<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>The association between neighborhood walkability and postpartum weight retention: A prospective cohort study</title>
      <link>https://trid.trb.org/View/2679186</link>
      <description><![CDATA[Postpartum weight retention is common and contributes to overweight and obesity. Living in a more walkable neighborhood may influence postpartum weight retention by encouraging physical activity and overall weight management. This study explores the potential association between neighborhood walkability and postpartum weight retention. The P3 Cohort is a prospective pregnancy cohort study. Participants were recruited at <32 weeks gestation and followed until 12 months postpartum. The proportion of postpartum weight retention was calculated by dividing the difference between self-reported weight at 6 and 12 months postpartum by pre-pregnancy weight. Participants’ addresses at the time of delivery were used to obtain neighborhood Walk Scores (a measure of neighborhood walkability). The association of the mean proportion of weight retained and Walk Score was examined using linear regression with adjustment for relevant confounding factors. Of 1,186 cohort participants, 72.1% and 70.5% retained some of their pregnancy-related weight gain at 6 and 12 months postpartum, with a median retention of 4.5 kg and 3.0 kg, respectively. Retention varied significantly by pre-pregnancy BMI (p < 0.001), with overweight and obese participants having lower relative risks of postpartum weight retention. Walk Score was inversely associated with pre-pregnancy BMI (p = 0.011), but no significant association was found between Walk Score and postpartum weight retention at 6 or 12 months postpartum. While Walk Score was inversely associated with pre-pregnancy BMI, no association between neighborhood walkability and postpartum weight retention was observed. Postpartum weight outcomes may be more strongly influenced by health behaviors and environmental influences.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:41:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679186</guid>
    </item>
    <item>
      <title>Exploring the association between public transit use and overweight and obesity: Evidence from Taiwan's county-level panel data</title>
      <link>https://trid.trb.org/View/2676139</link>
      <description><![CDATA[Public transportation systems are essential not only for enhancing mobility and environmental sustainability but also as a potential policy lever to improve population health. Although obesity rates continue to rise globally amid increasingly sedentary lifestyles, the health effects of public transit usage have been understudied in Asian contexts. This study examines the relationship between public transit usage and the prevalence of overweight and obesity in Taiwan, using county-level panel data from 2009 to 2022, compiled from the National Travel Survey and the Exercise Current Situation Survey. The authors employed fixed-effect regression models to estimate the impact of transit use on weight-related health outcomes. The results indicate that a one-percentage point increase in county-level public transit modal share is associated with a 0.33percentage point decrease in the prevalence of overweight and obesity, after controlling for higher education attainment and physical activity. Despite Taiwan's public transit usage remaining below 20%, the prevalence of overweight and obesity has exceeded 40%, underscoring a critical public health challenge. These findings suggest a potential link between increased transit use and lower overweight and obesity prevalence, and may provide preliminary evidence to support further investigation into the role of sustainable transportation in promoting public health. Integration of transportation and health perspectives may offer opportunities for policy alignment in pursuit of sustainable urban development and improved population well-being.]]></description>
      <pubDate>Tue, 24 Mar 2026 16:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676139</guid>
    </item>
    <item>
      <title>Double burden: How commuting and childcare responsibilities relate to life dissatisfaction and obesity among Chinese women</title>
      <link>https://trid.trb.org/View/2652963</link>
