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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Traffic Safety and Communities of Color</title>
      <link>https://trid.trb.org/View/2628395</link>
      <description><![CDATA[Over the past half-century in the United States, medical advances, improvements in road and vehicle design, and traffic safety efforts have all had a tremendous impact in reducing traffic-related injury and fatality. However, research suggests that among the US population, certain ethnic groups, namely African Americans, American Indians, and Latinos, continue to face higher traffic-related risk. This paper examines the available research on how traffic safety issues affect higher-risk communities of color, demonstrates that significant disparities in traffic safety outcomes exist between these groups and whites, and explores possible reasons for these differences. The paper focuses on three traffic safety issues that are associated with poorer outcomes among these communities: seat belt use, impaired driving, and pedestrian safety.]]></description>
      <pubDate>Sat, 03 Jan 2026 17:07:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628395</guid>
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    <item>
      <title>Understanding driver interaction with bilingual guide signs: A study on design and effectiveness</title>
      <link>https://trid.trb.org/View/2624245</link>
      <description><![CDATA[This study investigates the impact of bilingual guide sign designs, specifically separate versus mixed formats, on driver behavior among Persian and Spanish drivers navigating Iranian highways. Effective road signage is crucial for enhancing driver safety and navigation, particularly in multicultural contexts. Using static and dynamic driving simulations, perceptual reaction times (PRT), fixation duration, and physiological responses (electrodermal activity and skin temperature) were measured to assess driver interaction and cognitive load. Results indicate that separate bilingual signs significantly improve comprehension and reduce cognitive load compared to mixed signs, with Persian drivers exhibiting quicker PRT and more efficient fixation patterns. Dynamic tests revealed that mixed signs necessitate greater cognitive effort, as evidenced by longer fixation durations. For enhanced comprehension and safety, it is recommended that separate bilingual designs be used for international highways, while mixed designs may be reserved for low-complexity scenarios. These findings highlight the critical role of effective sign design in promoting safe driving practices, advocating for the prioritization of separate bilingual signs to improve comprehension and reduce cognitive load, particularly for foreign drivers.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:19:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624245</guid>
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    <item>
      <title>Trends and disparities in motor vehicle collision injuries in Washington, DC</title>
      <link>https://trid.trb.org/View/2604851</link>
      <description><![CDATA[Nonfatal traffic injuries are ~40 times more frequent than traffic fatalities in the United States, but little is known about racial or ethnic disparities in injury-only collisions because commonly used databases report racial/ethnic data only for fatalities. Crash data from police departments (e.g., Vision Zero) are subject to error and bias arising from changing patterns of police intervention and increased use of alternative or automated traffic enforcement. Here, the authors leverage Trauma Registry data to quantify racial/ethnic, temporal, and spatial patterns of trauma injuries from motor vehicle collisions among adults in Washington, D.C. and compare results to the commonly used Vision Zero database. The authors report results by year (2019–2023), road user type (motorists, pedestrians, cyclists, and other vulnerable road users), and ZIP code tabulation area (ZCTA) to identify primary contributors to total injury rates and racial/ethnic disparities. Between 2019 and 2023, the overall incidence rate (IR) rose from 69 to 132 per 100,000 persons per year and increased among all road user types and races/ethnicities. Compared to white people, the incidence rate ratio (IRR) was ≥4.3 among Black/African American people and ≥2.9 among Hispanic/Latino people. The IRR between Black/African American vs. white motorists is ≥9.9. Disparities were observed across 21 of 26 ZCTAs, revealing that disparities cannot be explained by solely by higher minority populations in ZCTAs with more hazardous infrastructure. The commonly used Vision Zero dashboard suggests a downward trend in injury-only crashes, but the analysis suggests that this trend is the result of a bias from reduced police intervention.]]></description>
      <pubDate>Tue, 18 Nov 2025 09:30:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604851</guid>
    </item>
    <item>
      <title>The effect of limited mobility on the experienced segregation of foreign-born minorities</title>
      <link>https://trid.trb.org/View/2571913</link>
