<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Patients' demographics of a convenient clinic located in a large railway station in metropolitan Tokyo area</title>
      <link>https://trid.trb.org/View/1508503</link>
      <description><![CDATA[Hidden barriers to visit a medical facility especially for young busy workers have been neglected in the aging society. The aim of this cross-sectional study is to analyze demographics of patients who had visited the first known convenient clinic located inside a railway station, which is adjusted to the lifestyle of working generations.We analyzed de-identified data of patients who had visited the department of internal medicine of a clinic, which is located inside a railway station building and offers primary care with after-hours accessibility in Tokyo, between August 2013 and June 2016. Data were collected on patients' sex, age, time of visit, waiting time, presence or absence of an appointment, diagnosis, and patients' addresses using the electronic health and billing records.Overall, 28,001 patients visited 87,126 times. Number of visits increased in winter season compared with the other seasons. Sixty-one percent were women and the median age of all patients was 38 years (range, 0-102). The number of visits on Mondays was the highest in a week and the most frequent visiting time was between 6 and 7 p.m. The number of visits of working generations (from 15 to 65 years old) and men increased after 6 p.m. and on weekends. The 3 most common diagnoses were upper respiratory tract infection (22,457), allergic rhinitis (20,916), and hypertension (4869). The number of individuals who were referred to other medical institutions was 1022 (1.2%). The median waiting time was 748 seconds (range, 2-5344). The number of visits from within 2-, 5-, and 10-mile radius from the authors' clinic was 41,696 (50.6%), 63,190 (76.7%), and 75,015 (91.1%), respectively, and patients' addresses were mainly located along the railway network.The locational and temporal convenience of the authors' clinic has attracted the unmet medical demands especially for young workers who have difficulty in visiting conventional medical institutions.]]></description>
      <pubDate>Tue, 29 May 2018 10:24:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1508503</guid>
    </item>
    <item>
      <title>Application of Hypothesis Tests and Self Organizing Maps to Crash Pattern Identification by Gender</title>
      <link>https://trid.trb.org/View/1495112</link>
      <description><![CDATA[Important socioeconomic changes such as population structure, aging, access to labor markets, etc. are expected soon in Europe, which will be reflected on mobility, transport modes, affecting both in safety and environmental impact. Nowadays, these trends provide enough motivation for specific studies such as the one presented here, where gender-related accident patterns and differences along Spanish roads are identified and detected. The working hypotheses are that there exists different behavior of both genders in risk assumption or respect of traffic regulations and also in the number and type of accidents in which men and women are involved when crashes occur along interurban roads. To deal with these issues, two approaches are applied to a sample of two-car collisions occurred during 2004-2013: hypothesis tests and an unsupervised learning technique such as SOM (Self Organizing Maps) clustering. The results of the two techniques are compared and related, and interesting relationships have been found when searching for coherence between them, with the general relevant conclusion that gender is an important factor to consider in road safety policy and surveillance. The results show that the accident rates remain higher for men, both genders are influenced by age, with higher rates for young and senior drivers, men and young drivers are more likely to assume risky behavior than women, with higher speeds and more drug and alcohol use, while women are more easily distracted and incur in more perception faults.]]></description>
      <pubDate>Wed, 24 Jan 2018 09:26:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1495112</guid>
    </item>
    <item>
      <title>Changes in driving restriction with aging among women</title>
      <link>https://trid.trb.org/View/1395493</link>
      <description><![CDATA[In aging populations, maintaining the well-being and the health status of the elderly people is crucial. For drivers, this requires the maintenance of driving in safely way as long as possible. Sensory, functional, and minor cognitive changes appear in the course of normal aging, and are more severe in dementia-inducing brain pathologies. They may profoundly affect driving [1], which is a complex task involving all of these functions, particularly attention and decision-making which are necessary for the selection of relevant information and situation-specific action. Many studies show that older drivers modify their driving habits [2, 3]. Any driving regulation will have the positive impact of decreasing the risk of accident. Conversely, the absence of, or insufficient driving regulation can have negative consequences in terms of road safety, and excessive regulation could increase the risk of social exclusion, depression, loss of autonomy and pathological brain aging [4, 