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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>2007 National Roadside Survey of Alcohol and Drug Use by Drivers [supporting dataset]</title>
      <link>https://trid.trb.org/View/2325236</link>
      <description><![CDATA[This dataset supports the conclusions of the 2007 National Roadside Study of Alcohol and Drug Use by Drivers. The three report volumes -- Methodology, Drug Results, and Alcohol Results -- are available in this repository and linked to this record. This dataset records results from 11,120 roadside surveys conducted across the United States in 2007, as described in the Methodology volume. When possible, oral fluid and blood samples were taken and were subjected to laboratory screening and liquid chromatography-mass spectrometry (LC/MS/MS; the term MS/MS is the combination of two mass analyzers in one mass spec instrument) and gas chromatography-mass spectrometry (GC/MS) confirmation respectively for alcohol and several classes of drugs, allowing researchers to estimate a national prevalence of alcohol and other drugs in drivers. The dataset also includes information from a self-administered questionnaire, also described in the Methodology document. All drivers’ responses were completely voluntary and anonymous. Re-identification risk of study participants from this dataset is very low.]]></description>
      <pubDate>Wed, 31 Jan 2024 09:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325236</guid>
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    <item>
      <title>2013–2014 National Roadside Study of Alcohol and Drug Use by Drivers [supporting dataset]</title>
      <link>https://trid.trb.org/View/2325238</link>
      <description><![CDATA[This dataset supports the conclusions of the 2013–2014 National Roadside Study of Alcohol and Drug Use by Drivers. The three report volumes -- Methodology, Drug Results, and Alcohol Results -- are available in this repository and linked to this record.  This dataset records results from 11322 roadside surveys conducted across the United States in 2013 and 2014, as described in the Methodology volume. When possible, oral fluid and blood samples were taken and were subjected to laboratory screening and liquid chromatography-mass spectrometry (LC/MS/MS; the term MS/MS is the combination of two mass analyzers in one mass spec instrument) and gas chromatography-mass spectrometry (GC/MS) confirmation respectively for alcohol and six classes of drugs, allowing researchers to estimate a national prevalence of alcohol and other drugs in drivers. The dataset also includes information from a self-administered questionnaire, also described in the Methodology document. All drivers’ responses were completely voluntary and anonymous. Re-identification risk of study participants from this dataset is very low.  The data files are collected into a single ZIP file, with a total size of 54 MB. Included data files: NHTSA_BSR_NRS_2013_2014_Combined_csv_161025_20240116_0730.csv, 47 MB, can be opened with any text editor; NHTSA_BSR_NRS_2013_2014_combined_xlsx_161025_20240116_0730.xlsx, 43 MB, can be opened with Excel or other spreadsheet program; NHTSA_BSR_NRS_2013_2014_combined_sav_161025_20240116_0730.zip, 4 MB, can be viewed with IBM SPSS statistical software; NHTSA_BSR_NRS_2013_2014_combined_sas_161025_20240116_0730.zip, 5 MB, can be viewed with SAS statistical software; and NHTSA_BSR_NRS_2013_2014_combined_dta_161025_20240116_0730.zip, 7 MB, can be viewed with Stata statistical software. Other files include a Data Diction, a DMP, a README.txt, and the related Methodology and Results reports.]]></description>
      <pubDate>Wed, 31 Jan 2024 09:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325238</guid>
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    <item>
      <title>National Roadside Survey</title>
      <link>https://trid.trb.org/View/2051314</link>
      <description><![CDATA[A major component of addressing the impaired driving crash risk question is determining the incidence of drivers on the road with positive blood alcohol concentrations (BACs) and/or who have measurable amounts of drugs in their system. Five "national roadside surveys" were conducted on the incidence of impaired drivers on the road in 1973, 1986, 1996, 2007, and 2013-2014. This research project will provide current data on the incidence of alcohol-positive, and drug-positive, drivers through a national roadside survey planned for 2025. The methodology will largely follow from the most recent surveys, but it will strive for more representative samples of drivers. In addition, NHTSA is concerned about increasing numbers of fatalities among pedestrians and other vulnerable road users. Understanding the scope of alcohol and drug use among these road users will inform countermeasure development. Because of this need, NHTSA will also obtain data from road users other than drivers, such as pedestrians, bicyclists, and electric scooter riders, at the data collection locations. It will also pilot test a methodology for conducting a roadside survey without drivers, focused on these other road users as participants. This study also allows for an optional task for additional testing attitudes and awareness of traffic safety issues, human subjects testing and/or validation studies with newly developed behavioral test batteries or technology.]]></description>
