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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Dependent Hidden Markov Model for pedestrian intention prediction: considering Multivariate Interaction Force</title>
      <link>https://trid.trb.org/View/2663025</link>
      <description><![CDATA[Accurately recognizing and predicting pedestrian intentions is crucial for autonomous vehicle safety. However, existing prediction models often fail to comprehensively consider interactions between various traffic elements, resulting in suboptimal accuracy and robustness, especially in complex environments. To address this, we propose a pedestrian intention prediction model combining the Multivariate Interaction Force (MIF) model and a Dependent Hidden Markov Model (DE-HMM) for unsignalized midblock crossings. The MIF model captures dynamic interactions among pedestrians, vehicles, and the environment, while DE-HMM uses MIF data and pedestrian head orientation for predictions. Our model achieves 91.5% accuracy in recognizing crossing intentions, and 88.7% and 85.1% accuracy for predictions 0.5s and 1s ahead, respectively, outperforming current mainstream models and demonstrating strong robustness in special scenarios.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663025</guid>
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    <item>
      <title>Roles of physical collision forces and walking characteristics on pedestrian traffic flow status</title>
      <link>https://trid.trb.org/View/2663012</link>
      <description><![CDATA[The physical collision force between pedestrians affects the walking states of pedestrians. However, the relationship between physical collision force and pedestrian walking states remains unclear. To bridge this gap, a series of pedestrian-controlled experiments were designed. During the experiments, the physical collision forces were obtained using pressure sensors worn by the pedestrian. Walking characteristics, including speed and density, were obtained through video processing technologies from aerial videos taken by drones. Furthermore, the relationships between the physical collision forces and the walking characteristics were analyzed. The results show that, when the collision forces between pedestrians exceed 715 N, it will lead to the instability in the pedestrian traffic flow; when the collision forces are less than 400 N, the pedestrian walking state will remain stable; and when the collision forces are between 400 and 715 N, the pedestrian walking status may be described as in either an unstable or stable state.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663012</guid>
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    <item>
      <title>Deconstructing Citywalk: A Multilayered Network Analysis of Urban Leisure Walking in Shanghai, China, from a Social Media Perspective</title>
      <link>https://trid.trb.org/View/2663093</link>
      <description><![CDATA[This study introduces a novel “multi-dimensional network spatial organization” framework to decode the emerging Citywalk phenomenon in Shanghai, China. By constructing and coupling three layers of networks—functional association, spatial proximity, and path support—based on 23,436 geotagged social media posts and 6,097 point of interest records, this research offers a new lens to examine the complex spatial dynamics of urban leisure walking. The functional network analysis reveals Citywalk’s polycentric, heterogeneous spatial structure, with a significantly weakened center-periphery pattern (power-law exponent = ‒1.34, 𝘗 < 0.01). The spatial proximity network uncovers a coexistence of individual spontaneity (density = 0.0037) and group organization (clustering coefficient = 0.4067, 𝘗 < 0.01), while the path support network highlights the micromechanisms of walking behavior reshaping urban space (modularity 𝘘 = 0.7425, 𝘗 < 0.01). The multilayer network coupling analysis indicates a fragmentation within contraction pattern, with community numbers increasing from 33 to 128 (𝘗 < 0.01) after incorporating behavioral dimensions, suggesting that homogeneous spatial zones are being replaced by heterogeneous behavioral domains. These findings extend the complex network theory to explain urban spatial organization and expand the boundaries of behavioral geography. The multidimensional network spatial organization framework provides a replicable analytical approach for studying similar social media–driven spontaneous walking activities. The research yields three practical planning tools: a network community–based delineation method for natural renewal units, a hierarchical optimization strategy for walking systems based on path support intensity, and a precision intervention mechanism based on functional clusters-linkage corridors. This integration of network science with urban planning provides a systematic solution to enhance urban walkability applicable to postindustrial cities globally, contributing to both theoretical advancement and practical innovation in urban studies.]]></description>
      <pubDate>Thu, 14 May 2026 17:04:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663093</guid>
    </item>
    <item>
      <title>Walk, swim and paddle: Qualitative research reframing children's independent mobility through capability and rhythmanalysis</title>
      <link>https://trid.trb.org/View/2667041</link>
