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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>Those Who Need it Most: Maximizing Transit Accessibility and Removing Barriers to Employment in Areas of Concentrated Poverty</title>
      <link>https://trid.trb.org/View/1600779</link>
      <description><![CDATA[This research assesses the transportation assets and challenges faced by residents of Areas of Concentrated Poverty (ACPs), paying special attention to ACP50s—ACPs in which people of color comprise more than 50% of the population. The authors develop a graphically-facilitated survey blending multiple choice, free response, cognitive mapping and discussion questions to capture unmet transportation needs and user experience information difficult to gather in traditional travel behavior surveys. They find that participants’ activity spaces vary significantly based on car availability and local built form and that pedestrian environments around stops affect the experience of using transit in ACPs more strongly than transit service itself, leading to the conclusion that transit- and pedestrian-oriented community design is a significant equity issue.]]></description>
      <pubDate>Wed, 24 Apr 2019 16:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1600779</guid>
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      <title>Development and application of the Pedestrian Environment Index (PEI)</title>
      <link>https://trid.trb.org/View/1322674</link>
      <description><![CDATA[The objective of this work is to develop a new and easily computable measure of pedestrian friendliness for urban neighborhoods that makes the best use of the available data and also addresses the issues concerning other models in use. The Pedestrian Environment Index (PEI) is defined as the product of four components representing land-use diversity (based on the concept of entropy), population density, commercial density, and intersection density. The final PEI is bound between 0 and 1, and uses data that typically are readily available to planners and metropolitan planning organizations (MPO). The results of this method are region-specific; they are comparable only between the zones within the given study area. As a case study, the city of Chicago is analyzed at the sub-traffic analysis zone (sub-TAZ) level. The results agree closely with the expectation of pedestrian friendliness across different parts of the city. Possible extensions are also listed, including a further study to determine statistical relationships between the PEI and common socio-economic characteristics. The method could also be further improved should more types of data become available.]]></description>
      <pubDate>Thu, 25 Sep 2014 09:03:03 GMT</pubDate>
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      <title>Inclusive Pedestrian Environments: Resources and Recommendations</title>
      <link>https://trid.trb.org/View/813069</link>
      <description><![CDATA[This project focuses on pedestrian environments as a major variable in disabled individuals' use of and access to public transit.  The report contains sections on the project report, essential resources, and a literature review.  It includes an annotated collection of information that addresses the design, creation and maintenance of pedestrian environments that are accessible.  The annotated resources also address practitioner training.  Hypotheses were formed as the data were collected, and recommendations are provided, based on the hypotheses.]]></description>
      <pubDate>Fri, 20 Jul 2007 09:57:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/813069</guid>
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      <title>Duluth-Superior Metropolitan Pedestrian Plan</title>
      <link>https://trid.trb.org/View/803475</link>
      <description><![CDATA[Walking is the most basic form of transportation; virtually everyone is a pedestrian at some point, even if they only walk from their front door to the car or bus stop. As with bicycling, walking has the potential to play a more important role in our future transportation systems. With many trips less than a mile long, a comfortable walking distance for most people, we need to actively welcome and accommodate pedestrians. A high-quality pedestrian environment can impact a community in many ways: less traffic congestion, more cohesive neighborhoods, increased social interaction, cleaner air, and less crime. Pedestrian issues are especially important for small and medium sized cities, some of which may be experiencing growth but do not yet experience overly congested roadways. It is much easier and less costly to implement policies that would encourage alternatives to single occupant vehicles than to build more roads to accommodate increasing traffic. A balanced transportation system that includes walking, biking, and transit may be more effective in handling the increased demand for mobility that accompanies growth. The purpose of the Metropolitan Pedestrian Plan is to identify policies, programs and projects that will improve the pedestrian environment in the Duluth-Superior area. An improved pedestrian environment is defined as a walkable community where walking is a viable mode of transportation. The Pedestrian Plan sets goals and objectives, examines current conditions, and looks at strategies to improve the pedestrian environment in the Duluth-Superior area.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/803475</guid>
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      <title>Children and Transportation: Identifying Environments that Foster Walking and Biking to School</title>
      <link>https://trid.trb.org/View/798518</link>
      <description><![CDATA[Few children walk or bike to school. In fact, less than 13% of children in the U.S. walk or bike to school and 85% of trips to school are made by car or school bus (United States Department of Health and Human Services [USDHHS], 2004). Almost 50% of children walked or biked to school in 1969 (United States Environmental Protection Agency [USEPA], 2003). Did changes in transportation infrastructure contribute to this reduction in walking and biking? What new changes should be made in transportation infrastructure today to reverse this trend and provide a greater likelihood that children will walk or bike to school? Although there is very limited understanding of how pedestrian environments influence children’s walking and biking to school, previous research shows that physical environments can foster non-automobile mode choices to school. Landscape buffers and trees add to parents’ perceptions of their children’s safety and increase their willingness to let their children walk to school (Kweon, Naderi, Maghelal, & Shin, 2004). Ewing (in press) also found that more children walked to school where there were sidewalks. In addition, Safe Routes to School programs increase children’s walking to school (Staunton, Hubsmith, & Kallins, 2003). Physical environments can also be a barrier to children walking and biking to school. In fact, in a study completed by the