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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>TAKE CARE TO PREVENT UNINTENTIONAL PLAN STAMPING</title>
      <link>https://trid.trb.org/View/487655</link>
      <description><![CDATA[In a widely publicized case, the Ohio State Board of Registration for Professional Engineers and Surveyors has been backed by three courts of appeal in the suspension of a license for the offense of "plan stamping."  Other states have broadcast news of similar crackdowns.  Plan stamping is the practice of endorsement by placing a professional seal and signature upon survey work that was not supervised by the endorser.  Three areas of day-to-day practice can give the appearance of plan stamping, if they are not carefully monitored.  The first area of concern involves decisions of the crew chief, the possibly unlicensed technician who oversees the field reconnaissance, data collection, and stakeout on an ordinary boundary survey.  In this information age, the crew chief can and should maintain contact throughout the project with the licensed supervisor. Another gray area is the "responsible change" doctrine, wherein a candidate for licensure must substantiate his or her experience commanding project decisions for several years of boundary internship.  As in the previous case, the candidate must apprise the licensed surveyor of each and every aspect of the project.  A third potential conflict can arise in the operations of a branch office.  As a general rule of thumb, those in a branch office should either work under the supervision of a licensed surveyor who is there day to day or the technicians of the branch office must communicate each day throughout each project with the licensed surveyor miles away.]]></description>
      <pubDate>Sun, 02 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487655</guid>
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      <title>TEENAGE DRIVER LICENSURE RATES IN FOUR STATES</title>
      <link>https://trid.trb.org/View/486752</link>
      <description><![CDATA[High school students in four states were surveyed every six months from their freshman through senior years.  Delaware students could obtain learner's permits beginning at age 15 years and 10 months and licenses at age 16.  Connecticut and New York students could begin learning driving and become licensed at age 16 but New Jersey students could not get their licenses until age 17.  Comparisons within states indicated students with higher grade point averages and living with both parents, of whom at least one was a college graduate, were more likely to become licensed at younger ages.  The implications of these factors along with the age to obtain a learner's permit, the age to obtain a license, state and/or local night driving restrictions and the requirement of driver education programs, are considered in relation to the graduated licensing systems being proposed in several states.]]></description>
      <pubDate>Wed, 24 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486752</guid>
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      <title>LICENSING PRACTICES AND CRASH RISK IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/477741</link>
      <description><![CDATA[Youth driving has been a nearly constant topic for at least the last thirty years.  The net result has been a large body of knowledge as to the nature and extent of the problem.  Most, often, this knowledge has led to the conclusion that we should keep young drivers off the highway.  At present, our most effective young driver countermeasures are:  state licensing laws which delay teenage licensure; teenage night driving curfews; and probationary licenses which suspend the license of a young driver at the first sign of trouble.  All of these approaches, as well as the minimum age alcohol purchasing laws, have the effect of limiting teenage driving in general and/or high risk driving in particular.  Approaches based on limiting exposure, while effective, limit the mobility of young persons and limit opportunities for driving experience.  Needed is a new class of countermeasures that deal more directly with integrating new drivers into the traffic stream.  Graduated licensing may provide the basis for these new approaches.  This paper will not attempt to summarize the body of knowledge that has led to the present situation and the need for new approaches.  Rather, the following is a discussion of the problem from a much more personal perspective.]]></description>
      <pubDate>Fri, 01 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477741</guid>
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      <title>LICENSING SYSTEMS FOR CONTROLLING THE RISK OF YOUNG MOTORISTS</title>
      <link>https://trid.trb.org/View/477740</link>
      <description><![CDATA[This paper describes several licensing systems and considers their potential for addressing the problem of young driver crashes.  These systems include conventional, probationary and provisional licensing.  A review of these systems provides the basis for an examination of the rationale for graduated licensing, a description of how a graduated licensing system might operate, and illustrations of how graduated licensing actually works in practice.]]></description>
      <pubDate>Fri, 01 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477740</guid>
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      <title>THE CALIFORNIA DRIVER PERFORMANCE EVALUATION TEST--AN IMPROVED METHOD OF ASSESSING DRIVER COMPETENCY</title>
      <link>https://trid.trb.org/View/477742</link>
      <description><![CDATA[This paper describes the multi-phase development and validation of an improved method of road testing novice driver license applicants in California.  Known as the Driver Performance Evaluation (DPE test), the new test is shown to be more reliable and difficult than the standard DMV road test and also to discriminate between novice and experienced drivers.]]></description>
      <pubDate>Fri, 01 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477742</guid>
    </item>
    <item>
      <title>LICENSING LAWS AND DESIGN/BUILD PROJECTS: WHAT YOU DON'T KNOW CAN HURT YOU</title>
      <link>https://trid.trb.org/View/475433</link>
