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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>
    <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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      <title>Language matters: an experimental study of language patterns' effects on traffic safety perceptions in Germany</title>
      <link>https://trid.trb.org/View/2679029</link>
      <description><![CDATA[Traffic crashes claim over 1.19 million lives globally each year, yet public support for proven safety measures remains limited. Research suggests that media language patterns may influence public perceptions of traffic violence and policy preferences. This study replicates Goddard et al.'s (2019) experimental design study in the German context, examining how editorial patterns in crash reporting affect responsibility attribution, penalty preferences, and policy support. Using a randomized controlled experiment (N = 1,537), participants read one of three versions of a fictitious news article: status-quo language reflecting common German reporting patterns, agent-focused language avoiding victim-blaming formulations, or agent-focused plus contextual information. Results show that shifting from victim-focused to agent-focused language substantially reduced pedestrian responsibility attribution (from 48.9% to 44.4%) and increased responsibility attributed to the driver (from 43.5% to 48.1%). Adding contextual information enlarged these effects, with driver responsibility attribution reaching 54.8% and pedestrian responsibility attribution dropping to 33.2%. Contextual framing also increased support for structural interventions and reduced support for campaigns appealing to individual behavior. These findings confirm that language patterns in German road traffic collision reporting—including metonymy, passive voice, reflexive verbs, and the lack of context information—systematically shift perceived responsibility toward vulnerable road users. The study demonstrates that more precise language in traffic reporting can increase public support for evidence-based safety policies, suggesting an ethical imperative for improved editorial practices.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679029</guid>
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    <item>
      <title>Is that what people want? An initial study on the intention to use self-driving taxis in the city of Zurich</title>
      <link>https://trid.trb.org/View/2675143</link>
      <description><![CDATA[Fully autonomous Level-4 electric taxis, operating independently without a human driver, are no longer a novelty and are already operating on public roads in the USA and other countries. It is clear that the mobility sector is facing extensive changes, which also affects cities like Zurich. But to what extent will those transport concepts be adopted in cities in the future? Are Level-4 self-driving electric taxis welcome on its streets? This study examined whether this revolution in passenger transport would find acceptance on the streets of Zurich. We explored in which cases, by whom, and for which routes autonomous taxis would be utilized. An online survey with 302 participants assessed the potential intent to use these taxis both during the day and night. The questionnaire was developed based on various theoretical models of technology acceptance and other traffic-related studies and was specifically adapted to the conditions in Zurich. The results showed that factors such as safety and utility evaluations, social influences, and attitudes toward new technologies are significant predictors of usage intention in Zurich. The results also indicate that respondents are not yet fully prepared to hand over control, although the participants expressed an interest in this new technology and an intention to use it. Sociodemographic factors such as age, gender, or education level showed no consistent influence. Based on these findings, several practical implications were identified and subsequently developed, such as highlighting the relevance of safety and user-friendliness in self-driving taxis.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675143</guid>
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    <item>
      <title>Naturalistic evaluation of a narrow navigation system : a longitudinal study on bus drivers' and passengers' experience and acceptance of an automated docking support system</title>
      <link>https://trid.trb.org/View/2666554</link>
      <description><![CDATA[An evaluation of an advanced driver assistance system in buses called the Narrow Navigation (NN) System, developed by Volvo Buses, was carried out and co-financed within the EU project eBRT-2030 (European Bus Rapid Transit 2030. in collaboration with Volvo Buses, VL and Svealandstrafiken AB. This naturalistic, longitudinal study investigated real-world use and acceptance of the NN system, which automates aspects of the docking process, a task often described as stressful and cognitively demanding. The study examined how drivers' experience and acceptance evolve over time and evaluates passenger comfort during automated dockings using the NN system. A Volvo 7900 electric bus equipped with the NN system operated along a 13 km public bus route in Västerås, Sweden. Five professional drivers participated in a 3.5-month trial following a three-day training. Data were collected via interviews, questionnaires, and driving logs. Passenger comfort was assessed through questionnaires comparing automated and manual dockings.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666554</guid>
