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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Environmental health literacy among urban cyclists: Insights from a citizen science study in Ljubljana</title>
      <link>https://trid.trb.org/View/2767535</link>
      <description><![CDATA[Urban cyclists are exposed to urban environmental stressors such as air and noise pollution, yet little is known about how they engage with environmental health information in everyday commuting contexts. This study examined environmental health literacy (EHL) among urban cyclists participating in a citizen science intervention in Ljubljana, Slovenia. The Urban Cycling Lab combined personal environmental sensing with participatory engagement over a two-week monitoring period per participant. Cyclists used PM2.5 and noise sensing devices during regular commuting trips and accessed geo-coded exposure data through a custom-built visualization platform. Using a convergent mixed-methods design, this study integrated survey data from 205 participants, ride-along interviews (n = 10), exit field notes, and a Ripple Effects Mapping workshop (n = 21). Quantitative findings characterized dimensions of EHL, while qualitative analyses explored how cyclists engaged with environmental exposure information within everyday commuting practices. Participants reported moderate concern regarding environmental pollution although most had not previously considered environmental exposure in route selection. Exposure monitoring increased awareness of environmental conditions, particularly noise, and encouraged exploration of spatial exposure variability across commuting routes. However, environmentally informed mobility practices emerged as ongoing negotiations between environmental concerns, convenience, safety, and infrastructural constraints. Participants emphasized exposure reduction as dependent on supportive infrastructures, including green corridors, car-free routes, cyclist-oriented design, and mobility education. Citizen science approaches may support EHL by fostering awareness, self-efficacy and collective action. Environmentally informed mobility practices depend not only on individual awareness, but also on supportive urban infrastructures and mobility systems.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2767535</guid>
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    <item>
      <title>Neighborhood change and physical activity in later life: A quasi-natural experiment on amenity loss in Japan</title>
      <link>https://trid.trb.org/View/2762167</link>
      <description><![CDATA[To develop sustainable, walkable neighborhoods, it is essential to understand how amenity loss in residential areas affects older adults' active travel behavior, as measured by step count. The impact may be less pronounced in neighborhoods with high baseline amenity accessibility. Older seniors (aged ≥75) may be more affected by such losses than their younger counterparts (aged 65–74), likely due to age-related functional decline. Gender-differences in amenity use may also shape individual responses. However, few studies have directly examined changes in neighborhood amenities; the impact of amenity loss on older adults’ step count remains underexplored. This study measured changes in accessibility to neighborhood amenities during the COVID-19 pandemic and analyzed their association with step count decline among 12,330 older adults in Yokohama, Japan, between 2017 and 2022.A greater decrease in accessibility was associated with a larger reduction in step count, although the relationship was nonlinear. Over time, the rate of decline in step count slowed among older adults in neighborhoods with reduced accessibility. In neighborhoods with initially high accessibility, decreases in amenities had a minimal impact on step count. Although the effect was more pronounced among older seniors, the decline in their step count decelerated over time, suggesting adaptive behaviors such as longer or more flexible walks. Maintaining access to a diverse range of amenities is particularly important for promoting walking among older women. These findings underscore the importance of preserving neighborhood amenity access as a strategy to sustain daily walking among older adults.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2762167</guid>
    </item>
    <item>
      <title>No significant effect modification by commuting frequency was observed for commuting time and psychological distress: A cross-sectional study in Japan</title>
      <link>https://trid.trb.org/View/2762077</link>
