vehicles as environmental perception sensors because of their availability and low cost. However, efficiently utilizing the obtained disparity images to generate a desirable local path for the vehicle still remains a challenging problem. In this paper, the authors present a novel navigation framework for autonomous vehicles equipped with stereo cameras, featuring finishing all of the perception and path planning tasks directly within the disparity space. Comparing with the popular 3-D counterpart, disparity is a projected geometric space that contains more primitive information directly computed from the stereo images. Furthermore, disparity image is a more compact representation for large field of 3-D Cartesian space, which makes perception and path finding in longer distance possible. The proposed framework is composed of three modules, namely, local disparity map building, slope analysis and obstacle detection, and path planning. Two important properties concerning the motion and slope in disparity space are presented for the first time, i.e., the motion model and the slope model in disparity space. With the motion model, the framework first fuses consecutive disparity maps to construct a more reliable and complete local map. Then, a novel slope analysis method called V-Intercept is developed based on the slope model. It can efficiently analyze slopes and obstacles, generating a reasonable cost map directly from the disparity image. Finally, the obstacles in the cost map are expanded properly, and a customized A* search algorithm is performed to find a reasonable path in disparity space. The experimental results show that the authors' framework works well under various kinds of environments. The resulting system can efficiently perceive and plan on a much larger range and react to obstacles further beyond the traditional Cartesian-based method.]]></description>
      <pubDate>Mon, 01 Feb 2016 09:26:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370662</guid>
    </item>
    <item>
      <title>Disparity space image's features analysis for error prediction of a stereo obstacle detector for heavy duty vehicles</title>
      <link>https://trid.trb.org/View/1354479</link>
      <description><![CDATA[Vision-based perception has been explored as low-cost, flexible technology for industrial applications and advanced driver assistance systems (ADAS). Its inherent flexibility presents a challenge quantifying performance and often even quantifying increases or decreases in system performance as conditions change. Experience enables designers to employ various ”rules of thumb” while commercially viable products require quantitative performance. This paper explores the correlation between features and characteristics of the Disparity Space Image (DSI) and resulting performance for an object detection application. The specific application is an object detection system suitable for highly chaotic environments often found in earthmoving industry. Features and characteristics with strong correlations can be used to improve system design and predict system performances at run-time. High-quality stereo images are used to characterize baseline system performance. These images are then artificially degraded to simulate fog, darkness, and blurring and subsequent system performance compared to baseline results.]]></description>
      <pubDate>Sat, 30 May 2015 18:00:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1354479</guid>
    </item>
    <item>
      <title>Stereo Vision Enabling Fast Estimation of Free Space on Traffic Roads for Autonomous Navigation</title>
      <link>https://trid.trb.org/View/1342656</link>
      <description><![CDATA[A novel algorithm capable of estimating free space for vehicle navigation is presented. When a disparity map, dense or sparse, from stereo matching and a longitudinal profile of the road surface on the disparity domain are provided, the free space is estimated precisely. According to the longitudinal profile of the road surface, the disparity map is classified into an obstacle disparity map and a road surface disparity map. After combining these two disparity maps through a score map, a border line separating the road surface and the non-road surface is estimated using dynamic programming on a disparity representation. The main contribution of the proposed approach is the robust detection of the free space and the distance between stereo cameras and obstacles, whereby the detection is sufficiently rapid for vehicle navigation. The validity of the proposed algorithm is demonstrated by experiments through many outdoor road images from various traffic scenarios.]]></description>
      <pubDate>Thu, 26 Feb 2015 09:54:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1342656</guid>
    </item>
    <item>
      <title>Disentangling the impacts of geography and Aboriginality on serious road transport injuries in New South Wales</title>
      <link>https://trid.trb.org/View/1248245</link>
      <description><![CDATA[Aboriginal people in Australia have higher rates of transport injury than non-Aboriginal people, but a greater proportion of Aboriginal people live in rural or remote areas where risk of these injuries is higher. This paper investigated the contributing effect of geography on the relationship between Aboriginality and road transport injury rates in the state of New South Wales.  Linked hospital admission and mortality records for individuals for the years 2001–2007 were grouped into distinct injury events. Multilevel Poisson regression was used to examine disparities in injury rates between Aboriginal and non-Aboriginal people clustered within geographic areas of residence.  Overall, Aboriginal people had higher rates of road transport injuries (IRR: 1.18, 95% CIs: 1.09–1.28). However, there was no significant difference when geographic clustering was taken into account (IRR: 1.00, 95% CIs: 0.96–1.04). This effect was further influenced by mode of transport for the injury, with Aboriginal people having higher rates of pedestrian (IRR: 1.96, 95% CIs: 1.75–2.19) and lower rates of motorcycle (IRR: 0.64, 95% CIs: 0.59–0.70) injuries in all almost all local areas, while there was no systematic pattern across geographic areas for small vehicle injuries (IRR: 1.01, 95% CIs: 0.94–1.08).  Geography plays an important role in the population disparity of road transport injuries between Aboriginal and non-Aboriginal people, and has a differential impact for different types of road transport injury. Exploring how individual and geographic factors influence patterns of disparity allows for clearer targeting of future intervention strategies.]]></description>
