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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>Licensing Procedures for Older Drivers</title>
      <link>https://trid.trb.org/View/1266472</link>
      <description><![CDATA[This study examined the driver licensing procedures in all 50 States as they apply to the older (65+) driver. A literature review examined reports of possible declines in older driver capabilities and the ability of a driver licensing agency to screen for them. The review also covered studies of licensing policies and procedures that had the potential ability to reduce older driver crash rates. Four special emphasis States (Illinois, Iowa, Kansas, and New Hampshire) were selected for further study because their mix of policies and procedures could theoretically enhance safety. All 4 required shorter renewal periods, in-person renewal, and vision testing for older drivers. In addition, Illinois and New Hampshire were the only States to mandate a road test for every renewal. Six comparison States were identified (Indiana, Minnesota, Missouri, Nebraska, Vermont, and Wisconsin). Each of the 4 special emphasis and 6 comparison States were treated as a separate case study. A detailed process evaluation was conducted in the emphasis States, and discussions were held with licensing agency managers, license office staff, and older drivers. Managers and staff believed their procedures positively affected safety. Older drivers did not feel unfairly treated and recognized the need for additional screening and self-limitation. Crash measures showed stable or declining crash rates per population for older driver ages in all 10 States. Crashes per licensed driver showed a differential pattern for Illinois and New Hampshire, the 2 States that re-test all drivers 75 and older, as compared to the other 8 States, which could simply be the effect of removing people who do not drive from the license rolls in these 2 States. Additional research to attempt to describe more fully the data patterns uncovered and ways to overcome existing screening limitations, e.g., better vision testing equipment, appears warranted.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:16:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1266472</guid>
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      <title>Should Oregon DMV Require a Knowledge Test at Renewal?</title>
      <link>https://trid.trb.org/View/1141472</link>
      <description><![CDATA[Persons renewing their Oregon driver license do not need to take a knowledge test. The Oregon Department of Motor Vehicles (DMV) requested that the Oregon Department of Transportation (ODOT) Research Section review the testing practices of other states to determine what alternative approaches are taken to retesting adult drivers for their knowledge of driving practices and laws. A review of state driving laws and policies was completed. No state requires all driver license renewal applicants to take a knowledge test. Fourteen states require a knowledge test or traffic sign recognition test when renewing the driver license if the driver meets certain criteria. States with requirements primarily use criteria that relate to the driving record and license status. Typically it is suspended and/or revoked drivers who must take the knowledge test. In some cases the age of the driver is a consideration. It was also found that few states provide information on new traffic laws and safe driving tips that will be clearly visible to the driver accessing information on the website about driver license renewal.]]></description>
      <pubDate>Fri, 22 Jun 2012 16:35:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1141472</guid>
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      <title>Scrutiny of Older Drivers May Cut Deaths but Loss of Independence Can Be Painful</title>
      <link>https://trid.trb.org/View/968871</link>
      <description><![CDATA[This brief article explores some of the difficult issues that family members may face when determining how to intervene when a potentially dangerous elderly driver refuses to stop driving.  This issue is particularly of interest as the population of older adults continues to explode in the next decade.  Data from the Insurance Institute for Highway Safety shows that 78% of the 28 million Americans older than 70 have drivers licenses, up from 73% in 1997; this upward trend is expected to continue.  More Americans are also living longer with progressive, disabling diseases that can have an impact on driving, such as heart problems, stroke, Parkinson's disease, dementia, and diabetes.  The article discusses the reasons why seniors may be reluctant to give up their driving independence, concerns regarding drivers with dementia, the role of physicians and family members, changing state regulations for elderly drivers, and strategies for older drivers to retain and even sharpen their driving skills.  The author emphasizes that it is functional ability, not merely age, that should determine who is permitted to have a driver's license.]]></description>
      <pubDate>Tue, 26 Oct 2010 09:53:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/968871</guid>
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      <title>Hair Analysis for Drugs in Driver's License Regranting. A Swedish Pilot Study</title>
      <link>https://trid.trb.org/View/926043</link>
