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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Online education for drink drivers</title>
      <link>https://trid.trb.org/View/2431450</link>
      <description><![CDATA[Drink driving is a significant cause of serious road causalities in Queensland, contributing to one in every five lives lost on the state's roads. To combat this problem, the Department of Transport and Main Roads (TMR) introduced the Plan.Drive.Survive.Foundations program in September 2021. All first-time drink driving offenders are required to complete the program prior to being relicensed. The program is an evidence-based intervention designed to influence behaviour change and encourage separation of drinking from driving. The program aims to educate participants on the dangers of drink driving, challenge any beliefs they may have that support drink driving, and help them create a plan to avoid drink driving in the future. This research aims to provide insights into program participants, the experiences of drink drivers who have completed the program, as well as the strategies and plans they have developed to avoid drink driving in the future.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:48:05 GMT</pubDate>
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      <title>Can normative messages reduce smartphone use among young drivers?</title>
      <link>https://trid.trb.org/View/2431392</link>
      <description><![CDATA[According to the Social Norms Approach, normative messages which correct misperceptions about the prevalence of a risky behaviour can reduce engagement in that behaviour. The current survey study (N = 168) was guided by Step 4 of the Step Approach to Message Design and Testing (SatMDT) and investigated the effectiveness of three newly developed normative messages to reduce smartphone use among young drivers. The messages each focused on one of injunctive norm, subjective norm, or descriptive norm. Gender, licence type, and behavioural identity were included in the analyses. Two 4 (3 messages + control) X 2 (gender or licence type) ANCOVAs with behavioural identity as the covariate were conducted. Results showed a significant gender X message interaction effect (p = .03) and a significant licence type main effect (p = .03). Normative messages could form an effective component of future public education campaigns targeting smartphone use among young drivers.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:47:01 GMT</pubDate>
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      <title>Altered accelerator pedal control in a driving simulator in people with diabetic peripheral neuropathy</title>
      <link>https://trid.trb.org/View/1640025</link>
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      <pubDate>Mon, 22 Jul 2019 07:57:24 GMT</pubDate>
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      <title>Impact evaluation of the National Speed Awareness Course: final report</title>
      <link>https://trid.trb.org/View/1516969</link>
      <description><![CDATA[The Department for Transport commissioned this evaluation to assess the effects of taking part in the National Speed Awareness Course (NSAC) and the likelihood of participants re-offending afterwards. The NSAC may be offered by the police to low-level speeders in lieu of a fine and penalty points.]]></description>
      <pubDate>Tue, 26 Jun 2018 10:12:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516969</guid>
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      <title>Investigations, observations, analysis of the activity among older drivers: understanding barriers to better act (critical review, theoretical position and research opportunities)</title>
      <link>https://trid.trb.org/View/1491779</link>
      <description><![CDATA[To preserve the independence and quality of life of our seniors, it is essential to reconcile the requirements of security issues with mobility ones. Public action in road safety can be renewed by being sensitized to the issue of security management, i.e. by searching underlying rationalities from the observed behaviors. This requires studying the security in action from senior drivers' activity analysis. Most of the older drivers use their capabilities in order to build an appropriate response to the driving conditions encountered. These coping skills enable them to remain fit to drive. Starting from practice, this approach allows to redefine the "good driving" rules and thus shed new light on the driving assessment issue. In French, the translation of the word 'driving' is a polysemic term. In this 'habilitation to conduct research' dissertation, it will is used in its generic sense. It includes an objectified part (behavior) and a non-objectified part: the reason, the motive, the act(s) of thought that come before, during or after a performance. The research works I have conducted tried to elucidate the roles of cognitive, affective and conative processes to capture the processes' intermediate parts (or links) involved in the adopted behaviors; we based our investigations on the study of intra and inter-subjective processes. This approach allows us to objectivize