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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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      <title>Advancing inclusive urban mobility: A multifaceted evaluation framework for wheelchair-friendly environments</title>
      <link>https://trid.trb.org/View/2713109</link>
      <description><![CDATA[The increasing prevalence of mobility impairments with the accelerated aging of the global population poses new challenges to the accessible design of urban environments. The importance of wheelchairs as a key aid in supporting the independence and mobility of older adults and people with disabilities is becoming significantly pronounced. Although urban environments have made some progress in accessible design, wheelchair users still face many travel inconveniences. The lack of a comprehensive evaluation framework to measure the wheelchair friendliness of cities limits our ability to effectively optimize urban environments. To address this issue, this study proposed a multifaceted evaluation framework to comprehensively assess wheelchair-friendly mobility along outdoor street segments. In addition to basic wheelchair accessibility factors, the framework incorporates road bumpiness, slope conditions, destination proximity, and streetscape environmental features to capture a more complete representation of the challenges faced by wheelchair users. We developed an Internet of Things (IoT)-based real-time monitoring system utilizing an inertial measurement unit (IMU) and GPS integrated on an STM32 microcontroller to monitor road bumpiness encountered during wheelchair travel. Meanwhile, the streetscape environmental factors were extracted through semantic segmentation of street view images, and slope information was derived from digital elevation model (DEM) data. These factors were then combined with the subjective perceptions of wheelchair users and subsequently weighted and evaluated using the analytic hierarchy process (AHP). The results show that our evaluation framework can effectively quantify and assess wheelchair-friendly mobility. This evaluation framework offers a new perspective to understand the experience and deep needs of wheelchair users. It also provides urban planners with a practical tool for recommending wheelchair-friendly routes, while also reinforcing the concept of social inclusiveness by promoting the active participation of wheelchair users in the development of sustainable cities.]]></description>
      <pubDate>Mon, 31 Aug 2026 10:38:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2713109</guid>
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    <item>
      <title>Urban accessibility and caregiving: A mismatch in the built environment?</title>
      <link>https://trid.trb.org/View/2706433</link>
      <description><![CDATA[Ensuring accessibility is essential for creating inclusive urban environments, especially for caregivers, whose mobility patterns are often complex and under-supported by traditional urban planning. This study examines how urban environments contribute to inclusive accessibility in relation to caregiving practices, focusing on transit-adjacent environments surrounding the three main train stations in Groningen. Rather than conceptualising accessibility as a singular condition, this research adopts a layered framework composed of three complementary dimensions: network accessibility, engagement-based accessibility, and functional accessibility. A mixed-method spatial analytical approach is applied. Space Syntax is used to analyse street-network integration as an indicator of network accessibility; Foursquare data are used as a proxy for patterns of public engagement and intensity of place use to capture engagement-based accessibility; and Google Places data are used to map general and care-related urban functions, whose density and diversity are measured using the Shannon Index to operationalise functional accessibility. Spatial autocorrelation (Bivariate Local Moran’s I) is used to examine the relationships among these variables. Results reveal limited spatial alignment across the three accessibility dimensions. Areas with moderate to high network accessibility do not necessarily exhibit higher levels of public engagement or stronger concentrations of care-related urban functions. Care-related urban functions are comparatively scarce and unevenly distributed, particularly in socioeconomically vulnerable areas. The findings indicate that street-network integration and general urban density and diversity do not necessarily coincide with the spatial presence of care-supportive functions. By highlighting the importance of spatial alignment across multiple accessibility dimensions, this study advances a layered understanding of urban accessibility and underscores the need for more integrated, care-sensitive planning approaches in transit-adjacent environments.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706433</guid>
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    <item>
      <title>Evaluating Ghent’s built and social environment for age-friendly initiatives in activity-travel contexts</title>
      <link>https://trid.trb.org/View/2698576</link>
