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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Different travel behavior between low-income and high-income minority groups</title>
      <link>https://trid.trb.org/View/2665165</link>
      <description><![CDATA[This study examines differences in travel patterns, purposes, mode choices, time, and distance between low- and high-income minority groups compared with whites, considering factors such as ethnic enclaves, neighborhood characteristics, and socio-demographic variables. The findings reveal that low-income minority groups engage in less solo driving (SD) than their high-income counterparts, while low-income whites show the opposite pattern. Low-income individuals are also more likely to use carpooling (both household and inter-household) regardless of race or ethnicity. Moreover, their travel mode choices, time, and distance are influenced differently by racial, neighborhood, and locational factors than those of high-income groups. These results suggest that transportation policies should account for the complex interactions among income, ethnicity, and spatial context to better support mobility equity for low-income and minority populations.]]></description>
      <pubDate>Wed, 22 Jul 2026 16:59:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665165</guid>
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    <item>
      <title>Prevalence and Mechanisms of Discrimination: Evidence from the Ride-Hail and Taxi Industries</title>
      <link>https://trid.trb.org/View/1890814</link>
      <description><![CDATA[Ride-hail services, including Uber and Lyft, have upended the taxi industry, but it remains unclear whether ride-hailing, like taxis, discriminates against riders based on race. To understand whether and when discrimination manifests in for-hire vehicle services, I conducted an audit of Uber, Lyft, and taxis in Los Angeles. Discrimination against black taxi riders resulted in far higher rates of trip cancellation and longer wait times compared with white riders. By contrast, ride-hailing dramatically reduced differences between riders. Findings suggest that discrimination occurs when people learn of rider characteristics and yield implications for how planners can use technology to deter discrimination.]]></description>
      <pubDate>Mon, 07 Feb 2022 09:43:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1890814</guid>
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      <title>Can Boosting Minority Car-Ownership Rates Narrow Inter-Racial Employment Gaps?</title>
      <link>https://trid.trb.org/View/1745692</link>
      <description><![CDATA[The objective of this study was to determine if increasing car-ownership rates among members of minority groups would reduce the inter-racial gap in employment rates. The first step was to explore whether the effect of car ownership on the probability of being employed was greater for spatially isolated groups of workers. The second step was to assess whether the difference in the car-employment effect between black and white workers increases with the severity of spatial mismatch. The results showed that having access to an automobile is especially important for black and Latino workers. Among black workers, the difference in employment rates between those who own a car and those who do not is significantly larger compared to white workers. In addition, the car-employment effect for Latino workers is somewhat smaller than the effect for black workers but markedly greater than the corresponding effect for non-Latino white workers. This car-employment effect is strongest in metropolitan areas, where blacks experience the largest isolation from job opportunities. The authors estimate that bringing minority car-ownership rates to the same level as whites would reduce the black-white employment differential by 45 percent and the Latino-white differential by 17 percent.]]></description>
      <pubDate>Wed, 21 Apr 2021 16:19:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1745692</guid>
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    <item>
      <title>Redlining or Risk? A Spatial Analysis of Auto Insurance Rates in Los Angeles</title>
      <link>https://trid.trb.org/View/1745691</link>
      <description><![CDATA[This study investigates whether the high automobile insurance rates faced by low-income and minority households in Los Angeles are grounded in economic and racial discrimination or whether they are the result of appropriate and impartial risk factors. Discrimination-based disparity in insurance rates is known as redlining. The study combines tract-level census data and quotes for auto insurance from multiple companies for various regions within Los Angeles, using multivariate models. Individual demographic and driving record characteristics were fixed, which allowed for estimating the contribution of risk, race, and class factors to the place-based factor of the premium. It was found that both risk and redlining factors were associated with differences in insurance costs in the place-based factor. Black and poor neighborhoods were negatively affected. However, even after taking risk factors into account in the model specification, socioeconomic factors remained statistically significant. In addition, redlining factors explained more of the disparity between communities of color and white communities, and between poor and nonpoor neighborhoods. Public policy changes will be needed to address the discriminatory aspects of auto insurance premium-setting.]]></description>
      <pubDate>Wed, 21 Apr 2021 16:19:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1745691</guid>
