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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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      <title>Evaluation of Interventions to Reduce Distracted Driving in Idaho</title>
      <link>https://trid.trb.org/View/1999892</link>
      <description><![CDATA[The National Highway Traffic Safety Administration (NHTSA) defines distracted driving as engaging in any activities that take the driver’s attention away from the task of driving. In Idaho, distracted driving was a contributing factor in about one in five (21 percent) of all fatal crashes and more than one quarter (27 percent) of all crashes involving serious injuries between 2014 and 2018. The Office of Highway Safety of the Idaho Transportation Department launched a multi-year project to reduce distracted driving in 2016. The project began by gathering baseline data about people’s beliefs and behaviors regarding distracted driving. A media campaign was developed and implemented statewide. Additionally, a workplace participated in a pilot project. Comparisons of survey responses of adults in Idaho before and after the media campaign showed no statistically significant changes in beliefs or behaviors. Comparisons in responses to surveys in the workplace showed some statistically significant changes in beliefs and behaviors among employees.]]></description>
      <pubDate>Fri, 29 Jul 2022 09:18:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1999892</guid>
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    <item>
      <title>Influence of personality traits on aberrant driving behaviors: A comparison of Japanese, Chinese, and Vietnamese drivers</title>
      <link>https://trid.trb.org/View/1747626</link>
      <description><![CDATA[This study aims to explore the influence of Big Five personality traits in combination with various socio-demographic factors and experiences of accident involvement on aberrant driving behaviors. The study also compares the effects of the level of development (i.e., developed or developing) of three countries on the personality traits and driving behaviors.  The four-factor Driver Behavior Questionnaire was used to collect data on aberrant driving behaviors, while a short version of the 10-item Big Five Inventory was used to collect data on personality traits. Responses were collected from Japan (1,250 responses), China (1,250), and Vietnam (1,000). A latent variable model was applied after controlling data in each category (e.g., age). This study revealed that respondents who experienced accidents in the past and scored higher on Agreeableness were less likely to commit aggressive violations in Japan, China, and Vietnam. Further, Japanese and Vietnamese female drivers who scored high on Conscientiousness were found to be less likely to commit ordinary violations. Neuroticism was positively correlated with aggressive violations only in the case of Vietnamese drivers, irrespective of the history of accident involvement.  Drivers with particular personality types that are linked with aberrant driving behavior may need to receive additional training on behavior management.  This study may help road traffic policymakers predict future driving behaviors of Vietnamese and Chinese drivers based on those of Chinese and Japanese drivers, respectively, and act accordingly.]]></description>
      <pubDate>Thu, 03 Dec 2020 17:24:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1747626</guid>
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      <title>Analysis of Toll Lanes Access Violation Behavior: Example of Express Toll Lanes on I-405</title>
      <link>https://trid.trb.org/View/1493108</link>
      <description><![CDATA[Washington State has introduced express toll lanes (ETLs) on I-405 as a managed lane project. One of problems in the operation of ETLs operation is the access violation in which vehicles cross the double white lines, which separate ETLs from general purpose lanes. The objective of this paper is to identify access violation patterns and quantitatively describe the relationship between access violation frequency and traffic condition, user type and road segment characteristics. Finally, this paper develops negative binomial models to predict access violation frequency. The analysis results show that that traffic conditions factors influence violation behavior differently depending on whether the violation occurred when entering or exiting ETLs, which suggests that entry and exit violation behaviors should be analyzed separately. In addition, the finding that casual users commit violations more frequently than frequent users implies the possibility of unintentional violations. It is expected that these results support enforcement against violations and improve ETLs operation in the future.]]></description>
      <pubDate>Fri, 22 Jun 2018 16:40:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1493108</guid>
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    <item>
      <title>Traffic Safety Messages on Dynamic Message Signs (DMS)</title>
      <link>https://trid.trb.org/View/1515778</link>
