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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>Evaluating Student Driver Knowledge and Behaviors through a University Driver Education Safety Refresher Program</title>
      <link>https://trid.trb.org/View/2736753</link>
      <description><![CDATA[This pilot program utilized an online survey to identify driver behaviors among students, faculty, and staff on the University of South Florida (USF) Tampa campus. Adopting a social marketing approach, the program focused on identifying and addressing driver safety issues and behaviors. The research aimed to develop recommendations for creating a safer driving environment at USF by updating driver safety information for students and raising awareness about safety across all campus transportation modes. As part of this initiative, the USF Student Government (SG) partnered with the Center for Urban Transportation Research (CUTR) to pilot a new student transportation officer position within SG leadership. This role is designed to focus on transportation safety issues, advocate for improved campus roadway infrastructure, and promote social improvements. Appointing a dedicated transportation officer could significantly enhance safety and advocacy efforts on campus.]]></description>
      <pubDate>Fri, 14 Aug 2026 15:04:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736753</guid>
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    <item>
      <title>A review of national policies for electric bicycles in China</title>
      <link>https://trid.trb.org/View/2733095</link>
      <description><![CDATA[Despite the growing popularity of electric bicycles (e-bikes) in China, there has been limited systematic evaluation of national e-bike safety policies. This study aims to comprehensively review national e-bike policies issued between 2003 and 2025 and assess them using an adapted analytical framework informed by the World Health Organization (WHO) Safe System approach and the Decade of Action for Road Safety 2021–2030. Policies were mapped across four substantive road safety domains and four implementation domains. This study retrieved policy documents from the websites of the State Council and 75 affiliated ministries. A total of 24,227 records were identified, of which 104 policies met the inclusion criteria. The number of policies issued notably increased after 2015, with a shift from single agency to multi-sectoral collaboration as part of China’s 14th Five-Year Plan period. Most policies focused on the “safe vehicles” domain, particularly enforcement related to product standards and technical specifications. In contrast, fewer policies addressed the “safe users” and “safe roads” domains. No directly relevant national policy content on “post-crash response” specific to e-bikes was identified. Evidence on the implementation and effectiveness of these policies remains limited. Future policy efforts should go beyond standard setting by addressing the limited attention to user behavior, enforcement, and post-crash response identified in current policies. This could be achieved through targeted enforcement and helmet-use legislation, expanded public education programs, and inter-agency coordination to strengthen post-crash preparedness.]]></description>
      <pubDate>Thu, 13 Aug 2026 17:03:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2733095</guid>
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    <item>
      <title>The Value of the Recreational Boating Safety Program</title>
      <link>https://trid.trb.org/View/2732350</link>
      <description><![CDATA[In the United States, the modern Recreational Boating Safety (RBS) Program traces its inception to the Federal Boat Safety Act (FBSA) of 1971. The Act’s purpose was to improve boating safety by encouraging and assisting participation by the states, industry, and public. It also established national construction and performance standards and created flexible regulatory authority concerning boats. Within the Coast Guard, the Office of Auxiliary and Boating Safety coordinates the National RBS Program. Under the program, an eligible state must have an approved RBS Program, which includes five key areas—enforcement, education, vessel numbering, casualty reporting, and a memorandum of agreement with the relevant Coast Guard District. Since the Act's passage, the many elements of the National RBS Program have successfully reduced incidents, injuries, and deaths. In 2024, the RBS Program achieved the fewest number of boating deaths in its history—a key measure of success.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732350</guid>
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    <item>
      <title>Merged Crash Data and DMV Intervention Programs</title>
      <link>https://trid.trb.org/View/2725248</link>
      <description><![CDATA[Risky behaviors are recognized by the Oregon Department of Transportation’s (ODOT) Transportation Safety Action Plan as a contributor to fatal and severe traffic injury. It is the objective of the DMV’s risky driver diversion program to reduce the frequency of crashes caused by repeat traffic offenders by removing them from the roadway until they are deemed safe to return. Until recently, based on research performed by ODOT’s research office and the Oregon Driver & Motor Vehicle Services supported by the National Highway Traffic Safety Administration (NHTSA), it was not possible to robustly evaluate how ODOT’s risky driver diversion program strategies such as the habitual traffic offender (HTO) program, the Oregon driver improvement program (DIP), the driving under the influence of intoxicants (DUII) program, and the at-risk driver program perform in making Oregon streets safely. There is a need to evaluate the effectiveness of these programs to maximize  efforts to improve the safety of road users in Oregon.

