<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ic2VyaWFsIiB2YWx1ZT0iJnF1b3Q7VHJhZmZpYyBUZWNoIC0gVGVjaG5vbG9neSBUcmFuc2ZlciBTZXJpZXMmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtUcmFmZmljIFRlY2ggLSBUZWNobm9sb2d5IFRyYW5zZmVyIFNlcmllcyZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Child Passenger Safety State of Knowledge: A Literature Review</title>
      <link>https://trid.trb.org/View/2705993</link>
      <description><![CDATA[Child car seats reduce fatal injury by 71 percent for infants under 1 year old, by 57 percent for children 1 to 3 years old, and by 58 percent for children 4 to 7 years old (Kahane, 2015). It is estimated that 11,606 lives were saved by child restraint systems (CRSs; e.g., car seats) from 1975 to 2017 (NCSA, 2023). However, motor vehicle crashes remain a leading cause of death of children (Centers for Disease Control and Prevention, 2021). This Traffic Tech summarizes findings from a systematic literature review of behavioral safety research on child passenger safety (CPS) published from 2000 to 2022, focused on children up to age 12, and conducted in the United States.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2705993</guid>
    </item>
    <item>
      <title>Pedestrian and Bicyclist Safety – Literature Review</title>
      <link>https://trid.trb.org/View/2499102</link>
      <description><![CDATA[Pedestrian and bicyclist fatalities in the United States constitute 20% of traffic fatalities, despite these modes only comprising an estimated 13% of travel mode share. Pedestrians and bicyclists are far more susceptible to risks in the built environment than are motor vehicle occupants. Pedestrian and bicyclist fatalities have grown consistently over the past decade (2013 to 2022), with pedestrian fatalities increasing 57% (from 4,779 to 7,522 deaths) and bicyclist fatalities increasing 48% (from 749 to 1,105 deaths). This disparity in traffic safety is a major concern of both the United States Department of Transportation and traffic safety partners around the country. This report was developed to help readers understand the risks pedestrians and bicyclists face so appropriate data can be collected, and adequate countermeasures selected. This report builds on both the National Highway Traffic Safety Administration’s existing resources about pedestrian and bicyclist safety and on academic and government literature, primarily collected from 2013 to 2020.]]></description>
      <pubDate>Thu, 30 Jan 2025 17:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499102</guid>
    </item>
    <item>
      <title>State-of-Knowledge on Distracted Driving Due to Portable Electronic Device Use: 2008 – 2022 Update</title>
      <link>https://trid.trb.org/View/2485284</link>
      <description><![CDATA[The National Highway Traffic Safety Administration recognizes that safe driving requires the driver’s attention to be fully on the driving task. The last comprehensive NHTSA-sponsored state-of-knowledge (SOK) report on distracted driving was conducted over 15 years ago. The intervening years have seen a marked growth in the quantity and types of distraction sources and activities. The increase comes from advances in portable electronic device (PED) technology, the many ways drivers interact with them, and advances in measuring these interactions as well as the many ways PEDs affect driver behavior and safety. PED use involves any device easily carried into and out of a vehicle that a driver can use while driving, whether directly with the device independently or through the vehicle’s interface. The latest data from NHTSA’s National Center for Statistics and Analysis (NCSA) showed that 8% of all drivers involved in fatal crashes in 2021 were reported as distracted at the time of their crashes. The latest cost estimate of societal harm caused by distraction-involved crashes, estimated for 2019, was $395 billion. This same report estimates the percentage of all motor vehicle crashes in 2019 attributable to distraction to be 29%, and the percentage of crashes caused by cellphone distraction to be 6.1%. This Traffic Tech identifies what is known about driver distraction behavior due to PED use from 2008 through September 2022.]]></description>
      <pubDate>Thu, 09 Jan 2025 14:35:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2485284</guid>
    </item>
    <item>
      <title>2022-2023 National Survey of Speeding Attitudes and Behaviors</title>
      <link>https://trid.trb.org/View/2480315</link>
      <description><![CDATA[For more than 20 years speeding has been involved in about one-third of all motor vehicle fatalities. Even as new vehicle technologies improve driver and passenger safety, a driver’s propensity to drive too fast for the road conditions or more than the speed limit often has tragic consequences. The 2022-2023 National Survey of Speeding Attitudes and Behavior is the fourth in a series of surveys conducted by the National Highway Traffic Safety Administration that focus on speeding and yield national estimates of driver behavior and attitudes toward speeding in the United States.]]></description>
