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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Future perspectives and European trends in traffic and transport and the consequences for road safety : an outlook.</title>
      <link>https://trid.trb.org/View/1305175</link>
      <description><![CDATA[The developments in the field of road safety are influenced by developments within transportation and within other fields. Examples are technological developments, demographic trends, economic developments, cultural developments and climate change. In addition, much of road safety in the Netherlands is ‘imported’. This is for instance the case for nearly all car safety improvements, which are generally designed and manufactured in other countries. The purpose of the literature study presented in this report is to make a survey of the influence of international developments and expected developments, especially those in Europe. What is the influence of (expected) developments outside the field of traffic and transport and how will they affect road safety? And what are the developments in Europe concerning knowledge, regulation, and policy regarding traffic and what effects will they have on road safety and road safety policy, particularly in the Netherlands?]]></description>
      <pubDate>Mon, 07 Apr 2014 10:39:26 GMT</pubDate>
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      <title>Run-off-road crashes in the Province of Zeeland: characteristics and possible solutions : results of an in-depth study.</title>
      <link>https://trid.trb.org/View/1127517</link>
      <description><![CDATA[This report presents the results of an in-depth study of run-off-road crashes in the Dutch Province of Zeeland. In an in-depth study of road crashes all possible information is collected about all aspects of the crash: the traffic conditions, the immediate environment, the road users who are involved, their vehicles, and the injuries that have been sustained by the vehicle occupants. The purpose of the present research is to gain insight in the factors and circumstances that have an influence on the occurrence and the outcome of run-off-road crashes. This will provide a basis for the selection of measures that can prevent similar crashes in future or reduce the injury severity of these crashes. Run-off-road crashes are defined as crashes in which one of the motor vehicles that are involved runs off the road in the initial phase of the crash. The end position of the vehicle is not important; the vehicle may have come to a stop on the verge, in a ditch, against an obstacle or tree, but it may also have crashed into an approaching vehicle. Therefore, run-off-road crashes are not only single-vehicle crashes or obstacle crashes; they can also be frontal or lateral collisions provided that one of the involved vehicles ran off the road in the initial phase of the crash. This report may be accessed by Internet users at: http://www.swov.nl/rapport/R-2011-20.pdf]]></description>
      <pubDate>Tue, 31 Jan 2012 09:04:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1127517</guid>
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      <title>Analysis of the present approach towards high risk traffic locations in Amsterdam and an investigation of new possibilities.</title>
      <link>https://trid.trb.org/View/1104080</link>
      <description><![CDATA[In the present report SWOV assesses the present approach towards high risk traffic locations within the Amsterdam municipality. The report also makes suggestions for the municipality's future road safety policy development. The report has been written in response to a request from the Blackspots Working Group of the Amsterdam Municipality (also known as the WBA) to review their approach towards improving these locations. The current approach consists of two components: the approach towards high risk locations and the quick scan method. The WBA defines so-called ‘blackspots’ as high risk locations with six or more injury crashes within a three-year period and where investigations should result in (infrastructural) solutions. Quick scans are investigations that are carried out at (all) locations where a fatal crash occurred. This report assesses both the high risk location approach and the quick scan method. The WBA also asked SWOV to make a proposal for a follow-up study. The municipality would like to receive suggestions for a proactive approach towards problems that are frequent in Amsterdam. The recommendations for this follow-up study can be found in the second part of the report. This report may be accessed by Internet users at: http://www.swov.nl/rapport/D-2011-01.pdf]]></description>
      <pubDate>Tue, 07 Jun 2011 13:41:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104080</guid>
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      <title>AVEC DES TRAMS ET DES BUS DEBLOQUES, BRUXELLES PEUT BOUGER ! AMELIORER LES CONDITIONS DE CIRCULATION DES TRANSPORTS PUBLICS DE SURFACE. DEUXIEME COLLOQUE SUR LES DEPLACEMENTS URBAINS, 3 ET 4 AVRIL 1992</title>
      <link>https://trid.trb.org/View/1012387</link>
