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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>Evaluating the effectiveness of brief anti-speeding messages disseminated within warning notices to driving offenders</title>
      <link>https://trid.trb.org/View/2398646</link>
      <description><![CDATA[Road safety messaging represents a long-standing strategy in efforts to reduce speeding, a behavior which accounts for an estimated 30 % of all road crashes on Australian roads. This study aimed to further examine the effectiveness of such a strategy via the use of a novel message medium that included anti-speeding messaging disseminated to speeding offenders via warning notices issued by a Start Government Transport agency. Informed by the Step approach to Message Design and Testing (SatMDT), survey content was devised to compare the effectiveness of the messages across various outcome measures including intentions to stay within the posted speed limit. A total of 219 speeding offenders completed the online survey. Overall, the results found some positive responses regarding Intervention condition participants’ responses to the anti-speeding messaging featured within the warning notices. Among some of the key findings were that the Intervention condition participants reported relatively low levels of message rejection. Additionally, females responded more favorably to both messages than males. Collectively, the findings suggest that there is no harm in including such messages within warning notices providing such messages are concept-tested prior to use. Overall, the findings suggest this approach may represent a low-cost option for targeted message delivery.]]></description>
      <pubDate>Mon, 29 Jul 2024 16:27:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2398646</guid>
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    <item>
      <title>Fatal Road Crashes in the Emirate of Abu Dhabi: Contributing Factors and Data-Driven Safety Recommendations</title>
      <link>https://trid.trb.org/View/1767956</link>
      <description><![CDATA[Road crashes have historically plagued the Gulf Cooperation Council (GCC) countries. Unfortunately, vehicle crash studies conducted in the GCC region have been scarce, making it difficult for decision-makers and researchers to assess the magnitude of the road safety problem regionally and to tackle it effectively. In the present study, the authors use a multivariate logistic regression model to investigate the contributing factors to fatal road crash severity in the Emirate of Abu Dhabi (AD), part of the United Arab Emirates (UAE). Data was collected from all reported crashes occurring between 2012 and 2017. This study may be relevant not only to the UAE, but also to other GCC countries (i.e., Saudi Arabia, Qatar, Kuwait, Oman, and Bahrain) due to their similarities in road design, vehicle fleet, and driving culture. Based on the study findings, the authors recommend AD to focus on: i) increased law enforcement during weekends, ii) implementation of safety measures capable of preventing running-red-light events, iii) safe pedestrian-oriented road design and transport policies, iv) improved safety and design standards on higher-speed-limit roads, v) effective educational campaigns and training programs in changing driving culture, especially among the male/Emirati population, and vi) change in traffic legislation. This latter measure would intend to address reckless driving behavior more effectively, so that reckless drivers are punished more proportionally to the damage they cause to society. Punishment measures could entail jail time and/or license suspension/cancelation.]]></description>
      <pubDate>Fri, 19 Feb 2021 10:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1767956</guid>
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      <title>Effect of Authoritative Information and Message Characteristics on Evacuation and Shadow Evacuation in a Simulated Flood Event</title>
      <link>https://trid.trb.org/View/1237109</link>
      <description><![CDATA[This study examines the factors influencing shadow evacuation. A mock television evacuation order was used to experimentally manipulate the presenter level of authority and message script. The dependent measures were the judged likelihood of evacuation and the judgments of message and presenter characteristics. The participants were 186 members of the general public from Lower Hutt, New Zealand. Thirty-three percent of the participants (14% knowingly) outside the evacuation zone reported they were likely to evacuate; therefore, they were classified as shadow evacuees. Nearly three-quarters of the shadow evacuation was the result of participants incorrectly including themselves in the evacuation zone. The remaining quarter reported higher levels of concern about their safety, property, and their ability to travel as a result of flooding and traffic blocking roads, relative to others outside the zone who chose to shelter in place. The presenter’s level of authority and the message script did not significantly affect the reported likelihood of evacuation; however, the perceptions of trust, clarity, and message authority increased with higher levels of presenter authority. The participants indicated they would place the greatest trust in evacuation information from the highest role within Civil Defense and Emergency Management followed by local police. Effective evacuation messages should accurately and simply convey which areas are included in the evacuation zone, and provide appropriate information to those who are not at risk, to minimize unnecessary travel. Official evacuation messages should be delivered by a person in the highest role appropriate, to increase trust in these messages.]]></description>
