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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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    <item>
      <title>Manoeuvring rural mobility policy for active and sustainable travel</title>
      <link>https://trid.trb.org/View/2563847</link>
      <description><![CDATA[Promoting "slow mobilities" and low carbon transport alternatives, through supporting active and sustainable travel (AST, including walking, cycling, wheeling, and public transport), is a priority for both public health and net zero strategies. Using a situational analysis drawing on local and national documents and stakeholder interviews, the authors explore the policy ecology of local authority ambitions and practices for creating and implementing AST policy for rural communities. These are shaped by national agendas and messaging, as well as local concerns. The analysis identified the ways in which stakeholders maneuver the friction points that inform, constrain, and shape the production and implementation of AST policy in the South West (SW) and North East (NE) of England. The marginality of rural concerns is reflected in a scarcity of funding, sitting alongside volatility in local and national decision making. Local contestation arises from these conditions, as turbulence in national government messaging shapes (and is shaped by) public and private responses to AST schemes. These friction points were found to operate on, and intersect at, different scales, requiring formal strategic and opportunistic tactical maneuvers by those creating and implementing local policies, who are both bound by these forces, and work to challenge, resist, and facilitate them whilst managing contestation from communities and stakeholders. This study on AST policymaking contributes to broader literature across various disciplines on "slow mobilities" by offering a policy-oriented perspective. The findings highlight that creating and implementing policy for rural mobility is a dynamic and demanding process, relying on the commitment and agility of local stakeholders.]]></description>
      <pubDate>Fri, 11 Jul 2025 10:00:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563847</guid>
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    <item>
      <title>Is walkability healthy for all? Using the National Environmental Database to examine equity in the environmental health characteristics of pedestrian-supportive neighborhoods in the U.S</title>
      <link>https://trid.trb.org/View/2551030</link>
      <description><![CDATA[Marginalized populations in the U.S. often live in dense urban areas, which could promote active travel and health. However, while compactness can support walkability, it can also create exposure to pollution, noise, injury risk, and urban heat islands. These exposures may be higher for marginalized groups, creating systematic “walkability-related” risks. The authors evaluated relationships between walkability, health-related environmental exposures, and social vulnerability, asking: (1) How are sociodemographic groups sorted across space with respect to walkability? (2) Do the environmental health correlates of walkability vary by social vulnerability? The authors compiled block group-level data for the 30 largest U.S. metropolitan areas. The authors measured walkability using the National Walkability Index; social vulnerability using indicators of race/ethnicity and socioeconomic status; and environmental exposures using PM2.5, pedestrian fatalities, noise, and tree coverage. The authors used multilevel mixed-effects regressions to predict (1) walkability as a function of vulnerability and (2) each environmental exposure as a function of the cross-tabulation between walkability and vulnerability. Higher walkability was associated with higher vulnerability. Compared to highly walkable block groups with low vulnerability, those with high vulnerability had higher PM2.5 and noise levels and lower tree coverage. These differences were even more pronounced among block groups with low walkability, suggesting pervasive inequities. While marginalized groups often live in more walkable places, the “high” walkability to which they are exposed carries greater environmental risks than for privileged populations. The findings illustrate the importance of mitigating environmental burdens that could dampen the health benefits of walkability in marginalized communities.]]></description>
      <pubDate>Thu, 29 May 2025 14:02:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2551030</guid>
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    <item>
      <title>A comparison of heat effects on road injury frequency between active travelers and motorized transportation users in six tropical and subtropical cities in Taiwan</title>
      <link>https://trid.trb.org/View/2447259</link>
