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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>
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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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Fahranfängervorbereitung in Deutschland – Erarbeitung eines Umsetzungskonzepts für die Optimierung der Fahrausbildung </title>
      <link>https://trid.trb.org/View/1593500</link>
      <description><![CDATA[Mit dem BASt-Projekt OFSA „Ansätze zur Optimierung der Fahrschulausbildung in Deutschland“ (AN 01618703) wurden die Inhalte, Methoden und Durchführungsformen der Fahrausbildung einer kritischen Betrachtung unterzogen und wissenschaftlich begründete Ansätze für ihre Weiterentwicklung erarbeitet. Ziel des Projekts ist es, auf der Grundlage des abgeschlossenen OFSA-Projekts sowie bereits laufender Forschungs- und Entwicklungsarbeiten einen Kompetenzrahmen sowie ein Rahmencurriculum für die Fahrausbildung zu erarbeiten. Im Kompetenzrahmen sollen verbindliche Kompetenzstandards und Mindestausbildungsinhalte festgelegt werden. Im Rahmencurriculum sollen inhaltliche, methodische und mediale Empfehlungen für Ausbildungsmodule bereitgestellt werden. Kompetenzrahmen und Rahmencurriculum müssen mit den angrenzenden Maßnahmenbereichen der Fahranfängervorbereitung – insbesondere mit der Fahrerlaubnisprüfung und der Fahrlehrerausbildung – verzahnt werden. ABSTRACT IN ENGLISH: The BASt project OFSA " Approaches to the optimisation of driver education in Germany" (AN 01618703) critically examined the content, methods and implementation forms of driving education and developed scientifically based approaches for its further development. The aim of this project is to develop a competence framework and a framework curriculum for driver training on the basis of the completed OFSA project and ongoing research and development work. Binding competence standards and minimum training content are to be defined in the competence framework. The framework curriculum is to provide recommendations on content, methods and media for training modules. The competence framework and framework curriculum must be dovetailed with the adjoining areas of measures for preparing new drivers, in particular the driving licence examination and the training of driving instructors.
]]></description>
      <pubDate>Tue, 21 May 2019 07:55:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593500</guid>
    </item>
    <item>
      <title>Re-Evaluation Alkoholverbot fuer Fahranfaenger</title>
      <link>https://trid.trb.org/View/1508188</link>
      <description><![CDATA[Seit August 2007 gilt in Deutschland das absolute Alkoholverbot fuer Fahranfaengerinnen und Fahranfaenger. Dies gilt fuer alle Fahranfaenger in der zweijaehrigen Probezeit sowie fuer Personen, die das 21. Lebensjahr noch nicht vollendet haben. Die BASt hat die Wirksamkeit des Alkoholverbots fuer Fahranfaenger evaluiert. Im Ergebnis zeigten sich damals ein Rueckgang alkoholisierter unfallbeteiligter Fahranfaenger um 15% sowie ein Rueckgang von Alkoholverstoessen um 17% in den ersten 12 Monaten nach der Gesetzeseinfuehrung. Vor dem Hintergrund zwischenzeitlicher gesellschaftlicher und rechtlicher Veraenderungen sollen die Wirksamkeit und Nachhaltigkeit des Alkoholverbots fuer Fahranfaenger erneut geprueft werden. Zu diesem Zweck soll mittels eines Forschungsdesigns, das methodisch analog dem der ersten Evaluation in 2008 ist, die Entwicklung des alkoholbedingten Unfallgeschehens und der Verkehrsverstoesse von Fahranfaengerinnen und Fahranfaengern ermittelt und bewertet werden. Weiterhin sollen Erwartungen und Erfahrungen der Zielgruppe mittels Befragungen erhoben werden. ABSTRACT IN ENGLISH: Since August 2007, novice drivers in Germany have been subject to a zero alcohol limit. This includes all novice drivers in their two-year probationary period as well as drivers who have not yet reached their 21st birthday. The Federal Highway Research Institute (BASt) has assessed the effectiveness of the zero alcohol limit for novice drivers. In the first 12 months after the law was introduced, there was a 15% decline in the number of novice drivers under the influence of alcohol involved in road traffic accidents, and a 17% decline in the number of drink driving offences overall. This project seeks to retest the effectiveness and sustainability of the zero alcohol limit for novice drivers, accounting for social and legal changes that have taken place in the intervening period. To this end, this project uses a research design that is methodologically analagous to the first evaluation in 2008 to document and evaluate the development of accidents caused by drink driving, and alcohol-related traffic offences committed by novice drivers. In addition, the expectations and experiences of the target group will be collected using questionnaires. ]]></description>
      <pubDate>Tue, 22 May 2018 04:20:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1508188</guid>
    </item>
    <item>
      <title>Conceptual architecture of motorcycle simulators for the training of novice riders</title>
      <link>https://trid.trb.org/View/1480255</link>
