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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Accidents risk and road safety among immigrants in Norway</title>
      <link>https://trid.trb.org/View/1358767</link>
      <description><![CDATA[Immigrants make up 13.1% of the population of Norway in 2012. Immigrant drivers in Norway have considerably higher accident risk, measured as personal-injury accidents per 1000 license holders, than drivers born in Norway. Drivers from the Middle East and Africa have more than twice the accidents risk of drivers born in Norway or immigrant drivers from the western world. Accident risk is calculated using the national registers of road accidents, driver’s licenses and the Norwegian population. Factors which may explain these differences in accident risk were studied by focus group interviews and a questionnaire survey. Language problems, worries about family in the country of origin, attitudes to road traffic rules and driving behavior reflected in the number of road traffic violation fines may contribute to explaining the differences in road accident risk.]]></description>
      <pubDate>Tue, 23 Jun 2015 16:39:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358767</guid>
    </item>
    <item>
      <title>Causes of long-term deflections of large-span pre-stressed concrete box girders and recommendations on how to avoid these</title>
      <link>https://trid.trb.org/View/1084516</link>
      <description><![CDATA[The results of the presented solutions and the developed analytical and design methods will help in creating the sufficient theoretical tools for the reliable and economic structural design of bridges without deflection impairments. The paper reviews the causes of under-estimation of long-term future deflections. Special attention is placed on prestressing - a procedure to find the optimal arrangement of tendon layout - is presented, facilitating the avoidance of tendons contributing to deflection increases. A developed computer program is freely available and a method of repair procedure and a repair example, as well as recommendations for the design practice are also presented.]]></description>
      <pubDate>Wed, 22 Dec 2010 08:37:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1084516</guid>
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      <title>THE ATTITUDE OF THE GERMAN PEOPLE TO FOREIGN WORKERS AS ROAD USERS</title>
      <link>https://trid.trb.org/View/1053834</link>
      <description><![CDATA[A VERY HIGH PERCENTAGE OF THE 2017 PERSONS QUESTIONED DID NOT REPLY TO THE QUESTION 'DO FOREIGN WORKERS HAVE ANY DIFFICULTY AT ALL ON GERMAN ROADS'.  21 PERCENT ADMIT NOT HAVING NOTICED ANY DIFFICULTIES IN ADAPTING TO GERMAN ROAD CONDITIONS.  ALMOST TWICE THAT AMOUNT (41 PERCENT) CONSIDER THAT THE FOREIGN WORKER HAS PROBLEMS COPING WITH PRESENT GERMAN ROAD CONDITIONS.  THE REASONS GIVEN FOR THE DIFFICULTY IN ADAPTING ARE GIVEN AS: MOST OF ALL THEIR OLD CARS (50 PERCENT), LACK OF UNDERSTANDING OF TRAFFIC SIGNS (46 PERCENT), LIMITED DRIVING EXPERIENCE (42 PERCENT) AND THE ADAPTION OF BEHAVIOURAL CHARACTERISTICS LEARNT IN THEIR COUNTRY OF ORIGIN TO GERMAN ROAD  CONDITIONS (41 PERCENT). TURKISH WORKERS WERE CONSIDERED TO HAVE THE MOST PROBLEMS, WHILST THE ITALIANS ARE BEST ABLE TO COPE WITH GERMAN TRAFFIC CONDITIONS.  FROM A SERIES OF DIRECTIVES IT CAN BE ASSUMED THAT FOR THE MOST PART GENERAL ATTITUDE PATTERNS TOWARDS FOREIGN WORKERS OR SINGLE NATIONALITY GROUPS CAN BE PROJECTED ON TO THE CIRCUMSTANCES EXISTING IN ROAD TRAFFIC. TOWARDS THE OBJECTIVE OF ENCOURAGING THE INTEGRATION PROCESS OF THE FOREIGN WORKER IN FEDERAL GERMANY, IT WOULD BE CONCEIVABLE THAT TO CORRECT  WRONG ASSUMPTIONS CONCERNING THE PROBLEMS OF THE FOREIGN WORKER ON GERMAN ROADS ALSO HAS A POSITIVE EFFECT ON THE GENERAL ATTITUDE TOWARDS THIS GROUP.]]></description>
      <pubDate>Sun, 21 Nov 2010 03:37:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1053834</guid>
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    <item>
      <title>ACCIDENT INVOLVEMENT OF NATIONAL AND FOREIGN HEAVY GOODS VEHICLES</title>
      <link>https://trid.trb.org/View/1050608</link>
      <description><![CDATA[THE STUDY SHOWED THAT FOREIGN HEAVY GOODS VEHICLES WERE LESS INVOLVED IN THE TOTAL NUMBER OF ACCIDENTS THAN THE GERMAN GOODS VEHICLES, BUT THEY WERE A GREATER CAUSE OF ACCIDENTS AND WERE MORE INVOLVED IN ACCIDENTS ON MOTORWAYS THAN ON CITY STREETS.  THE ACCIDENT INVOLVEMENT OF FOREIGN BUSES DID  NOT PRESENT A PARTICULAR PROBLEM, BUT THE FIGURES FOR FOREIGN MILITARY VEHICLES WERE VERY UNFAVOURABLE.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:47:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050608</guid>
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    <item>
      <title>The traffic safety situation among foreign born in Sweden: based on eight road user population zones</title>
      <link>https://trid.trb.org/View/814238</link>