      <description><![CDATA[When being convicted for petty drug offense or driving under the influence of drugs in Sweden, the driving license may be suspended. To regain the license, the person has to prove that he or she has been drug free during an observation period. This is controlled by urine samples taken at several occasions. However, the risk of manipulation and the risk of false negative urine samples are high. In addition, many people find it difficult or embarrassing to urinate when observed. Hair sampling might therefore be a welcome option to this procedure, with its easy sampling and minimal risk of manipulation. The longer detection window may also provide better information to the physician. The aim of this work was to evaluate if clients preferred hair samples to urine and to investigate practical and interpretive problems or advantages with hair samples. 99 hair samples and 198 urine samples were collected from 84 clients during the 12-month study period. Hair samples were divided into either 1 segment (0–3 cm) or 2 segments (0–3 and 3–6 cm) depending on the length. The hair samples were screened with LC–MS–MS for 20 drugs and confirmation of positive results were performed with GC–MS or LC–MS–MS. The results were compared to urine samples taken at 2 occasions during the observation period. To cover the timeframe of the urine samples hair was collected 2 weeks after the second sample. The urine samples were analyzed with immunochemical screening and positive results confirmed with GC–MS or LC–MS–MS. 74 clients presented with negative results in both urine and hair. Hair analysis identified illegal drugs at 7 different occasions whereas urine failed to identify any illegal drugs. However the thresholds used may still be too high to find sporadic use as clients that admitted to use drugs sporadically presented with drug concentrations lower than agreed thresholds but above the limit of detection. This implies that the physician must have an understanding and knowledge of the limitations of the screening methods used. Another important outcome was that the clients approved of hair sampling considering it a better means to prove their drug abstinence. In addition, both the clients and clinicians thought hair sampling easier than urine sampling. The authors of this research believe that hair analysis can offer several advantages compared to urine analysis for clinicians working with driving license regranting.]]></description>
      <pubDate>Thu, 19 Aug 2010 11:16:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/926043</guid>
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    <item>
      <title>Restricted Licensing among Older Drivers in Iowa</title>
      <link>https://trid.trb.org/View/923796</link>
      <description><![CDATA[The objective of this research was to determine whether Iowa’s license restriction program identifies older drivers who appear to be at greater crash risk and to assess compliance with license restrictions. A total of 522 drivers 70 and older who were attempting to renew their driver’s licenses at licensing offices in Iowa participated in two telephone surveys: one shortly after renewal to discuss driving before renewal and another 6 months later to assess any changes. Surveys assessed driving behavior, crashes, and violations as well as self-reported visual impairments, prescription medications, and physical mobility limitations. Of the 522 drivers, 232 renewed their license without having to take a road test (group 1), and 290 were required to take a road test; of drivers taking a road test, 191 renewed without restrictions (group 2), 93 received restrictions (group 3), and 6 had their license suspended (group 4). The small number of drivers with suspensions precluded including the group in analyses. There were clear distinctions among drivers in first three groups at the initial survey. Driver age increased across groups 1-3, as did some visual impairments, number of prescription medications, and physical mobility limitations. Many drivers who received restrictions (group 3) already were driving fewer miles than drivers in groups 1-2, and driving less often at night and on high-speed roads. Following license renewal, reported average weekly mileage decreased more among drivers with license restrictions (group 3) (36 percent) than among drivers without restrictions (groups 1-2) (4 percent each). For all license restriction types (head light, geographic area, or speed), decreases in the likelihood of driving during these restricted conditions were greater for drivers with the relevant restrictions than without. Most drivers complied with restrictions. It was concluded that Iowa’s license restriction program seems to identify drivers with more self-reported visual impairments, prescription medications, and physical mobility limitations. Driving exposure was reduced among drivers who received restrictions, though it appears in some cases the restrictions reinforced decisions already made by drivers. The overall safety benefits of restricted licensing are yet unknown.]]></description>
      <pubDate>Thu, 29 Jul 2010 09:24:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/923796</guid>
    </item>
    <item>
      <title>Medical Review of Impaired Drivers and Fitness to Drive: Survey of Stakeholders</title>
      <link>https://trid.trb.org/View/910113</link>
