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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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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      <title>Modeling Fatigue Level by Driver's Lane-Keeping Indicators</title>
      <link>https://trid.trb.org/View/1276609</link>
      <description><![CDATA[Fatigue while driving leads to significant deterioration of a driver's lane-keeping ability and increases the risk of crashes. Also, the lane-keeping indicator may be a good predictors of fatigue. A study using the Tongji high-fidelity driving simulator investigated the relationship between fatigue and lane-keeping indicators. During about 1 hour monotonous highway driving for each driver, driving data of 30 participants including lateral position, speed, and steering wheel movement data were collected. Meanwhile, Karolinska Sleepiness Scale (KSS) was recorded to measure driver's fatigue scale. To estimate driver's lane keep ability appropriately, standard deviation of lateral position (SDLP), lane crossing time-space area (LCTSA), standard deviation of steering wheel speed (SDSWS), and steering wheel reversal rate (SWRR) were measured. While controlling for other contribution factors including driving speed and road alignment, a multilevel ordered logistic model was established using Winbugs software. The research found that experienced drivers have a higher threshold for KSS. SDLP, SDSWS, and SWRR show significant positive relation to fatigue level. Another finding is that the differences between two adjacent KSS thresholds increase with KSS value.]]></description>
      <pubDate>Tue, 22 Apr 2014 16:07:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1276609</guid>
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    <item>
      <title>Hastighetsspridning och trafiksäkerhet</title>
      <link>https://trid.trb.org/View/1215460</link>
      <description><![CDATA[This study describes the state of knowledge in terms of speed distribution and traffic safety. Real changes in speed-distribution and estimated accident risk for three different traffic safety measures are studied. The aim is to gain a better understanding of the relation between speed distribution and traffic safety. The study consists of: a literature review on models for the relationship between speed and accident risk, a study on the relation between measures from the speed distribution of different traffic safety measures and a study comparing different models that estimate accident risk. The literature review shows that several studies during the 1960s and 1970s that analysed individual risks in relation to the choice of speed showed a U-shaped relationship between speed and accident risk. More recent studies suggest that the relationship is rather monotonically increasing where the slope becomes steeper for higher speeds. This means that there is an increased risk of being involved in an accident for higher speeds. However, there is no overall increased risk if you drive slower than the average speed on the road. In the second study it is shown that measures like new speed limits move the entire speed distribution towards lower speeds, but for measures like speed cameras and ISA, the speed distribution is changes most for higher speeds. In the third study, where different models that study accident risk and speed levels are compared, it is shown that models developed to estimate an individual driver's risk give an unreasonable impact on risk change compared to aggregate models such as the power model. An alternative approach to take into account a change in the speed distribution is to use the power model at an individual level. The greatest difference is obtained for higher severity injuries and measures such as speed cameras and ISA where the speed distribution changes its shape the most.]]></description>
      <pubDate>Mon, 01 Oct 2012 11:16:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1215460</guid>
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      <title>The relation between a driver's speed and his accident rate</title>
      <link>https://trid.trb.org/View/1178994</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 02:09:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178994</guid>
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    <item>
      <title>INFLUENCE OF DRIVER'S AGE AND EXPERIENCE ON ACCIDENT RATE AND ATTITUDES TO SAFETY</title>
      <link>https://trid.trb.org/View/1061472</link>
      <description><![CDATA[WITH THE AID OF AVAILABLE DATA, THE INFLUENCE OF DRIVER'S AGE AND EXPERIENCE ON THE FREQUENCY OF ACCIDENTS WAS ANALYSED.  IT WAS FOUND THAT THE PROPORTION OF YOUNGER DRIVERS INVOLVED IN ACCIDENTS WAS FAR HIGHER THAN THAT OF OLDER DRIVERS, WITH INCREASING AGE THE DROP IN ACCIDENT RISK BECAME INCREASINGLY SMALLER.  THE LENGTH OF DRIVING EXPERIENCE HAD ITS EFFECT MAINLY  IN RELATION TO MATURITY AND THE RESULTING ALTERED APPROACH AND OTHER BEHAVIOUR IN TRAFFIC.  REGARDING THE CAUSES OF ACCIDENTS IT WAS FOUND, THAT OLDER DRIVERS WERE MORE RESPONSIBLE FOR BREAKING REGULATIONS AND FOR INATTENTIVE DRIVING BEHAVIOUR, WHILST IN THE CASE OF YOUNGER DRIVERS ACCIDENTS AROSE FROM EXCESSIVE SPEED, LACK OF PROFICIENCY IN TRAFFIC AND FAULTY OVERTAKING.  OVERALL, IT WAS FOUND THAT A TYPICAL PROBLEM OF THE LEARNER DRIVER  WAS HIS EXCESSIVE SPEED; HE BEHAVED IN TRAFFIC WITH A LESSER REGARD FOR RISK THAN THE OLDER DRIVER.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:47:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1061472</guid>
