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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>
    <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>Cannabis Adaptation During and After Alcohol Ignition Interlock Device Installation: A Longitudinal Study</title>
      <link>https://trid.trb.org/View/2001646</link>
      <description><![CDATA[It has been found that some drivers required to use an alcohol ignition interlock device (IID) increase cannabis use to compensate for decreased alcohol use. The purpose of this study was to explore whether this increased cannabis use continues after an IID has been removed and alcohol use returns to previous levels. Data from the Managing Heavy Drinking (MHD) study of drivers in New York State was used in the analysis. A mixed between-within analysis of variance was performed at three time periods - IID installation, removal of IID, and six months post-IID removal. The results revealed that drivers who decreased alcohol consumption while the IID was installed on the vehicle considerably increased cannabis use during the period of IID use. In addition, they increased cannabis use yet again after the IID was removed. It was concluded that supplemental treatment interventions are required during IID use in order to forestall use of other substances or the possibility of multiple substance use once the IID is taken away.]]></description>
      <pubDate>Mon, 28 Nov 2022 10:56:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2001646</guid>
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      <title>Changes in Traffic Crash Rates After Legalization of Marijuana: Results by Crash Severity</title>
      <link>https://trid.trb.org/View/2001639</link>
      <description><![CDATA[This article reports on a study undertaken to estimate the effects of marijuana legalization and the subsequent onset of retail sales on injury and fatal traffic crash rates in the United States during the period 2009-2019.  The authors focused on the effects of the state-by-state changes in marijuana laws on trends in their traffic crashes in the decade 2009 through 2019 for Colorado, Washington, Oregon, California, and Nevada. The authors modeled state-by-state quarterly crash rates per mile of travel as a function of time, unemployment rate, maximum posted speed limit, seat belt use rate, alcohol use rate, percent of miles driven on rural roads, and indicators of legalized recreational marijuana use and sales.  Overall, legalization of recreational marijuana and the subsequent start of retail sales in these five states was associated with a 5.8% increase in crashes with injuries and a 4.1% increase in fatal crashes. The authors tease out the differences between simple legalization and the implementation of retail sales, as well as the slight differences across states.  For example, the first three states to legalize marijuana experienced a greater injury rate increased compared with the two later states.  The authors conclude by calling for a continuing monitoring of crash data and crash rates over time as more states legalize marijuana and the complicated variables in this research get more attention.]]></description>
      <pubDate>Mon, 26 Sep 2022 09:10:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2001639</guid>
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      <title>Rideshare Trips and Alcohol-Involved Motor Vehicle Crashes in Chicago</title>
      <link>https://trid.trb.org/View/1903732</link>
      <description><![CDATA[This study investigated the association between rideshare trips and alcohol-involved motor vehicle crashes in Chicago. The authors devised an individual-level spatiotemporal analysis of rideshare trip volume for a sample of alcohol-involved crashes using data from the Chicago Data Portal for November 2018 to December 2019. They used a case-series approach to compare 962 alcohol-involved crashes with 962 non-alcohol-involved crashes. The results of the conditional logistic regression model showed a 23% decrease in the odds that a crash location was alcohol involved when there was a one standard deviation increase in rideshare trips per square mile at that location. There were two possible conclusions from these results: either ridesharing reduces alcohol-involved crashes, or ridesharing is linked to changes in all motor vehicle crashes with different effect sizes for alcohol-involved vs. non-alcohol-involved crashes. Recommendations for future research include examining the benefits of ridesharing against the possibilities of increased alcohol consumption and/or increased crash risks for vulnerable road users.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:42:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1903732</guid>
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      <title>High Risk of Alcohol-Impaired Driving in Adults With Comorbid Alcohol and Substance Use Disorders in the U.S. Population</title>
      <link>https://trid.trb.org/View/1702581</link>