      <description><![CDATA[Brazilian traffic presents alarming rates of accidents and deaths, particularly among motorcyclists. Studies show that most of these accidents are determined by human error. Thus, a better traffic education constitutes a social need for security and public health in Brazil. In this context, training in vehicular simulators emerged as an alternative for improving the traffic quality. This paper presents the study conducted by the authors on motorcycle simulators for training of novice drivers. It also aims to evaluate three models of motorcycle simulators: a commercial one, the "Honda Riding Trainer", a modified version of this and a prototype developed for the study. The study is based on a literature review of motorcycle simulator solutions all around the world. This review was followed by observations of the use of the 3 models, involving 60 students of a driving school from a Brazilian suburb. As a result, the paper gives a revision of requirements of motorcycle simulators and an optimized architecture proposal of these systems to the Brazilian context, in order to provide better driving training for safer traffic. (A)]]></description>
      <pubDate>Mon, 11 Sep 2017 10:52:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1480255</guid>
    </item>
    <item>
      <title>In-depth study of rider trainees and novices: Impacts for a renovation of licensing test and the design of motorcycle training modules in France</title>
      <link>https://trid.trb.org/View/1480256</link>
      <description><![CDATA[The risks associated with riding powered  two-wheelers  for novices  (who  have  held  a  licence  for less than two years) are a major public health issue in France and in Europe. To achieve a better understanding of their behaviour two  in-depth  studies  in France focused  on the initial training in driving schools and the problems faced by just licensed novices in road traffic. Both studies were carried out with an in-depth naturalistic riding study (iNRS) that combined objective data (sensors) but also subjective data (face-to-face interviews conducted by psychologist). The results obtained already led to a change in the French licensing test (applied since January 2013) and will be used for the design of new training modules.]]></description>
      <pubDate>Mon, 11 Sep 2017 10:52:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1480256</guid>
    </item>
    <item>
      <title>Der Einfluss gleichaltriger Bezugspersonen („peers“) auf das Mobilitaets- und Fahrverhalten junger Fahrerinnen und Fahrer </title>
      <link>https://trid.trb.org/View/1442065</link>
      <description><![CDATA[Wie nationale und internationale Studien belegen, spielt der Einfluss Gleichaltriger einer Clique oder eines Freundeskreises eine bedeutende Rolle im Hinblick auf das Verhalten junger Fahrerinnen und Fahrer. Bislang liegt noch keine tiefer gehende Analyse zur Bedeutung der „peers“ als Einflussfaktor auf das Fahrverhalten junger Fahrerinnen und Fahrer vor. Es besteht zum Beispiel keine Kenntnis darueber, wie aehnlich verkehrsbezogene Einstellungen, Motive, Lebensstile, Fahr- und Mobilitaetsgewohnheiten von Autofahrern und Peers tatsaechlich ausgepraegt sind. Ziel ist es, mittels einer repraesentativen, standardisierten Befragung die Frage zu klaeren, wie aehnlich beziehungsweise unaehnlich junge Fahrerinnen und Fahrer und Personen ihrer Bezugsgruppe (peers) im Hinblick auf verkehrssicherheitsrelevante Merkmale, Lebensstile und Lebenssituation sind. Dabei sollen insbesondere folgende Fragen geklaert werden: In welchem Zusammenhang steht die Aehnlichkeit zwischen Fahrerinnen und Fahrern und ihren Peers und einem aehnlichen Fahr- und Mobilitaetsverhalten dieser beiden Zielgruppen? Und welche Rolle spielt die Aehnlichkeit zwischen Fahrerinnen und Fahrern und ihren Peers bei einer gegenseitigen Beeinflussung in Bezug auf ein bestimmtes Fahr- und Mobilitaetsverhalten? ABSTRACT IN ENGLISH: As national and international studies show, the influence of age-group peers within a clique or a circle of friends plays an important role with respect to the driving behaviour or young drivers. To date, there has nevertheless been no in-depth study into the significance of age-group peers as a factor influencing the driving behaviour of young drivers. For example, there is no data showing the degree of similarity between road traffic related attitudes, motives, lifestyles and driving and mobility habits between drivers and their peers. This project seeks to use a representative, standardised survey to establish the degree of similarity or dissimilarity between young drivers and their age-group peers with respect to questions of road traffic safety, lifestyle and life situation. This process seeks to clarify the following questions in particular: What is the connection between the similarity between drivers and their peers and the similarity of driving and mobility behaviour of these two target groups? And what role does the similarity between the drivers and their peers play with respect to how they influence each other in the context of specific driving and mobility behaviour?

