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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>Acceptance for use of safety technology AuST</title>
      <link>https://trid.trb.org/View/2752058</link>
      <description><![CDATA[This feasibility study was financed by SAFER's Idea Exploration Programme and carried out in collaboration between Scania CV and Guidance to Zero. The overall aim was to increase knowledge and understanding of fleet managers' and truck drivers' awareness, acceptance and use of active safety systems in heavy vehicles. Heavy goods transport is overrepresented in serious road accidents, placing significant attention on the sector. European legislation has become increasingly stringent, most recently through the General Safety Regulation Step 2, which came into force in July 2024. However, regulatory compliance alone is not sufficient to achieve a high level of road safety. A range of advanced safety features beyond legal requirements are available and can be specified in vehicles. Safety performance has also gained increased visibility through Euro NCAP's Safer Trucks programme. While the growing number of safety features is positive, their life-saving potential depends on user understanding, trust and correct usage. This study therefore explores the gap between technological availability and practical adoption. Road safety is highly valued among both fleet managers and drivers who participated in the study. Almost all respondents believe that road safety will increase in importance over the next 2-3 years. Knowledge of available systems and their intended function is a prerequisite for effective use. This is relevant not only for drivers - who interact directly with the systems - but also for fleet managers, who specify vehicles and follow up on system usage.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752058</guid>
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    <item>
      <title>Projektledares förutsättningar och incitament för kostnadskontroll : en intervjustudie om den operativa investeringsverksamheten vid Trafikverket</title>
      <link>https://trid.trb.org/View/2752014</link>
      <description><![CDATA[The aim of the study was to investigate project managers' incentives and conditions to strive for and accomplish cost control in their investment projects. The background for this study, as well as for Transport Analysis' government commission, is the longstanding problem of cost overruns within the long-term national planning of transport infrastructure. This problem has been pointed out in several audits by the Swedish National Audit Office, it has also been observed in scientific research. Both the Swedish National Audit Office and different governments have at several occasions called for improvements in this area. In a former study carried out by VTI, project managers were identified as a key actor for the operational activities and for trade-offs between cost control and other regards. The study has been executed as a qualitative study. Ten semi-structured, qualitative interviews were carried out with project managers, responsible for investment projects at the Swedish Transport Administration. The results show that the operational management directed at project management of investment projects are extensive, as well as diverse. This, which is confirmed in previous research, is related to the tendency that management imperatives are added more often than they are removed. The extent and diversity that confronts project managers make operational management more or less impossible to put into practice, other than selective and adapted to the specific project. This means that many operational management imperatives must be ignored for practical reasons, and with consideration to cost control. Recently, project managers have been encouraged by all levels of management to adopt a pragmatic and flexible stance towards such imperatives, and to prioritize cost control. Their foremost resources in making decisions based on their professional judgment are their own practical experience as project managers and support from colleagues with experience from investment projects.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:35:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752014</guid>
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    <item>
      <title>Exploring electric truck utilisation in business networks</title>
      <link>https://trid.trb.org/View/2752005</link>
      <description><![CDATA[The electrification of heavy-duty freight transport plays a central role in climate and industrial policy in Europe. Despite increasing regulatory pressure and technological progress, the adoption of electric trucks remains limited. This indicates that the challenge is not only technological but also lies in how electric trucks are utilised in real-world freight operations. This licentiate thesis examines electric truck utilisation as an operational and relational challenge embedded in business networks. Based on a qualitative study of Swedish freight transport, thethesis analyses how electric trucks are integrated into everyday operations at firm, relational, and network levels. The findings show that under current conditions, electric trucks require highly predictable transport missions, stable routes, and coordinated charging arrangements. Compared to diesel-based transport, this reduces operational flexibility and increases dependence on more detailed planning, access to infrastructure, and collaboration with various business partners. Applying the Industrial Network Approach, the study shows how electric truck utilisation reshapes activities, resources, and actors within the business network. Charging infrastructure emerges as a critical resource, where access, ownership, and control directly influence economic viability and create new interdependencies among hauliers, transport buyers, intermediaries, energy actors, and vehicle manufacturers. Charging, in turn, becomes a central activity that needs to be coordinated for each vehicle and across actors sharing the same charging resources. The thesis contributes to research on heavy-duty transport electrification by shifting attention from isolated barriers to the structural and relational conditions that set the terms for utilisation in practice. For industry, the findings highlight that successful electrification depends not only on vehicle performance, but on coordinated development of operations, charging resources, contractual arrangements, and collaboration across business networks.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:35:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752005</guid>