      <description><![CDATA[States vary greatly in their approach to licensing and renewal practices and in the use, composition, and function of their medical advisory boards (MABs). For many policies and practices, evidence of their effectiveness is limited or unclear. The objective of this study was to assess stakeholder opinions on current and future directions for Massachusetts to strengthen its MAB and Registry of Motor Vehicles activities regarding medically at-risk drivers. Twenty-three structured, in-depth interviews were conducted on the following topics: immunity for reporting at-risk drivers; mandatory versus voluntary reporting practices; confidentiality for reporters; licensing and renewal practices; vision requirements; counter personnel training; MAB role, composition, and activities; and transition to mobility options. Stakeholders participating in this study included representatives from the state legislature, government agencies, advocacy organizations, the licensing authority, medical communities, driving assessment centers, mobility planners, academic communities, and law enforcement. Results indicated that stakeholders believed Massachusetts was ready for a change in licensing and renewal practices and in the medical review of impaired drivers. With the exception of continued support for voluntary reporting practices, a majority of the respondents disagreed with most of the current practices discussed in the interviews. Recommendations included granting immunity to physicians; strengthening the role, function, and composition of the MAB; developing clear guidelines and standards to report impaired drivers; and training for licensing authority counter personnel.]]></description>
      <pubDate>Wed, 31 Mar 2010 07:45:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/910113</guid>
    </item>
    <item>
      <title>The Licensing of Older Drivers in Europe-A Case Study</title>
      <link>https://trid.trb.org/View/871501</link>
      <description><![CDATA[European countries practice a wide range of car driving license renewal procedures. These range from issuing lifelong licenses without subsequent medical checks, to issuing a license to age 70 and for 3- or 5-year periods thereafter based on self-declarations of medical fitness, to requiring medical examinations for renewal, to renewal every 5 years from the age of 45. This paper presents a case study of the different older driver licensing procedures in seven European countries and addresses the association between these procedures and older driver safety. The seven countries studied consist of France, The Netherlands, the United Kingdom, Denmark, Finland, Norway, and Sweden. The first-mentioned three countries have the most relaxed license renewal procedures and least demanding medical examination requirements. There is no evidence that any license renewal procedure or requirement for a medical examination has an effect on the overall road safety of drivers aged 65+, though undoubtedly there are individual drivers who should no longer be driving who might be detected by stringent renewal procedures. Considering the three countries with the most relaxed licensing procedures, The Netherlands and United Kingdom have the lowest fatality rate for car drivers aged 65+, and the rate for France is falling rapidly. There is also evidence that stringent renewal procedures and demanding medical examinations at renewal reduce the level of car driving licenses among older people. France, The Netherlands, and the United Kingdom have the highest level of driving license holding by people aged 65+, which has direct implications for the independent mobility of older people. Reduced mobility also has safety implications: in about half the European countries for which road accident fatality data have been analyzed, people aged 65+ are at greater risk of death as a pedestrian than as a car driver.]]></description>
      <pubDate>Tue, 21 Oct 2008 08:50:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/871501</guid>
    </item>
    <item>
      <title>License Renewal Policy &amp; Reporting of Medically Unfit Drivers: Descriptive Review &amp; Policy Recommendations</title>
      <link>https://trid.trb.org/View/864047</link>
      <description><![CDATA[License renewal and reporting procedures are utilized by state governments to regulate the driving privilege, notably to identify individuals that may be unfit to drive due to medical and/or functional health conditions. Older drivers, while generally quite safe, face a higher risk of health changes that may impact on driving fitness. Some states target older drivers for special scrutiny, requiring in–person renewal at more frequent intervals. Other states do not distinguish drivers based on age at all. There are good reasons for both strategies, in fact. The general motoring public, however, has little knowledge of how age and health status may interact with driving ability and safety. When confronted with a medically impaired and potentially unfit driver, family members and health professionals are similarly at a loss about what do to. A national dialogue is needed; (1) to raise awareness about health and driver safety; and (2) to determine national standards for driver license renewal and reporting.]]></description>
      <pubDate>Thu, 24 Jul 2008 13:34:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/864047</guid>
    </item>
    <item>
      <title>2008 North American License Policies Workshop Proceedings</title>
      <link>https://trid.trb.org/View/864008</link>
      <description><![CDATA[In December 6-7, 2007 a workshop was held in Washington, DC on driver licensing and aged drivers.  Four breakout sessions considered the following topics: screening and assessment; license renewal and physician reporting; interventions for "at risk" drivers; and elements of model driver license systems.]]></description>
      <pubDate>Thu, 24 Jul 2008 13:34:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/864008</guid>
