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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Analytical framework for analyzing physical activity before and after the improvement of walking space using Walkability Index</title>
      <link>https://trid.trb.org/View/1664940</link>
      <description><![CDATA[In this study, the authors analyze Walkability Index (WI), calculated using the geographical information system, and the amount of walking activity before and after the improvement of walking space by using questionnaire data. The authors aim to clarify the structure of the WI changes by the improvement of walking space and the appropriate framework for analyzing walking activity in the two periods. Through the analysis on the change of the road network around Kusatsu River park in Shiga Prefecture, the authors demonstrate that: (1) The changes of service areas around residences due to the improvement of walking space brought the changes of values of each geographical environment variable composing WI. (2) As for the analytical framework of logistic regression analysis, walking activity should be dealt with as walking time and how to determine the threshold value to evaluate presence of walking should be depend on a purpose of walking.]]></description>
      <pubDate>Tue, 19 Nov 2019 14:09:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1664940</guid>
    </item>
    <item>
      <title>Active streets for children: The case of the Bogotá Ciclovía</title>
      <link>https://trid.trb.org/View/1627405</link>
      <description><![CDATA[Introduction The Ciclovía is a worldwide program in which streets are temporarily closed to motorized transport to create a space for recreation and outdoor play among children and adults. The aim of this study was to assess the associations between physical activity (PA), sedentary time (SED), body mass index and Ciclovía participation among children aged 9 to 13 years. Methods All students in the 4 th and 5 th grades from the selected schools were invited to participate in the study. The study included 923 children. PA and SED were measured using waist-worn accelerometers, and height and weight were measured using standardized procedures. Ciclovía participation was self-reported. The analyses included multilevel linear, generalized mixed and generalized additive models. Results The mean age of the sample was 10.1±0.7 years, and 49.5% were boys. In the last year, 46% of the children participated in the Ciclovía, and 34% reported participating frequently (at least once per month). No differences were found in the mean minutes of moderate-to-vigorous PA on weekdays between frequent Ciclovía users and sporadic and non-Ciclovía users (72 vs 69; p = 0.09). In contrast, frequent Ciclovía users had higher moderate-to-vigorous PA on Sundays than sporadic and non-Ciclovía users (65.6 vs 59.2; p = 0.01), specifically between the hours of 12:00 and 16:00. In addition, frequent Ciclovía users did not differ from the sporadic and non-Ciclovía users in SED (515.3 vs 521.3; p = 0.19). Frequent Ciclovía users had lower SED on Sundays than the sporadic and non-Ciclovía users (437.7 vs 456.5; p = 0.005). Additionally, frequent Ciclovía users were more likely to be overweight (28.3% vs 20.4% p = 0.01). The authors  did not find differences in participation by sex, and low-to-middle income children were more likely to participate. Conclusions The Ciclovías offer an innovative, inclusive recreational space and consequently provide opportunities to increase moderate-to-vigorous PA and reduce SED among children.]]></description>
      <pubDate>Tue, 04 Jun 2019 09:39:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1627405</guid>
    </item>
    <item>
      <title>Health benefits of electrically-assisted cycling: a systematic review</title>
      <link>https://trid.trb.org/View/1583885</link>
      <description><![CDATA[BACKGROUND: Electrically assisted bicycles (e-bikes) have been highlighted as a method of active travel that could overcome some of the commonly reported barriers to cycle commuting. The objective of this systematic review was to assess the health benefits associated with e-cycling. METHOD: A systematic literature review of studies examining physical activity, cardiorespiratory, metabolic and psychological outcomes associated with e-cycling. Where possible these outcomes were compared to those from conventional cycling and walking. Seven electronic databases, clinical trial registers, grey literature and reference lists were searched up to November 2017. Hand searching occurred until June 2018. Experimental or observational studies examining the impact of e-cycling on physical activity and/or health outcomes of interest were included. E-bikes used must have pedals and require pedalling for electric assistance to be provided. RESULTS: Seventeen studies (11 acute experiments, 6 longitudinal interventions) were identified involving a total of 300 participants. There was moderate evidence that e-cycling provided physical activity of at least moderate intensity, which was lower than the intensity elicited during conventional cycling, but higher than that during walking. There was also moderate evidence that e-cycling can improve cardiorespiratory fitness in physically inactive individuals. Evidence of the impact of e-cycling on metabolic and psychological health outcomes was inconclusive. Longitudinal evidence was compromised by weak study design and quality. CONCLUSION: E-cycling can contribute to meeting physical activity recommendations and increasing physical fitness. As such, e-bikes offer a potential alternative to conventional cycling. Future research should examine the long-term health impacts of e-cycling using rigorous research designs.]]></description>