the origins and sometimes the causes of behaviors. However, to better understand them, an observation approach must be associated. Indeed, through observation, the objective reasons to act are figured-out by building a posteriori arguments based on observed behavior and statements from the individuals. These two approaches are complementary, they allow to explain and to understand behaviors in order, ultimately, to better act. A central concept in the study of adaptation to normal cognitive aging is the cognitive control (ability to respond to stimuli based on the present context, past indices and internal aims). The study of cognitive control during driving allows the description of different forms of adaptation exploring their dimensions, their mechanisms and their determinants. To understand seniors' behaviors, it is also necessary to take into account their situation, their needs, their physical and social environments to better describe their difficulties and the risks they are exposed to. The complementarity of different tools and methods used to tackle this issue is addressed. The research conducted to date help to clarify aims to be reached in order to increase senior safety, to identify priority actions and also to help public authorities to take rational decisions that maximize both the mobility and safety of older drivers. Through examples, we described the adaptive strategies adopted by some older drivers to safe act against disturbances that appear while aging and we also describe how we can identify older drivers who do not adapt optimally. As attention capacities are essential to preserve a safe driving, an expand section on attentional failure while driving is also presented. Within the two research lines, whose main results are detailed below, it is shown that the concept of estimation bias is central to the implementation of driver' behavioral self-regulation. 1. Older drivers' self-regulatory behaviors were explored regarding declared aberrant driving behaviors and perceived abilities . The study suggests that perceived abilities, especially self-assessed driving related processing speed and attentional abilities, play a major role in the decision to self-regulate its own behaviors (avoiding difficult driving situations) and that such self-efficacy beliefs are a stronger predictors of avoidance than driver behavior questionnaire.  The avoidance of difficult driving situations as a behavioral self-regulation option were also compared between young and older drivers : the older drivers reported greater avoidance situations than the younger drivers, more significant correlations were observed between self-reported driving avoidance and both health-related perceptions and objective indicators of cognitive function among them. To explore if older adults spontaneously draw on their monitoring skills to accurately self-regulate their behaviors, we explored drivers' self-regulation within discrepancy reduction framework and the region of proximal learning : we have shown that younger and older drivers were thus equally able to identify their region of proximal learning. In a complementary study, we have also shown that exposing older drivers to a stereotype threat severely impairs their self-regulatory skills; this is at least partly due to exhaustion of the executive resources appearing through working memory overload . These research works were the starting point for a wider reflection on the implementation of more effective training interventions, especially for older drivers that present a cognitive self-assessment bias . These interventions will allow to support behavior change in order to improve the comfort and safety of older drivers. 2. Due to substantial gains in road safety due to speed reduction, safety-belt wear, and the diminution of driving under alcohol influence, the proportion of accidents due to attention failure while driving increases. In a four years project funded by the French research agency (ANR), we worked in a multidisciplinary team (cognitive and mathematical sciences and epidemiology) to clarify the road safety issues and identify avenues for innovative actions to better supervise the driver. A first step was to identify the risk fractions attributable to different types of attention failure in order to better prevent them. A survey was conducted in Bordeaux hospitals. 955 drivers injured in a road accident were interviewed following their admission to the emergency rooms. They were asked to report their activity and the content and intensity of their thoughts in the moments before the accident. Of the 453 drivers related to mind wandering (MW), the contents proved intense or disturbing for 121. These thoughts were significantly more frequent among drivers responsible for the accident. It thus appears that an accident on ten is linked with a driver intrusive thought (Galéra et al., 2012) . Distractions related to events outside the vehicle and driver activity are also associated with responsibility (OR 3.3 and 9.6 respectively). Attributable share of casualties related to external distraction is estimated at 9 % (Bakiri et al., 2013) . These epidemiological findings show that attention failure