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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>An organized review of micromobility factors contributing to accidents, market and service trend, and related mishaps</title>
      <link>https://trid.trb.org/View/2672724</link>
      <description><![CDATA[Micromobility is a form of transport with benefits but still liable for accidents. Micromobility factors contributing to accidents, market and service trends and related mishaps was examined using an explanatory review. To address the goal of this study, 206 data sources reviewed. The files extracted for this study were examined content-wise. The forecasted annual market growth of micromobility has been 16.2% until 2030, which is 5.4 times the growth trend compared to automotives. Regionally, the ratio of micromobility market share to population size was high and low in North America (3.462) and Africa (0.054) respectively. This is directly related to income and infrastructure development. Micromobility accidents were caused by technical problems (fire), helmetless, collisions with others, etc. The productive-age and older male experienced injuries and fatalities. Using certified devices, wearing a helmet, drugless riding, integrating systems into the pre-existing infrastructure, and a car-free strategy were proposed remedial actions.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672724</guid>
    </item>
    <item>
      <title>Improvements aiming at a safer living environment by analyzing crash severity through the use of boosting-based ensemble learning techniques</title>
      <link>https://trid.trb.org/View/2672722</link>
      <description><![CDATA[Traffic collisions are a leading cause of death globally. To accurately analyze crash severity and its contributing factors, this study employed the boosting-based ensemble learning classifiers – Ada-Boost, XG-Boost, Cat-Boost, Light GBM, KT-Boost, and NG-Boost – optimized via Bayesian techniques using real-time crash data. Results demonstrate that the XG-Boost classifier outperformed the other classifiers with an accuracy of 75.65%, precision of 68%, recall of 63%, F1-score of 64%, and AUC score of 0.74. Shapley Additive Explanations (SHAP) were applied to interpret the optimal model, identifying gender, airbag deployment, and occupant age as the most influential factors, followed by month of the year, road profile and vehicle age. Feature contribution insights revealed that females, young road users, and non-bag deployers are associated with higher risk of severe injury. The integration of XG-Boost and SHAP proved to be an accurate and scalable approach for crash severity prediction, offering valuable insights for traffic safety improvements.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672722</guid>
    </item>
    <item>
      <title>A comparative analytical framework for modeling road fatalities with count regression techniques</title>
      <link>https://trid.trb.org/View/2652959</link>
      <description><![CDATA[Regions with persistently high road traffic fatality (RTF) rates remain a major global safety concern. Using a nationwide dataset of 20,448 road accidents recorded in Thailand in 2021, this study compares 6 count regression models including Poisson, Negative Binomial (NB), Zero-Inflated Poisson (ZIP), Zero-Inflated Negative Binomial (ZINB), Hurdle Poisson (HP), and Hurdle Negative Binomial (HNB) to identify the best-fitting model for explaining RTF counts. Each model was evaluated using five-fold cross-validation across seven performance criteria, including AIC, BIC, Pearson’s χ2, dispersion, pseudo-R2, MAE, and RMSE. The HNB model achieved the lowest AIC (11,557.17) and BIC (11,819.05), the dispersion statistic closest to unity (1.0460), and the highest pseudo-R2 (0.1479), confirming its superior goodness-of-fit and parsimony. The two-part HNB model separately estimated the likelihood of fatalities and the expected number of deaths given a fatal crash. In the zero part, festive months showed lower odds of fatality, while national highways and northeastern regions exhibited increased fatal risks. In the count part, fatal severity rose on highways and among larger vehicles such as cars and pickups. These findings reveal that road fatalities are driven by temporal, environmental, and vehicular factors. The study underscores the importance of robust count models for evidence-based road safety policy and targeted interventions.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:52:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652959</guid>
    </item>
    <item>
      <title>Determinants of injury severity in traffic accidents. Evidence from a developing country</title>
      <link>https://trid.trb.org/View/2652558</link>
      <description><![CDATA[This research article analyzes the impact of various factors, such as driver characteristics, environmental factors, vehicle characteristics, and accident attributes, on the severity of physical injuries in traffic accidents occurring in Ecuador, a country where young people aged 18–29, who are of working age, have traffic accidents as the second leading cause of death. This study utilizes data from the National Traffic Accident Reports of the National Transit Agency (ANT) for the period 2021–2022. By employing a generalized ordered logit model, which more accurately captures ordinal response data, the results indicate that variables such as gender, age, day of the week, and vehicle type significantly affect the severity of injuries sustained by drivers involved in traffic accidents. From a public policy perspective, the findings provide insights into which aspects and characteristics should be targeted to reduce the severity of traffic accidents.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:52:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652558</guid>
