Transport Research International Documentation (TRID) https://trid.trb.org/ en-us Copyright © 2024. National Academy of Sciences. All rights reserved. http://blogs.law.harvard.edu/tech/rss tris-trb@nas.edu (Bill McLeod) tris-trb@nas.edu (Bill McLeod) Transport Research International Documentation (TRID) https://trid.trb.org/Images/PageHeader-wTitle.jpg https://trid.trb.org/ Occupant Kinetics and Muscle Responses of Relaxed and Braced Small Female and Midsize Male Volunteers in Low-Speed Frontal Sled Tests https://trid.trb.org/View/2341975 Fri, 22 Mar 2024 17:04:53 GMT https://trid.trb.org/View/2341975 Health Comparisons Between Truck Drivers and the General Population Using the Canadian Community Health Survey https://trid.trb.org/View/2325226 Wed, 20 Mar 2024 10:11:36 GMT https://trid.trb.org/View/2325226 The gender gap in the acceptance of automated vehicles in Europe https://trid.trb.org/View/2326546 Wed, 14 Feb 2024 14:42:54 GMT https://trid.trb.org/View/2326546 Study on driver’s active emergency response in dangerous traffic scenes based on driving simulator https://trid.trb.org/View/2317439 Mon, 05 Feb 2024 10:25:01 GMT https://trid.trb.org/View/2317439 Sex-based differences in odds of motor vehicle crash injury outcomes https://trid.trb.org/View/2315728 1.0, p-value ≤0.05). This contrasts with 43 models where females had significantly lower odds (OR<1.0, p≤0.05). For the remaining 221 models, there was a near even split in how often the odds of injury were non-significantly higher (n=103) and non-significantly lower (n=114) for females as compared to males (p>0.05). In four cases, the OR estimate was 1.00. Amongst the results, there was a trend for females to have higher odds of AIS 2+ injuries (MAIS 2+ OR=1.75 and 1.69 for Full and Crashworthiness models, respectively for the All Crashes dataset). These increases included higher estimates for lower extremity injuries in frontal crashes, consistent with earlier studies (e.g., Forman et al. 2019). However, for certain AIS 2+ (neck, thorax) and AIS 3+ injuries (head, neck, thorax), females had significantly lower odds of injury (p≤0.05). The trends for reduced odds of injury for females were most prevalent in non-frontal crash models.]]> Tue, 16 Jan 2024 09:03:26 GMT https://trid.trb.org/View/2315728 Commuting Time: Effect on Labor Supply and Wages https://trid.trb.org/View/2314020 Wed, 27 Dec 2023 10:28:33 GMT https://trid.trb.org/View/2314020 How Do Young Provisional Drivers Who Crash Early Compare With Those Who Only Crash Later? https://trid.trb.org/View/2306734 Thu, 07 Dec 2023 14:49:35 GMT https://trid.trb.org/View/2306734 Comparative Analysis of Pedestrian Walking Speed on Sidewalk and Carriageway https://trid.trb.org/View/1974509 Sun, 03 Dec 2023 15:32:32 GMT https://trid.trb.org/View/1974509 Better understanding female and male driving offenders’ behavior: Psychological resources and vulnerabilities matter! https://trid.trb.org/View/2291340 Tue, 28 Nov 2023 10:39:02 GMT https://trid.trb.org/View/2291340 Sex-Related Vehicle and Crash Differences and their Potential to Confound Relative Injury Risk Analyses https://trid.trb.org/View/2253904 Tue, 28 Nov 2023 10:25:31 GMT https://trid.trb.org/View/2253904 Driving fatigue increases after the Spring transition to Daylight Saving Time in young male drivers: A pilot study https://trid.trb.org/View/2274411 Wed, 15 Nov 2023 09:19:56 GMT https://trid.trb.org/View/2274411 How much does the injury risk between average female and average male anthropometry differ? – A simulation study with open source tools for virtual crash safety assessments https://trid.trb.org/View/2268920 Mon, 23 Oct 2023 08:52:07 GMT https://trid.trb.org/View/2268920 The young male driving problem: Relationship between Safe Driving Climate among Friends, Peer Pressure and Driving Styles https://trid.trb.org/View/2250799 Thu, 05 Oct 2023 16:26:50 GMT https://trid.trb.org/View/2250799 Effects of an urban cable car intervention on physical activity: the TrUST natural experiment in Bogota, Colombia https://trid.trb.org/View/2224151 =18 years) per household invited to participate. Eligible participants had lived in the intervention or control areas for