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    <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" />
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Development of two physical employment standard tests for aviation rescue firefighters with different ecological validity</title>
      <link>https://trid.trb.org/View/2731979</link>
      <description><![CDATA[Background Aviation rescue firefighting (ARFF) is a specialised occupation with unique physical demands that occur infrequently but require high readiness. Objective This study aimed to quantify ARFF job demands and develop defensible physical employment standard (PES) tests for incumbent firefighters. Methods Through a multi-phase approach, including trade task workshops (TTWs), trade task field observations (TTFOs), a trade task confirmation workshop (TTCW), and test development/validation, two PES tests were created: an operational equipment-based test and a hybrid test combining operational and gym equipment. Phase 1 involved 20 ARFF (sex: m = 17, f = 3; age: 39 ± 7 years; height: 1.80 ± 0.09 m; mass: 86 ± 13 kg) testing initial versions. Phase 2 involved 42 ARFF (sex: m = 39, f = 3; height: 1.81 ± 0.08 m; mass: 85 ± 12 kg) refining a hybrid version. Results A good agreement was shown between tests and live scenarios in distance travelled (454.7 ± 24.5 m vs. 478.4 ± 37.3 m vs. 534.7 ± 111.8 m for gym, operational, and scenario, respectively), intensity (65 ± 10.5 m/min vs. 66.7 ± 9.2 m/min vs. 24.9 ± 4.5 m/min), and rating of perceived exertion (RPE; 60 ± 20 vs. 54 ± 21 vs. 56 ± 23). Oxygen consumption and heart rate metrics further validated physiological equivalence. Conclusions The hybrid test was recommended for its balance of ecological validity and administrative ease, with time-based standards for each segment. These tests provide scientifically rigorous, non-discriminatory tools for assessing ARFF physical competency, enhancing occupational safety and performance.]]></description>
      <pubDate>Wed, 12 Aug 2026 15:14:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2731979</guid>
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    <item>
      <title>Neighborhood environment associations with children's active transportation and location-specific physical activity in small town and rural Midwestern settings</title>
      <link>https://trid.trb.org/View/2709596</link>
      <description><![CDATA[This study examined associations of neighborhood and community environment features with detailed device-based measures of children's physical activity in rural and small town settings. Participants were 44 elementary-aged children (mean age 8.8 ± 0.8 years; 61.4% female) from rural and small town (<20K residents) Midwest communities. Accelerometers and GPS trackers measured types/locations of activity (walking, biking, and vehicle trips; home, neighborhood, and school), overall MVPA, and sedentary time. All neighborhood and community environment measures were collected at the participant level. Objective measures included walkability, distance to school, and living within town (yes/no). Perceived measures captured perceptions of indoor/outdoor play areas and areas near home, schools, and churches. Mixed effects models assessed associations of each environmental factor with each activity type/location and with overall MVPA and sedentary time. Walking time, school-MVPA, and other-MVPA were positively associated with children's overall-MVPA, while home-MVPA was negatively associated with sedentary time. Environmental features were positively associated with overall-MVPA (walkability, areas around home), biking (outdoor areas, areas around home), and home-MVPA (walkability, living within town, areas around home), and negatively associated with sedentary time (living within town, areas around home) and vehicle time (walkability, distance to school, living within town, perceived environment). No features were related to walking, neighborhood-MVPA, school-MVPA, or other-MVPA. Neighborhood walkability and areas around the home appear important to rural children's physical activity, though the findings for home MVPA suggest these features may relate to different sources of physical activity in rural populations than what has been shown in urban populations.]]></description>
      <pubDate>Fri, 26 Jun 2026 13:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709596</guid>
    </item>
    <item>
      <title>Walkable neighborhoods are associated with lower psychological distress through device-measured physical activity: Evidence from the All of Us Research Program, United States</title>
      <link>https://trid.trb.org/View/2702896</link>
      <description><![CDATA[Neighborhood walkability may influence mental health through physical activity, but the behavioral pathway and underlying mechanisms remain unclear. The authors examined whether walkability affects psychological distress through physical activity, and whether benefits operate via metabolic improvements or direct pathways independent of body mass index (BMI). The authors analyzed data from 5858 United States All of Us Research Program participants (mean age 58.5 ± 15.6 years, 69% female, data collected 2018–2023) with device-measured physical activity and validated psychological distress assessments. Structural equation modeling (SEM) tested pathways from perceived neighborhood walkability to psychological distress through moderate-to-vigorous physical activity (MVPA) and BMI, controlling for age and neighborhood socioeconomic disadvantage. Walkability significantly predicted greater MVPA (β = 0.11, p < .001), which predicted lower psychological distress (β = −0.11, p < .001). This effect was intensity-specific: only MVPA demonstrated associations with both walkability and all distress indicators. Pathway decomposition showed 85% of MVPA's protective effect operated through direct pathways rather than BMI reduction (15%). Neighborhood walkability is associated with lower psychological distress primarily through MVPA-mediated pathways that operate independently of BMI changes. These findings support walkable infrastructure investments as upstream, population-level mental health interventions aligned with health-at-every-size frameworks, with infrastructure designed to facilitate MVPA.]]></description>