    </item>
    <item>
      <title>Uncovering latent structures of crash typology in narcotic-involved fatal crashes for safe system interventions</title>
      <link>https://trid.trb.org/View/2647545</link>
      <description><![CDATA[Narcotic-impaired driving increases the risk of fatal crashes, yet existing studies rarely provide narcotic-specific crash typologies that link driver impairment to roadway, traffic, and environmental conditions. This gap limits the design of Safe System interventions that can proactively address the most common high-risk configurations. Using Fatality Analysis Reporting System data from 2018 to 2022, this study applies Cramér’s V statistic for variable selection and Cluster Correspondence Analysis (CCA) to explore unsupervised crash typologies and latent patterns of narcotics-involved fatal crashes. CCA biplot coordinates group crashes into four clusters: high-speed lane changes on uncontrolled arterials, run-off-road impacts with rollovers, nighttime pedestrian or cyclist strikes on unlit roads, and moderate-speed angle crashes at signalized intersections. Results show that speed and lateral control failures dominate the first two clusters, narcotic-induced sensory and cognitive deficits under low visibility drive the third, and decision-making errors during turn phases characterize the fourth. Key factors such as posted speed limit, lighting condition, and driver age exert cluster-specific influences on incapacitating and fatal injury outcomes. These findings underscore the inadequacy of appropriate countermeasures and point to Safe System-aligned interventions, including dynamic speed management, enhanced roadside clear zones, targeted lighting upgrades, and intersection control strategies.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:52:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647545</guid>
    </item>
    <item>
      <title>Injury severity analysis of e-bike crashes: An age-stratified study of riders aged 40 and above</title>
      <link>https://trid.trb.org/View/2652421</link>
      <description><![CDATA[As electric bikes (e-bikes) gain popularity, traffic safety concerns have intensified, particularly for riders aged 40 and above, who face heightened risks due to declining physiological capabilities. However, research analyzing crash injury severity factors for this demographic remains limited. This study examined 2452 e-bike crashes involving riders aged 40 and above in Jiaozhou, China, divided into three groups: 40–50 years, 50–60 years, and 60 years and above. A hybrid methodological framework combining the eXtreme Gradient Boosting (XGBoost) algorithm with Shapley Additive exPlanations (SHAP) and a Random Parameters Binary Logit model with Heterogeneity in Means (RPBL-HM) was constructed. Results showed that rural areas, primary/secondary roads, and holidays increase severe injury likelihood across all riders aged 40 and above. Each age group exhibited distinct risk patterns. The 40–50 age group showed higher severe injury probability with sub-zero temperatures and truck-involved crashes. The 50–60 age group faced elevated risks during nighttime, dawn, rainy or snowy weather, sub-zero temperatures, unhealthy air quality, and weekday nights. The 60 and above age group demonstrated higher risks when riders were farmers, unhealthy air quality, off-peak hours, motorcycle/truck involvement, rural autumn, and autumn crashes involving trucks. These findings provide evidence for developing age-targeted traffic safety interventions, offering significant implications for improving e-bike safety among elderly riders in an increasingly aging society.]]></description>
      <pubDate>Fri, 06 Feb 2026 08:45:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652421</guid>
    </item>
    <item>
      <title>Beyond the norm: Identifying rare and high-risk pedestrian crash patterns using unsupervised learning</title>
      <link>https://trid.trb.org/View/2655974</link>
      <description><![CDATA[Pedestrian safety remains a major concern, with fatalities rising despite infrastructure and safety improvements. To make meaningful progress, efforts should focus more intensely on reducing the most dangerous and fatal cases, given the growing importance of conventional and automated vehicle safety in shaping crash outcomes. This study introduces a composite unsupervised edge case detection framework that combines Uniform Manifold Approximation and Projection (UMAP) for dimensionality reduction with Hierarchical Density-Based Spatial Clustering of Applications with Noise (HDBSCAN). Each crash receives a composite score based on its cluster membership uncertainty and its distance from the core of typical crash patterns in the UMAP space. Based on these scores, crashes are classified into three interpretive layers: Core, Moderate Edge, and Strong Edge. Core cases represent common patterns, while Strong Edge cases reflect rare and complex situations. The framework is applied to 10,108 police-reported crashes from North Carolina coded with the Pedestrian and Bicycle Crash Analysis Tool (PBCAT), a relatively clean database of pedestrian crashes. Crash severity and contextual characteristics were compared across the three layers. Strong Edge crashes were substantially more severe, with 36.6% resulting in fatal injuries compared to 8.1% in the Core group. These high-risk cases often occurred in rural areas, under poor lighting conditions, in non-intersection locations, and involved behaviors such as unusual circumstances or crossing expressways. The findings show that the built environment and crash type influence pedestrian crash patterns. The edge case framework helps detect rare, high-risk crashes often missed by traditional methods, supporting targeted safety efforts.]]></description>
