<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>Patterns of Self-Reported Driving While Intoxicated Among Older Adults: AAA LongROAD Study</title>
      <link>https://trid.trb.org/View/2703699</link>
      <description><![CDATA[Drinking and driving continues to be a major public health problem. The relationship between driving while intoxicated (DWI) and crashes is well-established, with DWI responsible for 28% of today’s crash deaths (NHTSA, 2017). Older adults form a significant proportion of the population of drivers who drink and drive. Indeed, the Substance Abuse and Mental Health Services Administration’s (SAMHSA) National Survey on Drug Use and Health (NSDUH) found that 4% of adults age 65 years and older reported driving under the influence of alcohol in the past year (Lipari, Hughes, & Bose, 2016). The risks of alcohol use in older drivers are exacerbated by delayed alcohol metabolism, increased use of medications, and declining physical and cognitive functioning. Using baseline data from the AAA LongROAD study, we document the prevalence of self-reported alcohol use and alcohol use while driving as well as sociodemographic, health and behavioral factors associated with alcohol use while driving.]]></description>
      <pubDate>Tue, 26 May 2026 13:17:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703699</guid>
    </item>
    <item>
      <title>Prevalence and predictors of driving under the influence of alcohol in Switzerland: A mandatory roadside survey</title>
      <link>https://trid.trb.org/View/2680644</link>
      <description><![CDATA[ObjectiveThis nationwide roadside survey aimed to determine the prevalence of driving under the influence of alcohol (DUI) among car drivers in Switzerland and identify associated factors.MethodsAdhering to the European study Baseline guidelines, the survey was stratified by road type, time window, and language region. Fourteen police corps conducted controls across areas representing 59% of the Swiss population. Locations were determined in randomly selected municipalities. Drivers were stopped randomly or via road blockage, and all were tested for alcohol. Logistic regression models were used to analyze predictors of DUI, both in terms of driving with a detectable alcohol concentration [&gt;0 milligram of alcohol per liter of breath (mg/l)] and driving with concentrations above the legal limit (0.25?mg/l for most drivers; 0.05?mg/l for specific groups, e.g., novice drivers). The models accounted for potential influencing factors, and data were weighted to ensure representativeness.ResultsOf 4,847 drivers tested, 3.6% had detectable alcohol levels, and 0.4% exceeded the legal limit. Male drivers, individuals aged 31?years or older, and those departing from restaurants, bars, or parties had a higher prevalence of driving with detectable alcohol levels or levels above the legal limit. Drivers in the French-speaking region were more likely to have detectable alcohol concentrations than those in the German-speaking region, although no significant regional difference was found for exceeding the legal limit. The prevalences of driving with a detectable alcohol concentration and of exceeding the alcohol limit were higher at night, on weekends, and tended to be higher on urban roads compared to rural roads or motorways. Exceeding the limit was more common in fine weather than in cloudy or rainy conditions.ConclusionsSwitzerland has a relatively low prevalence of exceeding the alcohol limit compared to other European countries. However, male gender, older age, nighttime and weekend driving, and social drinking contexts increased DUI risk. Continued monitoring and targeted interventions addressing high-risk groups, locations, and times are essential for enhancing road safety.]]></description>
      <pubDate>Wed, 15 Apr 2026 10:29:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680644</guid>
    </item>
    <item>
      <title>Road Safety Monitor 2025: Drinking &amp; Driving in Canada</title>
      <link>https://trid.trb.org/View/2643339</link>
      <description><![CDATA[This fact sheet summarizes results related to the topic of drinking and driving from the 2025 Road Safety Monitor (RSM), an annual public opinion poll of Canadians. During September-October of 2025, 1,501 Canadian drivers were asked about where they drank, driving after consuming alcohol, and concern about drinking and driving as a road safety issue. This fact sheet looks at trends in alcohol-related road deaths through 2022, based on the Traffic Injury Research Foundation's (TIRF's) National Fatality Database, and analyzes the 2025 survey results. In 2022, 521 Canadians were killed in crashes involving a drunk driver, a 51.7% decrease overall since 1996 when 1,079 were killed. According to 2025 survey results, 9.2% of respondents admitted to driving when they thought they were over the legal limit as compared to 5.9% in 2024.]]></description>
      <pubDate>Tue, 20 Jan 2026 10:11:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643339</guid>
    </item>
    <item>
