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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>Factors influencing public support for more comprehensive road safety policies: The case of technology-neutral distracted driving rules</title>
      <link>https://trid.trb.org/View/2701425</link>
      <description><![CDATA[The rapid evolution of technology used by drivers has increased the complexity of the driving task and introduced new sources of distraction, necessitating the development of distracted driving legislation that keeps pace with these changes. As such, this study examined drivers' views of a more comprehensive, technology-neutral approach to distracted driving rules, which extends beyond mobile phone use to include portable devices, in-built and mounted systems, and wearable devices. Guided by an extended Value-Belief-Norm theory, a policy acceptance model was developed and validated in assessing public support and acceptability of more comprehensive distracted driving legislation, examining how general and normative beliefs, as well as policy-specific perceptions, influence drivers’ acceptability, and identifying demographic differences in acceptability and its underlying factors. A sample of 494 drivers who reside in Queensland, Australia, participated in an online survey, which included both quantitative and open-ended questions. Findings revealed a relatively strong support for the proposed rules. Structural Equation Modelling identified personal norms, social norms, perceived fairness, and perceived effectiveness as significant predictors of acceptability, with the proposed policy acceptance model explaining 76.6% of the variance in acceptability. Group comparisons revealed that young drivers and males reported lower levels of perceived freedom, while those with greater familiarity with distracted driving reported higher levels of personal norms and problem awareness. Qualitative responses indicated that most participants viewed the proposed rules as more effective than current legislation, especially in addressing emerging technological distractions. However, concerns about enforcement, clarity, and the need for educational efforts were also raised.]]></description>
      <pubDate>Fri, 31 Jul 2026 15:17:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701425</guid>
    </item>
    <item>
      <title>Nitrogen in urban stormwater caused as significant algal growth response as simulated soil erosion runoff despite differences in nitrogen forms</title>
      <link>https://trid.trb.org/View/2725397</link>
      <description><![CDATA[Urban stormwater can accumulate significant nutrients and other pollutants from the catchment, leading to water quality degradation in receiving waters. However, the impact of nutrients in urban stormwater on the ecological processes of receiving environments, particularly compared with other point and diffuse sources of nutrients, has not been well studied. Understanding how different nutrient sources affect ecological responses can improve catchment-scale nutrient management and prioritization. This study investigated how nutrients in urban stormwater impact algal growth response using standardized bioassay, and compared the response with simulated soil erosion runoff (soil slurries), effluents from tertiary-treated sewage treatment plants (STPs) and aquaculture pond effluents. A total of 43 urban stormwater samples were examined from three local government areas in South East Queensland, Australia. The study showed that all urban stormwater treatments had significantly higher algal growth responses than a control treatment without nutrient addition. Total dissolved nitrogen (TDN) was the nutrient parameter most highly correlated with the algal response for urban stormwater samples. Urban stormwater showed a similar algal response to soil slurries and aquaculture pond effluent despite differences in nitrogen forms, and a significantly higher algal response and DOC:TDN ratio than STP effluent, at the same TDN concentration. Our findings indicate that urban stormwater is an important source of nitrogen and DOC with the potential to stimulate algal growth in nitrogen limited waterways. This study suggests that more effective control of urban stormwater nutrients and organic carbon is needed to improve water quality in receiving waters.]]></description>
      <pubDate>Thu, 30 Jul 2026 10:08:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2725397</guid>
    </item>
    <item>
      <title>Airport-city region symbiosis in the global emergence of Southeast Queensland, Australia</title>
      <link>https://trid.trb.org/View/2688686</link>
      <description><![CDATA[This study argues that airport-city region research should focus on airports and city regions as interdependent actors within a single business ecosystem, rather than predominantly examining their linear economic impacts or accessibility benefits. Their growth and global emergence are interpreted here as being associated with these symbiotic relationships. In this paper, we examine residents’ and professionals’ perceptions and expectations of how global city attributes (GCAs) and global power city index (GPCI) criteria align with expected emerging global city region (EGCR) development outcomes in an airport-city region context. Using cross-sectional survey data from Southeast Queensland (SEQ), Australia, we develop a conceptual model comprising composite scores for six GCAs (connectedness, networks, governance/management, scale/size, information technology, migration/tourism), six