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      <title>Biking Practices and Preferences in a Lower Income, Primarily Minority Neighborhood: Learning What Residents Want</title>
      <link>https://trid.trb.org/View/1747333</link>
      <description><![CDATA[This paper examines if, in a lower-income minority neighborhood, bicycling practices and bicycle-environment preferences of Blacks and Hispanics were different from Whites. During the summer of 2014, surveys were mailed to 1537 households near a proposed cycle track on Malcolm X Boulevard in Roxbury, MA. On the Boulevard, intercept surveys were distributed to cyclists and observations noted about passing cyclist's characteristics. Data were analyzed from 252 returned-mailed surveys, 120 intercept surveys, and 709 bicyclists. White (100%), Hispanic (79%), and Black (76%) bicyclists shown pictures of 6 bicycle facility types in intercept surveys perceived the cycle track as safest. More White mailed-survey respondents thought bikes would not be stolen which may explain why more Hispanics (52%) and Blacks (47%) preferred to park their bikes inside their home compared with Whites (28%), with H/W B/W differences statistically significant (p < 0.05). More Hispanic (81%) and Black (54%) mailed-survey respondents thought they would bicycle more if they could bicycle with family and friends compared with Whites (40%). Bicyclists observed commuting morning and evening included Blacks (55%), Whites (36%) and Hispanics (9%). More Whites (68%) wore helmets compared with Hispanics (21%) and Blacks (17%) (p < 0.001). More Blacks (94%) and Hispanics (94%) rode a mountain bike compared with Whites (75%). Minority populations are biking on roads but prefer cycle tracks. They also prefer to park bikes inside their homes and bicycle with family and friends. Wide cycle tracks (bicycling with family/friends) and home bike parking should be targeted as capital investments in lower-income minority neighborhoods.]]></description>
      <pubDate>Thu, 03 Dec 2020 17:24:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1747333</guid>
    </item>
    <item>
      <title>Bicycling Among Black and Latino Women: Focus Group Summary Report</title>
      <link>https://trid.trb.org/View/1747325</link>
      <description><![CDATA[This report shares the findings of four focus groups containing 10 to 13 participants each, which were held in New Jersey in the fall of 2016. The participants in three of the focus groups were Black and/or Latina women; the remaining one consisted of White women. Prior to holding the focus groups, the authors did a literature review on the barriers that women experience in bicycling. The report then shares the information gleaned from the focus groups, which concerned household composition, responsibilities, and usual travel modes; perceptions of the typical bicyclist; bicycling experience; factors affecting travel mode choice and the appeal of bicycling; exercise habits and bicycling as exercise; perceptions of friends and families; bicycle infrastructure and perceived comfort and safety; the potential of bike shares to encourage bicycling; bicycle education strategies, specific partners, and types of programs; support for government investment in bicycle infrastructure; and the desirability of bicycle lanes on participants' streets. The report closes with planning and policy recommendations, program strategies, and opportunities for additional research.]]></description>
      <pubDate>Tue, 17 Nov 2020 14:28:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1747325</guid>
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    <item>
      <title>Exploring the Mechanisms of the Racial Disparity in Drowsy Driving</title>
      <link>https://trid.trb.org/View/1590429</link>
      <description><![CDATA[Drowsy driving is a significant cause of traffic accidents and fatalities. Although previous reports have shown an association between race and drowsy driving, the reasons for this disparity remain unclear. A cross-sectional analysis of responses from 193,776 White, Black, and Hispanic adults participating in the US Behavioral Risk Factor Surveillance System from 2009 to 2012 who answered a question about drowsy driving. Drowsy driving was defined as self-reporting an episode of falling asleep while driving in the past 30 days. All analyses were adjusted for age, sex, and medical comorbidities. Subsequent modeling evaluated the impact of accounting for differences in health care access, alcohol consumption, risk-taking behaviors, and sleep quality on the race-drowsy driving relationship. After adjusting for age, sex, and medical comorbidities, the odds ratio (OR) for drowsy driving was 2.07 (95% confidence interval [CI] 1.69-2.53) in Blacks and 1.80 (95% CI 1.51-2.15) in Hispanics relative to Whites. Accounting for health care access, alcohol use, and risk-taking behaviors had little effect on these associations. Accounting for differences in sleep quality resulted in a modest reduction in the OR for drowsy driving in Blacks (OR = 1.55, 95% CI 1.27-1.89) but not Hispanics (OR = 1.74, 95% CI 1.45-2.08). US Blacks and Hispanics have approximately twice the risk of drowsy driving compared to whites. Differences in sleep quality explained some of this disparity in Blacks but not in Hispanics. Further research to understand the root causes of these disparities is needed.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:15:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1590429</guid>
    </item>
    <item>
      <title>Ethnic Group Differences in Impacts of Free Bus Passes in England: A National Study</title>
      <link>https://trid.trb.org/View/1552410</link>