      <description><![CDATA[Population ageing and increasing urbanisation challenge cities to develop age-friendly urban environments that support older adults’ mobility, participation, and ability to age in place. Age-friendly urban planning strategies are guided by established policy frameworks, yet empirical insight into how older adults themselves prioritise neighbourhood interventions across different urban contexts remains limited. This study investigates older adults’ perceptions of their living environment to inform more context-sensitive, age-friendly urban planning. Using survey data from older residents of Ghent, Belgium, this study analyses 1318 responses to the open-ended question: ‘What would you change in your living environment to better suit your needs?’. A mixed-methods approach was employed, combining Biterm Topic Modelling (BTM) and inductive thematic analysis. BTM was used to systematically identify overarching patterns in short textual responses, while thematic analysis enabled a deeper interpretation of meanings and contextual nuances. The topic model identified four interrelated domains: urban traffic dynamics (33.44 %), public transport accessibility (27.41 %), public space and maintenance (20.22 %), and neighbourhood and social dynamics (18.92 %). Thematic analysis further revealed 44 themes within these areas, with public space and maintenance, especially sidewalk conditions, emerging as a major concern. The findings highlight the importance of accessible transport, high-quality infrastructure, and active participation of older adults in urban planning. The study demonstrates how mobility operates across policy domains within age-friendly urban environments. Methodologically, it demonstrates the value of integrating computational and interpretive approaches to capture both scale and lived experience in research on ageing and urban mobility.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698576</guid>
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    <item>
      <title>Urban informal transportation and gentrification: empirical evidence from motorcycle taxis in Bangkok, Thailand</title>
      <link>https://trid.trb.org/View/2708029</link>
      <description><![CDATA[This study investigated the role of informal motorcycle taxi services in shaping residential and commercial gentrification patterns around rail stations in Bangkok. Although Transit-Oriented Development (TOD) has been widely associated with displacement and spatial inequality, limited research has examined how informal transportation systems intersect with these processes in the context of the Global South. Through propensity score and Mahalanobis distance matching with stratified analysis, this study estimates the average treatment effect of motorcycle taxi presence on gentrification outcomes across 250-m and 500-m rail station buffers. Although the baseline results revealed no significant citywide effects, the stratified analyses revealed geographical heterogeneity. First, in inner-city, transit-rich areas, motorcycle taxi presence is positively associated with both residential and commercial gentrification, suggesting that these services may reinforce accessibility-driven redevelopment. In contrast, in peripheral areas with limited transit coverage, motorcycle taxis mitigate residential gentrification by enhancing the mobility of low-income residents and supporting informal agglomerations. Second, in areas at medium distances from rail stations, motorcycle taxi presence was linked to increased commercial gentrification and decreased residential gentrification. Third, motorcycle taxis have significantly positive associations with commercial gentrification in areas of older rail stations but insignificant in those of younger rail stations. These patterns reveal the dual and context-sensitive role of informal transportation in urban transformation. This study contributes to debates on informality, accessibility, and gentrification in Global South contexts and calls for TOD frameworks to incorporate informal mobility systems as both infrastructural assets and tools for inclusive urban development.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708029</guid>
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    <item>
      <title>Walkability index for older adults and their travel in a 15-min community life circle: Evidence from Anshan Xincun, Shanghai</title>
      <link>https://trid.trb.org/View/2710228</link>
      <description><![CDATA[As the ageing population continues to increase, ensuring the mobility of older adults is vital as this contributes significantly to their physical and mental well-being, inclusivity, and social participation. Older adults heavily rely on walking for their daily activities within community life circles. However, it should be noted that the walkability indices used to assess older adults' walkability require adjustments based on their walking speed and service needs. Therefore, a neighbourhood walkability evaluation method for older adults is developed, using Shanghai as a case study. Through a combination of interviews, questionnaires, and trip-tracking surveys, our study constructs an age-friendly walkability index that integrates facility preferences, distance decay calibrated by observed gait speed, and correction factors reflecting key pedestrian barriers such as sidewalk width and nighttime illumination. Our results show that most older adults in Anshan Xincun (Shanghai) travel at least twice daily, and their average gait speed is approximately 62% of that of the general population, reducing