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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>Perceived unfairness in drug driving laws by medicinal cannabis users</title>
      <link>https://trid.trb.org/View/2431545</link>
      <description><![CDATA[Over the past four years, access to medicinal cannabis in Australia has been growing rapidly. To investigate cannabis usage patterns, driving behaviors, and interactions with police regarding drug driving laws, this study interviewed 59 Medicinal Cannabis Users (MCUs) from Queensland, Australia. The interview data was analyzed based on the four elements of procedural justice, including voice, neutrality, respect, and trust. The participants reported feeling unfairly treated and overlooked by current drug-driving legislation. They also expressed a lack of opportunity to voice their objections and challenge any drug driving charges, given their legal access to the drug and perceived lack of impairment when pulled over by the police. This study highlights the potential implications for future iterations of drug-driving legislation, particularly for the rapidly increasing population that is using cannabis as a prescribed medication.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431545</guid>
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    <item>
      <title>Uncovering the urgency for heightened drug testing</title>
      <link>https://trid.trb.org/View/2431544</link>
      <description><![CDATA[Drivers involved in traffic crashes are typically tested less for drugs than for alcohol. Estimates of the prevalence of various drug types present in traffic crashes are therefore based on incomplete data. To address this issue, a study involving the comprehensive reanalysis of blood samples collected from drivers hospitalised post traffic crashes was conducted in 2021. The toxicological results demonstrated that 47% of blood samples contained at least one drug of interest, and combinations of up to five drugs of interest were found in 18% of the samples. These results suggest that drug use among drivers involved in traffic crashes is prevalent, and this use consists of many drug types. Additionally, drugs of interest were detected in 39% of the blood samples that had previously only been tested for alcohol. This finding indicates that analysis for drugs other than alcohol could be relevant for all drivers involved in severe traffic crashes.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431544</guid>
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      <title>Western Australian Blackspot Program: contrasting treatment criteria and improved evaluation</title>
      <link>https://trid.trb.org/View/2431543</link>
      <description><![CDATA[The Western Australian (WA) State Black Spot Program identifies intersection and midblock locations that have a high incidence/likelihood of crashes for treatment. To be selected, it must satisfy one of two criteria: Benefit Cost Ratio (BCR) or Road Safety Audit (RSA). Treatments are considered for all road users (e.g., roundabouts, shoulder treatments, and shared paths) and the RSA-criteria, in particular, allows expanded access for projects ineligible under the BCR-criteria. Previous evaluations targeted BCR-criteria projects only and used simple before-after methodology. Improving on previous evaluations, we compared both BCR and RSA criteria using before-after analyses incorporating time-trends and a subset were evaluated using a full Bayes before-after analysis. Both Programs were associated with a safety benefit, but the RSA-based Program was less cost-effective than the BCR-based Program. The full Bayes analysis also supported a safety benefit of both Programs, indicating improved safety for all Western Australian road users, metropolitan and rural.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431543</guid>
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    <item>
      <title>Development of ‘Vehicle Safety for Older Drivers and Passengers’ guidelines</title>
      <link>https://trid.trb.org/View/2431542</link>
      <description><![CDATA[Older people often experience difficulties achieving good seatbelt fit and comfort in vehicles. The use of comfort accessories like cushions and pads is common among older vehicle occupants. Research has demonstrated that some accessories can have a detrimental effect on safety in a crash. Health and road safety professionals are ideally placed to provide advice to older people about how to achieve a safe, functional and comfortable position in vehicles. The ‘Vehicle Safety for Older Drivers and Passengers’ project used a modified Delphi consensus method to develop consensus based guidelines for providing tailored advice about safe and comfortable travel in vehicles as a tool for use by these practitioners.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431542</guid>
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      <title>Key functions and characteristics of effective road safety research programs</title>
      <link>https://trid.trb.org/View/2431541</link>
      <description><![CDATA[This project aimed to identify best practices for road safety research programs involving government and research agency partnerships to achieve zero road trauma. The methodology included a scoping literature review and in-depth interviews with subject matter experts. The scoping review found that successful road safety research programs require good governance, stakeholder engagement, and a well-structured research administration cycle. Themes from the interviews highlighted the importance of a systems-based and Safe System orientation, focusing on achieving zero serious road trauma targets, developing road safety strategies, identifying systemic road safety risks, and prioritising cost-effective measures. The research program lifecycle should include conception, program and governance development, delivery, monitoring and reporting, auditing, and continuous improvement. The findings of the project illuminate successful road safety research program characteristics, and the recommendations encapsulate strategic implementation of these insights, thereby serving our purpose of establishing a good-practice framework for government and research agency collaborations.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431541</guid>
