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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>Living upon networks: A heterogeneous graph neural embedding integrating waterway and street systems for urban form understanding</title>
      <link>https://trid.trb.org/View/2572385</link>
      <description><![CDATA[Cities are supported by multiple, interacting networks, most prominently streets, which channel movement and economic exchange, and, in many contexts, waterways, which regulate flows of goods, people, and environmental amenities. Conventional quantitative studies of urban form have tended to privilege streets alone, limiting their ability to capture the full spatial logic of the urban fabric. This paper introduces a Heterogeneous Graph Autoen-coder (HeterGAE) that jointly embeds street and waterway systems, providing a unified, graph-based representation of urban form. Using Singapore as a case study, we train HeterGAE embeddings and employ them in two downstream tasks: predicting daytime and night-time land-surface temperature (LST) and estimating resale prices of public housing. Relative to a baseline model that encodes streets only, the dual-network embeddings improve predictive accuracy by about 20% for both tasks, confirming that natural and built infrastructures make complementary contributions to urban socio-environmental processes. By capturing the interaction between street junctions and waterway nodes within a single latent space, the proposed approach provides a flexible template for GeoAI-assisted urban analytics in diverse settings. The results underscore the value of integrating heterogeneous urban networks in evidence-based planning and highlight the potential of graph-neural techniques for developing more nuanced and sustainable urban strategies.]]></description>
      <pubDate>Mon, 21 Jul 2025 08:55:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572385</guid>
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    <item>
      <title>Integrierter Straßenraumentwurf – die Führung des ÖV bei Flächenknappheit in schmalen Straßen</title>
      <link>https://trid.trb.org/View/2431634</link>
      <description><![CDATA[In schmalen Straßen mit Flächenknappheit und Nutzungskonkurrenzen stellen sich besondere Anforderungen an den Straßenraumentwurf. Die städtebauliche Bemessung nach RASt und ESG ist dabei die einschlägige Methode, um zu einem integrierten Straßenraumentwurf zu kommen und dabei alle maßgeblichen Aspekte angemessen zu berücksichtigen. Dies erfordert bei den Planenden nicht nur verkehrsplanerische, sondern auch städtebauliche Kompetenzen. Für den ÖV kommt es in schmalen Stadtstraßen mit Mischverkehr aufgrund von Nutzungsüberlagerungen sehr oft zu erheblichen Konflikten und gegenseitigen Behinderungen. Eine attraktive Betriebsführung ist dabei meist nicht möglich. Bei Führung des ÖV in der Kfz-Fahrbahn ist es möglich, mit einem "qualifizierten Mischverkehr" und einer dynamischen Straßenraumfreigabe eine hochwertige Betriebsführung des ÖV mit hoher Reisegeschwindigkeit und Fahrplanstabilität zu erreichen. Dazu müssen die entsprechenden Anforderungen und Entwurfselemente berücksichtigt und konsequent angewendet werden. Der linearen Betrachtung von Straßenzügen kommt damit eine hohe Bedeutung zu. Durch Tempo 30 kann die Wirksamkeit und Akzeptanz derartiger Lösungen jedoch eingeschränkt werden; damit wird das Erfordernis steigen, auch in schmalen Straßen eine separierte Führung des ÖV herzustellen. Nach der städtebaulichen Bemessung ist dies mit unkonventionellen Lösungen möglich. Dazu zählen Einbahnstraßen neben einer separierten ÖV-Fahrbahn oder auch Mischverkehrslösungen von Kfz-/Rad-Verkehr neben einer separierten ÖV-Fahrbahn (Umweltachse). Dies erfordert ein Umdenken in der Netzgestaltung des motorisierten Individualverkehrs, gegebenenfalls auch des Radverkehrs. Einer Netzbetrachtung und Funktionsverteilung auf verschiedene Straßen kommt damit eine hohe Bedeutung zu. Diese Entwurfsansätze für schmale Straßen mit ÖV sollten auch in höherem Maße als bisher Eingang in die RASt finden, damit die Planungspraxis im Sinne lebenswerter Straßen unterstützt werden kann. (A) ABSTRACT IN ENGLISH: Narrow streets with a limited amount of space and competing uses are special challenges for street layout design. The so called “städtebauliche Bemessung” (“urban dimensioning”, i. e. road dimensioning according to urban criteria) is a well-known method for arriving at an integrated road space design while taking all relevant aspects into account. It requires not only traffic planning qualifications but also urban planning skills from the planners. For public transport, there are often considerable conflicts and obstructions in narrow urban streets with mix use traffic. Hence, an attractive and reliable operation for public transport is usually not possible. However, with the approach of “qualified mix use traffic” and a dynamic separation of car traffic and public transport, it is possible to achieve a high-quality operational pattern for public transport with high travel speeds and timetable. To achieve this, the corresponding requirements and design elements must be taken into account and consistently applied. A linear consideration of urban streets is therefore of great importance. A general speed limit of 30 km/h can limit the effectiveness