]]></description>
      <pubDate>Thu, 09 Feb 2017 09:17:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1442065</guid>
    </item>
    <item>
      <title>The Cone Zone Experience</title>
      <link>https://trid.trb.org/View/1434897</link>
      <description><![CDATA[Launched in 2013, the Cone Zone Kart Track was an initiative developed to reach a wide spectrum of road user audiences in an interactive way to communicate the dangers associated with roadside safety while leveraging an industry-led safety awareness public education campaign titled “Cone Zone”. Since conception, the project has turned into an immersive and interactive carnival-like “Cone Zone Experience” delivered at provincial fairs (Cloverdale Rodeo, 108,000 + in attendance) at no cost to teach a variety of roadside safety best practices with a central humanistic message: slow down so everyone can make it home safe at the end of the day.  The “Cone Zone Experience” objectives include: changing road user behaviour, to slow down, pay attention, and be respectful in roadside work zones; highlight new “slow down move over” provincial legislation; raise awareness to the dangers roadside workers face (and gain appreciation for the work they do); promote safe practices when using public roadways (i.e. refrain from use of mobile devices); understand the impacts of impaired (drunk, distracted, fatigued, enraged) driving has on perception, reaction time, and cognitive demand in work zones; create a multi-faceted "family learning experience.”  The “Cone Zone Experience” took an innovative approach by primarily targeting tomorrow’s drivers (youths 10 – 16) to empower, educate and reinforce road safety behaviours intended for adults, parents, or guardians who became the secondary target audience.  Roadside work-themed go kart track with roadside workers (flaggers directing first time drivers through detours in track), Family Photo Station (dress up), urban art (graffiti) competition, cartoon depicting children of roadside workers, traffic control training station, selfie station (social media contest), participant survey about driving habits, railway safety station, commercial vehicle safety station, distracted driving station, crashed vehicle ambulance and tow truck scene, driver simulator, in work zone, try dressing as a flagger and directing traffic in the track with a TCP professional volunteer, dress up in flexible drums with arm and face hole to personify the traffic control device.]]></description>
      <pubDate>Tue, 15 Nov 2016 16:55:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1434897</guid>
    </item>
    <item>
      <title>Utvärdering av miljöinslagen i körkortsutbildningen: en studie av effekter på körbeteende och bränsleförbrukning</title>
      <link>https://trid.trb.org/View/1426689</link>
      <description><![CDATA[The aim of the study was to measure the effects of the education in environmental friendly driving that is included in the Swedish driver education for license class B on fuel consumption and a selection of driving behaviour that are typical for environmental friendly driving among drivers with license since half a year. Comparisons were made between a group of 25 drivers who estimated that they had much education in environmental friendly driving and a group of 25 drivers who estimated that they had little or none such education. Those with much education in environmental friendly driving had participated more in both driving lessons and theory lessons at driving schools than those with little education. The drivers drove an instrumented car along a pre-defined road of 30 km where 12 parts were used to collect data about fuel consumption and a selection of different driving behaviour. The results show that education in environmental friendly driving during driver licensing has had an effect on fuel consumption. The group with much education used 8.7 percent less fuel than the group with little education. However, an expert/educator in environmental friendly driving who was driving the same roads had a much lower fuel consumption. This can probably be explained by the more complex driving behaviour, such as driving in mixed traffic with zero consumption and to minimize declutching and braking to the advantage of engine braking, requiring a higher mental load of novice drivers.]]></description>
      <pubDate>Mon, 17 Oct 2016 12:03:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426689</guid>
    </item>
    <item>
      <title>Rahmenkonzept Fahranfaengervorbereitung</title>
      <link>https://trid.trb.org/View/1418032</link>