      <title>Assessing the effectiveness of traffic control devices in deterring wrong-way driving by alcohol-impaired drivers: A driving simulator study</title>
      <link>https://trid.trb.org/View/2636611</link>
      <description><![CDATA[This research paper analyzes the cognitive abilities of severely intoxicated drivers and evaluates the effectiveness of engineering countermeasures aimed at preventing wrong-way entry onto freeways through interchange exit ramps.  The study involved testing 30 male participants in a driving simulator featuring scenarios with various combinations of traditional and innovative wrong-way-related traffic control devices, such as signs and pavement markings. Each participant participated in three separate simulator sessions: an initial training session, a sober session, and an intoxicated session targeting a blood alcohol level of 0.12 g/dL, the highest level observed in previous studies due to safety concerns. The researchers recorded the number of wrong-way driving (WWD) incidents and tracked participants’ gaze using eye-tracking devices.  Through descriptive and statistical analyses—such as t-tests and ANOVA—the study identifies which wrong-way warning methods are more effective, based on observed virtual driving behaviors, including the number of WWD incidents and fixation durations. The results indicated that the California Manual on Uniform Traffic Control Devices (CA MUTCD) combination effectively reduces WWD incidents for both intoxicated and sober drivers. Additionally, given the slower information processing speed and altered gaze distribution of intoxicated drivers, it is crucial to implement traffic control devices (TCDs) that attract attention more effectively and are easier for intoxicated drivers to process, such as wrong-way signs with flashing borders and raised reflective pavement markers (RRPMs). These findings offer valuable insights for designing effective countermeasures to improve freeway safety and reduce the risk of wrong-way entry incidents.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636611</guid>
    </item>
    <item>
      <title>California Traffic Safety Survey 2021: Data Analysis and Comparison with 2010-2020 Survey Data Results</title>
      <link>https://trid.trb.org/View/2635328</link>
      <description><![CDATA[The 2021 California Traffic Safety Study was conducted with an online panel of California drivers, as in the prior year of data collection. While in previous years, data was collected via in-person intercepts, the 2020 wave transitioned to an online, self-administered survey, a mode that was continued in 2021 to avoid in-person contact in light of the ongoing COVID-19 pandemic. This report describes the findings of the 2021 Traffic Safety data, with a comparison to previous years of data, which include opinions on traffic safety, distracted driving, bicycle and pedestrian interactions, and other driving behaviors from a representative sample of California drivers. The online survey panelists were provided by MSG, a commercial sample and panel vendor. Participants were forwarded to an online survey portal programmed and managed by Ewald & Wasserman Research (E&W). Eligibility criteria for participation included a valid California driver’s license and being 18 year or older. Quotas were specified for age groups and gender to align the 2021 survey with previous waves of the Traffic Safety Study and to achieve a representative cross-section of pre-screened and qualified respondents. Survey participation was anonymous, and a total of 2,801 responses were collected in May of 2021.]]></description>
      <pubDate>Tue, 16 Dec 2025 09:26:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635328</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/2582407</link>
      <description><![CDATA[Traffic fatalities of passenger vehicle drivers with high blood alcohol concentrations (BACs) increased from 28% in 2019 to 30% in 2020 and 31% in 2022. More than 27,000 drivers with high BACs, at or above 0.08%, died in crashes during this time in the United States. This report examines possible causes for the increase in high-BAC fatalities. Data analyzed came from 2018-2022 Fatality Analysis Reporting system data; the Alcohol Policy Information System; mental health statistics from the National Survey on Drug Use and Health; and law enforcement employment data from the U.S. Census Bureau. Findings include that the increase in alcohol-impaired crashes and fatalities may be associated with (1) state policy permitting takeout and delivery of alcohol during the Covid-19 pandemic which may have contributed to increased alcohol accessibility and consumption; (2) a decline in traffic stops due to  a reduction in law enforcement officers; and (3) mental health factors, such as an increased report of depressive episodes.]]></description>
      <pubDate>Tue, 30 Sep 2025 16:25:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582407</guid>
    </item>
    <item>
      <title>Recidivism and Crash Risk Among California’s Drug-Involved DUI Offenders</title>