      <pubDate>Thu, 27 Oct 2022 10:24:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2051314</guid>
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    <item>
      <title>Key Performance Indicator Alkohol. Entwicklung einer Methodik und Ersterhebung </title>
      <link>https://trid.trb.org/View/1903404</link>
      <description><![CDATA[Als Key Performance Indicators (KPIs) werden Kennzahlen bezeichnet, anhand derer ein Fortschritt oder Erfüllungsgrad hinsichtlich wichtiger Zielsetzungen oder kritischer Erfolgsfaktoren gemessen oder ermittelt werden kann. Im Bereich der Straßenverkehrssicherheit dienen KPIs zur Erhebung der Effektivität und dem Nachweis von Fortschritten durch Maßnahmen und Initiativen zur Erhöhung der Verkehrssicherheit. Das Fahren unter dem Einfluss von Alkohol stellt immer noch ein erhebliches Problem für die Sicherheit im Straßenverkehr dar. Für eine valide Erhebung eines KPI im Bereich von Trunkenheitsfahrten empfiehlt die EU-Kommission die Durchführung von regelmäßigen Road Side Surveys. Diese Erhebungsmethodik lässt sich in Deutschland nicht umsetzen. Ziel dieses Projekts ist es, eine Methodologie zur Erhebung des KPI „Alkohol im Straßenverkehr“ zu entwickeln und eine erste Erhebung durchzuführen. Die wiederholte Durchführung der Erhebung in einem noch zu definierenden zeitlichen Abstand muss über viele Jahre hinweg möglich sein. (A) ABSTRACT IN ENGLISH: Key performance indicators (KPIs) are metrics that can be used to measure or determine progress or degree of achievement against key objectives or critical success factors. In the area of road safety, KPIs are used to measure the effectiveness and demonstrate progress of road safety measures and initiatives. Driving under the influence of alcohol is still a significant problem for road safety. For a valid survey of a KPI in the area of drink-driving, the EU Commission recommends conducting regular roadside surveys. This survey methodology cannot be implemented in Germany. The aim of this project is to develop a methodology for surveying the KPI "Alcohol in Road Traffic" and to conduct a first survey. The repeated implementation of the survey at a time interval yet to be defined must be possible over many years. (A)]]></description>
      <pubDate>Fri, 18 Mar 2022 04:51:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1903404</guid>
    </item>
    <item>
      <title>Roadside surveys of drinking and driving in Cameroon</title>
      <link>https://trid.trb.org/View/1857986</link>
      <description><![CDATA[This study aimed to assess the prevalence of drinking and driving on roadways in urban areas and highways in Cameroon, and to determine the associations between drinking and driving and socio-demographic factors.  A cross-sectional study of motor vehicle drivers was performed on Fridays, Saturdays, and Sundays between May and September 2020 with three driver groups: (1) random motor vehicle drivers (including riders) on major highways, (2) drivers recruited at car stations in Yaoundé, and (3) at fuel stations in Douala. Alcohol was measured using breathalyzers, and a questionnaire collected socio-demographic data.  In total, 2402 motor vehicle drivers were asked to participate in the study and 1701 (70.8%) gave informed consent. The vast majority (98.6%) were men. Drivers aged 30-39 years constituted the largest age group on highways and in Yaoundé, whereas 18-29 years was the largest age group in Douala. The highest prevalence of alcohol was observed among drivers in Yaoundé, which included mainly clandestine taxi car drivers and motorcycle taxi riders, where about 30% had blood alcohol concentrations (BAC) above the legal limit of 0.08%. The proportion with BACs above the legal limit was about 6% among the drivers in Douala, which included mainly motorcycle taxi riders, and about 4% among drivers on highways.  The findings indicate that drinking and driving is a major traffic safety problem on Cameroonian public roads, especially among motorcycle taxi riders and clandestine taxi drivers in towns, which represent the major mass transportation means in the country. Drinking and driving education and legislation should be better developed and enforced in order to reduce the number road traffic crashes.]]></description>
      <pubDate>Fri, 23 Jul 2021 17:35:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1857986</guid>
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    <item>
      <title>Use of Alcohol and Cannabis Among Adults Driving Children in Washington State</title>
      <link>https://trid.trb.org/View/1702575</link>
