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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>Enhancing Pedestrian and Cyclist Safety in African Cities Through Living Labs: An Integrative Analysis</title>
      <link>https://trid.trb.org/View/2579546</link>
      <description><![CDATA[In many Sub-Saharan African cities, a substantial portion of the population relies on walking and cycling, particularly for access to public transport. However, the safety of pedestrians and cyclists is a significant challenge, with intersections and overpasses designed primarily for motorized vehicles. Pedestrians often lack recognition as legitimate road users, facing inadequate respect compared to motorized vehicles. Traditional mobility initiatives targeting local residents prove insufficient for engaging a diverse demographic, especially active mobility users. The research landscape on cyclists and pedestrians in Africa is underdeveloped, and conventional urban planning instruments are ill-suited for assessing their unique challenges. To address these issues, Living Labs are introduced to present and test scenarios for optimizing street space usage. These scenarios undergo rigorous evaluation for potential integration into urban environments. A multimodal approach is adopted, involving participatory crowd mapping and video analysis. A platform-independent crowd-mapping web app engages cyclists and pedestrians in real-time, providing insights into user behavior and preferences. Simultaneously, longitudinal video-based traffic conflict analysis quantitatively maps user behavior over time. It involves a systematic approach to observe and document instances of traffic conflicts and related occurrences pertaining to safety and operational aspects. This integrative approach within the Living Labs framework offers a comprehensive methodology for understanding, evaluating, and enhancing the mobility experiences of cyclists and pedestrians in African urban contexts. By combining participatory mapping tools and video analysis, this research methodology provides valuable insights into user behavior, contributing to the development of safer and more inclusive urban spaces for pedestrians and cyclists.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579546</guid>
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    <item>
      <title>Beyond proximity: Uncovering accessibility inequities in Barcelona’s climate shelters network for the summer of 2023</title>
      <link>https://trid.trb.org/View/2643823</link>
      <description><![CDATA[Over the past decade, climate shelters networks have been implemented in various cities worldwide, particularly in areas where the Urban Heat Island effect exacerbates the impact of heat waves. These networks aim to provide thermal comfort and, crucially, to reduce heat-related mortality among vulnerable populations, such as the elderly. However, effective implementation of such networks requires more than merely identifying shelters -it demands strategic planning to ensure true accessibility for at-risk groups. This study evaluates the accessibility of the Climate Shelters Network proposed by the Barcelona City Council during the summer months of 2023 (July and August), focusing specifically on the elderly population due to their heightened vulnerability to heat stress. Accessibility was assessed through three main dimensions: economic (payment), temporal (daily and seasonal operation) and spatial (proximity). Data were sourced from open datasets, fieldwork and direct communication with municipal authorities and shelter facilities. Geographic analysis was conducted using QGIS to define service areas and pedestrian accessibility was measured based on a 6-minute walking threshold under conditions of strong and very strong heat stress, assuming an average walking speed of 3.42 km/h for elderly people. While official municipal data claimed that 97 % of the population was within a 10-minute walking distance of a shelter in this time period, our findings reveal that real accessibility varied depending on the month, day of the week and time. In the worst-case scenario at night, when only a limited number of shelters were open, coverage dropped to 15 % of the total elderly population living in the municipality of Barcelona. This study highlights the importance of incorporating dynamic variables into the planning and management of urban climate adaptation strategies, particularly those intended to safeguard vulnerable populations during extreme heat events.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643823</guid>
    </item>
    <item>
      <title>Resilient mobility in times of crisis: COVID-19 impacts on migrant travel behavior in Sousse, Tunisia</title>
      <link>https://trid.trb.org/View/2683058</link>