      <description><![CDATA[Commuting time is closely associated with both life dissatisfaction and obesity, particularly for working women with childcare responsibilities. This study uses childcare time as an indicator of childcare intensity to examine how commuting time and childcare intensity are related to women’s life dissatisfaction and obesity. Using data from the China Health and Nutrition Survey (2006, 2009, 2011, and 2015), this study employs an ordered probit model, a binary probit model, and a generalized additive model (GAM). After controlling for year, region, age, income, education, marital status, travel mode, and time use, the authors systematically explore the relationships between commuting time, childcare intensity, life dissatisfaction, and obesity. The ordered probit model reveals a significant inverted “U” shaped relationship between commuting time and women’s life dissatisfaction, peaking at around 90 min. GAM robustness checks show minimal correlation below 30 min, a rising trend between 30 and 90 min, and a decline thereafter. Among women who spend less than 20 h per week on childcare, the turning point in the inverted “U” shaped relationship with life dissatisfaction is delayed to 106 min, while the relationship between commuting time and obesity is significantly positive and linear. Moreover, the associations between commuting time, life dissatisfaction, and obesity are particularly pronounced among women employed in non-state-owned enterprises, public transportation users, and those residing in urban. The study provides insights into understanding the commuting-stress-health nexus, highlighting the significant influence of gender-specific roles in the workplace and home.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:52:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652963</guid>
    </item>
    <item>
      <title>Built environments and obesity: A framework considering residences, commute routes, and workplaces</title>
      <link>https://trid.trb.org/View/2517578</link>
      <description><![CDATA[The built environment is a significant contributor to obesity, but previous studies have focused more on the built environment at residential areas, ignoring that at other geographical contexts. This study introduces an innovative framework to explore the relationships between the built environment at various geographic contexts and obesity, including residences, commuting routes, and workplaces. Based on a sample consisting of 1043 adults in Shanghai, the gradient boosting decision trees model is employed to examine how built environments around residences, commuting routes, and workplaces affect obesity, controlling for sociodemographics and air pollutants. Results show that the built environment around commuting routes makes the largest contributions to obesity, accounting for 21 %. Built environments around workplaces and residences have similar contributions to obesity, each accounted for 16 %. Moreover, some built environment elements around commuting routes and residences (population density, restaurant density, and intersection density) have similar and positive correlations with obesity. Residential and workplace transit stop densities have different associations with obesity, which are U-shaped and negative, respectively. Additionally, greenspace around commuting routes, PM₂.₅ and mixed land use surrounding workplaces, and NO₂ surrounding residences are positively related to obesity. These findings encourage urban planners to meticulously optimize and design the built environment for reducing obesity and bolstering healthy cities.]]></description>
      <pubDate>Fri, 23 May 2025 15:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2517578</guid>
    </item>
    <item>
      <title>Does walking for transport contribute to the longitudinal association between neighbourhood walkability and body mass index among mid- to older-aged Australian adults?</title>
      <link>https://trid.trb.org/View/2540340</link>
      <description><![CDATA[Studies examining the associations between neighborhood walkability and adult body weight, as well as the potential mediating role of walking for transport (WfT), are mainly cross-sectional, and longitudinal evidence is lacking. This study investigated the longitudinal association between walkability and body mass index (BMI) and assessed the contribution of WfT to this association. Data from the HABITAT multilevel longitudinal (2007-16) study of 11,035 middle-aged adult residents of 200 neighborhoods in Brisbane, Australia, were used. Neighborhood walkability within a 1 km network buffer around residents’ homes was objectively measured using land use mix, street connectivity, and residential density, and BMI was measured using self-reported height and weight. At each wave (2007, 2009, 2011, 2013 and 2016), respondents estimated the duration (minutes) of WfT in the previous 7 days, which was modelled as both a binary and continuous measure. Mixed-effects regression models were used to examine whether any WfT (yes/no) contributed to the association between walkability and BMI, and generalized structural equation modelling was used to estimate the mediating effect of minutes WfT on this relationship. The models were adjusted for age, sex, education, occupation, household income, neighborhood disadvantage, survey year, and residential self-selection. Living in a walkable neighborhood was significantly associated with greater odds of engaging in any WfT and more minutes of walking, and each measure of walking was associated with a lower BMI. Any WfT made no apparent contribution to the association between walkability and BMI, whereas minutes spent walking explained approximately 7.8% of this relationship. Walkable neighborhoods may help reduce BMI at the population and individual levels by promoting WfT. Creating walkable communities to support WfT holds the potential for maintaining a healthy body weight and preventing the onset of weight-related chronic conditions such as diabetes and cardiovascular disease.]]></description>