      <description><![CDATA[Moving, mobilising and journeying depict inter- and intra-spatial aspects of children's local travel activity. However, little is known about how indigenous children's independent mobility (CIM) in coastal environments enhances the capabilities that liberate their spatial activities between land and sea. This manuscript redefines the meaning of independent mobility (IM) from the perspective of Bajau Ubian children and how they shaped their daily spatial activities of play from the perspective of rhythmanalysis of the everyday geography of their coastal environment. Four methods were employed, highlighting the intersection of phenomenology and ethnography. These methods comprised direct participation, auto-photography, go-along interviews, and focus group discussions, all designed to capture geospatial locations through the integration of qualitative Geographical Information System (GIS) techniques. A content analysis revealed three themes, which were used to conceptualise the meaning of IM, namely individual capability, social capability, and environmental capability. Moreover, a qualitative GIS analysis extended the theme of environmental capability by using geovisualisation to generate types of IM patterns. Four patterns emerged, which were categorised as nucleated, nucleated-scattered, linear, and linear-dispersed. This suggests that for Bajau Ubian children, IM goes beyond traditional notions of individual autonomous movement, representing a dynamic process shaped by the everyday rhythms of coastal environments and the cyclical changes of moon phases. It also highlights the interplay between individual and social dimensions, where play becomes an integral part of children's daily spatial experiences during IM. In light of these findings, the study redefines the existing concept of IM by introducing the Rhythmic-Capability Conceptual Tool of Children's Independent Mobility.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:17:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667041</guid>
    </item>
    <item>
      <title>Inferring human discomfort and its underlying causes from gait trajectories through anomaly detection in response to environmental factors on pedestrian paths</title>
      <link>https://trid.trb.org/View/2679189</link>
      <description><![CDATA[Enhancing urban livability requires assessing environmental conditions and identifying factors contributing to pedestrian discomfort. While traditional survey-based methods provide valuable insights, they lack the capacity for real-time evaluation. Sensor-based approaches offer detailed behavioral data but face scalability limitations in extensive urban contexts. CCTV technologies enable the collection of pedestrian trajectory data; however, the reliability of such data for inferring discomfort and its underlying contributing factors remains uncertain. This study proposes a method to infer pedestrian discomfort using trajectory data applicable across diverse populations. A total of 28,809 real-world trajectory point samples were collected from 40 participants. An LSTM-autoencoder model was employed to detect anomalies based on pedestrian speed and direction variations. Correlation analysis with survey responses validated the model's capacity to infer discomfort and related negative emotions. Additionally, distinct patterns of pedestrian behavior were identified in relation to different characteristics of environmental factors, providing useful insights for inferring potential discomfort-inducing conditions. The proposed approach facilitates continuous monitoring of pedestrian discomfort via GPS or CCTV, deepening the understanding of pedestrian responses to urban environments and promoting safer, more comfortable urban spaces.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:17:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679189</guid>
    </item>
    <item>
      <title>Do boulevards play a role as pedestrian corridors? Unpacking an urban paradigm with pedestrian count data</title>
      <link>https://trid.trb.org/View/2673214</link>
      <description><![CDATA[Cities increasingly prioritize pedestrian-friendly environments to enhance sustainability and accessibility. Boulevards are often considered iconic pedestrian-friendly streets, balancing vehicular traffic with active transport. However, despite their reputation as key pedestrian corridors, there is limited scientific evidence supporting this notion with actual pedestrian count (PC) data. More broadly, big data technologies remain underutilized in pedestrian monitoring compared to motorized traffic research. This study utilizes longitudinal data from a mobile application in Tel-Aviv, Israel, to examine PC in boulevards compared to other streets across varying temporal contexts. The analysis spans multiple scales- from a city-wide perspective to neighbourhoods and detailed street sections- incorporating geospatial characteristics, such as network centrality, bus stations, trees, lighting, and proximity to destinations. City-scale findings show that boulevards attract more pedestrians on weekdays, with no statistically significant differences observed on weekends in most seasons. Furthermore, the role of boulevards within their neighbourhood varies over time - some function as key pedestrian routes during specific times, e.g., certain seasons or weekdays vs. weekends, while the majority showed no notable difference compared to nearby streets. A detailed examination of PC in selected boulevards and their parallel streets suggests that while boulevard-specific design features—such as medians or enhanced landscaping—may improve walking experience, it does not necessarily translate into increased walking volumes. Streets with basic pedestrian-supportive features can be just as attractive for walking, even without the formal design of a boulevard.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:17:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673214</guid>