      <pubDate>Thu, 18 Jun 2026 16:34:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702896</guid>
    </item>
    <item>
      <title>Physical Function and Frailty Are Associated with Self-Regulation of Driving among Older Adults: A LongROAD Study</title>
      <link>https://trid.trb.org/View/2698411</link>
      <description><![CDATA[The goal of this study was to examine physical function and frailty, and their association with strategic driving self-regulation (e.g., behaviors that require planning like avoiding rush hour) using data from the AAA Longitudinal Research on Aging Drivers (LongROAD) study. It was hypothesized that poorer physical function and higher levels of frailty would be associated with greater self-regulation. Results showed that participants who had worse physical functioning self-regulated their driving more compared to those who had good physical functioning. Additionally, participants with greater frailty self-regulated their driving more than those who were not frail. The findings of the present study add to a growing body of research that seeks to help older drivers maintain mobility and safe driving.]]></description>
      <pubDate>Tue, 26 May 2026 09:36:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698411</guid>
    </item>
    <item>
      <title>A decade-long study on public open spaces and transport-related cycling in the largest Brazilian city</title>
      <link>https://trid.trb.org/View/2692452</link>
      <description><![CDATA[Physical activity is a key determinant of health. Cycling offers individual and environmental benefits. However, few longitudinal studies have examined the association between the built environment and transport-related cycling, especially in low- and middle-income countries. This study aimed to examine whether changes in access to public open spaces (POS) are associated with transport-related cycling in São Paulo, Brazil, over a 10-year period. The authors used data from the ISA-Physical Activity and Environment Longitudinal Study, collected in three waves (2014/15, 2020/21 and 2023/24). Participants (n = 4042) were followed through face-to-face and telephone interviews. Transport-related cycling was measured using the International Physical Activity Questionnaire. Exposures were the number of POS (squares, parks, bike paths) and the presence of bike paths within 500m of participants’ homes. Cross-sectional logistic regressions and longitudinal multilevel models adjusted for sociodemographic variables were applied. Access to multiple POS increased from 23.2% to 33.0% over 10 years (p < 0.001). Transport-related cycling declined overall but remained stable among those with access to two or three POS. Participants with access to multiple POS had consistently higher odds of cycling across all waves (ORs: 1.63 in 2014/15; 3.41 in 2020/21; 3.34 in 2023/24). Proximity to bike paths and public squares was also associated with higher odds of transport-related cycling. Longitudinal analysis confirmed these associations over time. Improved access to diverse POS was positively associated with transport-related cycling. Urban planning that prioritizes public spaces may promote sustainable and active transportation in large cities.]]></description>
      <pubDate>Mon, 27 Apr 2026 17:01:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692452</guid>
    </item>
    <item>
      <title>Understanding the cooling and air purification effects of green spaces on running behavior — Evidence from Guangzhou</title>
      <link>https://trid.trb.org/View/2689487</link>
      <description><![CDATA[Currently, there is a lack of research exploring the role of green spaces in mitigating the impacts of heat and air pollution on running activities. Employing Partial Least Squares Structural Equation Modeling (PLS-SEM) to compare water-friendly and non-water-friendly streets, we examined how green spaces promote running behavior through cooling effects and air purification, mitigating heat and air pollution. The results showed that running hotspots were primarily located near green spaces, bodies of water, and student-dense areas, while cold spots were found near government offices, commercial zones, and sparsely populated areas. Water-friendly streets exhibited significantly higher running intensity compared to non-water-friendly streets. The PLS-SEM results indicated that green spaces directly encouraged running behavior and indirectly promoted it by improving thermal conditions and air quality. Moreover, the cooling effects of green spaces were generally stronger than their air purification effects, with non-water-friendly streets showing more significant cooling benefits. These findings can help urban planners and policymakers understand the spatial patterns of running activity, offering insights into the design of more attractive, comfortable, and runner-friendly streets by addressing heat and air pollution.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:58:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689487</guid>
    </item>
    <item>
      <title>Active school travel and spatial cognition: Exploring associations and moderating roles among children</title>
