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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>A Review of Rescue Methods after Intelligent Rescue Equipment Approaches a Drowning Person</title>
      <link>https://trid.trb.org/View/2676073</link>
      <description><![CDATA[Drowning is still the main cause of accidental death worldwide, and intelligent rescue technology is needed for rapid and effective intervention. This study investigated the rescue methods used by intelligent devices - autonomous rescue devices, auxiliary self-rescue devices, and wearable intelligent rescue devices - when reaching a person who has fallen into the water. Using IEEE Xplore, Scopus, Web of Science and other digital databases, this paper systematically reviews the research on hardware design, sensor integration, control algorithm and human-computer interaction from 2009 to 2025. The results show that multi-sensor fusion, adaptive stability and safe human-computer interaction are crucial for reliable performance in complex aquatic environments. Future advancements are proposed, include enhancing robust perception, adaptive stabilization, and human-computer interaction security to critically address system-level challenges of cross-domain coordination, standardized interoperability, and reliable algorithmic decision-making in complex aquatic environments. These insights provide a basis for advancing intelligent drowning rescue systems, linking technological innovation with practical safety applications.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676073</guid>
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    <item>
      <title>Design and Implement an Automatic Smart Buoy System for a Bulgarian Safe Beach Areas – Part 1</title>
      <link>https://trid.trb.org/View/2598370</link>
      <description><![CDATA[Drowning is the third leading cause of unintentional injury-related deaths, accounting for 9% of all injury fatalities, with over 300,250 cases reported annually by the World Health Organization (WHO) in 2021. Addressing this issue necessitates the implementation of affordable and accessible safety measures at local beaches. This paper presents an innovative, cost-effective automated system designed to improve beach safety through real-time environmental monitoring. The system consists of three primary subsystems: sensors, information processing, and action mechanisms. At its core are smart buoys, equipped with sensors and communication modules, which transmit data to an onshore station and a cloud-based platform. This platform processes, stores, and monitors the data against predefined thresholds, generating alerts when necessary. A web application provides real-time data access, enabling fault monitoring, system operation forecasting, and performance optimization.]]></description>
      <pubDate>Wed, 01 Oct 2025 11:37:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598370</guid>
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      <title>Rates and ratios of fatal and nonfatal drowning attended by ambulance in New South Wales, Australia between 2010 and 2021</title>
      <link>https://trid.trb.org/View/2440460</link>
      <description><![CDATA[Drowning is a preventable cause of mortality, with 279 unintentional drowning deaths per year in Australia. Despite larger estimated numbers, less is known about nonfatal drowning compared to fatalities. This study aimed to examine the burden of fatal and nonfatal drowning in the Australian state of New South Wales using pre-hospital case capture. A cross-sectional analysis of individuals attended by an ambulance in NSW for drowning between 2010 and 2021 was conducted. Ambulance data (paper-based and electronic medical records) were linked to emergency department and death registry. Ratios of fatal to nonfatal drowning were constructed overall, by sex, age, and remoteness of incident and residential locations. 3,973 ambulance-attended drowning patients were identified (an annual rate of 4.16/100,000 persons). Six percent (6.1%; n = 243) died within 30 days, 82.7% (n = 201) of which died on the day of incident, including at the scene. Mean survival time for those who died between 2 and 30 days was 4.6 days. The overall ratio of fatal to nonfatal incidents was 1:15. Ratios were highest for 10–19 year-olds (1:77), females (1:22), and in metropolitan incident (1:20) and residential (1:23) locations. Across the study drowning declined by 14 incidents and 0.18 fatalities per year. Temporal trends indicate declining drowning incidents and fatalities. However, this study highlights significant numbers of nonfatal incidents among those traditionally seen as lower risk, such as adolescents and females, necessitating a widened focus on improving water safety among these groups. Nonfatal drowning results in significant, yet preventable health system burden in New South Wales. This study highlights the importance of documenting the full burden of drowning, including health system impacts of a preventable cause of injury and death. Such data may be used to encourage further investment in primary prevention efforts.]]></description>
