<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>ASSESSING VISUAL FUNCTION IN THE OLDER DRIVER</title>
      <link>https://trid.trb.org/View/390474</link>
      <description><![CDATA[Because visual functional problems and eye disease are more prevalent in the older population, a natural hypothesis is that visual disorders are the major cause of driving difficulty in elderly individuals. Despite the intuitive appeal of a link between vision and driving ability, studies have found only weak correlations between visual deficits (e.g., visual acuity, visual field loss) and vehicle crashes. These correlations were often statistically significant due to very large sample sizes but accounted for less than 5 percent of the crash variance in these studies. Thus, these data are insignificant in reaching the practical goal of successfully identifying which older drivers are seriously at risk for crash involvement.]]></description>
      <pubDate>Thu, 23 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390474</guid>
    </item>
    <item>
      <title>CARDIOVASCULAR DISEASES IN COMMERCIAL DRIVERS AND ROADSIDE DRIVING SAFETY</title>
      <link>https://trid.trb.org/View/458283</link>
      <description><![CDATA[The present investigation studied the effects of coronary heart disease (CHD), arterial hypertension (AH), and cardiac arrhythmia on traffic crashes involving commercial drivers.  The epidemiological and electrophysiological (ECG monitoring) studies provided frequencies of CHD, AH, cardiac arrhythmia, and some of their risk factors.  Presence of these in drivers deteriorates the drivers' professionally relevant functioning, which may eventually lead to the risk of crashes.  These data may practically be applied in searching for driving fitness criteria, working out prophylactic programs, preventive measures against traffic accidents, and improvement of safety on the roadside. For the covering abstract of the conference see TRIS 00663162.]]></description>
      <pubDate>Mon, 06 Mar 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458283</guid>
    </item>
    <item>
      <title>EFFECT OF MOBILE TELEPHONE USE ON TRAFFIC ACCIDENT RISK</title>
      <link>https://trid.trb.org/View/538725</link>
      <description><![CDATA[About 9000 car drivers who had recently reported an accident to their insurance company, responded to a postal questionnaire about mobile telephone use and other distractors during the last accident.  Mobile telephoning during the accident was reported by 0.62% of guilty drivers and 0.31% of innocent drivers, which is about 60% higher than the expected proportion estimated on the basis of 'induced exposure'.  The number of accidents during telephoning was too low for significant differences between hands free and hand-held telephones to appear.  Rear-end collision is the most frequent accident type during telephoning. Both radio and CD player cause more accidents than the mobile telephone.]]></description>
      <pubDate>Tue, 05 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538725</guid>
    </item>
    <item>
      <title>DANISH COUNCIL OF ROAD SAFETY RESEARCH ACTIVITY REPORT: ACTIVITIES IN 1997</title>
      <link>https://trid.trb.org/View/538438</link>
      <description><![CDATA[This annual report highlights the Danish Council of Road Safety Research's activities in 1997 and gives a survey on present research projects including short descriptions of objectives, methods and results.  Council projects include: positive effects of new driver training; analysis of head-on collisions; lorry drivers' working conditions and accident risk; accidents involving lorries; car drivers' choice of speed; urban speed measurements; speed measurements on rural roads; research program into transport needs and behavior; test rides with low alcohol doses; alcohol and driving; drugs and road safety; road  users' accident risk; accidents involving 45 km/h mopeds; and methods to analyze police reported accidents.  In addition, the report contains items about Assistance to the Danish Ministry of Transport, cooperative projects, additional international projects, in-house activities, participation in committees and working groups, conference and seminar participation, and publications in 1997.]]></description>
      <pubDate>Thu, 24 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538438</guid>
    </item>
    <item>
      <title>ASSESSMENT OF OLDER DRIVERS' CAPABILITIES: A REVIEW OF THE LITERATURE</title>
      <link>https://trid.trb.org/View/538434</link>
      <description><![CDATA[Because of the rapid increase in the number of older drivers, in addition to their increased vulnerability to injury, and because it is in the best interests of society to enable competent older drivers to continue to drive, there is a need to devise procedures and instruments for identifying those older drivers who should limit or discontinue their driving, without limiting the driving of those who pose no increased hazard.  In response to this need, the current project seeks to develop a self-assessment instrument to assist older drivers in evaluating their own fitness to drive, thereby enabling them to make informed judgments about the kinds of driving they may undertake and to enhance their performance where possible.  This document provides the technical background for instrument development. It is divided into four sections.  The first section, Abilities Related to Safe Driving, reviews what is known about the effects of aging on several abilities presumed to be important for safe and efficient driving.  This section reviews the findings in visual perception, cognitive processes, and psychomotor skills. The second section, Health Factors, reviews the prevalence and effects of medications and age-related disease on driving and crash-risk.  The third section, Older Driver Education and Skill Enhancement, reviews many of the efforts to teach and retrain older drivers to improve their safety and efficiency on the roads.  The final section, Existing Assessment Instruments, reviews several of the procedures, instruments, and equipment that have been used to assess older driver abilities.]]></description>