      <pubDate>Tue, 28 May 2019 16:54:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1583885</guid>
    </item>
    <item>
      <title>Active travel as stable source of physical activity for one third of German adults: Evidence from longitudinal data</title>
      <link>https://trid.trb.org/View/1565788</link>
      <description><![CDATA[Walking and cycling—active travel—can help adults achieve the World Health Organization’s recommended 150+ min of moderate-intensity aerobic physical activity per week. Based on a nationally representative panel-survey of daily travel in Germany, this study assesses weekly minutes of active travel by adult respondents participating in a weeklong survey in two consecutive years. The paper first identifies person-level covariates for achieving 150+ min of active travel during a week in year 1 of panel participation. The analysis then compares the patterns of individuals falling into four groups of active travel over the two survey years: ‘high maintainers’ who achieved 150+ min in both year 1 and year 2; ‘low maintainers’ who did not achieve 150+ min in neither year 1 nor year 2; ‘adopters’ who did not achieve 150+ min in year 1, but did so in year 2; and ‘relapsers’ who achieved 150+ min in year 1, but not in year 2.About half (48%) of respondents achieved 150+ min of active travel per week in their first year of panel participation. Of those, about three-quarters were ‘high maintainers’ with 150+ min of active travel in both years. Logistic regressions showed that ‘high maintainers’ were more likely to be 30 years or older, not employed, have a monthly public transport pass, live within 2 km of a shopping destination, and less likely to own cars. Transport and land-use policies can help influence several of these factors. Compared to ‘low maintainers,’ policy interventions to increase population shares achieving health-enhancing levels of physical activity from active travel may be most promising when targeting ‘adopters’ and ‘relapsers.’ These groups are more similar to the ‘high maintainers,’ with at least one year reporting of health-enhancing physical activity from active travel—compared to the ‘low maintainers.’]]></description>
      <pubDate>Tue, 20 Nov 2018 10:11:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1565788</guid>
    </item>
    <item>
      <title>Associations Between Objective and Self-Report Measures of Traffic and Crime Safety in Latino Parents of Preschool Children</title>
      <link>https://trid.trb.org/View/1532817</link>
      <description><![CDATA[Differences in subjective and objective safety may be explained by moderators that shape parental perceptions of the environment. This study examined associations between subjective and objective measures of traffic and crime safety in preschool parents (N = 240) and potential moderators. Community cohesion, social control, and physical activity parenting practices were measured. Objective measures of crime and traffic were measured at the block-group level. Linear models revealed perceived traffic was negatively associated with the traffic hazards (b = -0.03; 95 % CI: -0.05, -0.01; p = .041). Acculturation moderated the relationship between perceptions of disorder and crime (b = 0.001; 95 % CI: 0.000, 0.003; p = .044). Poor community cohesion moderated the relationship between perceptions of disorder and crime (b = 0.0015; 95 % CI: 0.0002, 0.0028; p = .028). Perceived traffic safety was associated with the traffic hazard index in parents of boys (b = -0.04; 95 % CI: -0.07, -0.01; p = .027). Acculturation and community cohesion can be used to align misperceptions of safety to actual safety to promote outdoor play.]]></description>
      <pubDate>Tue, 18 Sep 2018 09:34:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1532817</guid>
    </item>
    <item>
      <title>An evaluation of transport mode shift policies on transport-related physical activity through simulations based on random forests</title>
      <link>https://trid.trb.org/View/1507764</link>
      <description><![CDATA[BACKGROUND: Physical inactivity is widely recognized as one of the leading causes of mortality, and transport accounts for a large part of people's daily physical activity. This study develops a simulation approach to evaluate the impact of the Ile-de-France Urban Mobility Plan (2010-2020) on physical activity, under the hypothesis that the intended transport mode shifts are realized. METHODS: Based on the Global Transport Survey (2010, n = 21,332) and on the RECORD GPS Study (2012-2013, n = 229) from the French capital region of Paris (Ile-de-France), a simulation method was designed and tested. The simulation method used accelerometer data and random forest models to predict the impact of the transport mode shifts anticipated in the Mobility Plan on transport-related moderate-to-vigorous physical activity (T-MVPA). The transport mode shifts include less private motorized trips in favor of more public