      <description><![CDATA[Segregation hinders inclusive cities and persists in everyday activities outside homes, yet the contributions of pivotal factors remain insufficiently quantified. Here, the authors elucidate how different factors influence outside-home segregation, looking at the distinctive segregation experienced by native and foreign-born segregated individuals, using data from ~320,000 smartphone devices collected in Sweden. The authors find that while day-to-day activities lead to mixing for native-born majorities, foreign-born minorities remain segregated in their out-of-home activities. The authors' results highlight two factors for foreign-born segregated individuals, who (i) tend to visit same-group destinations (homophily), and (ii) have limited mobility ranges (limited travel). Counterfactual simulations further reveal that homophily alone, as represented by destination preference, plays a minor role, while combined with limited mobility, restricts foreign-born minorities' exposure to diverse groups, which is linked to limited public transport access. Enhancing transport accessibility for foreign-born minorities could potentially reduce social segregation.]]></description>
      <pubDate>Tue, 19 Aug 2025 09:23:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571913</guid>
    </item>
    <item>
      <title>“Do people walk and bike more when their neighbors do?”: Analyzing racial/ethnic disparities in active transportation using neighborhood peer effects</title>
      <link>https://trid.trb.org/View/2573291</link>
      <description><![CDATA[Not all racial/ethnic groups in the US have access to the health benefits of active transportation (AT) (i.e., walking and biking). While the physical drivers of racial/ethnic inequities in AT use, such as inaccessibility to built infrastructure, are well-established in the literature, quantitative evidence for the contextual socio-cultural drivers is sparse. The goal is to use a neighborhood peer effects framework to investigate the question, “Are people more likely to engage in AT use in neighborhoods where more people of their same race/ethnicity engage in AT use?” The authors approach this question by estimating multilevel logistic regression models measuring the likelihood of an individual to engage in AT, based on the proportion of AT commuters of their same race/ethnicity within their neighborhoods. The authors define neighborhoods at the Public Use Microdata Area (PUMA) level and include all PUMAs (n = 265) in California, which encompass a sample of 32,510 individuals. To construct the exposure variable, PUMA same group AT rate, the authors use commuting data from the 5-Year American Community Survey (2017). The authors measure the outcome variable, individual-level AT use, from travel data provided by the National Household Travel Survey (2017).In both observed and adjusted models, the authors find a positive and significant relationship between individual-level AT use and PUMA same group AT rate for White, Asian, and Hispanic people. The authors find that PUMA same group AT rate has the largest association with the individual-level AT for the White group, with Asians being the only group with an association significantly lower than that of Whites. The study provides key quantitative evidence of the systemic socio-cultural forces that prevent racial/ethnic minorities from fully accessing AT systems, and broadly informs AT interventions that aim to create more equitable neighborhoods for any and all people.]]></description>
      <pubDate>Wed, 06 Aug 2025 15:00:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573291</guid>
    </item>
    <item>
      <title>“It's good for the community to see real people like them on the bike”: Exploring e-bike support in Aotearoa New Zealand</title>
      <link>https://trid.trb.org/View/2557119</link>
      <description><![CDATA[Equity-focused e-bike support programs are likely to have an important role in growing the mode share of cycling. In Aotearoa New Zealand, equitable approaches to cycling need to include approaches that are led by and for Māori. Previous work promoting cycling in Indigenous Māori communities has identified the need for culturally relevant, inclusive programs which focus on cycling as an activity that benefits families and communities as well as individuals. This research explores the holistic health effects of a long-term Indigenous e-bike program. HIKO is an e-bike program providing long-term e-bike loans and wrap-around cycling support in a suburban community in Aotearoa New Zealand, through a Māori health and social service provider. Focus groups and interviews were conducted with 26 HIKO participants over the first 12 months of the program. Data were analyzed thematically, using an Indigenous Māori framework of holistic health and wellbeing (Te Pae Māhutonga). Participants used their e-bikes for recreational and transport cycling. Prior to the program participants did not cycle regularly, if at all, and largely described e-biking as an unfamiliar activity. Using the domains of Te Pae Māhutonga, the authors explore four themes: the necessity of trusted leaders, strong relationships and community input; e-biking as supporting cultural and environmental connections; e-biking as supporting healthy lifestyles; and e-biking as enabling greater social participation and family connectedness. Appropriately designed e-bike support programs have an important role in broadening equitable access to cycling. This study underscores the importance of considering the needs of families in designing cycling programs, infrastructure and policies. It also highlights the role of health improvement as a motivating factor for taking up e-biking.]]></description>