      <pubDate>Wed, 23 Oct 2024 11:46:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440460</guid>
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    <item>
      <title>Child pedestrian, drowning and burn mortality in Johannesburg</title>
      <link>https://trid.trb.org/View/2186806</link>
      <description><![CDATA[The study examined the extent, demographics and risks for child pedestrian, burns and drowning mortality in Johannesburg. Information on the demographics, scene and temporal circumstances for childhood injury deaths from 2000 to 2010 was gleaned from the National Injury Mortality Surveillance System. Descriptive statistical methods were used. The study recorded 756 pedestrian (8.7/100,000), 439 drowning (5.1/100,000), and 399 burn injury deaths (4.6/100,000) among children aged 0–14 years. Male children were the main victims, with male-to-female ratios of 2.3 for drowning, 1.7 for pedestrian and 1.2 for burn mortality. The pattern of child mortality differed across age groups with older children recording higher rates for pedestrian deaths and younger children higher rates for the non-traffic deaths. Pedestrian and burn mortality especially affected black children, while drowning affected both black and white children. The time, day and month of greatest injury mortality varied by injury cause, with e.g. pedestrian mortality common in afternoons and evenings, weekends, and dispersed across the year although increasing towards year end. The study highlighted the salience of differentiating risks for childhood injuries by discrete external cause for purposes of informing prevention responses.]]></description>
      <pubDate>Tue, 22 Aug 2023 12:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2186806</guid>
    </item>
    <item>
      <title>Characteristics of fatal marine accidents</title>
      <link>https://trid.trb.org/View/2047648</link>
      <description><![CDATA[BACKGROUND: Venturing onto the water for business or pleasure is not a risk-free activity. Despite the dangers facing crew and passengers there is little data on the characteristics of fatal accidents involving vessels in the water. The goal of this study was to review accident reports from the National Transportation Safety Board (NTSB) to determine characteristics of fatal marine accidents., MATERIALS AND METHODS: Data was obtained from the Marine Accident Reports issued by the NTSB. Information regarding the number of people involved, fatalities and the accident itself was collected., RESULTS: Fifty-two accidents involving 5045 people from 1972 to 2019 were included in the study, with 468 fatalities reported. Of the fatalities, 155 (33.1%) were definitely on the vessel when they died, 49 (10.5%) were probably on the vessel, 65 (13.9%) were definitely or likely in the water, and the location of 199 (42.5%) was unknown. The most common cause of death was drowning (88, 18.8%), the most common accident cause was sinking (63.5%), and accidents most often started during nighttime hours (7pm-7am, 30, 57.7%)., CONCLUSIONS: This study found that sinking was the most common accident cause for fatal marine accidents, drowning the most common cause of death, and where fatality location was known most were on the vessel when they died. This suggests that, particularly when a ship is in the process of sinking, it is of paramount importance to ensure passengers and crew are familiar with exit routes, are able to exit the vessel, and are instructed to do so in a timely manner.]]></description>
      <pubDate>Mon, 24 Oct 2022 08:55:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2047648</guid>
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    <item>
      <title>Survival from Canadian Seaplane Water Accidents: 1995 to 2019</title>
      <link>https://trid.trb.org/View/1885303</link>