      <pubDate>Fri, 16 May 2025 09:33:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2540340</guid>
    </item>
    <item>
      <title>The association of neighborhood walkability and food environment with incident cardiovascular disease in The Maastricht Study</title>
      <link>https://trid.trb.org/View/2517055</link>
      <description><![CDATA[Built environmental determinants can drive lifestyle behaviors and potentially reduce chronic disease prevalence. Few studies exist that have examined the association of obesogenic environment exposures with cardiovascular disease (CVD) outcomes. The authors aim to specifically examine the association between neighborhood walkability, food environment and CVD. Data from 6117 Dutch participants of The Maastricht Study, between the ages of 40 and 75 years in the Netherlands were examined. Home addresses were linked to geographic information systems data from the Geoscience and Health Cohort Consortium to create neighborhood exposures of walkability and food environment. Perceived walkability was obtained from the Abbreviated Neighborhood Environment Walkability Scale. An 11-year incidence of CVD was defined by self-reported non-fatal or fatal event (as registered by Statistics Netherlands). Cox regression models examined the association of environment exposures with incident CVD adjusted for demographic and socioeconomic variables. There was lower incidence of CVD using the perceived walkability questionnaire in those living in the most walkable neighborhood (Quartile 4 HR: .77; 95% CI = .62, .97) but not using the objective walkability index (Quartile 4 HR: 1.10; 95% CI = .89, 1.38). There was no association between the food environment and incident CVD (Quartile 4 HR: .82; 95% CI = .65, 1.04). The discordant findings between walkability measures suggest integrating residential feedback and accounting for lived experiences should be prioritized by policymakers when designing equitable neighborhoods to prevent CVD.]]></description>
      <pubDate>Tue, 08 Apr 2025 17:03:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2517055</guid>
    </item>
    <item>
      <title>Comparing impact kinematics and injury assessment between non-obese and obese occupants in the passenger bus rollover simulations</title>
      <link>https://trid.trb.org/View/2496706</link>
      <description><![CDATA[Rollover crashes are complex events that can result in severe injuries and fatalities. Despite their relatively low frequency, rollover crashes account for a disproportionate number of occupant fatalities and severe injuries. The ECE-R66 regulation ensures the design of passenger bus superstructures for rollover crashworthiness, but neglects considerations of occupant injury severity. Current finite element human body models (HBMs) only represent a limited range of occupant sizes and shapes, neglecting the significant effects of occupant stature and body shape on injury risk. This study investigated the differences in impact kinematics between non-obese and obese occupants in bus rollover crashes using validated finite element (FE) models. The authors simulated the ECE R66 tilt table bus rollover test using a 50th percentile male Total Human Model for Safety (THUMS) and an obese THUMS FE model, representing adults with Body Mass Indices of 24 and 35, respectively. The simulations revealed that both models predicted a high head injury risk during partial ejection, while the obese occupant exhibited greater chest deflection and acceleration. Additionally, both models predicted a very low risk of neck and pelvis injury. The large body mass and thick, soft tissue of the obese occupant increased kinetic energy and influenced impact kinematics, leading to a higher probability of chest injury compared to non-obese occupants. This study offers key insights for designing safer passenger buses, especially for obese occupants. By enhancing occupant model accuracy, it paves the way for future research on diverse body types and injury mechanisms, aiding in the creation of inclusive safety regulations and technologies.]]></description>