      <description><![CDATA[Driving under the influence child endangerment (DUI-CE), meaning driving impaired by alcohol or cannabis with children as passengers, is a problem of unknown scope. The goals of the current study are to estimate the weekend prevalence and patterns of alcohol and tetrahydrocannabinol (THC) use by drivers with children and to determine how the presence of a child in the vehicle relates to these drivers' risk perceptions. Data from 2,056 drivers was collected between June 2014 and June 2015 using the Washington State Roadside Survey. Cannabis and alcohol use were measured using oral fluid, blood, and breath tests. The results showed that, compared to drivers without children, drivers with child passengers were more likely to be driving during the daytime, less likely to test positive for alcohol, and approximately equally likely to test positive for THC. These drivers were also less likely to report moderate to severe problems with cannabis. The majority of drivers perceived the use of cannabis  as "very likely" to impair driving. Among those drivers, 8.9% of drivers with a child and 13.9% of drivers without a child tested positive for THC. Among the drivers who did not consider cannabis use a risk at all, 40.6% of those driving with a child tested positive for THC, compared with 28.9% of those without a child. It was observed that most drivers with children did not drink and drive. However, more than 1 in 10 did test positive for THC. More research is needed to determine whether the cannabis users were impaired while driving. In addition, this work underscores the need for a more comprehensive investigation of DUI-CE situations.]]></description>
      <pubDate>Thu, 18 Jun 2020 09:43:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1702575</guid>
    </item>
    <item>
      <title>Roadside Survey of Alcohol and Drug Use among Norwegian Drivers in 2016–2017: A Follow-Up of the 2008–2009 Survey</title>
      <link>https://trid.trb.org/View/1566663</link>
      <description><![CDATA[The objective of this study was to study the use of alcohol and drugs among the general driving population in the southeastern part of Norway and to compare the findings with the results from a similar roadside survey in 2008–2009. A roadside survey of drivers of cars, vans, motorcycles, and mopeds was performed from April 2016 to April 2017 in collaboration with the Mobile Police Service. Oral fluid was collected using the Quantisal device and analyzed for alcohol, illicit drugs, and psychoactive medicinal drugs. Age, sex, time, and geographical region were recorded. Of the 5,556 drivers who were asked to participate in the study, 518 drivers (9.3%) declined to participate, and 4 samples contained insufficient volume of oral fluid to be analyzed; thus, 5,034 drivers were included. Fifteen drivers (0.3%) suspected by the police for driving under the influence of alcohol or drugs refused to participate in the study, so the alcohol and drug findings represent minimum values. The weighted prevalence of alcohol concentrations above the legal limit of 0.2 g/L was 0.2%, which is similar to the finding in the 2008–2009 survey. The weighted prevalences of medicinal drugs and illicit drugs were 3.0 and 1.7%, respectively; those numbers included more drugs than the 2008–2009 survey and are therefore not comparable. The most prevalent illicit and medicinal drugs were tetrahydrocannabinol (1.3%) and zopiclone (1.4%). The prevalences of benzodiazepines and amphetamines were significantly lower than detected in the 2008–2009 survey. Only one sample tested positive for a new psychoactive substance. The proportion of samples that tested positive for alcohol had not changed since 2008–2009, and the proportions that tested positive for benzodiazepines and amphetamines were lower. There are several possible reasons for the reduction: Implementation of legal limits for 28 drugs in 2012–2016, increased use of drug recognition tests, implementation of drug screening instruments, and automatic number plate recognition by the police since 2010; more focused enforcement of the driving under the influence (DUI) law; better information provided to drivers; and changes in drug prescriptions.]]></description>
      <pubDate>Mon, 26 Nov 2018 10:04:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1566663</guid>
    </item>
    <item>
      <title>Marijuana Use and Driving in Washington State: Opinions and Behaviors Before and After Implementation of Retail Sales</title>
      <link>https://trid.trb.org/View/1506757</link>
      <description><![CDATA[The recreational sale of marijuana in Washington state began in July 2014. This report examines the use of marijuana and drivers' perceptions of the risk associated with marijuana use and driving before and after the start of retail sales. Roadside surveys of 2,355 drivers were conducted in June of 2014, November-December of 2014, and in June of 2015. Drivers' perceived risk of impairment, perceived risk of arrest for drugged driving, and reported marijuana use were similar before and after retail sales. Drivers were also tested for marijuana and alcohol. During the day, prior to retail sale legalization, 8% of drivers tested positive for marijuana; six months after legalization, 23% tested positive. The percentage (19-20%) remained the same among nighttime drivers. Among those who tested positive for marijuana, before legalization 30-35% had reported marijuana use in the past year; after legalization 72% reported marijuana use in the past year.]]></description>