and acceptance of such solutions, and this will likely increase the need to create a separate lane for public transport even in narrow streets. According to “urban dimensioning”, this is possible with rather unconventional solutions. These include one-way streets next to a separated public transport lane or mixed traffic solutions of car/bicycle traffic next to a separate public transport lane (“eco-friendly road”). This requires a rethinking of the road network for car traffic and possibly also for bicycle traffic to avoid conflicts with public transport. Considering the network of urban spaces and distributing the functions accordingly to different streets might therefore be of great importance. These approaches for street layout in narrow streets with public transport should also be included to a greater extent in the current revision of guidelines for road design (RASt), so that planning practice can be supported in terms of high quality streets worth living in.]]></description>
      <pubDate>Thu, 10 Oct 2024 10:29:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431634</guid>
    </item>
    <item>
      <title>“Winner” versus “loser” streets? Pedestrianisation and intra-neighbourhood equity</title>
      <link>https://trid.trb.org/View/2353895</link>
      <description><![CDATA[This study provides a qualitative exploration of the spatial equity implications of Barcelona's superblocks strategy, focusing on the newly pedestrianised “green axes” implemented in 2023. By examining the extent to which pedestrianisation may contribute to the creation of “winner” and “loser” streets in the same neighbourhood, the study complements previous literature in this area, which has mainly focused on assessing spatial equity between different neighbourhoods. The study is based on 11 qualitative interviews and a focus group with key stakeholders involved in the design and implementation of the superblocks plan. In the findings, I review the main spatial equity implications of the new green axes, identify trade-offs between equity and viability of implementation, and examine the measures taken by the municipality to minimise inequities between streets. My findings show that the spatial equity implications of pedestrianisation are complex and multidimensional. Although pedestrianisation may strengthen inequities between streets, the gains experienced by pedestrianised streets are not limited to residents living on those streets. However, pedestrianised streets risk becoming a victim of their success, experiencing significant public space and gentrification pressures. Transforming more streets simultaneously might contribute to spread these pressures more evenly, but risks creating greater political and social backlash.]]></description>
      <pubDate>Tue, 30 Apr 2024 11:23:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2353895</guid>
    </item>
    <item>
      <title>Research on the Strategy of Green Renewal of the Old City Neighborhood Scale in Beijing from the Perspective of Residents’ Daily Life</title>
      <link>https://trid.trb.org/View/2301255</link>
      <description><![CDATA[The old city of Beijing represents the essence of the capital’s culture. Situated in Xicheng District, the Tianning Temple area is a blend of bungalow buildings and modern structures. The vicinity is rich in historical and cultural artifacts, and the transportation infrastructure is convenient. However, the area also faces numerous contradictions and challenges, such as inadequate living conditions and insufficient supporting facilities and infrastructure. In this context, the paper focuses on the residents’ daily life and adopts the old city neighborhood as the research scope. A comprehensive green evaluation framework is developed, encompassing seven dimensions: site ecology, buildings, spatial environment, culture, society, facilities, and governance. Drawing from the findings related to living environment, street space, infrastructure renovation, supporting facilities enhancement, and cultural heritage preservation, a green renewal strategy is proposed for the old city neighborhood.]]></description>
      <pubDate>Wed, 31 Jan 2024 15:58:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301255</guid>
    </item>
    <item>
      <title>Modelling runnable cities for a future city-living strategy</title>
      <link>https://trid.trb.org/View/2314570</link>
      <description><![CDATA[Running has been totally integrated into the daily life of many people around the world. The aim of this study is to understand the behavior of urban runners and to evaluate the integration of running tracks in urban public spaces in terms of safety, quality of service, aesthetics, and remarkable possibilities regarding the economy of cities. GPS track data from physical activity tracking apps of runners are extracted and analyzed. The design and management of existing streets, spaces and parks to facilitate urban runners are proposed and evaluated using a micro-simulation model. Results indicate that the proposed interventions promote safer and better utilized running routes for leisure and commuting purposes. The design of running-friendly cities can be a promising future city-living strategy.]]></description>
      <pubDate>Wed, 10 Jan 2024 13:27:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2314570</guid>