5]. When this regulation process occurs in later life, gender differences have been reported in non-prospective studies [6-10]. Women regulate their driving more than men and do so earlier. Choi et al. think that these differences can be understood in the context of 'gender roles' [11] with the car occupying a more important place for men than women, in a context of masculinity, speed than women [12, 13] . Women could also have shorter "career" as drivers than men. They may obtain their license at an older age and stop driving for longer periods [14] . From an organizational point of view, women could also be less dependent on their car for mobility than men [11]. This difference in daily car use could facilitate driving regulation. These gender differences in images and roles could also lead women to enjoy driving less than men or to doubt in their driving abilities and this could lead to premature loss of mobility [15] and cause more men to make insufficient driving regulation. However the results of prospective studies are controversial. Some show that women are more likely to regulate than men [3, 16-18], while others have found no evidence of greater regulation in women [19-24]. These discrepancies can be partly explained by age, observation periods and different measures of regulation. As for the factors which might explain regulation, to our knowledge, only one prospective study has examined driving cessation factors in men and women separately [25]. However, this study did not include people with low global cognitive score. Nor did it take into account CNS pathologies which are known to change driving habits significantly and possibly differently in men and women. A study by Seiler et al. showed, that in demented people , women were more likely to cease driving than men at a pre-demential stage [26]. It is important to understand the regulation process in men and women, in the general population, in order to identify the factors of this regulation, factors due to pathological aging or not. In order to do so, we decided to study regulatory processes in men and in women, taking into account cognitive performance and CNS pathologies, based on prospective data providing information on changes in mobility, living arrangements, health status, cognitive performances and CNS pathologies over time. The 490 drivers of this study, 253 men and 237 women with a mean age of 76 years, were drawn from the Three-City Cohort of Bordeaux, a longitudinal study of people aged 65 years and older [27]. The participants were interviewed at home by a psychologist in 2003, 2006 and 2009 on a range of topics including socio-demographic characteristics, health (measures of motor and sensorial functions and several medical conditions) a cognitive evaluation and driving habits. A dementia diagnosis was also conducted for all participants by a neurologist. Driving restriction covers both driving cessation and a kilometer reduction. To study driving restriction factors, we used several Cox proportional hazard models with time dependent covariables. In this prospective study, the rate of driving restriction is high. Fifty seven percent of participants had restricted their driving over the follow-up. Women restricted their driving more frequently than men: 54% of men and 63% of women were reduced their distance driven or ceased to drive over six years. Pre-dementia, Parkinson's disease, advanced age and high initial mobility by car were common restriction factors in both genders. Prevalent dementia, depressive symptomatology, a decline in at least one Instrumental Activities of Daily Living and poor visual working memory performance were specific factors in men. In women, a low income, fear of falling, a slow execution time or a severe decline in global cognitive performance explain a regulation. This study confirmed that in later life women restrict their driving more than men, and that restriction factors differ according to gender. The pattern of results suggests that, when cognitive deficits are present, women restrict their driving at an earlier stage than men. It remains to be seen if excessive restriction in women could have negative consequences]]></description>
      <pubDate>Tue, 19 Jan 2016 11:57:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395493</guid>
    </item>
    <item>
      <title>Working women and the aging: impact on travel patterns and transportation systems</title>
      <link>https://trid.trb.org/View/1185938</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:56:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185938</guid>
    </item>
    <item>
      <title>Railroad Industry Workforce Assessment — Next Steps: Working Together to Shape the Rail Workforce of the 21st Century</title>
      <link>https://trid.trb.org/View/1122488</link>