      <description><![CDATA[A pass permitting free bus travel for older people (aged ≥60 years) in England was introduced in 2006. There has been no examination of whether this scheme has differential effects across ethnic groups. The authors examined whether Black and South Asian participants were more likely to hold a bus pass and have higher associated levels of active travel than White participants. Data come from the National Travel Survey, a nationally representative sample of the travel patterns of households in England. Using cross-sectional data from 33,344 participants eligible for a bus pass 2006–2014, the authors investigated ethnic differences in bus pass uptake and associations with bus use, active travel and walking ≥3 times per week. Black participants were more likely to hold a bus pass (84%) than South Asian or White participants (74% and 75% respectively). Black participants accumulated 56% of their active travel as part of bus journeys, compared with 29% in White and 44% in South Asian participants. Bus pass possession was associated with increased odds of bus-related active travel in all ethnic groups. These findings suggest that the free bus pass scheme in England is associated with higher levels of active travel and that these may be greater among minority ethnic groups. Removing financial barriers to active travel could produce important health benefits particularly among ethnic minority groups, who have low levels of leisure-based physical activity.]]></description>
      <pubDate>Fri, 19 Oct 2018 17:12:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1552410</guid>
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    <item>
      <title>The impact of spatial accessibility and perceived barriers on visitation to the US national park system</title>
      <link>https://trid.trb.org/View/1509445</link>
      <description><![CDATA[Visits to the US national park system continue to increase, but racial/ethnic minorities are consistently underrepresented among national park visitors compared to Whites. Research suggests several reasons for historic underrepresentation of racial/ethnic minorities, including limited spatial accessibility, marginality, subcultural differences, and discrimination. This study uses spatial analysis of survey data collected in a range of geographic locations across the US, to assess the spatial accessibility of three racial/ethnic groups to units of the national park system. The study also considers the relationships between spatial accessibility and measures of marginality, subculture, and discrimination. Results show that access to national parks varies greatly between geographic areas: residents of large metropolitan areas have better access to units of the national park system than residents of rural areas. The effect of spatial accessibility on visitation varies among racial/ethnic groups. The study also highlights the importance of culturally-oriented parks, provides information about park accessibility in order to enhance relevancy, and informs management strategies that can encourage visitation across different geographic areas and more diverse populations.]]></description>
      <pubDate>Tue, 29 May 2018 10:24:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1509445</guid>
    </item>
    <item>
      <title>Driving While Black: A Comparison of the Beliefs, Concerns, and Behaviors of Black and White Maryland Drivers</title>
      <link>https://trid.trb.org/View/1125113</link>
      <description><![CDATA[The National Highway Traffic Safety Administration suggests that given the changing demographics of the United States it is important to examine motor vehicle statistics by race and ethnicity. The current study sought to explore differences in traffic safety concerns and driving behaviors between black and white drivers. An annual, anonymous, random-digit-dial telephone survey was used to collect data between 2003 and 2009 from Maryland drivers. Drivers (N = 5503) were assessed regarding their driving behaviors and perceived risk of receiving a traffic violation. Results showed that black drivers perceived a greater likelihood of being stopped for driving under the influence (DUI), for not wearing a seat belt and for speeding than white drivers. These differences were found among drivers with or without a history of being ticketed. Black drivers were also more likely to report a variety of risky driving behaviors than white drivers. However, black drivers were not more likely to report receiving a ticket or citation in the last month after controlling for demographic factors, risky driving behaviors, and geographic region of the state, where traffic enforcement may vary. Findings indicate that black drivers are not more likely to be ticketed, despite perceptual biases that may exist among some drivers. These differences appear to be explained by demographic as well as regional factors. These results highlight the need for more research to understand the potential differences in driving behaviors between racial and ethnic groups. More research is also needed to develop countermeasures for racial and ethnic groups most at risk for motor vehicle violations and crashes.]]></description>
      <pubDate>Wed, 25 Jan 2012 11:58:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125113</guid>
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    <item>
      <title>Traffic Law Knowledge Disparity between Hispanics and Non-Hispanic Whites in California</title>
      <link>https://trid.trb.org/View/1107273</link>