    </item>
    <item>
      <title>Shared automobile, bicycle, and pedestrian facilities: toward a multi-objective approach to selecting maintenance actions</title>
      <link>https://trid.trb.org/View/2239949</link>
      <description><![CDATA[Over the past three decades, the importance of providing an efficient multi-modal transportation system has been recognized in terms of the contributions to quality of life, livability, healthy living, and sustainability. Common to all these programs and initiatives is the fact that frequently the different modes share the right of way, such as complete streets, and in some cases specific facilities, such as dedicated bike and pedestrian paths and bike lanes on urban streets. Guidelines are readily available for the design of such facilities, but little attention has been paid to maintenance and rehabilitation decisions and supporting multi-modal travel during maintenance and reconstruction. Given the different maintenance needs for different types of facilities, this research explores the issues involved in accounting for the disruption to all modes and the strategies for maintenance decision-making and scheduling that recognize all users. The objective is to develop strategies for selecting maintenance actions for bike, pedestrian, and auto facilities that share the right of way accounting for disruptions whose impacts cascade across modes. The proposed strategies build on principles of asset management and work with the construct of the transportation system as a sociotechnical system. Given that these decisions are commonly the responsibility of local governments with few resources, a secondary objective is to develop guidelines to help local governments develop strategies without an onerous data collection and modeling effort. This extended abstract motivates the need for this research and presents a preliminary, qualitative formulation.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:05:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239949</guid>
    </item>
    <item>
      <title>20-minute neighbourhoods: A community perspective from the streets of Scotland</title>
      <link>https://trid.trb.org/View/2144320</link>
      <description><![CDATA[The Scottish government has made the 20-minute neighbourhoods approach a priority. They are an important part of the nation’s plans for regeneration and its response to the climate crisis. Drawing on the model developed by Plan Melbourne, this paper discusses the application of the 20-minute neighbourhood concept in the established neighbourhoods of North Lanarkshire, Stirling and Dunblane from a community perspective. Based on the findings of a year-long project by Living Streets Scotland, it reminds planners and urbanists interested in creating low-traffic, 15- or 20-minute neighbourhoods or cities that listening to community viewpoints, in particular the voices of women, children, older and disabled people, is essential to their successful implementation. There is no ‘one size fits all’. Walking is literally a street-by-street issue. Every pavement, every crossing, every route — including longer journeys that cannot be walked or cycled — must be joined up for any of it to be accessible.]]></description>
      <pubDate>Thu, 29 Jun 2023 09:16:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2144320</guid>
    </item>
    <item>
      <title>Smarta gator : VR-simulering av framtida stadsmiljöer</title>
      <link>https://trid.trb.org/View/2145734</link>
      <description><![CDATA[This report describes the work of work packages 6 and 8 in the Vinnova-funded Smarta gator project. Based on architectural descriptions, three different VR environments have been created – so-called “digital twins” of a currently existing street environment in Stockholm, as well as two different possible future versions of the street environment. The simulated environment can be experienced by pedestrians in VTI’s pedestrian simulator, and alternatively also by motorists through co-simulation with another driving simulator. The two possible visions for the future were evaluated from a pedestrian perspective through a workshop with 30 subjects in VTI’s pedestrian simulator in Linköping. The participants’ answers clearly show that the experience of security, priority and well-being increased in the smart environments compared with the original environment.  However, the readability of the street space was experienced in the smart environments somewhat degraded compared to the original environment. One explanation may be that many people recognize the original environment because it is a relatively common type of street – wide lanes for cars, curbside parking and sidewalks, while the smart environments are structured in a different way, which may need additional experience to understand this “new type” of street.  Overall, the study demonstrates how street spaces can be created that are experienced as more pleasant and safer by prioritising pedestrian and bicycle traffic through a larger area dedicated to walking, cycling and accommodation than for motor traffic. The creation of living spaces and social functions along the street also had a positive effect on the experience of the street space. Placing trees and greenery along the street is in addition to the ecological benefits also important for the well-being and experience of the street space.  It is concluded that VR simulation can be a useful tool for assessing various design solutions at an early stage. VTI’s pedestrian simulator is equipped with a state-of-the-art image system, but the restricted area of 3x6 meters is too small to allow for a person to easily walk around the urban environment. Autonomous pedestrians, controlled by the game engine Unreal Engine, were perceived by most subjects as very realistic, and they contributed to the illusion of being in place in the environment.]]></description>