      <pubDate>Wed, 23 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538434</guid>
    </item>
    <item>
      <title>CELL PHONE OWNERS PREFER TO IGNORE RISKS; USE PHONES WHILE DRIVING, SAYS NEW SURVEY</title>
      <link>https://trid.trb.org/View/538397</link>
      <description><![CDATA[Most cell phone owners recognize the dangers of driving while on the phone, but use them when behind the wheel anyway.  A survey by the Insurance Research Council (IRC) found that an overwhelming number of cellular phone owners (84%) believe that using a phone while driving is a distraction and increases the likelihood of an accident, but 61% of them report using their phones at least sometimes while driving and about 1/3 say they are on the phone frequently or fairly often.  Younger people are less likely to think that using a cell phone while driving could increase the likelihood of accidents and they are also more likely to use their cell phones frequently or fairly often while driving.  In addition, a Canadian study reported in the New England Journal of Medicine found the crash risk while using a cell phone while driving is 4 times higher than when a cell phone is not used.]]></description>
      <pubDate>Fri, 18 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538397</guid>
    </item>
    <item>
      <title>FACTORS ASSOCIATED WITH THE CRASH RISK OF ADULT BICYCLISTS</title>
      <link>https://trid.trb.org/View/542166</link>
      <description><![CDATA[This article evaluates the factors associated with the crash risk of adult bicyclists.  A logistic regression analysis was used to determine and quantify risk factors, controlling simultaneously for a number of rider characteristics and bicycle use patterns.  The analysis was based on data from a national survey of over 3,000 adult bicyclists, age 18 and older.  The survey gathered information on the characteristics and use patterns of the bicyclists, and whether they had crashed or fallen from their bicycles during the preceding year.  The results of the analysis show that the bicycle crash risk is systematically related to a rider's age, riding distances, riding surface, bicycle type, and geographical region of residence.]]></description>
      <pubDate>Sun, 06 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542166</guid>
    </item>
    <item>
      <title>MEASURING THE SAFETY EFFECT OF RAISED BICYCLE CROSSINGS USING A NEW RESEARCH METHODOLOGY</title>
      <link>https://trid.trb.org/View/541897</link>
      <description><![CDATA[Before-and-after study methodology was developed and applied to evaluating the effect on bicyclists' safety of raising urban bicycle crossings by 4 to 12 cm.  In total, 44 junctions were reconstructed in this way in Gothenburg, Sweden.  Four of these were studied in detail.  Before the implementations, bicyclists were riding either in the roadway or on separate paths parallel to the roadway.  The paths then ended with short ramps or curb cuts at each cross street, and bicyclists used nonelevated, marked bicycle crossings, similar to pedestrian crosswalks but delineated by white painted rectangles rather than zebra stripes.  The results show that the paths with raised crossings attracted more than 50% more bicyclists and that the safety per bicyclist was improved by approximately 20% due to the increase in bicycle flow, and with an additional 10% to 50% due to the improved layout.  However, the increased bicyclist volume means that the total number of bicycle accidents is expected to increase.  Besides accident analysis, the change in risk was estimated using four different methods:  surveys of bicyclists and experts, respectively; conflict data; and a quantitative expert model.  Using a Bayesian approach for combining the results shows that the most likely effect of raising the bicycle crossing is a risk reduction of around 30%, compared with the before situation with a conventional bicycle crossing. Motorists and pedestrians also saw safety benefits from this traffic-calming measure.]]></description>
      <pubDate>Fri, 04 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541897</guid>
    </item>
    <item>
      <title>ANALYSIS OF RUN-OFF-THE-ROAD COLLISIONS ON TWO-LANE RURAL HIGHWAYS IN NORTH CAROLINA, USA</title>
      <link>https://trid.trb.org/View/541305</link>
      <description><![CDATA[A study was conducted analyzing 1993-1995 collision data on two-lane rural highways from two representative counties in North Carolina:  Wake and Robeson.  During the study period, a total of 2,862 collisions were attributable to roadway cross-sections. Run-off-the-road collisions accounted for approximately 70% of the cross-section related collisions.  The second major category of collisions was "hit animal" (14.7%).  The majority of run-off-the-road collisions involved a single passenger car. Consumption of alcohol by drivers, roadway surface conditions, and elements of horizontal alignment appeared to be significant factors in the run-off-the-road collisions.]]></description>