      <description><![CDATA[Aujourd'hui, une forte unanimite se degage pour proner le developpement des transports publics urbains. Dans la plupart des villes, l'actuelle augmentation des besoins de deplacement ne laisse d'ailleurs aux responsables politiques pas beaucoup d'autres choix. Pour favoriser un recours effectif  au transport public, celui-ci doit presenter de nombreuses qualites et garantir aux voyageurs un temps de deplacement le plus rapide et le plus leger possible. A Bruxelles, une tres grande partie du reseau des transports  publics est implantee en voirie et subit des lors les aleas de la circulation generale. La necessaire amelioration des conditions de circulation des transports publics implique un meilleur partage de l'espace public entre les nombreux utilisateurs de la voirie, voire une priorite du transport public, lorsque l'espace disponible est particulierement rare. Plusieurs villes ont deja pris depuis de nombreuses annees des dispositions permettant d'ameliorer la vitesse et la regularite des transports publics de surface. L'experience de ces villes doit enrichir la reflexion des elus, des techniciens et des habitants de notre Region. Tel est l'objectif du Colloque organise par Inter-Environnement Bruxelles en collaboration avec la Societe des Transports Intercommunaux de Bruxelles. Les solutions adoptees ailleurs sont souvent imaginatives et audacieuses. Aux responsables de faire preuve d'un zeste d'imagination et d'audace pour resoudre les problemes de mobilite qui se posent a Bruxelles aujourd'hui. (Ce rapport existe egalement en neerlandais sous le titre : "Ruim baan voor trams en bussen : een nieuw leven voor Brussel ! Verbetering van de verkeersomstandigheden van het bovengronds openbaar vervoer. Tweede colloquium omtrent stedelijk verkeer").]]></description>
      <pubDate>Sat, 20 Nov 2010 05:45:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1012387</guid>
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    <item>
      <title>Developments in technology and environmental care in the field of traffic and transport, with implications for road safety : an exploration of external influences.</title>
      <link>https://trid.trb.org/View/889886</link>
      <description><![CDATA[This exploration of technological developments in the field of traffic and transport is one of a series of six explorations of external influences that SWOV has carried out. This study is aimed at establishing the most important developments in technology and environmental care that affect mobility and road safety. To this end, the exploration has been divided into the components infrastructure, vehicles, transport, ICT, traffic management, and environmental care. For each of these components the implications for road safety have been discussed. This report may be accessed by Internet users at: http://www.swov.nl/rapport/R-2008-04.pdf]]></description>
      <pubDate>Thu, 28 May 2009 09:17:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/889886</guid>
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      <title>Revival of rail freight transport in the Netherlands?</title>
      <link>https://trid.trb.org/View/855449</link>
      <description><![CDATA[In the late 1980-ties the former Dutch Minister of Transport, Public Works and Water management, mrs Neelie Smit-Kroes, expressed her fear that the Netherlands would suffer from Jutlandisering due to the peripheral location in Europe. The European economic integration of 1992 was still ahead and in several doom scenarios the Netherlands Ltd. would not be able to keep up with the other European countries in the global competition. In two long-term planning documents for Spatial Policy (4e Nota Ruimtelijke Ordening) and Transport Policy (Structuurschema Verkeer en Vervoer II) a startegic plan was set out to improve international competitiveness of the Netherlands. As a central theme the Gateway to Europe was adopted in which the Mainports of Schiphol and Rotterdam would have a dominant role. Large-scale infrastructure investments in the hinterland connections of these ports and in the Mainports themselves were planned using a large portion of the available public investments funds in the next decades. Now in 2007, nearly 20 years later, both the dedicated freight rail infrastructure from the port of Rotterdam to the German border (Betuweroute) and the dedicated high-speed line (HSL) from Schiphol to the Belgian border are finished. According to the latest Lisbon Review Report 2006 on competitiveness the Netherlands rank fairly good (4th out of the 25 EU member states) ahead of Germany and France and also better than the USA and East Asia. On top of this competitiveness ranking however stands Denmark with Jutland as one of the examples of investing heavily in education with a focus on technology and innovation. Despite the possible suggestion in this last sentence of the introduction it is by no means the intention to dedicate this paper to the efficiency of public investments in infrastructure compared to other domains. In this paper the results will be presented of a study into the market demand for rail freight transport in the Netherlands in the past and coming decades. What has happened during the building of the Betuweroute? After closing the Dutch coal mines in the south of the Netherlands at the end of the sixties the volume of national rail freight transport declined very rapidly. Although the total international freight transport market showed enormous growth figures in the seventies and the eighties, rail freight could only capture a small part of this growth. Total volume rail freight volume on Dutch territory fell down reaching rock bottom in 1993. From then on the rail freight volumes in the Netherlands have more than doubled. Where did this growth come from? Can it be explained by the closing of the German coalmines and the enormous growth in container shipping from China or was the market liberalisation of rail freight the main driver of this growth? What can be learned from these past developments on the future of freight rail in the Netherlands in particular and Europe in general? For the covering abstract see ITRD E137145.]]></description>