at least 2 years and were not planning to move within the next 2 years. Physical activity was assessed among participants in the intervention and control areas before and after the inauguration of TransMiCable in Ciudad Bolivar with the International Physical Activity Questionnaire (long form) and with wearable accelerometers. Complete cases (those with baseline and follow-up data) were included in analyses. Respondents were classed as being physically active if they met 2020 WHO guidelines (>=150 min per week of moderate activity, >=75 min per week of vigorous activity, or equivalent combinations); and accelerometery data were classified with the Freedson cut-points for adults. Data were also gathered in zonal parks (area >=10 000 m2) and neighborhood parks (area <10 000 m2) in the intervention and control areas by direct observation with the System for Observing Play and Recreation in Communities, to assess levels of physical activity before and after the TransMiCable intervention. Multilevel regression models were used to assess changes in physical activity associated with the TransMiCable intervention. Physical activity questionnaires were completed by 2052 adult participants (1289 [62.8%] women and 763 [37.2%] men; mean age 43.5 years [SD 17.7]) before the inauguration of TransMiCable. After the inauguration, the follow-up (final) questionnaire sample comprised 825 adults in the intervention group and 854 in the control group, including 357 adults in the intervention group and 334 in the control group with valid accelerometery data. 334 (40.5%) of 825 participants in the intervention group reported levels of physical activity that met the 2020 WHO guidelines during walking for transport before the intervention, and 426 (51.6%) afterwards (change 11.1 percentage points [95% CI 6.4 to 15.9]). A similar change was observed in the control group (change 8.0 percentage points [3.4 to 12.5]; adjusted odds ratio [OR] for the time-by-group interaction, intervention vs control group: 1.1 [95% CI 0.8 to 1.5], p=0.38). Time spent doing moderate-to-vigorous physical activity, measured with accelerometers, did not change in the intervention group after the inauguration of TransMiCable (change -0.8 min per day [-4.6 to 3.0]) and did not change compared with the control group (adjusted beta for the time-by-group interaction: 1.4 min per day [95% CI -2.0 to 4.9], p=0.41). Moderate-to-vigorous physical activity was 52.1 min per day (SD 24.7) before and 59.4 min per day (35.2) after the inauguration of TransMiCable in new regular users who reported using TransMiCable during mandatory trips for work or education (n=32; change 7.3 min per day [-22.5 to 7.9]). After the intervention, an increase in the proportion of male individuals engaging in moderate or vigorous physical activity was observed in a renovated zonal park (adjusted OR for the time-by-group interaction, intervention vs control park: 2.7 [1.1 to 6.8], p=0.033). Female users of a renovated neighborhood park were less likely to become engaged in moderate or vigorous physical activity than female user of the control area neighborhood park (adjusted OR for the time-by-group interaction: 0.4 [0.1 to 0.6], p=0.019). It is encouraging that walking for transport remained high in the TransMiCable intervention area when the use of private motorized transport had increased elsewhere in Bogota. In low-income urban areas, where transport-related walking is a necessity, transport interventions should be focused on efforts to maintain participation in active travel while improving conditions under which it occurs. Wellcome Trust (as part of the Urban Health in Latin America project); Bogota Urban Planning Department; Ministry of Science, Technology, and Innovation of Colombia; Universidad de Los Andes; Fundacion Santa Fe de Bogota; and Universidad del Norte. For the Spanish translation of the abstract see Supplementary Materials section.]]> Mon, 14 Aug 2023 08:53:23 GMT https://trid.trb.org/View/2224151 Environmental vs psychosocial barriers to active commuting to university: which matters more? https://trid.trb.org/View/2222985 Mon, 14 Aug 2023 08:53:23 GMT https://trid.trb.org/View/2222985