      <description><![CDATA[The objective of this study was to determine whether there is an association among alcohol use disorder (AUD), comorbid substance abuse disorders (SUDs), and alcohol-impaired driving. Logistic regression analysis was performed on data from the National Epidemiologic Survey on Alcohol and Related Conditions-III (NESARC-III). The results showed that people with AUD demonstrated greater odds of alcohol-impaired driving over the past year. Drivers with comorbidities of SUD and AUD had higher odds of past-year alcohol-impaired driving than those with AUD alone. In addition, the severity of the AUD was a factor in the risk of alcohol-impaired driving. These results suggest that it may be advisable for health care providers to screen for and address alcohol-impaired driving when providing services to people with comorbid AUD and SUD. Efforts to prevent alcohol-impaired driving should focus on drivers both with and without AUD, because both groups show similar rates of alcohol-impaired driving. Given the movement toward legalization of cannabis, more research is needed on the  potential mechanisms of the increased alcohol-impaired driving risk for individuals with comorbid AUD and SUDs.]]></description>
      <pubDate>Fri, 19 Jun 2020 14:14:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1702581</guid>
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      <title>Use of Alcohol and Cannabis Among Adults Driving Children in Washington State</title>
      <link>https://trid.trb.org/View/1702575</link>
      <description><![CDATA[Driving under the influence child endangerment (DUI-CE), meaning driving impaired by alcohol or cannabis with children as passengers, is a problem of unknown scope. The goals of the current study are to estimate the weekend prevalence and patterns of alcohol and tetrahydrocannabinol (THC) use by drivers with children and to determine how the presence of a child in the vehicle relates to these drivers' risk perceptions. Data from 2,056 drivers was collected between June 2014 and June 2015 using the Washington State Roadside Survey. Cannabis and alcohol use were measured using oral fluid, blood, and breath tests. The results showed that, compared to drivers without children, drivers with child passengers were more likely to be driving during the daytime, less likely to test positive for alcohol, and approximately equally likely to test positive for THC. These drivers were also less likely to report moderate to severe problems with cannabis. The majority of drivers perceived the use of cannabis  as "very likely" to impair driving. Among those drivers, 8.9% of drivers with a child and 13.9% of drivers without a child tested positive for THC. Among the drivers who did not consider cannabis use a risk at all, 40.6% of those driving with a child tested positive for THC, compared with 28.9% of those without a child. It was observed that most drivers with children did not drink and drive. However, more than 1 in 10 did test positive for THC. More research is needed to determine whether the cannabis users were impaired while driving. In addition, this work underscores the need for a more comprehensive investigation of DUI-CE situations.]]></description>
      <pubDate>Thu, 18 Jun 2020 09:43:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1702575</guid>
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      <title>Receipt of Warnings Regarding Potentially Impairing Prescription Medications and Associated Risk Perceptions in a National Sample of U.S. Drivers</title>
      <link>https://trid.trb.org/View/1491519</link>
      <description><![CDATA[This article reports on a study undertaken to quantify the proportion of drivers who received warnings regarding potentially impairing medications and the association with driving-related risk perceptions.  The authors used data from the 2013-2014 National Roadside Survey (NRS) in which randomly-selected drivers (at 60 different sites) completed a self-administered survey that included questions about prescription medication use.  Of the 7,405 drivers who completed the prescription drug portion of the survey, 19.7% reported recent use (defined as within the past 2 days) of a potentially impairing prescription drug; 78.2% of these respondents said the drug had been prescribed for their own use.  Drivers who had been prescribed sedatives and narcotics were the ones most likely to report receiving information about potential impairment (85.5% and 85.1%, respectively).  This compares to 57.5% of users of prescribed stimulant medications and 62.6% of uses of antidepressant medications.  Receipt of warnings varied by sex, race/ethnicity, income, geographic region, and time of day. The study also considered the use of warning labels on the prescription bottles. The authors conclude that this study provides evidence of missed opportunities for information provision on impaired driving, identifies subgroups that may warrant enhanced interventions, and provides preliminary evidence that getting impairment warnings is associated with increased perceptions of driving-related risk.]]></description>
      <pubDate>Tue, 24 Apr 2018 09:25:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1491519</guid>
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      <title>Seasonal and Time-Trend Variation by Gender of Alcohol-Impaired Drivers at Preventive Sobriety Checkpoints</title>
      <link>https://trid.trb.org/View/1418759</link>
      <description><![CDATA[This study, conducted at sobriety checkpoints in Catalonia, investigates whether there are seasonal variations and time trends in the percentage of alcohol-impaired drivers and, if so, is there an association with gender. The lowest rate of alcohol-impaired driving at the checkpoints is in winter for both men and women; the highest rate is in spring for men and autumn for women.]]></description>
      <pubDate>Thu, 01 Sep 2016 09:07:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1418759</guid>
    </item>
    <item>
      <title>Transitions in Riding With an Alcohol/Drug-Impaired Driver From Adolescence to Emerging Adulthood in the United States</title>