      <pubDate>Mon, 03 Apr 2023 16:47:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2145734</guid>
    </item>
    <item>
      <title>Urban road network design for alleviating residential exposure to traffic pollutants: Super-block or Mini-block?</title>
      <link>https://trid.trb.org/View/2072299</link>
      <description><![CDATA[This study addresses the knowledge gap between urban road network design and residents’ exposure to traffic pollutants. Computational fluid dynamics (CFD) simulations are employed to evaluate three representative design strategies: (1) Mini-block with 1-lane roads in high density; (2) Regular-block with 2-lane roads in median density; and (3) Super-block with 4-lane roads in low density. Daily activities of different age groups are considered to examine the vulnerable population, using the personal intake fraction (PIg, ppm) that represents the emitted pollutant inhaled averagely by each resident. By changing from Super-block to Mini-block, the outdoor PIg decreases for the young and adult groups, but remains largely unchanged for the elderly group. The Mini-block leads to relatively uniform indoor PIg that is up to 0.251 ppm for the elderly group. For the Regular-block and Super-block, residents living in buildings with a long roadside façade tend to bear an unequal level of pollutant burden. With the Super-block, elderly residents in 25% of the buildings have an indoor PIg up to 0.554 ppm, nearly four times larger than the 0.121 ppm intake in other buildings. The results can serve as a basis for supporting the new design and urban redevelopment to improve neighborhood liveability.]]></description>
      <pubDate>Tue, 03 Jan 2023 09:19:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2072299</guid>
    </item>
    <item>
      <title>Equitable Complete Streets: Data and Methods for Optimal Design Implementation</title>
      <link>https://trid.trb.org/View/2065655</link>
      <description><![CDATA[The Complete Streets concept references roads designed to accommodate: (1) diverse modes, including walking, cycling, public transit, and automobile; (2) different users, e.g. affluent and low-income individuals, people with disabilities, and senior citizens; (3) and a mix of land uses such as office, retail, businesses, and residential to ensure streets are safe, balanced and inclusively support diverse economic, cultural and environmental uses. Today most of our streets are poorly designed and do not offer safe places to walk, bike, or take public transportation. Such streets are particularly dangerous for disadvantaged segments of the population, including people of color, older adults, children, and those living in low-income communities. Successful Complete Streets projects prioritize multi-modal transport systems and have been demonstrated to be effective in fostering more livable communities, increasing equity and improving public health. This project analyzes different components of Complete Streets design and use with the goal of creating fast, low-cost, and high impact (transportation) changes in our communities. In recent years, “complete streets” has been an emerging concept in North American transportation planning and design. To be considered a “complete street”, a road should be designed to be safe for users of all traffic modes. This report presents three studies: safety evaluation on the complete streets by simulating different modes, quantify the benefits of complete streets in terms of equity and improved access across different segments of the population (especially low income) and road space allocation on the complete streets.]]></description>
      <pubDate>Mon, 28 Nov 2022 09:16:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2065655</guid>
    </item>
    <item>
      <title>Impact of Spatial Realignment of Community Streets on Traffic calming and Promotion of Physical Activity.</title>
      <link>https://trid.trb.org/View/2050207</link>
      <description><![CDATA[This study tested whether neighborhood greenways (NG) policy interventions can promote physical activity, such as walking and cycling, and also achieve traffic calming in the Portland, Oregon. Propensity score matching and inverse probability weight (IPW) methods were used to estimate effects. The results showed that, regardless of the analysis method, the introduction of NG was effective in increasing "walking frequency" among physical activities. On the one hand, urban growth boundary (UGB) residents who experienced a decrease in traffic showed effects related to traffic calming, but felt that the bicycling environment was unsafe. On the other hand, for residents living in areas where NG was implemented, the effect was shown in terms of perceived car speeds.]]></description>