    </item>
    <item>
      <title>Impression management and self-deception in traffic behaviour inventories</title>
      <link>https://trid.trb.org/View/864423</link>
      <description><![CDATA[Traffic behaviour questionnaires as self-reports of behaviour are easily biased by Socially Desirable Responding (SDR), especially in investigating 'normal' behaviour rather than maximum performance. Despite this fact no instruments are available for measuring traffic related SDR. The present study introduces a new inventory, the Driver Social Desirability Scale (DSDS), for measuring driver impression management (DIM) and Driver Self-Deception (DSD). The DSDS was administered to 203 Finns and 201 Australians holding a driver's license. The two factors explained 35.5% of variance in the Australian sample and 40% in the Finnish sample and showed sufficient internal consistency. Correlations between the Balanced Inventory of Desirable Responding (BIDR) and DSDS showed that general SDR had a moderate effect on traffic-specific SDR. Measures of traffic behaviour correlated more strongly with DSDS than BIDR, whereas the general personality variables had stronger correlations with BIDR than DSDS. These results indicate that DSDS is a more suitable instrument for measuring traffic-related SDR than BIDR. Correlation analyses also indicated that DIM is negatively related to the self-reported number of accidents and punishments, overtaking frequency, speeding, and driving aggression, and positively related to traffic rule compliance. DSD correlated positively with variables measuring sense of control in traffic and in general. There was some connection between DSDS, especially DIM, and driving experience although this was found only in the Finnish data among novice drivers (life-time mileage under 5000 km). In conclusion, correlative analyses based on personality questionnaires and self-reports of traffic behaviour suggested that DIM and DSD scales of DSDS show construct validity and reliability for Australian and Finnish data. Further research is needed to investigate the relation between DSDS and driving behaviour measured in real traffic.]]></description>
      <pubDate>Thu, 17 Jul 2008 13:14:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/864423</guid>
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    <item>
      <title>Driving Simulator Validation for Deceleration Lane Design</title>
      <link>https://trid.trb.org/View/801356</link>
      <description><![CDATA[The research project aimed at validating the interactive fixed-base driving simulator of the Interuniversity Research Center for Road Safety (CRISS) to enable its use for design of decelerations lanes, in function of the lane length. The research was developed in two phases. In the first one a field study was carried out on a section of a real highway to study driver’s behavior in deceleration lanes with three different lengths. The second one was a experiment using  the driving simulator of CRISS. Forty-two driver drove in the simulator on three configurations of the deceleration lane. Trajectories and speeds in field and in simulator were analyzed. The driver’s behavior in terms of deceleration rate was also analyzed. The analysis revealed that the average trajectory is developed in the same phases in field and in simulation. Taper is also used in a correct way in reality as well as in the driving simulation. Before arriving at the deceleration lane, speeds in virtual reality are higher than those in field measurement. This was probably determined by the fact that no inertial force on the driver is transferred in the driving simulator. The inability of driver to discern roadway scenario long distances ahead may have also contributed. Into the deceleration lane, the perception of the scenario is better, and consequently speeds were similar than field data. No relation between the deceleration rates and the lane length were found in reality as well as in driving simulator.]]></description>
      <pubDate>Wed, 09 May 2007 07:47:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/801356</guid>
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    <item>
      <title>Practicing in Relation to the Outcome of the Driving Test</title>
      <link>https://trid.trb.org/View/795234</link>