    </item>
    <item>
      <title>In search of a sea-life balance in an adverse environment : understanding seafarers' life, work and turnover : phase one, interview results</title>
      <link>https://trid.trb.org/View/2751955</link>
      <description><![CDATA[Amid ongoing discussions about workforce sustainability in the shipping industry, there is growing concern that work-related pressures negatively affect well-being and seafarers' intentions to remain in the profession. In response to these concerns, the World Maritime University (WMU) and the Officers' Union of International Seamen (OUIS) launched a joint research initiative to explore seafarers' work-related experiences, mental well-being, and career intention, with a focus on U.S. seafarers. This report presents findings from the first phase of the WHEAB project, a qualitative study designed to capture the lived experiences of seafarers in their own words.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:34:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751955</guid>
    </item>
    <item>
      <title>Social relations influence over choices of alternative marine fuels : an exploration of bounded rational aspects in the decision processes</title>
      <link>https://trid.trb.org/View/2751937</link>
      <description><![CDATA[This prestudy explores how social relations influence the choice of alternative marine fuels among Swedish shipowners. Adopting a cognitive perspective on decision-making, the study challenges rational models and instead highlights the role of networks, symbolic tools, and organizational dynamics. Based on twelve interviews with industry stakeholders, including operative staff from the two contributing companies Terntank and Stena Teknik and two additional Swedish shipowners, three key themes emerge: the role of networks, the temporal structure of decisions, and the symbolic use of decision-support tools]]></description>
      <pubDate>Fri, 07 Aug 2026 08:34:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751937</guid>
    </item>
    <item>
      <title>Personality traits as predictors of driver behaviour: a comprehensive profiling study of Portuguese drivers</title>
      <link>https://trid.trb.org/View/2706361</link>
      <description><![CDATA[Human factors substantially contribute to road crashes. However, assessing their effects is complex due to the influence of individual characteristics such as personality. Therefore, studies examining the relationship between personality traits and driving behaviour are essential. This study aimed to construct driver behaviour profiles based on these relationships within a large sample of Portuguese drivers. A community sample of 747 licensed drivers, aged under 75 and with at least three years of driving experience, completed an online survey. Instruments included the NEO-Five Factor Inventory-20, the Impulsivity and Sensation Seeking Scale, and the 24-item Driver Behaviour Questionnaire (DBQ). Firstly, multiple linear regressions were conducted considering the three driving behaviour dimensions of the DBQ to support the construction of the profiles. Results indicated that neuroticism, agreeableness, extraversion, impulsivity, and sensation seeking predicted infractions and aggressive driving. Neuroticism, conscientiousness, and impulsivity predicted non-intentional errors, while neuroticism, openness, conscientiousness, and impulsivity were associated with lapses. Even after controlling for age and gender, personality traits remained significant predictors. Secondly, four driver behaviour profiles were constructed using two alternative methodologies: an empirical approach and cluster analysis with k-means. Profiles built using the empirical approach resulted in four groups of drivers characterised by more easily identifiable driving behaviours: prudent, regular, distracted/forgetful, and aggressive drivers. The distracted/forgetful group showed a positive relationship to crash involvement. Overall, the study shows that the complex driver behaviour needs to be carefully grouped.]]></description>
      <pubDate>Wed, 10 Jun 2026 09:05:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706361</guid>
    </item>
    <item>
      <title>Daily life mapping: a method for understanding the role of transport in the organization of everyday life</title>
      <link>https://trid.trb.org/View/2684202</link>
      <description><![CDATA[A shift towards more sustainable modes of transport demands an in-depth understanding of the role of walking and biking in people’s daily lives. Such an understanding is necessary to promote infrastructure and environments that meet people’s needs and preferences. Since everyday life is characterized by complex situations that are difficult to describe using quantitative methods and statistics, the role of walking and biking in people’s daily lives is better studied using qualitative methods, such as interviews. Research demonstrate that surrounding environments play an important role in how people use infrastructure for walking, and how regular, daily walking contributes to and connects several important purposes in life. This type of understanding can be aided by using time geographic perspectives, and more specifically the interview method Daily life mapping.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684202</guid>