transport, walking, and biking trips. RESULTS: The simulation model indicated a mean predicted increase of 2 min per day of T-MVPA, in case the intended transport mode shifts in the Ile-de-France Urban Mobility Plan were realized. The positive effect of the transport mode shifts on T-MVPA would, however, be larger for people with a higher level of education. This heterogeneity in the positive effect would further increase the existing inequality in transport-related physical activity by educational level. CONCLUSIONS: The method presented in this paper showed a significant increase in transport-related physical activity in case the intended mode shifts in the Ile-de-France Urban Mobility Plan were realized. This simulation method could be applied on other important health outcomes, such as exposure to noise or air pollution, making it a useful tool to anticipate the health impact of transport interventions or policies.]]></description>
      <pubDate>Tue, 22 May 2018 17:18:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1507764</guid>
    </item>
    <item>
      <title>TRAVEL ACTIVITY ENVIRONMENT IN NEW TOWN AND URBAN AREA</title>
      <link>https://trid.trb.org/View/1510239</link>
      <description><![CDATA[In this article, the authors compare travel activity environment that contribute to the increase or decrease of physical activity by travel activities in neighborhood environment for the elderly. Travel activity environment was subdivided into purpose, means of transport, physical activity, time spent, intensity, and distance. The authors investigated the travel activity environment in two areas with different regional characteristics of new suburban town and urban area, and following points become clear.  1) In both the New Town and the urban area, the most frequent purpose for going out was “shopping and services”, the next was “walking and sports”. And going out with the purpose for “socializing” is few in the New Town, and it is many in the urban areas.  2) Major means of transportation for the elderly living in the New Town and the urban area was “walking”, and additionally in the urban area, the use of “bicycles” was also seen. These two moving means are used especially in neighborhood movements. Therefore, when analyzing the travel activity environment in the neighborhood, adding not only “walking” but also “bicycle” to analysis subjects is effective for grasping the actual situation.  3) The travel activity factors that influence the increase physical activity were “walking and sports” by walk or bicycle, “shopping and services” by walk or bicycle, and “socializing” by walk.  4) Looking at going out activities by walk, the influence of “walking and sports” was the largest, and the next was “shopping and services”. “Socializing” had few occurrences in the New Town, and it was a factor that causes the significantly difference in physical activity with the urban area. 5) Looking at going out activities by bicycle, effective activities for increase physical activity were “walking and sports” and “shopping and services”. In the urban area there are exercise facilities and shopping facilities within the range where they can be moved by bicycle. In addition, the topography is easy to use bicycles with less height difference. The above environment is considered to encourage the elderly to going out. The results showed that designing neighborhood environment to be activity-supportive could have a potential to contribute to increase physical activity in daily living for the elderly.]]></description>
      <pubDate>Thu, 17 May 2018 14:46:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1510239</guid>
    </item>
    <item>
      <title>RELATIONSHIP BETWEEN PROXIMITY TO URBAN AMENITIES AND STEP COUNTS</title>
      <link>https://trid.trb.org/View/1510237</link>
      <description><![CDATA[Life expectancy in Japan has been increasing in recent years. However, to enhance the quality of life of elderly people and to slow the increase in social security costs, especially in a rapidly aging society, it is highly important to extend people's “healthy life expectancy,” an estimation of the years of life during which people can expect to live in full health without a major disease and/or injury. Although everyday physical activity is necessary to extend the healthy life expectancy, fostering exercise habits can be difficult. Therefore, a walkable environment where people can walk freely should be included as a part of a population approach.  However, elderly people may not necessarily walk much in neighborhoods where younger generations walk much because of the change in life style between before and after retirement. The present study analyzed the step counts of middle-aged and young elderly individuals and examined the relationship between the step counts and the proximity to urban amenities (train stations, commercial areas, community centers, parks and rivers) as indices of the neighborhood environment using objectively measured step count data from a large sample in Yokohama, Japan in June 2016.  