This evaluation will confirm which programs are producing positive safety improvements. Policy recommendations for shifting the triggering thresholds for certain diversion programs or modifying their delivery in other ways based on the risk profiles of Oregon drivers, specifically the relationships between citations and crashes experienced in Oregon, will be developed.]]></description>
      <pubDate>Wed, 08 Jul 2026 16:03:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2725248</guid>
    </item>
    <item>
      <title>Preventative &amp; Proactive National Safe Roads Challenge Program to Improve Driver Behaviours &amp; Tailor Safety Interventions</title>
      <link>https://trid.trb.org/View/2643340</link>
      <description><![CDATA[This Safe Roads Challenge (SRC) project used a mobile app to gamify driver behavior improvement. Participants (1,112 drivers) were assigned to teams and competed in the Great Canadian Driving Games during March-September 2025. Weekly challenges included interventions such as driving tips, motivational messages, and prizes to encourage safe driving. Data was collected on phone handling, acceleration, braking, cornering, steadiness, swerving, and speeding. Two of the project goals were to determine which types of messages and incentives resulted in driver behavior change and to use real-time driver data to identify high-risk locations. Data was used to develop Safety Performance Functions for signalized intersections in Alberta, Canada. Overall, participating in the challenges gradually improved driver behavior.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643340</guid>
    </item>
    <item>
      <title>Impaired Driving Helping Communities Assess the Problem</title>
      <link>https://trid.trb.org/View/2683215</link>
      <description><![CDATA[This fact sheet presents communities with 16 questions to examine when addressing the problem of drunk and drugged driving in Canada. The questions relate to: (1) law enforcement - including the number of officers trained in sobriety testing and the number of drug recognition experts, the annual number of enforcement and education activities, how often mandatory alcohol screening (MAS) is utilized in traffic stops, and the number of impaired driving arrests; (2) crash injuries - including the number of people involved in impaired driving incidents admitted to emergency rooms and data from paramedics; (3) crash characteristics - including where crashes are happening, whether crash locations include colleges, sports venues, or concert venues, and how many crashes involved impaired pedestrians or cyclists; and (4) community information - such as alcohol sale locations, community attitudes, impaired driving advocacy groups, locally delivered prevention campaigns, and availability and use of public transportation, ridesourcing, or taxi services.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:55:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683215</guid>
    </item>
    <item>
      <title>Crash Report Sampling System Analytical User’s Manual, 2016-2024</title>
      <link>https://trid.trb.org/View/2686625</link>
      <description><![CDATA[The Crash Report Sampling System  (CRSS) is a sample of police-reported crashes involving all types of motor vehicles,  pedestrians, and cyclists, ranging from property damage-only crashes to those that result in  fatalities. CRSS is used to estimate the overall crash picture, identify highway safety problem  areas, measure trends, drive consumer information initiatives, and form the basis for cost and  benefit analyses of highway safety initiatives and regulations. CRSS obtains its data from a nationally representative probability sample selected from the more  than 6 million police-reported crashes that occur annually. Although various sources suggest that  there are many more crashes that are not reported to the police, the majority of these unreported  crashes involve only minor property damage and no significant personal injury. By restricting  attention to police-reported crashes, CRSS concentrates on those crashes of greatest concern to  the highway safety community and the general public.  This multi-year analytical user’s manual provides documentation on the evolution of coding  practices of CRSS from 2016 to 2024. The manual will continue to grow each year and present  the historical coding of CRSS from inception through present. It includes documentation on the  data elements that are contained in CRSS and other useful information that will enable the users  to become familiar with the data system. The FARS/CRSS Coding and Validation Manual  provides more detailed definitions and coding rules for each data element and attribute.  NHTSA’s National Center for Statistics and Analysis (NCSA) publishes these manuals for each  year of data collection, and they are available at NCSA Publications — Manuals and  Documentation — CRSS. This is the updated and revised Crash Report Sampling System Analytical User’s Manual for the period 2016 to 2024.]]></description>
      <pubDate>Mon, 06 Apr 2026 10:25:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686625</guid>
    </item>
    <item>
      <title>Determinants of elementary school participation in the traffic education program</title>
      <link>https://trid.trb.org/View/2636363</link>