      <description><![CDATA[The COVID-19 pandemic severely disrupted urban transport systems throughout Africa, disproportionately impacting vulnerable populations. Migrants faced compounded vulnerabilities: pre-existing structural barriers (economic precarity, limited social networks, administrative constraints) were amplified by pandemic-specific challenges (health risks, service reductions, mobility restrictions. This study examines the adaptive mobility responses of Sub-Saharan and Maghrebian migrants living in Sousse, Tunisia, during the initial wave of restrictions in 2020. A systematic survey of 151 individuals at the International Organization for Migration aid centre indicates a 33.5% decrease in daily trips, with significant socio-demographic variations; women and student-workers faced the most substantial declines There was a significant modal shift, with walking more than doubling (+100%, from 13.2% to 27.8%) and public transport declining sharply (−38.5%, from 65.6% to 49.7%; McNemar's χ2 = 12.52, p < 0.001). Paradoxically, even though migrants travelled less, their average transportation costs increased by 16.3%, which shows that they relied on more expensive but health-safer modes of transportation (i.e., modes with lower COVID-19 transmission risk such as walking, private vehicles, and individual taxis rather than crowded public transport). The analysis reveals adaptive resilience during the crisis phase, operationalized through three dimensions: (1) absorptive capacity demonstrated by a 33.5% trip reduction while maintaining essential mobility, (2) adaptive capacity shown through the significant modal shifts, and (3) transformative capacity evidenced by community network mobilization and the development of new mobility strategies. These findings illustrate the agency of migrant populations in managing crisis situations despite structural vulnerabilities. The study emphasizes the necessity of incorporating migrant perspectives into transport policy by contextualising these findings within the framework of urban resilience and inclusive planning. The lessons learnt from Sousse show both the weaknesses and strengths of marginalized communities. These lessons can help us build mobility systems in African cities that are both strong and fair.]]></description>
      <pubDate>Mon, 23 Mar 2026 17:14:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683058</guid>
    </item>
    <item>
      <title>Vertical 15-minute city: Modeling urban density and functional mix with multi-source geospatial data</title>
      <link>https://trid.trb.org/View/2606848</link>
      <description><![CDATA[The 15-minute city concept emphasizes accessible urban living by ensuring essential services are reachable within walking or biking distance. However, most evaluations rely on two-dimensional (2D) analyses, neglecting the vertical complexity of high-density cities. This study introduces a 3D framework for assessing 15-minute accessibility in Nanjing, China. Using natural language processing and rule-based methods, we construct a 3D functional composition dataset from multi-source data. We then develop floor-level proximity indices that account for both horizontal travel time and vertical circulation (e.g., stairs, elevators). Analyzing over 90 million simulated trips, we find that accessibility generally declines with building height, though access to offices and commercial facilities improves at 20th or higher floors. Spatial inequalities emerge not only between central and peripheral zones but also across building levels and regional GDP levels, with a U-shaped disparity tied to distance from downtown. Notably, 11%–17% of trips considered accessible in 2D analyses exceed the 15-minute threshold when vertical travel is included. Our findings highlight the need to incorporate vertical space in 15-minute city evaluations and offer a scalable method to support inclusive, fair, and livable 3D urban planning with the background of 15-minute city.]]></description>
      <pubDate>Mon, 08 Dec 2025 11:43:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606848</guid>
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    <item>
      <title>The impact of introducing new light rail on step counts: Threshold distance analysis in a Japanese regional city</title>
      <link>https://trid.trb.org/View/2618227</link>
      <description><![CDATA[Light rail transit (LRT) systems are expected to reduce car use and promote physical activity, particularly walking, addressing the issue of physical inactivity in regional cities. However, there is a research gap regarding the magnitude and spatial extent of the impact of a newly introduced LRT on residents' walking behavior, especially those evaluated using a natural experimental design and objective data. This study evaluated the LRT's impact on step counts as a key indicator of physical activity in a Japanese regional city that introduced a new LRT to realize a “network-based compact city. "Smartphone-based data were collected before and after the LRT's introduction from 397 participants aged 18 to 65 residing within 2 km of 18 LRT stations. The authors examined the threshold distances from stations at which changes in step counts were statistically significant using generalized linear mixed models, varying thresholds by 50 m increments. On weekdays, the threshold was found to be 550 m, participants living within this distance from a station showing a 1.15-fold increase in their step counts compared with the situation without the LRT, equivalent to 826 additional steps for the average participant. On holidays, the threshold was 650 m, with a 1.12-fold increase in step counts. These findings suggest that increased step counts may result not only from LRT use but also from walking to essential services that have increased around the LRT. These findings offer insights for regional cities undergoing similar infrastructure development, contributing to achieving healthy and sustainable cities.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:20:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618227</guid>