    </item>
    <item>
      <title>Evaluation of the Australia-first trial of smart bicycle lights</title>
      <link>https://trid.trb.org/View/2431540</link>
      <description><![CDATA[In 2021, the Light Insights Trial (LiT) was launched by the Transport Accident Commission (TAC) in Victoria to investigate the potential of innovative bicycle light technology to enhance cycling safety and participation. The trial involved 800 diverse cyclists using the See.Sense smart bicycle light for 12 months, with data recorded via the See.Sense app. The trial created a network of committed and activated cyclists, providing valuable insights for future cycling policies and initiatives. It also collected and analysed data, creating a platform for surveys on road safety and cyclist mobility, and had potential impacts on policies related to speed management, cycling promotion, bicycle infrastructure, geofencing, and e-bikes. The evaluation recommended ongoing investment in the trial, with opportunities to expand the trial, engage the cycling community, focus on local government areas, and reduce the cost of cyclist trauma while mitigating potential risks.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431540</guid>
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    <item>
      <title>Charting a path to zero: overarching project, role and objectives</title>
      <link>https://trid.trb.org/View/2431539</link>
      <description><![CDATA[The Austroads project, “Charting a Path to Eliminating Road Death and Serious Injury," helps road authorities eliminate road deaths and serious injuries by 2050 in Australia and New Zealand through progressing leadership, advocacy, enablers, promotional activities, training, and change management to shift institutional and stakeholder acceptance and implement effective actions to achieve Zero. Key objectives include defining zero-harm and thus the 2050 end state required of the road transport system, assessing the current state of road trauma and systemic gaps, developing a Zero planning framework and Zero Pathway options for all levels of government, identifying stakeholders' needs and developing supporting guidance, and identifying knowledge gaps and research needs. The primary audience includes road safety leaders, managers, and practitioners, transport organisations, private sectors, industry groups, and advocacy groups. Stream 1 of the project began in March 2023, focusing on Zero Harm definition, gap assessments, Zero Planning Framework development, and technical guidance.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431539</guid>
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    <item>
      <title>Observation study on restraint use for child occupants in Dubai</title>
      <link>https://trid.trb.org/View/2431538</link>
      <description><![CDATA[This study describes the restraint use for child occupants in the Emirate of Dubai in the United Arab Emirates (UAE) from an on-road observation study. Of the observed child occupants, 51.7 percent were unrestrained and 8.3 percent were seated on an adult’s lap (unrestrained). The observed child occupants’ restraint use was classified as: ‘appropriate’ if seated in middle/rear rows and restrained in a capsule, forward-facing CRS or in a booster seat; ‘adult seatbelt’ if seated in front passenger seat, middle/rear rows and restrained by seatbelt, and ‘inappropriate’ if seated in front row and/or seated on an adult’s lap or unrestrained when seated in the middle or rear rows. Based on this classification, 68.6 percent of vehicles carried at least one inappropriately restrained child occupant. Unrestrained drivers were more likely to have at least one inappropriately restrained child in their vehicles. Future efforts should focus on improving education, awareness and enforcement programs to improve the safety of child occupants in the UAE.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431538</guid>
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    <item>
      <title>Extensive hypothesis testing for crash data considering multiple objectives</title>
      <link>https://trid.trb.org/View/2431537</link>
      <description><![CDATA[This study proposes a multi-objective optimization framework to search the best model specification for crash data count models and generate as many insights as possible. The estimation of these models involves testing simultaneously numerous interdependent factors, such as functional forms, contributing factors, transformations, and random parameters. The proposed framework aims to minimize the Bayesian Information Criterion (BIC) and Mean Squared Error (MSE) to find the best set of solutions at a low cost for the analyst. The problem was solved using a harmony search algorithm which was tested using Queensland highway data. The results suggest that the proposed framework can significantly reduce the cost and time required to perform extensive hypothesis testing while capturing important insights present in the data.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431537</guid>
    </item>
    <item>
      <title>Road safety national strategies comparative study: Australia and Palestine</title>
      <link>https://trid.trb.org/View/2431536</link>