      <pubDate>Tue, 24 Dec 2024 16:46:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2480315</guid>
    </item>
    <item>
      <title>Driver Knowledge of School Bus Passing Laws: A National Survey</title>
      <link>https://trid.trb.org/View/2452786</link>
      <description><![CDATA[The National Highway Traffic Safety Administration has been closely following the safety issue of vehicles illegally passing a stopped school bus with its red lights flashing and stop-arm deployed. This dangerous driving behavior occurs frequently across the entire country with over 43.5 million illegal passes estimated to have occurred during the 2022 to 2023 school year. When a child is struck going to or from a school bus, severe injury or death often occurs with devastating consequences for all involved. The greatest risk to a child isn’t riding a school bus but approaching or leaving one as a pedestrian. Prior to the current study, no recent national survey had assessed driver knowledge and understanding of laws governing the passing of stopped school buses. This research aimed to determine driver knowledge gaps to better inform NHTSA’s countermeasure development efforts to reduce crashes involving children going to or from stopped school buses.]]></description>
      <pubDate>Wed, 20 Nov 2024 09:12:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452786</guid>
    </item>
    <item>
      <title>A Framework for Assessing Pedestrian Exposure Using GPS and Accelerometer Walking Data</title>
      <link>https://trid.trb.org/View/2413998</link>
      <description><![CDATA[In 2022, an estimated 7,522 pedestrians were killed by vehicles, the highest number in 40 years. To support safe active transportation, research on pedestrian exposure is needed to understand and reduce risks. Quantifying safe travel requires a better understanding of the likelihood that a pedestrian will be involved in a potentially harmful pedestrian-vehicle interaction. This is achieved by obtaining a good pedestrian exposure metric, which will allow traffic safety experts and policymakers to differentiate between emerging risks and changing patterns of exposure. From this exposure metric countermeasures can be tailored for different pedestrian walk patterns. However as discussed in the full report, pedestrian exposure is challenging to measure accurately and efficiently. This study provides a framework quantifying pedestrian exposure that can be used by transportation researchers to capture pedestrian exposure.]]></description>
      <pubDate>Mon, 12 Aug 2024 15:45:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2413998</guid>
    </item>
    <item>
      <title>Older Drivers’ Use of Rearview Video Systems</title>
      <link>https://trid.trb.org/View/2381795</link>
      <description><![CDATA[In 2014 the National Highway Traffic Safety Administration (NHTSA) specified an area behind the vehicle that must be displayed to the driver while backing, which applied to new passenger vehicles beginning with model year 2018. Most manufacturers responded by adding rearview video systems (RVSs) to their vehicles. Research has shown that using RVSs can reduce crash risk; however, RVSs are most effective if drivers use the displays. This study compared older drivers’ performance as they completed common backing tasks using traditional rearview mirrors to mirrors and RVSs. When participants had access to the RVS, they completed this task with and without an obstacle behind the vehicle. During the trials that included an obstacle, those with experience using an RVS were 11 percentage points less likely to hit the obstacle than were those without such experience. However, the experienced and inexperienced groups performed similarly on trials when the RVS was not available. The findings showed that older drivers who used the RVS, and particularly those who had experience with the technology, were better able to avoid obstacles while completing common backing tasks regardless of age. However, even those with RVS experience made errors, suggesting that they may not receive the full benefit of the RVS. This finding suggests that training in RVS use may enhance even experienced drivers’ ability to use the technology more effectively.]]></description>
      <pubDate>Tue, 28 May 2024 09:15:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381795</guid>
    </item>
    <item>
      <title>State of Knowledge on Older Drivers</title>
      <link>https://trid.trb.org/View/2363916</link>