      <description><![CDATA[Road traffic crashes are identified as a world wide public health problem. Prognoses by WHO suggest these crashes  constitute the third most common reason for fatalities and disabilities in 2020. However, the crash risk varies from country to country. Previous research concerning foreign born within the Swedish road transport system shows an overrepresentation of crash involvement for this group. In order to identify the nature of the problem and to be able to compare crash involvement among foreign born with native born, the aim of the study was to cluster countries world wide into road user population zones, depending on Gross National Income (GNI), motorization, the traffic safety situation and geographical position for each country. Based on the eight identified clustered zones, comparisons of the zones and possible correlations between the different parameters were made, using Sweden (native born) as reference country. Data from several registers showed that an increase in GNI correlated with more cars and fewer traffic fatalities. For a number of zones, nearly all of them less wealthy, an increase in GNI correlated with more cars, and the more cars, the lower the number of killed road users per car. Furthermore, among foreign born, the average relative crash risk was 50 per cent higher for males and about 10 per cent for females compared to native born in the Swedish road transport system. If the subgroup of crash involved car drivers 18 years and older was selected for analyses, data revealed that male foreign born ran double the risk of being involved in a crash, while for female foreign born the relative risk was increased by 70 per cent (A).]]></description>
      <pubDate>Mon, 06 Aug 2007 13:59:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/814238</guid>
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    <item>
      <title>Closing the cross border enforcement gap</title>
      <link>https://trid.trb.org/View/810655</link>
      <description><![CDATA[This article concerns the problem of enforcing UK traffic laws on drivers of foreign-registered vehicles. A UK lobbying and influencing initiative, the SPARKS programme, seeks to persuade UK and European government to address the enforcement gap. De-criminalisation of moving traffic offences has meant that offences are only taken to a civil court. Enforcement in the city of London under this scheme has largely been successful, but overseas registered vehicles are increasing in number and these drivers have little incentive to pay as the UK authorities have no power to ensure payment of the penalty. The European Commission approved funding in 2006 to research cross-border enforcement.]]></description>
      <pubDate>Mon, 11 Jun 2007 13:33:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/810655</guid>
    </item>
    <item>
      <title>Tracking down overseas evaders</title>
      <link>https://trid.trb.org/View/786980</link>
      <description><![CDATA[This article considers the problem of activating UK penalty charges for parking offences committed by drivers whose vehicles are registered in other countries. Drivers registered in France are the most common offenders in London. European countries have different laws on the prosecution and payment of parking and traffic fines which makes it difficult to recover cross-border debts. One way of tackling the problem is to clamp and impound persistent offenders. Traffic law enforcement agencies and local authorities are working together in Project SPARKS to improve the prospect of cross-border enforcement. A number of foreign organisations are starting to get involved. EU legislation is being enacted to facilitate the recovery of penalties from foreign drivers. The UK Road Safety Bill 2005 will require foreign freight vehicles to provide a monetary deposit for immediate payment of fines.]]></description>
      <pubDate>Mon, 07 Aug 2006 13:23:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/786980</guid>
    </item>
    <item>
      <title>Road tolls</title>
      <link>https://trid.trb.org/View/770870</link>
      <description><![CDATA[Taxing foreign trucks when they use UK roads is a common demand from UK hauliers, who have to pay to use motorways in other parts of Europe. The system proposed to charge overseas hauliers in the UK is the Lorry Road User charge (LRUC), but this may increase costs for UK hauliers as well. An alternative system has been proposed by McKinnon and McCelland of Heriot Watt University. Under this scheme, a reading of the distance travelled by the truck would be taken from the tachograph at the annual MoT inspection. This would be used to calculate the annual toll. The operator would declare how much fuel had been used by the vehicle in the year and a rebate would be worked out using benchmark miles-per-gallon figures. The difference between the amount of toll owed and the rebate would then be calculated. Overseas hauliers would have to register with UK authorities and declare their mileage when they enter and leave the country, paying a toll each trip and giving a rebate for fuel purchased in the UK.]]></description>