the 15-min community life circle radius to 700 m. The adjusted walkability index is divided into intervals of 20 to 40 points, with pronounced spatial heterogeneity across blocks. The model results show that a walkability index above 20 supports the independent mobility of older adults, and a score above 40 encourages high-frequency travel (3–4 times daily). The findings further indicate that the ability to translate walkability into realised mobility is mediated by physical condition and household structure. This study will help to establish a more context-relevant neighbourhood walkability evaluation method and assist policymakers in selecting improvement projects for ageing neighbourhoods. Rather than serving as a universal benchmark, the proposed framework provides a modular and adaptable tool with which to diagnose localised mobility constraints, support age-friendly renewal, and inform more equitable planning decisions in ageing neighbourhoods, in order to make cities more inclusive.]]></description>
      <pubDate>Thu, 27 Aug 2026 10:04:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2710228</guid>
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    <item>
      <title>Inclusive and Sustainable Future of Urban Mobility in Europe</title>
      <link>https://trid.trb.org/View/2688624</link>
      <description><![CDATA[This report was developed by the Expert Group on Urban Mobility (EGUM), Subgroup 6: Future of urban mobility and inclusive and sustainable urban space. It addresses the future of urban mobility in Europe, emphasizing inclusivity and sustainability. Urban mobility in Europe is undergoing significant transformation driven by technological advancements, societal changes, and environmental imperatives. The expert group, tasked with exploring these trends, has identified several key trends and formulated a number of recommendations aimed at enhancing urban mobility systems across the EU. The report emphasises the need for continued collaboration between various levels of government and the private sector to achieve the goal of a sustainable, inclusive, and efficient urban mobility future for Europe. The conclusions are twofold; the subgroup provides the key recommendations, but also suggests continuous activity in observing the developments in technology and society and providing perpetual advice to the policy makers.]]></description>
      <pubDate>Thu, 06 Aug 2026 09:22:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688624</guid>
    </item>
    <item>
      <title>Aging in experimental places: A case study on seasonal street transformations with older adults in Verdun, Montréal</title>
      <link>https://trid.trb.org/View/2694680</link>
      <description><![CDATA[Pedestrian infrastructure is increasingly recognized as an essential priority in developing safe and health-promoting transport systems. In addition to sidewalk and crosswalk improvements, many cities are experimenting with fully pedestrianized streets with the aim of fostering liveable and inclusive neighbourhoods. While the broad societal benefits of pedestrianized streets have been well documented, greater research is needed on older adults’ experiences and perceptions of these initiatives. Drawing from case study methodology, this paper traces the rise of car-free streets across the city of Montréal and examines the tensions and opportunities that arise for an aging population in this process. Through in-depth interviews with older adults and content analysis of urban policies, we explore the role of street transformations in supporting older adults’ ability to age in place. The movement to permanently pedestrianize Wellington Street, a seasonal pedestrianization initiative in the neighbourhood of Verdun, Montréal, is provided as a case study to shed light on the possibilities and limits of street experiments in provoking age-inclusive transitions to sustainability. Policy analysis highlights the city’s commitment to pedestrianization, universal access, and age-friendly environments, while revealing important gaps in the spatial and seasonal scope of these interventions and in the monitoring of their outcomes. Interview findings further demonstrate how older adults’ lived experiences of street transformations are shaped by their perceptions of social inclusion, seasonal constraints, accessibility challenges, and civic engagement. Taken together, the findings from this study can help to inform policymakers and practitioners aiming to accommodate the diverse needs and aspirations of older adults in the design of car-free streets and wider sustainability initiatives.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694680</guid>
    </item>
    <item>
      <title>Integrating informal sidewalk economies and pedestrian space in African cities: Coexistence thresholds and governance conditions</title>
      <link>https://trid.trb.org/View/2694654</link>