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    <item>
      <title>”Man tänker att folk med funktionsnedsättning inte kan cykla” : en studie om hur personer med funktionsnedsättning upplever barriärer och möjligheter för att cykla</title>
      <link>https://trid.trb.org/View/2666541</link>
      <description><![CDATA[For people with disabilities, cycling can counteract negative developments for physical health and increase social participation. Despite this, few people with disabilities cycle compared to people without disabilities. The study aims to investigate how people with disabilities experience barriers and opportunities for cycling (the focus has not been on any specific disability). A further aim is to identify areas for improvement regarding the target group's conditions for cycling. A survey and an interview study have been conducted, targeting people with disabilities (both cyclists and non-cyclists). In addition, a workshop with stakeholders working with cycling and/or disability issues has been conducted, which complemented the survey and interview study. The biopsychosocial model was used for a coherent analysis. Respondents see several advantages of cycling, primarily that it benefits health and well-being. However, opportunities to cycle can be limited or prevented by various barriers, such as high cost of adapted bicycles, deficiencies in infrastructure and road maintenance, and lack of information and support for cyclists/potential cyclists with disabilities. There is also a perception that various societal stakeholders insufficiently recognise and accommodate the needs of cyclists with disabilities. Furthermore, the design of the bicycle itself is of significance, not only from an aesthetic standpoint, but also in terms of functionality and safety within the traffic environment.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666541</guid>
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    <item>
      <title>Fathoming out risk perception : an onboard ethnography of ro-pax sister ferries</title>
      <link>https://trid.trb.org/View/2666500</link>
      <description><![CDATA[This thesis examines how risk perception is shaped, communicated, and enacted by crew members on board two sister ro-pax ferries operating in European trade. It asks how safety is understood and practiced not merely as a formal requirement, but as a lived reality grounded in social norms, experience, and departmental culture. Making use of ethnographic fieldwork including interviews, observation, fieldnotes and informal conversations, the study shows how formal procedures interact with the routines of onboard life, producing a collective perception of risk. Two conceptual triads are developed to structure the analysis: the triad of the senses comprising making sense, sharing sense and common sense; and the triad of the responses which consists of clash, harmony, and routine non-conformity. These frameworks capture how risk perception is formed, shared and made collective, and show how crew members respond to top down safety initiatives, revealing safety culture as a negotiated process between institutional regulation and everyday practice. Informed by normative institutionalism, the unanticipated consequences of purposive action, and the notion of organisational deviance, the thesis explores how formal rules are received on the deck floors and, in doing so, reveals crew members' situated expertise and proactive engagement with risk. Methodologically, the study contributes to maritime ethnography through a combination of realism, confessional narrative, and impressionism, and offers an immersive account of onboard working life. Practically, it identifies barriers to reporting systems and highlights the importance of informal mentoring in guiding newcomers toward a shared perception of risk. The study proposes that improved safety outcomes may depend not only on compliance, but on a better institutional understanding of how risk is perceived and negotiated collectively, on the deck floors.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666500</guid>
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    <item>
      <title>The validity of the short driver behaviour questionnaire in varying road users groups in India: age, gender, and driving frequency</title>
      <link>https://trid.trb.org/View/2633300</link>
      <description><![CDATA[The Driver Behaviour Questionnaire (DBQ) is a widely used tool for assessing driving behaviours and their implications for road safety. This study examined the factor structure of the DBQ in an Indian context, where cultural and regulatory conditions may shape aberrant driving patterns differently. Data were collected from 1,665 drivers across multiple states through both online and in-person surveys, with 1,657 valid responses retained after outlier removal. The dataset included 28 DBQ items rated on a 5-point Likert scale, along with demographic variables. Exploratory Factor Analysis (EFA) was conducted to explore alternative two-, three-, and four-factor structures, followed by Confirmatory Factor Analysis (CFA) to evaluate the model fit. EFA suggested a two-factor solution as a simpler data-driven representation; however, it demonstrated weak reliability in one factor and a limited ability to distinguish between constructs. In contrast, the four-factor solution not only explained more variance (37.55%) with balanced reliability across factors, but also aligned with theoretical expectations and prior DBQ research. CFA further confirmed the superiority of the four-factor model, which yielded stronger fit indices (χ²/df = 7.601, CFI = .851, RMSEA = .063) and demonstrated measurement invariance across gender, age, and driving frequency. The four factors—Risky and Rule-Violating Behaviours, Safe and Responsible Driving Practices, Driving Errors and Cognitive Lapses, and Distracted and Emotionally Influenced Driving—offer a robust, culturally adapted framework for understanding driver behaviour in India. This validated structure provides a reliable basis for identifying high-risk behaviours and guiding evidence-based road safety interventions.]]></description>