      <pubDate>Fri, 25 Apr 2008 08:57:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/855449</guid>
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    <item>
      <title>Costs of road traffic accidents in the Netherlands: 1997-2003 developments</title>
      <link>https://trid.trb.org/View/810599</link>
      <description><![CDATA[This report investigates the costs of road traffic accidents in the Netherlands. An insight into the various costs involved and their development over time enables the problems caused by road traffic accidents to be understood in broad outline and compared with other social issues. Costs are subdivided into six cost items: (1) medical costs; (2) lost production; (3) intangible costs; (4) material costs; (5) handling costs; and (6) congestion costs. The overall cost of road traffic accidents in 2003 is estimated at 12.3 billion euros. Costs between 1997 and 2003 increased by 2.1 billion euros (a rise of 20%). The largest single cost item in this period is intangible costs. Costs for all years have been corrected for inflation to make them directly comparable to 2003 price levels. It appears that, in terms of 2003 prices, there has been very little increase in the overall cost of road traffic accidents. Real costs in 2003 were 1% higher than in 1997.]]></description>
      <pubDate>Mon, 11 Jun 2007 13:23:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/810599</guid>
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      <title>Use of safety systems in cars</title>
      <link>https://trid.trb.org/View/810598</link>
      <description><![CDATA[In the Netherlands seat belt use is measured on a yearly basis. In April and July 2006 the AVV Transport Research Centre commissioned a new survey. The use of seat belts  in private cars and delivery vans, use of baby and child's seats and height adjustment of head rests were visually observed. Furthermore, questionnaires were distributed among motorists to collect data about seat belt use, the availability of other in-car safety devices such as airbags and anti-locking devices (ABS), and the appreciation of two road safety campaigns (2005 and 2006) that focused on safety awareness of motorists regarding seat belt use. The campaigns are part of a larger road safety programme (MPCV) that was initiated by the Ministry of Transport, Water Management and Public Works in 2003. Besides seat belts, the programme addresses topics like drink driving, keeping safe distance and bicycle lighting. The main results of the study are as follows: (1) Motorists increasingly use seat belts. Figures rose up to 91% concerning drivers of private cars and delivery vans compared to 89% in 2004; (2) Front passengers’ use of seat belts in private cars increased up to 94%, which corresponds exactly to the figure for drivers of private cars; (3) When compared to the developments of recent years, seat belt use by rear seat passengers increased as well (73% in 2006); and (4) differences in seat belt use outside and inside built-up areas almost disappeared in 2006.]]></description>
      <pubDate>Mon, 11 Jun 2007 13:23:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/810598</guid>
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      <title>Drink driving in the Netherlands in 2003: development of the alcohol consumption of motorists in weekend nights</title>
      <link>https://trid.trb.org/View/777970</link>
      <description><![CDATA[The Netherlands Transport Research Centre (AVV) has been yearly carrying out research into drink driving since 1999. The results presented in this report compare 2002 and 2003. To get a representative picture of drink driving for the Netherlands, each police district has to do at least two breath tests. The report is based on a total of 57 police operations and 22,745 motorists. All police districts, except Rotterdam-Rijnmond, have cooperated in at least one of the alcohol tests. The alcohol tests include a random sample of motorists driving on the nights of Friday to Saturday and Saturday to Sunday between 22.00 h and 04.00 h. A person is in breach of the law when the blood alcohol concentration (BAC) limit is above 0.5 promille. The results showed a reduction in the percentage of legal limit offenders from 4.3% in 2002 to 3.9% in 2003. The explanation for this decrease is a combination of enforcement and publicity. In addition to the national results, alcohol consumption has also been examined at a more detailed level. Some of the results are as follows: (1) The West Netherlands had the highest percentage of offenders in 2003, namely 4.4%. In 2002, the South Netherlands was the highest with 5.1%; (2) Approximately 85% of all offenders were male, and most male offenders belonged to the 25-34 age category. A strong decrease in the percentage of male offenders aged 18-24 years took place in 2003, whereas the female percentage in the same age category increased. The remaining age classes all showed a decrease; (3) There were more offenders on Friday night than on Saturday night. The decrease in the number of offenders can entirely be attributed to Saturday; and (4) the highest percentage of offenders (55%) had drunk alcohol in catering establishments. In 2003, a striking increase could be seen in the category 'sport canteens or club houses' (from 6% to 8%) compared to the other categories.]]></description>
      <pubDate>Thu, 09 Mar 2006 08:07:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/777970</guid>
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      <title>Use of safety systems in cars: the 2004 study</title>
      <link>https://trid.trb.org/View/777968</link>