      <pubDate>Fri, 24 May 2013 08:39:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1248245</guid>
    </item>
    <item>
      <title>Racial Threat, Suspicion, and Police Behavior. The Impact of Race and Place in Traffic Enforcement</title>
      <link>https://trid.trb.org/View/1216959</link>
      <description><![CDATA[This article discusses racial bias in traffic enforcement. This has become a popular line of inquiry, but examinations into explanations for the disparity have been barely covered. The current research integrates theoretical insights from the racial threat hypothesis with inferences drawn from the empirical analyses of the factors that stimulate officer suspicion. The most interesting finding from this beat-level examination of the structural predictors of several traffic stop outcome measures concerns the conditional effect of the racial composition of the beat on search rates. The analyses reveal that the search rate increases in areas where the proportion of Black residents is higher. This finding, however,  is observed only for White motorists. This finding is interpreted as indicating that structural characteristics of an area can provide cues to officers regarding who belongs in that environment. As a result, social control increases among groups whose racial characteristics are inconsistent with the neighborhood racial composition.]]></description>
      <pubDate>Mon, 22 Oct 2012 09:14:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1216959</guid>
    </item>
    <item>
      <title>Disparity/Availability Study for the Montana Department of Transportation</title>
      <link>https://trid.trb.org/View/1117515</link>
      <description><![CDATA[The Montana Department of Transportation (MDT) issued an RFP to conduct a Disparity Study in response to the guidelines issued by US Department of Transportation (USDOT) following the Western States Paving Co. v. Washington Department of Transportation decision. The purpose of the study was to determine to what extent Disadvantaged Businesses (DBE) participate in the procurement of USDOT federally funded contracts within Montana. The study was conducted through the completion of 10 tasks: Analyze Relevant Case Law; Review Policies, Procedures and DBE Program; Determine the Relevant Market Area; Determine the Utilization of DBE firms; Determine the Availability of DBE firms; Conduct Disparity Analysis; Determine the Utilization of DBE firms in the Private Sector; Conduct a Multivariate Regression Analysis; Conduct Anecdotal Analysis; and Develop Finding and Recommendations. Based on the data analyzed for the study period, the MDT should continue operating in a race-neutral environment and implement a small business program. Additional recommendations include setting goals on professional services contracts and developing a stronger compliance section within the DBE programs office.]]></description>
      <pubDate>Thu, 29 Sep 2011 16:31:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117515</guid>
    </item>
    <item>
      <title>Disparity/Availability Study for the Montana Department of Transportation: Appendices</title>
      <link>https://trid.trb.org/View/1117523</link>
      <description><![CDATA[The Montana Department of Transportation (MDT) issued an RFP to conduct a Disparity Study in response to the guidelines issued by US Department of Transportation (USDOT) following the Western States Paving Co. v. Washington Department of Transportation decision. The purpose of the study was to determine to what extent Disadvantaged Businesses (DBE) participate in the procurement of USDOT federally funded contracts within Montana.  This report provides, in six appendices, the tables, figures and supporting documentation for the final report, FHWA/MT-09-004/8190-1.]]></description>
      <pubDate>Thu, 29 Sep 2011 16:31:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117523</guid>
    </item>
    <item>
      <title>Examining the Differential Responses of Shippers and Carriers to Travel Time Variability</title>
      <link>https://trid.trb.org/View/1091280</link>
      <description><![CDATA[Through interviews and focus groups with shippers and carriers, a difference in the relative costs of and responses to variance in travel times has been identified.  Shippers, defined here as entities that send or receive goods, but do not provide the transportation themselves, are most often concerned with longer-term disruptions, which are typically considered within the context of transportation system resilience. Carriers, defined here as entities engaged in transporting goods for shippers, are most often concerned with daily travel time variability from events such as congestion. This paper describes the disparity in concerns and the strategies shippers and carriers are likely to engage in to address them.  This knowledge allows for a better understanding of how investments to mitigate travel time variability will impact shippers and carriers.]]></description>
      <pubDate>Fri, 29 Apr 2011 07:36:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091280</guid>
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