during driving is a road safety deposit that may reduce the number of casualties on our roads. In a second step, we also tried to understand the influence of various failure of attention on driver behavior. First, three forms of cognitive interference were studied to describe their effects on simulated driving behavior and the treatment of information (studied with the evoked potentials technic). Visuospatial cognitive distractions impacted anticipation (by observing the contingent negative variation, CNV), while verbal distractions impacted the information processing at sensory and cognitive processing steps. The experimental results showed the differential influences of various types of cognitive control (attentional control, emotional control and behavioral inhibition). Experiments conducted on a simulator and on the road showed that: retrospective and prospective thoughts change ocular strategies (eye gaze and increased pupillary diameter; Lemercier et al., 2014) , the increased cognitive effort results in increased heart rate associated with a decrease of its variability and different regulation strategies have been described for the control of cognitive effort while driving (Gabaude et al., 2012) . A complementary study have then shown that the real-time detection of cognitive effort is feasible . A survey through the use of an off-line questionnaire was also conducted to reveal the individual and contextual characteristics of driving in a MW state, to describe behavioral consequences of MW on driving and to determine the characteristics of off-task thoughts while driving (Berthié et al., 2015) . In this research project, the influences of MW on the accident risk and on the driving behavior have been demonstrated, it provides avenues of research and an insight into new original development. The complementarity of the two types of methods to analyze the impact of cognitive distraction on driving activity by exploratory and confirmatory analysis was discussed. Geometry information methods have been used to analyze data applied from the vehicle side to enable the thresholds identification beyond which it is probable that the driver performs driving competing activity (Letelier, 2012) . These criteria are not always sensitive because of the variability of observed behaviors. The psycho-ergonomic analysis of the drivers' activities could help to better describe the various regulation strategies that can be adopted. This approach is required to identify, from the data side, the most sensitive and specific algorithms. This will be the first step towards the development of a driver supervision system, thus contributing to the objectives of reducing road accidents. By comparing different disciplinary perspectives, this project has allowed substantial progress on the subject of attention failure while driving. We began to understand the causes and origins of various attention failure and their consequences on driving. The exploratory analysis of sequential data and supervised learning techniques (data-mining) applied to the data collected on highway are used to search algorithms able to identify a distracted driver. New technological challenges, consisting in the adaptation of driving assistance depending on the driver state, will soon be addressed. The work presented in this dissertation also stress the need to broach health issues in their complexity and not to address the driving ability issue in regard of a unique road safety policy. To take advantage of successful aging, the elderly must evolve with their environment and adapt consequently. The increase of knowledge on this adaptation notion is essential. The knowledge gained on the adaptation to cognitive aging must now be exploited to develop interventions to accompany the older drivers in various stages of adoption of precautionary behavior. In the perspective section outlined in this dissertation, we develop four directions to implement research actions in order to: accompany the public authorities on issues related to the safe mobility of seniors, better prevent negative effects of aging, offer to older users the digital revolution opportunities taking place in the health and transportation domains and lastly to promote a continuum of mobility for our seniors. In future research, it will also be necessary to evaluate the effectiveness of the different actions or interventions proposed, some first ideas in this direction are suggested.]]></description>
      <pubDate>Thu, 14 Dec 2017 15:56:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1491779</guid>
    </item>
    <item>
      <title>A review of retesting and post-court educational interventions for serious driving offenders</title>
      <link>https://trid.trb.org/View/1485094</link>