    </item>
    <item>
      <title>Is that what people want? An initial study on the intention to use self-driving taxis in the city of Zurich</title>
      <link>https://trid.trb.org/View/2675143</link>
      <description><![CDATA[Fully autonomous Level-4 electric taxis, operating independently without a human driver, are no longer a novelty and are already operating on public roads in the USA and other countries. It is clear that the mobility sector is facing extensive changes, which also affects cities like Zurich. But to what extent will those transport concepts be adopted in cities in the future? Are Level-4 self-driving electric taxis welcome on its streets? This study examined whether this revolution in passenger transport would find acceptance on the streets of Zurich. We explored in which cases, by whom, and for which routes autonomous taxis would be utilized. An online survey with 302 participants assessed the potential intent to use these taxis both during the day and night. The questionnaire was developed based on various theoretical models of technology acceptance and other traffic-related studies and was specifically adapted to the conditions in Zurich. The results showed that factors such as safety and utility evaluations, social influences, and attitudes toward new technologies are significant predictors of usage intention in Zurich. The results also indicate that respondents are not yet fully prepared to hand over control, although the participants expressed an interest in this new technology and an intention to use it. Sociodemographic factors such as age, gender, or education level showed no consistent influence. Based on these findings, several practical implications were identified and subsequently developed, such as highlighting the relevance of safety and user-friendliness in self-driving taxis.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675143</guid>
    </item>
    <item>
      <title>”Man tänker att folk med funktionsnedsättning inte kan cykla” : en studie om hur personer med funktionsnedsättning upplever barriärer och möjligheter för att cykla</title>
      <link>https://trid.trb.org/View/2666541</link>
      <description><![CDATA[For people with disabilities, cycling can counteract negative developments for physical health and increase social participation. Despite this, few people with disabilities cycle compared to people without disabilities. The study aims to investigate how people with disabilities experience barriers and opportunities for cycling (the focus has not been on any specific disability). A further aim is to identify areas for improvement regarding the target group's conditions for cycling. A survey and an interview study have been conducted, targeting people with disabilities (both cyclists and non-cyclists). In addition, a workshop with stakeholders working with cycling and/or disability issues has been conducted, which complemented the survey and interview study. The biopsychosocial model was used for a coherent analysis. Respondents see several advantages of cycling, primarily that it benefits health and well-being. However, opportunities to cycle can be limited or prevented by various barriers, such as high cost of adapted bicycles, deficiencies in infrastructure and road maintenance, and lack of information and support for cyclists/potential cyclists with disabilities. There is also a perception that various societal stakeholders insufficiently recognise and accommodate the needs of cyclists with disabilities. Furthermore, the design of the bicycle itself is of significance, not only from an aesthetic standpoint, but also in terms of functionality and safety within the traffic environment.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666541</guid>
    </item>
    <item>
      <title>Fathoming out risk perception : an onboard ethnography of ro-pax sister ferries</title>
      <link>https://trid.trb.org/View/2666500</link>
      <description><![CDATA[This thesis examines how risk perception is shaped, communicated, and enacted by crew members on board two sister ro-pax ferries operating in European trade. It asks how safety is understood and practiced not merely as a formal requirement, but as a lived reality grounded in social norms, experience, and departmental culture. Making use of ethnographic fieldwork including interviews, observation, fieldnotes and informal conversations, the study shows how formal procedures interact with the routines of onboard life, producing a collective perception of risk. Two conceptual triads are developed to structure the analysis: the triad of the senses comprising making sense, sharing sense and common sense; and the triad of the responses which consists of clash, harmony, and routine non-conformity. These frameworks capture how risk perception is formed, shared and made collective, and show how crew members respond to top down safety initiatives, revealing safety culture as a negotiated process between institutional regulation and everyday practice. Informed by normative institutionalism, the unanticipated consequences of purposive action, and the notion of organisational deviance, the thesis explores how formal rules are received on the deck floors and, in doing so, reveals crew members' situated expertise and proactive engagement with risk. Methodologically, the study contributes to maritime ethnography through a combination of realism, confessional narrative, and impressionism, and offers an immersive account of onboard working life. Practically, it identifies barriers to reporting systems and highlights the importance of informal mentoring in guiding newcomers toward a shared perception of risk. The study proposes that improved safety outcomes may depend not only on compliance, but on a better institutional understanding of how risk is perceived and negotiated collectively, on the deck floors.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666500</guid>