    </item>
    <item>
      <title>Simulation Framework for Analysis of Elderly Mobility Policies</title>
      <link>https://trid.trb.org/View/847768</link>
      <description><![CDATA[The population in developed countries is aging. Literature has paid minimal attention to the effects that population aging may have on transport demand and sustainability. These effects are believed to be more pronounced in urban areas. A policy framework is presented. It can be used as a template for the development and evaluation of policies that directly or indirectly relate to the effect of population aging on transport in urban areas and thereby inform the planning process. A component of the proposed policy development framework is an urban transport simulation model that is used to simulate policy scenarios over time. Integrated Model for Population Aging Consequences on Transportation (IMPACT) is a conventional transport simulation model coupled with a powerful demographic model that has the potential to project the population of traffic analysis zones over time, as it takes into account vital statistics (births, deaths) and migration rates. Two types of policies were investigated. The first regards elderly driver’s license renewal; the second is related to new housing development policies. The results indicate that such a system can produce results that can inform policy regarding elderly automobility.]]></description>
      <pubDate>Tue, 03 Jun 2008 07:32:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/847768</guid>
    </item>
    <item>
      <title>Older Driver Safety: Knowledge Sharing Should Help States Prepare for Increase in Older Driver Population</title>
      <link>https://trid.trb.org/View/810728</link>
      <description><![CDATA[As people age, their physical, visual, and cognitive abilities may decline, making it more difficult for them to drive safely. Older drivers are also more likely to suffer injuries or die in crashes than drivers in other age groups. These safety issues will increase in significance because older adults represent the fastest-growing U.S. population segment. The U.S. Government Accountability Office (GAO) examined (1) what the federal government has done to promote practices to make roads safer for older drivers and the extent to which states have implemented those practices, (2) the extent to which states assess the fitness of older drivers and what support the federal government has provided, and (3) what initiatives selected states have implemented to improve the safety of older drivers. To conduct this study, GAO surveyed 51 state departments of transportation (DOT), visited six states, and interviewed federal transportation officials. What GAO Recommends The Federal Highway Administration (FHWA) has recommended practices—such as using larger letters on signs—targeted to making roadways easier for older drivers to navigate. FHWA also provides funding that states may use for projects that address older driver safety. States have, to varying degrees, adopted FHWA’s recommended practices. For example, 24 states reported including about half or more of FHWA’s practices in state design guides, while the majority of states reported implementing certain FHWA practices in roadway construction, operations, and maintenance activities. States generally do not place high priority on projects that specifically address older driver safety but try to include practices that benefit older drivers in all projects. More than half of the states have implemented licensing requirements for older drivers that are more stringent than requirements for younger drivers, but states’ assessment practices are not comprehensive. For example, these practices primarily involve more frequent or in-person renewals and mandatory vision screening but do not generally include assessments of physical and cognitive functions. While requirements for in-person license renewals generally appear to correspond with lower crash rates for drivers over age 85, the validity of other assessment tools is less clear. The National Highway Traffic Safety Administration (NHTSA) is sponsoring research and other initiatives to develop and assist states in implementing more comprehensive driver fitness assessment practices. Five of the six states GAO visited have implemented coordination groups to assemble a broad range of stakeholders to develop strategies and foster efforts to improve older driver safety in areas of strategic planning, education and awareness, licensing and driver fitness assessment, roadway engineering, and data analysis. However, knowledge sharing among states on older driver safety initiatives is limited, and officials said states could benefit from knowledge of other states’ initiatives.  GAO is recommending that the Secretary of Transportation direct the FHWA and NHTSA Administrators to implement a mechanism to allow states to share information on older driver safety practices.]]></description>
      <pubDate>Fri, 22 Jun 2007 09:18:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/810728</guid>
    </item>
    <item>
      <title>License Renewal for Older Drivers: The Effects of Medical and Vision Tests</title>
      <link>https://trid.trb.org/View/810242</link>