      <description><![CDATA[The aim of this report was to evaluate retesting for serious driving offenders. Under Section 36 of the Road Traffic Offenders Act, 1988, those convicted of a driving offence may be disqualified, and may be required to pass a practical driving test to regain their licence. This test is mandated as an extended driving test (EDT) for very serious offences. For less serious offences the extended test or the standard test can be ordered discretionally. Offenders are also required to take a theory test to regain their licence. The EDT is assessed in the same way as the standard test, but lasts approximately 70 minutes, compared with 40 minutes for a standard test. The current offences for which an EDT is mandatory are: 1. Motor manslaughter; 2. Causing death by dangerous driving; 3. Causing serious injury by dangerous driving (from 2012); 4. Dangerous driving; 5. Causing death by careless driving under the influence of drink or drugs The research aimed to investigate the use of EDTs in courts, and the number and characteristics of offenders who are ordered to take an EDT or standard test for different offences, together with other penalties and re-offending.]]></description>
      <pubDate>Fri, 06 Oct 2017 09:55:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1485094</guid>
    </item>
    <item>
      <title>Driving style for better fuel economy</title>
      <link>https://trid.trb.org/View/1477359</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 25 Jul 2017 09:43:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1477359</guid>
    </item>
    <item>
      <title>Successful Practices and Training Initiatives to Reduce Accidents and Incidents at Transit Agencies</title>
      <link>https://trid.trb.org/View/1454011</link>
      <description><![CDATA[This report documents current practices and training initiatives, including bus operator training and retraining programs that have been effective in reducing accidents and incidents at transit agencies. The study also focuses on other system approaches that have been implemented to address safety hazards. These approaches include various technology applications, infrastructure modifications, and programs and initiatives such as driver incentive programs and close call/near miss reporting. A literature review and detailed survey responses from 37 of 42 transit agencies surveyed, yielding a response rate of 88%, are provided. Detailed case examples of 11 different systems are also included in the report and provide additional insights on the state of the practice, including lessons learned, challenges, and gaps in information.]]></description>
      <pubDate>Fri, 10 Feb 2017 13:20:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1454011</guid>
    </item>
    <item>
      <title>Development of a road safety program for young offenders</title>
      <link>https://trid.trb.org/View/1436046</link>
      <description><![CDATA[One group of young people particularly at risk of performing unsafe road behaviours is those who have entered or are at risk of entering the justice system. Many of these young people have either committed an offence involving motor vehicles or were involved in high-risk situations involving motor vehicle use. The Transport Accident Commission (TAC) has developed two programs for young people who have appeared before the courts and been given diversion orders or supervision orders. The aims of the programs are to provide the participants with important information, education and behavior change strategies to be safer road users.]]></description>
      <pubDate>Mon, 28 Nov 2016 14:40:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436046</guid>
    </item>
    <item>
      <title>Interventions to enhance driving skills in older adults: design of a randomized controlled trial of efficacy</title>
      <link>https://trid.trb.org/View/1435941</link>
      <description><![CDATA[Recent statistics from the National Road Safety Review suggests that with the increasing population of older road users crash rates are also rising, whereas these rates are declining for younger drivers. This is likely due to intensive investment in driver education targeting youth driving issues, with comparative lack of knowledge on effective methods to maintain older driver skills. We designed a randomized controlled trial (RCT) to investigate the efficacy of individually tailored refresher lessons against a group-based refresher course, on on-road driving performance and safety in older adults.]]></description>
      <pubDate>Mon, 28 Nov 2016 14:28:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435941</guid>
    </item>
    <item>
      <title>Koordination Eva-FES </title>
      <link>https://trid.trb.org/View/1417802</link>
      <description><![CDATA[Von mehrfach verkehrsauffaelligen Kraftfahrern geht ein erhebliches Sicherheitsrisiko aus. Das Fahreignungs-Bewertungssystem nach § 4 StVG soll zur Senkung des Risikos beitragen. Im Zuge der Reform des Mehrfachtaeter-Punktsystems – jetzt Fahreignungs-Bewertungssystem – standen auch die in der Vergangenheit durchgefuehrten Aufbauseminare fuer punkteauffaellige Kraftfahrer auf dem Pruefstand. Diese wurden durch Fahreignungsseminare ersetzt, die aus einer verkehrspsychologischen und einer verkehrspaedagogischen Teilmassnahme zusammengesetzt sind. Die BASt fuehrt die Evaluation der Fahreignungsseminare durch. ABSTRACT IN ENGLISH: Repeat traffic offenders constitute a serious threat to public road safety. The driving aptitude testing system (under §4 of the German Road Transport Law (StVG)) seeks to minimise the risk associated with this type of danger. During the reform of the points-system for repeat offenders – now the driving aptitude testing system – the old refresher seminars for drivers were also examined. They were replaced by driving aptitude seminars consisting of two subsections: driving-related psychology and traffic education. The Federal Highway Research Institute (BASt) is responsible for evaluating these driving aptitude seminars. ]]></description>
