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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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      <title>Promoting Positive Traffic Safety Culture in RITI Communities through Active Engagement: Implementation Guide and Outreach Activities</title>
      <link>https://trid.trb.org/View/2427477</link>
      <description><![CDATA[Rural, Indigenous, Tribal, and Isolated (RITI) communities’ crash data analysis clearly highlights three major areas of concern: prevalence of excessive speed, impaired and distracted driving, and underage driving. Safety-focused educational programs and awareness campaigns have all contributed to a reduction in crashes in urban areas. However, in RITI communities, much more work is still needed. It is important that communities are provided with the proper resources and methods to deliver the  appropriate training and educational tools that promote and cause a significant positive change in the traffic safety culture. Through reviewed literature and interviews with tribal community stakeholders, this research team came to understand that tribal youth are most impacted and engaged when educational material is made culturally relevant. The authors then developed an implementation guide to be used by tribes to create, develop, and enact a sustained educational program with the mission to positively impact traffic safety culture among youth in tribal and rural communities.]]></description>
      <pubDate>Thu, 26 Sep 2024 16:50:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427477</guid>
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    <item>
      <title>Active travel, public transport and the built environment in youth: Interactions with perceived safety, distance to school, age and gender</title>
      <link>https://trid.trb.org/View/2423375</link>
      <description><![CDATA[This study examined interactive effects of the built environment, perceived safety, age and gender on active travel and public transport use among adolescents for school journeys. This study used cross-sectional data from 440 adolescents (mean age 15.4 ± 1.5 years, 58% girls) in Melbourne, Australia. Adolescents self-reported their school travel modes, perceptions of traffic and personal safety. Exclusive active travel and public transport use to/from school were determined. Objective built environment features around home and school (1 km buffer) were generated. Multilevel logistic regression was used to estimate main and interactive associations. Overall, 18% travelled exclusively by active travel and 32% by public transport. Distance to school was negatively associated with exclusive active school travel (OR = 0.44, 95%CI: 0.34, 0.56). Distance to school moderated the association between some built environment attributes (land use mix, residential density around home, distance to public transport stops) and odds of active school travel. There was a positive association between residential density around school and active school travel among those who perceived their traffic environment to be safer. Boys were more likely than girls to use public transport if they lived further from school. A negative association between distance to a public transport stop from home and the odds of public transport use was observed among those who perceived their environment to be less safe. The findings highlight the complexity of influences on mode choice for the school journey. Distance to school remains one of the most important predictors of active travel/public transport use. Supportive built environment attributes, such as a diverse mix of land use around home had facilitating effects on active travel among adolescents who lived closer to school. Multilevel interventions that target both the environment and perceived safety are needed to promote active travel and public transport use among adolescents.]]></description>
      <pubDate>Mon, 16 Sep 2024 16:51:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2423375</guid>
    </item>
    <item>
      <title>Promoting Positive Traffic Safety Culture in RITI Communities through Active Engagement: Implementation Guide and Outreach Activities</title>
      <link>https://trid.trb.org/View/2265953</link>
      <description><![CDATA[Rural, isolated, tribal, and indigenous (RITI) crash data analysis clearly highlights three major areas of concern: prevalence of excessive speed, impaired and distracted driving, and underage driving. Safety-focused educational programs and awareness campaigns have all contributed to a reduction in crashes in urban areas. However, in RITI communities, much more work is still needed. It is important that communities are provided with the proper resources and methods to deliver the appropriate training and educational tools that promote and cause a significant positive change in the traffic safety culture. Through reviewed literature and interviews with tribal community stakeholders, this research team came to understand that tribal youth are most impacted and engaged when educational material is made culturally relevant. The authors then developed an implementation guide to be used by tribes to create, develop, and enact a sustained educational program with the mission to positively impact traffic safety culture among youth in tribal and rural communities.]]></description>
      <pubDate>Mon, 23 Oct 2023 08:51:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2265953</guid>
    </item>
    <item>
      <title>Examining the state, quality and strength of the evidence in the research on built environments and physical activity among children and youth: An overview of reviews from high income countries</title>