      <pubDate>Thu, 05 Jun 2025 14:01:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2557119</guid>
    </item>
    <item>
      <title>Racial/ethnic differences in motor vehicle crash deaths, United States, 2019–2022</title>
      <link>https://trid.trb.org/View/2522205</link>
      <description><![CDATA[Motor vehicle crash (MVC) deaths increased by a record 10% from 2020 to 2021 in the United States and disproportionately impacted persons of certain racial/ethnic groups. Mortality data from the National Vital Statistics System was used to describe MVC death rate trends during 2019–2022 by six racial/ethnic groups: non-Hispanic (NH) American Indian or Alaska Native (AIAN), NH Asian, NH Black, NH Native Hawaiian or Other Pacific Islander (NHOPI), NH White, and Hispanic. Age-adjusted death rates per 100,000 population, 95% confidence intervals (CIs), and annual percent change in rates were calculated. Overall MVC death rates increased during 2019–2022, and rates were highest among NH AIAN and NH Black persons across all years. During 2019–2020, death rates increased the most among NH Black persons (+26.0%). During 2020–2021, rates increased among all racial/ethnic groups, with the greatest increase among NH NHOPI persons (+66.7%) and NH AIAN persons (+27.8%). These findings highlight stark differences by racial/ethnic group in MVC death rates and changes in these rates. Between 2019 and 2022, NH AIAN, NH Black, and NH NHOPI populations experienced the largest increases in MVC death rates, although there was large variation in rates and trends. Widespread adoption of a comprehensive suite of prevention strategies, such as the Safe System approach, while targeting subpopulations with the greatest burden of MVC deaths could reduce these differences and the overall burden of MVCs. These findings show which subpopulations could experience the greatest impacts from transportation safety investments in reducing overall MVC death rates in the United States.]]></description>
      <pubDate>Thu, 29 May 2025 14:02:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2522205</guid>
    </item>
    <item>
      <title>Enhancing walking experiences in Baguio City: An AHP-based intersectional analysis of age and regional ethnicity in evaluating the pedestrian need hierarchy</title>
      <link>https://trid.trb.org/View/2548148</link>
      <description><![CDATA[Walking offers numerous benefits; however, these are not equally experienced by everyone, as they are influenced by individuals’ identities and "social positions." To effectively promote walking as a transport mode, urban planning must consider both the physical environment and pedestrians' intersectional identities. This paper examines how age, regional ethnicity, and their intersection affect the assessment of environmental attributes that enhance walking experiences in Baguio City using the Analytic Hierarchy Process. Results reveal that pedestrian needs are prioritized as public security, traffic safety, comfort, and convenience, with highlanders emphasizing traffic safety and jeepney services, while older adults prioritize convenience and minimal crowding. The intersectional analysis further uncovers inequities overlooked by unidimensional approaches, like younger highlanders prioritizing vehicle volume reduction and older lowlanders valuing gentle slopes. These findings highlight the benefits of integrating intersectional approaches alongside conventional sociodemographic analyses for a comprehensive understanding of how attribute priorities shift with multiple identity factors.]]></description>
      <pubDate>Fri, 16 May 2025 09:33:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548148</guid>
    </item>
    <item>
      <title>E-bike support scheme and transport equity</title>
      <link>https://trid.trb.org/View/2536117</link>