      <pubDate>Tue, 01 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541305</guid>
    </item>
    <item>
      <title>HOW TRAVELING SPEED RELATES TO THE RISK OF CRASH INVOLVEMENT</title>
      <link>https://trid.trb.org/View/541280</link>
      <description><![CDATA[Research commissioned by the Federal Office of Road Safety and undertaken by the National Health and Medical Research Council Road Accident Research Unit provides new evidence about the risks associated with speeding in urban areas.  This study examined casualty crashes over a 2-year period in zones where the speed limit was 60 km/h in the Adelaide, Australia, metropolitan area. The speeds of cars involved in crashes were compared with incident-free traveling speed:  the speeds of cars passing each crash location at the same time of day and day of week that the crash occurred.  The study found that cars involved in casualty crashes were generally traveling faster than cars that were not involved in a crash:  68% of casualty-crash-involved cars were exceeding 60 km/h compared with 42% of those not involved in a crash.  The difference was even greater at higher speeds.  A study of the relationship between incident-free traveling speed and the driver's blood alcohol concentration (BAC) showed that higher BAC levels were associated with slightly higher traveling speeds although the average difference in speed was less than 3 km/h.  The research indicates that if the BAC is multiplied by 100 and the resulting number is added to 60 km/h, the risk of involvement in a casualty crash associated with that incident-free traveling speed is almost the same as the risk associated with the BAC.  Hence, the risk is similar for 0.05 and 65, 0.08 and 68, 0.12 and 72, and so on.]]></description>
      <pubDate>Mon, 30 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541280</guid>
    </item>
    <item>
      <title>TRAFFIC RECORDS, ACCIDENT PREDICTION AND ANALYSIS, AND STATISTICAL METHODS</title>
      <link>https://trid.trb.org/View/541029</link>
      <description><![CDATA[This publication contains the following articles: Use of Driver and Criminal Records for Judges and Prosecutors, by BH Delucia, RA Scopatz, ML Edwards; Using Technology to Help Overcome Institutional Obstacles to Improved Crash Records Processing, by JS Miller; Geographic Information System Platform for Road Accident Risk Modeling, by FF Saccomanno, KC Chong, SA Nassar; Effect of Median Treatment on Urban Arterial Safety: An Accident Prediction Model, by JA Bonneson, PT McCoy; Age and Gender as Predictors of Injury Severity in Head-on Highway Vehicular Collisions, by CR Mercier, MC Shelley II, JB Rimkus, JM Mercier; Relationship between Volume-to-Capacity Ratios and Accident Rates, by M Zhou, VP Sisiopiku; Occurrence of Secondary Crashes on Urban Arterial Roadways, by RA Raub; Seasonal Variation in Frequencies and Rates of Highway Accidents as Function of Severity, by B Brown, K Baass; Effects of Air Bags on Severity Indexes for Roadside Objects, by FM Council, YM Mohamedshah, JR Stewart; Sampling Designs and Estimators for Monitoring Vehicle Characteristics Under Limited Inspection Capacity, by JG Kinateder, NJ McMillan, JE Orban, BO Skarpness, D Wells; Hierarchical Tree-Based Versus Ordinary Least Squares Linear Regression Models: Theory and Example Applied to Trip Generation, by S Washington, J Wolf; and Testing for Instrumentation in Transportation Time Series Data: A Case Study, by SM Rock.]]></description>
      <pubDate>Mon, 23 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541029</guid>
    </item>
    <item>
      <title>CAR OCCUPANT SAFETY IN FRONTAL CRASHES: A PARAMETER STUDY OF VEHICLE MASS, IMPACT SPEED, AND INHERENT VEHICLE PROTECTION</title>
      <link>https://trid.trb.org/View/541054</link>
      <description><![CDATA[A new mathematical model was developed to estimate average injury and fatality rates in frontal car-to-car crashes for changes in vehicle fleet mass, impact speed distribution, and inherent vehicle protection.  The estimates were calculated from injury/fatality risk data, delta-V distribution and collision probability of two vehicles, where delta-V depends on impact speed and mass of the colliding vehicles.  The impact speed distribution was assumed to be unaffected by a change in fleet mass distribution.  The results show that safety in frontal crashes would improve 27-35% by a 10% increase in fatality risk parameters, which reflected substantial improvement in inherent vehicle protection.  A 40% safety improvement was attained by a 10% impact speed reduction.  Consequences of vehicle fleet mass were not as strong, but depended on the average mass ratio of the fleet.  A reduction in mass range would be the most beneficial, while a uniform mass reduction of 20% would increase the fatality rate by 5.4%.  The model estimates trends in traffic safety and may help to identify priorities in active and passive safety.]]></description>
      <pubDate>Fri, 20 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541054</guid>
    </item>
    <item>
      <title>SEASONAL VARIATIONS IN THE AGE-RELATED COLLISION RISK OF ONTARIO DRIVERS</title>
      <link>https://trid.trb.org/View/540854</link>