      <link>https://trid.trb.org/View/1410304</link>
      <description><![CDATA[In this article, the authors examine individual and social risk and protective factors of riding with an alcohol/drug-impaired driver (RWI). They conduct a longitudinal study of a cohort of U.S. 10th graders through their first post–high school year. Their results include the finding that RWI is more likely among those who have previously reported RWI, substance use, heavy episodic drinking, and those who live on campus. The authors suggest that early identification of RWI and a reduction in substance use/episodic drinking could be an effective harm reduction strategy.]]></description>
      <pubDate>Mon, 27 Jun 2016 15:02:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1410304</guid>
    </item>
    <item>
      <title>Risk Factors for Driving After and During Marijuana Use</title>
      <link>https://trid.trb.org/View/1408783</link>
      <description><![CDATA[Marijuana is the most commonly used drug other than alcohol in the United States, and rates of driving under the influence of marijuana are high. The authors draw on social learning theory to examine marijuana outcome expectancies and other driving-related cognitions as predictors of the frequency of driving after smoking marijuana (DASM) and smoking marijuana while driving (SMWD). Their study reveals a lower frequency of DASM and SMWD to be associated with perceived driving-related peer norms and a lower frequency of DASM associated with a perceived dangerousness of DASM.]]></description>
      <pubDate>Mon, 20 Jun 2016 10:27:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1408783</guid>
    </item>
    <item>
      <title>Assessing the Impact of Twenty Underage Drinking Laws</title>
      <link>https://trid.trb.org/View/1409382</link>
      <description><![CDATA[At least 20 minimum legal drinking age 21 (MLDA-21) laws have been adopted at the state level in the United States since their introduction nearly 30 years ago. While a significant decline in youth alcohol-related traffic fatalities, youth self-reported drinking, and number of arrests for underage drinking has been observed over the last two decades, many of the MLDA-21 laws have not been evaluated since their adoption. In this study, the authors assess the impact that MLDA-21 laws currently have on underage drinking and driving fatal crashes. They identify nine MLDA-21 laws associated with significant decreases in fatal crash ratios of underage drinking drivers. These laws include: possession of alcohol; purchase of alcohol; use alcohol and lose your license; zero tolerance .02 blood alcohol concentration limit for underage drivers; age of bartender; state responsible beverage service program; fake ID support provisions for retailers; dram shop liability; and social host civil liability.  Their results show that the nine effective MLDA-21 laws play a role in saving approximately 1,135 lives annually. However, only five states have enacted all nine laws and the authors conclude that the adoption of these laws by all states could save an additional 210 lives annually.]]></description>
      <pubDate>Mon, 20 Jun 2016 10:27:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1409382</guid>
    </item>
    <item>
      <title>Alcohol and Marijuana Use Patterns Associated with Unsafe Driving Among U.S. High School Seniors: High use Frequency, Concurrent Use, and Simultaneous Use</title>
      <link>https://trid.trb.org/View/1312661</link>
      <description><![CDATA[This article expands on the knowledge of individual risk factors associated with unsafe driving among United States (US) teens. The efforts to educate US high school students (especially substance users), parents, and individuals involved in prevention programming and driver's education about the increased risks associated with various forms of drug use status are presented. The article will examine noncausal associations between high school seniors' alcohol and marijuana use status and rates of self-reported unsafe driving over the past 12 months. Data from 72,053 students collected through annual surveys of nationally representative cross-sectional samples of US 12th-grade students from 1976 to 2011 are analyzed. Two aspects of past-12-month alcohol and marijuana use were examined using frequency and status as a nonuser, single substance user, concurrent user, or simultaneous user. Measures of past-12-month unsafe driving included any tickets/warnings or accidents, as well as tickets/warnings or accidents following alcohol or marijuana use. Analyses explored whether an individual's substance use frequency and simultaneous use status had differential associations with their rate of unsafe driving and higher substance use frequency (primarily alcohol use frequency) was significantly and positively associated with unsafe driving. The rate of engaging in any unsafe driving was also significantly and positively associated with simultaneous use status, with the highest rate associated with simultaneous use, followed by concurrent use, followed by alcohol use alone. Individuals who reported simultaneous use most or every time they used marijuana had the highest likelihood of reporting unsafe driving.]]></description>
      <pubDate>Mon, 30 Jun 2014 09:44:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1312661</guid>
    </item>
    <item>
      <title>Drinking and parenting practices as predictors of impaired driving behaviors among U.S. adolescents</title>
      <link>https://trid.trb.org/View/1290807</link>