    </item>
    <item>
      <title>How accurate do car driver report their travelled speed before an accident: a comparison with insights of the Event Data Recorder</title>
      <link>https://trid.trb.org/View/2646173</link>
      <description><![CDATA[Statements of drivers are often used to gain insights into accident causations, whose understanding is an important factor for the development of effective prevention strategies. The coming into effect of the General Safety Regulation 2019 led to an increasing availability of objective vehicle data in the form of Event Data Recorders (EDR) in Germany as well as the whole European Union. This creates the possibility to examine the accuracy of the driver statements in more detail. Among others, maladjusted vehicle speed is an important crash contributing factor. Therefore, a good understanding about the quality and applicability of the drivers' reported speed can be important. The goal of the present study is to examine the accuracy of speed reports from German drivers in the context of accident research. To this end, the reported speeds and speed violations were evaluated with respect to their consistency with the EDR data. Additionally, it was investigated whether there is a relationship between the accuracy of the statements and the role in causing the accident on the one hand and the time elapsed between the accident and the report of the driven speed on the other hand. Based on data from the Audi Accident Research Unit (AARU), this study compares drivers' self-reported speeds prior to an accident obtained by standardized telephone interviews with the respective recorded EDR speeds of the crash vehicles. It was shown that driver reported speed violations significantly less often and to a smaller extent than they were committed based on the EDR data. The reported speeds were significantly lower than the recorded speeds from the EDR data. Furthermore, this effect was significantly stronger for the other accident participants, which tended to underestimate their speed more than the accident causers. This result might be explained by a certain group of other accident participants which were driving very fast (> 200 km/h) on the motorway, as is elaborated in detail in the discussion. There was no significant correlation between the accuracy of the reported speed and the timing of the respective interviews. In conclusion, the drivers’ statements regarding the driven speed were found to be relatively inaccurate, which is why they can only be used with caution and in conjunction with more reliable data. Still, the reported speed can be valuable to evaluate the general plausibility of the drivers' statements concerning the accident.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:58:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646173</guid>
    </item>
    <item>
      <title>The validity of the short driver behaviour questionnaire in varying road users groups in India: age, gender, and driving frequency</title>
      <link>https://trid.trb.org/View/2633300</link>
      <description><![CDATA[The Driver Behaviour Questionnaire (DBQ) is a widely used tool for assessing driving behaviours and their implications for road safety. This study examined the factor structure of the DBQ in an Indian context, where cultural and regulatory conditions may shape aberrant driving patterns differently. Data were collected from 1,665 drivers across multiple states through both online and in-person surveys, with 1,657 valid responses retained after outlier removal. The dataset included 28 DBQ items rated on a 5-point Likert scale, along with demographic variables. Exploratory Factor Analysis (EFA) was conducted to explore alternative two-, three-, and four-factor structures, followed by Confirmatory Factor Analysis (CFA) to evaluate the model fit. EFA suggested a two-factor solution as a simpler data-driven representation; however, it demonstrated weak reliability in one factor and a limited ability to distinguish between constructs. In contrast, the four-factor solution not only explained more variance (37.55%) with balanced reliability across factors, but also aligned with theoretical expectations and prior DBQ research. CFA further confirmed the superiority of the four-factor model, which yielded stronger fit indices (χ²/df = 7.601, CFI = .851, RMSEA = .063) and demonstrated measurement invariance across gender, age, and driving frequency. The four factors—Risky and Rule-Violating Behaviours, Safe and Responsible Driving Practices, Driving Errors and Cognitive Lapses, and Distracted and Emotionally Influenced Driving—offer a robust, culturally adapted framework for understanding driver behaviour in India. This validated structure provides a reliable basis for identifying high-risk behaviours and guiding evidence-based road safety interventions.]]></description>
      <pubDate>Tue, 02 Dec 2025 10:00:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633300</guid>
    </item>
    <item>
      <title>An investigation of traffic safety knowledge, behaviour and risk perception for schoolchildren: a case study of India</title>
      <link>https://trid.trb.org/View/2633298</link>