      <description><![CDATA[Each year in Canada, there are a number of pilots and passengers who die in seaplane water accidents. A study examining the human factors and fatality rates associated with these accidents was conducted. Seaplane water accident investigations by the Transportation Safety Board of Canada (TSB) between 1995 and 2019 were reviewed. There were 487 accidents involving 1144 occupants (487 pilots, 657 passengers). There were less than 15 s warning in 86% of cases. There were 60 pilots and 88 passengers who died, a survival rate of 87%. Drowning, trapped within the cabin was the principal cause of death (54%). Loss of control on landing, wheels down landings, and other landing problems (49%) were the principal causes of the accidents and 77% of the fatalities occurred in this group. These arose because the pilot(s) misjudged wind, waves, and glassy water. Over 50% of seaplanes inverted and 10% floated briefly then sank, resulting in the highest percentage of fatalities. Wearing the seat harness incorrectly, injury, in-rushing water, and inability to locate and operate exit mechanisms (including rescuers inability to open the exits external to the fuselage) all contributed to the fatalities. Life jackets would have been of benefit in several cases. Of the accidents, 57% were private flights. Passengers require a thorough preflight briefing, life jackets should be worn by all pilots and passengers, and private and commercial pilots should receive Underwater Egress Training.]]></description>
      <pubDate>Tue, 23 Nov 2021 11:19:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1885303</guid>
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    <item>
      <title>Evaluation of the Lifejackets for Lobstermen program: A social marketing initiative to increase lifejacket use in the Northeast lobster fishing industry</title>
      <link>https://trid.trb.org/View/1858472</link>
      <description><![CDATA[Fatality data from the U.S. commercial fishing industry indicates workers in this industry suffer from comparatively high rates of work-related death, in relation to other U.S. industries. Falls overboard are the most frequent cause of death among Northeast lobster fishermen, who make up a large proportion of the commercial fishing industry in this region. PFDs can be an effective solution for preventing fatalities due to falls overboard and vessel sinkings. This study describes the implementation and impact of an intervention focused on increasing PFD use among lobster fishermen in MA and ME. The intervention, entitled “Lifejackets for Lobstermen”, utilized social marketing principles to make PFDs an appealing and accessible option for lobster fishermen. This included offering a variety of fishermen-approved PFDs, as well as making access to these PFDs easy and affordable by bringing them to ports and offering 50% discounts. The program was also promoted widely using slogans and pictures that connected PFD use to fishermens’ values and interests. Intervention impact was measured using pre and post intervention surveys measuring changes in fishermens’ readiness to wear PFDs and through intervention PFD sales. Survey data indicate a significant shift in readiness to wear PFDs in the ME and MA lobster fishing industry in both the treatment and control regions of the study. The largest shifts occurred among fishermen who had not considered wearing PFDs previously. However, during the study assessment period, 88% of intervention PFD sales came from fishermen in the treatment region. The application of social marketing principles to increase the use of PFDs among lobster fishermen in MA and ME successfully increased fishermen’s willingness to consider and purchase PFDs on fishing vessels.]]></description>
      <pubDate>Wed, 28 Jul 2021 13:43:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1858472</guid>
    </item>
    <item>
      <title>Special Crash Investigations: On-Site Vehicle Rollaway Crash Investigation; Vehicle: 2008 Pontiac G6; Location: Indiana; Crash Date: May 2018</title>
      <link>https://trid.trb.org/View/1865324</link>
      <description><![CDATA[This incident occurred in an apartment complex parking lot and involved a retention pond located approximately 15 m (50 ft) west of the parking lot. The Pontiac was a 4-door sedan with an automatic transmission and a console-mounted shift lever. A 3-year-old female occupied the vehicle at the time of the incident. Her father was outside the vehicle engaged in conversation with a witness when the Pontiac began to roll backwards across the parking lot. The vehicle traversed a grassy area and entered the retention pond. The child’s father and the witness entered the water to rescue the child. Neither the father nor the witness could swim, and the witness went back to the shore. The father retrieved the child from the vehicle and handed her to another witness who entered the pond from the far west side. The father drowned during the incident and was retrieved by police divers. He was transported by ambulance to a hospital and was pronounced dead approximately seven hours after the incident. The child occupant was transported to a hospital where she was admitted for treatment of hypothermia. The second witness was transported by ambulance to a hospital. The Pontiac was completely submerged in the pond and was recovered the following day. It was towed to police impound where it was inspected for this SCI investigation. Through the course of the investigation, it was determined that the transmission shift cable was out-of-adjustment, which gave the child the ability to shift the vehicle from the Park position to Neutral without the ignition key and without applying the brake pedal.]]></description>