      <pubDate>Wed, 24 Oct 2018 11:16:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506757</guid>
    </item>
    <item>
      <title>Roadside Survey on Alcohol and Drug Use Among Drivers in the Arctic County of Finnmark (Norway)</title>
      <link>https://trid.trb.org/View/1479297</link>
      <description><![CDATA[The objective of this study was to determine the prevalence of alcohol and potentially impairing drugs among the general driving population in Finnmark and to compare the prevalence among Norwegian, Russian, and other foreign drivers by analyzing samples of oral fluid.  In collaboration with local police, drivers were selected for a voluntary and anonymous study using a multistage cluster sampling procedure (selection of roads, time intervals, and drivers within each interval) from September 2014 to October 2015. Age, gender, citizenship, time, and geographical site were recorded. Samples of oral fluid were collected using the Quantisal device. The samples were analyzed for alcohol with an enzymatic method and for 12 illicit drugs and 16 medicinal drugs and some metabolites using ultra-high-performance liquid chromatography with tandem mass spectrometry detection.  A total of 3,228 drivers were asked to participate in the study. The refusal rate was 6.2%. Of the 3,027 participants in the study, 111 (3.7%) were Russian and 204 (6.7%) had citizenship other than Norwegian or Russian. The total prevalence of psychoactive substances was 4.3%. Alcohol was detected in 0.3%, psychoactive medicinal drugs in 2.5%, and illicit drugs in 1.6% of the samples. The most commonly found substances were the sleeping agent zopiclone (1.1%), tetrahydrocannabinol (THC; 1.1%), and the analgesic agent codeine (0.6%). Illicit drugs were detected significantly more often in samples from drivers of citizenship other than Norwegian or Russian. The prevalence of alcohol was somewhat higher among Russian drivers but not statistically significant. There were large differences between age groups and genders concerning illicit drugs and psychoactive medicinal drugs; illicit drugs were more frequently in samples from young male drivers, whereas psychoactive medicinal drugs were more frequently in samples from elderly female drivers.  The total prevalence of alcohol and drugs among the general driving population in Finnmark was low and similar to previous Norwegian roadside surveys. Illicit drugs were detected significantly more often in samples from drivers with citizenship other than Russian and Norwegian and among young male drivers.]]></description>
      <pubDate>Wed, 27 Sep 2017 10:20:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479297</guid>
    </item>
    <item>
      <title>Marijuana, Other Drugs, and Alcohol Use by Drivers in Washington State</title>
      <link>https://trid.trb.org/View/1420909</link>
      <description><![CDATA[In Washington State legal sales of marijuana began July 8, 2014. A voluntary, anonymous roadside study was conducted to assess the prevalence of drivers testing positive for alcohol and other drugs, including marijuana, on Washington’s roads. Data was collected in three waves, before implementation of legal sales, about 6 months after implementation, and 1 year after implementation. Of the almost 2,400 participants who provided an oral fluid or blood sample, 14.6 percent of drivers, 19.4 percent of drivers, and 21.4 percent of drivers were delta-9-tetrahydrocannabinol (THC)-positive in Waves 1, 2, and 3, respectively. There were no statistically significant differences between waves. There was a statistically significant increase in daytime prevalence of THC-positive drivers between Wave 1 (7.8%) and Wave 2 (18.4%), and also between Wave 1 and Wave 3 (18.9%). There was an increase in the percentage of THC-positive nighttime drivers with each successive wave, but these increases were not statistically significant. Synthetic marijuana was found in only 2 of the participants.]]></description>
      <pubDate>Thu, 01 Sep 2016 09:27:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1420909</guid>
    </item>
    <item>
      <title>Acceptance of drinking and driving and alcohol-involved driving crashes in California</title>
      <link>https://trid.trb.org/View/1357547</link>