      <description><![CDATA[Vor dem Hintergrund des ueberdurchschnittlichen Unfallrisikos von Fahranfaengern und der verkehrspolitischen Schwerpunktsetzung im Verkehrssicherheitsprogramm des Bundesverkehrsministers vom Februar 2001 auf eine Verbesserung der Verkehrssicherheit junger Fahrer wurden in den zurueckliegenden Jahren wichtige Massnahmeninitiativen ergriffen. Unter Beruecksichtigung der Erfahrungen mit den Erprobungsmodellen „Begleitetes Fahren ab 17“ und „Freiwillige Fortbildungsseminare fuer Fahranfaenger“ (Zweite Fahrausbildungsphase) sowie weiteren Massnahmen zur Verbesserung der Fahranfaengersicherheit soll ein Rahmenkonzept erarbeitet werden, in dem fachlich begruendete Gestaltungsperspektiven aufgezeigt und das Sicherheitspotenzial der einzelnen Massnahmenansaetze bewertet werden. ABSTRACT IN ENGLISH: Major steps have been taken in recent years to improve the traffic safety of young drivers in view of the above-average accident risk of learner drivers and the focus of the Federal Transport Minister’s traffic safety programme dated February 2001. Taking into account the experience gained with the trial models “Accompanied driving from the age of17 onwards” and “Voluntary training seminars for learner drivers” (second driving instruction phase) as well as further steps to improve the safety of learner drivers, a general concept is to be drawn up to highlight the technical design options and the safety potential of the various approaches is to be evaluated. ]]></description>
      <pubDate>Mon, 01 Aug 2016 04:01:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1418032</guid>
    </item>
    <item>
      <title>Evaluation des Modellversuchs AM 15: Teil 2 - Befragungsstudie </title>
      <link>https://trid.trb.org/View/1417803</link>
      <description><![CDATA[In den Bundeslaendern Sachsen, Sachsen-Anhalt und Thueringen wird ueber einen Zeitraum von fuenf Jahren ein Modellversuch durchgefuehrt, bei dem die Fahrerlaubnis der Klasse AM bereits im Alter von 15 Jahren erworben werden kann. Begruendet wird die Notwendigkeit des Modellversuchs vor allem mit einer Verbesserung der Mobilitaetssituation von Jugendlichen insbesondere im laendlichen Raum. Darueber hinaus gehen die Befuerworter des Modellversuchs von einer Verbesserung der Verkehrssicherheit im Segment der jugendlichen Zweiradnutzer aus. Hingegen befuerchten Verkehrssicherheitsverbaende – analog zur Entwicklung in Oesterreich – einen Anstieg der Unfallzahlen. Die BASt fuehrt die Evaluation durch, bei der die Auswirkungen der AM-15-Regelung auf die Verkehrssicherheit, das Mobilitaetsverhalten und den Fahrerlaubniserwerb untersucht wird. Das Untersuchungsdesign sieht eine Analyse der Verkehrsbewaehrung anhand der amtlichen Registerdaten beim Kraftfahrt-Bundesamt sowie eine Befragung von Modellversuchsteilnehmern und Nicht-Teilnehmern vor. Das vorliegende Projekt umfasst den Teil 2 der Evaluation - die Befragungsstudie - sowie die Zusammenfuehrung und Aufbereitung beider Untersuchungsteile. ABSTRACT IN ENGLISH: A five year-long pilot programme is being carried out in the German Länder Saxony, Saxony-Anhalt and Thuringia which allows drivers as young as fifteen to acquire a German class AM driving licence. The intended purpose of this pilot programme is to improve young people’s mobility, particularly in rural areas. The study’s proponents expect to see an improvement in traffic safety in the category of young moped riders. In contrast, transport safety interest groups expect to see a rise in the number of accidents, as has been the case under a parallel scheme in Austria. The Federal Highway Research Institute (BASt) is responsible for evaluating this pilot programme. It will examine the effects of the AM-15 rule on traffic safety, mobility behaviour and the way in which driving licences are acquired. The current project encompasses part 2 of the evaluation, namely the survey study, as well as aggregating and processing the two parts of the study.]]></description>
      <pubDate>Wed, 27 Jul 2016 07:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1417803</guid>
    </item>
    <item>
      <title>Impact of texting on young drivers' behaviour and safety on motorways by the use of a driving simulator</title>
      <link>https://trid.trb.org/View/1405255</link>
      <description><![CDATA[Texting while driving seems to be a widespread behaviour, which has been associated with a non negligible proportion of road accidents, especially among younger drivers. The impairment of the driver's behaviour and the related risks may be increasing on motorways, if we take into consideration the fact that there are high vehicle speeds and the necessary reaction time is decreased. This research aims to investigate the impact of texting on young drivers' behaviour and safety on motorways. On this purpose, a driving simulator experiment was carried out, in which 34 young participants drove in different driving scenarios. Lognormal regression methods were used to investigate the influence of text messaging as well as various other parameters on the mean speed and the mean headway. Binary logistic methods were used to investigate the influence of texting and other parameters on the probability of an accident. The models' application showed that texting leads to statistically significant decrease of the mean speed and to increased headway in normal and in specific conditions on motorways. Simultaneously, it leads to an increase of accident's probability, probably due to increased reaction time of the driver in case of an incident. (Paper No. 56-P).]]></description>