A total of 2,027 middle-aged men in 80 neighborhoods, 4,600 young elderly men in 133 neighborhoods, 4,744 middle-aged women in 150 neighborhoods, and 6,874 young elderly women in 160 neighborhoods were analyzed. First, by creating tables and a thematic map, the authors confirmed the gap in step counts between generations by neighborhood. Secondly, correlations between the step counts and neighborhood environment indices were calculated for four groups according to sex and generation. A two-way analysis of variance was subsequently conducted to compare the step counts of young elderly individuals with those of middle-age individuals and neighborhood environment indices.  The authors confirmed the gap in step counts between generations by neighborhood and found that the nearer to train stations and commercial areas they lived, the more those in each of the groups walked, with the exception of middle-aged men. No significant correlation was found between step counts in any group and the distance to community centers, parks and rivers. The authors also found interaction effects for step counts of middle-aged men and the distance to commercial areas and community centers on the step counts of young elderly men. In the neighborhoods where middle-aged men walked a lot, young elderly men did not walk much unless urban amenities were located nearby, although the distance to such amenities did not affect the step count of young elderly men in the neighborhoods where middle-aged men walked less. No significant interaction effect was found in women.  In conclusion, more commercial facilities and community centers within walking distance are desirable for young elderly men to boost their step counts in suburban areas. Furthermore, promoting use of these urban amenities, where local residents can socialize, may also encourage young elderly members of the community to walk more.]]></description>
      <pubDate>Thu, 17 May 2018 14:46:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1510237</guid>
    </item>
    <item>
      <title>From cars to bikes - the feasibility and effect of using e-bikes, longtail bikes and traditional bikes for transportation among parents of children attending kindergarten: design of a randomized cross-over trial</title>
      <link>https://trid.trb.org/View/1511143</link>
      <description><![CDATA[The present study aims to increase bicycling and level of physical activity (PA), and thereby promote health in parents of toddlers, by giving access to different bicycle types. There is a need for greater understanding of e-bikes and their role in the transportation network, and further effects on PA levels and health. Moreover, longtail bikes could meet certain practical needs not fulfilled by e-bikes or traditional bikes, hence increased knowledge regarding their feasibility should be obtained. No previous studies have investigated whether providing an e-bike or a longtail bike over an extended period in a sample of parents of toddlers influences objectively assessed amount of bicycling and total PA level, transportation habits, cardiorespiratory fitness, body composition and blood pressure. A randomized cross-over trial will be performed, entailing that participants in the intervention group (n=18) complete the following intervention arms in random order: (i) three months access to an e-bicycle with trailer for child transportation (n=6), (ii) three months access to a longtail bicycle (n=6), and (iii) three months access to a regular bicycle with trailer (n=6), in total nine months. Also, a control group (n=18) maintaining usual transportation and PA habits will be included. A convenience sample consisting of 36 parents of toddlers residing in Kristiansand municipality, Southern Norway, will be recruited. Total amount of bicycling (distance and time), total level of PA, and transportation habits will be measured at baseline and in connection to each intervention arm. Cardiorespiratory fitness, body composition and blood pressure will be measured at baseline and post-intervention. Main outcome will be bicycling distance and time spent cycling. New knowledge relevant for the timely issues of public health and environmental sustainability will be provided among parents of toddlers, representing a target group of greatest importance. There is a call for research on the influence of e-bikes and longtail bikes on travel behavior and PA levels, and whether voluntary cycling could improve health. If the present study reveals promising results, it should be replicated in larger and more representative samples. Eventually, inclusion in national public health policies should be considered.]]></description>
      <pubDate>Thu, 17 May 2018 13:37:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511143</guid>
    </item>
    <item>
      <title>Promoting active travel to school: a systematic review (2010-2016)</title>
      <link>https://trid.trb.org/View/1505384</link>
      <description><![CDATA[Interventions aiming to promote active school travel (AST) are being implemented globally to reverse AST decline. This systematic literature provides an update of AST interventions assessing study quality and theory use to examine progress in the field., METHODS: A systematic review was conducted to identify and analyse AST interventions published between 2010 and 2016. Seven databases were searched and exclusion criteria were applied to identify 18 AST interventions. Interventions were assessed using the Active Living by Design (ALBD) Community Action (5P) Model and the Evaluation of Public Health Practice Projects (EPHPP). Methods used to evaluate the effectiveness of each intervention and their outcomes and extent of theory use were examined. Seven out of 18 studies reported theory use. The analysis of the interventions using the ALBD Community Action Model showed that Preparation and Promotion were used much more frequently than Policy and Physical projects. The methodological quality 14 out of 18 included interventions were assessed as weak according to the EPHPP framework. Noted improvements were an increase in use of objective measures. Lack of theory, weak methodological design and a lack of reliable and valid measurement were observed. Given that change is evident when theory is used and when policy changes are included extended use of the ALBD model and socio-ecological frameworks are recommended in future.]]></description>