      <pubDate>Tue, 02 Dec 2025 10:00:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633300</guid>
    </item>
    <item>
      <title>An investigation of traffic safety knowledge, behaviour and risk perception for schoolchildren: a case study of India</title>
      <link>https://trid.trb.org/View/2633298</link>
      <description><![CDATA[School-going children in India are disproportionately vulnerable to traffic-related injuries due to behavioural, infrastructural, and systemic shortcomings. Despite growing awareness of road safety, a major gap persists in understanding how cognitive and social factors jointly influence children’s safety orientation across different travel modes. This study examines the relationship between risk perception, safety attitudes, observed adult behaviours, and self-reported risky practices among Indian school children aged 12–18 commuting by two-wheelers, cars, auto-rickshaws, school buses, or private/state buses. Using a structured questionnaire, data were collected from 925 students across two Indian states through both online and offline surveys. Descriptive statistics, Exploratory Factor Analysis (EFA), and Multiple Regression Analysis were employed to identify latent constructs and assess the predictive influence of attitudinal, perceptual, and observational factors on children’s safety behaviour. Although most students demonstrated adequate safety awareness, observed adult misbehaviour and permissive risk attitudes significantly predicted unsafe practices. Regression analyses revealed that adult rule violations (β = 0.099–0.307) and limited risk perception explained up to 50% of variance in risky acts. School bus users showed higher behavioural awareness and safer attitudes (β = 0.439), while two-wheeler, auto-rickshaw, and private/state bus commuters displayed greater risk-taking tendencies. The study concludes that children’s traffic safety is shaped by cognitive, social, and environmental factors rather than knowledge alone. Mode-specific, context-sensitive interventions integrating behavioural education, parental and driver involvement, and structured supervision are essential to bridge the gap between awareness and safe action among young commuters.]]></description>
      <pubDate>Tue, 02 Dec 2025 10:00:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633298</guid>
    </item>
    <item>
      <title>Explaining acceptance and acceptability of connected automated vehicles: the impact of evaluations of attributes and traffic complexity</title>
      <link>https://trid.trb.org/View/2611025</link>
      <description><![CDATA[Connected Automated Vehicles (CAVs) may, when available, be able to reduce greenhouse gasses emissions caused by the transport sector, and may increase traffic safety. In order for CAVs to be adopted by the public, they first need to be accepted (i.e., evaluated positively). Therefore, it is critical to identify the predictors of CAVs’ acceptability (general evaluation before experience) and acceptance (willingness to use after experience). We examined to what extent evaluations of different attributes of CAVs are related to acceptability and acceptance, and to what extent acceptability and acceptance are related. Specifically, we hypothesised that more positive evaluations of safety, trustworthiness, instrumental, and hedonic attributes would be related to higher acceptability before experiencing a CAV, and to acceptance after experiencing a CAV. To be able to assess acceptance, we conducted a driving simulator experiment (N = 46). This enabled participants to experience a CAV in both a low and high traffic complexity scenario, and we could examine to what extent experiencing a CAV influences the evaluation of CAVs. Our results show that experiencing a CAV can enhance perceived safety and trustworthiness of CAVs. Further, both acceptability and acceptance were higher when the CAV was evaluated more positively on the attributes before and after experiencing a CAV, respectively. Safety attributes were more strongly related to acceptability than acceptance, while hedonic and instrumental attributes were more strongly related to acceptance than acceptability. In contrast to our expectations, traffic complexity did not affect acceptance, perceived safety, or trustworthiness of CAVs after the simulated drive. These results suggest that policies aimed at enhancing safety, driving pleasure, trustworthiness of CAVs, and by ensuring that CAVs are able to meet people’s mobility needs could increase both acceptability and acceptance of CAVs.]]></description>
      <pubDate>Thu, 16 Oct 2025 11:56:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611025</guid>
    </item>
    <item>
      <title>Road safety culture and the Safe System: comparing beliefs and behaviours in African and European countries</title>
      <link>https://trid.trb.org/View/2611024</link>