      <pubDate>Mon, 28 Jan 2013 08:46:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1237109</guid>
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      <title>Maritime Update: United States v. Wolfgang Shroder</title>
      <link>https://trid.trb.org/View/811432</link>
      <description><![CDATA[The author discusses details surrounding the court case "United States v. Wolfgang Shroder." This case, the result of a fatal accident involving the MV ZIM MEXICO, saw criminal charges brought against the master of the vessel without Miranda or a related warning being issued. The author concludes that an enlightened court approach is needed when statements taken in civil contexts are used in criminal proceedings.]]></description>
      <pubDate>Fri, 20 Jul 2007 09:56:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/811432</guid>
    </item>
    <item>
      <title>Evaluation of the Oregon DMV Driver Improvement Program</title>
      <link>https://trid.trb.org/View/809181</link>
      <description><![CDATA[This report provides an evaluation of the Oregon Department of Transportation-Driver and Motor Vehicle (DMV) Services Driver Improvement Program (DIP), which was substantially changed in 2002. Prior to 2002, the DIP was organized around four progressive steps involving advisory letters, warning letters, probation, and suspension. The current program is organized around two steps: restriction and suspension. The timeline to the steps in the current program have also been shortened. To evaluate the current program, driver records of persons suspended between January and July of 2004 were examined in relation to a sample of Oregon’s driving population. The incidence of crashes and traffic offense convictions of DIP subjects in the 18-month period prior to suspension was compared to the incidence of these events among the driving population. A similar comparison was also made for the 18-month period following suspension. A substantial reduction in the relative incidence of crashes and convictions among DIP subjects following suspension was observed. This finding is subject to the effects of regression-to-the-mean. An approximation of regression-to-the-mean effects was made based on prior evaluations of Oregon’s DIP that employed a true experimental design. A regression analysis was also undertaken using driver record information from the period prior to suspension to estimate the likelihood of post-suspension crash and traffic offense conviction involvement. The estimated likelihood of post-suspension crash involvement was significantly affected by the frequency of pre-suspension crashes, but not by the frequency of pre-suspension convictions. Conversely, the estimated likelihood of postsuspension convictions was significantly affected by the frequency of pre-suspension convictions, but not by the frequency of pre-suspension crashes. Two changes in the DIP are suggested in the concluding section of the report. The first change involves re-instituting warning letters, given their demonstrated cost effectiveness in the driver improvement literature. The second change involves the assignment of greater weight to crashes in triggering license actions, based on the regression findings.]]></description>
      <pubDate>Thu, 24 May 2007 07:56:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/809181</guid>
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    <item>
      <title>THE 411 ON 511</title>
      <link>https://trid.trb.org/View/750302</link>
      <description><![CDATA[Since July 2000 when the Federal Communications Commission designated a dialing code to provide current travel information, 511 systems have been giving locals and visitors up to date information on traffic accidents and delays, road construction and conditions, and public transit.  Currently, about 25% of the nation's population has access to 511 information either by phone or the Internet.  For transportation officials, 511 systems promise improvements in transportation efficiency and roadway safety and unprecedented reach for messages such as American Message Broadcast Emergency Response (AMBER) Alerts and severe weather warnings.  Two of the best examples of 511 systems can be found in North Carolina and Virginia.  Virginia's travel information has evolved from the "Travel Shenandoah" 800 number in 2000 to a regional 511 system in 2002 to a statewide system launching next month.  In North Carolina, the biggest test occurred in August 2004, when three hurricanes occurred right after the service launched.  With 511, information was got out quickly so that people were able to access it.]]></description>
      <pubDate>Mon, 14 Feb 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/750302</guid>
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    <item>