      <description><![CDATA[As the one-stop shopping offered by design/build project delivery becomes more popular, many engineering firms have been adapting to meet client demands, participating as a team member or taking the leadership role in design/build projects.  Engineering firms are cautioned not to jump into design/build projects blindly, however, because such projects present a number of legal issues that may not crop up on standard projects.  To ensure that licensing requirements will not pose an obstacle to enforcement of its design/build contracts, an engineering firm should take the following steps to ensure compliance:  confirm that the firm's business organization for its engineering practice and its design/build services complies with its home state's requirements; investigate the applicable state law for each additional state in which the firm plans to practice; and state clearly in the contract, if the firm will be providing services for a contractor or other nonprofessional, that the engineer is responsible for providing all the engineering services required for the project.]]></description>
      <pubDate>Mon, 12 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475433</guid>
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      <title>UNLICENSED MOTORCYCLISTS: BORN TO RIDE DANGEROUSLY</title>
      <link>https://trid.trb.org/View/575268</link>
      <description><![CDATA[This article explores the dangers associated with unlicensed motorcycle drivers.  Motorcyclists in general are 16 times more likely than passenger-car occupants to die in a crash, and about four times as likely to be injured.  About three quarters of fatal motorcycle accidents involve factors related to operator behavior.  Because of these statistics, all U.S. states now require motorcyclists to have a special license or endorsement that is based on passing a fundamental riding-skill and knowledge test.  However, about 20 percent of motorcyclists on the road do not have a valid motorcycle license.  Forty percent of fatal motorcycle crashes involve riders who are not properly licensed.  These unlicensed riders are less likely to have the training and abilities needed to ride safely.  The reasons why so many motorcyclists are unlicensed are outlined and efforts to increase compliance and public awareness are described.  An innovative program in Minnesota that makes it easier to obtain a proper license is highlighted.  In that state, officials began an evening skills-testing program.  In two years, 1,721 people received their endorsement through this evening program.  Law enforcement and prevention/education strategies are described.]]></description>
      <pubDate>Wed, 23 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575268</guid>
    </item>
    <item>
      <title>ONTARIO'S UNIQUE DRIVING TEST</title>
      <link>https://trid.trb.org/View/575275</link>
      <description><![CDATA[This article describes Ontario's new "G2" (Level Two) driver license road test now installed in all test areas throughout the province.  The test is being well received by the training community and the public.  The test is unique because it is likely the only jurisdiction in the world to require a second behind-the-wheel test to qualify for a full driver's license. It is also the only jurisdiction to have a validated license test for automobiles; a similar test is being developed and implemented for motorcycles.  The test system was implemented in 1994 as part of the province's graduated licensing system. The test takes less than an hour to administer and includes parking maneuvers, a business district with complex traffic situations, a residential area, and highway driving.]]></description>
      <pubDate>Fri, 04 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575275</guid>
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      <title>CRASH INVOLVEMENTS OF 16-YEAR-OLD DRIVERS</title>
      <link>https://trid.trb.org/View/483476</link>
      <description><![CDATA[All reported crashes--property damage, nonfatal injury, and fatal--estimated for 1993 in the National Highway Traffic Safety Administration's General Estimates System were reviewed for 16-year-old drivers.  The findings were compared to the crash involvements of other teenagers, older drivers, and fatal injury crash involvements as computed by the Fatal Accident Reporting System.  Sixteen-year-olds were more likely than other teenagers and older drivers to be involved in single-vehicle accidents, and to be in accidents between 6 p.m. and 11:59 p.m.  They were also more likely to have been charged with a moving violation and to have been responsible for the crash.  Sixteen-year-old drivers in crashes, compared with other teenage drivers, were proportionately more likely to be female and to have other teenagers accompanying them.  These differences among 16-year-olds, other teenagers, and older drivers were also apparent when fatal crashes alone were reviewed.  Characteristics of the crashes of 16-year-olds can be employed to establish licensing policies for beginning drivers.]]></description>
      <pubDate>Mon, 16 Jun 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/483476</guid>
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      <title>COMMERCIAL DRIVER'S LICENSING MAKES THE GRADE</title>
      <link>https://trid.trb.org/View/482893</link>
      <description><![CDATA[When the Commercial Driver's License (CDL) program was initiated in 1992, truck drivers were unhappy about the new license renewal process.  Passing a written test for license renewal, though, has resulted in getting alot of bad drivers off the road.  Many officials credit the CDL program with improving highway safety by:  ensuring that commercial drivers are qualified; making testing and licensing standards uniform nationwide; and prohibiting drivers from carrying multiple state licenses.  This article explains how the CDL program has positively impacted crash and fatality rates among commercial drivers and how the Federal Highway Administration plans to fine tune the program based on a 5-year evaluation.  A sidebar proposes ways to close CDL loopholes.]]></description>
      <pubDate>Sun, 11 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482893</guid>