      <pubDate>Wed, 16 Nov 2022 11:36:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2050207</guid>
    </item>
    <item>
      <title>Cars overtaking cyclists on different urban road types – Expectations about passing safety are not aligned with observed passing distances</title>
      <link>https://trid.trb.org/View/1996455</link>
      <description><![CDATA[Cars overtaking cyclists have been identified as a source of crashes and subjective risk. Several studies investigated the passing distance for different road types. There has been less research concerning cyclists’ expectations concerning the passing distance at different road types. Thus, the authors aim at contrasting cyclists’ expectations about the passing safety for different speed limits and cycling infrastructures with the passing distances observed at corresponding urban road types. For this purpose, the authors show participants images of a predefined set of survey zones in a web-based survey, and ask them about the expected passing safety of cars overtaking them when imagining riding their bikes at these locations. The authors measure the observed passing distances at the same survey zones with a bike-mounted sensor. The authors find that cars meet the German legal minimum passing distance of 1.5 m in towns in only 30% of all observed events. In 30 km/h speed zones, passing distances at roads featuring dedicated cycling infrastructure (e.g., bike lanes, cycling boulevards) are decreased as compared to those featuring no cycling infrastructure. In contrast, people estimate that the passing safety on roads with dedicated cycling infrastructure is safer than without cycling infrastructure. This effect is even more pronounced on living streets. Situations where oncoming cars (e.g., living streets, ‘opposite’ roads) must be passed in close distance are apparently not perceived as particularly dangerous. Cycling tracks in 50 km/h speed zones increase both the observed passing distance and the corresponding expectations about passing safety. Taken together, the qualitative comparison of the two datasets implies that cyclists’ expectations about cars passing them in a more adequate and safe distance in streets with reduced speed limits and dedicated cycling infrastructure are not justified in light of the actually observed passing distances. Possible explanations for the contradicting patterns could be that cyclists prefer situations where space is explicitly dedicated for bikes, that they account for the anticipated car traffic volume, and that they assume oncoming cars as less dangerous to pass.]]></description>
      <pubDate>Mon, 26 Sep 2022 09:10:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1996455</guid>
    </item>
    <item>
      <title>Why topology matters in predicting human activities</title>
      <link>https://trid.trb.org/View/1908426</link>
      <description><![CDATA[Geographic space is better understood through the topological relationship of the underlying streets (note: entire streets rather than street segments), which enables us to see scaling or fractal or living structure of far more less-connected streets than well-connected ones. It is this underlying scaling structure that makes human activities predictable, albeit in the sense of collective rather than individual human moving behavior. This topological analysis has not yet received its deserved attention in the literature, as many researchers continue to rely on segment analysis for predicting human activities. The segment analysis-based methods are essentially geometric, with a focus on geometric details of locations, lengths, and directions, and are unable to reveal the scaling property, which means they cannot be used for the prediction of human activities. The authors conducted a series of case studies using London streets and tweet location data, based on related concepts such as natural streets, and natural street segments (or street segments for short), axial lines, and axial line segments (or line segments for short). The authors found that natural streets are the best representation in terms of human activities or traffic prediction, followed by axial lines, and that neither street segments nor line segments bear a good correlation between network parameters and tweet locations. These findings point to the fact that the reason why space syntax based on axial lines, or the kind of topological analysis in general, works has little to do with individual human travel behavior or ways that humans conceptualize distances or spaces. Instead, it is the underlying scaling hierarchy of streets – numerous least-connected, a very few most-connected, and some in between the least- and most-connected – that makes human activities predictable.]]></description>
      <pubDate>Fri, 15 Apr 2022 09:05:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1908426</guid>
    </item>
    <item>
      <title>Associations of built environment attributes with bicycle use for transport</title>
      <link>https://trid.trb.org/View/1908259</link>