      <pubDate>Tue, 27 Jul 2021 15:59:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1865324</guid>
    </item>
    <item>
      <title>Land-traffic crash leading to passenger vehicle submersion, drowning and other fatal injuries: A 44-year study based on records from the Finnish Crash Data Institute</title>
      <link>https://trid.trb.org/View/1846294</link>
      <description><![CDATA[Land motor traffic crash (LMTC) -related drownings are an overlooked and preventable cause of injury death. The aim of this study was to analyze the profile of water-related LMTCs involving passenger cars and leading to drowning and fatal injuries in Finland, 1972 through 2015. The database of the Finnish Crash Data Institute (FCDI) that gathers detailed information on fatal traffic accidents provided records on all LMTCs leading to drowning during the study period and, from 2002 to 2015, on all water-related LMTCs, regardless of the cause of death. For each crash, the authors considered variables on circumstances, vehicle, and fatality profiles. During the study period, the FCDI investigated 225 water-related LMTCs resulting in 285 fatalities. The majority of crashes involved passenger cars (124), and the cause of death was mostly drowning (167). Only 61 (36.5%) fatalities suffered some–generally mild–injuries. The crashes frequently occurred during fall or summer (63.7%), in a river or ditch (60.5%), and resulted in complete vehicle’s submersion (53.7 %). Half of the crashes occurred in adverse weather conditions and in over 40% of the cases, the driver had exceeded the speed limit. Among drivers, 77 (68.8%) tested positive for alcohol (mean BAC 1.8%). Multidisciplinary investigations of LMTCs have a much higher potential than do exclusive police and medico-legal investigations. The risk factors of water-related LMTCs are similar to those of other traffic crashes. However, generally the fatal event in water-related LMTC is not the crash itself, but drowning. The paucity of severe physical injuries suggests that victims’ functional capacity is usually preserved during vehicle submersion. In water-related LMTCs, expansion of safety measures is warranted from general traffic-injury prevention to prevention of drowning, including development of safety features for submerged vehicles and simple self-rescue protocols to escape from a sinking vehicle.]]></description>
      <pubDate>Wed, 26 May 2021 11:18:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1846294</guid>
    </item>
    <item>
      <title>Land Motor Vehicle-Related Fatal Drowning in Finland: A Nation-Wide Population-Based Survey</title>
      <link>https://trid.trb.org/View/1749846</link>
      <description><![CDATA[WHO mortality statistics overlook land motor-vehicle accident (LMVA)-related drowning. The aim of the study was to provide an overview of the prevalence and trends of fatal LMVA-related drowning in Finland, plus the main crash settings, victims’ demographic characteristics, and contributing factors leading to such deaths.  A descriptive, retrospective, population-based study of drowning deaths associated with LMVA among Finnish residents of all ages, 1971–2013. LMVA-related drownings and applicable variables were extracted from the Statistics Finland (SF) mortality database by cross-analysis of ICD injury- and external cause-of-death codes.  During the study period, 538 LMVAs leading to drowning occurred among Finnish residents (2.5/1 000 000/year; 4.9% of all unintentional drownings, 3.7% of all LMVA). Three main settings, ones responsible for over 95% of LMVA-related drownings, were recognized: traffic vehicle accidents involving a passenger car; non-traffic vehicle accident involving a snowmobile; and non-traffic accidents involving agricultural, industrial, or construction vehicles. Alcohol use was a contributing factor for death in >40% of the victims, whereas severe injuries were reported in less than 6%. Because transport safety is crucial to prevent any vehicle entering the water, placing LMVA-related drowning in the category of transport accidents is warranted. Once the vehicle becomes submersed, however, prevention measures to avoid death by drowning remains decisive.]]></description>