      <description><![CDATA[In Sweden, a written and a driving test must be passed for licensure and these two examinations are the only means of verifying that learner drivers have acquired the competencies stipulated in the national curriculum. The present study investigated 18-24-year olds regarding the effects of personal background and mode of driver education instruction on the outcome of the driving test. This was done by analysing the following for individual subjects: data on practicing obtained using a questionnaire, and test results of license tests. The results suggest that among the candidates under study, there are equal opportunities in the context of obtaining a driver's license independent of a person's background. The rate of passing was higher for those who started behind-the-wheel training at 16 and applied to take the driving test via a driving school, than for those who started the training at an older age and applied to take the test in person. It was also found that the probability of passing the test was greater if there is successful cooperation between learner and driving school instructor, and if a large proportion of the training been devoted to the task speed adaptation  (A) "Reprinted with permission from Elsevier".]]></description>
      <pubDate>Tue, 19 Dec 2006 10:25:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/795234</guid>
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    <item>
      <title>ESTIMATING ACCIDENT LIABILITY</title>
      <link>https://trid.trb.org/View/635119</link>
      <description><![CDATA[Particular factors that have been studied in relation to their association with a driver's accident liability include: (a) propensity to commit driving errors and violations; (b) attitudes of the driver towards both their own and other road users' driving; (c) attitudes of the driver towards the vehicle in which they drive, particularly the emphasis they place on speed, acceleration and engine size as opposed to safety, comfort and reliability of the vehicle; (d) actual driving behaviours observed on the road, such as speed limit observation and overtaking judgements; and (e) general personality variables such as mild social deviance and decision-making thoroughness. These are the factors discussed in this chapter, together with an illustrative study of their association with self-reported accident rates.  For the covering abstract, see IRRD 896859.]]></description>
      <pubDate>Fri, 18 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635119</guid>
    </item>
    <item>
      <title>SERIOUS OCCUPATIONAL INJURIES WITH SPECIAL REGARD TO THE LACK OF RISK CONTROL</title>
      <link>https://trid.trb.org/View/204857</link>
      <description><![CDATA[Inflating and other operations connected with large tyres are dangerous due to the risk of explosion.  Defective tyres may burst or detachable pieces of the rim may come loose and be projected with considerable force.  In order to prevent these accidents a protective cage was designed.  Injuries to train crews and train passengers are also studied.  If the carriages do not break and the travellers are left inside, serious injuries should be unusual.  Engine drivers were seriously injured when they did not retreat from the driver's compartment before the collisions.  Collisions of passenger cars with elks have also been investigated.  The aim is to reduce the injuries to passenger in case of an elk-car collision.  The relation of the injuries to the impact of the elk and the deformation of the car are thus of primary interest.  The elk's body directly collides with the windscreen and its pole.  The speed at the moment of collision and the size and design of the cars are important factors.  If the speed exceeds 70 km/h there will be a considerable risk of head and neck injuries to the car occupants.  (Author/TRRL)]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204857</guid>
    </item>
    <item>
      <title>OPTICAL ALIGNMENT ON ROAD CURVES; AN EMPIRICAL STUDY SHOWING HOW SIGNS INFLUENCE SPEED AND LATERAL VEHICLE POSITIONS</title>
      <link>https://trid.trb.org/View/72044</link>
      <description><![CDATA["Ran off the road" accidents amounted to about 15% of all officially reported road traffic accidents with personal injury in Norway in 1973.  "Ran off the road" accidents on curves and bends occur in particular when the driver's choice of direction and speed is wrong in relation to the traffic condition and the geometric design of the curve. The reason can be insufficient information about the curve, other vehicles, obstacles in the road, poor knowledge about the vehicle, deficiencies in the vehicle, etc.  The aim was to see how optical alignment on curves could be improved. By optical alignment is meant measures yielding visual information to the driver about the design of the road.  To compare the effect of those measures retardation and lateral vehicle position have been recorded on four curves in daylight as well as at night.  Comparison of the measures is based on the fact that low speed on the curve and a vehicle in position in the middle of the lane give the lowest number of accidents.  Typical for all observations was the wide variety of lateral vehicle position through the curves. /TRRL/]]></description>
      <pubDate>Wed, 28 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72044</guid>
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