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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>Progression Cognition Reinforcement Learning With Prioritized Experience for Multi-Vehicle Pursuit</title>
      <link>https://trid.trb.org/View/2414187</link>
      <description><![CDATA[Multi-vehicle pursuit (MVP) such as autonomous police vehicles pursuing suspects is important but very challenging due to its mission and safety-critical nature. While multi-agent reinforcement learning (MARL) algorithms have been proposed for MVP in structured grid-pattern roads, the existing algorithms use random training samples in centralized learning, which leads to homogeneous agents showing low collaboration performance. For the more challenging problem of pursuing multiple evaders, these algorithms typically select a fixed target evader for pursuers without considering dynamic traffic situation, which significantly reduces pursuing success rate. To address the above problems, this paper proposes a Progression Cognition Reinforcement Learning with Prioritized Experience for MVP (PEPCRL-MVP) in urban multi-intersection dynamic traffic scenes. PEPCRL-MVP uses a prioritization network to assess the transitions in the global experience replay buffer according to each MARL agent’s parameters. With the personalized and prioritized experience set selected via the prioritization network, diversity is introduced to the MARL learning process, which can improve collaboration and task-related performance. Furthermore, PEPCRL-MVP employs an attention module to extract critical features from dynamic urban traffic environments. These features are used to develop a progression cognition method to adaptively group pursuing vehicles. Each group efficiently targets one evading vehicle. Extensive experiments conducted with a simulator over unstructured roads of an urban area show that PEPCRL-MVP is superior to other state-of-the-art methods. Specifically, PEPCRL-MVP improves pursuing efficiency by 3.95% over Twin Delayed Deep Deterministic policy gradient-Decentralized Multi-Agent Pursuit and its success rate is 34.78% higher than that of Multi-Agent Deep Deterministic Policy Gradient. Codes are open-sourced.]]></description>
      <pubDate>Mon, 23 Dec 2024 15:07:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2414187</guid>
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      <title>A Potential Case of Inattentional Blindness in a Police-Pursuit Collision</title>
      <link>https://trid.trb.org/View/1768954</link>
      <description><![CDATA[The perceptual phenomenon of “inattentional blindness” has been widely acknowledged in the scientific literature for 30 years. In addition to the laboratory-based examples, real-life examples appear in the literature. This paper provides a case study where a deputy sheriff’s patrol car collided with a fleeing motorcyclist – with unique circumstances – as recorded on in-car-camera (ICC) videos. Although the motorcyclist brought suit alleging the deputy intentionally collided with him, the deputy reported that he first noticed another deputy running after the motorcyclist prior to seeing the fleeing motorcyclist. However, the ICC video from the involved deputy’s patrol car strongly supports the motorcyclist was visible from the deputy’s perspective before the on-foot deputy appeared. The facts of this incident are compared to the widely accepted characteristics of inattentional blindness in exploring whether that perceptual phenomenon may have been at play in this case.]]></description>
      <pubDate>Wed, 31 Mar 2021 17:51:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1768954</guid>
    </item>
    <item>
      <title>Reconstruction of the Visual Environment of a Police Pursuit Incident from Several Points of View</title>
      <link>https://trid.trb.org/View/1625889</link>
      <description><![CDATA[This paper describes the reconstruction of a police-pursuit incident involving the visual perceptions of two individuals for the purposes of determining whether the resulting arrest and charge of Attempted Murder could be substantiated. “Mens Rea”; that is, whether the defendant in this case had the intention to threaten or severely injure or murder a police officer. A Deputy Sheriff (the authors will refer to him as PO, short for police officer) attempted to use “Stop Sticks” to disable the vehicle of the driver (referred here as DR) who was described as leading police on a “high-speed” chase. The driver evaded the maneuver and in the process, threatened the life of PO, by the PO’s accounting of events. Multiple sources of data were reviewed, interviews, and a reconstruction of events was conducted. The authors provided a version of events that did not support the Attempted Murder charge. The charge was later dropped. DR and PO are used for de-identification purposes to preserve the anonymity of the individuals involved.]]></description>
      <pubDate>Wed, 26 Jun 2019 17:14:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1625889</guid>
    </item>
    <item>
      <title>Effective Strategies for Motorcycle Stops</title>
      <link>https://trid.trb.org/View/1322654</link>
      <description><![CDATA[This guidance document is designed for law enforcement executives, planners and policy makers, curriculum designers, trainers, supervisory staff, and law enforcement officers of all levels of experience who are responsible for conducting motorcycle traffic stops in the course of their duties. This document identifies promising practices for safely and effectively conducting traffic stops of motorcycles, officer safety strategies and techniques for motorcycle traffic stops, and strategies and techniques for reducing high-speed pursuits involving motorcycles. While these techniques do not purport to eliminate high-speed pursuits, they are intended to minimize the likelihood that a motorcyclist will flee, and to provide strategies to maximize the safety of all involved should the motorcyclist attempt to flee. This document also identifies and discusses risks and recommends strategies and techniques to avoid or mitigate those risks; the intent is to assist law enforcement officers in safely conducting motorcycle traffic stops and issuing citations when a violation is observed. Finally, this document provides promising practices for  training law enforcement officers in the safe conduct of motorcycle traffic stops.]]></description>