      <description><![CDATA[Long commuting times have been associated with poor mental health, but whether commuting frequency modifies this association remains unclear. Japan, where round-trip commuting times are relatively long compared with other countries, provides a suitable setting to examine this question. Given the post-COVID-19 diversification of commuting patterns, the authors hypothesized that the association between commuting time and psychological distress is stronger at higher commuting frequencies. The authors conducted a quota-sampled web-based cross-sectional study of 3922 Japanese workers in November 2025. Psychological distress was assessed as a binary outcome. The exposure variables included round-trip commuting time, commuting frequency, and the interaction between commuting time and commuting frequency. Prevalence ratios were estimated using Poisson regression with robust standard errors, with missing data handled by multiple imputation (30 datasets).Workers with round-trip commuting times of 60–99 min (adjusted prevalence ratio (aPR) 1.11, 95% confidence interval (CI): 1.01, 1.23) and ≥100 min (aPR 1.23, 95% CI: 1.10, 1.38) had a higher prevalence of psychological distress than those commuting <30 min. Commuting frequency showed no significant association with psychological distress (aPR 1.04, 95% CI: 0.97, 1.12). The interaction between commuting time and frequency was not statistically significant, with the ≥100 min category yielding an aPR of 1.00 (95% CI: 0.91, 1.09). The association of commuting time with psychological distress was significant, whereas that of commuting frequency was not consistently significant. Contrary to the hypothesis, no significant effect modification by commuting frequency was observed. Future within-person studies across diverse working settings are needed to confirm these initial cross-sectional findings.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2762077</guid>
    </item>
    <item>
      <title>Supporting adolescent physical activity through walkable neighbourhoods: Evidence from Indian cities during COVID-19</title>
      <link>https://trid.trb.org/View/2762357</link>
      <description><![CDATA[Physical inactivity among adolescents remains a critical global health concern that was further exacerbated by the COVID-19 pandemic. In low- and middle-income countries such as India, the potential influence of neighborhood environments on adolescents' physical activity (PA) and overall well-being has long been overlooked in empirical research and policy development. This study investigates the relationship between perceived neighborhood walkability and adolescents' out-of-school PA in India, both pre-pandemic and during the pandemic. A cross-sectional survey design was employed, collecting data from 500 adolescent-parent dyads in 2021 across four major Indian cities. Adolescents self-reported their out-of-school PA, while perceived neighborhood walkability variables were obtained from parents by employing the Neighborhood Environment Walkability Scale for India (NEWS-India). Binary logistic regression was employed to analyze the association of PA with perceived neighborhood walkability. Findings revealed that before the pandemic, higher ‘household vehicular ownership’ and perceived ‘traffic safety’ were found to increase the likelihood of adolescents being physically active, with latter resulting in 1.7-fold increase in PA. While during the pandemic, ensuring safe and continuous operation of local recreational facilities were recognized as extremely vital for supporting adolescent PA beyond school. These results highlight the importance of neighborhood-level mobility planning in creating safe and accessible environments for adolescents’ health and well-being both in everyday life and during future public health crises.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2762357</guid>
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    <item>
      <title>Physical activity from bus travel: Objective estimates linking accelerometer and travel card data</title>
      <link>https://trid.trb.org/View/2752452</link>
      <description><![CDATA[Low physical activity contributes to chronic disease and premature death. Public transport can integrate activity into daily routines, but robust methods are needed to estimate physical activity during public transport trips. This study quantified duration, intensity, and steps taken during active travel bouts to bus stops by linking accelerometer data with transport smartcard-recorded bus boardings. Participants (aged ≥ 15 years) from two Tasmanian trials of a financial incentives program to increase public transport use (trips4health and Get BusActive!) wore accelerometers for up to seven days at three timepoints. Timestamped bus boardings were obtained from smartcard records. Active travel bouts to bus stops were identified using a time-based linkage window and bout intensity was classified using Freedson cut-points. Mixed-effects models estimated bout duration and steps, accounting for repeated measures within individuals.298 participants completed 1,396 bouts to bus stops. Most bouts (93%) were of moderate intensity. On average, bouts lasted 6.8 minutes (95% confidence interval [CI] = 6.6, 7.1) and comprised 473 steps (95% CI = 445, 502). Estimates were robust to alternative assumptions. There were no differences by study, treatment group, or timepoint. Assuming similar access and egress activity, round-trip bus use on four days per week could contribute ∼75% of recommended physical activity for adults. Walking to and from public transport stops can contribute to meeting physical activity guidelines. Further studies across settings and transport modes are needed to inform health impact modelling, targeted interventions, and public health messaging.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752452</guid>
    </item>
    <item>
      <title>Barriers and facilitators to Ontario’s E-scooter program: Applying the consolidated framework for implementation research (CFIR) to identify policy implications</title>