      <pubDate>Thu, 22 Dec 2005 13:59:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/770870</guid>
    </item>
    <item>
      <title>RAILWAY OPERATORS ON FOREIGN MARKETS</title>
      <link>https://trid.trb.org/View/742164</link>
      <description><![CDATA[Rail transport enterprises have always had ambitions to operate foreign networks. This article describes foreign operators and foreign investment in South America, Africa and Australasia. The gradual deregulation of transport in Europe has made it a target for global operators. The situation in the UK, Europe's first completely open transport market, is outlined and the activities of French companies within the UK are described. Foreign operations in the Scandinavian market and Germany are discussed. The different degrees of success achieved by different foreign operators in Europe are considered with reference to the situation in the Netherlands, Italy and Portugal.]]></description>
      <pubDate>Wed, 06 Oct 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/742164</guid>
    </item>
    <item>
      <title>NON EQUIPPED USERS IN THE SWISS DISTANCE-RELATED HEAVY VEHICLES FEE</title>
      <link>https://trid.trb.org/View/727841</link>
      <description><![CDATA[This paper focuses on the non equipped users of the Swiss Distance-Related Heavy Vehicles Fee which will be introduced in January 2001. Because the Swiss system covers the entire road-network of Switzerland, system and country borders are the same. Consequently the Swiss Customs Authority is in charge of levying the fee. There is one of the crucial issues surfacing: Because of the Swiss Distance-Related Heavy Vehicles Fee, no further queues at the border stations must occur. Similar to other EFC-Systems, non-equipped users are not easy to handle. Hence, a simple and quick solution which does not affect system security or the fee levied had to be developed. The solution was found by an ID-Card, issued to a vehicle at first entry to Switzerland. On this ID-Card all relevant fixed data, e.g. licence plate number or vehicle maximum laden weight are stored. Upon each entry the driver declares himself his variable data like actual mileage reading and actual trailer status at one of the 165 self-service-machines located at the border checkpoints to Switzerland. After the declaration is made, a ticket is printed. At the exit of Switzerland the driver hands out this ticket - completed with the actual mileage reading and his signature - to the Customs officer. The fee due can be paid via fleet-, petrol- or credit cards, via a customs account and, against a surcharge, in cash. The process outlined shows that the Swiss system represents a simple and efficient solution for non-equipped users.  For the covering abstract see ITRD E114174.]]></description>
      <pubDate>Thu, 07 Nov 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/727841</guid>
    </item>
    <item>
      <title>IMMIGRANTS AND TRAFFIC SAFETY (PRESTUDY): AN ANALYSIS OF EXISTING PUBLIC DATA SOURCE IN SWEDEN</title>
      <link>https://trid.trb.org/View/715430</link>
      <description><![CDATA[Using existing public data sources, we have tried to describe some traffic safety measures for immigrant groups in Sweden. The study was made in three stages: A study of the literature, a survey of available data sources, and statistical analysis of some combined data sources. The results of the literature study were disappointing, an indication of the limited interest in these issues so far. In the database survey, we found that there are some important sources containing informationabout traffic and road users. Unfortunately, not all of these can be merged with the records of the total population (RTB). Since RTB is the only data source that contains data on the country  of origin, it is not possible to elucidate all aspects of traffic safety for immigrant groups from existing data. One example is that travel patterns cannot be described since the travel pattern survey data cannot be matched to RTB. In the comparison of accident statistics, we did not study individual countries but larger groups of countries, a total of nine. The results indicate significant traffic safety differences between these groups of nationalities. Finally, we discuss some aspects of quality in the data sources used. It is concluded that the results must be interpreted with some care. (A)]]></description>
      <pubDate>Mon, 07 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/715430</guid>
    </item>
    <item>
      <title>IMMIGRANTS IN TRAFFIC: AN ATTITUDE STUDY IN THE COUNTIES OF VAERMLAND AND SKARABORG</title>
      <link>https://trid.trb.org/View/675861</link>