      <link>https://trid.trb.org/View/2566888</link>
      <description><![CDATA[The present study builds upon prior work by Marowitz (1996) by examining the crash and recidivism risk of alcohol-focused versus drug-involved driving under the influence (DUI) offenders. Although drug-involved DUI offenders remain a relatively small proportion of all DUI offenders, this proportion is rising, as is the proportion of impaired-driving fatal crashes involving drugs. Using a cohort of offenders arrested during calendar years 2014 through 2017, comparisons were drawn for the one-year periods pre- and post-arrest. Drug-involved offenders tended to have more problematic driving histories in the year prior to their index offense, as compared to alcohol-focused offenders. Even taking account of these differences in pre-arrest behavior, drug-involved offenders continued to have more problematic driving in the year subsequent to their index offense: they were twice as likely to be involved in a crash, and approximately 30% more likely to recidivate. A particularly powerful predictor of recidivism was whether or not a pre-conviction administrative per se (APS) license suspension – only available in instances where an offender is above the per se blood alcohol concentration (BAC) limit, or refuses a chemical test – was imposed. Offenders convicted of a DUI offense, but against whom no APS license action was initiated, were more than three times as likely to recidivate compared to offenders against whom an APS action was taken.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:15:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2566888</guid>
    </item>
    <item>
      <title>Road Safety Monitor 2024: Drinking &amp; Driving in Canada</title>
      <link>https://trid.trb.org/View/2499277</link>
      <description><![CDATA[This fact sheet summarizes results related to the topic of drinking and driving from the 2024 Road Safety Monitor (RSM), an annual public opinion poll of Canadians. In September of 2024, 1,510 Canadian drivers were asked about where they drank, driving after consuming alcohol, and concern about drinking and driving as a road safety issue. This fact sheet looks at trends in alcohol-related road deaths through 2021, based on the Traffic Injury Research Foundation's (TIRF's) National Fatality Database, and analyzes the 2024 survey results. In 2021, 459 Canadians were killed in crashes involving a drunk driver, a 57.46% decrease overall since 1996 when 1,079 were killed. According to 2024 survey results, 5.94% of respondents admitted to driving when they thought they were over the legal limit as compared to 5.8% in 2023.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:45:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499277</guid>
    </item>
    <item>
      <title>National Impaired Driving Paid Media Campaign Evaluation
</title>
      <link>https://trid.trb.org/View/2470500</link>
      <description><![CDATA[Alcohol-impaired driving is a leading cause of fatal crashes in the United States, accounting for 32% of all traffic fatalities in 2022. A 2022 National Highway Traffic Safety Administration (NHTSA) study found that 54% of drivers involved in a serious injury or fatal crash tested positive for at least one drug, with active cannabinoids (25%) and alcohol (22%) the drugs most commonly found for trauma center cases; and with 39% positive for alcohol and 32% positive for active cannabinoids for medical examiner cases in the study. 

NHTSA uses safety messaging campaigns to raise public awareness and reduce impaired driving behaviors. The "Drive Sober or Get Pulled Over" paid media campaign is mandated by Congress and conducted annually in two waves around the Labor Day and the winter holiday seasons. These holiday seasons are targeted because both are periods of increased impaired driving. This project will evaluate these paid national media campaigns. The most recent evaluation of this campaign was conducted in 2012, using telephone surveys. This project will update the survey methodology, as well as the questionnaire. Given that phone survey response rates have declined significantly in recent years, NHTSA intends to use a nationally representative online panel to conduct this survey. The questionnaire will be updated to focus on not just alcohol-impaired driving, but drug-impaired driving as well, which was not evaluated in previous survey evaluations. The objective of this project is to assess public awareness of the risks of DUI/DUID and the influence of campaign messaging on individual’s perceptions of risk and their self-reported DUI/DUID behaviors. Findings from this study will be used to assess how public awareness of the media campaigns relates to self-reported impaired driving behaviors, pre- and post-campaign. Findings will also be used to improve NHTSA’s future safety messaging campaigns and to inform other agency programmatic efforts to reduce impaired driving. In addition to assessing awareness, messaging, and behaviors, this task order will also compare results to previous evaluations.  