      <pubDate>Thu, 25 Sep 2014 08:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1322654</guid>
    </item>
    <item>
      <title>Police vehicle pursuits : a California policy analysis</title>
      <link>https://trid.trb.org/View/1220649</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 07 Nov 2012 12:56:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1220649</guid>
    </item>
    <item>
      <title>Put the brakes on police-pursuit hazards</title>
      <link>https://trid.trb.org/View/984525</link>
      <description><![CDATA[Subtitle: Do the risks of high-speed chases outweigh the need to capture the criminal?]]></description>
      <pubDate>Wed, 10 Nov 2010 12:09:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/984525</guid>
    </item>
    <item>
      <title>Law Enforcement Vehicle Crashes in Florida: Descriptive Analysis and Characterization</title>
      <link>https://trid.trb.org/View/909506</link>
      <description><![CDATA[This study analyzed 31,438 reported crashes that involved 33,638 law enforcement vehicles, 27,723 non–law enforcement vehicles, 463 pedestrians, and 391 bicyclists that occurred in Florida from 2005 through 2008. These crashes resulted in more than $101 million in total damages, 10,124 injuries, and 88 fatalities. The law enforcement vehicle crashes could be characterized by descriptive techniques such as frequencies analysis and cross-tabulation. This study found that the typical law enforcement crash was a low-speed event on a local street. Stop and signalized intersection locations were well represented in the data. The law enforcement vehicle commonly moved straight, slowed, and stopped or was parked when it crashed. Rear-end and backing-type crashes were common. Most crashes occurred during the daytime, under favorable driving conditions, and during routine operating mode. Most of the time, the driver of the law enforcement vehicle did not contribute to the cause of the collision, and the vast majority of crashes did not result in any injury. Typically, law enforcement vehicles were driven away from the scene of the collision, and total damages averaged slightly more than $3,000. Pursuit and emergency operation mode crashes made up about 23% of the crashes. In these operating conditions, vehicle speed, injury severity, and damages all increased, although the culpability of the law enforcement vehicle operator usually did not. The environmental conditions for emergency mode were not significantly different than for other crashes.]]></description>
      <pubDate>Wed, 31 Mar 2010 07:45:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/909506</guid>
    </item>
    <item>
      <title>Young moped drivers: a study of risk taking and methods used by the police to reduce trimming</title>
      <link>https://trid.trb.org/View/889275</link>
      <description><![CDATA[Unrestricted or so-called trimmed mopeds and speeding are experienced as an increasing traffic safety problem. There is a risk of an increased number of seriously injured and casualties among adolescents as a consequence of the increased number of mopeds found in traffic today and the higher speeds they are  driven at. One common police action to reduce trimming is to follow the moped riders who are suspected of altering their vehicles. This can lead to "chase situations" which increase the risk to both moped riders and fellow road-users. One purpose of this report is to study the effects of an alternative way of working with the moped problems by the police in four different towns and by interviews, observations and a questionnaire study broaden our knowledge about attitudes to moped riding and trimming among youths. The results showed that the  efforts of the police in the experiment towns had not had any effect on the attitudes and the points of view of the youths towards traffic safety. One possible reason for this is that the method used is too new and that it was not extensive enough. Parents have an effect on the attitude of the youths towards trimming. The parents of those who trim seem to have a more tolerant attitude towards trimming. The results from the questionnaire study show that those that had driven but do not a moped but did not have av moped of their own, as well as  those who have a trimmed moped of their own were more positive towards taking risks in traffic, would consider driving at faster speeds and had more experience of traffic offenses. In addition, they are of the opinion that parents, friends and fellow roadusers find it acceptable to exceed the speed limits. Furthermore, these two groups were not as involved in organised leisure activities as the other two groups, their parents were not as strict, grades were not considered as important and they indicated to a greater degree that attending school is difficult or boring. Based on this study, it can be concluded that trimming is not an isolated behaviour but related to a certain lifestyle. In order to reduce trimming an increased understanding of those mechanisms which determine the behaviour of the target groups are needed as well  as improved methods to detect trimming. Qualitative studies could be used to discuss the problem with parents, youths and those living in special residential  areas where the problem is experienced as being widespread. It might also be interesting to analyse incoming calls/complaints to police communication centres  and evaluate the effects police work has on the number of trimmed mopeds over a  period of time.]]></description>