      <description><![CDATA[Older drivers (65 or older) represent a substantial portion of the total driving population in the United States. In 2020 some 47.7 million licensed drivers, or 21% of all licensed drivers in the United States, were 65 or older. Changes associated with the normal aging process can affect the way older adults drive. While declining vision, memory loss, and other normal age-related changes in functional ability, as well as the onset or progression of medical conditions, can place older drivers at greater risk of crashes and increase the severity of their injuries, many older drivers appear to modify their driving behavior in the face of these changes. Various stakeholders including State driver licensing agencies and health care providers apply behavioral countermeasures to promote older driver safety through screening, assessment, and interventions. Over the past 20 years research has focused on older driver safety with the goal of maintaining independent mobility by extending safe driving through older adulthood. Research topics have spanned older driver crash risk relative to drivers of other ages to approaches to improving driving safety through behavior change strategies. This Traffic Tech summarizes findings from a systematic literature review of research published from 2000 to 2020.]]></description>
      <pubDate>Fri, 12 Apr 2024 09:13:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2363916</guid>
    </item>
    <item>
      <title>Best Practices of Successful State Impaired-Driving Task Forces</title>
      <link>https://trid.trb.org/View/2363332</link>
      <description><![CDATA[Impaired driving continues to be a significant public health and public safety problem in the United States. In 2021 some 30 percent of the 42,915 traffic fatalities involved alcohol-impaired drivers (drivers with blood alcohol concentrations [BACs] of .08 grams per deciliter or higher). In addition, there has been a significant increase in drug-impaired driving and especially driving with delta 9-tetrahydrocannabinol, the active ingredient in cannabis, in drivers’ systems. Impaired-driving task forces (or sometimes called task teams, commissions, coalitions, councils, committees, leadership teams, or advisory groups) are mechanisms to assess the impaired-driving problem in States to document the systems in place to deal with the problem and to make recommendations for improvement.]]></description>
      <pubDate>Fri, 12 Apr 2024 09:13:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2363332</guid>
    </item>
    <item>
      <title>Nighttime Seat Belt Enforcement: A How-To Guide and Case Study Summary</title>
      <link>https://trid.trb.org/View/2363297</link>
      <description><![CDATA[Nighttime Seat Belt Enforcement (NTSBE) efforts have the potential to increase nighttime seat belt use, but they are also subject to challenges involving the detection of seat belt use due to low visibility, roadside safety of officers, and resource allocation. States with secondary enforcement laws encounter significant issues in NTSBE because officers must stop vehicles on different primary violations to issue seat belt citations. NHTSA seeks to provide law enforcement agencies (LEAs) with tools to help successfully plan and execute these types of initiatives in their jurisdictions. The research team developed case studies and a how-to guide to address the challenges and describe best practices for NTSBE efforts. The project incorporated procedural justice and equitable processes in nighttime seat belt enforcement.]]></description>
      <pubDate>Fri, 12 Apr 2024 09:13:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2363297</guid>
    </item>
    <item>
      <title>Child Passenger Safety Practices in Ride-Sharing Vehicles</title>
      <link>https://trid.trb.org/View/2325235</link>
      <description><![CDATA[One of the most effective ways to protect a child in the event of a crash is proper use of a child restraint system (CRS) until the vehicle seat belt fits the child properly. The National Highway Traffic Safety Administration recommends that children 12 and younger be properly restrained in rear seats using restraint systems appropriate to their height and weight. Restraining children in rear seats reduces fatal injury risk by approximately 75% for children up to age 3, and almost 50% for children 4 to 8 years old. Of the 796 child passenger vehicle occupants killed in traffic crashes in 2021 whose vehicle restraint use was known, 40% were unrestrained. Yet some children continue to travel unrestrained or in CRSs inappropriate to their height and weight. Proper child restraint use is important not only in family vehicles but in ride-sharing service vehicles like Uber and Lyft. Ride-share use, including by people traveling with children, has increased dramatically over the past few years. However, there has been limited research into how caregivers and drivers use CRSs in these vehicles. Increased use of ride-share vehicles, particularly by parents of young children, gives rise to concerns about how children are being transported in ride-share vehicles. This report provides insight into that concern.]]></description>
      <pubDate>Wed, 24 Jan 2024 09:55:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325235</guid>
    </item>
    <item>
      <title>The Effects of Medical Conditions on Driving</title>
      <link>https://trid.trb.org/View/2317388</link>