      <link>https://trid.trb.org/View/1983062</link>
      <description><![CDATA[Built environments have shown to be associated with health, with physical activity (PA) considered one of the critical pathways for achieving benefits. Navigating available evidence on the built environment and PA is challenging given the number of reviews. Examine the current state and quality of research looking at associations between built environments and total PA and domains of PA (i.e., leisure/recreation, transportation, school) among children and youth (1–18 years). The authors systematically searched the grey literature and six bibliographic databases from January 2000 to May 2020. Review quality was assessed using the AMSTAR2. Results by age group were synthesized using narrative syntheses and harvest plots, and certainty of the evidence was assessed using a modified GRADE approach. This overview included 65 reviews. Most reviews were of very low-to-low quality. High certainty was found for positive associations between transportation PA and walking/cycling/active transportation (AT) infrastructure. There was high certainty for positive associations between streets/play streets and total PA, alongside lower certainty for transportation and leisure PA. Very low-to-moderate certainty supports schoolyards designed to promote PA were positively associated with total PA, but mixed for school PA (except children). Less consistent positive associations were found for forests/trees, greenspace/open space, recreation facilities, street lighting, traffic safety, population/residential density, proximity/access to destinations, neighborhood characteristics, and home environments. There is very low-to-moderate certainty for negative associations between greater distance to school and traffic volume and domains of PA. Generally, null or mixed associations were observed for aesthetics, parks, AT comfort infrastructure, land-use mix, street connectivity, urban/rural status, and public transit. There remains a need for high quality systematic reviews and studies to evaluate the effects of environmental changes across the pediatric age spectrum and using a PA domain approach. Given the global physical inactivity crisis the built environment remains and important means to promote PA among children/youth.]]></description>
      <pubDate>Mon, 18 Jul 2022 16:50:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1983062</guid>
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    <item>
      <title>Children and Youth in Traffic. Accidents, Traffic Education, and Active Mobility</title>
      <link>https://trid.trb.org/View/1503327</link>
      <description><![CDATA[The number of injuries in traffic among children and youth is reduced, but many children are still exposed to traffic accidents. It is a national goal to increase the proportion of walking and cycling. Increased cycling and walking are important for environmental reasons, but also for the health of children. It is important that increased active mobility does not lead to more injuries among children and youth. Measures that can promote active mobility while not increasing the risk of accidents are important. This may include: Increased targeted traffic safety education, speed reduction measures, better road safety and quality on areas for walking and cycling, as well as creating follow arrangements (to kindergarten/school) for the youngest children.]]></description>
      <pubDate>Thu, 10 May 2018 09:21:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1503327</guid>
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    <item>
      <title>Going unlicensed: related behaviors and car crash experience among young drivers</title>
      <link>https://trid.trb.org/View/1367629</link>
      <description><![CDATA[Background: Globally road traffic injuries are a major cause of injury and mortality, not least among the young. Although unlicensed driving is prevalent in that age group, the phenomenon has not received much attention. Aims: This thesis attempts to increase knowledge about the scope of unlicensed driving in youth and its related individual and contextual attributes. Methods: The thesis encompasses four register-based studies, three based in the US and one in Sweden. Unlicensed drivers are any young person below, at, or above the age of licensing without a license, operating a four-wheel passenger motor vehicle on a road. Study I deals with driver characteristics and crash circumstances of fatal road traffic crashes (RTCs) involving a young unlicensed driver (YUD) in the US. In Study II, attention is paid to county material deprivation and urbanicity as regards to fatal RTCs. Based on a Swedish national cohort design, Study III assessed and compares the frequency of individual young drivers who are injured in RTC at different ages and their socio-demographic characteristics. Behavior surveys of Montana high school students are used in Study IV in considering how health risks cluster in and out of the car in youth stratified by license and driving status. Results: In the US, one of nine (10.8%) fatal crashes involved a YUD. Among those, a majority were males (74.5%), age-eligible to be licensed (72.5%), and from the southern region (49.9%). At the time of crash, dangerous driving practices like speeding (85%) and not using car restraint (53.9%) among others were noted (Article I). At the county level in the US, a positive association between material deprivation and fatal crashes involving young unlicensed drivers was observed (OR =1.19, 95% CI 1.17, 1.21). A weak