      <description><![CDATA[Road traffic injuries (RTIs) pose significant public health threats, particularly for vulnerable road users such as pedestrians and cyclists. While recent studies have revealed adverse impacts of heat exposure on RTI frequency among motorized road users, a research gap persists in understanding these impacts on non-motorized road users, especially in tropical regions where their vulnerability can be heightened due to differential thermal exposure, adaptive capacity, and biological sensitivity. In this study, the authors compared associations between high temperatures and RTIs across four different crash-involved modes of transportation-pedestrians, cyclists, motorcyclists, and car drivers in Taiwan. Leveraging data on RTI records and temperature conditions in Taiwan's six municipalities from 2018 to 2022, the authors conducted a city-time-stratified case-crossover analysis. The authors employed distributed lag non-linear models with conditional Poisson regression models to estimate temperature-RTI associations for each mode of transportation, adjusting for various weather factors and unmeasured spatio-temporal patterns. The findings reveal that individuals using exposed, open transportation modes (i.e., pedestrians, cyclists, and motorcyclists) exhibited higher relative risks of heat-induced RTIs than car drivers, with non-motorized mode users showing greater susceptibility compared to their motorized counterparts. These elevated risks can be attributed to the absence of built-in cooling systems in open travel modes and the increased exertional heat stress implied in active travel. The study contributes novel insights to a global concern related to climate change, extending its impact to road safety, a health outcome rarely studied in the context of a changing climate. The findings are thus important, especially for regions where rising temperatures regularly approach or exceed human physiological limits related to heat tolerance in the coming decades. Additionally, the findings hold significance in the existing urban health literature, particularly within the context of the emerging era of micromobility-a category of low-speed, non-enclosed, and lightweight vehicles increasingly integrated into urban activities worldwide.]]></description>
      <pubDate>Fri, 15 Nov 2024 11:01:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2447259</guid>
    </item>
    <item>
      <title>Re-municipalising sociospatial infrastructure: A journeying ethnography of Greater Manchester's dementia (un)friendly buses</title>
      <link>https://trid.trb.org/View/2447257</link>
      <description><![CDATA[Transport can pose substantial challenges for people with dementia. Dementia-friendly approaches seek to encourage public transport use by enhancing people and places through educational initiatives and architectural augmentation respectively. The Greater Manchester Combined Authority is implementing dementia-friendliness within a major re-municipalization of public transport. Reporting findings from a journeying ethnography of bus travel with passengers with dementia, this paper critiques contemporary friendly transport. It argues that buses are vital sociospatial infrastructures, the friendliness of which is constituted by entangled socio-material and political economic forces. The re-municipalization of friendly transport requires a radical civic offer of social de-segregation and equitable development.]]></description>
      <pubDate>Fri, 15 Nov 2024 11:01:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2447257</guid>
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    <item>
      <title>Modeling of drinking and driving behaviors among adolescents and young adults in the United States: Complexities and Intervention outcomes</title>
      <link>https://trid.trb.org/View/2422934</link>
      <description><![CDATA[Alcohol-impaired driving is a formidable public health problem in the United States, claiming the lives of 37 individuals daily in alcohol-related crashes. Alcohol-impaired driving is affected by a multitude of interconnected factors, coupled with long delays between stakeholders' actions and their impacts, which not only complicate policy-making but also increase the likelihood of unintended consequences. The authors developed a system dynamics simulation model of drinking and driving behaviors among adolescents and young adults. This was achieved through group model building sessions with a team of multidisciplinary subject matter experts, and a focused literature review. The model was calibrated with data series from multiple sources and replicated the historical trends for male and female individuals aged 15 to 24 from 1982 to 2020. The authors simulated the model under different scenarios to examine the impact of a wide range of interventions on alcohol-related crash fatalities. The authors found that interventions vary in terms of their effectiveness in reducing alcohol-related crash fatalities. In addition, although some interventions reduce alcohol-related crash fatalities, some may increase the number of drinkers who drive after drinking. Based on insights from simulation experiments, the authors combined three interventions and found that the combined strategy may reduce alcohol-related crash fatalities significantly without increasing the number of alcohol-impaired drivers on US roads. Nevertheless, related fatalities plateau over time despite the combined interventions, underscoring the need for new interventions for a sustained decline in alcohol-related crash deaths beyond a few decades. Finally, through model calibration the authors estimated time delays between actions and their consequences in the system which provide insights for policymakers and activists when designing strategies to reduce alcohol-related crash fatalities.]]></description>
      <pubDate>Tue, 17 Sep 2024 09:26:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2422934</guid>
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    <item>
      <title>Does social capital matter? A study of hit-and-run in US counties</title>
      <link>https://trid.trb.org/View/2216652</link>