      <description><![CDATA[This technical assistance report investigated the existing state of practice across the nation for placing safety campaign messages on dynamic message signs (DMS) and reviewed relevant studies that documented any evidence of effectiveness in influencing driver behavior and providing a public safety benefit. The number of state transportation agencies posting safety messages on DMS has increased over the last few years and messages are typically focused on common dangerous behaviors such as drowsiness, distractions, aggression, alcohol or drug impairment, and unrestrained driving. Several states have started to display their state-specific number of traffic fatalities year-to-date on DMS. Several studies showed that there could be changes in driver behavior by posting safety messages on DMS; some also included small samples of traffic data analysis, which showed some speed changes when the drivers approached active DMS. Overall, the findings from this report support the use of DMS to disseminate highway safety messages. However, more research is needed to validate the perceptions noted in the surveys and more field studies are necessary to confirm long-term impacts of using DMS to convey safety messages about driver behavior and traffic safety.]]></description>
      <pubDate>Fri, 22 Jun 2018 16:40:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515778</guid>
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    <item>
      <title>Driving Assessment 2015: Proceedings of the 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design</title>
      <link>https://trid.trb.org/View/1370832</link>
      <description><![CDATA[This symposium was originally conceived to fill a multidisciplinary gap in driving safety research. By bringing together experts in human factors, medicine, engineering design, operations and policy in one single-track forum, it is believed that a more global synthesis and better science will result. Papers published within these proceedings were presented at several poster sessions and thematic sessions including: Emotion Tracking for Health, Memory, and Well-Being; Driver Behavior and Naturalistic Studies; Medical Issues in Driving; Younger & Older Drivers; Research Methods & Perspectives; and Driver Interface Issues.]]></description>
      <pubDate>Thu, 29 Oct 2015 16:25:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370832</guid>
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    <item>
      <title>An integrated solution for lane level irregular driving detection on highways</title>
      <link>https://trid.trb.org/View/1356101</link>
      <description><![CDATA[Global Navigation Satellite Systems (GNSS) has been widely used in the provision of Intelligent Transportation System (ITS) services. Current meter level system availability can fulfill the road level applications, such as route guide, fleet management and traffic control. However, meter level of system performance is not sufficient for the advanced safety applications. These lane level safety applications requires centimeter/decimeter positioning accuracy, with high integrity, continuity and availability include lane control, collision avoidance and intelligent speed assistance, etc. Detecting lane level irregular driving behavior is the basic requirement for these safety related ITS applications. The two major issues involved in the lane level irregular driving identification are accessing to high accuracy positioning and vehicle dynamic parameters and extraction of erratic driving behaviour from this and other related information. This paper proposes an integrated solution for the lane level irregular driving detection. Access to high accuracy positioning is enabled by GNSS and Inertial Navigation System (INS) integration using filtering with precise vehicle motion models and lane information. The detection of different types of irregular driving behaviour is based on the application of a Fuzzy Inference System (FIS). The evaluation of the designed integrated systems in the field test shows that 0.5 m accuracy positioning source is required for lane level irregular driving detection algorithm and the designed system can detect irregular driving styles.]]></description>
      <pubDate>Mon, 15 Jun 2015 11:31:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1356101</guid>
    </item>
    <item>
      <title>The relationship between ADHD symptoms and driving behavior in college students: The mediating effects of negative emotions and emotion control</title>
      <link>https://trid.trb.org/View/1348991</link>
      <description><![CDATA[Previous research has shown a relationship between attention deficit-hyperactivity disorder (ADHD) symptoms and driving anger and adverse driving outcomes. Moreover, adults with ADHD symptoms express their emotions in more aggressive ways, indicating a lack of emotion control. The present study surveyed 246 college students to examine the relationship among ADHD symptoms, negative emotions, emotion control, and driving anger and safe driving behavior. Mediating effects of negative emotions and emotional control on the relationship between ADHD symptoms and self-reported driving anger and safe driving behavior were also examined. Both negative emotions and emotion control were significant mediators of the relationship between ADHD symptoms and driving anger, but not safe driving behavior. Mediation was stronger for ADHD-Hyperactive/Impulsive symptoms than for ADHD-Inattention symptoms. These results may provide some insight on how to design training programs for individuals with ADHD symptoms to increase driving safety.]]></description>