      <description><![CDATA[An increasing number of studies have examined neighbourhood built environment attributes associated with cycling. Some of them suggest non-linear relationships between built environment attributes and cycling. This study examined the strength and shape of associations of cycling for transport with objectively measured built environment attributes. Data were from 9146 Australian adults who took part in the 2009 South-East Queensland Travel Survey. Participants (aged 18–64 years) completed a 24-hour travel survey, in which they reported modes of travel. Residential density, Walk Score and a Space Syntax measure of street integration were calculated at a neighbourhood level using geographic information systems. Multilevel logistic regression analyses examined associations of bicycle use with each built environment attribute, which was modelled continuously and categorically. All continuous measures of the built environment attributes were associated with bicycle use. Each one-decile increment in residential density, Walk Score, and street integration was associated with 13%, 16%, and 10% higher odds of bicycle use, respectively. However, the associations appeared to be non-linear, with significant odds ratios observed only for the higher categories of each built environment attribute relative to the middle category. This study found that adults living in high-density neighbourhoods with more destinations nearby and well-connected streets were more likely to cycle for transport. However, medium-level density, access to destinations and street connectivity may not be enough to facilitate bicycle use. Further studies are needed to investigate urban design threshold values above which cycling can be promoted.]]></description>
      <pubDate>Thu, 14 Apr 2022 09:16:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1908259</guid>
    </item>
    <item>
      <title>Two viruses, one prescription: slow down</title>
      <link>https://trid.trb.org/View/1904634</link>
      <description><![CDATA[The COVID-19 pandemic has devastated communities throughout the world. However, the negative impacts of another pandemic, affecting cities worldwide, arguably rival those of COVID. This destructive global health problem, which the authors have largely ignored, has been described as the “hurry virus” – the culture of speed that dominates modern lives and cities, causing us to constantly strive to ‘go faster’. This hurry virus has comprehensively infected our city transport systems from the early 20th century. Since then, as speed became a more important goal in city planning than liveability, sustainability and walkability, the consequences for health – human, environmental and economic – have been profoundly damaging. This paper argues that to respond effectively to the hurry virus in city transport, a policy of creating ‘slow cities’ is required. This involves the simultaneous application of two synergistic strategies: slowing the speed of existing motor vehicle traffic; and encouraging greater use of the ‘slower’ active modes. Examples of where such policies have been introduced are discussed. The core of the paper shows how – serendipitously – the world-wide response to the COVID-19 virus in cities has produced policies, strategies and tactics that also provide an antidote to the ‘virus of hurry’. For example, the authors  discuss how cities have rapidly added new or widened bike lanes and sidewalks, and opened streets for people by restricting, slowing or banning motorised traffic. In addition to the intended anti-COVID outcome of providing safer, socially distanced space in neighbourhoods, such policies deliver co-benefits of local healthy living and movement in less-polluted, ‘slower cities’, as well as help combat global heating by reducing CO₂ emissions. The paper outlines urban design and operational principles that would promote both pandemic-resistance as well as slower, more local and healthier lives. The authors show how, in future pandemics, robust plans for rapid, effective action will be required to shut down inter-district connections and implement social distancing to ride out any outbreaks without lasting damage to the city. The authors discuss one promising strategy that involves relatively self-sufficient and independent precincts, such as 20-minute neighbourhoods that are internally accessible by foot, bike or scooter, that enable people to meet most of their daily needs within an 800 metre (20-minute) return trip from home. If a virus outbreak occurs in one neighbourhood, it can be temporarily closed and isolated from other neighbourhoods, while allowing them to function. The key point is that these responses to combat the COVID virus will produce co-benefits which combat another virus, that of ‘hurry’. The 20-minute COVID-protected city will, by definition, be a hurry-protected, slow city – and what is more – it will be a key component of combatting the overarching existential threat of climate breakdown. The authors conclude that achieving such co-benefits in cities that remain (or return to being) ‘fast’ would be far more challenging, if indeed possible at all. The pandemics of the time may allow people to reshape the behaviours, values and cultures both of urban residents and policy makers. The paper concludes that the authors  have an unprecedented opportunity to reject the old normal and to re-imagine a new normal of cities that are slower, closer and healthier.]]></description>
      <pubDate>Fri, 28 Jan 2022 09:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1904634</guid>
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