      <link>https://trid.trb.org/View/2752451</link>
      <description><![CDATA[Electronic scooters (e-scooters) have become increasingly prevalent around the world, particularly in Ontario, Canada. Due to this popularity, e-scooters have become the purview among policymakers and researchers due to both intended and unintended outcomes related to their use. Despite the increase in use, there is a lack of program evaluation, particularly on how use contributes to increases in injury risk. This study used thematic analysis, structured with the Consolidated Framework for Implementation Research (CFIR) to better understand the facilitators and barriers to successful implementation of the e-scooter pilot program in Ontario. Key informant interviews as well as an online survey were used to collect data on factors that contribute to implementation efforts, from both participating and non-participating municipalities. Overall, factors that acted as both facilitators and barriers spanned existing policies, organizational readiness, knowledgeable staff and partners, and implementation processes. Independent barriers included several constructs across both the outer (e.g., partnerships and external factors) and inner setting (e.g., infrastructure) focused on infrastructure-policy mismatch and the need for increased collaboration to address program fit. This study found several facilitators and barriers toward implementation of the e-scooter pilot program in Ontario. Interestingly, no independent facilitators were reported by participating or non-participating groups. Further, the number of reported barriers outweighed the number of facilitating constructs. Data suggests there is space for refinement to the existing e-scooter pilot program in Ontario; these data provide some insight on specific mechanisms to improve implementation.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752451</guid>
    </item>
    <item>
      <title>Non-Collision Injuries on Buses and Mobility Loss in Later Life: An Ecological Narrative Review</title>
      <link>https://trid.trb.org/View/2752448</link>
      <description><![CDATA[Public transportation is essential for older adults' mobility, access to health services, autonomy, and social participation, yet non-collision injuries and falls inside buses represent a major and under-recognized barrier to its use in later life. Contributing factors are well documented separately, but how they interact to create compounded barriers remains poorly understood. Without an integrative approach, single-factor interventions are unlikely to reduce injury risk or prevent mobility loss. This review adopts an ecological framework of five thematic clusters to synthesize these interactions. This structured narrative review searched PubMed, AgeLine, Web of Science, and Scopus alongside Google Scholar, covering 2000 to 2026. Non-collision injuries and falls in public buses were examined through five thematic clusters: vehicle interior design; driver behavior and operations; instability, fear, and avoidance; digital ticketing and information access; and ecological determinants and transport equity. After deduplication, 31 references were retained. Papers covering multiple clusters formed the basis for the ecological synthesis. No retained paper covered all five thematic clusters. Coverage reached a maximum of two, most commonly vehicle interior design and driver behavior. Social determinants and transport equity appeared exclusively in gerontology literature, absent from transport engineering databases. Digital and information barriers were represented by no retained paper, confirming that a full ecological synthesis has never been attempted. Non-collision injuries are predictable and preventable yet remain under-recognized in transport safety frameworks. Age-inclusive transportation requires reframing interior stability as a core accessibility dimension through proactive universal design, reflecting a broader societal commitment to transport equity.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752448</guid>
    </item>
    <item>
      <title>The personalized Healthy Route Planner for sensitive groups</title>
      <link>https://trid.trb.org/View/2752446</link>
      <description><![CDATA[Providing dedicated route planning for sensitive groups, such as people with asthma, pregnant women, and older persons, requires intelligent systems capable of guiding them toward healthier mobility choices (minimizing pollution exposure) in urban environments. At present, no applications fully account for the needs of these groups. The proposed Healthy Route Planner (HRP) assists citizens in planning walking and cycling trips based on Air Quality (AQ) criteria and can also incorporate additional parameters such as allergens (e.g., pollen) and comfort-related factors. The authors present insights from the theoretical and implementation aspects, in particular the definition of an ad-hoc Personalized Complex Metric (PCM) used in the routing algorithm according to the user’s preferences. This metric is defined as a weighted average of normalized and adjusted critical pollutants. The HRP is built on an open, scalable, cloud-native Microservices Architecture (MSA). It enables efficient, real-time geospatial processing of large volumes of Air Quality Monitoring Station (AQMS) data, estimating pollutant concentrations to produce high-resolution AQ maps. The HRP is validated in Valencia, Spain, using both real and synthetic scenarios. Results show up to an 11.60% reduction in pollution exposure under heavily polluted conditions, with a corresponding travel-distance increase of 23.07% for the asthmatic profile (worst case). The system efficiently handles concurrent user loads with response times below 1 s. These results endorse the HRP’s usefulness as a decision-support tool for sensitive groups, integrating real-time AQ-aware routing and health-profile-driven PCM in smart-city environments, with an 11.60% reduction in pollution exposure.