    </item>
    <item>
      <title>Evaluating Spatial Inequities in Multimodal Accessibility to Convenience Stores: A 3SFCA-Based Study of Jongno-gu, Seoul</title>
      <link>https://trid.trb.org/View/2597063</link>
      <description><![CDATA[This study investigates spatial justice in convenience store accessibility by examining how travel modes, mobility conditions, and spatial structures jointly shape service equity. Drawing on the “capability space” framework, it first constructs a behavior-based accessibility measure using the Three-Step Floating Catchment Area (3SFCA) method and credit card transaction data, capturing individuals’ actual ability to access retail services. This empirically grounded indicator is then analyzed alongside socio-spatial and demographic variables to uncover disparities rooted in capability differences and institutional structures. Owing to Jongno-gu’s compact urban form, walking showed the highest equity. In contrast, cycling and driving revealed pronounced gaps in accessibility, which is attributable to uneven resource allocation and transportation infrastructure. While walking provides relatively equitable access overall, it does not serve older adults and residents living in peripheral neighborhoods. Infrastructural discontinuities and mode-user mismatches constrain cycling accessibility, whereas driving expands spatial coverage but reinforces structural advantages for car-owning households. These findings underscore how transport modes, land use patterns, and population characteristics interact to produce unequal service landscapes. Accordingly, this study presents an integrated framework that operationalizes spatial justice through behavior-based accessibility assessment. By connecting actual service use with socio-spatial disparities, it enables targeted diagnosis of capability inequalities in retail provision. Beyond methodological contribution, the findings offer actionable insights for equitable and inclusive mobility planning in dense, aging urban contexts.]]></description>
      <pubDate>Thu, 20 Nov 2025 17:07:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597063</guid>
    </item>
    <item>
      <title>Women's walking behavior: Investigating contributing factors in urban contexts</title>
      <link>https://trid.trb.org/View/2599031</link>
      <description><![CDATA[Walking is an essential mode of mobility that enhances both physical and mental health and is a vital part of urban life. However, certain groups, particularly women, face obstacles in this regard. Despite the topic's significance, there is a scarcity of studies on women's walking in Middle Eastern countries. This paper aims to address this gap by identifying the factors that affect women's walking in Shiraz, Iran.To collect data, semi-structured interviews were conducted with 73 women living in Shiraz, and the data were analyzed using reflective thematic analysis.Six themes—health, socio-cultural, environmental, safety and security, weather, and functional—were identified. According to women, issues such as street harassment, unsafe flooring, hot weather, and unsuitable furniture are among the most serious barriers to walking in urban spaces. Additionally, women emphasized concerns like religious beliefs and family norms, which create invisible boundaries to their active presence in urban areas.This study demonstrates that promoting walkability for women necessitates attention to the social, cultural, and symbolic aspects of urban spaces, in addition to their physical structure. By incorporating these factors into planning, urban planners can create strategies that improve women's walking experiences and sense of belonging in cities.]]></description>
      <pubDate>Thu, 20 Nov 2025 17:07:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2599031</guid>
    </item>
    <item>
      <title>“Having your own vehicle… it changes everything.” Rural car access, (im)mobility, and quality of life</title>
      <link>https://trid.trb.org/View/2613731</link>