negative association between material deprivation and fatal crashes in suburban counties (OR = 0.92, 95% CI 0.90, 0.95) was found (Article II). In Sweden, crashes of unlicensed drivers increased at age 18 and remained steady through age 27. A six-fold increase in relative crash risk for unlicensed males was revealed (95% CI 5.24-8.25). Unlicensed drivers from the lowest socioeconomic families ran four times the risk (4.18, 95%CI 2.40-7.28) of a severe injury in a crash than those from the highest. Relative risk of a YUD in a crash in rural areas was 3.29 (2.47-4.39) compared to YUD in metropolitan areas (Article III). The prevalence of unlicensed driving was 5.1% of the students. Male students reported more health risk behaviors of all types than females. Both male and female YUD disclose more car driving and non-traffic health risk behaviors than their licensed peers do (Article IV). Discussion: Crashes involving YUD are common both in the US and Sweden. They occur primarily among those age-eligible to be licensed, males, and those from lower socio-economic status. Dangerous driving practices are common at time of crash. As is the case for young licensed drivers, health risk behaviors tend to cluster among YUD to a greater extent. Where YUD live seems to matter for their crash involvement, with urbanicity and material deprivation coming into play. Conclusion: Studies on RTC and self-reported health risk behaviors suggest that driving unlicensed among the young is rather common especially, even past the age of licensing. It is more frequent among some socio-demographic groups of young people, is accompanied by other health risk behaviors and can be more prevalent is some types of areas. To address the issue will require multi-disciplinary targeted efforts to both discourage unlicensed driving and promote developmental opportunities with safe youth mobility options.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:20:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367629</guid>
    </item>
    <item>
      <title>Improving passenger safety among youth: developing a web-based strategy</title>
      <link>https://trid.trb.org/View/1226015</link>
      <description><![CDATA[The project sought to develop web-based program material for senior school students to encourage young people to engage in protective and intervening strategies that would promote both passenger and young driver safety.  The research involved three stages.  Firstly, a literature review was undertaken examining web-based program design for young persons&rsquo; health promotion and systematically examining the protective strategy and intervening literature.  In addition initial focus groups were held (stage 2) to examine the way in which young people currently operationalize and undertake protective and intervening behaviours around the road and how young people respond to, and favour, web material. The construction process of a web-based program was undertaken with scenarios and associated interactive component activities.  A final stage of this report overviews the user-centred and participatory design framework used to examine both potential target students&rsquo; and teachers&rsquo; perceptions of the web-based material designed for this research.]]></description>
      <pubDate>Fri, 21 Dec 2012 11:47:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1226015</guid>
    </item>
    <item>
      <title>Bicycle helmet wearing among adolescents: the effectiveness of a school-based injury prevention countermeasure.</title>
      <link>https://trid.trb.org/View/1151728</link>
      <description><![CDATA[Adolescents experience many benefits from bicycling however there are also potentially significant injury consequences.  One effective countermeasure for the prevention of adolescent bicycling injuries is to promote bicycle helmet wearing.  In this paper, an overview is provided of injury risks of bicycle riding with particular attention to the role of helmet wearing and associated countermeasures such as legislation and school and community approaches. This paper presents the findings of a study conducted in Australia that examined the effectiveness of a theory-based injury prevention program, Skills for Preventing Injury in Youth (SPIY) for 9th grade students (aged 13-14 years).  The findings showed a significant, 20.2 per cent decrease in cycling without a helmet among the intervention students and no change for the students in the comparison group after six months.  In addition, it was found that failing to wear a helmet was significantly associated with engaging in other transport risks, being male, having friend's who don't wear a helmet and specific targets of change in the SPIY program, negative attitude to risk, failing to intervene in friends' risk-taking and low first aid knowledge.  Overall, SPIY appeared to be an effective theory-based intervention to increase helmet wearing among early adolescents, a group not often targeted in school and community helmet wearing programs.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:04:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1151728</guid>
    </item>
    <item>
      <title>How to promote traffic safety among youth?: a multiple-approach plan from Luchemos por la Vida</title>
      <link>https://trid.trb.org/View/968799</link>