GPCI criteria (economy, research & development, cultural interaction, livability, environment, accessibility), and an EGCR expected outcome scale. Spearman’s rank-order correlations and univariable and multivariable regressions are used to estimate unadjusted and adjusted associations between GCAs/GPCI criteria and expected EGCR outcomes, with interpretations organised through a lens of airport-city region symbiosis.Results show that respondents perceived connectedness, information technology, and migration/tourism (GCAs), together with cultural interaction, economy, research and development, and environment (GPCI criteria), as most strongly associated with expected EGCR development outcomes when interpreted through the airport-city region symbiosis lens. A perceived airport role in city-region development also shows a comparatively significant association in adjusted models. The findings offer stakeholder-based evidence to inform airport and city-region planning in a fast-growing multi-airport city region, while emphasising that results should be interpreted as stakeholder expectations rather than causal effects. Future research should triangulate perceptions with longitudinal and objective indicators. This will help policymakers, urban planners, and airport authorities plan integrated and adaptive strategies that align with stakeholder expectations for globally competitive regional development.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688686</guid>
    </item>
    <item>
      <title>An evasive action-based bivariate extreme value model for estimating pedestrian crash frequency using traffic conflicts</title>
      <link>https://trid.trb.org/View/2666767</link>
      <description><![CDATA[Traditional models, employing extreme value theory for estimating pedestrian crashes from traffic conflicts, commonly utilise popular conflict measures, such as post encroachment time and gap time. Whilst these measures have proven useful, they are limited in identifying a vehicle–pedestrian conflict based on a fixed threshold value and depend on subjective graphical-based extreme identification methods, which neither fully capture the dynamic interactions between vehicles and pedestrians nor account for road user behaviour to identify conflicting events. This study proposes a bivariate extreme value modelling framework that analyses evasive action-based traffic conflicts by integrating risk force theory and artificial intelligence-based video analytics to estimate pedestrian crash frequency by severity. The methodological framework quantifies crash risk dynamically during vehicle–pedestrian interactions and identifies traffic conflict events based on evasive behaviours. Traffic conflicts are modelled using a Generalised Pareto distribution to capture the tail behaviour of high-risk conflicts. The proposed econometric modelling framework was validated using 72 h of traffic movement data from three signalised intersections in Queensland, Australia. Results demonstrate that the Generalised Pareto distributions effectively fit evasive action-based vehicle–pedestrian conflicts, with estimated total pedestrian frequency and severe crash frequency aligning closely with historical crash records, thereby supporting the validity of the proposed model. This study presents a scalable, behaviourally grounded methodology as an alternative to a subjective conflict identification approach, enabling continuous risk assessment for proactive pedestrian safety management and real-time safety analysis.]]></description>
      <pubDate>Tue, 26 May 2026 09:40:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666767</guid>
    </item>
    <item>
      <title>Exploring the heterogeneity in subscription and travel behaviours of MaaS users: A segmentation approach and thematic analysis – A case study of University of Queensland, Australia</title>
      <link>https://trid.trb.org/View/2689796</link>
      <description><![CDATA[Mobility as a Service (MaaS) integrates various transport services (e.g., public transport, ridesharing, carsharing, and micro-mobility) into a single digital platform, aimed at reducing car ownership and traffic congestion. In July 2021, we began the MaaS trial (ODIN PASS) at the University of Queensland (UQ), targeting students and staff. We collected data on users' trip characteristics, reasons for using MaaS, subscription records, and feedback on the service (e.g., attitudes and opportunities). While existing research explores the diversity in MaaS user travel and subscription behaviours, few studies examine core themes such as attitudes and opportunities from a real-world trial. This study addresses this gap by (1) identifying the heterogeneity in users' travel and actual subscription behaviours through a latent class analysis model, and (2) uncovering diverse core themes (i.e., attitudes and opportunities) to inform the future development of MaaS by using thematic analysis. The latent class analysis reveals three distinct user groups. The findings of this study highlight that multimodal-curious users pay greater attention to MaaS operational issues and app functionalities compared to daily public transport users and regular cost-conscious public transport users. These users tend to have higher car ownership, be slightly older, and are more likely to be PhD students or staff. In contrast, regular cost-conscious public transport users, who comprise a large proportion of undergraduate students, appear to be primarily cost-focused, with particular concern for reducing the bundle price. The findings offer transport planners insights into tailoring strategies for different user groups, enhancing the development of MaaS.]]></description>