CDC (2002, August 16), distance was found to be the number one barrier to children walking to school. Texas along with many other states established 2 mi school walk zones measured by the nearest practical route from the school attended. However, particularly in the U.S., why distance is the dominant factor in determining walk zone policies and what an appropriate distance might be for walking to school have yet to be consistently documented. In this research we investigated how additional physical attributes (e.g., street pattern, land use, housing density, environmental content) in the pedestrian environment influence children’s walking and biking to school. We also measured what school children consider walkable and bikable distances to school. One hundred eighty six parents from four school walk zones in College Station, TX participated in this study. They reported their children’s commute modes, routes to school and perceived walking and biking environments to school. Satellite imagery and spatial data from the College Station Geographic Information Services were used to further investigate distances to school, environmental content, surrounding land use, and street patterns. Results indicate that children walk more in older neighborhoods with mature trees while they bike more in newer neighborhoods with more sidewalks. Also children who live on cul-de-sacs walk to school less than those who live on grid streets. Also, children’s walking is also significantly related to housing densities and mixed land use. Contrary to the popular 2 mi walk zone guidelines, the mean distance for walking in this study is .71 mi while the mean distance of biking is .93 mi. On average, children who live beyond 1 mi from their school either ride in a car, car pool, or pay a transportation fee to ride a school bus. These findings are being used to shape better school walk zone guidelines in support of active and healthy communities.]]></description>
      <pubDate>Thu, 08 Feb 2007 15:01:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/798518</guid>
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      <title>COMPARING TRANSIT-ORIENTED DEVELOPMENT SITES BY WALKABILITY INDICATORS</title>
      <link>https://trid.trb.org/View/746570</link>
      <description><![CDATA[Transit-oriented development (TOD) represents an integrated approach to transportation and land use planning.  An often unspoken but key component to TOD theory is pedestrian access between the transit stop and the immediately surrounding area. Understanding the opportunities for pedestrian movement should be a key component in understanding and evaluating TOD projects. The TOD-pedestrian link is addressed by using 12 geographic information system (GIS) based walkability measures, within two geographic scales, and across 11 TOD sites in Portland, Oregon, to visualize and quantify the pedestrian environments at each site.  The main addition to the larger research on TOD and pedestrian access is the classification of the street network into pedestrian-friendly and pedestrian-hostile categories. Subsequent analysis based on this refined street data is conducted to identify the quantity of different street types, densities of good intersections and dead ends, and the catchment areas pedestrians are likely able to reach.  The presence and location of pedestrian-hostile streets have a significant, negative influence on the pedestrian environment surrounding transit stops, often cutting off more-pedestrian-friendly environments from the transit stops.  The three primary sections include a comparative TOD ranking, a detailed explanation (visual, quantitative, and textual) of the relationships between individual walkability measures and overall TOD rankings, and a presentation of possible refinements for future GIS-based walkability analysis.]]></description>
      <pubDate>Wed, 22 Dec 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/746570</guid>
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      <title>REVISION OF TRAVEL DEMAND MODELS TO ENABLE ANALYSIS OF A TYPICAL LAND USE PATTERN</title>
      <link>https://trid.trb.org/View/383912</link>
      <description><![CDATA[Among the problems associated with the traditional four-step transportation demand modeling process is the inability of the models to evaluate innovative changes in the factors affecting travel behavior.  These factors may include travel demand management methods, atypical demographic changes, and alternative urban design and land use options.  For the most part, existing models are capable of using only variables easily measured and typically associated with travel behavior such as travel time, cost, and socioeconomic measures.  Since the models are estimated from travel survey data, they are designed to analyze travel demand within the range of behavior reported in the survey.  In Portland, Oregon, alternative land use patterns for future suburban growth, travel demand management measures, and public transportation improvements are being considered as a way to slow growth in automobile travel.  The land use options are different from typical suburban development patterns, and the existing travel demand models for Portland, developed by the Metropolitan Service District (Metro), were not designed to analyze the travel demand effects of such developments.  As part of the project "Making the Land Use, Transportation, and Air Quality Connection" (LUTRAQ) for 1000 Friends of Oregon, an environmental advocacy organization, Cambridge Systematics and Metro revised the travel models to include variables representing characteristics of developments that are different from typical suburban land use.  The variables tested include measures of residential and employment density and heterogeneity and of the quality of the pedestrian environment.  Models revised included mode choice (including walk/bike, auto, and transit modes) and auto ownership.  The original models had been calibrated to replicate the survey data across a range of different variables including location, trip length, and various household characteristics.  The additional variables used in the revised models improved the ability to replicate the survey data, not only across ranges of these variables but also across ranges of employment density and pedestrian environment quality in the Portland area.  The revised models were used to analyze the effects of the "LUTRAQ Alternative" in suburban Washington County, consisting of alternative land use patterns such as "transit oriented developments" (TODs), improved transit service, and travel demand management actions designed to discourage commuting by single occupant automobiles.  The LUTRAQ alternative was compared to other scenarios, including a "no action" alternative.  The results from the model runs demonstrated that the LUTRAQ alternative was successful in reducing automobile travel and increasing walking, bicycling, and transit use compared to the other alternatives.]]></description>
      <pubDate>Wed, 08 Dec 2004 00:00:00 GMT</pubDate>
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