      <description><![CDATA[The authors investigate the relationship between social capital and a decision that has dire health consequences: fleeing after a road accident. This event is unplanned, and the decision is taken under great emotional distress and time pressure, thus providing a test of whether social capital matters for behavior in extreme conditions. The authors merge data from the universe of fatality accidents involving pedestrians in the US over the period 2000-2018 with a dataset on social capital measures at the county level. Using within-state-year variation, the results show that one standard deviation increase in social capital is associated with a reduction in the probability of hit-and-run of around 10.5%. Several falsification tests based on differences in social capital endowment between the county where the accident occurs and the county where the driver resides are suggestive of a causal interpretation of this evidence. The findings show the importance of social capital in a new context, suggesting a broad impact on pro-social behavior and adding to the positive returns of promoting civic norms.]]></description>
      <pubDate>Tue, 01 Aug 2023 14:33:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2216652</guid>
    </item>
    <item>
      <title>Road traffic mortality and economic uncertainty: Evidence from the United States</title>
      <link>https://trid.trb.org/View/2186150</link>
      <description><![CDATA[Previous studies have shown that financial turbulence is associated with a short-term increase in road traffic collisions, largely due to drivers' emotional state, distraction, sleep deprivation and alcohol consumption. In this paper the authors advance this debate by studying the association between economic uncertainty and road traffic mortality in the United States. The authors used a State-level uncertainty index and State fatalities for the period 2008-2017 and found that a one standard deviation increase in economic uncertainty is associated with an additional 0.013 monthly deaths per 100,000 people per State, on average (a 1.1% increase) - or 40 more monthly deaths in total nationwide. Results are robust to different model specifications. The findings show that, similar to drink-driving, it is important to raise awareness about driving when distracted due to financial worries and during periods of economic uncertainty.]]></description>
      <pubDate>Tue, 06 Jun 2023 13:31:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2186150</guid>
    </item>
    <item>
      <title>The impact of recreational cannabis markets on motor vehicle accident, suicide, and opioid overdose fatalities</title>
      <link>https://trid.trb.org/View/2138379</link>
      <description><![CDATA[In the U.S., an increasing number of states are legalizing regulated commercial markets for recreational cannabis, which allows private industry to produce, distribute, and sell marijuana to those 21 and older. The health impacts of these markets are not fully understood. Preliminary evidence suggests recreational markets may be associated with increased use among adults, which indicates there may be downstream health impacts on outcomes related to cannabis use. Three causes of death that are linked to cannabis use are motor vehicle accidents, suicide, and opioid overdose. Drawing on data from U.S. death certificates from 2009 to 2019, the authors conducted a difference-in-differences analysis to estimate the impact of recreational markets on fatalities from motor vehicle accidents, suicide, and opioid overdose in seven states: Colorado, Washington, Oregon, Alaska, Nevada, California, and Massachusetts. States with comprehensive medical cannabis programs with similar pre-trends in deaths were used as comparisons. For each outcome, a pooled estimate was generated with a meta-analysis using random effects models. The results revealed substantial increases in crash fatalities in Colorado, Oregon, Alaska, and California of 16%, 22%, 20%, and 14%, respectively. Based on estimates from all seven states, recreational markets were associated with a 10% increase in motor vehicle accident deaths, on average. This study found no evidence that recreational markets impacted suicides. Most states saw a relative reduction in opioid overdose death that ranged between 3 and 28%. On average, recreational markets were associated with an 11% reduction in opioid overdose fatalities.]]></description>
      <pubDate>Tue, 04 Apr 2023 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2138379</guid>
    </item>
    <item>
      <title>Put your FTSE down: Wealth shocks and road traffic collisions</title>
      <link>https://trid.trb.org/View/2075122</link>
      <description><![CDATA[This paper examines the impact of a key source of wealth (the stock market) on road traffic collisions. Using data on over 2 million road accidents the authors do not find a linear relationship between stock prices and road crashes (fatal or otherwise) in Great Britain. However, the authors do find a V-shaped effect - collisions respond to the absolute change in stock market returns. The results are robust to a series of falsification exercises that potentially support a causal interpretation. The authors also examine another source of wealth that has not previously been examined - house prices. Similarly, the authors do not find that changes in monthly house prices have an impact on accidents, but a symmetric V-shaped is also shown for slight and serious accidents.]]></description>
      <pubDate>Tue, 20 Dec 2022 09:10:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2075122</guid>