      <description><![CDATA[Electric bikes or e-bikes can contribute to reduced greenhouse gas emissions, improved health and better transport options. However, the high up-front purchase cost is a barrier to their uptake. This study aimed to review transport-equity-focused e-bike support schemes and evaluate a novel longterm e-bike loan scheme in Aotearoa New Zealand. A review of equity-focused e-bike incentive schemes (including financial incentives and e-bike loans) found that e-bike support programmes show promise in expanding access to e-bikes. Loan programmes may be particularly effective in targeting people who do not currently cycle. Twenty-five e-bikes were loaned to Maori and Pacific adults in a suburban community in New Zealand for 12 months. Participants were provided with cycling equipment and skills training. A qualitative evaluation was conducted, with pre-programme focus groups and individual interviews at 6 and 12 months. Participants e-biked for both recreation and transport cycling. E-biking supported participants’ cultural identity, access to natural environments, and physical and mental health. E-biking also reduced transport costs and acted as an affordable form of recreation. Barriers to e-biking included security concerns and traffic. This research suggests that e-bike schemes would be needed to promote and support the uptake of cycling in areas with significant barriers (eg, hills, low rates of cycling, cost barriers, participants who are do not currently cycle). Health improvement is a key motivation for taking up e-biking.]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536117</guid>
    </item>
    <item>
      <title>The intersection of race and class: Neighborhood socio-economic status and fatal pedestrian and bicycle collisions by race/ethnicity</title>
      <link>https://trid.trb.org/View/2509588</link>
      <description><![CDATA[Transit safety research has paid considerable interest to the likelihood of fatal bicycle and pedestrian collisions by race/ethnicity. Not as well understood is how these racial disparities may differ by neighborhood socioeconomic status (SES). Utilizing data from multiple sources, including the California Statewide Integrated Traffic Records System (SWITRS), the authors analyze how neighborhood SES influences collision outcomes by race/ethnicity across California. Using generalized linear mixed models, the authors find that higher SES neighborhoods generally have lower rates of fatal collisions, particularly benefiting White cyclists and pedestrians. However, Black and Hispanic individuals do not experience the same decline in the chance of fatal collisions, highlighting ongoing racial/ethnic disparities. The results emphasize the need for targeted interventions to address these disparities, including equitable infrastructure investments, road safety programs tailored to at-risk populations, and driver education to reduce aggressive behaviors towards minority road users. Policymakers should prioritize inclusive infrastructure that meets the needs of all communities, particularly those with higher proportions of racial/ethnic minorities.]]></description>
      <pubDate>Tue, 18 Mar 2025 15:48:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509588</guid>
    </item>
    <item>
      <title>Ramadan and road traffic crashes nexus: a multi-professional perspective</title>
      <link>https://trid.trb.org/View/2521646</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 11 Mar 2025 13:45:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521646</guid>
    </item>
    <item>
      <title>Applying individual- and residence-based equity measures to characterize disparities in crash outcomes</title>
      <link>https://trid.trb.org/View/2506350</link>
      <description><![CDATA[Transportation safety priorities emphasize the importance of incorporating equity into efforts to reduce deaths and injuries. Using integrated data, the authors investigated relationships between individual- and residence-based measures of equity and rates of crash involvement in New Jersey, 2016–2019. The authors used statewide integrated data that includes linked crash reports, hospital discharge data, and residence-based equity measures. The authors calculated crash rates among drivers involved in and injured in a crash by residential census tract. Using generalized Poisson regression, the authors estimated rate ratios and 95% confidence intervals (aRR, 95% CI) in separate models for race and ethnicity categories and for six previously developed, multi-dimensional equity measures, controlling for driver sex and age. The authors identified 1,629,219 drivers involved in crashes of whom 8.3% were injured. Hispanic and non-Hispanic Black drivers had higher rates of crash involvement than non-Hispanic White drivers (aRR, 1.67 [95% CI, 1.65–1.68] and aRR, 1.78 [95% CI, 1.77–1.80], respectively). For community equity measures, drivers who resided in census tracts with poorest equity scores had higher crash rates than those living in census tracts with most favorable equity scores (e.g., Index of Concentration at the Extremes: aRR, 2.10 [95% CI, 2.07–2.12]). The authors observed similar results for injury crash rates. Model fit improved for both all crashes and injury crashes models after adding each equity measure to baseline. Rates of all crashes and injury crashes were consistently higher among drivers of minoritized race and ethnicity groups and among those who lived in less equitable communities. Associations among crash rates and different equity measures provided similar evidence that disparities in traffic safety outcomes are related to inequity. The usefulness of individual and residence-based equity measures lies in the opportunity to identify communities with higher crash risks for tailored intervention to improve traffic safety and to reduce disparities.]]></description>