      <pubDate>Wed, 13 May 2026 17:01:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689796</guid>
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    <item>
      <title>The missing piece in deterring phone use while driving: Police perspectives after legislative and penalty changes</title>
      <link>https://trid.trb.org/View/2655820</link>
      <description><![CDATA[Engagement in illegal phone use while driving continues to increase. To obtain a more in depth understanding of the deterrent impact of the current legal countermeasures for this behavior, this study conducted a qualitative investigation from those on the frontline of enforcement: police officers. A total of 26 police officers from Queensland, Australia, completed interviews on how they view the deterrent impact of the current phone use while driving legislation, penalties, and their enforcement, using classical deterrence theory as a framework. Police officers were interviewed during and after changes to the phone use while driving legislation and penalty in their jurisdiction. A reflexive thematic analysis was conducted to analyze the data and themes were created based on the constructs within classical deterrence theory: certainty of apprehension, severity of punishment, and swiftness of punishment. The findings demonstrate the factors that contribute to both strengthening and weakening the legal deterrent effect for phone use while driving from a police perspective and have important theoretical and practical implications. For example, it is suggested that phone use while driving legislation that does not differentiate the types of phone behavior can make enforcement of this offense easier, yet a higher penalty may result in drivers concealing their phones more.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:43:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655820</guid>
    </item>
    <item>
      <title>Understanding drivers' attitudes, beliefs, and behaviours about distracted driving and the relationship with perceptions of related road rules</title>
      <link>https://trid.trb.org/View/2674377</link>
      <description><![CDATA[Distracted driving remains a significant road safety concern. To address the issue, it is important to understand drivers' perceptions of distractions and the related road rules. Accordingly, this study has three objectives. The first was to investigate drivers' beliefs and behaviors regarding distracted driving by expanding the Susceptibility to Distracted Driving Questionnaire. The second was to explore drivers' perceptions of current distracted driving rules by using the extended Value-Belief-Norm Theory and open-ended questions and to examine how beliefs and behaviors about distractions shape their views on road rules. The third was to assess the extent to which drivers perceive a need for broader distracted driving legislation and how their perceptions of current road rules contribute to this perceived need. Data were collected from 494 participants (aged 17 to 83 years), residing in Queensland, Australia, through an online questionnaire. Findings indicated a moderate level of engagement with both technological and non-technological distractions, with no significant difference observed between their levels of engagement. However, participants reported more favorable attitudes and a higher sense of control over technology-related distractions than non-technological distractions. Results also showed that while distracted driving rules were seen as fair and allowing freedom while driving, they were viewed as moderately effective and somewhat complex. Further, most participants supported the need for improved distracted driving rules, with lower perceived effectiveness and higher complexity of current rules linked to greater support. Results indicated that higher engagement with non-technological distractions was negatively associated with perceived effectiveness of rules, while greater risk compensation was linked to lower perceived fairness, and higher perceived control over distractions was significantly associated with lower perceived freedom.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674377</guid>
    </item>
    <item>
      <title>Understanding incorrect seatbelt usage in Queensland, Australia: A multifaceted investigation drawing from deterrence theory and the theory of planned behaviour</title>
      <link>https://trid.trb.org/View/2674362</link>
      <description><![CDATA[Incorrect seatbelt use is a new and emerging safety concern, largely undetected until the recent introduction of seatbelt cameras. While existing literature has predominantly examined seatbelt “non-use”, this self-report survey explored the psychosocial factors underpinning incorrect use (e.g., improper positioning) and perceptions of the effectiveness of deterrence measures such as fines and demerit points. Because few participants reported engaging in incorrect seatbelt use, the study focused on predictors of future intention, a construct known to precede behavior. Drawing on the Theory of Planned Behavior (TPB) and Deterrence Theory, the study measured attitudes, subjective norms, perceived behavioral control (PBC), behavioral and normative beliefs, and perceptions of punishment severity, swiftness, and certainty. An online self-report survey assessed intention to wear a seatbelt incorrectly across both driver