      <description><![CDATA[In many rapidly urbanising cities worldwide, sidewalks function simultaneously as mobility corridors and spaces of economic and social activity. In particular, in African cities, this dual role creates persistent tensions between pedestrian movement and informal street economies. This study examines how sidewalk vending influences pedestrian level of service (PLOS) and perceived walkability along major corridors in Dar es Salaam, Tanzania. Field surveys conducted at four representative sites measured total and effective sidewalk width, pedestrian flow, and walking speed during peak and off-peak periods. Interviews with pedestrians and vendors complemented these data to capture perceptions of safety, comfort, and accessibility. Walkability was assessed using a modified Global Walkability Index (GWI), while Pearson correlation analysis and ordinal logistic regression were used to examine relationships among obstruction intensity, geometric conditions, governance conditions, and perceived walking quality. Results show that vending activities occupy 38%-100% of available sidewalk space during peak periods, substantially reducing effective walking width and degrading PLOS from grades B-C to D-E. However, corridors where vending was spatially or temporally regulated, through delineated bays or time-based permits, exhibited walkability improvements of up to 45 percentage points without displacing livelihoods. The findings demonstrate that inclusive sidewalk management, anchored in empirically observed thresholds of minimum clear width (≥ 1.8 m) and vending density (≤ 0.8 stalls m⁻¹), can integrate pedestrian mobility efficiency with informal economic activity. The study contributes to African urban mobility scholarship by operationalising the governance of coexistence between walking and informal sidewalk use, translating spatial and governance conditions into measurable indicators for safe, equitable, and inclusive pedestrian planning.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694654</guid>
    </item>
    <item>
      <title>First–last mile gaps and transport-related social exclusion: A spatial analysis of Jakarta's feeder network</title>
      <link>https://trid.trb.org/View/2716137</link>
      <description><![CDATA[Transport-related social exclusion (TRSE) in many Global South cities is shaped by uneven spatial access conditions and socioeconomic vulnerability. Yet, evidence from Southeast Asia rarely integrates feeder services, multimodal coverage, and the geography of marginalised groups within a single analytical framework. This study addresses this gap by examining inequalities in neighbourhood-scale walk-access coverage in Jakarta, Indonesia, using a TRSE taxonomy embedded within a selectively adapted accessibility framework. Jakarta provides a relevant setting because Mikrotrans, a formalised minibus-based paratransit feeder service, is incorporated into the city's integrated public transport network, while bus rapid transit (BRT) and rail function as trunk modes. Empirically, the analysis integrates land use, vulnerability indicators, public transport inventories, points of interest, and network-based walking isochrones within a hexagonal grid. Proximity-based potential spatial accessibility is operationalised as the share of each grid cell falling within 400 m bus-stop and 800 m rail-station catchments. A generalised joint regression model (GJRM) is then used to examine latent spatial co-dependence between Mikrotrans–BRT and Mikrotrans–rail coverage patterns. Results show a coverage hierarchy: Mikrotrans covers 49% of residential areas, compared with 24% for BRT and 10% for rail. Low-income and household-intensive areas exhibit lower coverage, indicating distributive inequity in potential access conditions. Stronger Mikrotrans–BRT residual correlations suggest closer feeder–BRT spatial co-dependence. Overall, the findings underscore the need for equity-oriented feeder planning and improved first–last mile access, while recognising that walk-access coverage captures proximity-based potential access rather than broader accessibility and TRSE conditions.]]></description>
      <pubDate>Thu, 16 Jul 2026 16:38:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2716137</guid>
    </item>
    <item>
      <title>A network-based approach to understand the risk of mobility-related social exclusion in spatiotemporal activities</title>
      <link>https://trid.trb.org/View/2709651</link>
      <description><![CDATA[This study proposes a novel network-based approach to understand the risk of mobility-related social exclusion (MRSE) in people's daily activities. Compared to existing approaches focusing on physical mobility and individual travel network, this study develops an integrated analysis method that considers both population-level mobility network and spatiotemporal dynamics of individual activity patterns. This method considers strong connections, frequent interactions, and key structural roles within a population-level mobility network to be able to better facilitate spatial and social interactions. Further, individuals who are regularly exposed to these locations during their daily activities are considered to be more likely to engage in various activities, access services, and participate in social interactions. With a 7-day bus travel dataset of older adults in Beijing China, this study investigates the risk of MRSE of older adults as a case study, using both the proposed network-based and traditional activity space-based measures. The results obtained using the proposed network-based approach offers insights into the potential spatiotemporal behavior and dynamics for interactions. This study also highlights the importance of evaluating not only physical mobility but also the connectivity, interactions and between different locations and key structural roles within a travel network when investigating the risk of MRSE during daily activities.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:32:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709651</guid>