      <link>https://trid.trb.org/View/2680140</link>
      <description><![CDATA[Active school travel (AST), such as walking or biking to/from school, involves physical effort and situational awareness, making it a potentially health-enhancing cognitive activity. However, whether AST is related to cognitive functioning among children has rarely been explored. Hence, this study aims to examine associations between AST and spatial cognitive functions and explore potential moderating factors. Cross-sectional study. Primary caregivers of 510 children aged 8–12 years from Australia reported patterns of AST. Children completed three visuospatial cognitive tests: working memory, mental rotation, and situational awareness (recalling route landmarks and directions). Adjusted linear regressions were conducted to test associations. Interaction terms were used to explore moderation by gender, independent travel experience, moderate-to-vigorous physical activity (MVPA), and team sports participation. Adjusted regression analysis showed no significant associations between AST and cognitive outcomes. MVPA moderated the association between walking to school and route directions (B = −0.59, 95% CI [−0.99, −0.19], p = 0.004), with weak evidence of moderation of the association between biking to school and route landmarks (B = −0.90, 95% CI [−1.98, 0.17], p = 0.099). Team sports moderated the association between biking and working memory (B = 8.71, 95% CI [2.01, 15.42], p = 0.011). While regular AST was not directly linked to better spatial cognition, some moderating effects of MVPA and team sport were found. Future research should include longitudinal or experimental study designs, incorporate objective active (school) travel measures, and explore additional dimensions like distance, duration, speed, and cognitive engagement.]]></description>
      <pubDate>Wed, 08 Apr 2026 15:32:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680140</guid>
    </item>
    <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>Understanding neighborhood walkability perceptions and assessment practices by community: Rural, suburban, and urban settings: A cross-sectional study</title>
      <link>https://trid.trb.org/View/2681659</link>
      <description><![CDATA[The purpose of this study is to describe the neighborhood walkability perceptions, and assessment practices of physical therapists practicing in rural, suburban, and urban communities. As healthcare professionals, physical therapists play a key role in educating their patients to include walking as a form of physical activity, thus the authors chose to survey physical therapists. The authors found that barriers tend to vary between communities, but all respondents reported neighborhood walkability should be assessed. Respondents in urban and suburban clinics asked questions concerning crime and sidewalk more than those in rural areas. No respondents reported using geo-spacing tools nor objective measures.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:40:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681659</guid>
    </item>
    <item>
      <title>Pedaling towards health: Exploring the impact of bike sharing systems on physical activity in 15-minute neighborhoods</title>
      <link>https://trid.trb.org/View/2636332</link>
      <description><![CDATA[Regular physical activity offers numerous health benefits, yet many people remain sedentary. Bike-share programs have emerged to promote physical activity. The “15-minute neighborhood” concept—where essential services are accessible within short walks or bike rides—is recognized for its health benefits. Despite this, little research has examined the direct effects of these neighborhoods on physical activity. The study addresses this gap by analyzing how bike-share programs in 15-minute neighborhoods might increase physical activity among urban dwellers. The authors collected 6986 valid online surveys from residents of six Chinese cities in April 2019. The authors assessed 15-minute neighborhood attributes individually for all respondents. Two mixed-effects models were developed to investigate relationships between four bike-share program uses and two outcomes: active travel time and leisure-time physical activity time over a week. The findings revealed that bike-share programs were associated with increased leisure-time physical activity but not with active travel time. Amenities within a 15- minute walk showed mixed impacts. Access to middle schools and supermarkets was linked to increased activity, while metro stations were associated with decreased leisure-time physical activity. The study underscores the critical role of strategic urban planning in promoting physical activity. The findings highlight the importance of bike-sharing programs and neighborhood amenities. Future research should explore these dynamics in broader contexts.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:43:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636332</guid>
    </item>
    <item>
      <title>Active mobility in higher age: Regular cycling is associated with maintaining car driving performance</title>
      <link>https://trid.trb.org/View/2668544</link>