      <description><![CDATA[Achieving mobility is more difficult for people living in small and rural communities, particularly for those who have little or no access to a personal vehicle. This study investigates the transportation experiences of people with limited or no vehicle access living in small and rural communities. Using qualitative interview data with residents of the Northeast Kingdom, a largely rural region of Vermont, and rural towns and small cities that serve rural areas of the San Joaquin Valley in California, we evaluate the connection between mobility, wellbeing, and quality of life in rural U.S. communities. Through thematic analysis, we find that owning a vehicle and having the resources to maintain and operate it are important determinants of mobility. Living in a town center and leveraging social connections can also support mobility. Many people without their own car still primarily get around by car, by getting rides. Some also rely on transit, walking, biking, and hitchhiking. Securing consistent vehicle access is difficult for many due to high maintenance costs, the unreliability of less expensive vehicles, and a lack of access to local mechanics. Collectively, these experiences have major quality of life impacts through missed trips for social connection and healthcare, among others. Strategies to improve rural mobility and accessibility include increasing affordable housing in small town-centers, expanding access to essential services in rural population and activity centers, expanding individual and shared vehicle access, formalizing informal community ride networks, and expanding on-demand transit services.]]></description>
      <pubDate>Wed, 19 Nov 2025 09:39:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613731</guid>
    </item>
    <item>
      <title>A Walk across Europe: Development of a high-resolution walkability index</title>
      <link>https://trid.trb.org/View/2601906</link>
      <description><![CDATA[Physical inactivity significantly contributes to obesity and other non-communicable diseases, yet efforts to increase population-wide physical activity levels have met with limited success. The built environment plays a pivotal role in encouraging active behaviors like walking. Walkability indices, which aggregate various environmental features, provide a valuable tool for promoting healthy, walkable environments. However, a standardized, high-resolution walkability index for Europe has been lacking. This study addresses that gap by developing a standardized, high-resolution walkability index for the entire European region. Seven core components were selected to define walkability: walkable street length, intersection density, green spaces, slope, public transport access, land use mix, and 15 min walking isochrones. These were derived from harmonized, high-resolution datasets such as Sentinel-2, NASA’s elevation models, OpenStreetMap, and CORINE Land Cover. A 100 m × 100 m hierarchical grid system and advanced geospatial methods, like network buffers and distance decay, were used at scale to efficiently model real-world density and proximity effects. The resulting index was weighted by population and analyzed at different spatial levels using visual mapping, spatial clustering, and correlation analysis. Findings revealed a distinct urban-to-rural gradient, with high walkability scores concentrated in compact urban centers rich in street connectivity and land use diversity. The index highlighted cities like Barcelona, Berlin, Munich, Paris, and Warsaw as walkability leaders. This standardized, high-resolution walkability index serves as a practical tool for researchers, planners, and policymakers aiming to support active living and public health across diverse European contexts.]]></description>
      <pubDate>Tue, 18 Nov 2025 09:30:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601906</guid>
    </item>
    <item>
      <title>Mobile caringscapes. Walking as an infrastructure of care in disadvantaged neighbourhoods in Sweden</title>
      <link>https://trid.trb.org/View/2594047</link>
      <description><![CDATA[The welfare state planning of the Nordic countries can be said to have been carried out as political acts of state care and concern of (some of) their citizens, to tackle poverty and poor housing conditions, and provide more equal living conditions for the whole population. The Million Programme Housing Project (MP) was an ambitious project carried out to combat housing shortage in Sweden in the 1960s and 1970s, which also resulted in traffic separation, car-free courtyards and housing blocks, and recreational green infrastructure. By analysing accounts of walking in 47 interviews around the everyday mobilities of 31 families living in three disadvantaged MP areas in three cities in Sweden, we suggest that the walking practices can be regarded as ‘caringscapes’. The narratives of the participants illuminate how walking is both self-care, other-care, and neighbourhood-care. Taken together, these different facets of ‘caringscapes’ of walking are further discussed in relation to walking as an enacted and practiced infrastructure of care. This conceptual framework of care captures the different experiential facets of walking and highlights the embodied, interdependent, and relational aspects of walking.]]></description>