      <pubDate>Fri, 20 Nov 2020 11:06:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1749846</guid>
    </item>
    <item>
      <title>Child Injury Mortality in Iran: A Systematic Review and Meta-Analysis</title>
      <link>https://trid.trb.org/View/1683974</link>
      <description><![CDATA[Reducing child injury mortality is an important factor in directing national and international policy-makers to program appropriate cause-specific interventions. The systematic review and meta-analysis study was performed to provide a clear view of child injury mortality in Iran. A systematic electronic search of PubMed, Scopus, Web of Science, SID, and Elmnet was performed to identify the Persian and English articles published between 2005 and 2018. All studies reporting child injury mortality were gathered according to inclusion and exclusion criteria. After quality appraisal, data were extracted and analyzed. Twelve studies with an overall sample size of 22,721 met the inclusion criteria. The prevalence of mortality due to road accident, falling, drowning, poisoning and other causes of death were 56.8%, 11.3%, 8.6%, 5.7% and, 17.6%, respectively. The proportion of injury in all-cause mortality in 0–19 and 0–6 age groups were 11.9% and 16.9%, respectively. The findings suggest a relatively high mortality rate for road traffic accidents, which should be taken into account seriously. Developing preventive policies is essential to achieve better standards of road transportation and reduce related mortality in Iran.]]></description>
      <pubDate>Tue, 24 Mar 2020 10:51:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1683974</guid>
    </item>
    <item>
      <title>Boating-Related Drowning in Australia: Epidemiology, Risk Factors and the Regulatory Environment</title>
      <link>https://trid.trb.org/View/1632848</link>
      <description><![CDATA[Recreational boating is a popular pastime in many high income countries, and is a leading activity prior to drowning. This study reports on unintentional fatal drowning associated with boating-related incidents in Australia. A total population, retrospective, cross sectional design examined all boating-related unintentional drowning deaths between 1–July-2005 and 30-June-2015. Variables examined included age, sex, location of drowning incident, vessel type, activity, presence of alcohol/drugs, and lifejacket wear. Relative risk (with a 95% confidence interval) was calculated using fatal drowning rates per 100,000 population and rates per 100,000 registered vessels. Chi square analysis and non-parametric tests for significance were applied. Statistical significance was deemed p < .05. A total of 415 people drowned while boating during the study period, 91.8% male and 35.7% aged between 25 and 44 years. Men were 10 times more likely to drown when boating than females (RR = 10.64 CI:7.55–14.97). Over one quarter (28.7%) of incidents involved alcohol, in 30.6% drugs were identified (31.3% were illegal) and 90.4% were not wearing a lifejacket. Children were more at risk of drowning on a houseboat than adults (RR = 7.13; CI:1.61–31.61). Females were more likely to drown than males when using a personal watercraft (RR = 10.53; CI:2.75–40.33). Boaters may be taking unnecessary risks by disregarding safety regulations, such as not wearing lifejackets and substance use (such as alcohol and illegal drugs). Boating in remote locations presents a high risk of drowning. While safety regulations are in place, enforcement and behavior change remain challenges. Findings support recommendations for increased enforcement of alcohol-related regulations and introducing drug-testing for boaters. Consistency of boating safety regulations, especially around lifejacket wear, is recommended to influence behavior change. The effectiveness of current lifejacket regulations need to be critically evaluated in the context of increasing wear rates for adults and children.]]></description>
      <pubDate>Mon, 22 Jul 2019 07:58:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1632848</guid>
    </item>
    <item>
      <title>Repeated Freediving – An Efficient and Safe Method to Rescue Subjects Trapped in Cars Underwater</title>
      <link>https://trid.trb.org/View/1631674</link>