      <pubDate>Wed, 27 Apr 2016 11:32:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405255</guid>
    </item>
    <item>
      <title>Road Safety Education through Youth Organizations: a Proposal for Costa Rica</title>
      <link>https://trid.trb.org/View/1360568</link>
      <description><![CDATA[This paper presents a proposal for a road safety training model for young people (12-35 years old) through the structure of youth organizations in Costa Rica. These organizations were created by Law NÂ° 8261, called â€˜Ley General de la Persona Jovenâ€™ (General Law of the Young People). The proposed model was generated from a pilot project conducted in one of Costa Rica's cities. Through â€˜The Committee of Young Peopleâ€™ in the city of San RamÃ³n, Costa Rica, road safety workshops were designed and implemented. 48 young people from state, municipal and civic organizations participated in these workshops. The workshop topics included: presentations on law and policy, observations of pedestrian and driver behaviour in the city, outdoor activities to develop awareness about difficulties faced by the disabled, testimonies from road accident victims, drunk driving hazards and the analysis of traffic accident cases. //  Cet article prÃ©sente une proposition d'un modÃ¨le de formation Ã  la sÃ©curitÃ© routiÃ¨re pour les jeunes Ã¢gÃ©s de 12 Ã  35 ans, Ã  travers la structure des organisations de jeunesse au Costa Rica crÃ©Ã©s par la loi nÂ° 8261, dÃ©nommÃ© loi gÃ©nÃ©rale de l'adolescent. Le modÃ¨le proposÃ© a Ã©tÃ© gÃ©nÃ©rÃ© Ã  partir d'un projet pilote menÃ© au niveau local dans l'un des cantons du Costa Rica. GrÃ¢ce Ã  la Commission de l'adolescent du canton de San RamÃ³n, au Costa Rica, des ateliers de sÃ©curitÃ© routiÃ¨re ont Ã©tÃ© conÃ§us et mis en oeuvre. Ces ateliers ont comptÃ© avec le participation de 48 jeunes. Les ateliers comprenaient des prÃ©sentations sur le droit et la politique, l'observation des piÃ©tons et le comportement des conducteurs dans la ville, des activitÃ©s en plein air pour sensibiliser sur les difficultÃ©s rencontrÃ©es par les personnes handicapÃ©es, des tÃ©moignages de victimes d'accidents de la route, des dangers de l'alcool au volant et de l'analyse de cas d'accidents de la circulation.]]></description>
      <pubDate>Fri, 10 Jul 2015 14:33:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360568</guid>
    </item>
    <item>
      <title>Creating sustainable community partnerships to promote road safety in schools: case study: fit to drive (F2D)</title>
      <link>https://trid.trb.org/View/1358814</link>
      <description><![CDATA[This paper describes an innovative, transferable and sustainable community partnership approach to the prevention and reduction of road crashes amongst young drivers. The Fit to Drive (f2d) model is a community intervention strategy, led by university undergraduates to empower young people to be safer road users. The continued over-representation of young drivers in casualty crashes in Victoria, Australia, has resulted in the development of Government legislation and road safety education interventions that focus specifically on young drivers and road users. This paper explores the collaborative ability and potential of the f2d “community” (local school groups, local government, and community road safety groups) to support multi stakeholder (e.g. Police, Road Rescue Emergency Services) and Victorian Government road safety initiatives. The Fit to Drive (f2d) program is aimed at personal safety, behavior change and risk minimisation rather than driving skills. Initial findings and experience indicate that the undergraduate peer led approach combined with targeted community partnerships is an effective local community road safety response and community capacity building model (Verity 2007). This paper explores the development of the f2d community networks and the steps taken to involve local school groups, local government and universities in the development of a coordinated, partnership approach to road safety education. The paper describes the theoretical basis for the program and the key features of the half day year 11 f2d workshop, including the central role of the selected and trained university students as road safety role models and educators. The Fit to Drive (f2d) model offers a potentially valuable example for other communities to adopt and develop according to local conditions and within the context of the United Nations’ “Decade of Road Safety Action”.]]></description>
      <pubDate>Tue, 23 Jun 2015 16:48:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358814</guid>
    </item>
    <item>
      <title>Standardized individual learning assessment and evaluation on public roads as a target-oriented tool of competency assessment</title>
      <link>https://trid.trb.org/View/1328406</link>