      <title>AN EVALUATION OF THE FEASIBILITY OF NON-CONTACT ENFORCEMENT AGAINST AGGRESSIVE DRIVING: A CASE STUDY IN MARYLAND</title>
      <link>https://trid.trb.org/View/663299</link>
      <description><![CDATA[Aggressive driving involves deliberate, unsafe driver actions (UDAs) such as driving over the speed limit, following too closely, and unsafe lane changing. Aggressive driving has been recognized as a major contributing factor to freeway crashes. In an effort to reduce aggressive driving, the Maryland State Police (MSP) - in collaboration with the Maryland State Highway Administration (MDSHA), the Federal Motor Carrier Safety Administration (FMCSA), and the U.S. Army Aberdeen Test Centre (USATC) - embarked on an effort to develop the Aggressive Driving Video And Non-Contact Enforcement (ADVANCE) system. ADVANCE is an integration of off-the-shelf technologies - which include video, speed measurement, distance measurement, and digital imaging - to detect UDAs in the traffic stream and subsequently provide information to notify violators of their UDAs by mail. Between 1997 and 2000, the MSP conducted an operational evaluation of the ADVANCE system along the Maryland portion of Capital Beltway. This portion of the Capital Beltway is a 42-mile, limited access, divided highway with mostly four lanes in each direction. The traffic using the Capital Beltway is composed of interstate, regional, and local travellers. The annual average daily traffic (AADT) in most sections is more than 200,000 vehicles. The focus of this operational evaluation included three areas. The first was to assess the motorists' perception on the aggressive driving problems in the region and their opinions on the use of non-contact enforcement technologies. This was accomplished through a random survey of drivers of private and commercial vehicles who used the Capital Beltway. The second was an assessment of the violators' reactions to the UDA warning notices. This assessment was made using the data collected by ADVANCE from February 19 to April 2, 2000. The ADVANCE vehicle was used for a total of 38 hours to monitor UDAs, which yielded 789 detections (or on average about 20.7 detections per hour). Based on the detected vehicle information, violation-warning notices were sent to the registered owners. Shortly after the mailing of the notices, either a questionnaire or a telephone survey was conducted with randomly selected recipients of the UDA warning notices. The third area was to assess the economic and operational feasibility of the ADVANCE system in detecting UDA violators. This was accomplished by comparing the productivity and operational features of the ADVANCE system against those of the patrol enforcement method. The purpose of this paper is to describe the findings of the evaluation of the ADVANCE system.]]></description>
      <pubDate>Thu, 14 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/663299</guid>
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    <item>
      <title>A SURVEY OF THE USES OF RADAR IN SPEED CONTROL ACTIVITIES</title>
      <link>https://trid.trb.org/View/692427</link>
      <description><![CDATA[The purpose of this article is to determine the exact status of the use of radar.  Questionnaires were sent to the state police or state highway patrol in eleven states and to the police of several cities.  From the responses, it was discovered that numerous techniques of radar use were reported.  The article describes some of the techniques of use, ways of apprehending violators, radar and law enforcement, publicity for radar speed control, warnings and arrests, attitudes of the public, the press, and the courts, and other uses for radar.]]></description>
      <pubDate>Mon, 27 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/692427</guid>
    </item>
    <item>
      <title>AGE DIFFERENCES IN RESPONSE TO HIGH AND LOW-THREAT DRIVER IMPROVEMENT WARNING LETTERS</title>
      <link>https://trid.trb.org/View/474671</link>
      <description><![CDATA[This paper is based on an evaluation of Oregon's Driver Improvement Program, which monitors driver records and takes corrective administrative action at four levels.  The paper focuses on the second step in the program, the warning letter. Data are based on drivers who qualified for warning letters in 1993.  Records of 8,462 letter recipients and 456 controls were monitored for 26-38 subsequent months.  Of 8,462 letter recipients, 4,181 received a standard letter and 4,278 an experimental soft-sell letter.  Overall, the effect of letters on accidents and moving violations depends on age.  The program seems to work as intended for people over 25.  Both letters are effective, and the soft-sell letter is the more effective of the two.  However, for people under 25, accident free survival is significantly poorer for both letter groups, and differences in effectiveness between the letters are smaller.]]></description>
      <pubDate>Mon, 15 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474671</guid>
    </item>
    <item>
      <title>TRIAL OPERATION OF A NEW PUBLIC TRANSPORTATION PRIORITY SYSTEM USING INFRARED BEACONS FOR TWO-WAY COMMUNICATION</title>
      <link>https://trid.trb.org/View/574485</link>