      <description><![CDATA[School-going children in India are disproportionately vulnerable to traffic-related injuries due to behavioural, infrastructural, and systemic shortcomings. Despite growing awareness of road safety, a major gap persists in understanding how cognitive and social factors jointly influence children’s safety orientation across different travel modes. This study examines the relationship between risk perception, safety attitudes, observed adult behaviours, and self-reported risky practices among Indian school children aged 12–18 commuting by two-wheelers, cars, auto-rickshaws, school buses, or private/state buses. Using a structured questionnaire, data were collected from 925 students across two Indian states through both online and offline surveys. Descriptive statistics, Exploratory Factor Analysis (EFA), and Multiple Regression Analysis were employed to identify latent constructs and assess the predictive influence of attitudinal, perceptual, and observational factors on children’s safety behaviour. Although most students demonstrated adequate safety awareness, observed adult misbehaviour and permissive risk attitudes significantly predicted unsafe practices. Regression analyses revealed that adult rule violations (β = 0.099–0.307) and limited risk perception explained up to 50% of variance in risky acts. School bus users showed higher behavioural awareness and safer attitudes (β = 0.439), while two-wheeler, auto-rickshaw, and private/state bus commuters displayed greater risk-taking tendencies. The study concludes that children’s traffic safety is shaped by cognitive, social, and environmental factors rather than knowledge alone. Mode-specific, context-sensitive interventions integrating behavioural education, parental and driver involvement, and structured supervision are essential to bridge the gap between awareness and safe action among young commuters.]]></description>
      <pubDate>Tue, 02 Dec 2025 10:00:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633298</guid>
    </item>
    <item>
      <title>How can we integrate road safety into occupational health and safety management ‘to save lives beyond 2025’? A study of safety management among drivers at work</title>
      <link>https://trid.trb.org/View/2611026</link>
      <description><![CDATA[The Academic Expert Group (AEG) recommendations related to the 4th Global Ministerial Conference on Road Safety in 2025, suggests a strategy of ‘Saving Lives Beyond 2025’, through integrating road safety into occupational health and safety management; implementing safety management systems like ISO:39001, or ISO:45001, and through working with safety culture. In this study, we study commitment to road safety and the prevalence of road safety management measures, according to the Safety Ladder approach (Nævestad et al 2018). Based on survey data, we compare professional drivers at work; bus drivers (n = 305) and truck drivers (n = 298) and employees who drive at work who are not professional drivers (‘work drivers’) (n = 355). We also draw on data from qualitative interviews. We find that organizations with work drivers have a lower focus on road safety, and that they have introduced fewer safety management measures, compared to organizations with professional drivers. However, the study also shows that there is still potential for improvement in organizations with truck drivers and bus drivers. These also have an unexploited potential when it comes to implementing effective measures. Multivariate analyses indicate the importance of the Safety Ladder practices, as they influence safety culture, which in turn is related to driving style and accident involvement. Specifying the AEG recommendations into more concrete actionable steps, we suggest specific management practices that organisations can employ, based on the Safey Ladder approach, and specific third-party actions to motivate organisations to implement the management practices.]]></description>
      <pubDate>Thu, 16 Oct 2025 11:56:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611026</guid>
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      <title>Regionalised supply chains and the impact on shipping</title>
      <link>https://trid.trb.org/View/2598640</link>
      <description><![CDATA[Many years of globalisation and fragmentation of supply chains have resulted in a complex and disruptive-sensitive production system. The supply chains have worked well, in fact surprisingly well, during the "great calm" from the end of the Cold War in the early 1990s until a couple of years ago. Supply chains and the transport chains that support them have not, however, performed well in the early 2020s and there are signs that they are not well equipped to deal with geopolitical tensions, macroeconomic changes and major crises. One of the tools is to simplify and shorten supply chains and there are now signs of a regionalisation in the sense that companies design their production systems so that the economic regions - primarily Europe, Asia and North America can function self-sufficiently. This means that suppliers are sought locally and regionally, and production is mainly dimensioned for sales within the region. It is not only import from Asia that is affected but also export from Europe to Asia and North America. And although the origin of the raw material and the place of consumption are the same, regionalisation might imply that components and subassemblies are moved less between continents. Hence, steps in the supply chains might be increasingly co-located in one region. The purpose of this pre-study report is to compile and develop knowledge about how shipping can be affected by a potential regionalisation of supply chains. The developed knowledge is intended for manufacturing and trading companies as well as maritime stakeholders in the form of shipping companies, ports, land carriers and authorities. The report takes a Swedish perspective.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:19:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598640</guid>
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