      <description><![CDATA[Since 2009, the Obama Administration’s focus on rebuilding the nation’s infrastructure and creating jobs has generated a tremendous amount of investment in transportation related initiatives. Championed by the Secretary of the U.S. Department of Transportation (USDOT),  these initiatives have spanned the transportation industry including a portion being allocated to rail. At the 2010 ASME Joint Rail Conference (JRC), the Federal Railroad Administration (FRA) Chief of Equipment and Operating Practices Division shared insight into FRA’s tentative workforce development activity (FRA-WDT). This effort is being conducted as part of the larger USDOT National Transportation Workforce Strategy Initiative, which endeavors to identify and report workforce challenges and commonalities across all modes of transportation and discuss strategies to address those issues. Since that presentation, the FRA Workforce Development Team (FRA-WDT) has identified six railroad industry specific challenges and submitted them for incorporation in the USDOT Framework for a National Transportation Workforce Strategy: (1) Aging railroad workforce – highlighting need for knowledge transfer; (2) Workforce diversity – shortages of women and minorities in the rail workforce; (3) Overall image of the rail industry – declining and stagnant technologically; (4) Need for national training standards for freight rail craft and trade positions; (5) Work-life balance issues – attrition among employees with less than five years of service; and (6) Availability of suitable metrics to constantly monitor the collective railroad workforce. These issues were derived from independent research as well as interviews conducted with representatives from across the railroad industry (i.e. Class I railroads, short line and regional railroads, labor unions, associations, academia, and FRA staff). Thus, FRA is interested in continuing the dialog and information exchange with railroad industry stakeholders as a means to strategize about these workforce concerns that impact each facet of the industry. An initial set of approaches to each challenge has been identified, which includes partnering with industry stakeholders. Full details and additional insight into the analysis will be shared in the paper.]]></description>
      <pubDate>Wed, 16 Nov 2011 14:51:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1122488</guid>
    </item>
    <item>
      <title>The trip chaining activity of Sydney residents: a cross-section assessment by age group with a focus on seniors</title>
      <link>https://trid.trb.org/View/805796</link>
      <description><![CDATA[In this paper we use a pooled (2002-2004) cross-section of the Sydney travel survey, an annual continuous survey since 1997, to investigate the current profile of trip chaining travel activity of individuals in 5-year groups, with a particular focus on those over 64 years old (i.e., seniors), given the aging of the population. Multiple Correspondence Analysis is used to establish causality of nonlinear and non-monotonic relationships between socioeconomic descriptors and measures of travel behaviour (assessed as trip chains). A benchmark setting for today not only establishes the way in which the elderly currently cope with the existing supply network and the available modal alternatives, given their needs, but also is useful in providing hints as to what might be the key emerging transport policy  and planning challenges in the future to serve this growing and increasingly influential population sub-strata. The main policy finding is that after age 64, travel demand shifts from car driving (partly linked to loss of driving license, but partly through choice), to car passenger and then to public transport in complex trip chains, especially for singles and for  all women. (a)]]></description>
      <pubDate>Thu, 05 Apr 2007 11:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/805796</guid>
    </item>
    <item>
      <title>The influence of social and cultural factors on mobility and road safety: a peripheral exploration</title>
      <link>https://trid.trb.org/View/770360</link>
      <description><![CDATA[Our life styles, cultural values and norms determine to a large extent our choice of transport modes, the times we travel and our travel motives.This peripheral exploration focuses on social and cultural developments in the past as well as in the future. The exploration examined the effects past developments had, and still have, on mobility (exposure), traffic behaviour and thus road safety. The peripheral exploration devotes special attention to the aging of the population. Important social factors are individualization, intensification, informalization, computerization and globalization. Individualization leads, among other things, to a decrease in the number of members per family and more women working - two developments that stimulate mobility. Intensification can often mean combining tasks and activities. This leads to, among other things, what are known as journey chains (for example consecutive journeys from home, to day nursery, to work, to the shops). The car makes it possible to complete such a chain within a short period of time. Informalization can lead to an increase in aggression and can have consequences for traffic enforcement. Computerization leads to developments such as teleworking and teleshopping that influence commuting, and electronic road section control can be important for mobility and road safety. Globalization will increase the tonnage of goods transported. This report may be accessed by Internet users at: http://www.swov.nl/rapport/R-2005-07.pdf.]]></description>
      <pubDate>Thu, 22 Dec 2005 11:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/770360</guid>
    </item>
    <item>
      <title>Socio-Economic Changes and Travel Behaviour: Main Trends and Their Impact on Public Trans[prt</title>