      <description><![CDATA[Regular physical activity has the potential to improve a person's physical and cognitive performance. This is relevant for traffic safety and car driving, for example, when coping with complex driving situations. This study investigated whether physical activity in form of regular bicycle use has a positive effect on driving performance in older adulthood and on changes in performance over time. Longitudinal data on the development of driving behavior over a period of around six years were analyzed from 260 participants aged between 67 and 78 years at the baseline measurement. The influences of self-reported bicycle use on driving performance during an approximately 45-min driving simulation as well as on the development of driving performance was analyzed. In addition, EEG-based neurocognitive correlates of mental states while driving were explored from a subgroup of 145 participants. Regular bicycle use was not associated with better driving per se, but it was associated with less deterioration in driving behavior over the observation period. Regular bicycle use was also associated with a lower level of mental workload while driving, as suggested by lower EEG theta power. There were no associations with other physical activity (such as walking or fitness training), the participants' age, or their annual mileage. The results suggest that regular cycling as a combination of physical activity and active traffic participation is associated with maintaining driving competence in old age.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668544</guid>
    </item>
    <item>
      <title>Occupation type, home and work environments, and physical activity and sedentary behaviour</title>
      <link>https://trid.trb.org/View/2663682</link>
      <description><![CDATA[Research to date on the relation between workplace environments and physical activity and sedentary behavior is limited. Occupation may play an important role in affecting an individual's activity patterns at work, but evidence remains unclear. This study investigated the combined association of home and workplace walkability and occupation type on device-measured moderate-to-vigorous physical activity (MVPA) and sedentary behavior. The authors analyzed a sub-sample of 231 participants from the NEWPATH study, which surveyed households in the Region of Waterloo, Ontario, from May 2009 to May 2010. Participants provided their home and workplace postal codes. A stepwise regression analysis assessed the relationships between built environment characteristics, average daily moderate-to-vigorous physical activity (MVPA), occupation type, and sedentary behavior. The models controlled for age, sex, and annual household income, examining both main effects and interactions between walkability and occupation types. Results indicate that walkability around the place of residence was a significant predictor of MVPA [β = 1.110; standard error (SE) = 0.505; p < 0.05]. Workplace walkability had a differential association with MVPA based on occupation type. Professional, managerial, or technical occupation types showed a significant positive association with workplace walkability compared to other occupation types (β = 2.440; SE = 0.965; p < 0.05). Enhancing workplace walkability in suburban areas may positively influence physical activity levels among employees, especially those in professional roles. These efforts could contribute to healthier lifestyles and reduce sedentary behavior during the workday. Exploring environmental influences on physical activity could provide valuable insights for developing supportive interventions promoting active living in communities. However, alternative or tailored interventions may be needed to promote physical activity among individuals in other occupation types, which warrants further investigation.]]></description>
      <pubDate>Wed, 25 Feb 2026 08:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663682</guid>
    </item>
    <item>
      <title>The Intersection of Driving and Health: Toward a Framework for Healthy Driving</title>
      <link>https://trid.trb.org/View/2647618</link>
      <description><![CDATA[This paper presents an investigation into health-conscious driving, a dimension that has received limited attention compared to traditional focuses on road safety and eco-efficiency. To address this gap, the authors introduce the concept of healthy driving as a complementary objective in Intelligent Transportation Systems (ITS), which emphasizes the physiological well-being of drivers and examines how driving behaviors and environmental conditions are associated with physiological load. In an observational on-road case study in Muscat (Oman) involving 33 drivers, the objective is to identify contexts in which physiological indicators cross clinically relevant thresholds or show marked individualized deviations. Such events are treated as associational signals of increased physiological strain rather than indicators of immediate or long-term health risks. A dataset of real-world GPS trajectories and physiological parameters from a group of drivers employed by a governmental institution in Muscat, Oman, was collected over a 13-month period. Initially, 58 professional male drivers were enrolled. Based on pre-specified data-quality criteria, only 33 were retained for the study. Despite their uniform application, the authors acknowledge that these selection criteria may introduce bias toward participants with more complete or higher-quality recording. The authors used a multi-phase approach combining data exploration (including geospatial mapping), driver profiling (clustering), and predictive modeling (an attention-augmented LSTM) to estimate short-horizon abnormally high physiological states (heart rate, systolic Blood Pressure - BP) from driving behavioral (harsh acceleration and braking) and road contextual (curvatures) information under group-aware cross-validation. Results show that short-horizon abnormal physiological states can be reliably inferred from driving behavior and road infrastructure features. Across cross-validated analyses, performance gains were observed under class-balanced optimization, with consistently strong discrimination for heart rate and systolic blood pressure. The