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752446</guid>
    </item>
    <item>
      <title>Inclusive Mobility in Resource-Constrained Cities: Lessons from Disability-Focused Interventions in Accra’s Public Transport</title>
      <link>https://trid.trb.org/View/2752419</link>
      <description><![CDATA[Mobility is fundamental to social inclusion and sustainable urban development, yet persons with disabilities in African cities remain largely excluded from public transport systems. Building on a previous study that examined the mobility experiences of persons with disabilities, this study explores transport operators and persons with disability’s awareness, perceived efficacy, and practical difficulties in implementing disability-inclusive interventions in Ghana’s public transport sector. The study adopted a three-phase approach (pre-intervention, intervention, and post-intervention evaluation) involving participatory collaboration with disability groups, transport operators, and city authorities. Data were collected through unstructured interviews with 90 persons with disabilities, 45 transport operators, and selected policymakers, and analyzed using thematic content analysis in MAXQDA. Findings show that all participant groups recognized the interventions as valuable in reducing mobility barriers and fostering a more positive attitudes towards the disability community. Priority seating and landing pads notably enhanced accessibility for physically and visually impaired commuters, while push bells and signage addressed communication challenges for hearing-impaired commuters. However, design inadequacies (e.g., fragile landing pads), limited coverage, weak inter-stakeholder collaboration and ambiguous legislation constrained broader impact and scalability. This study offers evidence-based guidance for scaling inclusive transport through universal design principles, disability-awareness training, and legislative reforms to strengthen enforcement and incentivize inclusive practices among transport operators.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752419</guid>
    </item>
    <item>
      <title>Characteristics of food delivery riders' red-light running behavior across different times of day: An observational study in China</title>
      <link>https://trid.trb.org/View/2752409</link>
      <description><![CDATA[Red-light running by food delivery riders contributes to crashes at signalized intersections. Although several studies have examined its influencing factors, few have investigated the differential effects at various times of the day. Given that the travel characteristics of riders vary considerably throughout the day, overlooking such variations may lead to biased model estimates and ineffective interventions. Thus, the study aimed to explore the time-of-day variations of factors affecting food delivery riders’ red-light violations. A field survey was carried out at six signalized intersections in Jinhua, China. Four statistical models were employed to identify the factors affecting the red-light running behavior, including the binary logit model, random parameters logit model, random parameters logit model with heterogeneity in means, and random parameters logit model with heterogeneity in means and variances. Meanwhile, likelihood ratio tests were conducted to check the time-varying differences of the factors among midday rush hours, non-peak hours, and evening rush hours.1) The red-light running behavior of food delivery riders is affected by factors such as the behaviors of riding the wrong way and stopping beyond the stop line, pedestrians' red-light running, presence of non-motorized vehicle lanes, long red-light duration, and location near schools or residential areas. 2) The effects of these factors are not consistent across the midday rush, non-peak, and evening rush hours. The study confirms the significant time-varying characteristics of factors influencing food delivery riders’ red-light running behavior, which can be valuable in developing differentiated countermeasures to reduce traffic violations.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752409</guid>
    </item>
    <item>
      <title>Public Transportation System Responsiveness to Ageing Populations in China’s Large Cities: Level Measurement and Regional Differences</title>
      <link>https://trid.trb.org/View/2736983</link>