      <link>https://trid.trb.org/View/763173</link>
      <description><![CDATA[This article summarizes the main findings from the report by the Transport and Urban Life Commission.  The main trends identified and the problems they bring for public transport can be broadly summarized as follows: population aging, identified as the main trend.  Economic progress, and better health care and living conditions have caused overall life expectancy to rise in developed countries; in parallel, the mortality rate has been in decline, and the baby boom generation is reaching retirement age.  As an example, in France, the category of 60 year olds will rise by 35% from 2005 to 2020.  These factors will go hand in hand with aging population: mobility, sensory and cognitive impairment; excessive distance between two stops' lack of time to get on and to pay the fare; atmosphere on board not sufficiently calm; lack of adequate equipment at the stops; and lack of attention paid by drivers to older people.  Socio-economic trends include: higher employment rate of women, more single parent families, and a shift in working hours.  The above demographic and socioeconomic trends were identified as affecting mobility patterns which will require special action to be taken by both the public authorities  as well as the public transport operators.]]></description>
      <pubDate>Mon, 28 Nov 2005 09:12:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/763173</guid>
    </item>
    <item>
      <title>TRIP CHARACTERISTICS AND TRAVEL PATTERNS OF SUBURBAN RESIDENTS</title>
      <link>https://trid.trb.org/View/365925</link>
      <description><![CDATA[The increasing traffic congestion in U.S. suburbs can be explained to a large degree by their rapid growth.  Much is still to be learned, however, about the causes of and variations in traffic congestion.  The results of investigations of variations in travel behavior across social groups and between locations are presented.  The investigations were based on a mid-1989 mail-back survey of individuals residing in selected Chicago suburbs.  Four prominent factors associated with traffic congestion are residence location, population aging, working women, and fixed work hours.  Residence location in outer-ring, low-density, growing suburbs implies longer trips and more local trips because of low density and more employment opportunities, respectively.  The average travel speed by automobile is higher for residents of growing suburbs, but because of longer commutes they still stay in traffic 25% longer than residents of stable suburbs.  Population aging may offer some relief to suburban traffic congestion, not because older people travel less, but because they make better use of off-peak periods and shorter trips.  Hence, their travel behavior may equalize use of the roadway infrastucture over the day.  The increasing number of working women and mothers further contributes to congestion because long work trips are added to the large number of household maintenance trips made by women.  The morning and evening peak periods remain short in duration.  It would make a tremendous difference in peak loads and network performance if the observed 1 1/2-hr peak were spread over 2 1/2 to 3 hr.]]></description>
      <pubDate>Sun, 31 May 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365925</guid>
    </item>
    <item>
      <title>TRAVEL PATTERNS OF ELDERLY WOMEN ALONE</title>
      <link>https://trid.trb.org/View/351436</link>
      <description><![CDATA[Currently more women over 65 live alone than live with spouses or relatives; both the number and the percentage are expected to grow.  Regardless of income, all elderly women face growing mobility losses as they, or the other elderly drivers on whom they depend, inevitably lose driving skills. This paper focuses on the transportation problems of two types of older single women:  those who are not licensed, with special emphasis on the "stranded widow", and the aging female driver.  Alternatives are suggested to the private car for the elderly woman in the future who faces declining driving skills or reduced ability to maintain a car; they range from those which keep the elderly in their cars as long as possible to those that allow them to augment or substitute for driving by using specially structured fixed route transit or lowered fare taxi services.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/351436</guid>
    </item>
    <item>
      <title>EFFECTS OF AGING AND MOTORIZATION ON TRAVEL BEHAVIOR: AN EXPLORATION</title>
      <link>https://trid.trb.org/View/282871</link>
      <description><![CDATA[It is hypothesized that the age of a person during intense motorization of his environment influences his perceptions, habits, and expectations about transportation throughout his lifetime.  Thus successive age groups of individuals form cohorts, and the travel behavior of each cohort as it ages may be very different from that of other cohorts as they age.  A paradigm of cohort, age, and time effects is proposed to sort out the effects of motorization and aging on travel behavior.  An analytical framework for analyzing these effects using transportation survey data from several points in time is developed.  Data from origin-destination studies from Rochester, New York for 1963 and 1974 are analyzed by log-linear models of multi-dimensional contingency tables.  Results of the analysis indicate that the effects of age on an individual's mobility vary across cohorts.  The implications of cohort-aging effects on forecasting travel behavior of future elderly populations are discussed.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282871</guid>
