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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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      <title>SPATIAL COMPOSITION AND PEDESTRIAN BEHAVIOR CHARACTERISTICS IN THE TRADITIONAL COMMERCIAL STREETS OF LHASA, TIBET</title>
      <link>https://trid.trb.org/View/1500350</link>
      <description><![CDATA[ This research offers insights into the spatial composition of traditional commercial streets through a deep investigation from the point of view of pedestrians. First, the authors conducted typological studies among all the streets based on data from field investigations. Then, the authors selected typical spaces according to the classification results to clarify their dynamic relations with the social activities and physical environment. Furthermore, this research illuminated potential issues implicated in the forms of spaces with consideration to the needs of pedestrians. Based on these findings, the authors offer adaptable urban design guidelines to support the sustainable regeneration of the traditional commercial urban streets.]]></description>
      <pubDate>Wed, 07 Feb 2018 13:42:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1500350</guid>
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      <title>CAPTIVITY REVISITED</title>
      <link>https://trid.trb.org/View/542902</link>
      <description><![CDATA[Captivity to a choice is an aspect of the choice process that is not well understood in the transportation area.  The current context of understanding of this phenomenon is superficial and covers only being physically constrained to a single choice. However, there are many related concepts and behavioral phenomena, as discussed in various other fields, such as brand or service loyalty, brand switching, resistance to change, and habit formation, that can contribute to the formation of some degree of captivity.  Furthermore, a deeper understamdimg of these phenomena is becoming important to the transportation industry because of high levels of competition.  For instance, it has become important for airline companies to develop customer loyalty to survive in the industry, after the airline industry in the United States was deregulated in 1978.  The main aim of this work, therefore, is to develop a broad framework for describing the fundamentals of captivity, i.e., what, how, and when the underlying processes bring about captivity, and to form a theoretical basis for it.  After presenting a framework within which captivity can be described, a way of handling it through "stated choices" is tested by means of a modeling effort using intercity travel mode choice data from Saudi Arabia.  The travel mode choice models calibrated for two trip purposes indicate the feasibility of this method.  Finally, conclusions and the area that need further research are presented.]]></description>
      <pubDate>Thu, 30 Dec 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542902</guid>
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      <title>REASONS SOUGHT FOR REPEAT DRINKING AND DRIVING</title>
      <link>https://trid.trb.org/View/475048</link>
      <description><![CDATA[This document summarizes the results of a study about why some individuals repeatedly drive while under the influence or intoxicated, even after being convicted of DWI and after experiencing sanctions.  Qualified interviewers asked repeat offenders directly about their life experiences with the legal and adjudication process, as well as about their personal backgrounds.  All of the taped interviews were reviewed in an attempt to identify reasons for repeating the behavior, countermeasures or sanctions experienced, and perceptions about those measures, and to learn about any suggestions repeat offenders might have for discouraging or stopping DWI. Promising countermeasures and sanctions are listed.]]></description>
      <pubDate>Thu, 31 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475048</guid>
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    <item>
      <title>DOES RISKY DRIVING RELATE TO OTHER RISKY BEHAVIORS AMONG YOUNG ADULTS?</title>
      <link>https://trid.trb.org/View/483716</link>
      <description><![CDATA[The purpose of this research was to investigate behavioral choices among young adults and the interrelationships among these choices.  Behaviors defined as "risky" were those which were responsible for negative outcomes and the cause of bodily harm.  The researcher selected subjects from three buildings on and around the Morgan State University campus.  Subjects were asked to participate in a study concerning behavior choices among young adults.  Results indicated that correlations were statistically significant for patterns of reckless driving, drinking, and sexual behavior.  The study findings supported relationships between risky driving and alcohol use.]]></description>
      <pubDate>Mon, 11 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/483716</guid>
    </item>
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      <title>THE RELATIONSHIP BETWEEN LIFESTYLE FACTORS AND COLLISIONS INVOLVING YOUNG DRIVERS</title>
      <link>https://trid.trb.org/View/477739</link>
      <description><![CDATA[This paper examines the role of social, psychological and behavioral factors--i.e., lifestyle--in risky driving and crash involvement among young drivers.  Data from two longitudinal studies are used to illustrate differences in a series of lifestyle-related variables between young drivers who become involved in a motor vehicle crash and report driving after drinking.]]></description>
      <pubDate>Fri, 01 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477739</guid>
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    <item>
      <title>BEHAVIOURAL FACTORS IN ACCIDENTS AT ROAD JUNCTIONS: THE USE OF A GENETIC ALGORITHM TO EXTRACT DESCRIPTIVE RULES FROM POLICE CASE FILES</title>
      <link>https://trid.trb.org/View/475553</link>