      <pubDate>Mon, 13 Apr 2015 09:22:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1348991</guid>
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    <item>
      <title>Effects of psychological inoculation on indirect road hostility and simulated driving</title>
      <link>https://trid.trb.org/View/1349004</link>
      <description><![CDATA[Traffic accidents (TA) are a leading cause of morbidity and mortality worldwide. Psychological risk factors, whether traits or states, are important predictors of dangerous driving and of TA. However, educational and awareness campaigns often have little impact on such factors since they do not provide social resistance skills or cognitive restructuring, to change cognitive distortions which may underlie such factors. This research tested the effects of psychological inoculation (PI), a cognitive method that challenges and modifies cognitive distortions and teaches social resistance skills, on road hostility tendencies, using an indirect measure (Studies 1 and 2), and on simulated driving (Study 3). The authors preliminarily validated an indirect measure of road hostility tendencies, using a semi-projective test, not relying on interpretation or self-report. In Study 1, 59 Belgian students were assessed for indirect road hostility tendencies, before and immediately after PI or an awareness control. Indirect road hostility tendencies significantly decreased only in the PI group. In Study 2, 59 Israeli police cadets received PI or driving safety education (control) in groups. Levels of road hostility tendencies were significantly lower in the PI group than in controls, only immediately after the intervention, but not two weeks later. In Study 3, 40 male students were observed for brief PC-based simulated driving with social pressure, before and after PI or safety education (control). Only PI led to reduced accidents and touching/passing sidewalks from pre- to post-intervention. These relatively consistent results support the effectiveness of PI for reducing road hostility tendencies and accidents in simulated driving. Future studies need to test the long-term impact of PI on actual driving behavior. The ease of administering PI en-masse and its effects on road hostility tendencies and on simulated driving behavior may have important implications for accident prevention.]]></description>
      <pubDate>Mon, 13 Apr 2015 09:22:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1349004</guid>
    </item>
    <item>
      <title>A matter of style? Driver attributional ‘style’ in accounting for the driving of others as protective or as predisposing drivers towards retaliatory aggressive driving</title>
      <link>https://trid.trb.org/View/1349005</link>
      <description><![CDATA[Driver cognitions about aggressive driving of others are potentially important to the development of evidence-based interventions. Previous research has suggested that perceptions that other drivers are intentionally aggressive may influence recipient driver anger and subsequent aggressive responses. Accordingly, recent research on aggressive driving has attempted to distinguish between intentional and unintentional motives in relation to problem driving behaviours. This study assessed driver cognitive responses to common potentially provocative hypothetical driving scenarios to explore the role of attributions in driver aggression. A convenience sample of 315 general drivers 16–64 yrs (M = 34) completed a survey measuring trait aggression (Aggression Questionnaire AQ), driving anger (Driving Anger Scale, DAS), and a proxy measure of aggressive driving behaviour (Australian Propensity for Angry Driving AusPADS). Purpose designed items asked for drivers’ ‘most likely’ thought in response to AusPADS scenarios. Response options were equivalent to causal attributions about the other driver. Patterns in endorsements of attribution responses to the scenarios suggested that drivers tended to adopt a particular perception of the driving of others regardless of the depicted circumstances: a driving attributional style. No gender or age differences were found for attributional style. Significant differences were detected between attributional styles for driving anger and endorsement of aggressive responses to driving situations. Drivers who attributed the on-road event to the other being an incompetent or dangerous driver had significantly higher driving anger scores and endorsed significantly more aggressive driving responses than those drivers who attributed other driver’s behaviour to mistakes. In contrast, drivers who gave others the ‘benefit of the doubt’ endorsed significantly less aggressive driving responses than either of these other two groups, suggesting that this style is protective.]]></description>
      <pubDate>Mon, 13 Apr 2015 09:22:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1349005</guid>
    </item>
    <item>
      <title>Anger, aggression and road rage behaviour in Malaysian drivers</title>
      <link>https://trid.trb.org/View/1344861</link>