    </item>
    <item>
      <title>THE IMPACT OF GROWING CHILDREN ON THEIR PARENTS' TRAVEL BEHAVIOR: A COMPARATIVE ANALYSIS</title>
      <link>https://trid.trb.org/View/282869</link>
      <description><![CDATA[The extent to which noneconomic variables, such as household and child-care responsibilities, explain travel behavior and are likely to do so in the future is examined.  The focus is on how growing children and their travel needs affect their parents differentially.  On the basis of data from 100 intact households in the United States and 200 households in the Netherlands, it is shown that working women have markedly different travel patterns than comparably situated men because they accept significant responsibility for most of the travel needs of their children.  These responsibilities change as children grow older, being heaviest for the youngest (under 6) and the oldest (teenagers).  It is concluded that if women continue to bear a disproportionate share of the direct or emergency responsibility for their children, travel differences between the sexes will not disappear, regardless of other economic and occupational changes.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282869</guid>
    </item>
    <item>
      <title>CHANGING MOBILITY PATTERNS AND THE AGING POPULATION IN SWEDEN</title>
      <link>https://trid.trb.org/View/282872</link>
      <description><![CDATA[A number of investigations of travel habits and patterns of activity of the elderly have been carried out in Sweden during the 1980s.  The results from a study made by the Department of Traffic Planning and Engineering at the Lund Institute of Technology are presented.  The purpose of this study was to determine (a) older people's access to various means of transportation, (b) travel habits of older people and their difficulties in using various means of transportation, and (c) the extent to which these factors influence the social situation of older people compared with various background variables such as age and physical incapacity.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282872</guid>
    </item>
    <item>
      <title>LONG-RUN VEHICLE TRAVEL PREDICTION FROM DEMOGRAPHIC TRENDS</title>
      <link>https://trid.trb.org/View/282867</link>
      <description><![CDATA[A simple method is presented for long-run forecasting of highway vehicle miles of travel (VMT) based on the assumption that travel is fundamentally time-constrained. Demographic projections by age cohort and sex are used to produce vehicle travel forecasts that vary according to assumptions about license-holding rates and average miles per licensed driver by age and sex.  With constant vehicle miles per driver, 2020 forecasts range from 1.93 to 2.30 trillion vehicle-mi.  The greatest potential for increased vehicle travel appears to depend on whether rates of travel per female licensed driver will begin to approach those of men.  Equal rates would boost 2020 VMT to 2.84 trillion vehicle-mi.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282867</guid>
    </item>
    <item>
      <title>MEN, WOMEN, AND WHEELS: THE HISTORICAL BASIS OF SEX DIFFERENCES IN TRAVEL PATTERNS</title>
      <link>https://trid.trb.org/View/282868</link>
      <description><![CDATA[There are substantial differences between the travel patterns of men and women, despite the fact that a majority of women are now in the paid labor force.  Women make shorter work trips, make greater use of public transit, make more trips for the purpose of serving another person's travel needs, and drive far fewer miles per year than men. The historical basis for these differences in travel are examined and they are attributed ultimately to the evolution of separate spheres that delineate the social responsibilities of men and women.  Man's sphere has traditionally been the workplace and woman's, the home, and transportation systems were built with the conscious purpose of separating those functional spheres in geographic space. This was the case when new transit systems were built at the end of the last century and the suburbanization of middle- and upper-class residences ensued.  As the automobile became the dominant mode of transportation in the 1920s, the idea of separate spheres was extended to that vehicle, and social conventions developed regarding appropriate uses of the automobile by men and women.  These uses differed for the two sexes, and sex-based stereotypes were used to reinforce the division between man's and woman's worlds.  Many of the sex-role definitions that were established decades ago have remained, and women's work is still defined within limits associated with their special domain.  It is important that transportation planners consider the special travel needs of women because they are indeed the product of conscious policies that have been pursued in the past.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282868</guid>
    </item>
  </channel>
</rss>