and passenger contexts. Hierarchical regressions showed that the TPB variables significantly predicted intention. For drivers, subjective norms (positive) and PBC control (negative) emerged as significant predictors, whereas for passengers, attitudes and subjective norms (both positive) predicted intention. Deterrence variables did not explain additional variance over and above the TPB constructs. MANOVAs further revealed that high intenders differed significantly from low intenders, endorsing more favorable behavioral beliefs and stronger normative approval than low intenders. No significant differences emerged in control beliefs. Participants also demonstrated limited awareness of actual penalties, and low perceived certainty of punishment, likely reflecting punishment avoidance. Overall, incorrect seatbelt use remains underreported and under-researched. These findings provide initial insight into its psychosocial drivers and can inform the development of targeted road-safety interventions.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674362</guid>
    </item>
    <item>
      <title>A content analysis exploring adaptive cruise control and forward collision warning systems in vehicle manuals</title>
      <link>https://trid.trb.org/View/2668542</link>
      <description><![CDATA[Despite advancements in vehicle technology such as adaptive cruise control (ACC) and forward collision warnings (FCW), rear-end crashes remain an overrepresented crash type. Given the increasing penetration rate of ACC and FCW, it is timely to explore the functions, limitations, and customizations of these systems as specified in vehicle manuals. The current study employed a content analysis to explore a) whether these systems align with recommended safe following distances and b) whether limitations of these systems are related to areas associated with rear-end crashes. A sub-group of the top 200 registered vehicles in Queensland, Australia (n = 55 models) were represented in the content analysis. After removing ineligible vehicles (i.e., registrations of a non-motor vehicle, not manufactured during 2013–2023) and sourcing vehicle manuals (i.e., from Australian manufacturers and third-party websites, email requests to manufactures), a total of 41 models (20 makes) were included. Extracted data was coded to reflect the functions, limitations, and customizable features of these systems. Findings identified a small number of ACC systems aligned with the recommended safe following distance, with the remaining manuals providing insufficient or ambiguous information. Both ACC and FCW systems were limited in common driving situations, including conditions known to contribute to rear-end crashes. Reliance on drivers to use ACC only in appropriate conditions may lead to improper use, reducing the effectiveness of this system in reducing rear-end crashes. Moving forward, it appears warranted that information on ACC and FCW is consistent across manuals to provide drivers with clear and comprehensive detail.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668542</guid>
    </item>
    <item>
      <title>Modelling carbon generated from individual urban travel activities: An empirical approach using the Lévy distribution</title>
      <link>https://trid.trb.org/View/2617209</link>
      <description><![CDATA[Understanding carbon generation from Individual Travel Activities (ITAs) requires moving beyond aggregate household or per-capita measures to examine frequency distributions across diverse set of trip characteristics. Yet, current research lacks a well-established empirical framework operating at a disaggregated level to profile the relationship between ITAs and carbon generation. Drawing on household travel survey data for South East Queensland, Australia, this study details a frequency-distribution modelling approach that employs the Lévy distribution to characterise how carbon generation varies across ITAs. The method enhances existing carbon estimation practices beyond traditional mean-based or aggregate approaches. A seven-parameter framework derived from normal-Lévy distribution coefficients captures the relationship between travel frequency and carbon generation, enabling systematic comparison across travel modes, purposes, and household locations. The model empirically derives carbon generation thresholds (2.88 kg CO₂ per trip) to distinguish between intra-urban and inter-city trips, replacing administratively-defined boundaries with a data-driven spatial delineation alternative. Results reveal that while 83.5 % of trips generate relatively low carbon emission (no more than 2.88 kg per trip), these frequent, low intensity intra-urban activities constitute the majority of total carbon generation, challenging the typical conventional focus on high-emission trip reduction. This frequency-distribution approach provides urban planners and policymakers with an empirical framework for quantifying carbon impacts at the ITA level through which tailored interventions can be designed to encourage a shift to lower-carbon alternatives.]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617209</guid>
    </item>
    <item>
      <title>A qualitative study on young drivers’ experiences with, and perceptions of others’ engagement in, and approval of, next day drink driving</title>
      <link>https://trid.trb.org/View/2640984</link>