      <description><![CDATA[This study examines the determinants of elementary school participation in a city-wide initiative aimed at improving children’s traffic safety skills through experiential learning. The analysis covers all elementary schools in the City of Brno (Czech Republic) and explores how institutional and environmental characteristics influence schools’ decisions to participate in the program. The research employs descriptive statistics and the Chi-square test of independence to identify relationships between program participation and factors such as school size, ownership, reputation, and surrounding traffic environment. The results highlight that school ownership and the involvement of management play a significant role, while the effect of the physical environment is less pronounced. Based on these findings, recommendations are formulated for municipal authorities, school management, and program coordinators to support the sustainable implementation and wider uptake of traffic education programs at the local level.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:43:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636363</guid>
    </item>
    <item>
      <title>UNECE Global Technical Regulation No. 13 Fire and Closure Tests</title>
      <link>https://trid.trb.org/View/2680622</link>
      <description><![CDATA[This research evaluated the fire test and primary closure test procedures outlined in the draft United Nations Economic Council for Europe (UNECE) Global Technical Regulation (GTR) No. 13 and the revised NHTSA test methods, as opposed to examining individual specimens. NHTSA used the results of this research to develop the procedures in FMVSS No. 307 and 308. Part 1 covers two test series conducted on compressed hydrogen storage systems (CHSS) to evaluate the proposed fire test procedures. In the first series, four Type IV CHSS were subjected to a draft version of the GTR No. 13 fire test method. The second series included three Type III standard CHSS and one Type IV conformable CHSS, evaluated using an updated draft NHTSA fire test method. The draft NHTSA fire test method corrected minor issues noted in the first series. Part 2 focuses on testing the primary closure components, including the thermally activated pressure relief device, the check valve, and the shutoff valve, following the draft GTR No. 13 procedure. Fourteen types of tests were carried out per the draft GTR No. 13 regulation. Both parts of the report present results and observations. Several areas were identified where greater specificity in the test procedures would enhance clarity and consistency. Based on these findings, the test methods were revised, and both fire and primary closure testing were repeated using the updated procedures. Note that an earlier version of this report was published in docket No. NHTSA-2024-0006-0002 in Regulations.gov at https://www.regulations.gov/document/NHTSA-2024-0006-0002. There will be minor editorial differences between the two publications.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:38:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680622</guid>
    </item>
    <item>
      <title>Analysis of Accidents and Casualties due to Unlicensed Driving Offence</title>
      <link>https://trid.trb.org/View/2613117</link>
      <description><![CDATA[As China experiences rapid economic and social development, traffic accidents involving unlicensed drivers, which result in casualties, are becoming increasingly prominent and serious. This issue ranks among the three major unlawful behaviors contributing to accidents and high fatality rates. This paper presents empirical studies that examine the individual, vehicle, road, and environmental characteristics associated with accidents and casualties resulting from unlicensed driving in China. Common risk factors influencing the occurrence of accidents involving unlicensed drivers and the severity of injuries include driving at night without proper lighting, operating trucks, carrying passengers, and driving on grades 2 and 4 roads. Young people under the age of 24 and individuals from low-income groups, such as registered rural residents, farmers, and the unemployed, should be the primary focus of initiatives aimed at reducing unlicensed driving.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613117</guid>
    </item>
    <item>
      <title>Evaluation of the California Child Passenger Safety Initiative</title>
      <link>https://trid.trb.org/View/2635340</link>
      <description><![CDATA[Motor vehicle injuries are a leading cause of injury and fatality to children. Child restraint systems can reduce injury, and their use has been a long-time focus of policy and programmatic work. During this time, there has been a marked increase in the number of children restrained in vehicles and a steady decline in vehicle-related injuries and fatalities to children. However, data reveal that children of color, compared to white children, are at greater risk of injury in motor vehicle crashes. To address needs of “the children left behind” from safety advances, the California Child Passenger Safety Initiative (CPSI) was launched in 2002 for 18 months. The CPSI was an innovative program designed to increase use and decrease misuse of child restraint systems among the most vulnerable children in California; i.e., children of color and children living in poverty. The CPSI was designed to: increase use of child safety seats among families who use public medical services at selected sites; decrease the rate of child safety seat misuse among these families; and increase knowledge of the then-new California child passenger safety seat law. This study compared survey and observation data for two samples of families with children age six and younger: a pre-intervention sample, and a post-intervention sample. Although the results of this study were mixed, dramatic increases in the use of certain child restraints and decreases in the misuse of others were observed. Implications for program replication are discussed.]]></description>
      <pubDate>Sat, 31 Jan 2026 16:28:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635340</guid>
    </item>
    <item>
      <title>Evaluating the Impact of Training Programs for the Mental Health of the Construction Workforce</title>
      <link>https://trid.trb.org/View/2562092</link>