      <pubDate>Wed, 04 Feb 2026 17:05:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655974</guid>
    </item>
    <item>
      <title>Segmentation of Risk Factors for Fatal Crashes at Urban Signalized Intersections: A Multi-Perspective Model Approach</title>
      <link>https://trid.trb.org/View/2659304</link>
      <description><![CDATA[Signalized intersections are frequently installed in developing countries to facilitate efficient traffic flow and seldom to increase traffic safety. As a result, fatal collisions still occur at intersections with signals. The purpose of this study is to gain a better understanding of signalized intersection safety by identifying and segmenting traffic and geometric risk factors associated with fatal crashes. For this purpose, a thorough road inventory survey—primary crash data—was used to analyze crashes at 67 signalized intersections in Hyderabad, an Indian metropolitan city. This paper proposes a multi-perspective model application and segmentation strategy that classifies a group of important crash factors determining crash fatality at urban signalized intersections by combining machine learning, data mining, and statistical modeling results. The proposed segmentation divided the crash parameters into three distinct categories: very high, high, and moderate risk factors. The key findings show that major road width, lack of right-turn protection, and absence of all-red time are the most influential factors contributing to fatal crashes at signalized intersections. Based on the findings, several policy recommendations were proposed. The segmentation of signalized intersection features would provide useful insights into the level of their influence and the impact of signalized intersection design on safety in developing countries. The study’s findings and proposed policy insights may assist transportation officials in developing, prioritizing, and implementing specialized safety countermeasures for signalized intersections.]]></description>
      <pubDate>Fri, 30 Jan 2026 14:48:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659304</guid>
    </item>
    <item>
      <title>Identification of Work Zone Crash Characteristics</title>
      <link>https://trid.trb.org/View/2635926</link>
      <description><![CDATA[Since construction of most of the major highway networks in the United States has already been completed, the majority of current highway work includes maintenance and rehabilitation of those highways, during which work zones are generated. In these areas disruptions to regular traffic flow are inevitable and the safety of road users and highway workers is a major concern. In the U.S. for the past five years from 2002-2006, there were nearly 5,406 fatalities occurring in or near work zones. Among other reasons, this may be partly due to ineffective implementation of preventive measures at work zones and shows that more effort must be made in order to improve safety in work zones for both highway users and workers. The primary objective of this study is to investigate work zone crash characteristics of states currently included in the Smart Work Zone Deployment Initiative (SWZDI). These are Iowa, Kansas, Missouri, Nebraska, and Wisconsin. Primary characteristics related to work zone crashes for individual and combined states were identified. An analysis of percentage-wise distributions was carried out for each variable based on different conditions. A cross classification of different variables was performed to find relationships between different variables using the Pearson chi-square test of independence methodology. At the end of the analysis, risk factors with respect to work zones were identified and possible countermeasures were suggested.]]></description>
      <pubDate>Mon, 26 Jan 2026 17:40:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635926</guid>
    </item>
    <item>
      <title>Regression modelling in traffic crash reconstruction</title>
      <link>https://trid.trb.org/View/2642431</link>