      <description><![CDATA[Studies of age-related collision risk have not considered how collision risk varies by season.  In 1994, the Ministry of Transportation of Ontario conducted an exposure survey which gathered year-round data to ensure that seasonal variations in collision risk could be measured and analyzed.  Three-day trip logs were mailed to a stratified random sample of 11,250 Ontario drivers.  The logs were mailed out at the rate of 938 per month. The survey was conducted from December 1993 to November 1994. The mean daily kilometrage for six age groups was estimated, and seasonal collision rates per 1 million km driven were calculated.  Drivers aged 80 to 89 show the most dramatic fluctuations in collision risk.  The winter collision rate of 22.4 is over three times higher than the rate observed in the fall (6.7).  The collision rate in spring (13.4) is twice that observed in the summer and fall.  When the youngest and oldest age groups are compared, it is evident that the collision risk of 80- to 89-year-old drivers is 2.0 times higher in winter and about 1.5 times higher in spring.  The youngest drivers, however, have a collision risk that is substantially higher than the oldest drivers in summer and fall.]]></description>
      <pubDate>Mon, 09 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540854</guid>
    </item>
    <item>
      <title>EXPLORATORY MULTIVARIABLE ANALYSES OF CALIFORNIA DRIVER RECORD ACCIDENT RATES</title>
      <link>https://trid.trb.org/View/540856</link>
      <description><![CDATA[Since 1964 the California Department of Motor Vehicles has issued several monographs on driver characteristics and accident risk factors as part of a series of analyses known as the California driver record study.  A number of regression analyses were conducted of driving record variables measured over a 6-year time period (1986 to 1991).  The techniques presented consist of ordinary least squares, weighted least squares, Poisson, negative binomial, linear probability, and logistic regression models.  The objective of the analyses was to compare the results obtained from several different regression techniques under consideration for use in the in-progress California driver record study.  The results are informative in determining whether the various regression methods produce similar results for different sample sizes and in exploring whether reliance on ordinary least squares techniques in past California driver record study analyses has produced biased significance levels and parameter estimates.  The results indicate that, for these data, the use of the different regression techniques do not lead to any greater increase in individual accident prediction beyond that obtained through application of ordinary least squares regression.  The methods produce almost identical results in terms of the relative importance and statistical significance of the independent variables.  It therefore appears safe to employ ordinary least squares multiple regression techniques on driver accident count distributions of the type represented by California driver records, at least when the sample sizes are large.]]></description>
      <pubDate>Mon, 09 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540856</guid>
    </item>
    <item>
      <title>EXPECTED SAFETY BENEFITS OF IMPLEMENTING INTELLIGENT TRANSPORTATION SYSTEMS IN VIRGINIA: A SYNTHESIS OF THE LITERATURE</title>
      <link>https://trid.trb.org/View/536719</link>
      <description><![CDATA[The purpose of this study was to identify, through a literature review, the potential safety benefits of implementing various Intelligent Transportation System (ITS) technologies through Virginia's Smart Travel Program.  This study was requested by the ITS Section of the Virginia Department of Transportation to document what is believed to be an underestimated benefit of ITS:  safety.  Several Advanced Traffic Management Systems technologies improve safety, primarily through reducing congestion.  In general, this reduces crash risk, particularly for multivehicle crashes.  Advanced Traveler Information Systems (ATIS) provide information to the public by such means as the broadcast media, cable television, highway advisory radio, and the Internet.  Although no studies document an impact, a simulation study showed that such a system has the potential to reduce crash risk.  Commercial Vehicle Operations (CVO) applications have the potential to reduce the risk of fatalities and serious injuries.  CVO are generally geared to improving the efficiency of safety inspections and reducing inconvenience to motor carriers that are not in violation.  Because of greater efficiency, more hazardous vehicles and drivers can be removed from service.  Much of the work on Advanced Vehicle Control and Safety Systems is in the developmental stages.  Although vehicle-based warning systems would provide the driver with some warning once the vehicle enters a hazardous situation, road-based or integrated systems have the potential to warn the driver before entering the danger zone.  Advanced Public Transportation Systems and Advanced Rural Transportation Systems could have a positive impact on safety through the deployment of Mayday systems and alarms and other security warning devices that notify authorities in the event of an incident.]]></description>
      <pubDate>Fri, 25 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536719</guid>
    </item>
  </channel>
</rss>