      <description><![CDATA[In-depth studies of behavioral factors in road accidents using conventional methods are often inconclusive and costly.  To explore an alternative approach, 200 cross-flow junction road accidents were sampled from the files of Nottinghamshire Constabulary, England, coded for computer analysis using a specially devised "Traffic Related Action Analysis Language", and then examined using a genetic algorithm.  For comparison, the same analyses were carried out on 100 descriptions of safe turns, and 100 of hypothetical accident descriptions provided by experienced drivers.  A number of findings emerged, distinguishing between accidents turning onto and off major roads; those of younger and older drivers; those that resulted in injury or in damage only; and so on.  The study suggests that multiple case-studies based on police files could be very promising, provided homogeneous samples of accidents are used. Genetic algorithms could play a useful role in preliminary assessment, but an "information bottleneck" remains to be overcome in capturing enough detail from each case for analysis.]]></description>
      <pubDate>Sun, 08 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475553</guid>
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    <item>
      <title>THE OCCUPATIONS OF DRINK DRIVERS: USING OCCUPATIONAL INFORMATION TO IDENTIFY TARGETABLE CHARACTERISTICS OF OFFENDERS</title>
      <link>https://trid.trb.org/View/475101</link>
      <description><![CDATA[Data collected by the Victoria police at the time an alleged drink-driving offender  undergoes an evidential breath test for the presence of alcohol were analyzed to investigate the possibility that occupational information could be used to define groups of drink-drivers with similar characteristics. Such groups could then be utilized in the development of targeted public education campaigns in the Victoria context where there already are high levels of enforcement and mass-media publicity.  It is argued that drink-drivers in this context are likely to share some characteristics which might reduce the impact of the current programs.  Analysis of the data relied on the application of a theory of the relationship between career choice and other behavioral characteristics.]]></description>
      <pubDate>Thu, 22 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475101</guid>
    </item>
    <item>
      <title>ECONOMICS AND URBAN TRANSPORTATION POLICY IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/472450</link>
      <description><![CDATA[This article examines the role that economics can play in analyzing problems with urban transportation in the United States.  The specific problems addressed are traffic safety, financially weak public transit, environmental impacts of motor vehicles, failing infrastructure, and traffic congestion. Simple quantitative analyses, even though approximate, can help to focus attention on promising classes of policies.  Those classes involve some technological measures and some narrowly targeted behavioral changes, but not the widespread curtailment of overall use of motor vehicles.]]></description>
      <pubDate>Thu, 22 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472450</guid>
    </item>
    <item>
      <title>ACOUSTIC LOCALIZATION OF IN-VEHICLE CRASH AVOIDANCE WARNINGS AS A CUE TO HAZARD DIRECTION</title>
      <link>https://trid.trb.org/View/474030</link>
      <description><![CDATA[The purpose of warning sounds is to alert a driver of potential roadway hazards detected by an in-vehicle crash avoidance warning device.  This study investigated acoustical localization of the warning sound as a means of indicating hazard location. The research focused on several factors: speed and accuracy of responses, the effects on performance of sound type, speaker location, and using speaker pairs to provide directional cues. The study involved subjects responding to alarms of various types and from various locations within a Ford Taurus while they performed an auxiliary task.  Under the conditions of this experiment, subjects were able to localize the direction of a warning signal with reasonable speed and accuracy.  This indicates that directional acoustic cues have the potential to speed driver response to hazards.  However, there was meaningful variation among alternative warning sounds and speaker locations.  Auditory warnings should not be viewed as generally adequate for localized warnings without consideration of the signal and source.  The better-performing sound/speaker combinations of this study led to broadly correct, though imprecise, orientation, with relatively few perceptual reversals.  Performance appears promising, though generalizability of the implications is reserved until validation and additional vehicle types and environmental conditions can be confirmed.]]></description>
      <pubDate>Wed, 07 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474030</guid>
    </item>
    <item>
      <title>A COMPARISON OF TWO ALTERNATIVE BEHAVIORAL CHOICE MECHANISMS FOR HOUSEHOLD AUTO OWNERSHIP DECISIONS</title>
      <link>https://trid.trb.org/View/474764</link>
      <description><![CDATA[Auto ownership modeling plays an important role in travel demand analysis because it is a key determinant of the travel behavior of individuals and households. Discrete-choice auto ownership models use either an ordered-response choice mechanism or an unordered-response choice mechanism. The ordered-response mechanism is based on the hypothesis that an uni-dimensional continuous latent auto ownership propensity index determines the level of car ownership. The unordered-response mechanism is based on the Random Utility Maximization principle. This paper presents the underlying theoretical structures, and identifies the advantages and disadvantages, of the two alternative response mechanisms. The paper also compares the ordered-response mechanism (represented by the ordered-response logit model) and the unordered-response mechanism (represented by the multinomial logit model) empirically using several data sets.]]></description>
      <pubDate>Wed, 17 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474764</guid>
    </item>
    <item>
      <title>VARIABILITY IN BEHAVIORAL IMPAIRMENT INVOLVED IN THE RISING AND FALLING BAC CURVE</title>
      <link>https://trid.trb.org/View/474604</link>