    </item>
    <item>
      <title>Mapping the Complex Causal Mechanisms of Drinking and Driving Behaviors Among Adolescents and Young Adults</title>
      <link>https://trid.trb.org/View/1928893</link>
      <description><![CDATA[The proportion of motor vehicle crash fatalities involving alcohol-impaired drivers declined substantially between 1982 and 1997, but progress stopped after 1997. The systemic complexity of alcohol-impaired driving contributes to the persistence of this problem. This study aims to identify and map key feedback mechanisms that affect alcohol-impaired driving among adolescents and young adults in the U.S. The authors apply the system dynamics approach to the problem of alcohol-impaired driving and bring a feedback perspective for understanding drivers and inhibitors of the problem. The causal loop diagram (i.e., map of dynamic hypotheses about the structure of the system producing observed behaviors over time) developed in this study is based on the output of two group model building sessions conducted with multidisciplinary subject-matter experts bolstered with extensive literature review. The causal loop diagram depicts diverse influences on youth impaired driving including parents, peers, policies, law enforcement, and the alcohol industry. Embedded in these feedback loops are the physical flow of youth between the categories of abstainers, drinkers who do not drive after drinking, and drinkers who drive after drinking. The authors identify key inertial factors, discuss how delay and feedback processes affect observed behaviors over time, and suggest strategies to reduce youth impaired driving. This review presents the first causal loop diagram of alcohol-impaired driving among adolescents and it is a vital first step toward quantitative simulation modeling of the problem. Through continued research, this model could provide a powerful tool for understanding the systemic complexity of impaired driving among adolescents, and identifying effective prevention practices and policies to reduce youth impaired driving.]]></description>
      <pubDate>Sun, 03 Apr 2022 16:18:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1928893</guid>
    </item>
    <item>
      <title>Living the journey to school: Conceptual asymmetry between parents and planners on the journey to school</title>
      <link>https://trid.trb.org/View/1876147</link>
      <description><![CDATA[Research about school travel and the built environment developed using positivist and post-positivist onto-epistemologies often relies heavily on travel surveys, activity diaries, GPS tracking, and the "objective" measurement of built environment features using geographical information systems and planimetric data. That work takes up and applies specialized disciplinary and practice-based language (e.g., planning and engineering) and concepts that are used to describe, measure, and design the built environment. In this paper, the authors explore differences in how parents think about the built environment and school transport and the ways in which the built environment and transport are conceptualized in planning. The presence of conceptual asymmetry between a scholar's "model" and the "lived experience" of parents and children may have implications for the efficacy of school travel-related policy and planning. The authors use Bronfenbrenner's social ecological model to guide a thematic analysis of 37 interviews with parents about school travel behavior in Toronto, Canada. The authors found that parents' experiences of the built environment are complex and varied, with different features influencing individual parents differently, and at varying levels of the ecological model. For example, mixed-use development, often held up as a necessary condition for tackling automobility, was cited as a desirable aesthetic background for driving. The authors were able to locate examples of conceptual asymmetry but also agreement - particularly about traffic around schools. For example, parents expressed divergent views on the impact of heavy traffic on walking, with some describing traffic and traffic safety as barriers to walking, while others indicated that resistance to driving in traffic motivated a choice to walk. The study serves as a call to planners and geographers to better attend to the lay, everyday onto-epistemologies that shape parents' lived experiences of travel to school.]]></description>
      <pubDate>Fri, 15 Oct 2021 09:22:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876147</guid>
    </item>
    <item>
      <title>Liveable for whom? Prospects of urban liveability to address health inequities</title>
      <link>https://trid.trb.org/View/1765485</link>