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    <item>
      <title>Exploring the impact of subway station areas on cold region communities from a micro perspective: built environment and travel mode selection</title>
      <link>https://trid.trb.org/View/2635258</link>
      <description><![CDATA[In cold-region cities, where harsh weather conditions such as low temperatures, snow, and strong winds have a more significant impact, subway services are crucial for winter mobility, particularly within residential subway station areas. Compared to cities in milder climates, the role of subway systems in these regions is even more vital for ensuring efficient and accessible transportation during the winter months. Although advances in subway construction and operation continue to progress, and existing studies have addressed macro-level environmental behaviors, such as walking time and distance, research and policy on pedestrian walkability in subway station areas in cold climates remain insufficient. In particular, the influence of the micro-scale built environment on walking behavior has yet to be systematically explored. This study, for the first time, develops an evaluation framework for walkability in residential subway station areas in cold-region cities using Structural Equation Modeling (SEM). It innovatively incorporates the climate adaptability of cold regions as a key analytical dimension. Based on field interviews with residents surrounding subway stations in Harbin, we identify six key factors influencing walkability: transportation convenience, urban planning and mobility, environmental comfort and aesthetics, safety and security, social and cultural characteristics, and climate adaptability. The results show that: (1) Transportation convenience (γ = 0.52, p < 0.001) has the greatest impact on walkability, with climate adaptability (γ = 0.51, p < 0.001) closely following; (2) Social and cultural characteristics, such as residents’ alignment with walking culture, health consciousness, and environmental awareness (γ = 0.44, p < 0.001), also exert a moderate influence on walkability; (3) The study investigated the cross-effects between 15 variable pairs, identifying significant interactions between Clim and Comf_Aest, as well as between Clim and Conv. It also revealed the independent influence of Soc_Cult factors, and examined the multi-factor coupling between the safety variable, Plan_Mob, and Conv. This research offers a quantitative basis for optimizing subway system design and adaptation in cold climates. Moreover, the satisfaction with built environment elements and SEM path impact coefficients, presented through quadrant diagrams, provide a valuable framework for informing traffic policy and improving environmental quality in cold-region cities.]]></description>
      <pubDate>Mon, 27 Apr 2026 16:19:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635258</guid>
    </item>
    <item>
      <title>The BostonWalks study: a longitudinal travel survey using smartphone tracking</title>
      <link>https://trid.trb.org/View/2635238</link>
      <description><![CDATA[This paper introduces the BostonWalks (BWS) study, detailing its methodology, the resulting dataset, and an initial analysis. The BWS study is a smartphone-based GNSS-tracking study in the Boston metropolitan area, designed to generate an up-to-date dataset on travel behavior, with a particular focus on non-auto travel behavior and its representativeness across all population segments. The dataset encompasses approximately 155,000 trips from 990 participants, making it one of the most extensive datasets of its kind in North America. It includes both raw trajectory data and comprehensive socio-demographic information about participants. The paper outlines the survey methodology, including the technical infrastructure, recruitment strategy, and data processing techniques. A comparison of the socio-demographic and travel behavior characteristics of BWS participants with those from the National Household Travel Survey is provided. Lastly, the paper highlights the richness of the data through correlation and cluster analysis.]]></description>
      <pubDate>Mon, 27 Apr 2026 16:19:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635238</guid>
    </item>
    <item>
      <title>Dynamic differences in urban park accessibility across age groups: A case study of Shanghai, China</title>
      <link>https://trid.trb.org/View/2663688</link>