      <description><![CDATA[This study tested the four factor structure of the Driving Anger Expression Inventory (DAX) in a sample of young Malaysian drivers and the relationship these factors had with several other variables. Confirmatory Factor Analysis broadly supported the four factor solution of the DAX, being: Personal Physical Aggressive Expression, Use of a Vehicle to Express Anger, Verbal Aggressive Expression and Adaptive/Constructive expression. The short version of the Driving Anger Scale was positively correlated with the three types of aggressive responses and not surprisingly with a variable comprised of all three types of aggressive responses (Total Aggressive Expression). Total Aggressive Expression was higher for males and negatively related to age, years licensed and slower preferred driving speed. All three of the aggressive forms of expression had significant relationships with crash-related conditions, such as: loss of concentration, losing control of their vehicle, having received a ticket and involvement in near-misses. In particular, all three of the aggressive forms of expression had significant relationships with losing control of the vehicle and Total Aggressive Expression was correlated with all crash-related conditions. In addition, Personal Physical Aggressive Expression and Total Aggressive Expression were both significantly related to crash involvement.]]></description>
      <pubDate>Mon, 23 Mar 2015 08:59:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1344861</guid>
    </item>
    <item>
      <title>Assessing the relationship between the Driver Behavior Questionnaire and the Driver Skill Inventory: Revealing sub-groups of drivers</title>
      <link>https://trid.trb.org/View/1325300</link>
      <description><![CDATA[The Driver Behavior Questionnaire and the Driver Skill Inventory are two of the most frequently used measures of self-reported driving style and driving skill. The motivation behind the present study was to identify sub-groups of drivers that potentially act dangerously in traffic (as measured by frequency of aberrant driving behaviors and level of driving skills), as well as to test whether the sub-groups differ in characteristics such as age, gender, annual mileage and accident involvement. Furthermore, the joint analysis of the two instruments was used to test drivers’ assessment of their own self-reported driving skills and whether the reported skill level was reflected in the reported aberrant driving behaviors. 3908 drivers aged 18–84 participated in the survey. K-means cluster analysis revealed four distinct sub-groups that differed in driving skills and frequency of aberrant driving behavior. The sub-groups also differed in individual characteristics and driving related factors such as annual mileage, accident frequency and number of tickets and fines. The differences between the sub-groups suggest heterogeneity across the population, and since two of the sub-groups reported higher frequency of driving aberrations and lower skill level, they seem more unsafe than the two others. The results suggest that drivers’ assessment of their driving skills is reflected in their aberrant driving behaviors, as drivers who report low levels of driving skills, also report high frequency of aberrant driving behaviors, and vice versa. The present findings highlight the need to look into driver’s attitudes towards safety, and to devise differential interventions targeting specific problematic groups of the population in the attempt to improve road safety nationwide.]]></description>
      <pubDate>Wed, 15 Oct 2014 17:11:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1325300</guid>
    </item>
    <item>
      <title>Revisiting the concept of the ‘problem young driver’ within the context of the ‘young driver problem’: Who are they?</title>
      <link>https://trid.trb.org/View/1278267</link>
      <description><![CDATA[For decades there have been two young driver concepts: the ‘young driver problem’ where the driver cohort represents a key problem for road safety; and the ‘problem young driver’ where a sub-sample of drivers represents the greatest road safety problem. Given difficulties associated with identifying and then modifying the behaviour of the latter group, broad countermeasures such as graduated driver licensing (GDL) have generally been relied upon to address the young driver problem. GDL evaluations reveal general road safety benefits for young drivers, yet they continue to be overrepresented in fatality and injury statistics. Therefore it is timely for researchers to revisit the ‘problem young driver’ concept to assess its potential countermeasure implications. This is particularly relevant within the context of broader countermeasures that have been designed to address the ‘young driver problem’ Personal characteristics, behaviours and attitudes of 378 Queensland novice drivers aged 17–25 years were explored during their pre-, Learner and Provisional 1 (intermediate) licence as part of a larger longitudinal project. Self-reported risky driving was measured by the Behaviour of Young Novice Drivers Scale (BYNDS), and five subscale scores were used to cluster the drivers into three groups (high risk n = 49, medium risk n = 163, low risk n = 166). High risk ‘problem young drivers’ were characterised by greater self-reported pre-Licence driving, unsupervised Learner driving, and speeding, driving errors, risky driving exposure, crash involvement, and offence detection during the Provisional period. Medium risk drivers were also characterised by more risky road use than the low risk group. Interestingly problem young drivers appear to have some insight into their high-risk driving, since they report significantly greater intentions to bend road rules in future driving. The results suggest that tailored intervention efforts may need to target problem young drivers within the context of broad countermeasures such as GDL which address the young driver problem in general. Experiences such as crash-involvement could be used to identify these drivers as a preintervention screening measure.]]></description>