      <description><![CDATA[The World Health Organization estimates that "every day just over 1000 young  people under the age of 25 years are killed in road traffic crashes around the world. It became one of the mostimportant issues in Traffic Safety. The objective of this presentation is to share some experiences and approaches to traffic safety education for children and teenagers through different programs such as "Schools for life", "Workshop: Young people for life", preparation of Specific Teaching Materials and other activities developed by a non governmental, non-profit organization called "Luchemos por la Vida" ("Let's fight for life"), that works to prevent traffic accidents in Argentina, a developing country with 39 million inhabitants, where 22 people are killed each day (more than 8,000 a year)*, another 130,000 are injured each year, and dramatic material losses (estimated in U$S 10 billion a year)** result from traffic collisions. In this country, 2.269 children and teenagers between 13 to 25 years old died last year in traffic. Since what we know about traffic safety education, scope and limits, considering that the main objective of traffic safety education must be to make students aware of the fact that they are an active and responsible part of the traffic system, and taking into account that young people are influenced by factors such as emotional instability, rebelliousness, influentiability and omnipotence that condition their attitudes and behaviors; we want to discuss an important topic: what´s the best moment to start with traffic safety education and the most effective tools to achieve safe  young drivers.]]></description>
      <pubDate>Tue, 19 Oct 2010 14:39:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/968799</guid>
    </item>
    <item>
      <title>Safe Routes to School Through Safe Communities: Results of a Community Planning Grant Program in California</title>
      <link>https://trid.trb.org/View/804498</link>
      <description><![CDATA[California’s Safe Routes to School (SR2S) initiatives are based on an international movement aimed at increasing safe walking and bicycling to school. Since the 1970s, there has been a dramatic reduction in children walking or bicycling to school. Instead, school children are being driven, primarily in private automobiles, which contribute to increases in local traffic-related injuries and death, traffic congestion and air pollution. In addition, these children are also losing an opportunity to be physically active, which contributes to increases in obesity, diabetes and asthma—chronic diseases that are currently seen at higher rates and younger ages than ever before. And, unfortunately, those children who still do walk and ride their bikes often face a very inhospitable environment. This lack of environmental support for physical activity thereby increases the children’s risk of pedestrian and bicyclist injury, among the leading causes of death for youth in California.  The Safe Routes to School through Safe Communities planning grant project was implemented in 2000- 2002. Eight communities of varying size across California were awarded $25,000 over a 17-month grant period. The local projects were responsible for: 1) developing a broad-based, community coalition in order to foster community ownership; and 2) developing a strategic plan for the implementation of interventions. The National Highway Traffic Safety Administration’s Safe Communities model, which uses an informed community-based planning approach, guided project staff in their coalition and plan development. A qualitative program evaluation was conducted to measure the grantee’s success in meeting these objectives.  Each of the eight grantees was successful to varying degrees at meeting the two broad objectives. Grantees felt that acquisition and appropriate use of data; diverse and flexible coalitions; and the  attainment of resources and political will were key elements in a project’s success. Awareness of each coalition member’s constraints and offerings was important, as was sensitivity to the needs and  capabilities of schools and community members. Community visibility and patience were essential.  Some components of the planning grant projects continued in nearly all the eight communities after the grant period ended. Several sites successfully acquired operating funds from another source and/or found another entity to host the coalition. Project staff felt that successful relationships had been built with city staff, leading to funding for pedestrian and bicyclist safety projects as well as opportunities for SR2S to thrive in the future. It was concluded that SR2S can promote physical activity, safety, sustainable transportation practices, and a sense of community. The Safe Routes to School through Safe Communities grant program was an experiment in providing people the financial support to develop strategic plans to improve the neighborhoods around schools for children to walk and bicycle more, and safely. This grant program successfully demonstrated that even a small amount of financial support goes a long way in allowing communities the time to stop, think, and work together toward the best solutions for a safe and active community in the future.]]></description>
      <pubDate>Tue, 13 Mar 2007 10:38:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/804498</guid>
    </item>
    <item>
      <title>SPEAK OUT AND MAKE NOYS: YOUTH CHANGING THE WORLD, ONE VOICE AT A TIME. PROJECT MANUAL 2001</title>
      <link>https://trid.trb.org/View/713303</link>