      <pubDate>Mon, 10 Feb 2025 14:29:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2496706</guid>
    </item>
    <item>
      <title>Examining the effects of neighborhood walking environments and green spaces on the likelihood of residents being obese: A residential self-selection perspective</title>
      <link>https://trid.trb.org/View/2431897</link>
      <description><![CDATA[Green and walkable neighborhoods have been highlighted as critical factors that promote daily physical activity and reduce sedentary behavior, particularly in the context of the increasing prevalence of noncommunicable diseases such as obesity. Numerous studies have revealed a potential association between neighborhood walking environments and green spaces and the likelihood of residents being overweight or obese, yet they seldom consider the confounding effect of residential self-selection. The complex interactions and influence paths remain unclear and need further examination. Based on 2021 survey data in Guangzhou, this study employs a structural equation modeling (SEM) approach to examine the associations between neighborhood walkability, green space accessibility, and residents' body mass index (BMI), considering the influencing mechanism of residential self-selection. The results show that residents' preference for walking and green space affects their housing choices in terms of neighborhood walking environments and nearby green spaces, thereby influencing their walking and green space use behaviors, as well as the incidence of obesity. This verifies the existence of residential self-selection and its non-negligible effect. Both neighborhood walkability and green space accessibility promote residents' walking and green space use behavior, but they do not have a direct effect on residents' BMI. Furthermore, perceived and objective walkability and green space accessibility play distinct roles. Sedentary behavior emerges as a key mediating factor in the impact of neighborhood walkability on residents' BMI. High perceived walkability significantly reduces the daily sedentary time of residents, thereby indirectly inhibiting the risk of being overweight or obese. This conclusion provides a scientific basis for building a green, low-carbon, healthy, and sustainable neighborhood life circle, guiding and promoting residents to form healthier daily activities and habits.]]></description>
      <pubDate>Mon, 21 Oct 2024 17:02:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431897</guid>
    </item>
    <item>
      <title>Aircraft Noise Exposure and Body Mass Index Among Female Participants in Two Nurses’ Health Study Prospective Cohorts Living Around 90 Airports In The United States</title>
      <link>https://trid.trb.org/View/2427646</link>
      <description><![CDATA[Objective:  Aircraft noise exposure is linked to cardiovascular disease risk. One understudied candidate pathway is obesity. This study investigates the association between aircraft noise and obesity among female participants in two prospective Nurses’ Health Study (NHS and NHSII) cohorts.  Methods:   Aircraft day-night average sound levels (DNL) were estimated at participant residential addresses from modeled 1 dB (dB) noise contours above 44 dB for 90 United States (U.S.) airports in 5-year intervals 1995–2010. Biennial surveys (1994–2017) provided information on body mass index (BMI; dichotomized, categorical) and other individual characteristics. Change in BMI from age 18 (BMI18; tertiles) was also calculated. Aircraft noise exposures were dichotomized (45, 55 dB), categorized (<45, 45–54, ≥55 dB) or continuous for exposure ≥45 dB. Multivariable multinomial logistic regression using generalized estimating equations were adjusted for individual characteristics and neighborhood socioeconomic status, greenness, population density, and environmental noise. Effect modification was assessed by U.S. Census region, climate boundary, airline hub type, hearing loss, and smoking status. Results:  At baseline, the 74,848 female participants averaged 50.1 years old, with 83.0%, 14.8%, and 2.2% exposed to <45, 45–54, and ≥55 dB of aircraft noise, respectively. In fully adjusted models, exposure ≥55 dB was associated with 11% higher odds (95% confidence interval [95%CI]: −1%, 24%) of BMIs ≥30.0, and 15% higher odds (95%CI: 3%, 29%) of membership in the highest tertile of BMI18 (ΔBMI 6.7 to 71.6). Less-pronounced associations were observed for the 2nd tertile of BMI18 (ΔBMI 2.9 to 6.6) and BMI 25.0–29.9 as well as exposures ≥45 versus <45 dB. There was evidence of DNL-BMI trends (ptrends ≤ 0.02). Stronger associations were observed among participants living in the West, arid climate areas, and among former smokers.  Discussion:  In two nationwide cohorts of female nurses, higher aircraft noise exposure was associated with higher BMI, adding evidence to an aircraft noise-obesity-disease pathway.]]></description>