]]></description>
      <pubDate>Tue, 03 Dec 2024 14:28:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470500</guid>
    </item>
    <item>
      <title>Study of Driver's EEG and Application in Intelligent Transportation Systems</title>
      <link>https://trid.trb.org/View/2203733</link>
      <description><![CDATA[Driver is principal part of traffic, and driver's state is related to the traffic safety, such as driver's dangerous emotion state, fatigue state and drunken state. According to scientists' study, the Electroencephalogram (EEG) of people can reflect his different state more accurately. So in the modern Intelligent Transportation Systems which mainly characters are network and information, if the driver's EEG information can be gathered in Real-time, and the transportation system can be adjusted to this, then the driver can be alarmed or the necessary measure will be taken by the car's safety equipment which is designed according to the drivers' EEG information. Compared to the traditional transportation system, this kind of system which using the drivers' EEG information can reduce the traffic accident greatly. In this paper, combining the car simulation driving instrument and the EEG measuring instrument, the EEG measuring experiment system during driving was constructed, and the experiments of fatigued driving, drunken driving and inducing the dangerous emotion were designed, drivers' EEG signals were measured when they were in normal, fatigued, drunken, excited, tense, sad state. FFT and Wavelet Analysis signal processing methods were used to abstract the characters of the EEG signals. The fatigued state's EEG characters were found by different method, and the drunken state's was distinct, the excited, tense and sad state's was found too. The EEG characters of drivers in different state can reflect drivers' state in Real-time, so they can be applied to the Intelligent Transportation Systems.]]></description>
      <pubDate>Thu, 25 Jul 2024 17:12:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2203733</guid>
    </item>
    <item>
      <title>2007 National Roadside Survey of Alcohol and Drug Use by Drivers [supporting dataset]</title>
      <link>https://trid.trb.org/View/2325236</link>
      <description><![CDATA[This dataset supports the conclusions of the 2007 National Roadside Study of Alcohol and Drug Use by Drivers. The three report volumes -- Methodology, Drug Results, and Alcohol Results -- are available in this repository and linked to this record. This dataset records results from 11,120 roadside surveys conducted across the United States in 2007, as described in the Methodology volume. When possible, oral fluid and blood samples were taken and were subjected to laboratory screening and liquid chromatography-mass spectrometry (LC/MS/MS; the term MS/MS is the combination of two mass analyzers in one mass spec instrument) and gas chromatography-mass spectrometry (GC/MS) confirmation respectively for alcohol and several classes of drugs, allowing researchers to estimate a national prevalence of alcohol and other drugs in drivers. The dataset also includes information from a self-administered questionnaire, also described in the Methodology document. All drivers’ responses were completely voluntary and anonymous. Re-identification risk of study participants from this dataset is very low.]]></description>
      <pubDate>Wed, 31 Jan 2024 09:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325236</guid>
    </item>
    <item>
      <title>2013–2014 National Roadside Study of Alcohol and Drug Use by Drivers [supporting dataset]</title>
      <link>https://trid.trb.org/View/2325238</link>
      <description><![CDATA[This dataset supports the conclusions of the 2013–2014 National Roadside Study of Alcohol and Drug Use by Drivers. The three report volumes -- Methodology, Drug Results, and Alcohol Results -- are available in this repository and linked to this record.  This dataset records results from 11322 roadside surveys conducted across the United States in 2013 and 2014, as described in the Methodology volume. When possible, oral fluid and blood samples were taken and were subjected to laboratory screening and liquid chromatography-mass spectrometry (LC/MS/MS; the term MS/MS is the combination of two mass analyzers in one mass spec instrument) and gas chromatography-mass spectrometry (GC/MS) confirmation respectively for alcohol and six classes of drugs, allowing researchers to estimate a national prevalence of alcohol and other drugs in drivers. The dataset also includes information from a self-administered questionnaire, also described in the Methodology document. All drivers’ responses were completely voluntary and anonymous. Re-identification risk of study participants from this dataset is very low.  The data files are collected into a single ZIP file, with a total size of 54 MB. Included data files: NHTSA_BSR_NRS_2013_2014_Combined_csv_161025_20240116_0730.csv, 47 MB, can be opened with any text editor; NHTSA_BSR_NRS_2013_2014_combined_xlsx_161025_20240116_0730.xlsx, 43 MB, can be opened with Excel or other spreadsheet program; NHTSA_BSR_NRS_2013_2014_combined_sav_161025_20240116_0730.zip, 4 MB, can be viewed with IBM SPSS statistical software; NHTSA_BSR_NRS_2013_2014_combined_sas_161025_20240116_0730.zip, 5 MB, can be viewed with SAS statistical software; and NHTSA_BSR_NRS_2013_2014_combined_dta_161025_20240116_0730.zip, 7 MB, can be viewed with Stata statistical software. Other files include a Data Diction, a DMP, a README.txt, and the related Methodology and Results reports.]]></description>