      <description><![CDATA[The authors demonstrate, in a controlled single-vehicle experiment, how regression models rooted in kinematics and fitted to its high-resolution distance-time data from observations on its dashcam footage and 3D scans of the road can answer questions with a statistical basis in traffic crash reconstruction. The authors show how they explain key aspects of the vehicle’s motion and account for uncertainties in the data to give confidence intervals for physically interpretable parameters, such as the vehicle speed, acceleration and time of braking. Over the vehicle’s trajectory in the experiment, which includes cruising followed by hard braking, the authors find statistical agreement (99.7 % confidence level) between the model of the vehicle’s displacement and the ground truth established using a mounted speed sensor, and practical agreement (root-mean-square error of 0.9 km h−1) for the velocity. While the model is not exact, it is still a reasonable explanation of the vehicle’s motion. On this basis, the authors apply statistical inference on the model to answer questions in reconstruction at a confidence level through hypothesis testing, such as the vehicle speed, if and if so, when the vehicle accelerated and whether a collision could have been avoided, which could assist the court in making decisions.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642431</guid>
    </item>
    <item>
      <title>Factors associated with alcohol-impaired driver crash deaths in the United States, 2018–2022</title>
      <link>https://trid.trb.org/View/2643811</link>
      <description><![CDATA[In the United States, the number of passenger vehicle drivers killed in crashes with blood alcohol concentrations (BACs) at or above 0.08% increased from 4,791 in 2019 to 5,540 in 2020 and remained elevated at 6,042 in 2022. This paper examines changes in alcohol policies, mental health factors, and law enforcement employment during 2018–2022 and their associations with alcohol-impaired driver deaths.  Panel regressions compared high-BAC (≥0.08%) driver deaths across states and months for all ages and ages 16–20. Predictors included state-level alcohol policy indicators (to-go and home-delivery), adult mental health indicators (past-year major depressive episodes and past-year suicide plans), and law enforcement employment levels. COVID-19 closures, vehicle miles traveled, and other variables were included as statistical controls.  From 2018 to 2022, the number of states permitting to-go or home-delivery alcohol purchases from bars or restaurants doubled, law enforcement employment declined, and mental health indicators increased. In a panel regression with all ages of drivers, alcohol home delivery policies, major depressive episodes, and suicide plans were associated with significantly more high-BAC driver deaths, whereas alcohol to-go policies and law enforcement employment were associated with significantly fewer high-BAC driver deaths. Only two predictors (law enforcement employment and suicide plans) were significant predictors of high-BAC driver deaths among ages 16–20.  Although the number of states permitting home-delivery and to-go alcohol increased, the associations with driver deaths were not consistent. Law enforcement employment and suicidality were two independent factors consistently associated with alcohol-impaired driver deaths. As law enforcement employment levels fell and as suicidality increased, alcohol-impaired driver deaths rose. The relationship between mental health factors and alcohol-impaired driving suggests that a broader public health focus that incorporates prevention and treatment services could play a role in helping to reverse the alcohol-impaired driving trend.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643811</guid>
    </item>
    <item>
      <title>Uncovering contextual risk patterns in cannabis-involved fatal crashes: A data-driven approach to public health-oriented road safety</title>
      <link>https://trid.trb.org/View/2643898</link>
      <description><![CDATA[As cannabis legalization expands across the United States, concerns about its impact on road safety and public health continue to grow. This study examined fatal crashes involving cannabis-involved drivers using national data from the Fatality Analysis Reporting System (FARS) between 2018 and 2022, focusing on cases where cannabis was toxicologically confirmed in the driver’s bloodstream.  To uncover underlying crash typologies, the authors applied Cluster Correspondence Analysis (CCA), a two-way dimension reduction method optimized for categorical data, to reveal patterns across roadway environments, driver demographics, crash dynamics, and environmental conditions.  The analysis revealed six distinct crash clusters: rural straight-roadway single-vehicle collisions, high-speed multi-vehicle crashes with lane conflicts, single-vehicle crashes on curves with loss of control, turning and yielding errors at intersections, unusual user and road conditions with pedestrian involvement, and nighttime urban crashes involving vulnerable road users. These findings highlighted the intersection of tetrahydrocannabinol (THC)-positive toxicology and systemic infrastructure vulnerabilities that contribute to fatal outcomes in cannabis-involved crashes. By using a method designed for complex categorical datasets, this research provided novel insights into the multifaceted risks associated with drug-impaired driving. The results could inform targeted countermeasures, such as improved roadway lighting, intersection design, and behavioral interventions, offering a data-driven foundation for public health–oriented traffic safety strategies.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643898</guid>
    </item>
    <item>
      <title>Crash typology of professional cycling crashes</title>
      <link>https://trid.trb.org/View/2636598</link>