      <pubDate>Mon, 23 Sep 2024 09:05:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427646</guid>
    </item>
    <item>
      <title>Role of walkability, bike infrastructure, and greenspace in combatting chronic diseases: A heterogeneous ecological analysis in the United States</title>
      <link>https://trid.trb.org/View/2405087</link>
      <description><![CDATA[Associations of built and natural environment and bike infrastructure features with neighborhood-level hypertension and obesity prevalence across the U.S. are not well explored. Identifying the environmental determinants of neighborhood-level disease prevalence can support community-based nonpharmacologic interventions. Additionally, little is known about the extent of heterogeneity in built and natural environment impacts. Quantifying heterogeneity can help identify places where the greatest health gains can be obtained from infrastructural investments. Using a new neighborhood-level database, the authors assessed heterogeneous associations of neighborhood built and natural environment and bike infrastructure features with nationwide hypertension and obesity rates using a simultaneous quantile regression framework. A walkability index, access to green space, and bicycle infrastructure were negatively correlated with hypertension and obesity after controlling for social vulnerability. The associations of key environmental and bike infrastructure factors exhibited considerable heterogeneity. For a unit increase in the walkability index, the potential reduction in hypertension prevalence at the 10th percentile was 3.4 times the reduction at the 95th percentile. Likewise, the potential reduction in obesity prevalence at the 10th percentile was 1.8 times the reduction at the 95th percentile. Provision of on-street and off-street bike lanes was correlated with lower hypertension and obesity, although the impacts varied across the quantiles of health outcomes. Urban design policies promoting walkability, providing on-street and off-street bicycle facilities, and enhancing greenspace can be important strategies to combat hypertension and obesity. This study underscores the importance of incorporating environmental features into future iterations of national disease prevalence data programs in the U.S.]]></description>
      <pubDate>Mon, 26 Aug 2024 11:19:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2405087</guid>
    </item>
    <item>
      <title>Neighbourhood walkability and body mass index in children: Evidence from the Millennium Cohort Study in Wales</title>
      <link>https://trid.trb.org/View/2395877</link>
      <description><![CDATA[Overweight and obesity in children continues to increase. Yet, the role of active transport, namely walking, in mitigating these trends remains unclear. This study examined the cross-sectional association between walkability and children's Body Mass Index (BMI) and how this varies by socio-economic and lifestyle characteristics. The authors analyzed BMI for 14-year-old children living in Wales from the UK Millennium Cohort Study. Children were categorized as healthy weight, overweight or obese using the British 1990 cut-off points. Walkability was assessed using the Wales Active Living Environments (Wal-ALE) database, categorized as 1 (least walkable environments) to 5 (most walkable environments). The authors applied multinomial logistic regression analysis and adjusted for ethnicity, having a limiting longstanding illness, parental BMI, socio-economic circumstances, and lifestyle characteristics. Children were more likely to be obese if they lived in areas classed as more walkable in unadjusted analysis [Relative Risk Ratio (RRR) = 1.72 (95%CI = 1.15–2.58)] and following adjustment for ethnicity, limiting longstanding illness and parental BMI [RRR = 1.83 (95%CI = 1.12–3.00)]). Significant associations remained even after further adjustment for lifestyle characteristics and socio-economic circumstances [RRR = 1.76 (95%CI = 1.05–2.96)]. Further, children were more likely to be obese if their parents were overweight or obese and if they were living in poverty. Children were less likely to be obese if they spent 3 or more days per week in moderate-to-vigorous physical activity (MVPA) and if they ate breakfast every day vs. some days or never. Findings demonstrate that walkable environments are not associated with lower rates of obesity in children, indicating that the relationship between the built environment and child health is complex and requires further study.]]></description>
      <pubDate>Mon, 29 Jul 2024 16:27:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2395877</guid>
    </item>
    <item>
      <title>Restraint Design for Obese Occupants: Obese GHBMC Model Modifications (Fourth of four parts)</title>
      <link>https://trid.trb.org/View/2378073</link>