      <description><![CDATA[The study compares national road safety culture (RSC) in three European countries—Norway, Sweden, and the Netherlands—which are widely recognized as leaders in Safe System implementation and have maintained the world's best road safety records for several years, with three African countries with poorer road safety records—Ghana, Tanzania, Zambia. The primary focus is on continental-level comparisons, to identify the elements of RSC where we see the biggest differences between the African and the European countries. The study is based on survey data collected from car drivers and pedestrians (n = 3772), interviews (n = 46) and fieldwork. The study is explorative, as it examines four different RSC elements. This is important, as there are few other studies comparing RSC across African and European countries, including several transport modes. The elements of RSC where we see the biggest differences between the African and the European countries are: (a) fatalistic beliefs about road safety and (b) the social valuation of walking as a mode of transport, compared with motorized transport. The fatalistic beliefs are related to road safety violations, which in turn are related to accident involvement. Thus, influencing fatalistic beliefs regarding road safety, and increasing the cultural valuation of walking and pedestrians are likely to improve road safety in the African countries. Finally, interviewees in the African countries pointed to corruption as a potential factor impeding the efficiency of enforcement. We have not measured this, but future studies of RSC should also include beliefs and practices related to corruption, as these are likely to be related to the level of road violations.]]></description>
      <pubDate>Thu, 16 Oct 2025 11:56:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611024</guid>
    </item>
    <item>
      <title>Safe and secure shared urban spaces : pilot 2 : pilot evaluation report</title>
      <link>https://trid.trb.org/View/2598621</link>
      <description><![CDATA[Stockholm is facing increasing competition for land use, especially in the inner city. To create safer, more traffic-secure, and flexible urban environments, geofencing and prismatic signs were tested in an area of Södermalm. The area is characterized by a high number of pedestrians, several schools and preschools in close proximity, visitors to cafés, outdoor restaurants, shops, and cultural venues, as well as delivery vehicles supplying goods and products. The goal was to reduce vehicle speeds when necessary-particularly when there were many pedestrians-to improve traffic safety and security, thereby also reducing noise and emissions. It was also important to assess how drivers' working conditions were affected by this type of system. To evaluate the test, data was collected through: - 3D and AI sensors to measure traffic flow, speed, and conflicts. - ANPR cameras to analyse vehicle types and recurring traffic. - Driver interviews to assess the system's impact on working conditions and driving behaviour.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:19:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598621</guid>
    </item>
    <item>
      <title>Pedestrians' attributions of risk and safety in traffic: case of Türkiye</title>
      <link>https://trid.trb.org/View/2582802</link>
      <description><![CDATA[Pedestrians constitute between 17%–33% of all road traffic deaths depending on the region. For this reason, factors influencing the risky as well as safe behaviours of pedestrians need to be examined. The current study aims to understand risk and safety attributions of this road user group. A total of 254 pedestrians aged between 18 and 68 participated in the study. The participants filled out a demographic information form and Causal Dimension Scale-II (CDSII), which is composed of a qualitative and a quantitative part. CDSII is a self-report measure assessing how individuals evaluate the causes of events in various dimensions. The CDSII was filled out twice by the respondents: once for the riskiest and once for the safest situations experienced as a pedestrian. For 6 out of 9 situations in which pedestrians feel at risk, the most common reason was problematic drivers. Elimination of and decrease in crash risk were the most important reasons for feeling safe in areas separating pedestrians and drivers. The results showed that there is a difference between causal evaluations of risky and safe situations. The findings of this study point out to several points that require attention. One of these is the driver-pedestrian interactions. To overcome this, effective enforcement and well-functioning infrastructural improvements can be suggested.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:51:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582802</guid>
    </item>
    <item>
      <title>Assessing the Ghanaian driver’s susceptibility to distraction engagement</title>
      <link>https://trid.trb.org/View/2562315</link>