      <description><![CDATA[Background: Alcohol-impaired driving accounts for substantial proportion of traffic-related fatalities in the U.S. Risk perceptions for drinking and driving have been associated with various measures of drinking and driving behavior. In an effort to understand how to intervene and to better understand how risk perceptions may be shaped, this study explored whether an objective environmental-level measure (proportion of alcohol-involved driving crashes in one’s residential city) were related to individual-level perceptions and behavior. Methods: Using data from a 2012 cross-sectional roadside survey of 1147 weekend nighttime drivers in California, individual-level self-reported acceptance of drinking and driving and past-year drinking and driving were merged with traffic crash data using respondent ZIP codes. Population average logistic regression modeling was conducted for the odds of acceptance of drinking and driving and self-reported, past-year drinking and driving. Results: A non-linear relationship between city-level alcohol-involved traffic crashes and individual-level acceptance of drinking and driving was found. Acceptance of drinking and driving did not mediate the relationship between the proportion of alcohol-involved traffic crashes and self-reported drinking and driving behavior. However, it was directly related to behavior among those most likely to drink outside the home. Discussion: The present study surveys a particularly relevant population and is one of few drinking and driving studies to evaluate the relationship between an objective environmental-level crash risk measure and individual-level risk perceptions. In communities with both low and high proportions of alcohol-involved traffic crashes there was low acceptance of drinking and driving. This may mean that in communities with low proportions of crashes, citizens have less permissive norms around drinking and driving, whereas in communities with a high proportion of crashes, the incidence of these crashes may serve as an environmental cue which informs drinking and driving perceptions. Perceptual information on traffic safety can be used to identify places where people may be at greater risk for drinking and driving. Community-level traffic fatalities may be a salient cue for tailoring risk communication.]]></description>
      <pubDate>Mon, 29 Jun 2015 09:13:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1357547</guid>
    </item>
    <item>
      <title>Results of the 2013–2014 National Roadside Survey of Alcohol and Drug Use by Drivers</title>
      <link>https://trid.trb.org/View/1343065</link>
      <description><![CDATA[Over the last four decades, the National Highway Traffic Safety Administration (NHTSA) and/or the Insurance Institute for Highway Safety (IIHS) conducted four national surveys to estimate the prevalence of drinking and driving in the United States. The first National Roadside Survey (NRS) was conducted in 1973, followed by national surveys of drivers in 1986, 1996, 2007, and now 2013–2014. These surveys used a stratified random sample of weekend nighttime drivers in the contiguous 48 States and collected data directly from drivers on the road. The 2007 NRS added procedures to the NRS for the first time to estimate the use by drivers of other potentially impairing drugs. Prior roadside surveys had only collected breath samples to determine breath alcohol concentration (BrAC). Due to developments in analytical toxicology, NHTSA determined it would be feasible in the 2007 and 2013–2014 surveys to determine driver use of a variety of potentially impairing drugs including illegal drugs as well as legal medications. In 2013–2014, NHTSA conducted the most recent National Roadside Survey of Alcohol and Drug Use by Drivers. This voluntary and anonymous study is the second to collect data on drug use, presenting the first opportunity to examine drug use trends on a national scale. The 2013–2014 NRS was designed to produce national estimates of alcohol and drug use by weekday daytime and weekend nighttime drivers. Thus, the use rates presented here are national prevalence rates calculated from the percentage of drivers using alcohol or drugs and adjusted with an appropriate weighting scheme.]]></description>
      <pubDate>Mon, 02 Mar 2015 10:37:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343065</guid>
    </item>
    <item>
      <title>An Evaluation of Immediate Roadside Prohibitions for Drinking Drivers in British Columbia: Findings from Roadside Surveys</title>
      <link>https://trid.trb.org/View/1298909</link>