      <description><![CDATA[In the last decade seat belt use has been measured frequently. In March and June 2004 the AVV Transport Research Centre conducted a new survey including investigating the presence and head adjustment of head rests. Special attention is given to the use of child restraint systems. Also, a questionnaire was distributed to gather information about for instance anti-locking devices (ABS), airbags and education. Since 2003, the Ministry of Transport, Public Works and Water Management has conducted a campaign for safer driving (MPCV). Besides seat belt use, the main topics are drink driving, keeping a safe distance and bicycle lighting. The main result of the current study is an increase in seat belt use from 86% in October 2002 to 89% in the spring of 2004. This concerns drivers of passenger cars or vans. The increase is less than in the previous period of two years. Seat belt use in the rear seats of cars is less than that in the front seats, but this difference has decreased again. The most remarkable finding of the questionnaire study is that the new slogan of the safer driving campaign (translated into: "Seat belts on, the way to get home safely") is very well known. It is mentioned by almost 80% of the respondents. The results of the study lead to the following policy recommendations: (1) Passengers in the rear seats of cars (still) need special attention by education, especially to the group of children aged 4-8 years. This group can also be reached by giving information to the drivers and front seat passengers, in most of the cases the parents; (2) Additional information is needed about the proper use of child restraint systems; and (3) van occupants need special attention at police controls and/or by education in order to stimulate seat belt use.]]></description>
      <pubDate>Thu, 09 Mar 2006 08:07:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/777968</guid>
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    <item>
      <title>Options document sustainable safe vehicle</title>
      <link>https://trid.trb.org/View/777967</link>
      <description><![CDATA[Road safety is a major issue of the transport policy of the Dutch Ministry of Transport, Public Works and Water Management. The Ministry has taken the view that sustainable safety should be an integral part of transport policy. Infrastructure safety was the first field analysed for its potential to obtain a sustainable safe transport system. Now, vehicle related safety potential should be analysed. In order to enable policy makers to implement the most effective vehicle safety measures the Transport Research Centre (AVV) analysed vehicle safety trends and measures. This analysis is presented in this report. The report gives an overview of the road safety trends in the Netherlands and in the EU. The main safety problems are singled out. Specific vehicle related safety problems are presented. On the basis of research programmes, policy programmes in several countries and information from vehicle manufacturers, active and passive safety trends are predicted. In the second part of the report, an inventory is made of all vehicle safety measures. Out of nearly 100 possible measures 38 factsheets are given of the most promising measures. An assessment of these measures is given in terms of safety potential, cost, acceptance, year of introduction and implementation problems. Sets of measures can be drawn from a matrix. The matrix gives the individual ranking of the measures in safety potential and the other criteria mentioned. Two sets of measures are specified: one set comprising all measures with a high potential in preventing fatalities, and the other set comprising all measures which can be implemented in the short term.]]></description>
      <pubDate>Thu, 09 Mar 2006 08:07:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/777967</guid>
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    <item>
      <title>On course!?: results of the trial with the Lane Departure Warning Assistant system</title>
      <link>https://trid.trb.org/View/777966</link>
      <description><![CDATA[Lane Departure Warning Assistant (LDWA) systems warn drivers when they leave their traffic lane unintentionally. A field operational trial (FOT) was initiated in the Netherlands in order to determine the potential LDWA effects on road safety and road capacity. This report describes the FOT results. It is shown that LDWA systems will have a slight positive impact on road safety. A positive road safety effect also means a marginal impact on incidental congestion because of a reduction in accidents. The maximum effect on traffic safety is a 9% reduction in casualties sustained in accidents involving heavy goods vehicles or busss on 80, 100 and 120 km/h roads in rural areas. There is no direct LDWA effect on structural congestion or on road capacity. However, a reduction in accidents implies a maximum reduction of 11% of delay and traffic queues resulting from incidental congestion. If LDWA systems are used in situations where an extra lane is added by using the emergency lane and/or narrowing existing lanes, there may be a slight positive effect. The LDWA effect on traffic safety and traffic flow is probably somewhat optimistic due to the following: (1) 100% penetration in the heavy goods vehicles (HGV) sector is unlikely; (2) Drivers cannot prevent all side-swipe and run-off road accidents, even if the LDWA system warns of an impending lane departure; and (3) the expectation is that a part of the positive LDWA effect will disappear in time.]]></description>