      <pubDate>Mon, 27 Oct 2025 09:37:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594047</guid>
    </item>
    <item>
      <title>Active route choice to minimize pedestrian thermal discomfort in a high-density subtropical city</title>
      <link>https://trid.trb.org/View/2587459</link>
      <description><![CDATA[Overheating of cities is becoming increasingly critical due to the combined effects of urban heat islands and global climate change, impacting walkability and public health, particularly in high-density tropical or subtropical cities. While interventions such as shading and green infrastructure can mitigate street heat, their effectiveness is limited by resource constraints and the dynamic nature of urban microclimates. Most existing studies focus on streets themselves, overlooking how pedestrians actively select walking routes based on thermal comfort. This study proposes an active route bioclimatic choice framework that minimizes pedestrian heat exposure and discomfort. Using high-resolution microclimate simulation and exhaustive path generation, over 2.2 million pedestrian routes were created for 1200 origin-destination (O-D) pairs in a densely populated district of subtropical Hong Kong. A route-level thermal discomfort index, PetL, was developed by integrating Physiological Equivalent Temperature (PET) values exceeding a pre-defined discomfort threshold along each segment length. Results show that thermally-driven routes outperform shortest routes for 81 % of the O-D pairs, reducing thermal discomfort by up to 96 %. In contrast, simple shade-based routing proved unreliable, highlighting the limitations of shade as a sole criterion for pedestrian route selection. The effectiveness of thermally-driven route choice varied at different times of day, peaking in the early morning, and increased with both route length and permissible detour length, largely stabilizing at 700–800 m and 110 % of the shortest path, respectively. The approach presented in this paper can be embedded in pedestrian navigation systems to enhance walkability and reduce thermal exposure, especially for vulnerable urban populations, thereby promoting healthier, climatically adaptive, and more active urban living. A street renewal strategy is also proposed, prioritizing segments that are both thermally stressful and frequently used. The open-access dataset offers a robust foundation for future research.]]></description>
      <pubDate>Fri, 26 Sep 2025 13:39:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2587459</guid>
    </item>
    <item>
      <title>Urban roads: Enablers or barriers to walking? insights from Kigali, Rwanda</title>
      <link>https://trid.trb.org/View/2583101</link>
      <description><![CDATA[Road designs in Sub-Saharan Africa (SSA) prioritize motorized traffic, despite the high proportion of pedestrians. This study examines the extent to which different road designs hinder or enable walking in Kigali, Rwanda, employing an exploratory and qualitative research approach. To carry out the study, two arterial roads were selected: one with a basic design and one with a design in line with current standards in Kigali. The road designs were audited using a checklist, and interviews were conducted with 30 residents living near the roads. While both roads have basic walking facilities (sidewalks, crosswalks, and streetlights), the upgraded road has more facilities including a planted strip that separate the carriageway from the sidewalk, a small planted median, traffic lights, speed cameras, and police surveillance. These elements were appreciated by residents as walking enablers. However, they also highlighted long crosswalk intervals and lack of speed-calming facilities at crosswalks, resulting in regular crossing at unregulated points and feelings of unsafety while crossing the road. In addition, lack of sidewalk amenities on both roads were identified as barriers to walking. While highlighting the car bias in road designs leading to walking barriers in Kigali, the authors recommend more research on this topic in other African cities, which have been described as “unwalkable” and a shift toward more inclusive road designs that not only facilitate movement for all population segments, but also serve as spaces for community life and local entrepreneurs.]]></description>
      <pubDate>Tue, 09 Sep 2025 08:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2583101</guid>
    </item>
    <item>
      <title>Going Nowhere Faster: Did the Covid-19 Pandemic Accelerate the Trend Toward Staying Home?</title>
      <link>https://trid.trb.org/View/2566982</link>