      <description><![CDATA[The Hispanic population is one group that is involved in a disproportionately high percentage of fatal motor vehicle collisions in the United States. This study investigated demographic factors contributing to a lack of knowledge and awareness of traffic laws among Hispanic drivers involved in motor vehicle collisions (MVCs) in southern California. The cross-sectional study enrolled adults (n = 190) involved in MVCs presenting to a Level I trauma center in southern California over a 7-month period. Subjects completed a survey about California traffic law knowledge (TLK) consisting of eight multiple-choice questions. The mean number of questions answered correctly was compared between groups defined by demographic data. Results: The mean number of TLK questions answered correctly by Hispanic and non-Hispanic white groups were significantly different at 4.13 and 4.62, respectively (p = 0.005; 95% confidence interval -0.83 to-0.15). Scores were significantly lower in subjects who were not fluent in English, had less than a high school education, did not possess a current driver’s license, and received their TLK from sources other than a driver’s education class or Department of Motor Vehicle materials. Analysis of variance showed that the source of knowledge was the strongest predictor of accurate TLK. Source of TLK is a major contributing factor to poor TLK in Hispanics. An emphasis on culturally specific traffic law education is needed.]]></description>
      <pubDate>Thu, 21 Jul 2011 10:08:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1107273</guid>
    </item>
    <item>
      <title>Beech 95-B55, total loss of left engine power and uncontrolled descent, Whites Creek, Tennessee</title>
      <link>https://trid.trb.org/View/1100867</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 02 May 2011 12:20:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100867</guid>
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    <item>
      <title>Step Counts of Non-White Minority Children and Youth by Gender, Grade Level, Race/Ethnicity, and Mode of School Transportation</title>
      <link>https://trid.trb.org/View/1089427</link>
      <description><![CDATA[This article reports on a study undertaken to describe and analyze the steps per day (steps/d) of nonwhite minority children and youth (n = 547) by gender, grade level (grades 5 to 8), race/ethnicity, and mode of school transportation.  The authors also compared their findings in this population to Caucasian grade-level counterparts. Participants wore sealed pedometers for 6 consecutive week/school days. Most (n = 310) participants also completed a questionnaire asking about their mode of transportation to and from school.  The authors found a main effect for gender: boys accumulated significantly more steps/d than girls.  There was also a significant main effect for mode of school transportation:  children who walked to school obtained significantly more steps/d than children using car or bus to get to school. Minority boys obtain similar steps/d as their Caucasian grade-level counterparts; minority girls obtain less steps/d than their Caucasian grade-level counterparts.  The authors conclude with a discussion of the benefits of active commuting to school as a way to help meet the national physical activity (PA) guidelines.]]></description>
      <pubDate>Mon, 31 Jan 2011 07:47:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1089427</guid>
    </item>
    <item>
      <title>Transportation Difficulty of Black and White Rural Older Adults</title>
      <link>https://trid.trb.org/View/933446</link>
      <description><![CDATA[This study explores self-reported transportation difficulty among rural older adults, using data from the University of Alabama at Birmingham Study of Aging for community-dwelling participants (255 Black and 259 White) residing in rural areas. The authors examine the relationship of predisposing characteristics, enabling resources, and measures of need for care with self-reports of transportation difficulty. Blacks report having more transportation difficulty than Whites (24.7% vs. 11.6%; p < .05). When the authors introduce other variables, race differences disappear, but there is a race-by-income interaction with transportation difficulty. Whites with lower incomes are more likely to have transportation difficulty than Whites with higher incomes. When data from Blacks and Whites are analyzed separately, income is the only variable associated with transportation difficulty among Whites. Among Blacks, income is not related to transportation difficulty but several variables other than income (age, gender, marital status, Mini Mental State Exam scores, and depression) are.]]></description>
      <pubDate>Thu, 16 Sep 2010 12:42:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/933446</guid>
    </item>
    <item>
      <title>The Impact of Traffic Stops on Calling the Police for Help</title>
      <link>https://trid.trb.org/View/926057</link>
      <description><![CDATA[This paper will  examine how experiencing traffic stops affect the likelihood that whites, blacks, and hispanics will contact the police for services using data obtained from the Police--Public Contact Survey (PPCS). First, experiencing one or more traffic stops in the past year significantly decreased the likelihood of contacting the police for assistance and to report a neighborhood problem, net of other demographic characteristics. Second, traffic stop experiences had similar effects on whites, blacks, and hispanics, each group less likely to have contacted the police for assistance and to report neighborhood problems if they had experienced one or more traffic stops in the past year. This study also discusses the reasons why experiencing traffic stops are related to contacting the police for help and provides some implications for police— community relationships.]]></description>
      <pubDate>Thu, 19 Aug 2010 13:49:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/926057</guid>
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