    </item>
    <item>
      <title>Toward safer streets: Investigating risk factors for pedestrian injury severity in Pakistan</title>
      <link>https://trid.trb.org/View/2688661</link>
      <description><![CDATA[Pedestrian crashes are a leading cause of road traffic fatalities and serious injuries in low- and middle-income countries, including Pakistan. However, pedestrian safety remains underexplored compared to other vulnerable road users, such as motorcyclists and motorized rickshaw occupants. In addition, most of the existing studies related to pedestrian safety in the country have primarily examined overall crash frequencies or broad injury patterns, providing limited insights into the factors influencing injury severity in pedestrian-involved crashes. This study investigates key factors associated with pedestrian injury severity in Pakistan by analyzing 4,024 crashes collected between January 1 2020 and July 31 2023. A random parameters binary probit model with heterogeneity in means and variances was applied to account for unobserved heterogeneity in injury severity outcomes. The model reveals significant heterogeneity in the effects of different variables, i.e., nighttime, outer shoulder width, and access point presence. Findings showed that the likelihood of severe pedestrian injuries increases due to demographic attributes (e.g., men pedestrians, individuals aged 41 and above), environmental and temporal characteristics (e.g., crashes occurring during or after the COVID-19 period, nighttime), and crash features (e.g., collisions involving passenger cars or heavy vehicles, excessive speeding). In addition, roadway geometric attributes (e.g., presence of intersections, narrow shoulders, access points) were found to significantly influence injury severity. The study highlights the need for targeted, health-focused interventions, including promoting gender-inclusive pedestrian safety initiatives, implementing age-friendly urban designs, and adopting speed management strategies from Vision Zero programs, to enhance pedestrian safety. These measures can help reduce pedestrian-related injury severity and support safer urban environments in Pakistan and other similar settings.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688661</guid>
    </item>
    <item>
      <title>Disability-specific transport disadvantage in Indian cities: Barriers and enablers beyond universal design</title>
      <link>https://trid.trb.org/View/2689990</link>
      <description><![CDATA[Transport disadvantage disproportionately affects persons with disabilities (PWDs), yet most studies treat them as a homogeneous group and focus narrowly on infrastructural design. This study examines the relative importance of mobility barriers and enablers across different disability categories - locomotor, visual, intellectual, and multiple disabilities - in two Indian cities (Varanasi and Kozhikode). Using survey data from 155 PWDs and applying the Bayesian Best–Worst Method, we generated disability-specific rankings of barriers and enablers. Further, a latent profile analysis is developed to assess how differently PWDs with different socio-demographic and disability characteristics perceive mobility barriers and enablers. The results show that while infrastructural barriers dominate for locomotor and visual groups, transportation and attitudinal barriers are more critical for intellectual disabilities, and policy and administrative barriers weigh most heavily for multiple disabilities. Correspondingly, enablers also vary: locomotor and visual groups prioritise ramps and obstacle-free paths; intellectual disabilities rely on clear bus branding and accessible navigation apps; and multiple disabilities emphasize technological aids and policy reforms. Further, latent profile analysis revealed six clusters for mobility barriers and two clusters for mobility enablers, indicating heterogeneity in perceptions of PWDs. These findings reveal pronounced barrier–enabler asymmetries, demonstrating that universal design alone is insufficient to ensure inclusive mobility. Instead, disability-specific strategies that integrate infrastructural retrofits, information clarity, administrative reforms, and attitudinal change are needed to reduce transport disadvantage and advance inclusive urban mobility.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689990</guid>
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    <item>
      <title>Mapping service disruptions and transit user adaptive behaviour: A systematic literature review</title>
      <link>https://trid.trb.org/View/2689981</link>