      <pubDate>Wed, 31 Jan 2024 09:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325238</guid>
    </item>
    <item>
      <title>Road Safety Monitor 2023: Drinking &amp; Driving in Canada</title>
      <link>https://trid.trb.org/View/2312335</link>
      <description><![CDATA[This fact sheet summarizes results related to the topic of drinking and driving from the 2023 Road Safety Monitor (RSM), an annual public opinion poll of Canadians. In September of 2023, 1,500 Canadian drivers were asked about where they drank, driving after consuming alcohol, and concern about drinking and driving as a road safety issue. This fact sheet looks at trends in alcohol-related road deaths through 2021, based on the Traffic Injury Research Foundation's (TIRF's) National Fatality Database, and analyzes the 2023 survey results. In 2021, 391 Canadians were killed in crashes involving a drunk driver, a 55.3% decrease overall since 1996. According to 2023 survey results, 5.8% of respondents admitted to driving when they thought they were over the legal limit as compared to 10.5% in 2022.]]></description>
      <pubDate>Wed, 03 Jan 2024 13:22:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2312335</guid>
    </item>
    <item>
      <title>Blood alcohol concentration and road accidents: Underestimation due to time of the arrival to the emergency department (ED) or delay in blood sampling. A 4-Year Retrospective Study in Rome</title>
      <link>https://trid.trb.org/View/2253911</link>
      <description><![CDATA[This article reports on a study undertaken to determine whether blood alcohol levels (BAC) are underestimated after road crashes due to time of arrival at emergency care or other delays in blood sampling.  The study included patients evaluated for BAC levels in the emergency department (ED) of Fondazione Policlinico Universitario A. Gemelli IRCCS (n = 398; January 2013 to December 2016). The authors focused on the correlation between blood alcohol levels of drivers and demographics (age group, sex, time of the crash).  The authors note that the time between the crash and access to the hospital in most cases was unknown. Of the 398 patients, 107 had BACs more than 0.05 g/L., and 86 of these individuals had BAC levels more than 0.5 g/L.  Higher rates of positive BAC readings were found at night and on weekends. A significant delay in blood sampling for BAC determination was noted, with the median delay being 105 minutes.  The authors discuss the potential role of different alcohol elimination rates, the use of BAC as the basis for prosecution of drunk-driving cases, and related Italian law.]]></description>
      <pubDate>Wed, 27 Dec 2023 10:28:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2253911</guid>
    </item>
    <item>
      <title>Special Crash Investigations: Remote Move-Over-Law Crash Investigation; Vehicle: 2021 Ford Explorer; Location: Nevada; Crash Date: July 2021</title>
      <link>https://trid.trb.org/View/2301128</link>
      <description><![CDATA[This report documents the remote investigation of a Move-Over-Law crash in Nevada. The crash occurred in July 2021 on a two-lane eastbound interstate highway; conditions were daylight (dawn), clear, and dry. The struck subject vehicle was a 2021 Ford Explorer Police Interceptor fully marked police vehicle. The striking vehicle was a 2018 Dodge Caravan. The Ford was stopped in the left lane with its emergency lights activated. The Ford driver was an unbelted 48-year-old male law enforcement officer who stopped to conduct a DUI investigation. It was unknown if other vehicles were stopped at the time of this crash; none were visible in the on-scene police photos or mentioned in the police report. The Dodge driver was a belted 40-year-old female. The Dodge had three additional passengers: a belted 15-year-old male in the front passenger seat, a 6-year-old of an unknown gender improperly using a high back belt-positioning booster seat in the second-row center position, and an unbelted 14-year-old of an unknown gender in the second-row right position. According to the police report, the Dodge driver failed to use due care to sufficiently slow her vehicle speed or change lanes. The front plane of the Dodge impacted the back plane of the Ford which displaced the Ford forward approximately 13.1 m (43 ft) east of the point of impact. The law enforcement officer sustained a “C” type (claimed) injury in the area of his neck but was not transported. All four occupants of the Dodge were transported with unspecified injuries. Law enforcement suspected the Dodge driver of alcohol involvement based on her own admission. Both involved vehicles were towed due to disabling damage.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:52:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301128</guid>
    </item>
  </channel>
</rss>