      <description><![CDATA[Problem, research strategy, and findings: Covid-19 significantly altered work, out-of-home activity participation, and travel, with much activity time being moved into the home. If these patterns hold, they could imply significant long-term changes for homes, businesses, cities, and transportation. The authors examined data for 34,000 respondents to the American Time Use Survey from 2019 (the pre-pandemic period), 2021 (the pandemic period), and 2022 and 2023 (the post-pandemic period). The authors used ordinary least squares (OLS) regressions to study participation in 12 out-of-home activities, travel (by auto, transit, and walking), and 16 in-home activities. The authors observed sharp declines in overall out-of-home activity, travel by all modes, and 10 of the 12 specific out-of-home activities in 2021 compared with 2019, whereas time spent on 13 of the 16 in-home activities rose during that period. By 2023, most of these changes persisted: Time spent out-of-home, traveling by all modes, and on six out-of-home activities remained notably lower in 2023 than in 2019, whereas time spent on nine in-home activities remained higher. The trend away from out-of-home activities and travel appears to be persisting. Takeaways for practice: First, given elevated remote work and shopping, planners should consider repurposing some office and retail land uses. Second, with fewer office workers, center cities may have to capitalize on other strengths such as recreational and residential desirability for some market segments, such as young people or others who prefer urban living. Third, more time at home may increase demand for more spacious and affordable housing, perhaps in lower-cost outlying suburbs of large metros and in smaller metropolitan areas. Finally, an end to ever-rising personal travel may lessen the need for costly interventions to increase the capacity of highway and transportation systems.]]></description>
      <pubDate>Thu, 07 Aug 2025 08:55:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2566982</guid>
    </item>
    <item>
      <title>Getting around on foot: Older adults’ walking experiences and perspectives on neighbourhood walkability across Canada</title>
      <link>https://trid.trb.org/View/2556963</link>
      <description><![CDATA[Older adults’ living environments are instrumental in making walking part of their daily lives, as we strive to promote healthy aging. Objective measures, such as WalkScore®, and subjective measures of walkability provide means to grasp the factors that enable or hinder frequent and enjoyable walking. However, there is limited consensus on what factors contribute to mismatch between perceptions of walkability and objective built environment measures, particularly among older adults. The authors interviewed fifty-eight older adults (65 +) from six Canadian cities to uncover the relationship between their perceived neighbourhood walkability and objective built environment measures. They segmented their interviewee sample into four categories based on their residential WalkScore® and perceptions of neighbourhood walkability. The thematic analysis provides insight into strategies older adults use to respond to barriers to walking in their environment and walking facilitators they experience in their neighbourhoods. The findings can be of interest to practitioners and decision-makers as they seek to improve walking environments for aging populations, ultimately contributing to older adults’ long-term health and well-being.]]></description>
      <pubDate>Wed, 25 Jun 2025 16:33:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556963</guid>
    </item>
    <item>
      <title>Active mobility can mediate the association between the perceived environment and quality of life: A cross-sectional study in Brazil</title>
      <link>https://trid.trb.org/View/2554322</link>
      <description><![CDATA[The literature highlights various environmental factors that affect quality of life. However, it notably lacks exploration of potential mediators in this relationship. This research aimed to investigate whether the association between perceived environment and quality of life can be mediated by active mobility. A cross-sectional study was conducted using data from the Healthy Urban Mobility Project, conducted among adults and older adults living in urban areas of three Brazilian cities: Brasília, Florianópolis, and Porto Alegre. The Structural Equation Modeling technique was used to analyze the direct and indirect effects of perceived environment (places for walking and cycling, traffic safety, and crime safety domains) on quality of life (physical, psychological, social relations, and environment domains) mediated by hours of active mobility (walking and cycling). A total of 3296 individuals were surveyed, with a higher prevalence of females (66.6 %). The better the environment perception, the higher the active mobility engaging. There was a positive indirect effect of the perception of places for walking and cycling on the quality of life domains: physical (β = 0.006; p = 0.046), social relations (β = 0.023; p < 0.001), and environment (β = 0.018; p < 0.001), mediated by hours of active mobility. It is concluded that active hours mediated the relationship between the perception of places for walking and cycling and the physical, environmental, and social quality of life.]]></description>
      <pubDate>Thu, 05 Jun 2025 14:01:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2554322</guid>
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