      <description><![CDATA[In response to the United Nations’ declaration of the Second Decade of Action for Road Safety, countries have prepared their national road safety strategies with the target of reducing deaths and injuries by half in 2030. This paper intends to present the outcome of a study that utilises a comparative methodological approach to examine what a developed country (Australia) and a developing country (Palestine) have in common or differ in their prepared road safety strategies. The results show that there are similarities in the general themes, yet major differences exist in the goals, strategies, and actions. Such differences are mainly related to the specificities of each country. Recommendations include reducing gaps in road safety indicators between the two countries benefiting from the successes of developed countries, transferring knowledge, and supporting the less developed countries to overcome road safety challenges to achieve the common value of maintaining human life and health.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431536</guid>
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    <item>
      <title>Australasian Road Safety Conference, 19-21 September 2023, Cairns, Queensland</title>
      <link>https://trid.trb.org/View/2431535</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431535</guid>
    </item>
    <item>
      <title>The Motorcycle Crash Card: a successful collaborative project</title>
      <link>https://trid.trb.org/View/2431534</link>
      <description><![CDATA[Motorcyclists, as a vulnerable road user group, continue to be disproportionately represented in fatal and serious injury statistics on the road network. The Victorian Road Safety Strategy 2021- 2030 aims to halve deaths and significantly reduce serious injuries to all road users by 2030. Consistent with Safe System, a strategic focus area in Victoria's vision towards achieving zero deaths, recognises the importance of post-crash care (Department of Transport, 2021). The ability of early responders who attend a crash to access personal and medical information of the crash victims plays a significant role in the provision of post-crash care. The motorcycle Crash Card was distributed by the Department of Transport and Planning (DTP, formally Department of Transport), as a means of providing riders with the ability to carry critical personal information and have it accessible for first responders in the event of a crash, in turn increasing their chances of survival.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431534</guid>
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    <item>
      <title>Strategy to address youth PTW crashes in Indonesia</title>
      <link>https://trid.trb.org/View/2431533</link>
      <description><![CDATA[In 2022, road crash fatalities in Indonesia were 27,897, in which 21,202 (76%) associated with powered 2/3 wheelers (PTWs). Moreover, Youth (age 10–19-year-old) Road crashes fatalities were 10,566 where 6,974 (66%) related to PTWs. The number of PTWs in 2022 is around 115 million or 84 percent of total vehicles. An average in Indonesia that one PTW for 2.35 persons or one household owned 1.30 PTWs. Youths’ exposure to using PTW is inevitable. Indonesia recently affirmed the new national 2021-2040 road safety strategy (RUNK) and acknowledge the problems of involvement the youth in road crashes as the primary dead causes in Indonesia. This paper presents data that informs the strategies that are addressed by RUNK and discusses the possible contribution to the target if concentration is given to the Youths’ Road PTWs related crashes. The recommendation is to set up four programs for reducing road crash fatalities among young people.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431533</guid>
    </item>
    <item>
      <title>Recruiting for road safety research: vital voices, scams and safeguards</title>
      <link>https://trid.trb.org/View/2431532</link>
      <description><![CDATA[The voice of food delivery cyclists is missing from most road safety research. Food delivery cyclists became vital service providers in many Australian cities during the coronavirus pandemic and this demand is continuing. While food delivery cyclists face the same road safety concerns as other cyclists, there are additional challenges that need urgent attention. There are barriers to engaging this diverse group in research. We encountered roadblocks in recruitment from de-centralised organisational platforms, high turnover, language barriers, complex ethics requirements and an online scam. Despite these obstacles, we recruited more than 50 participants to complete Australia’s first comprehensive study of the experience of food delivery cyclists. Insights in terms of access, incentives, awareness of scams and engaging with legitimate participants will be useful for other researchers and practitioners who seek to engage other under-represented or marginalised road user groups.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431532</guid>
    </item>
    <item>
      <title>Older pedestrians hit by vehicles in the Australian Capital Territory</title>
      <link>https://trid.trb.org/View/2431531</link>
      <description><![CDATA[This study examined the number of older pedestrians (65 years and older) hit by motor vehicles in the Australian Capital Territory (ACT). Collision characteristics, location information, and pedestrian injury outcomes were also examined to understand the crashes, in the context of the ACT and its infrastructure. Police-reported crash data (2011-2020) were analysed. Fewer older pedestrians were hit by vehicles between 2011 and 2020 than younger adult pedestrians (18-64 years). However, they had similar rates of being hit per 10,000 population and older pedestrians had a higher overall rate of serious and fatal injury. Half (50%) of the seriously or fatally injured older pedestrians were hit while crossing busy roads with no protected crossings available. Such protection (with speed management and vehicle design improvements) is vital for the future design of metropolitan and suburban spaces and to achieve a safe ACT road system for pedestrians.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431531</guid>
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