      <description><![CDATA[To reduce risks and to influence driving styles in a target oriented way it is necessary to understand behaviour in traffic. Some initiatives use intelligent support systems (ITS) to observe driving behaviour for the individual support of drivers. Most of these systems are helpful to interpret data, but the important tool of adaptation is missing. To build up a support system, based on the GDE-Matrix (level 3 - 5), it is indispensable to also measure motives, attitudes, backgrounds and causes for behaviour. A standardized individual learning assessment and evaluation on public roads (face-to-face) provides the possibility to include motives and attitudes and learn more about the causes for behaviour. The GDE-Matrix gives a deeper insight view into the important factors for the technical competence (level 1 and 2), the social competence (level 3 and 4) and the culture, business or social background (level 5) of driving. The GDE-Matrix can be used also as a tool to visualize personal obstacles of a driver. (A)]]></description>
      <pubDate>Mon, 02 Feb 2015 10:22:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1328406</guid>
    </item>
    <item>
      <title>Activities of an automobile club to support traffic safety</title>
      <link>https://trid.trb.org/View/1328401</link>
      <description><![CDATA[A concept for Safe-Driving-Trainings with a focus on risky behaviour and safety related attitudes has been evaluated. 519 participants have been tested before and after the training by means of a questionnaire with the topics: technical driving competence, awareness of risks, and propensity for anticipation. A control group (131 subjects) was used to check for the possibility of response artifacts. Three months later, 92 members of the treatment group and 25 members of the control group have been tested again. The results show significant positive changes in driving competence, risk awareness, and safety related attitudes, especially anticipation, due to the training. Compared to the control group the participants have become more risk aware and they regard risk avoiding behaviour as more important. The results show that this concept for Safe-Driving-Trainings has not only short-term but, more importantly, long-term positive effects on the safety-relevant attitudes and cognitions of young drivers. (A)]]></description>
      <pubDate>Mon, 02 Feb 2015 10:22:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1328401</guid>
    </item>
    <item>
      <title>Crash recorder: acceleration data of real world accidents</title>
      <link>https://trid.trb.org/View/1326821</link>
      <description><![CDATA[In March 2008, AXA Winterthur launched a new insurance product for young drivers between 18 and 25 years old. The young drivers get 15 % reduction on the insurance premium if they accept a black box installed in their car. The key element is the crash recorder, the black box, which measures acceleration data and stores this data together with date and time in case of an accident.  In the first two years, between March 2008 and February 2010, 630 crash recorder datasets were sent to the Accident research department. The dataset is read out in every case of a car to car accident in which the customer has partly or fully caused the accident. Sometimes the client did call the insurance company and sometimes the police forced the insurance company to hand out the data. This study considers only rear end collisions, the crash recorder data of all other collision types is not yet analyzed and will give further understanding of the driver's behaviour prior to a collision. Rear end collisions happen very often in Switzerland compared to other collision types, but it is not very simple to make an accident investigation based on just the pictures of the damages of both cars. The traces on the accident spot are today - with ABS - not very telling. Further on, the crash recorder data of rear end collisions are well-defined and not too complicated to be analyzed. These were the reasons why to focus the study on rear end collisions. Since the crash recorder was partly developed at AXA Winterthur and not a lot comparable event data recorders (EDRs) are in use, the data analysis is not yet standardized. The wide experiences from crash test data were used to distinguish the best possible methods for the study. Acceleration data 20 s before, during and 10 s after real-world rear end collisions were analyzed. The initial speed and the collision speed are calculated and especially the mean braking accelerations are stated. Most of the critical situations that lead to a rear end collision occur in a relative low speed environment below 50 kph. 86 % of the drivers did brake, but did not brake hard enough. The collision speeds are generally low to moderate and should not have lead to severe injury for a belted driver. Obviously young drivers have difficulties with emergency braking. A mandatory safety training within three years after the driving test could address this issue; the inexperience in risk assessment is more difficult to address.]]></description>
      <pubDate>Tue, 21 Oct 2014 08:53:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1326821</guid>
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