    </item>
    <item>
      <title>MAKING THE CASE FOR TRAINING AND EDUCATION</title>
      <link>https://trid.trb.org/View/482291</link>
      <description><![CDATA[A recent report produced by the Traffic Injury Research Foundation (TIRF) indicates that training and educating new drivers is more likely to cost lives than save them.  The report is based on a recent study conducted for the Insurance Institute for Highway Safety that concluded that systems of graduated driver licensing now under consideration in many states should not include driver training and education. This article describes the shock of the driver training/education community to the TIRF report.  The training/education community had been gearing up to reinvent curriculum tailored to the needs of graduated licensing systems.  A case study is included of a teenage girl that was killed because she lacked the skills necessary to control her vehicle as it went off the road and veered back onto the pavement to hit another vehicle head on.  The overall implication of the report is that giving individuals skills and knowledge is dangerous, which the author points out is quite disconcerting.]]></description>
      <pubDate>Thu, 03 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482291</guid>
    </item>
    <item>
      <title>EVALUATION OF COMMERCIAL VEHICLE SAFETY: THE DEFINITION OF SAFETY</title>
      <link>https://trid.trb.org/View/466690</link>
      <description><![CDATA[The purpose of this study is to devise methods for a comprehensive evaluation of commercial vehicle safety in Ontario. Specific objectives were to define what commercial vehicle safety is to mean, and to develop methods and models for tracking and projecting commercial vehicle safety as defined. The complications involved in developing a definition of safety based on collisions per kilometer led the study team to assess the specific needs of a variety of safety data users and to investigate methods of providing specific measures of safety for their objectives.  The needs that were considered included vehicle and licensing control, driver control, road design and maintenance, traffic management, and public information.  The study also reviewed the current sources of data for collisions, vehicle and operator populations, fitness indicators, and exposure.  The final section provides the team's recommended actions which include examples of the type of publications and research that could be undertaken using existing and enhanced data.]]></description>
      <pubDate>Wed, 05 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466690</guid>
    </item>
    <item>
      <title>ENERGY SAVINGS DUE TO LAND TRANSPORTATION MANAGEMENT IN SINGAPORE</title>
      <link>https://trid.trb.org/View/469664</link>
      <description><![CDATA[Singapore has been actively engaged in implementing various land transportation policies and traffic management schemes since the early 1970s to reduce traffic congestion.  This paper examines the benefits in energy savings arising from the following five major schemes: the area licensing scheme; the computerized area traffic control system; the adaptive traffic control system; the exclusive bus lane scheme; and, the island-wide expressway system.  The analyses are made based on the findings of a two-year study that developed vehicle fuel consumption models for Singapore traffic.  The area licensing scheme that restricts traffic flow into the Central Business District is found to have the greatest energy impact, followed by the island-wide expressway system and the traffic-signals control systems within the CBD.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469664</guid>
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    <item>
      <title>WHEN SHOULD OLDER DRIVERS GIVE UP THE KEYS?</title>
      <link>https://trid.trb.org/View/464987</link>
      <description><![CDATA[Handing over the car keys is hard for older drivers who may feel they are relinquishing their independence.  Some states have age-based license screening, however, most major advocacy groups for seniors discourage age-based testing.  The American Association of Retired Persons supports methods that identify functional driving limitations in people of all ages.  This article ponders the question of when older drivers should give of the keys.  A transition period in which older drivers gradually stop driving is common for many seniors, who initially stop driving at night, then at peak periods, etc.  The article also describes transportation alternatives for older people that want to maintain an independent lifestyle.  A sidebar lists telltale signs of when an older driver becomes a public hazard.]]></description>
      <pubDate>Tue, 29 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464987</guid>
    </item>
    <item>
      <title>MICHIGAN OMNIBUS STATE TRAFFIC SAFETY SURVEY: SUMMER 1995</title>
      <link>https://trid.trb.org/View/460492</link>
      <description><![CDATA[The 1995 Omnibus State Traffic Safety Survey is part of a multiyear study providing periodic information on traffic safety attitudes, perceptions, and reported behaviors of adult residents throughout the state of Michigan.  The latest survey wave was conducted in June 1995 (N=810).  The telephone survey instrument contained 58 questions on six broad traffic safety topics including travel speeds and roads, police patrols, driver licensing, alcohol consumption and impaired driving, designated drivers and other alternatives for impaired drivers, and driving with suspended licenses.  Majority support was found for policies restricting driving privileges of drivers under age 18, policies concerned with the licensing of older drivers, and policies aimed at keeping persons with suspended driver's licenses off the road.  Stratification by gender, age, survey year, and other selected variables revealed significant differences.  Results are of interest to those considering alternative policies to reduce injuries, and to those monitoring injury-relevant behavior such as alcohol consumption, safety belt use, and speeding.]]></description>
      <pubDate>Fri, 02 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460492</guid>
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