      <pubDate>Tue, 03 Dec 2013 09:12:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1278267</guid>
    </item>
    <item>
      <title>Anger-provoking events in driving diaries: A content analysis</title>
      <link>https://trid.trb.org/View/1251751</link>
      <description><![CDATA[A previously validated coding scheme of offensive driver behaviour was used to content analyse driving diary entries. A new perceived causation coding scheme was also developed to identify victims' perceptions of why events occurred. Inter-rater reliability of the behaviour coding scheme was very good (kappa = .81). The most frequently reported driver behaviours were weaving and cutting, which was included in 33% of all diary entries, followed by slow driving (20%), speeding (13%), perceived hostile driver displays (13%), and tailgating (11%). These results were contrasted with those of the previous applications of the coding scheme. Assessed independently across all diary entries, inter-rater reliability of the coding of three causation categories was within an acceptable range (kappa = .51, .41, .67 for retaliation, time urgency, and negligence, respectively). When applied exclusively to the critical diary entries identified by each participant as the most negative and upsetting, the reliability improved greatly (kappa = .60, .80, and .81). The most frequently reported source of perceived causation was negligence, involved in 15% of all diary entries and 41% of critical events, followed by time urgency (14% of all entries and 29% of critical events) and retaliation (9% of all entries and 11% of critical events). Future research applications of the content coding systems and implications of the findings for driver safety are discussed.]]></description>
      <pubDate>Wed, 26 Jun 2013 11:14:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1251751</guid>
    </item>
    <item>
      <title>Drowsy Driving — 19 States and the District of Columbia, 2009–2010</title>
      <link>https://trid.trb.org/View/1238407</link>
      <description><![CDATA[The National Highway Traffic Safety Administration (NHTSA) reports that 2.5% of fatal motor vehicle crashes (approximately 730 in 2009) and 2.0% of all crashes with nonfatal injuries (approximately 30,000 in 2009) involved drowsy driving. Data collection methods make it challenging to estimate the number of crashes that involve drowsy drivers, but some modeling studies have estimated that 15% to 33% of fatal crashes might involve drowsy drivers. Fatalities and injuries are more likely in motor vehicle crashes that involve drowsy driving compared with non-drowsy driving crashes. In order to assess the state-level self-reported prevalence of falling asleep while driving, the Centers for Disease Control (CDC) analyzed data from a set of questions about insufficient sleep administered through the Behavioral Risk Factor Surveillance System (BRFSS) during 2009–2010. Among 147,076 respondents in 19 states and the District of Columbia (DC), 4.2% reported having fallen asleep while driving at least one time during the previous 30 days. Previous surveys have addressed the topic of drowsy driving, but this report presents the findings from the largest number of U.S. survey respondents to date.]]></description>
      <pubDate>Wed, 23 Jan 2013 09:12:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1238407</guid>
    </item>
    <item>
      <title>Predicting aggressive driving behavior from anger and negative cognitions</title>
      <link>https://trid.trb.org/View/1217695</link>
      <description><![CDATA[The purpose of the current study was to evaluate the anger experience and expression, as well as cognitive distortions, of individuals who self-report higher and lower levels of driver aggression. Fifty-seven higher driver aggression participants and 73 lower driver aggression participants completed measures of trait anger, driving anger, anger expression, angry thoughts while driving, hostile thoughts, and dysfunctional attitudes. The present study results suggest that higher aggression drivers demonstrate a different pattern of affective experience, problematic cognitive tendencies, and subsequent negative outcomes in comparison to those reporting lower levels of aggression. Future research should continue to investigate patterns of negative cognitions for aggressive drivers, in order to inform treatment and prevention strategies for this societal concern.]]></description>
      <pubDate>Thu, 15 Nov 2012 12:33:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1217695</guid>
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