      <pubDate>Tue, 25 Feb 2025 11:40:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2506350</guid>
    </item>
    <item>
      <title>Disparities in public transport accessibility in London from 2011 to 2021</title>
      <link>https://trid.trb.org/View/2487788</link>
      <description><![CDATA[Addressing urban inequalities has become a pressing concern on both the global sustainable development agenda and for local policy. Improving public transport services is seen as an important area where local governments can exert influence and potentially help reduce inequalities. Existing measures of accessibility used to inform decision-making for public transport infrastructure in London show spatial disparities, yet there is a gap in understanding how these disparities vary across demographic groups and how they evolve over time—whether they are improving or worsening. In this study, the authors investigate the distribution of public transport accessibility based on ethnicity and income deprivation in London over the past decade. The authors used data from the Census 2011 and 2021 for area-level ethnicity characteristics, English Indices of Deprivation for income deprivation in 2011 and 2019, and public transport accessibility metrics from Transport for London for 2010 and 2023, all at the small area level using lower super output areas (LSOAs) in Greater London. The authors found that, on average, public transport accessibility in London has increased over the past decade, with 78% of LSOAs experiencing improvements. Public transport accessibility in London showed an unequal distribution in cross-sectional analyses. Lower income neighbourhoods had poorer accessibility to public transportation in 2011 and 2023 after controlling for car-ownership and population density. These disparities were particularly pronounced for underground accessibility. Temporal analyses revealed that existing inequalities with respect to income deprivation and ethnicity are generally not improving. While wealthier groups benefited most from London Underground service improvements; lower income groups benefited more from bus service improvements. The authors also found that car ownership levels declined in areas with substantial increases to public transport accessibility and major housing developments, but not in those with moderate improvements.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:56:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487788</guid>
    </item>
    <item>
      <title>Understanding Mobility-Related Challenges for AAPI Older Adults: A Preliminary Study in Southern California</title>
      <link>https://trid.trb.org/View/2506235</link>
      <description><![CDATA[Nationwide, the Asian American Pacific Islander (AAPI) community is projected to constitute 11 percent of people 65 years and older in the United States by 2050 (He et al., 2005). The challenges limiting the transportation and mobility of AAPI older adults include, but are not limited to, language barriers, cultural barriers, anti-Asian hate, accessibility to public transit, traffic safety and public security concerns, and changes to mobility due to the COVID-19 pandemic. This project conducted an extensive literature review and a preliminary multi-language survey in Southern California to better understand mobility-related challenges for Asian American and Pacific Islander older adults. The results of this project can provide government agencies and organizations with recommendations for policy and program changes to benefit AAPI older adults and the broader communities.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:45:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2506235</guid>
    </item>
    <item>
      <title>Improving road safety outcomes with Maori: a community centric approach to building relationships</title>
      <link>https://trid.trb.org/View/2509193</link>
      <description><![CDATA[Improving road safety outcomes with Maori project is a key initiative within New Zealand’s road safety strategy, as we want to achieve better road safety outcomes with Maori. In this project, New Zealand Transport Agency (NZTA) is partnering with iwi Maori (Maori people) to co-design approaches to improve road safety outcomes for Maori. We are taking a ‘listen first’ and relationship building approach. As relationships develop and strengthen, NZTA and iwi Maori are co-designing a format of holistic and culturally relevant interventions. Early examples include using of Maori language and images of iwi Maori to directly engage with Maori communities. The co-design of the program also ensures the way iwi Maori are included in road safety campaigns is culturally sensitive and accepted by community. Maori continue to be overrepresented in traffic related deaths and serious injuries, mortality rates are between 60% - 200% higher for Maori compared to non-Maori. We continue to look for opportunities to collaborate with Maori, other government agencies, road safety providers and advocates to improve these outcomes.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509193</guid>
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