      <description><![CDATA[Rapid population ageing in China is placing increasing pressure on urban public transport systems, which often fail to meet the mobility needs of older adults, limiting accessibility, safety, and inclusiveness. This study develops a 23-indicator evaluation system for the age-friendly transportation systems of 40 large Chinese cities (2000-2023). A combined gray correlation-TOPSIS approach is employed to evaluate system responsiveness, while the Dagum Gini coefficient examines regional disparities. An obstacle model identifies key constraints. Findings highlight substantial regional inequalities and institutional constraints in the development of age-friendly transport systems. The findings indicated that (1) the transportation system responsiveness to ageing populations in China’s large cities shows a differentiated distribution pattern of central region > western region > eastern region > northeastern region. (2) Overall heterogeneity is primarily driven by regional disparities and hyper density, with no significant within-region differences; between-region differences are mainly attributable to the eastern and northeastern regions. (3) The obstacle factors concentrated in free fare age range, green coverage rate in built-up areas, government planning and design timeline, proportion of fixed asset investment in transportation roads, and launch of special bus routes for the older adults age-friendly bus route launch timeline. This study makes policy recommendations regarding strengthening governance capacity, improving service provision, and implementing regionally targeted policies, which are essential to enhance equitable and health-supportive mobility for older adults.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736983</guid>
    </item>
    <item>
      <title>Driving under the influence of cannabis (DUIC): A risky proposition?</title>
      <link>https://trid.trb.org/View/2737002</link>
      <description><![CDATA[When non-medical cannabis use was legalized in Canada in 2018, there was concern that prevalence of driving under the influence of cannabis (DUIC) would rise. Post-legalization survey data has revealed potentially interesting patterns. Prevalence of cannabis use rose among the adult population following legalization. Among cannabis users, prevalence of DUIC decreased. Yet across the full population (cannabis users and non-users), prevalence of DUIC did not increase in the years immediately following legalization, though more recent survey data (2022 and 2023) identified a slight rise in DUIC prevalence across the general population. In the first few years post-legalization, there was some mixed data suggesting a rise in motor vehicle collision (MVC)-related injuries and fatalities involving delta-9-tetrahydracannabinol (THC; the psychoactive compound in cannabis); however, some more recent data suggest that this rise in MVC-related injuries and fatalities involving THC has begun to return to pre-legalization levels. Why did prevalence of cannabis use increase, yet most data suggest that DUIC did not? Public health initiatives aimed at influencing risk perceptions of cannabis use may provide part of the answer. The authors explore here survey data examining cannabis users’ perceptions of health and safety risks of cannabis and DUIC. The assessment supports continued use of health promotion materials and campaigns, but calls for more rigorous evaluation of the effectiveness of these health promotion campaigns. If the number of people who choose to use cannabis continues to rise, Canada may still see an increase in the number of DUIC cases despite the lower prevalence of DUIC among cannabis users.]]></description>
      <pubDate>Fri, 21 Aug 2026 08:37:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2737002</guid>
    </item>
    <item>
      <title>Revealing hidden variables in highway pedestrian safety through analysis of unobserved heterogeneity and temporal instability</title>
      <link>https://trid.trb.org/View/2736993</link>
      <description><![CDATA[This study investigates the temporal and spatial variation in pedestrian-involved traffic crashes in Thailand, focusing on differences before and during the COVID-19 pandemic. Using a national dataset of pedestrian crashes from 2016 to 2022, the study employs Geographic Information System (GIS)-based Kernel Density Estimation (KDE) to visualize crash concentrations and a Chi-square test to examine changes in severity proportions across two time periods. Additionally, mixed logit models with heterogeneity in means and variances are used to identify determinants of crash severity in both periods. A total of 801 crashes occurred before COVID-19, with 61% resulting in serious injuries or fatalities. During the pandemic, although the total number of crashes declined to 584, the severity increased significantly, with 74% resulting in serious outcomes. The chi-square test confirms a significant difference in severity proportions between the two periods (p < 0.01), supporting the concept of temporal instability in crash severity dynamics. Model results show distinct influencing factors across periods. Pre-pandemic severity was associated with male pedestrians, large vehicles, and nighttime conditions. Pandemic-era severity was influenced by speeding, fatigue, rainy weather, and road type. These findings indicate that pedestrian safety interventions should be temporally adaptive. Pre-pandemic risks suggest prioritizing nighttime visibility enhancement and heavy-vehicle regulation on highways. Pandemic-era findings emphasize speed enforcement, fatigue monitoring, and weather-responsive traffic management. Policymakers should adopt time-sensitive safety strategies rather than uniform long-term approaches.]]></description>