      <pubDate>Wed, 27 Jul 2016 07:51:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1417802</guid>
    </item>
    <item>
      <title>Assessment of personal resources for safe driving. The principles of medical psychological assessment in Germany</title>
      <link>https://trid.trb.org/View/1366568</link>
      <description><![CDATA[The assessment of driver fitness in Germany applies to drivers whose fitness is questioned by the driving licence authority as a consequence of risky driving (i. e. diseases, driving under the influence of drugs or alcohol, criminal offenses, and traffic offences). The assessment is based on the current state of science and applied technology. These tests must be carried out according to accepted scientific principles. To meet this requirement, the “assessment guidelines” of fitness to drive were developed by the Federal Highway Research Institute (BASt) and the “assessment criteria” have been introduced by the scientific associations (German Society for Traffic Psychology and German Society for Traffic Medicine). Since these publications are mainly intended for medical and psychological experts, and toxicologists, a series of questions by the offenders as well as the professional groups in the field of fitness assessment, such as lawyers, addiction counselling centers, doctors and psychologists, arose. To answer these questions the “Compendium of driver fitness assessment” was published in German. In consequence, this publication contributed to increase the clarity and transparency of the assessment process and thus road safety. Also equal opportunities, legal certainty and the principle of proportionality in the driver fitness assessment must be maintained. Due to questions of the Member States of the European Union and other countries on the topic of driver fitness assessment the idea to publish the most important aspects of driver fitness assessment in English was born. This publication is intended to contribute to the harmonization and further development of basic principles of driver fitness, i.e. in the context of the 4th EU Driving Licence Directive. The authors also aim at the international cooperation of physicians, psychologists and engineers working in the field of traffic safety with an emphasis on the interdisciplinarity. With this publication, an international audience has the chance to learn the fundamental principles of driver fitness assessment. The holistic view of man as a bio-psycho-social unit in the assessment process is essential and replaces the previously existing view of the disease orientation or focus on certain “body parts”. The aim is an assessment oriented towards discharge and resources with recommendations (rehabilitation) linked to concrete solutions. So the individual possibilities of compensation (technical, medical, behavioural) are taken into account. The aim of the assessment of fitness to drive is to promote, maintain and restore the physical and mental fitness to drive motor vehicles. (A)]]></description>
      <pubDate>Tue, 01 Dec 2015 14:58:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1366568</guid>
    </item>
    <item>
      <title>Characteristics of Chinese drivers attending a mandatory training course following licence suspension</title>
      <link>https://trid.trb.org/View/1358778</link>
      <description><![CDATA[Penalties and sanctions to deter risky/illegal behaviours are important components of traffic law enforcement. Sanctions can be applied to the vehicle (e.g., impoundment), the person (e.g., remedial programs or jail), or the licence (e.g., disqualification). For licence sanctions, some offences attract automatic suspension while others attract demerit points which can indirectly lead to licence loss. In China, a licence is suspended when a driver accrues twelve demerit points within one year. When this occurs, the person must undertake a one-week retraining course at their own expense and successfully pass an examination to become relicensed. Little is known about the effectiveness of this program. A pilot study was conducted in Zhejiang Province to examine basic information about participants of a retraining course. The aim was to gather baseline data for future comparison. Participants were recruited at a driver retraining centre in a large city in Zhejiang Province. In total, 239 suspended drivers completed an anonymous questionnaire which included demographic information, driving history, and crash involvement. Overall, 87% were male with an overall mean age of 35.02 years (SD=8.77; range 21-60 years). A large proportion (83.3%) of participants owned a vehicle. Commuting to work was reported by 64% as their main reason for driving, while 16.3% reported driving for work. Only 6.4% reported holding a