findings suggest that routine exposure to specific road contexts is associated with measurable physiological load. These results are associational and hypothesis-generating. They underscore the need to redefine Intelligent Transportation Systems (ITS) to account for driver health outcomes. They furthermore advocate for the development of health-aware infrastructure, monitoring tools, and adaptive in-vehicle systems. The findings suggest the feasibility of health-aware analytics and outline the HEALD (Holistic Evaluation and Analytics for Livable Driving) framework, a modular roadmap for health-aware monitoring and early warning. HEALD includes a Driving Early Warning Score (DEWS) schema specifying risk banding and alert logic, with operating thresholds to be validated prospectively. The interpretation of the findings should be cautious given the male-only sample, wearable sensor accuracy limits, and the constraints of the field randomization (e.g., unavoidable traffic and weather variation, etc.). To deliver proactive tools for safety and well-being within the HEALD roadmap, the future work will focus on: (i) recruiting broader, sex-balanced, and geographically diverse driver samples; (ii) conducting prospective, preregistered validation of DEWS thresholds; and (iii) evaluating driver coaching, routing, and speed-moderation interventions.]]></description>
      <pubDate>Wed, 04 Feb 2026 17:05:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647618</guid>
    </item>
    <item>
      <title>Physical activity and subjective cognitive decline among U.S. older adults: A population-based analysis of the 2023 behavioral risk factor surveillance system</title>
      <link>https://trid.trb.org/View/2639410</link>
      <description><![CDATA[This study sought to assess associations between physical activities and subjective cognitive decline (SCD) among older adults aged 65 years and above. Data were drawn from the 2023 Behavioral Risk Factor Surveillance System and included older adults who completed the cognitive decline module. Multivariable regression models were performed to assess the relationship between self-reported physical activity levels and SCD. The authors further conducted stratified analyses of 11 types of primary physical activity. Among 73,339 older adults, 33.1 % reported no physical activity, 14.7 % reported insufficient physical activity, 28.4 % met one guideline only, and 23.8 % met both guidelines. Walking (39.7 %), gardening or yard work (8.6 %), and bicycling (2.7 %) were the most commonly reported primary physical activities. As compared to those without physical activities, older adults who engaged in physical activity and met guidelines were less likely to report SCD (only one guideline, Adjusted Prevalence Ratio[95 % CI] = 0.87[0.78, 0.96]; both guidelines, APR[95 % CI] = 0.81[0.73, 0.90]). Participation in certain primary activity types, combined with meeting at least one physical activity guideline, was associated with lower odds of SCD. The findings highlight the importance of meeting physical activity guidelines to mitigate the risk of SCD among older adults and reveal varying effects by primary activity types.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639410</guid>
    </item>
    <item>
      <title>Two wheels, better years? A systematic review on Health-Related Quality of Life (HRQoL) outcomes in older cyclists</title>
      <link>https://trid.trb.org/View/2636494</link>
      <description><![CDATA[Population aging raises health and mobility issues that affect daily functioning and well-being. Cycling is a feasible, low-impact option in later life, but evidence on its physical and mental health effects in older adults remains fragmented. This literature review study aimed to synthesize empirical evidence on health-related quality of life (HRQoL) outcomes of cycling among adults aged ≥65 years, with specific attention to physical and mental health, and to document reported risks or vulnerabilities. Systematic searches were conducted in PubMed, Scopus, and Web of Science (1990–2025) following PRISMA procedures. Inclusion was restricted to peer-reviewed journal articles in English reporting real-world cycling exposure among older adults. Study quality was appraised using design-appropriate tools (NOS, JBI, AMSTAR-2, CASP). Outcomes were grouped as physical health, mental health, and risks/vulnerabilities. Twenty-eight studies met eligibility. Most were quantitative and cross-sectional, with limited longitudinal or intervention designs, and were predominantly conducted in high-income settings. Sixteen studies reported physical health outcomes (e.g., better mobility, balance/leg strength, cardiometabolic markers), eleven addressed mental/psychosocial health (e.g., lower distress, higher life satisfaction and overall mental HRQoL; mixed findings for cognition/anxiety), and eight reported risks or vulnerabilities (e.g., greater injury severity with age, skill limitations in specific maneuvers, higher inhaled NO2 relative to some modes, and safety/infrastructure concerns). Some studies reported multiple domains, leading to overlaps in these counts. Measurement approaches varied across studies. Cycling in later life shows associations with improved functional capacity and selected mental health indicators, while participation and outcomes depend on safety perceptions, infrastructure, and demographic factors. Evidence would clearly benefit from further longitudinal and intervention studies, standardized outcome measures, and equity-focused analyses to inform age-friendly infrastructure, skills programs, and inclusive access to cycling.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636494</guid>
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