      <description><![CDATA[The Universal Traffic Management Society of Japan (UTMS Japan) and the Hokkaido Prefectural police HQ as a joint development team developed a new Public Transportation Priority System (PTPS).  This system performs bus-prioritized traffic-actuated control on traffic signal controllers at a group of intersections, right turn bus-prioritized signal control at an intersection where a bus route turns right, and displays a warning message on a display board to alert a violating ordinary vehicle traveling on an exclusive bus lane by employing newly developed roadside infrared beacons and in-vehicle units, both dedicated to two-way communication, mounted on buses.  In the new PTPS, because the identification number (ID) information of a bus can be transmitted to the system through the roadside infrared beacon, the traveling position of the bus can be readily recognized by the system.  Conversely, the system can convey various items of information to the bus through the roadside infrared beacon.  This means that the PTPS of a traffic administrator can be linked to bus management systems independently operated by local bus service companies to form an integrated system, which can contribute to the rationalization of investment (savings in investment cost).  With assistance from a local bus service company, the joint team for PTPS development put the newly developed PTPS into trial operation in March 1966 on National Highway Route 36 in Sapporo City, Hokkaido Prefecture, verified the effectiveness of the developed PTPS for maintaining bus service on a fixed-time and fixed-speed basis, and experimentally used information collected on the traveling position of each bus from roadside infrared beacons for information provision service to both the bus service company and the bus users.]]></description>
      <pubDate>Mon, 08 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574485</guid>
    </item>
    <item>
      <title>POLICE DISCRETION AND DISCRETIONARY ENFORCEMENT</title>
      <link>https://trid.trb.org/View/555071</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 11 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/555071</guid>
    </item>
    <item>
      <title>IN DEFENSE OF ALTERNATIVE POLICING -- A REPLY TO JAMES Q. WILSON</title>
      <link>https://trid.trb.org/View/557509</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 11 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/557509</guid>
    </item>
    <item>
      <title>DRIVER IMPROVEMENT INDEX PILOT STUDY. FINAL REPORT</title>
      <link>https://trid.trb.org/View/367628</link>
      <description><![CDATA[A linear discriminant function named the Driver Improvement Index, developed in previous research sponsored by the Pennsylvania Department of Transportation, was applied to a novel and expanded group of drivers to test its accuracy in classifying accident-involved versus non-accident-involved operators, using historical accident data.  A superior level of accuracy for this instrument as compared to the number of points on a driver's record was clearly indicated, in terms of correct accident group classifications.  Refinements to the instrument were suggested and also evaluated in this project.  Driver improvement program treatments were developed, implemented, and evaluated in this research, targeted to three levels of demonstrated negligence (points).  These interventions included an advisory/warning letter, a Special Written Point Examination, and a classroom exercise for small groups labeled Decisions for Safe Driving.  While the letter achieved moderate effectiveness in violation reduction and the written examination achieved significant reductions in both accidents and violations, the class failed to demonstrate a benefit on either measure.]]></description>
      <pubDate>Sat, 18 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367628</guid>
    </item>
    <item>
      <title>DRIVER DEMERIT POINT WARNING LETTER: FOCUS GROUP TESTING OF ALTERNATIVE LETTERS: FINAL REPORT</title>
      <link>https://trid.trb.org/View/356141</link>
      <description><![CDATA[This study was conducted in March 1989 among 85 Ontario drivers, selected to represent different segments of driving population in age, sex, educational achievement or vocational driving.  The respondents were divided into 14 small groups of 6 individuals, with each group reacting to the current warning letter and to 4 alternative versions.]]></description>
      <pubDate>Sat, 31 Aug 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/356141</guid>
    </item>
    <item>
      <title>POST LICENSING CONTROL REPORTING AND EVALUATION SYSTEM: NEGLIGENT OPERATOR PROGRAM COSTS AND EFFECTIVENESS. PERIODIC STATUS REPORT NO. 3</title>
      <link>https://trid.trb.org/View/349514</link>
      <description><![CDATA[The Post Licensing Control Reporting and Evaluation System (PLCRES) provides a continually updated series of reports on the costs and traffic safety impacts of the Department of Motor Vehicles four negligent operator treatments:  W/L (Warning Letter), GEM (Group Educational Meeting), I/H (Individual Hearing), and P/V (Probation Violator Hearing). The objective of PLCRES is to provide ongoing program effectiveness data on its negligent operator programs. Such information is essential for making informed budgetary, policy and operational decisions.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/349514</guid>
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