      <description><![CDATA[Public transport is prone to disruptions that undermine reliability, equity, and resilience. While existing literature reviews have largely focused on disruption management and network resilience as the supply side (e.g., network vulnerability, simulation, routing, and scheduling), passengers’ reactions remain comparatively underexplored. Yet disruptions inevitably trigger adaptive behaviours that vary with the severity of the disruption. Experienced severity is shaped by the disruption’s nature (type, scale, duration, frequency, modality), the management strategies (mitigation measures, provision of alternatives, pre-announcement), and the degree of users’ transit captivity. This study aims to examine the interplay between the experienced severity of public transport disruption and individual adaptive behaviour. To our knowledge, no prior review has provided an overview of how the nature of disruption, its management, and user captivity intersect to shape behavioural responses and what this means for equitable and sustainable disruption management. We conducted a systematic literature review using the PRISMA (Preferred Reporting Items for Systematic Reviews and Meta-Analyses) framework. Findings demonstrate that captivity strongly influences the experienced severity of disruptions and the adaptive behaviour. Captive users (low-income, carless, or living in low-substitutability areas) tend to continue using replaced transit services, and their adaptive behaviour is more short-term, while higher-income choice users more readily shift to private vehicles, ride-hailing, or flexible alternatives and are more prone to long-term behaviour change. Overall, the review shows that disruptions exacerbate inequalities by imposing disproportionate burdens on captive users. It also reveals critical research gaps: planned disruptions remain understudied, longitudinal intervention studies are rare, and most evidence comes from high-income countries. Addressing these gaps is essential to designing disruption management strategies that enhance resilience, promote sustainability, equity, and inclusive mobility.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689981</guid>
    </item>
    <item>
      <title>Walking, waiting, relying: The everyday mobilities of older people in an Indonesian City</title>
      <link>https://trid.trb.org/View/2709565</link>
      <description><![CDATA[Indonesia is ageing, yet the quality of later life depends as much on everyday mobility as on longevity. This study examines how older adults in Malang, East Java, navigate and make sense of daily movement in moral, social, and practical terms. Drawing on qualitative fieldwork with forty-five seniors across kampung neighbourhoods and formal housing estates, it employs an interpretive phenomenological approach combining semi-structured interviews, walking observations, and iterative manual analysis. Findings show that mobility justice is lived through three intertwined practices, i.e., walking, waiting, and relying, that reveal how recognition, distribution, and participation unfold in everyday life. Recognition arises through visibility and affirmation in short neighbourhood trips; distribution is experienced through uneven access to safe streets, crossings, vehicles, and ride-hailing services; and participation occurs less in formal planning than through family negotiations of care, safety, and autonomy. Across cases, moral adaptation and local ethics of gotong royong, nrimo, and ikhlas help people cope with infrastructural gaps, though they cannot substitute for material provision. The study reframes mobility justice as relational and embodied, arguing that slower mobilities should be valued as civic assets for cities where people can age well, not simply grow old.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:04:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709565</guid>
    </item>
    <item>
      <title>Perception is reality: How individuals’ perceived transport equity shapes social exclusion in Chinese cities</title>
      <link>https://trid.trb.org/View/2709556</link>
      <description><![CDATA[Transport-related social exclusion (TRSE) remains a pressing global concern, yet existing research often overlooks the subjective dimensions of transport equity and struggles to establish robust causal links. This study addresses these gaps by investigating how perceived transport equity influences social exclusion in urban China, drawing on a survey of 5591 residents across ten major cities. Employing double/debiased machine learning, we examine the effects of six dimensions of perceived transport equity on self-reported social exclusion.Our findings show that perceived equity in travel cost and ease consistently alleviates social exclusion, while other dimensions such as travel duration and time flexibility have no significant aggregate effect. Crucially, the heterogeneity analysis indicates that the effects of perceived transport equity are conditional rather than uniform, with different dimensions mattering for different groups according to their mobility needs, constraints, and social positions. For instance, freedom equity is particularly important for non-local hukou holders and highly educated respondents, while ease equity matters more for women and low-income groups. We also find that mode diversity equity increases social exclusion among retirees, suggesting that a perceived advantage in modal choice may not necessarily translate into more inclusive mobility in later life. This research advances transport justice theory by centring subjective perceptions, refines our understanding of TRSE through causal insights, and enriches the sociology of mobility by revealing context-specific, demographically differentiated impacts. The findings underscore the need for nuanced, equity-driven transport policies.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:04:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709556</guid>
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