      <description><![CDATA[This paper describes how the eligibility of drivers for driver's license renewal is periodically checked and reevaluated in many countries.  The simplest form of license renewal is performed through the mail.  This system can accomplish various administrative functions such as the cleaning up of records in the agency’s files, collecting revenues, or inducing drivers to pay legal fines.  However, many licensing agencies have instituted more elaborate renewal systems that require periodic re-examination. These might include medical examinations, vision tests, knowledge and road tests.  These renewal systems are intended to accomplish a screening function that identifies drivers with high accident potential in order to prevent or restrict their driving.  A common criterion for triggering a license renewal process is driver’s age.  The assumption underlying such an approach to licensing older drivers is that driver limitations and deficiencies are progressively more likely to affect drivers as they get older.  Indeed, time does induce impairments to many human functions such as memory, vision, alertness, health, etc.  Whether these impairments are necessarily related to actual driving performance or to a higher accident risk is still a controversial point, but the balance of evidence and opinions does suggest a strong relationship.]]></description>
      <pubDate>Thu, 14 Jun 2007 15:14:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/810242</guid>
    </item>
    <item>
      <title>A Brief Look at Driver License Renewal Policies in the United States</title>
      <link>https://trid.trb.org/View/758470</link>
      <description><![CDATA[Driver license renewal policies in the United States vary from state to state in terms of the length of the renewal cycle, requirements for accelerated renewal for older drivers, and other renewal provisions.  This article briefly outlines some of these state-to-state differences and comments on the impact of those differences, particularly for senior citizens.  The authors note that 17 states have special renewal provisions for older drivers, including requirements for in-person renewal, vision tests, or other testing or certification (e.g., written and road tests).  Few states require physician or other professional reporting of unfit drivers to licensing agencies, although many encourage physician reporting or at least do not forbid it.  Based on the outcomes of these special renewal provisions for older drivers, as well as other information available to licensing agencies, agency personnel have several choices: allow the driver to keep his or her license, refuse to renew the license or suspend, revoke or restrict the license (e.g., prohibit night driving), or shorten the renewal cycle.  The article concludes by commenting on the lack of research data about how well these policies are doing in reducing crash-related injuries and deaths, particularly among older drivers.  This lack of data on the effectiveness of specific renewal provisions, coupled with the expenses of additional testing and review, may explain the variations in policies in different states.]]></description>
      <pubDate>Thu, 28 Jul 2005 07:49:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/758470</guid>
    </item>
    <item>
      <title>ANALYSIS OF PENNSYLVANIA'S DRIVER RE-EXAMINATION PROGRAM. FINAL REPORT</title>
      <link>https://trid.trb.org/View/268359</link>
      <description><![CDATA[Pennsylvania's driver re-examination program, operating since the early 1960's, currently requires physical re-examination and vision tests of approximately 6000 license holders over age 45 per month.  Drivers are selected on a prioritized basis, using age and years since last re-examination as the principal criteria.  The research described in this report has found that the re-examination program is effective in discovering medical and vision conditions that require remediation, restrictions on driving, or withdrawal of operating privileges, especially among drivers age 60 or older.  Vision problems are the most frequent reasons for new restrictions and re-examination failure.  It is recommended that the program be continued. Vision testing as part of license renewal at photo license centers was pilot tested and found to be feasible.  Improved computer procedures for selection of drivers for re-examination and for the analysis of re-examination program statistics were developed and presented in a training session.  A User's Guide of computer programs is a companion document to this report.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:38:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/268359</guid>
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      <title>A NEW METHOD OF OBTAINING ORIGIN AND DESTINATION DATA</title>
      <link>https://trid.trb.org/View/120760</link>
      <description><![CDATA[A COMPARISON IS MADE OF HOUSEHOLD TRIP BEHAVIOR OBTAINED IN THE CONVENTIONAL MANNER, BY MEANS OF A HOUSEHOLD SURVEY BASED ON AN AREA PROBABILITY SAMPLE, WITH SIMILAR DATA OBTAINED BY INTERVIEWING PERSONS AS THEY RENEWED THEIR DRIVERS' LICENSES IN THE POLICE STATION. THE DRIVE LICENSE PROCEDURE SUBSTITUTES A SAMPLE BASED ON A UNIVERSE OF LICENSED DRIVERS FOR A SAMPLE BASED ON A UNIVERSE OF HOUSEHOLDS. THIS COMPARISON SHOWS THAT THE TWO TYPES OF SURVEYS PRODUCE ESSENTIALLY THE SAME DISTRIBUTION AND BEHAVIORIAL PATTERN INFORMATION. THE DRIVERS' LICENSE O-D SURVEY IS DEFICIENT IN THAT IT PRODUCES SOMEWHAT FEWER TOTAL TRIPS BUT AT THE SAME TIME MORE TRIPS ARE BETTER REPORTED BY THE DRIVERS' LICENSE TECHNIQUE. ALTHOUGH THERE ARE SOME ADDITIONAL MINOR ADVANTAGES OF THE DRIVERS' LICENSE TECHNIQUE, ITS PRINCIPAL ADVANTAGE IS THAT IT COSTS FROM 38 PERCENT TO 57 PERCENT LESS THAN THE HOUSEHOLD INTERVIEW O-D SURVEY.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/120760</guid>
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