      <description><![CDATA[The purpose of this project is to determine immigrant attitudes towards traffic safety, as well as to explain to what extent these groups differ from the Swedes. The results showed that immigrants were less likely to use seat belts when driving in built-up areas, than Swedes. On the other hand, there was no difference between groups when it came to using seat belts outside populated areas. Immigrants were also less likely to use of safety equipment for children in cars. The general opinion was that children are safer travelling in the rear seat or sitting on the lap of an adult holding them. The study also included a number of questions about speed and compared with Swedes the immigrants were less inclined to exceed speed limits and had a more negative attitude to this fact. However, the longer respondents had lived in Sweden, the more usual it was to exceed speed limits. In general, immigrants were extremely satisfied with the situation for vulnerable road-users in Sweden. The same applied to the traffic conditions, an opinion that was strengthened the longer one had lived in Sweden. The results also showed that the term immigrant is ambiguous in itself since relatively large differences between groups depend on other factors such as nationality, age, gender, education and attitudes. Finally, the study recommends traffic safety information campaigns targeted at immigrant groups. This is not motivated solely because they are less safety-conscious than Swedes. It is often the case that Swedes and immigrants need the same message. But the information can be formulated with consideration to the target groups background knowledge and language capability. (A)]]></description>
      <pubDate>Wed, 04 Apr 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/675861</guid>
    </item>
    <item>
      <title>MOTOR HOME TOURISM IN NORWAY</title>
      <link>https://trid.trb.org/View/457250</link>
      <description><![CDATA[The report describes tourists travelling in motor homes in Norway. A total of 35000 motor homes visited Norway during the summer of 1994. Motor home tourists stayed an average of 13 nights in Norway. Tourists travelling in motor homes were satisfied with most aspects of their stay. More than other motorists they mentioned overnight accommodation and the weather as the least positive aspects of their trip.(A)]]></description>
      <pubDate>Wed, 31 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457250</guid>
    </item>
    <item>
      <title>MOBILITY OF ETHNIC MINORITIES</title>
      <link>https://trid.trb.org/View/451165</link>
      <description><![CDATA[The topic of this paper is the mobility of ethnic minorities living in the Netherlands. For several reasons, some minorities are underrepresented in regular surveys. The goal of this research is to gain insight into differences in travel behaviour of minorities to the native Dutch population, and whether these differences should have implications for transportation policy. Minorities have different mobility patterns than the majority of the Dutch population. They visit friends and family more often. The differences in mobility patterns of men and women are greater than the male/female differences in the native population. There is also much difference in the extent to which knowledge on transportation policies reaches ethnic minorities. It is not known whether these differences disappear or diminish in the second and consequent generations. The research aims at analysing differences in travel behaviour of Surinams, Turks and Dutch more precisely.For the covering abstract of the conference see IRRD 871533.]]></description>
      <pubDate>Tue, 24 Oct 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/451165</guid>
    </item>
    <item>
      <title>STRUCTURE AND EXTENT OF INTERNATIONAL ROAD TRANSPORT AND THE NEED FOR MOTORIST INFORMATION</title>
      <link>https://trid.trb.org/View/426653</link>
      <description><![CDATA[The report tries to determine the amount of international traffic on the road E6 and on the national highway 26 within the county of Halland, Sweden, and also to analyse the drivers' ability to utilize the information available to road-users. The purpose is to provide a basis for decisions about multilingual motorist information. It is clear that the share of international traffic is greater for heavy vehicles than for passengers cars. It appears that all foreign drivers find it relatively easy to understand the information boards that are available at stopping-places in the county. The truck and bus driver who state greatest need of motorist information in their own language are chauffeurs from F/E/I/P/B, as well as eastern Europe, except for Poland. The car drivers who state greatest need of multilingual motorist information, are drivers from F/E/I/P/B and USA/CND/AUS. Car drivers from Great Britain and Poland have possibly an even greater need, of such information. (A)]]></description>
      <pubDate>Thu, 17 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/426653</guid>
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