      <description><![CDATA[The National Organizations for Youth Safety (NOYS) is a coalition that promotes collaboration at the national, state and local levels.  Its mission is to marshal resources and build synergistic partnerships that save lives, prevent injuries, and promote safe and healthy lifestyles among youth.  The current NOYS emphasis areas are highway safety, violence prevention, alcohol and tobacco use, and other drug issues among youth ages 5-24.  Speak Out and Make NOYS is a health and safety project that gives youth an opportunity to speak out about an issue or problem in their community.  It allows youth to participate in finding solutions and changing the world for the better.  This project manual is a step-by-step project guide, to help an individual or organization plan and run an effective Speak Out and Make NOYS project.]]></description>
      <pubDate>Tue, 01 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/713303</guid>
    </item>
    <item>
      <title>SPEAK OUT AND MAKE NOYS: YOUTH CHANGING THE WORLD, ONE VOICE AT A TIME. PROJECT ORGANIZER</title>
      <link>https://trid.trb.org/View/713304</link>
      <description><![CDATA[The National Organizations for Youth Safety (NOYS) is a coalition that promotes collaboration at the national, state and local levels.  Its mission is to marshal resources and build synergistic partnerships that save lives, prevent injuries, and promote safe and healthy lifestyles among youth.  The current NOYS emphasis areas are highway safety, violence prevention, alcohol and tobacco use, and other drug issues among youth ages 5-24.  Speak Out and Make NOYS is a health and safety project that gives youth an opportunity to speak out about an issue or problem in their community.  It allows youth to participate in finding solutions and changing the world for the better.  This project organizer contains worksheets for entering project information, calendar data, daily planning information, meeting planning, and contacts.]]></description>
      <pubDate>Tue, 01 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/713304</guid>
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      <title>SPEAK OUT AND MAKE NOYS: YOUTH CHANGING THE WORLD ONE VOICE AT A TIME. VIDEO</title>
      <link>https://trid.trb.org/View/713929</link>
      <description><![CDATA[The National Organizations for Youth Safety (NOYS) is a coalition that promotes collaboration at the national, state and local levels.  Its mission is to marshal resources and build synergistic partnerships that save lives, prevent injuries, and promote safe and healthy lifestyles among youth.  The current NOYS emphasis areas are highway safety, violence prevention, alcohol and tobacco use, and other drug issues among youth ages 5-24.  Speak Out and Make NOYS is a health and safety project that gives youth an opportunity to speak out about an issue or problem in their community.  It allows youth to participate in finding solutions and changing the world for the better.  This video contains personal stories, project ideas and exciting footage of successful Speak Out and Make NOYS projects.]]></description>
      <pubDate>Tue, 01 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/713929</guid>
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    <item>
      <title>ZERO TOLERANCE MEANS ZERO CHANCES</title>
      <link>https://trid.trb.org/View/667587</link>
      <description><![CDATA[To help communities put an end to underage drinking and impaired driving among people under 21, the National Highway Traffic Safety Administration created "Zero Tolerance Means Zero Chances."  This campaign reaches out to youth peer leaders and their adult advisors, offering tools and resources to expand, or enhance, current Zero Tolerance awareness activities and events. This Peer Action Kit is designed to provide groups conducting Zero Tolerance activities with the resources they need to effectively plan and promote their events.  The Kit includes the following:  "Zero Tolerance Means Zero Chances" program brochure; Resource guide; Media guide complete with sample media materials for Spring Break, Prom and Graduation; Fact sheets; Talking points; Logo sheets; and Camera-ready artwork for hand-out fliers and print public service announcements for a school paper or club newsletter.]]></description>
      <pubDate>Tue, 05 Sep 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/667587</guid>
    </item>
    <item>
      <title>COMPREHENSIVE PROGRAM NEEDED TO REDUCE YOUTH DWI</title>
      <link>https://trid.trb.org/View/469017</link>
      <description><![CDATA[Several approaches have been used to reduce the alcohol-related crash rate among young drivers. Some policy and legislative approaches are discussed, together with some strategies based on education and persuasion. The two general types of legal and policy approaches are those designed to reduce young people's access to alcohol, and those designed to reduce driving by young people or restrict the circumstances in which they drive. In the 1980s, the drinking age in the USA was raised to 21, and many young lives were saved as a result. Research indicates that the following additional legislative and policy measures would be effective: (1) more vigorous enforcement of minimum age for buying alcohol; (2) decreased availability of alcohol to youth, especially through higher prices; (3) graduated and provisional licensing for young drivers; (4) raising the age of licensing; (5) lower blood alcohol content (BAC) levels for youth; and (6) licence revocation for drink-driving offences. It would be much better and cost-effective if people could be persuaded that impaired driving is not in the best interests of individuals or society. Research is now being done to understand better the motivations, values, and norms that can prevent or promote impaired driving behaviour.  For the covering abstract, see IRRD 866577.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469017</guid>
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