licence for 1 year or less (M=8.14 years, SD=6.5, range 1-31 years) and people reported driving an average of 18.06 hours/week (SD=14.4, range 1-86 hours). This represents a relatively experienced group, especially given the increase in new drivers in China. The number of infringements reportedly received in the previous year ranged from 2 to 18 (M=4.6, SD=3.18); one third of participants reported having received 5 or more infringements. Approximately one third also reported having received infringements in the previous year but not paid them. Various strategies for avoiding penalties were reported. The most commonly reported traffic violations were: drink driving (DUI; 0.02-0.08 mg/100ml) with 61.5% reporting 1 such violation; and speeding (47.7% reported 1-10 violations). Only 2.2% of participants reported the more serious drunk driving violation (DWI; above 0.08mg/100ml). Other violations included disobeying traffic rules, using inappropriate licence, and licence plate destroyed/not displayed. Two-thirds of participants reported no crash involvement in the previous year while 14.2% reported involvement in 2-5 crashes. The relationship between infringements and crashes was limited, however there was a small, positive significant correlation between crashes and speeding infringements (r=.2, p=.004). Overall, these results indicate the need for improved compliance with the law among this sample of traffic offenders. For example, lower level drink driving (DUI) and speeding were the most commonly reported violations with some drivers having committed a large number in the previous year. It is encouraging that the more serious offence of drunk driving (DWI) was rarely reported. The effectiveness of this driver retraining program and the demerit point penalty system in China is currently unclear. Future research including driver follow up via longitudinal study is recommended to determine program effectiveness to enhance road safety in China.]]></description>
      <pubDate>Tue, 23 Jun 2015 16:41:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358778</guid>
    </item>
    <item>
      <title>How does the UK national speed awareness course achieve its effects?</title>
      <link>https://trid.trb.org/View/1328400</link>
      <description><![CDATA[The UK National Speed Awareness Course, which can be offered to offender motorists as an alternative to a prosecution for speeding, increases intentions to drive within the speed limit. The course achieves its effects by providing information that challenges drivers' attitudes towards speeding, persuading them that there is a reason why speed limits are set at a particular level and by convincing them that the driving environment is more hazardous than they had appreciated. The course gives motorists knowledge of how to improve their driving and increased self-efficacy to identify and drive within the speed limit. They gain greater insight into their own driving, including the pressures that they face whilst driving and the limits to their own knowledge. (A)]]></description>
      <pubDate>Mon, 02 Feb 2015 10:22:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1328400</guid>
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    <item>
      <title>Why some truck drivers still do not use seatbelts</title>
      <link>https://trid.trb.org/View/1335683</link>
      <description><![CDATA[Observational studies by the Centre for Road Safety showed that, in New South Wales in 2011, around one-quarter of heavy truck drivers still failed to wear seatbelts at all times. However, the wearing rates have been improving in recent years. Nevertheless, there is scope to improve this further. With a view to identifying effective measures to do this, the authors conducted a literature review to develop a better understanding of attitudes towards seatbelt use among heavy vehicle drivers and their employers, including motivators and barriers to seatbelt wearing. This information was then used to advise on the development of communication campaigns aimed at heavy vehicle drivers, as well as inform a countermeasure strategy to help increase seatbelt use among this target group. Various countermeasures were examined to determine effectiveness of these actions. In particular, the review explored the following areas in relation to heavy vehicles: attitudes towards restraint use; observed/self-reported restraint use; any relevant workplace policies, practices and strategies on restraint use; the prevalence and effectiveness of any relevant in-vehicle technology such as seatbelt reminders; and campaigns and other countermeasures and their effectiveness. The key points that emerged from this review are that: seatbelt comfort and design is an important factor in improving truck driver wearing rates; driver misconceptions about seatbelts and safety are still factors in non-use; improving driver perceptions that they will be caught and penalised for non-use is effective and greater industry involvement in seatbelt promotion would be beneficial.]]></description>
      <pubDate>Wed, 17 Dec 2014 10:55:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1335683</guid>
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