      <pubDate>Thu, 20 Aug 2026 15:10:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736993</guid>
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    <item>
      <title>Informal Transportation and Health Equity: Air Pollution Exposure in Latin American MTW Microenvironments using Neural Networks</title>
      <link>https://trid.trb.org/View/2736843</link>
      <description><![CDATA[Exposure to fine particles (PM2.5) and Black Carbon (BC) is associated with adverse health effects, principally in low- and middle-income countries. This paper outlines the first empirical evidence in Latin America on traffic-related air pollution exposure within informal motorized three-wheeled vehicles (MTWs) and the health inequalities arising from this public transport mode. The objective of this research is to investigate the intersection of urban mobility, social determinants of health, and personal exposure to PM2.5 and BC.a cross-sectional study was conducted in Soledad, Colombia, a city characterized by rapid urban expansion and population growth with a high reliance on public buses and informal transport (38.1%). Data collection involved 21 O-D pairs using portable low-cost sensors and a microAeth, including GPS devices to capture real-time concentrations across three modes: buses, MTWs, and private cars. Inhaled doses were estimated by integrating pollutant concentrations with user demographic profiles and activity-specific inhalation rates. A Bayesian Neural Network Classifier (BNNC) was developed to model and predict high-risk exposure scenarios based on route, mode, and travel period. Mean concentrations varied by mode, with buses and MTWs reporting the highest PM2.5 levels of 33.0 and 27.5 μg/m3, respectively. Spatial analysis identified hotspots with peak MTW exposures of 959 μg/m3 for PM2.5 and 545 μg/m3 for BC during rush hours. Results reveal that women may inhale doses PM2.5 and BC up to 68 times higher than those inhaled by men across all transportation modes evaluated. A Bayesian Neural Network achieved 70% accuracy in predicting high-exposure scenarios. These findings underscore that most commuters in the study area are exposed to levels exceeding WHO guidelines, especially those who use public and informal transport. The study highlights how urban mobility choices intersect with social factors, thus reinforcing structural socio-economic inequalities. These results demonstrate the pressing need for more equitable and sustainable urban transportation policies, and cleaner transportation strategies in rapidly developing cities.]]></description>
      <pubDate>Thu, 20 Aug 2026 15:10:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736843</guid>
    </item>
    <item>
      <title>Influence of Travel Characteristics and Other Contributing Factors on Premature Mortality in The United States</title>
      <link>https://trid.trb.org/View/2736839</link>
      <description><![CDATA[Premature mortality is disproportionately high in rural U.S. counties, yet the contribution of transportation-related barriers to this problem remains underexplored. This study addresses this gap by examining the associations among commuting patterns, socioeconomic conditions, obesity, and premature mortality, accounting for rural-urban differences. The authors conducted a cross-sectional ecological analysis of 2,900 U.S. counties using data from the County Health Rankings & Roadmaps (2025), the American Community Survey (2017-2021), and the USDA Rural-Urban Continuum Codes (2023). The outcome was years of potential life lost before age 75 per 100,000 population. Predictors included commuting duration, driving alone, obesity prevalence, and socioeconomic indicators. Linear regression with robust errors and mediation analyses were used. Longer commuting burden, higher obesity prevalence, lower socioeconomic status, and greater rurality were each associated with increased premature mortality (p < 0.001). Counties with higher educational attainment or income exhibited lower mortality. Obesity was a strong independent predictor but did not mediate the association between long commutes and premature mortality. Rural counties experienced significantly higher mortality burdens than metropolitan areas, even after adjustment. Structural determinants such as transportation patterns, socioeconomic disadvantage, and rural residence substantially shape premature mortality in the U.S. Findings suggest that long commuting burden contributes directly to mortality risk beyond obesity-related pathways, potentially through psychosocial stress, reduced time for preventive health behaviors, and limited healthcare access. Interventions to reduce commuting burdens, strengthen rural infrastructure, and address socioeconomic inequities may be critical strategies for narrowing rural-urban mortality gaps.]]></description>
      <pubDate>Thu, 20 Aug 2026 15:10:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736839</guid>
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