      <description><![CDATA[The aspiration of liveable cities, underpinned by the New Urban Agenda, is gaining popularity as a mechanism to enhance population health and wellbeing. However, less attention has been given to understanding how urban liveability may provide an opportunity to redress health inequities. Using an environmental justice lens, this paper investigates whether urban liveability poses an opportunity or threat to reducing health inequities and outlines a future research agenda. Selected urban liveability attributes, being: education; employment; food, alcohol, and tobacco; green space; housing; transport; and walkability, were investigated to understand how they can serve to widen or narrow inequities. Some domains showed consistent evidence, others suggested context-specific associations that made it difficult to draw general conclusions, and some showed a reverse patterning with the social gradient, but with poorer outcomes. This suggests urban liveability attributes have equigenic potential, but operate within a complex system. The authors conclude more disadvantaged neighbourhoods and their residents likely have additional policy and design considerations for optimising outcomes, especially as changes to the contextual environment may impact neighbourhood composition through displacement and/or pulling up effects. Future research needs to continue to explore downstream associations using longitudinal and natural experiments, and also seek to gain a deeper understanding of the urban liveability system, including interactions, feedback loops, and non-linear and linear responses. There is a need to monitor neighbourhood population changes over time to understand how liveability impacts the most vulnerable. Other areas worthy of further investigation include applying a life course approach and understanding liveability within the context of other adversities and contextual settings.]]></description>
      <pubDate>Mon, 22 Feb 2021 10:21:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765485</guid>
    </item>
    <item>
      <title>Cycling and the City: A Case Study of How Gendered, Ethnic and Class Identities Can Shape Healthy Transport Choices</title>
      <link>https://trid.trb.org/View/1747463</link>
      <description><![CDATA[As a form of ‘active transport’, cycling has been encouraged as a route to improving population health. However, in many high-income countries, despite being widely seen as a ‘healthy’ choice, few people do cycle for transport. Further, where cycling is rare, it is not a choice made equally across the population. In London, for instance, cycling is disproportionately an activity of affluent, White, men. This paper takes London as a case study to explore why the meanings of cycling might resonate differently across urban, gendered, ethnic and class identities. Drawing on qualitative interview data with 78 individuals, the authors suggest first that the relative visibility of cycling when few do it means that it is publicly gendered in a way that more normalized modes of transport are not; conversely, the very invisibility of Black and Asian cyclists reduces their opportunities to see cycling as a candidate mode of transport. Second, following Bourdieu, the authors argue that the affinities different population groups have for cycling may reflect the locally constituted ‘accomplishments’ contained in cycling. In London, cycling represents the archetypal efficient mode for autonomous individuals to travel in ways that maximize their future-health gain, and minimize wasted time and dependence on others. However, it relies on the cultivation of a particular ‘assertive’ style to defend against the risks of road danger and aggression. While the identities of some professional (largely White) men and women could be bolstered by cycling, the aesthetic and symbolic goals of cycling were less appealing to those with other class, gendered and ethnic identities.]]></description>
      <pubDate>Thu, 03 Dec 2020 17:24:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1747463</guid>
    </item>
    <item>
      <title>Participation Among Adults With Disability: The Role of the Urban Environment</title>
      <link>https://trid.trb.org/View/1749106</link>
      <description><![CDATA[Increasing attention is being paid to the importance of built environment characteristics for participation, especially among people with various levels of impairment or activity limitations. The purpose of this research was to examine the role of specific characteristics in the urban environment as they interact with underlying impairments and activity limitations to either promote or hinder participation in life situations. Using data from the Chicago Community Adult Health Study (2001–2003) in the United States, the authors used logistic regression to examine the effect of built environment characteristics on three indicators of participation (interpersonal interaction, obtaining preventive health care, and voting) among adults age 45+ (N = 1225). The authors examined effects across two levels of spatial scale: the census tract and block group. One in five adults reported difficulty walking 2–3 blocks unaided, but their odds of engaging in regular interpersonal interaction was 45% higher when they lived in areas with higher residential security. For the thirty-six percent of adults who reported visual impairment, and the odds of obtaining preventive health care were over 20% lower when living in an area with heavy traffic. Residing in an area with a high proportion of streets in poor condition was associated with 60% lower odds of voting among those with underlying difficulty with mobility activities. Results varied across levels of spatial scale. Simple changes in urban built environments may facilitate the full participation of all persons in society.]]></description>
      <pubDate>Thu, 03 Dec 2020 17:24:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1749106</guid>
    </item>
    <item>
      <title>The implications of ridehailing for risky driving and road accident injuries and fatalities</title>
      <link>https://trid.trb.org/View/1703235</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 28 Apr 2020 11:54:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703235</guid>
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