      <description><![CDATA[A less understood component of drink driving is next day drink driving (ND-DD), which refers to driving the following morning after drinking while potentially above the legal limit. Evidence suggests young drivers are engaging in ND-DD more frequently than drink driving. However, young drivers’ experiences of ND-DD remain unclear. As proposed by Social Norm Theory, believing others engage in, or approve of, a behavior can result in an individuals’ own engagement in the same behavior. Accordingly, this qualitative study aimed to explore young drivers’ experiences with, and perceptions of others’ engagement in, and approval of, ND-DD.  Thirty-one young drivers (18–24 years) residing in Queensland, Australia, participated in a one-on-one interview. Template analysis was employed to data. Four themes were recognized: (1) Drink driving (and ND-DD) experiences; (2) “People always drink drive:” Descriptive norms; (3) “More approved of than drink driving:” Contradictions of ND-DD and drink driving; and (4) Location matters.  Young drivers described more experiences of ND-DD than drink driving (T1). Drink driving and ND-DD were described as occurring frequently by others (T2). In addition, drink driving was perceived to be disapproved by others, but ND-DD was perceived as more approved by others (T3). Many described that drink driving and ND-DD may occur more frequently in non-metropolitan locations compared to metropolitan locations (T4).  Young drivers described experiences of ND-DD and believed others often engage in, and approve of, the behavior. These findings suggest ND-DD may be a concern for road safety, highlighting further understanding is warranted into this risky and potentially illegal driving behavior. Drink driving research should consider expanding to ND-DD, which will contribute to understanding this behavior. In addition, the role of social norms on ND-DD warrants further investigation, which may guide the development of norm-based messages to reduce the behavior.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640984</guid>
    </item>
    <item>
      <title>Applying systems thinking to understand the impacts of traffic safety culture on young driver speeding behaviour</title>
      <link>https://trid.trb.org/View/2636386</link>
      <description><![CDATA[Young driver safety remains a road safety priority due to the over-representation of this cohort in crashes, fatalities and injuries. Speeding is recognised as a key contributor to traffic crashes, particularly within this population. Traffic safety culture is a growing area of research that considers the shared attitudes, values and beliefs of communities relating to road safety behaviours. However, the traffic safety culture of young drivers is under-researched and has not been conceptualised for speeding behaviour specifically. The current study applied an exploratory approach paired with systems thinking to discern the traffic safety culture of young drivers in Queensland, and in sub-groups of young drivers (general population females, general population males and car enthusiasts). Further, factors across the road transport system were investigated for their impact on traffic safety culture and speeding behaviour. A sample of 27 young drivers from Queensland participated in semi-structured interviews. Thematic analysis revealed key factors of a general traffic safety culture that exist across the young driver groups. Further, the findings showed that factors across the whole road transport system impact young drivers’ traffic safety culture to varying degrees. The findings provide insight into how the system could be adapted to encourage safer behaviour in young drivers. It is suggested that a holistic approach spanning the road transport system be applied to integrate strategies which promote a positive traffic safety culture around speeding within the young driver cohort.]]></description>
      <pubDate>Mon, 29 Dec 2025 09:32:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636386</guid>
    </item>
    <item>
      <title>Actors, roles and responsibilities for speed management: A systems-based analysis of key stakeholders in Sweden and Queensland, Australia</title>
      <link>https://trid.trb.org/View/2608844</link>
      <description><![CDATA[Speed management has been recognized as a challenging policy area due to contrasting beliefs and conflicting interests among key stakeholders. In order to design a road map to accelerate progress on speed management, it is important to improve the understanding on how speed management is governed and by whom. This study addressed this research gap by systematically identifying the stakeholders involved in speed management and analyzing their roles and responsibilities. Sweden and Queensland, Australia, were selected as case studies based on their road safety leadership, global performance and innovation. A stakeholder analysis informed by systems thinking and Rasmussen’s risk management framework was conducted. Using qualitative data collected through semi-structured interviews with 30 road safety practitioners and experts with diverse backgrounds, jurisdiction-specific Actor Maps were developed to visualize stakeholders’ positions and roles within the respective frameworks. Findings revealed shared and distinct key stakeholders in speed management governance, with responsibilities varying across contexts. Stakeholders’ actual and desired roles were analyzed, suggesting the existence of interdependencies within governance networks. While key actors generally fulfill their responsibilities, significant gaps remain, particularly regarding proactive speed management practices, accountability, and evidence-based decision-making. The research highlights the importance of stakeholder analysis and targeted engagement to effectively advance speed management policies and achieve road safety targets. The findings also have implications for the attribution of responsibility to road users in speed-related crash prevention. Road users were described as having limited understanding of speed-related risks, suggesting that they cannot be regarded as moral agents in this context.]]></description>