      <description><![CDATA[Fourth of four parts. The objective of this study was to modify the Global Human Body Models Consortium obesity models to improve their response relative to the obese postmortem human surrogates in a series of tabletop belt tests. This study found that submarining could be modeled by breaking boundary condition or large shear deformation in flesh; detaching connection between the pelvis and surrounding flesh could release the boundary condition and therefore allow for submarining; pulling hard with a denser mesh in the flesh could break the boundary between flesh and pelvis, therefore leading to submarining; large shear deformation can be realized through using SPG particle-to-particle bond failure criteria; tuned smooth particle Galerkin parameters worked well in the belt pull test simulation, recreating similar kinematics in the GHBMC obesity model to the PMHS; and the same set of tuned SPG parameter did not enable the GHBMC obesity model submarining in the rear seat sled test simulation.]]></description>
      <pubDate>Thu, 16 May 2024 16:34:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378073</guid>
    </item>
    <item>
      <title>Restraint Design for Obese Occupants: Belt Pull Test Simulations Error Effects Modeling (Third of four parts)</title>
      <link>https://trid.trb.org/View/2378072</link>
      <description><![CDATA[Third of four parts. This task evaluates the Global Human Body Models Consortium (GHBMC) models representing obese people with respect to the obese postmortem human surrogates test series of tabletop belt pull tests previously performed at the University of Virginia’s Center for Applied Biomechanics. Using a finite element model of the test fixtures, 3D drawings of the original test fixtures were obtained and meshed. To investigate whether the GHBMC obesity model can show kinematics like the PMHS, additional sensitivity studies were performed. The results showed that none of the implemented changes could lead the GHBMC obesity model to submarining.]]></description>
      <pubDate>Thu, 16 May 2024 16:34:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378072</guid>
    </item>
    <item>
      <title>Restraint of Design for Obese Occupants: Rear-seat Simulations (Second of four parts)</title>
      <link>https://trid.trb.org/View/2378071</link>
      <description><![CDATA[This study evaluates the biofidelity of Global Human Body Modeling Consortium models representing obese people by comparing their kinematics with obese postmortem human surrogates in frontal sled tests. It was necessary to develop a finite element model to define accurate boundary conditions. Experimental tests with a robotic arm as well as an Instron machine were performed on the seat cushion and seat back foam to characterize the mechanical properties of the buck components. Then, the seat, seat back, frame, and seat reinforcement structure were 3D-scanned, cleaned, and meshed. Finally, the mechanical properties of the buck components were tuned based on the experimental tests. To investigate whether the model is capable of submarining, additional simulations (each with a modification to the model) were performed. The results showed that adding mass to the abdomen or removing the abdominal organs did not change the model’s behavior significantly.]]></description>
      <pubDate>Thu, 16 May 2024 16:34:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378071</guid>
    </item>
    <item>
      <title>Restraint Design for Obese Occupants (First of four parts)</title>
      <link>https://trid.trb.org/View/2378070</link>
      <description><![CDATA[This study drew conclusions by conducting research in five different parts: the effect of obesity on the risk of injury to different body regions; the most frequent injuries of occupants with and without obesity and the potential injury mechanism of the most frequent injuries of occupants with obesity; quantified comparison of the response of a Global Human Body Modeling Consortium obesity model to an obese postmortem human surrogate; the effect of restraint system parameters on the obese and non-obese human body model (HBM) responses, including the HBM kinematics and the values of different injury metrics; assessment of the prediction ability of several advanced machine learning techniques for restraint design parametric simulations; demonstrating leveraging machine learning to predict the response of simulations with HBMs to avoid over- fitting and under-fitting; comparison of the parameters defining the optimized restraint system for an obese HBM, non-obese HBM, and both HBMs concurrently. This is the first of four parts of this study.]]></description>
      <pubDate>Thu, 16 May 2024 16:34:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378070</guid>
    </item>
  </channel>
</rss>