      <pubDate>Fri, 13 Apr 2018 17:13:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505384</guid>
    </item>
    <item>
      <title>Data Quality of Travel Behavior Studies: Factors Influencing the Reporting Rate of Self-Reported and GPS-Recorded Trips in Persons with Disabilities</title>
      <link>https://trid.trb.org/View/1495510</link>
      <description><![CDATA[In persons with disabilities, the accuracy of self-report data collection methods in travel behavior studies may be influenced by disease-related dysfunctions. The present study determines in detail whether disease-related physical, cognitive or psychosocial impairments contribute to the reporting rate of subjective self-report travel diaries and objective GPS tracking devices, besides socio-demographic and trip-related characteristics. The reporting rate of both data collection methods was analyzed in 108 persons with Multiple Sclerosis with various disability severities during a seven-day data collection period. The results demonstrated that there was only limited influence of disease-related dysfunctions on the reporting rate of both data collection methods, as well as only limited significant differences between subgroups with various disability severity. Overall, the data quality of the diary was higher than the quality of the GPS data: 66% of the trips were reported in both data collection methods, while overall more than one fifth of all trips were forgotten and not registered by GPS, and 11% were forgotten and not reported in the diary. Self-report travel diaries seemed to be more suitable for persons with a higher disability severity, as these persons more often forgot to take their GPS device with them when making a trip because of several organizational issues related to their mobility limitations.]]></description>
      <pubDate>Mon, 29 Jan 2018 10:25:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1495510</guid>
    </item>
    <item>
      <title>Using Mobility Panel Data to Assess Maintenance of Health Enhancing Levels of Physical Activity from Active Travel: Insights from Germany</title>
      <link>https://trid.trb.org/View/1494442</link>
      <description><![CDATA[Walking and cycling—active travel—can help adults achieve the World Health Organization’s recommended 150+ minutes of moderate-intensity aerobic physical activity per week. Most travel surveys are cross-sectional and only capture trips made during one specific day, thus making it difficult to assess the share of the population that achieves 150+ minutes of weekly active travel over time. Based on a nationally representative panel-survey of daily travel in Germany, this study assesses weekly minutes of active travel by adult respondents participating in the panel study over two consecutive years. In particular, the study examines determinants of maintenance of achieving 150+ minutes of weekly active travel in year 2 of panel participation for individuals who achieved 150+ minutes in year 1.About half (48%) of respondents achieved 150+ minutes of active travel per week in their first year of panel participation. Of those, about three-quarters maintained 150+ minutes of active travel in year 2. Logistic regressions showed a greater likelihood for maintaining 150+ minutes of active travel in year 2 for individuals aged between 30 and 69, in households without cars, those not in the workforce, and in households with access to shopping destinations within 2km of the home.Individuals were more likely to maintain 150+ minutes of active travel in year 2, if in year 1 they used active modes for work or school commuting, used active travel for round trips (i.e. going for a walk or bike ride), and used all three non-automobile modes (walking, cycling, and public transport).]]></description>
      <pubDate>Fri, 26 Jan 2018 14:15:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1494442</guid>
    </item>
    <item>
      <title>Residential or Activity Space Walkability: What Drives Transportation Physical Activity?</title>
      <link>https://trid.trb.org/View/1494410</link>