      <pubDate>Thu, 09 Mar 2006 08:07:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/777966</guid>
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      <title>Drink-driving in the Netherlands, the 2001 study: development of the alcohol comsumption of motorists in weekend nights</title>
      <link>https://trid.trb.org/View/774733</link>
      <description><![CDATA[In 2001, a survey was carried out by the Netherlands Transport Research Centre (AVV) to assess the alcohol consumption of car drivers. All 25 police regions participated in this study. The measurements were performed in 71 study districts during random sobriety checks that took place from March 2001 through January 2002. The measurements related to a random sample of drivers participating in traffic in the night from Friday to Saturday and from Saturday to Sunday, both between 10 p.m. and 4 a.m. All the drivers stopped were administered a breath test. The 2001 sample contained more than 25,000 drivers. The AVV study is a follow-up to previous studies into drink-driving. Until recently, these studies had always been carried out by SWOV. Contrary to 2000, police supervision was expanded in 2001. The most important conclusion made in the 2001 study was the significant reduction in the number of drink-driving offenders compared to 2000. In 2001, the figures for drink-driving fell to 4.2%.]]></description>
      <pubDate>Thu, 02 Feb 2006 08:06:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/774733</guid>
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      <title>Interaction between truck and passenger car drivers: summary final report</title>
      <link>https://trid.trb.org/View/772371</link>
      <description><![CDATA[Commissioned by the Directorate General of Freight Transport, AVV Transport Research Centre has investigated to what extent misunderstandings between truck and passenger car drivers about each other's situation lead to truck-car accidents. Other possible accident causes have also been looked into. Part of the research has been performed by AVV, and part of the research has been contracted out to the DHV Group. The study consisted of a literature study, an analysis of accident statistics and a qualitative part, in which the opinions and ideas of car drivers, truck drivers, transport managers and several experts were considered. The current report contains the recapitulation of all these activities. The main conclusions of the study are as follows: (1) The types of road on which most accidents between trucks and cars take place, are not the types of road car drivers and truck drivers mainly experience problems with each other; (2) Car drivers do not bear in mind several characteristics of freight traffic. This mainly concerns the braking distance, the dead angles, and the necessity and recognition of certain manoeuvres; (3) Among truck drivers, there is impatience and irritation concerning car drivers. This leads to dangerous behaviour, in particular to driving behind a passenger car at a short distance; and (4) truck drivers often work under a lot of time pressure, because they are the last link in a logistic chain. This adds to their impatience.]]></description>
      <pubDate>Thu, 12 Jan 2006 09:08:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/772371</guid>
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      <title>Drink driving in the Netherlands in 1999-2004: research report: development of the alcohol consumption of motorists in weekend nights</title>
      <link>https://trid.trb.org/View/772364</link>
      <description><![CDATA[The Netherlands Transport Research Centre (AVV) has been yearly carrying out research into drink driving since 1999. In this report, the research itself and the alcohol consumption of motorists during weekend nights are discussed. The results presented compare the years 1999-2004. Each year, AVV has carried out circa 70 alcohol checks in close collaboration with the police, spread over 25 police districts. To obtain a representative picture of drink driving for the Netherlands, each police district has to do at least two checks. The total sample must be at least 20,000 motorists tested. The alcohol checks include a random sample of motorists driving during the nights of Friday to Saturday (Friday night) and Saturday to Sunday (Saturday night) between 22.00 h and 04.00 h. A person is in breach of the law when the blood alcohol concentration (BAC) limit is above 0.5 promille. The results showed a significant reduction in the percentage of legal limit offenders: from 3.7% in 2003 to 3.4 % in 2004. In addition to the national results, alcohol consumption has also been examined at a more detailed level. In 1999-2004,  the percentage of male offenders was higher than that of female offenders. For both men and women the highest percentage of offenders belonged to the 35-49 age category. Classified according to age and sex, only the group of 18-24 year-old women showed an increase (slight) in the number of offenders in 2004 compared to 2003. There were more offenders on Friday night than on Saturday night during the study period. The highest percentage of offenders was found between 02.00 h and 04.00 h. In 2004, the decrease of the percentage of offenders in this time period was the strongest of all periods. In 1999-2004, the highest percentage of offenders came from catering establishments. In a separate report, the most important national developments in drink driving in 1999-2004 are presented.]]></description>
      <pubDate>Thu, 12 Jan 2006 09:08:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/772364</guid>
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