      <description><![CDATA[The purpose of this pilot study was to measure variability in behavior impairment at specific levels of the rising and falling blood alcohol concentration (BAC) curve.  Behavior impairment was measured for anticipation and reaction time in addition to a variety of visual skills.  Also of interest was the variability in impairment involved at specific BAC levels under single-dose and double-dose conditions.  The experimental design was a variation on a 2x2 factorial with repeated measures on the dose of alcohol.  All subjects took part in two experimental sessions, single-dose and double-dose.  Sixteen (8 male and 8 female) paid subjects ages 21-40 participated in the study. Testing procedures included repeated measures on reaction time, anticipation time, perceptual vision acuity and depth perception.  Breath-alcohol measures were sampled continuously at 5-minute intervals and used to plot absorption time, peak BAC and elimination time.  Results showed that the average peak BAC for the double-dose was significantly higher than that of the single-dose condition.  However, there were no significant differences between the single-dose and double-dose condition in either absorption time or elimination time.  The performance pattern for reaction time, anticipation time and depth perception showed more impairment in the rising BAC limb than in the falling BAC limb.  It is noteworthy that specific individuals exhibited different levels of impairment at a given BAC level, depending on whether the session was single- or double-dose, suggesting that one's current BAC level is less a measure of impairment than is the total quantity of alcohol consumed.  A follow-up procedure to examine practice effects was conducted on eight volunteer students.  Identical testing procedures, using no alcohol, produced no significant practice effects after a 3-hour period.]]></description>
      <pubDate>Thu, 04 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474604</guid>
    </item>
    <item>
      <title>EXPECTANCIES ABOUT ALCOHOL-INDUCED MOTOR IMPAIRMENT PREDICT INDIVIDUAL DIFFERENCES IN RESPONSES TO ALCOHOL AND PLACEBO</title>
      <link>https://trid.trb.org/View/474606</link>
      <description><![CDATA[Two experiments were designed to test the hypothesis that the amount of alcohol-induced impairment that a drinker expects will predict his response to alcohol and to placebo.  Social drinkers (N=81) were familiarized with a laboratory motor skill task before they rated the amount of impairment on the task that they expected from a moderate dose of alcohol.  The degree of change in the subjects' performance was measured during an alcohol session and a subsequent session where alcohol was expected but a placebo was received.  Subjects who expected greater impairment displayed poorer performance under alcohol (0.35 g/kg) and under placebo.  This evidence calls attention to the importance of expectancies as a factor that may contribute to the understanding of individual differences in behavior under alcohol and a placebo.]]></description>
      <pubDate>Thu, 04 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474606</guid>
    </item>
    <item>
      <title>BLACK BOX STUDY SHOWS A REDUCTION IN THE NUMBER OF ACCIDENTS</title>
      <link>https://trid.trb.org/View/474230</link>
      <description><![CDATA[Human behavior is a determining factor in road safety.  For this reason, it is of crucial importance to encourage people to behave safely in traffic.  It is known that people aware of being observed tend to modify their behavior.  By observing and recording the behaviors of drivers, it might then be possible to confront them with their behavior.  This could mean that drivers who realize that this can happen will adjust their behavior ahead of time.  They can also react this way as a result of an actual confrontation.  For this form of behavior influence to prove effective, it would ultimately have to result in fewer road traffic accidents.]]></description>
      <pubDate>Fri, 28 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474230</guid>
    </item>
    <item>
      <title>COMPENDIUM OF TRAFFIC SAFETY RESEARCH PROJECTS UPDATED FOR 1997</title>
      <link>https://trid.trb.org/View/474224</link>
      <description><![CDATA[This summary describes the 1997 Compendium of Traffic Safety Research Projects, which updates the original Compendium published in April 1996.  The 1997 Compendium is an annotated bibliography of behavioral research and evaluation studies sponsored by the National Highway Traffic Safety Administration over the past ten years.  It gives a brief description of over 200 projects, past and present, categorized in ten main topic areas.  These topic areas include: Alcohol-Impaired Driving; Drug-Impaired Driving; Occupant Protection; Speed and other Unsafe Driving Actions; Pedestrian and Bicyclist Safety; Older Drivers; Novice and Young Drivers; Fatigue; Emergency and Medical Services; and Miscellaneous.]]></description>
      <pubDate>Thu, 27 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474224</guid>
    </item>
    <item>
      <title>WHAT DOES IT TAKE TO DETER A DRUNK DRIVER: STUDY EXPLORES ATTITUDES OF POTENTIAL INTERVENERS</title>
      <link>https://trid.trb.org/View/474226</link>
      <description><![CDATA[The National Highway Traffic Safety Administration (NHTSA) sponsored a series of focus groups to explore the attitudes of drinking drivers and people who may be in a position to intervene in the drinking and driving behaviors of others, and to assess the strength of media messages in motivating potential interveners.  Young men recognized that driving after drinking alcohol was dangerous, but most claimed they were able to drive safely after consuming as many as 10-12 beers.  Most believed their driving skills would enable them to avoid crashes.  Some men said they might allow themselves to be persuaded not to drive after drinking by a female significant other, but would not listen if they were told (and not simple persuaded).  Most female significant others believe it is almost impossible to reason with an intoxicated man, and they resented being "on duty". All had intervened before in their partner's driving after drinking and most disliked doing so.]]></description>
      <pubDate>Thu, 27 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474226</guid>
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