      <description><![CDATA[Background: The walkability an individual’s residential neighborhood is associated with their participation in transportation physical activity (TPA). Reported associations between walkability and physical activity, however, are highly variable. One explanation is that many studies only assess individuals’ home environments and do not account for other exposures, potentially causing bias. Aim: To assess how associations between walkability and TPA vary when walkability is defined using residential versus activity space environments. Methods: University students (n=12152) attending schools in Toronto, Canada were sampled, reporting a one-day travel diary accounting for all trips taken over the previous 24 h. Transportation physical activity was defined as reporting any walking or cycling trips. Walkability (quintiles, Q5 highest, Q1 lowest) was assessed using a validated index shown to be associated with physical activity. Three definitions of individuals’ walkability exposure were used: (i) residential (neighborhood around individuals’ homes), (ii) full activity space (average of all locations visited), (iii) restricted activity space (average of all home, work, school locations visited). Logistic regression was used to assess the adjusted association between walkability and TPA.  Results: Associations between walkability and TPA varied in magnitude across definitions, with residential walkability exhibiting the weakest association (Q5 vs. Q1 OR = 2.07 (95% CI: 1.70, 2.52)), compared with full (Q5 vs. Q1. OR = 6.54, (4.92, 8.84)) and restricted (Q5 vs. Q1 OR= 4.84, (3.76, 6.29)) activity spaces.   Conclusion: Activity space walkability showed the strongest association with TPA.  Exposure misclassification may contribute to the variability in built environment & TPA relationships.]]></description>
      <pubDate>Fri, 26 Jan 2018 14:15:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1494410</guid>
    </item>
    <item>
      <title>Modeling Health Equity in Active Transportation Planning</title>
      <link>https://trid.trb.org/View/1496484</link>
      <description><![CDATA[Understanding the public health impacts of transportation plans can provide stakeholders with valuable information that can aid in the selection of alternative transportation futures. Active transportation (i.e. walking, bicycling, and some public transit trips) can improve public health through increased physical activity. The Integrated Transport and Health Impacts Model (ITHIM) has been applied around the world to understand changes in public health that will result from the adoption of plans that support active travel. However, the model does not provide disaggregate information required to evaluate the social equity implications of such changes. Health benefits are typically reported as a single value (i.e. total reductions in deaths) at the county or regional level. In this work, the authors draw from several data sources to report demographically explicit (i.e. race/ethnicity and income) results from an ITHIM implementation that the authors developed for the Sacramento region in California. This disaggregation is helpful because travel behavior and health outcomes are affected by race/ethnicity and its correlates (e.g. residential location) and planning agencies are required to ensure that their policies and projects are not discriminatory. The results demonstrate that the fundamental insights of ITHIM can be applied to different racial and ethnic groups, providing decision makers with the information needed to target interventions to achieve outcomes for disadvantaged populations. They also pave the way for further spatial disaggregation.]]></description>
      <pubDate>Fri, 26 Jan 2018 09:47:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496484</guid>
    </item>
    <item>
      <title>An Examination of Children’s School Travel and Parents' Non-Motorized Travel Decisions: A Focus on Active Travel</title>
      <link>https://trid.trb.org/View/1496383</link>
      <description><![CDATA[This study analyzed the topic of children’s school travel decisions and parents’ non-motorized travel frequency in order to understand the determinants of these two household-level decisions that affect the overall physical activity levels of household members. Walking and biking to school can help school-age children achieve recommended daily physical activity levels. Similarly, parents who are physically active, whether through non-motorized utilitarian trips or trips for physical and recreational purposes, can improve their own health while influencing the decisions of their children. The 2009 National Household Travel Survey with the add-on sample for Texas was used for the model estimation. A multinomial logit model was estimated for the children’s school mode choice, and a Poisson count regression model was estimated for the parents’ non-motorized travel frequency (weekly). Findings strongly suggested that mothers’ concerns regarding traffic conditions in the neighborhood can discourage children’s active mode use. In contrast, fathers’ work flexibility seemed to facilitate more non-motorized school travel. Similarly, many factors were important in determining non-motorized trip frequency. A flexible work environment, particularly for the mothers, was observed to increase the overall trip frequency of parents. The results from this study corroborate the findings from several earlier studies while also indicating new factors not previously identified. The work done in this study can be extended in several directions. One particularly interesting avenue of future research is to model the two decisions in a joint model to identify the causal direction while accounting for unobserved factors.]]></description>
      <pubDate>Fri, 26 Jan 2018 09:47:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496383</guid>
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