      <description><![CDATA[Mild traumatic brain injury (mTBI) is a frequent but underreported consequence of professional cycling crashes, yet current helmet testing standards primarily simulate head-first impacts, and their representation of real-world head impact scenarios is unclear. This study explores crash typology of professional cycling crashes involving head-ground contact through systematic video analysis of 128 head impacts occurring between 2012 and 2024. Most head impacts occurred during road races (113/128, 88%) and were associated with multi-cyclist collisions rather than single-cyclist crashes, with topple-over crashes representing the most common mechanism (49%), followed by skid-outs. Riders predominantly landed front or front-side relative to their direction of travel, with 66% of impacts occurring in a sideways body posture, and head contact most frequently involved the helmet’s side and rim regions (>50% of impacts). Notably, body-first head impacts dominated the crash profiles (92%), with the torso or arms contacting the ground before the head, while direct head-first impacts comprised 8 % of cases. Impact severity was distributed relatively evenly across low (30 %), medium (33%), and high (36%) categories, with collision-related crashes being more likely to result in high-severity outcomes than non-contact crashes. These findings reveal a potential mismatch between current helmet testing protocols and the predominant mechanisms observed in professional cycling crashes. Video-based analysis provides critical insights into impact mechanisms that are overlooked by traditional injury reporting methods, particularly highlighting the prevalence of body-first impacts and side-rim head impacts. This crash typology may provide a foundation for future biomechanical studies and could support the development of helmet testing methods that better represent real-world cycling impact scenarios.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636598</guid>
    </item>
    <item>
      <title>A comparative study of the spatial variability of cyclist, pedestrian, and motorised two-wheeler rider fatalities in an urban area</title>
      <link>https://trid.trb.org/View/2640738</link>
      <description><![CDATA[Road traffic deaths and air pollution by motorized traffic are the two major health concerns that require evidence-based policies to reduce the burden, especially in developing nations like India. Cycling can help reduce air pollution, but the mode share of bicycles is reducing due to safety concerns. Understanding bicycle fatalities is important to recognize the deterrents to bicycle use. Many studies combine bicycle fatalities with pedestrians and motorized two-wheeler riders. But the share of cyclist fatalities is less; hence, combining it with other Vulnerable Road User (VRU) fatalities may result in misleading outcomes. In the study, spatial variability and predictor variables of the cyclists' fatalities are compared with those of pedestrians and motorized two-wheeler riders’ fatalities. All the spatial analyses were performed at the level of Traffic Analysis Zones. Moran's I statistics revealed that for the data used in the study, spatial orientation for cyclist fatality is random, while for pedestrians and motorized two-wheeler riders, it is clustered. The model outcomes underscore the impact of various predictor variables on VRU safety. The results also highlight that the predictors of cyclists' fatalities differ from other VRU fatalities. The presence of bus stops has a higher negative impact on cyclist safety as compared to pedestrian and motorized two-wheeler rider safety. Cyclist safety is also influenced by industrial land use and public spaces; however, no such relations for the other VRU safety are observed. Studies disaggregated by road user types are recommended because the fatality pattern and causal factors differ among the VRUs. These studies will assist in planning targeted interventions to implement effective countermeasures for improving road safety.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640738</guid>
    </item>
    <item>
      <title>Predicting commercial motor vehicle crash severity in Kansas using explainable machine learning</title>
      <link>https://trid.trb.org/View/2632910</link>
      <description><![CDATA[Aiming at developing Commercial Motor Vehicle (CMV) safety improvement strategies, this study trains and builds explainable machine learning models to predict crash severity outcomes (both general and driver level). Through explainable machine learning techniques, specifically model agnostic SHAP analysis, we identified important features for crash severity prediction. Ensemble-based models, specifically the Gradient Boosting and CatBoost classifiers, produce the best results on the CMV dataset. The study also performs feature-specific comparisons across different Kansas Department of Transportation (KDOT) Districts to investigate how changes in specific features may impact crash severity. Our results indicate varying importance across KDOT districts for several features, including light conditions, road surface, and speed limit. This analysis provides district-specific insights for the Kansas Highway Patrol, enabling informed decisions regarding the prioritization and distribution of federal funds for enforcement, education programs, and outreach activities.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:58:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632910</guid>
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