      <description><![CDATA[A method based on repeated freediving was developed to rescue subjects trapped in cars underwater – a scenario leading to 5–6 annual deaths in Sweden, and thousands globally. The authors determined rescue time and whether the divers were at risk of hypoxic blackout. Cars containing 5 kg negatively buoyant rescue-dummies strapped with seatbelts were placed on 5 m and 8 m depth. Eight freediving-instructors made 230 freedives, working in pairs with one diver always at the surface. For each rescue, two freedivers, equipped with mask, snorkel, fins, weight-belt, wetsuit and a buoy with belt-cutter and glass-breaker freedived alternating in turns between the divers. They accomplished a maximum of one of the following tasks per dive; (1) Finding the car; (2) Marking car with buoy; (3) Opening door/crushing window. (4) Opening/cutting belt; (5) Retrieving dummy to surface; (6) Transporting dummy to shore. Dummies were retrieved to shore from 5 m depth within a mean (SD) duration of 4 min 16 s (1 min 36 s) and from 8 m within 6 min 22 s (2 min 13 s; P < 0.05). Mean dive duration was 28(7)s (14–46 s), with 3 dives over 40 s duration. Freedivers arterial oxygen saturation (SaO2) levels were measured in dives of 30, 35, 40 and 45 s using pulse oximetry. Mean (SD) SaO2 at 20 s after surfacing was 90% for 45 s dives. This allows rapid recovery and gives a safety margin to the 50% SaO2 level when divers may risk blackout. The authors concluded that repeated freediving is efficient for rescuing victims trapped in cars underwater within their survival time, and following recommended methods and dive durations, rescue divers are not exposed to risk.]]></description>
      <pubDate>Wed, 17 Jul 2019 11:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1631674</guid>
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    <item>
      <title>Risk factors associated with life jacket wear among adult canoeists and kayakers in the United States, 1999–2017</title>
      <link>https://trid.trb.org/View/1605972</link>
      <description><![CDATA[Drowning is the most common cause of death in recreational boating. Life jackets prevent drowning, yet adult wear rates remain relatively low on most types of boats. Canoes and kayaks are among the least used boat types, yet maintain the third and first highest annual boating-related drowning rates in 2012, respectively. This 1999–2017 study collected data from 124 study sites across the US. Life jacket wear was calculated for 13 dichotomized risky and non-risky variables, using Chi-square tests. A count variable based on number of risks was created, and Cochran-Armitage trend tests examined linearity in life jacket use. Three illustrative variables for each boat type were represented in tree diagrams. Kayakers had higher wear rates than canoeists among all variables observed. For both boats, the majority of risky conditions had higher life jacket wear rates than their non-risky alternatives. As the number of risks increased, life jacket wear rate increased. Boaters seemingly conduct a mental assessment of risk to determine whether to wear a life jacket.]]></description>
      <pubDate>Thu, 23 May 2019 09:55:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1605972</guid>
    </item>
    <item>
      <title>Driving through floodwater: exploring driver decisions through the lived experience</title>
      <link>https://trid.trb.org/View/1576147</link>
      <description><![CDATA[More than half of unintentional flood-related drowning deaths in Australia are due to driving through floodwater, despite on-going public campaigns. Currently, there is a knowledge gap in understanding why individuals choose to drive through floodwater and the decisions that may lead to such actions. The authors propose that a more complete understanding of individuals’ decisions to drive through floodwater needs to be considered in the context of the lived experience. Australian drivers (N=20) who had intentionally driven through floodwater participated in semi-structured interviews. Data were analysed using a thematic analysis based in an interpretivist approach. Past experience, individual perceptions (e.g., situation perceived as different to warnings), and the social and environmental context (e.g., pressure and encouragement from others, seeing other motorists driving through) emerged as major themes. Most salient was that although there was a common awareness of the risk posed by driving through flooded waterways, the decision to take this risk emerged as being heavily reliant on one's ability to construct a sense of self-efficacy in the lead-up to the incident. This study is the first to explore the lived experience of drivers who intentionally decided to drive through floodwater. Future research and public campaigns can draw on these findings to develop evidence-based interventions aimed at combating this risky driving behaviour.]]></description>
      <pubDate>Fri, 25 Jan 2019 10:34:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1576147</guid>
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