      <pubDate>Thu, 21 May 2009 08:25:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/889275</guid>
    </item>
    <item>
      <title>Police vehicle pursuits : identifying trends in training, policy and the law and a comparative analysis of one police department</title>
      <link>https://trid.trb.org/View/854719</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 24 Apr 2008 20:20:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/854719</guid>
    </item>
    <item>
      <title>Theoretical and contextual issues in police pursuit : describing various levels of policy restrictiveness / by Victor W. Bumphus</title>
      <link>https://trid.trb.org/View/854440</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 24 Apr 2008 19:36:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/854440</guid>
    </item>
    <item>
      <title>An empirical analysis of high speed police pursuits : the Houston Police Department's experience</title>
      <link>https://trid.trb.org/View/853648</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 24 Apr 2008 16:49:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/853648</guid>
    </item>
    <item>
      <title>Police officer involvement in motor vehicle accidents within the state of Tennessee</title>
      <link>https://trid.trb.org/View/853494</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 24 Apr 2008 16:16:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/853494</guid>
    </item>
    <item>
      <title>Supreme Court Report 2006-2007: Closing of the Courthouse Doors?</title>
      <link>https://trid.trb.org/View/849502</link>
      <description><![CDATA[United States Supreme Court activity for 2006-2007 term is presented. The authors believe the term may be characterized as "the conservative victory at the court," albeit by a narrow margin. Discussion of the Fourth Amendment includes traffic stops and high-speed chase video evidence.]]></description>
      <pubDate>Tue, 26 Feb 2008 12:51:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/849502</guid>
    </item>
    <item>
      <title>A Review of Police Pursuit Fatalities in the United States from 1982-2004</title>
      <link>https://trid.trb.org/View/838925</link>
      <description><![CDATA[This article reviews fatalities that occurred in the United States between 1982 and 2004 as a result of police pursuit activities.  The authors included the number of pursuit fatalities to officers, those in the chased vehicle, and those uninvolved in pursuits, from data reported to the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS), covering fatalities, demographic data, alcohol involvement, road surface type (rural versus urban), and mechanism of collision leading to a pursuit fatality.  In this time period, 881,733 fatal crashes were reported to NHTSA, leading to 987,523 fatalities.  Of fatal crashes, 6,336 (0.7%) were secondary to pursuits, leading to 7,430 (0.8%) fatalities, a mean of 323 per year.  Among these fatalities, occupants in chased vehicles accounted for 5,355 (72%); police for 81 (1%), and those uninvolved for 1,994 (27%).  Of these fatalities, 6,074 (82%) were male, 2,092 (28%) were children and adolescents.  Collisions with solid objects accounted for 3,175 (59%) of fatalities in the chased vehicles; collisions with other moving vehicles accounted for 1,434 (80%) of fatalities of vehicular occupants uninvolved directly in the pursuits.  More than half of the crashes, 3,130 (62%) occurred on urban roadways and alcohol was involved in 4,628 (62%) of the fatalities.  The authors conclude by calling for better records to be kept by each state on the total number of police pursuits, pursuit crashes, injuries, and fatalities for annual review.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:24:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/838925</guid>
    </item>
    <item>
      <title>Why Are There No Lessons Learned From Road Traffic Incidents Involving the Police?</title>
      <link>https://trid.trb.org/View/803324</link>
      <description><![CDATA[This article reports on an analysis of 64 investigations of pursuits undertaken by the police between 1998 and 2001, resulting in 71 deaths.  The study highlights a number of concerns about the post-incident management of pursuits by police forces in England and Wales. The authors examine the investigations from this same set of incidents to assess what actions the police forces have taken to prevent such incidents from occurring in future.  The author found that few officers were disciplined for their actions, there were infrequent recommendations for policy change, and little sign of systematic organizational learning. The broad themes identified are that individual officers were not adequately considering the risks to their own safety or to the safety of the general public.  Nor were they taking adequate account of proportionality when responding to failures to stop by suspect vehicles.  The article concludes by considering the consequences for organizational culture of this apparent learning failure.  The authors  challenge the effectiveness of the current system and the willingness of police forces to change their practices in the light of such large numbers of police-related fatalities.  The article includes three case studies that illustrate the concepts being discussed.]]></description>
      <pubDate>Thu, 01 Mar 2007 08:40:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/803324</guid>
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