      <description><![CDATA[Drivers must draw upon a range of visual, cognitive, and physical abilities to operate a motor vehicle safely, and some chronic medical conditions have the potential to compromise these functional capabilities. The prevalence of medical conditions increases sharply with advancing age, and the proportion of the U.S. population 65 and older has grown by a third in the past decade. Older people continue to rely on driving to maintain independence in their communities, but only half of health care professionals are comfortable with their knowledge of medical-related driving impairments. This Traffic Tech summarizes findings from a systematic literature review on the effects of chronic medical conditions on driving.]]></description>
      <pubDate>Fri, 12 Jan 2024 14:57:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2317388</guid>
    </item>
    <item>
      <title>North Dakota’s 24/7 Sobriety Program Evaluated as Effective in Reducing DUI Arrests</title>
      <link>https://trid.trb.org/View/2292275</link>
      <description><![CDATA[North Dakota’s 24/7 sobriety program is a sobriety monitoring program for people arrested for or convicted of criminal offenses in which alcohol or another drug was a factor, including driving under the influence (DUI). The program requires offenders to maintain sobriety in exchange for avoiding jail and maintaining driving privileges. The program requires frequent and regular testing for alcohol or other drugs. A core principle of the 24/7 sobriety program is the administration of “swift, certain and modest” penalties for program violations, so an offender who “fails” an alcohol breath test must serve about 24 hours in jail. The objective of the current study was to conduct a process and outcome evaluation of an established 24/7 sobriety program to identify factors associated with reduced DUI recidivism. The intention was to examine a long-standing program that was stable and had a sizable number of program participants.]]></description>
      <pubDate>Fri, 17 Nov 2023 11:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2292275</guid>
    </item>
    <item>
      <title>Risk Communication Strategies and Existing Alcohol-Impaired and Distracted Driving Safety Messages</title>
      <link>https://trid.trb.org/View/2264454</link>
      <description><![CDATA[Communication campaigns are among the most widely used efforts to promote traffic safety and can be used to promote safe driving practices and knowledge of traffic laws, and otherwise educate the public. One way campaigns could be improved is to use behavior change theory in campaign development. Behavior change theories are developed to explain and understand how to change behavior. They are comprised of psychological factors called constructs, such as self-efficacy and risk perception, that are important in campaigns to change behavior. These theories have been used extensively and successfully in several areas of public health such as in promoting exercise, smoking cessation, use of sunscreen, and safe sex, and they are found in traffic safety media campaigns. Traffic safety campaigns grounded in theories of behavior change that have been used successfully to change other risky health behaviors have a higher likelihood of being effective. The present research focused on identifying behavior change theories observed in distracted driving and alcohol-impaired driving traffic safety media campaigns to further the understanding and implementation of theories in such campaigns.]]></description>
      <pubDate>Thu, 19 Oct 2023 09:31:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2264454</guid>
    </item>
    <item>
      <title>Electronic Device Use: A Review of the Literature on Addictive Behaviors</title>
      <link>https://trid.trb.org/View/2253893</link>
      <description><![CDATA[Using devices while driving contributes to crash severity and increases crash risk by up to 30 times, and about 90 percent of all drivers consider this behavior to be very or extremely dangerous. However, large proportions of drivers continue to use devices on the road, and some engage in excessive, frequent, and dependent device use that is more severe than what the typical driver does. This raised concerns that device use may be an “addiction” since drivers continue to engage in risky behavior despite awareness of the risks. This project was initiated to determine if this behavior is an addiction per se, why it persists, and what countermeasures to consider. This project reveals that many drivers use devices while driving, but there is a small group of problematic users who exhibit excessive, frequent device use. However, this behavior doesn’t qualify as “addictive.” These users are more likely to have certain demographic and personality traits, and several countermeasures are needed to reduce their compulsive and dangerous behavior.]]></description>
      <pubDate>Wed, 04 Oct 2023 17:08:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2253893</guid>
    </item>
  </channel>
</rss>