      <pubDate>Tue, 18 Nov 2025 09:30:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2608844</guid>
    </item>
    <item>
      <title>A multi-task Transformer with mixture-of-experts for personalized periodic predictions of individual travel behavior in multimodal public transport</title>
      <link>https://trid.trb.org/View/2587258</link>
      <description><![CDATA[Integrated multimodal public transport (PT) systems are reshaping urban mobility by providing personalized travel experiences tailored to individual users. A critical challenge in realizing personalized mobility is predicting users’ periodic travel behaviors to capture each user’s evolving travel preferences and patterns. Big data and AI have opened new opportunities to accurately predict individual travel behavior, which is a critical initial step toward effective planning of personalized mobility bundle subscriptions and improvement of mobility services. This study proposes a novel framework, PTBformer-MMoE, for personalized periodic prediction of individual travel behavior, specifically predicting each user’s monthly mode-specific travel frequency class (classification tasks) and each user’s monthly expected travel fare (regression task), using the user’s most recent travel records. Within the multi-gate mixture-of-experts (MMoE) framework, each expert network is realized by a PTBformer, and each gate determines the weighted contributions of expert outputs relevant to a specific task tower. The PTBformer integrates two key modules, i.e., a Multi-mode Transformer employing multi-feature self-attention for continuous time-series travel data; and an OD Transformer capturing OD-specific travel features with multi-OD self-attention. Evaluated on a multimodal (bus, rail, ferry, and tram) dataset with over 0.96 billion travel records of 1.58 million users in Queensland, Australia, during 01/2021−01/2023, the proposed PTBformer-MMoE demonstrates state-of-the-art performance in predicting each user’s monthly mode-specific travel frequency class and monthly expected travel fare compared to 9 baseline models, setting a new benchmark for individual travel behavior predictions. The predictive capabilities of PTBformer-MMoE demonstrate its significant potential for real-world applications such as personalized mobility subscriptions, targeted recommendations, and optimized demand management, ultimately paving the way toward data-driven and user-centric multimodal PT systems.]]></description>
      <pubDate>Fri, 24 Oct 2025 16:53:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2587258</guid>
    </item>
    <item>
      <title>Clear zone or W-beam guardrail for rural highways? A Full Bayes before-after evaluation by employing the Poisson Gamma-Lindley model</title>
      <link>https://trid.trb.org/View/2596857</link>
      <description><![CDATA[Run-off-road crashes often result in fatal and severe injuries on rural highways. Clear zones and W-beam guardrails are often installed to reduce run-off-road crashes and the extent of severe injuries. While the effectiveness of clear zone improvement and W-beams has been studied, their comparative effects in a similar empirical setting are not well known. At the same time, crashes on rural highways are often characterized by a high frequency of zero counts; however, models capable of addressing this issue—such as the Poisson-Gamma Lindley models—have not yet been tested in before-after evaluations of engineering treatments. Towards this end, this study aims to examine the safety effectiveness of clear zones and W-beam guardrails on rural highways by applying a Full Bayes approach with Poisson-Gamma Lindley model that considers heterogeneities resulting from the preponderance of zeros. A total of 82.70 km of treated roadway segments with Clear zone improvements (0–5 m to 5–10 m) implemented in 2014 and 2015 were extracted from Bruce Highway in Queensland, Australia. W-beam guardrails were installed along a total of 45.5 km of the same rural highway between 2013 and 2017. The computed Crash Modification Factors (CMFs) show that the clear zone widening significantly reduced total injury (CMF = 0.57), fatal, serious, and moderate injury (CMF = 0.58), fatal and serious injury (CMF = 0.53), and run-off-road crashes (CMF = 0.63). W-beam guardrails are also found to significantly reduce total injury (CMF = 0.75), fatal, serious, and moderate injury (CMF = 0.77), fatal and serious injury (CMF = 0.81), and run-off-road crashes (CMF = 0.56). Overall, both countermeasures significantly reduce run-off-road crashes and other injury severities, including total injury, fatal, serious, and moderate injury, and fatal and serious injury crashes. W-beam guardrails have been found to provide greater reductions in run-off-road crash occurrences, whereas clear zone improvements are more effective in reducing injury severity by offering more forgiving roadside conditions.]]></description>
      <pubDate>Mon, 13 Oct 2025 08:48:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596857</guid>
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