      <description><![CDATA[Mental health is a critical aspect of workforce well-being, especially within the construction industry, which is characterized by high levels of stress, long hours, and the physical demands of the job. Over the last few years, a marked increase in mental health challenges was observed among construction workers, with many experiencing stress-induced conditions and other psychological issues. Given the diversity of mental health risks, from anxiety and depression to substance abuse, the effectiveness of current training programs aimed at addressing mental health issues is essential yet under-researched. This study aims to develop comprehensive training materials highlighting the myriad of mental health challenges and the preventive measures to be adopted. This study developed materials to educate workers and employers about the recognition and prevention of mental health stressors in the construction workplace. Multiple training sessions were conducted in Texas, and a standard questionnaire was employed to evaluate their knowledge. The data was analyzed, and the results revealed a significant increase in the participant awareness of mental health stressors and intervention strategies. The results of this study may aid construction companies in employing safety measures that improve the psychological well-being of their workforce.]]></description>
      <pubDate>Tue, 27 Jan 2026 16:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562092</guid>
    </item>
    <item>
      <title>BTSCRP Web-Only Document 3: Employer-Based Driver Safety Programs</title>
      <link>https://trid.trb.org/View/2627337</link>
      <description><![CDATA[This article includes excerpts and highlights from Behavioral Traffic Safety Cooperative Research Program (BTSCRP) Web-Only Document 3: Developing Employer-Based Traffic Safety Programs for Drivers in the Workplace. For this research project, employer-based behavioral traffic safety programs were defined as ongoing organizational initiatives designed to reduce the risk of an employee being in a road accident, reduce the severity of an injury if a collision occurs, or improve driving safety while driving for work. The research project used behavioral change theories to identify key components of effective employer-based driver safety programs and develop an online tool to help plan, implement, and evaluate them. Article topics include current employer practices, behavioral change theory, and safety program evaluation and measures of effectiveness.]]></description>
      <pubDate>Tue, 06 Jan 2026 08:59:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627337</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 57-13. Practices to Improve DOT Employee Vehicle Safety and Reduce Workplace Driving Incidents



</title>
      <link>https://trid.trb.org/View/2630484</link>
      <description><![CDATA[State department of transportation (DOT) employees spend a significant amount of work time behind the wheel in a variety of light-duty and heavy-duty vehicles. According to the Occupational Safety and Health Administration (OSHA) and the National Highway Traffic Safety Administration (NHTSA), motor vehicle crashes cost employers $60 billion annually in medical care, legal expenses, property damage, and lost productivity. Research notes that driving is the leading cause of workplace deaths and results in 1.95 million workdays being lost each year. It identifies distracted driving, speeding, and failure to wear a seat belt as common contributing factors to motor vehicle crashes and injuries. 

A number of fatal incidents have occurred involving vehicles running off the road or backing up. Some state DOTs use defensive driving, seatbelt use incentives, driver agreements, or other driver improvement training to improve education, awareness, and skills, but issues remain. As state DOTs continue to explore opportunities to improve their agency’s safety performance, a synthesis that captures initiatives regarding employee vehicle safety can inform the national audience about this impactful area.

The objective of this synthesis is to document state DOT practices regarding employee driving and vehicle safety programs for state DOT employees. An important focus of this synthesis project will be on proactive policies and processes aimed at reducing incidents attributed to actions or behaviors of state DOT employees.
]]></description>
      <pubDate>Wed, 26 Nov 2025 17:42:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630484</guid>
    </item>
    <item>
      <title>Evaluating the effectiveness of freeway speed cameras: Evidence from a natural experiment in Dayton, Ohio</title>
      <link>https://trid.trb.org/View/2597015</link>
      <description><![CDATA[Nearly 42,000 people die annually in the United States in automobile crashes. Speed cameras are seen as an indispensable tool to prevent crashes and fatalities, while opponents merely see them as a means to generate revenue. Empirical evidence on the effectiveness of speed cameras in reducing automobile crashes is mixed primarily due to the endogeneity of the timing of camera activation and/or their placement. We circumvent these concerns by leveraging multiple plausibly exogenous state-level court cases and political infighting that turn freeway speed cameras off, on, and off again in Dayton, Ohio. We estimate the efficacy of cameras using a difference-in-differences estimator using untreated interstates and highways as controls. After a considerable number of tests across different samples, we find no significant evidence of a relationship between the use of freeway speed cameras and various measures of crashes.]]></description>
      <pubDate>Mon, 24 Nov 2025 15:30:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597015</guid>
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