      <description><![CDATA[As an important component of urban green spaces, urban parks play an important role in building sustainable cities and offer numerous benefits to residents. Among these residents, the older population, as a vulnerable group, is more likely to suffer equity and environmental justice issues when accessing urban park services. Therefore, there is a need to examine how urban park accessibility has changed over time and whether the older population has gained more equal services during this process. Using the SD2SFCA method, this study analyses the dynamic changes in urban park walking accessibility for both the older population and the general population in Shanghai from 2016 to 2020, and quantifies the relative role of population, urban parks, and the transport network on accessibility changes. Moreover, the study examines the accessibility gap between these two groups and how that gap changes over time. Results show that during the study period, the spatial accessibility, absolute population shares of accessible residents, and horizontal equity of both groups continuously improved. However, in the suburbs, the accessibility gap between them is continuously widening. Over time, the older population in the suburbs faces increasing inequity in accessing urban park services. This accessibility gap forms a "circular effect", which becomes more obvious as the threshold increases. The study enriches existing research on urban park accessibility, provides empirical support for urban park planning in the context of population ageing, and contributes to the sustainable development of cities and the age-friendly city construction.]]></description>
      <pubDate>Mon, 27 Apr 2026 16:17:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663688</guid>
    </item>
    <item>
      <title>Measuring the Accessibility and Connectivity of the University of Thessaly Campuses in Volos</title>
      <link>https://trid.trb.org/View/2579555</link>
      <description><![CDATA[This paper presents a comprehensive study on the accessibility and connectivity of the four university facilities in Volos, focusing on transportation systems including buses, walking, and bicycles. Utilizing Geographic Information Systems (GIS) software, the research assesses the accessibility of Volos’ university campuses based on total travel time, serving as the primary metric. Travel times are measured for journeys to and from the campuses, providing insights into overall accessibility. Furthermore, a questionnaire survey was distributed among Volos’ academic community, inquiring transportation preferences, travel times, and challenges encountered. Results indicate an average travel time of 20 min to access most campuses via available transportation modes, aligning with survey responses. In addition, participants also shared insights into the obstacles faced by individuals with disabilities when utilizing transportation in Volos and expressed that access to the university campuses of Volos via the offered transportation options is nearly impossible for these individuals. This research sheds light on the transportation dynamics impacting university accessibility in Volos and highlights the disconnection between accessibility standards and the experiences of individuals with disabilities. These findings emphasize the importance of future policy changes and could aid decision makers improve accessibility and connectivity within university settings, ultimately fostering a more inclusive and accommodating environment for students, faculty, and visitors.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579555</guid>
    </item>
    <item>
      <title>Targeting Change for Active Travel</title>
      <link>https://trid.trb.org/View/2579541</link>
      <description><![CDATA[In an attempt to address the climate crisis and to deliver more resilient transport systems, it is important to use all transport options. Active Travel has come to the fore once again, while governments are trying to meet the United Nations Sustainable Development Goals. In the UK for example, it has become a statutory requirement for Active Travel England to be consulted about any new walking, wheeling or cycling infrastructure project. However, evidence suggests that the uptake of Active Travel initiatives remains low. An important component of Active Travel planning are local users, since they are the ones who will have to use any new infrastructure in the long-term. Building on past research, this study is based on a cross-sectional survey about walking and cycling distributed in the UK. 474 responses were received and 252 valid responses were used in the ANOVA analysis. Active Travel barriers reported include for example lack of dedicated cycle lanes, inadequate lighting and insufficient pedestrian crossings, all of which are commonly mentioned in the literature. The innovation of this study is that it included the Stages of Change in a single survey, offering a holistic approach to support resilient infrastructure planning. Survey results facilitate the prioritisation of Active Travel projects based on travel activity and socio-economic group. Such a behavioural change approach allows local authorities to develop targeted Active Travel schemes and policies to support infrastructure development, while justifying the funds invested. Overall, findings can support local and regional authorities worldwide to improve Active Travel uptake.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579541</guid>
    </item>
    <item>
      <title>Walking vs. Riding: The WalkingBus Project Approach</title>
      <link>https://trid.trb.org/View/2579540</link>
      <description><![CDATA[This paper aims to present the Erasmus + Sports “WalkingBus” project, which addresses the objective of “Encouraging a healthy lifestyle for all” with a specific focus on children by supporting walking as a means of commuting to school and other after-school activities. A walking bus is defined as a supervised group of children walking to or from school (or other premises) along a set route and picking up or dropping off “passengers” at specific points along the way. An increasing number of children do not get sufficient regular exercise because they are taken to school by car due to safety concerns, leading to adverse health outcomes not only in childhood but also in later life. In Greece, 52% of road traffic fatalities among children are pedestrians; in Italy, 24%; and in Türkiye, 41%. At the same time, in Greece, 13.8% of children aged 5–19 are obese; in Italy, 12.5%, and in Türkiye, 11.5%. The WalkingBus project aspires to address this problem in these countries. It will utilize several Key Performance Indicators (KPIs) to evaluate the project’s outcomes and the overall quality of the project, based on three (3) pillars: 1) Building the fundamentals of WalkingBus, 2) WalkingBus in action, and 3) Stakeholder engagement.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579540</guid>