      <description><![CDATA[Driving requires managing multiple tasks in a dynamic environment. Yet, drivers frequently engage in non-driving activities, such as using mobile phones or adjusting in-vehicle technology, which distracts from essential vehicle controls. Evidence shows that such distractions impair performance and increase the risk of crashes and critical incidents. Understanding why drivers become distracted and identifying factors that contribute to distraction is crucial for developing effective interventions. This study examined the forms, instances, and predictors of distraction among Ghanaian drivers to propose actionable solutions. A sample of 257 private and commercial/professional drivers were recruited via personal contacts and social media and at bus terminals. The study examined voluntary and involuntary distractions using the Susceptibility to Driver Distraction Questionnaire (SDDQ) and four driving scenarios. Bivariate correlation and independent samples t-tests were used to assess relationships and differences among driver types, while hierarchical multiple regression identified key predictors of distraction. Results showed a positive correlation between self-reported distraction and voluntary distractions, with a negative correlation for involuntary distractions. Significant differences were found in the likelihood of mobile phone use between driver types in various driving contexts. Additionally, gender, age, past mobile-phone-related crash experiences, driving context (urban or motorway), attitude, injunctive norms, and involuntary distraction were significant predictors of distraction. These findings confirm the utility of the SDDQ in predicting distraction and emphasise the need for context-specific information when studying distraction.]]></description>
      <pubDate>Mon, 09 Jun 2025 14:24:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562315</guid>
    </item>
    <item>
      <title>Increasing traffic safety at schools in Zambia : a before and after study</title>
      <link>https://trid.trb.org/View/2534299</link>
      <description><![CDATA[According to police data 350 children are killed in Zambia annually, while traveling to school. The speed of vehicles is an important factor closely related to fatal accidents. Studies have found that pedestrians hit by a vehicle exceeding 30 km/h are more likely to face fatal consequences than if the speed is lower. Children are also more vulnerable due to their small size. The aim of this study was therefore to improve safety outside two Zambian schools using various interventions, pedestrian areasseparated from vehicles by reflective bollards, speed limit signs and signs informing drivers that they were entering a school zone. At one of the schools, a zebra crossing and a speed hump were also introduced. The study used both objective measures (i.e., vehicle speed) and subjective measures (i.e., surveys of children, parents, and teachers) to assess the impact. The results showed a reduction in vehicle speed at the schools that underwent reconstructions. However, in only one of the case schools was the speed reduced to under 30 km/h. The greater speed reduction at this school was probably due to the introduction of both a zebra crossing and a speed hump. When analysing the difference before and after the reconstruction, the results showed that pupils had become less afraid of the traffic and less worried of being hit by a vehicle when crossing the road. This was especially noted by pupils who attended the school where all the planned measures had been implemented. In contrast, pupils at the control school had become more afraid and worried. The surveys which participants connected to the case schools completed included some specific questions about the reconstruction. The results showed that pupils felt safer crossing the road after the changes, while parents and teachers also noted improvements in safety, though some concerns remained.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:16:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534299</guid>
    </item>
    <item>
      <title>Hastighetsbegränsad trafikzon i urban miljö : resultat och lärdomar av försök med geofencade fordon</title>
      <link>https://trid.trb.org/View/2534296</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 04 Apr 2025 15:16:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534296</guid>
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    <item>
      <title>Removing barriers to cycling on rural roads</title>
      <link>https://trid.trb.org/View/2534295</link>
      <description><![CDATA[Swedish law mandates overtaking with a “reassuring” lateral distance, but what this concretely means in different contexts is not well-defined or known. One of the key barriers to cycling on rural roads is the fear of dangerous overtaking situations, which limits the potential for increased active transport in these areas. A multidisciplinary approach was employed to assess the scope of the issue, to define the requirements for a reassuring overtake, explore possible solutions, and evaluate the potential impact at a municipallevel. A representative survey revealed that many people are willing to cycle on rural roads under the right conditions. Tests conducted in an immersive virtual-reality simulator, involving seven different road types and various cyclist categories, showed that a reassuring overtake requires at least 2.5 to 3 meters of lateral distance or a full lane change. On narrower roads, the lack of lateral space must becompensated by a speed reduction. Potential solutions from areas such as technology and innovation, infrastructure, communication, and legislation were identified, but they need further testing to assesstheir effectiveness to improve the traffic situation for cycling. The road types studied represent a significant portion of the rural road network in a typical Swedish municipality, making it feasible to project improvements in accessibility and connectivity for cyclists. The countermeasures can be tested in the already available virtual environments. The method developed and demonstrated in this project, with its broad scope and human-centered focus, shows promise for assessing other barriers to active transport as well.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:16:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534295</guid>
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