      <description><![CDATA[In this study, the authors examine the influence of substance use and parenting practices on teenage impaired driving. Using multivariate logistic regression analysis, they investigate the impact of 10th grade substance use (heavy episodic drinking and illicit drug use) and parenting practices (parental monitoring knowledge and control) on 11th grade teenage driving while alcohol-/other drug-impaired (DWI) and riding with alcohol-/other drug-impaired drivers (RWI). Longitudinal data is drawn from Waves 1 and 2 of the NEXT Generation study. The results indicate that heavy episodic drinking is a predictor of DWI and RWI and that parental monitoring knowledge (particularly by fathers) is protective against DWI, independent of substance abuse effects. The parenting practices of fathers vs. mothers is suggested to have differential effects on adolescent impaired driving. The authors conclude that improved parenting practices can serve to discourage adolescent DWI.]]></description>
      <pubDate>Fri, 25 Apr 2014 16:13:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290807</guid>
    </item>
    <item>
      <title>Drugs and alcohol: Their relative crash risk</title>
      <link>https://trid.trb.org/View/1290808</link>
      <description><![CDATA[This study focuses on the contribution of alcohol and other drugs to crash risk. Specifically, the authors examine three questions: 1) whether being drug positive increases sober (blood alcohol concentration [BAC] = 00%) drivers' risk of being killed in a fatal crash; 2) whether being drug positive increases drinking (BAC > .00%) drivers' risk of being killed in a fatal crash; and 3) whether alcohol and other drugs interact in increasing crash risk. Examining crash cases from the 2006, 2007, and 2008 U.S. Fatality Analysis Reporting System (FARS) with control drug and blood alcohol data from participants in the 2007 U.S. National Roadside Survey, the authors compare blood alcohol concentrations. Their results indicate that testing positive for a drug increases the risk of fatal injury; however, a significantly lower crash risk is associated with drugs than with alcohol. The authors suggest caution in focusing too much on drugged driving so as not to divert resources from the prevention of drunk driving.]]></description>
      <pubDate>Fri, 25 Apr 2014 16:13:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290808</guid>
    </item>
    <item>
      <title>Breath alcohol concentrations of designated drivers</title>
      <link>https://trid.trb.org/View/1257162</link>
      <description><![CDATA[In this study, the authors assess the breath alcohol concentrations (BrACs) and alcohol-related behaviors of designated drivers (DDs) to determine whether they are abstaining from drinking. In addition, they assessed whether alcohol-related behaviors of non-DDs and DDs were different and whether designated drivers' alcohol consumption yielded BrAC levels that affected driving performance or caused psychomotor impairment. Six anonymous field studies were conducted over three months in a southeastern college community restaurant and bar district. Alcohol-related behaviors were assessed via Alcohol Use Disorders Identiﬁcation Test–consumption (AUDIT-C) scores. BrAC samples (g/210 L of breath) were collected using handheld alcohol breath testing instruments (Alco-Sensor IV). The study found that those individuals not serving as a designated driver exhibited significantly higher BrAC readings than those serving as a DD; however nearly 40% of DDs did not refrain from alcohol use. Respondents were also 1.7 times more likely to be an impaired DD with each one-integer increase in AUDIT-C score. The authors suggest the need for consensus across researcher, layperson, and communication campaigns that a DD must be someone who abstains from drinking entirely.]]></description>
      <pubDate>Fri, 16 Aug 2013 11:39:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1257162</guid>
    </item>
    <item>
      <title>Alcohol Use and Drunk Driving: The Modifying Effect of Impulsivity</title>
      <link>https://trid.trb.org/View/1225876</link>
      <description><![CDATA[This article reports the findings of a study that considered the modifying effect of impulsivity on alcohol use and drunk driving.  The authors also examined how an increase in the frequency of heavy drinking episodes affects the incidence of drunk driving. The data used was from two waves of the Young in Norway Longitudinal Study (n = 2,603); the waves corresponded to respondent age of 17 years (conducted in 1994) and 28 years (2005).  Factors studied were self-reported heavy episodic drinking, drunk driving, and impulsivity. Nearly 8% of the respondents to the first wave admitted to driving drunk at least once during the previous 12 months; at the second wave this proportion had increased to 9%. The authors found that every additional episode of heavy drinking was associated with a 2.6% increase in the frequency of drunk driving. In addition, the increase for males was significantly higher than among females. The association between drinking and drunk driving is significantly stronger among those with a high score on impulsivity compared with those who have a low score. The authors conclude with a discussion of the implications of these findings in support of their hypothesis that impulsivity modifies the association between alcohol use and drunk driving.]]></description>
      <pubDate>Thu, 17 Jan 2013 13:51:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1225876</guid>
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