      <description><![CDATA[The purpose was to determine the impact of new immediate roadside prohibitions (IRPs) for drinking drivers introduced in British Columbia in September 2010 as assessed by random roadside surveys of alcohol and drug use among nighttime drivers. Two roadside surveys were conducted prior to and following the introduction of IRPs. Drivers were randomly selected from the traffic stream in 5 cities and asked to provide a breath sample to determine alcohol content and a sample of oral fluid to be tested for the presence of psychoactive drugs. The survey was conducted between the hours of 9:00 p.m. and 3:00 a.m. on Wednesday through Saturday nights in June 2010 and again in June 2012. Driving after drinking decreased significantly following the introduction of IRPs. In particular, the percentage of drivers with blood alcohol concentrations (BACs) over 80 mg/dL decreased by 59 percent; drivers with BACs of at least 50 mg/dL decreased by 44 percent. The decreases in drinking and driving were not restricted to specific subgroups of drivers but were universal across age groups, sex, and communities. The results also revealed a changing pattern of drinking of driving. For example, the typical pattern of increased drinking and driving on weekend nights was not observed and the prevalence of drinking drivers on the road during late night hours was less than half that found in 2010. The prevalence of drug use by drivers in 2012 did not change from the levels reported in 2010. The IRP program combined immediate short-term roadside suspensions with vehicle impoundment and monetary penalties to enhance the swiftness, certainty, and perceived severity of sanctions for drinking and driving. The introduction of these measures was associated with a substantial reduction in the prevalence of driving with a BAC over 50 mg/dL and driving with a BAC over 80 mg/dL.]]></description>
      <pubDate>Thu, 29 May 2014 09:28:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1298909</guid>
    </item>
    <item>
      <title>Alcohol-Related Crash Deaths Don’t Share Same Progress as Impaired Driving</title>
      <link>https://trid.trb.org/View/1307290</link>
      <description><![CDATA[This article explores the seeming paradox between evidence that alcohol-impaired driving has been reduced in recent years and the statistics that show the percentage of alcohol-impaired drivers in fatal crashes has remained level.  The Insurance Institute for Highway Safety (IIHS) compared results of national roadside breath-test surveys conducted on Friday and Saturday late nights in 48 states in 1986, 1996, and 2007 with corresponding data on fatal crashes and driver alcohol use from the Fatality Analysis Reporting System (FARS).  The research showed that the percentage of alcohol-impaired nighttime drivers has declined in each roadside survey, while the proportion of fatally injured drivers with blood alcohol concentration (BAC) at or above 0.08 percent has remained about a third since 1994 (falling from nearly 50% of that population in 1982).  The researchers reviewed their data, carefully controlling for differences in sampling and weighting between the two later surveys – the results remained the same.  Indeed, separate studies in Canada echo these results.  When researchers controlled for some driver behaviors, including seat belt use, some of the discrepancy was explained.  Other explanations include the presence of drugged driving (data is still being gathered for this hypothesis).  A final section of the article considers the benefits of intervening and preventing alcohol-impaired drivers from getting on the roads, including the use of alcohol ignition locks, technology-support seatbelt reminders or ignition interlocks, and stepping up law enforcement with sobriety checkpoints.]]></description>
      <pubDate>Tue, 29 Apr 2014 10:34:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1307290</guid>
    </item>
    <item>
      <title>Prevalence of alcohol-impaired drivers based on random breath tests in a roadside survey in Catalonia (Spain)</title>
      <link>https://trid.trb.org/View/1304997</link>
      <description><![CDATA[Sobriety checkpoints are not usually randomly located by traffic authorities. As such, information provided by non-random alcohol tests cannot be used to infer the characteristics of the general driving population. In this paper a case study is presented in which the prevalence of alcohol-impaired driving is estimated for the general population of drivers. A stratified probabilistic sample was designed to represent vehicles circulating in non-urban areas of Catalonia (Spain), a region characterized by its complex transportation network and dense traffic around the metropolis of Barcelona. Random breath alcohol concentration tests were performed during spring 2012 on 7596 drivers. The estimated prevalence of alcohol-impaired drivers was 1.29%, which is roughly a third of the rate obtained in non-random tests. Higher rates were found on weekends (1.90% on Saturdays and 4.29% on Sundays) and especially at night. The rate is higher for men (1.45%) than for women (0.64%) and it shows an increasing pattern with age. In vehicles with two occupants, the proportion of alcohol-impaired drivers is estimated at 2.62%, but when the driver was alone the rate drops to 0.84%, which might reflect the socialization of drinking habits. The results are compared with outcomes in previous surveys, showing a decreasing trend in the prevalence of alcohol-impaired drivers over time.]]></description>
      <pubDate>Mon, 28 Apr 2014 10:54:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1304997</guid>
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