    </item>
    <item>
      <title>Safe and Inclusive Pedestrian Routes in Complex Urban Environment</title>
      <link>https://trid.trb.org/View/2579532</link>
      <description><![CDATA[One of the key challenges for modern cities is to achieve sustainable development, with equal opportunities for all residents at its core. A crucial aspect of urban sustainability is transportation, and in particular walking. Walking is the only transportation mode that is inclusive and accessible to all residents, a key indicator of the quality of life of citizens, that also determines how well people live city. Thus, ensuring safe and high-quality pedestrian routes for all citizens, and especially for those with reduced mobility, is a critical issue for cities. In populous cities with complex urban environments, such as the Municipality of Athens of Athens, where high population density, dense urban environment and diversity of land use are key features, achieving safe pedestrian routes, especially for people with reduced mobility, is even more challenging. Driven by the need to ensure that people with reduced mobility have equal opportunities in complex urban environment, such as that of Athens, herein is presented a methodology for the creation of a safe and accessible to all pedestrian route, connecting major transportation hubs and important urban points of interest through major urban roads.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579532</guid>
    </item>
    <item>
      <title>Assessing the Potential to Implement the “X-minute City” Concept in Small and Medium Sized Cities. The Case of Volos, Greece</title>
      <link>https://trid.trb.org/View/2579530</link>
      <description><![CDATA[The “X-minute city” concept is based on the principle of urban planning at the human-scale. In terms of mobility, main activities should be accessed within a range of a few minutes by bicycle or on foot, decreasing the dependency on mechanised and, namely, automobile transport. This is expected to have positive impacts on the quality of life and of the natural and built environment. Several cities worldwide, such as Paris, Montréal and Melbourne, are developing initiatives towards this direction. On the other hand, most small and medium sized cities in Greece have not yet engaged into similar projects. These cities present the competitive advantages of short time-distances by active transport to main activities and of the relatively simple structure of their transport network allowing for game-changing strategic interventions, adjustable to their specific features and needs. In this context, the current research presents the case study of Volos, a medium sized Greek city, with a twofold purpose, i.e.: The assessment of time-distance from all building blocks to main activities by active transport in terms of the X-minute criterion; and the suggestion of city-specific transport policies towards the implementation of the “X-minute city” planning approach. The assessment of time-distance derives entirely from the processing of open geospatial data. The main results indicate that walking and, especially, cycling may currently provide access to main activities within a range of 15–20 min from residence, but specific policies are essential to increase the attractiveness and safety of these modes.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579530</guid>
    </item>
    <item>
      <title>Evaluating the Effect of Transforming Public Space on Customer Traffic – Utilization of Mobile Phone Data</title>
      <link>https://trid.trb.org/View/2579513</link>
      <description><![CDATA[In many European cities, public spaces are transformed towards more livable areas that promote active mobility and reduce car traffic. A great variety of approaches aims to evaluate individual projects. Given the diversity in methods, indicators used, sample sizes, observation periods as well as spatial expansions of the area under investigation, it is difficult to merge results from different case studies . Consequently, deriving general trends is challenging. We set up a methodology using big data from mobile phones to assess the effect on pedestrian frequency. This indicator works as proxy for the effect of street redistribution and traffic calming. We test the method by evaluating the development over time and space in three district centers from 2019 to 2023 in Berlin, Germany. One of these streets has been redesigned in favor of active mobility and quality of stay while the other two remain unchanged and are used to set a context. Results show a much higher increase in visits in the street that has been redesigned. Added value of this contribution is the development of a comparable and transferable evaluation method that is able to assess the impacts of transformations in public areas.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579513</guid>
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