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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>Design and assessment of in-vehicle auditory alerts for highway-rail grade crossings</title>
      <link>https://trid.trb.org/View/1579501</link>
      <description><![CDATA[Train-vehicle collisions at highway-rail grade crossings (RR crossings) continue to be a major issue in the US and across the world. To prevent several decades of safety improvements from plateauing, experts are turning towards novel warning devices that can be applied to all crossings with minimal cost. One of the potential approaches is in-vehicle auditory alerts (IVAAs) which are implementable with today’s technology and could potentially complement the existing warnings in a cost effective manner.Study 1 collected subjective data on a pool of potential in-vehicle auditory alerts from 31 participants. Study 2 recruited 20 participants to drive in a medium fidelity driving simulator with and without IVAAs for RR crossings. Results suggest IVAAs inform and remind drivers of how to comply at RR crossings, and have a lasting effect on driver behavior after the IVAA is no longer presented. Compliance scores were highest among combination RR crossing visual warnings, such as crossbucks featuring STOP or YIELD signs. Compliance was lowest for crossbucks alone and active gates in the off position. IVAAs had the largest impact on compliance scores at crossbucks and gates. The discussion includes implications for designing IVAA systems for RR crossings, the limitations of the study, and the participants’ perception of the novel warning type.]]></description>
      <pubDate>Mon, 04 Feb 2019 14:46:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1579501</guid>
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    <item>
      <title>Multimodal Information Presentation in Support of NextGen Operations</title>
      <link>https://trid.trb.org/View/1514338</link>
      <description><![CDATA[Objective: This study examined the effectiveness of visual, auditory, tactile, and redundant auditory-visual information presentation in the context of a medium-fidelity ‘Next Generation Air Transportation System’ (NextGen) flight simulation.  Background: Data overload, especially in the visual channel, and associated breakdowns in monitoring represent a major challenge in aviation. These problems are expected to worsen with NextGen, which will require pilots to manage increased amounts of data and adopt new responsibilities. The introduction of multimodal interfaces (interfaces that distribute information across multiple sensory channels) has been proposed as a means to offload the overburdened visual channel and thus address data overload.  Method: Experienced commercial airline pilots completed 2 scenarios using a medium-fidelity flight simulator. For each scenario, NextGen tasks and events were presented either using technology that is currently available (visual and auditory displays) or technology proposed as part of NextGen design concepts (i.e., tactile and redundant displays). Performance was measured based on response time and accuracy.  Results: Faster responses were observed for redundant displays, compared to either vision or audition alone. No significant benefit of redundancy was found for accuracy and workload did not mediate redundancy effects. For traffic events, there were faster response times with tactile displays, but higher response accuracy with auditory displays.  Conclusion: The findings from this research add to the knowledge base in multimodal information processing and can inform the design of displays for NextGen operations.]]></description>
      <pubDate>Tue, 24 Jul 2018 10:06:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1514338</guid>
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    <item>
      <title>Multimodal information Management: Evaluation of Auditory and Haptic Cues for NextGen Communication Displays</title>
      <link>https://trid.trb.org/View/1253690</link>
      <description><![CDATA[Auditory communication displays within the Next Generation Air Transportation System (NextGen) data link system may use multiple synthetic speech messages replacing traditional air traffic control (ATC) and company communications. The design of an interface for selecting amongst multiple incoming messages can impact both performance (time to select, audit and release a message) and preference. Two design factors were evaluated: physical pressure-sensitive switches versus flat panel “virtual switches”, and the presence or absence of auditory feedback from switch contact. Performance with stimuli using physical switches was 1.2 s faster than virtual switches (2.0 s vs. 3.2 s); auditory  feedback provided a 0.54 s performance advantage (2.33 s vs. 2.87 s). There was no interaction between these variables. Preference data were highly correlated with performance.]]></description>
      <pubDate>Mon, 01 Jul 2013 09:57:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1253690</guid>
    </item>
    <item>
      <title>Traffic and Data Link Displays: Auditory? Visual? or Redundant? A Visual Scanning Analysis</title>
      <link>https://trid.trb.org/View/1104493</link>
      <description><![CDATA[This paper describes how twelve pilots flew a full mission simulation to examine two new display technologies: digital datalink, and the cockpit display of traffic information (CDTI). Performance with both of these information sources displayed in both visual formats was compared with performance when equivalent information was displayed auditorally and redundantly combining both modalities. Flight path tracking was disrupted by higher outside traffic load, and by the visual display of both CDTI and data link information relative to the auditory display. This disruption was a consequence of the visual attention demands of these devices, which pulled attention away from viewing the outside horizon, and led to less scanning of the instrument panel. Outside traffic was detected at around a 90% rate, was generally not helped by cuing from the CDTI, and was slightly hurt by the visual attention demands of the CDTI, particularly when traffic was not depicted on the CDTI. Pilots generally protected their scanning to the instrument panel, from the increased demands of other concurrent task elements. Comprehension of longer air traffic control (ATC) instructions suffered with the auditory display. The redundant display failed to provide better performance across the collective tasks of aviating (flight path control), navigation (traffic detection) and communications (message comprehension) than the best of the single modality conditions, and was inferior to these in terms of disrupting altitude control.]]></description>
      <pubDate>Thu, 23 Jun 2011 09:06:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104493</guid>
    </item>
    <item>
      <title>Spatial Audio Displays Improve the Detection of Target Messages in a Continuous Monitoring Task</title>
      <link>https://trid.trb.org/View/835991</link>
      <description><![CDATA[Previous research has shown that speech-on-speech intelligibility is improved when signals are presented via a three-dimensional (3-D) audio display as compared with a diotic display if listeners know when and where to listen. Three-dimensional audio displays are particularly beneficial in environments such as aviation, in which the information conveyed to operators via the auditory modality can be crucial to safe and effective performance.   Since the effect of display type on detection of infrequent target messages in a continuous monitoring task has not been studied previously, this study examines the detection of target messages in a background of competing speech and the identification of the color/number combinations in those messages in a continuous monitoring task. Participants were required to monitor five communications channels conveying messages at random intervals under each of three audio display conditions: diotic, all channels in front, and channels separated in azimuth (3-D). Results showed that detection sensitivity was significantly higher for the 3-D condition than for the in-front condition but did not differ significantly between the in-front and the diotic conditions. Color/number identification sensitivity also was significantly higher for the 3-D condition than for the in-front condition but did not differ significantly between the in-front and the diotic conditions. There were no differences in response criteria across conditions. These findings indicate that a 3-D audio display enhances both message detection and message identification in a continuous monitoring task.]]></description>
      <pubDate>Fri, 21 Sep 2007 13:53:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/835991</guid>
    </item>
    <item>
      <title>Three-Dimensional Auditory Display for Enhancing Detection of Passive Sonar Signals</title>
      <link>https://trid.trb.org/View/795758</link>
      <description><![CDATA[Sonar operators often have difficulty detecting targets because the sound received by the hydrophone has a low signal-to-noise ratio when coupled with the operator's headset that does not isolate well against the ambient noise.  This study investigates the viability of a three-dimensional (3-D) auditory display for improving signal detection of passive sonar signals.  Release from masking was assessed by pairing a recording of a torpedo with diotic broadband pink noise that served as a masker, and a 400 Hz tone with the masker. Masked thresholds were measured for seven signal durations when each signal was presented dioticly and in 3-D auditory space at three positions on the horizontal plane. Results indicate that spatial separation of signal and masker yielded a significant improvement in detection.  A 3-D auditory display appears to be a viable technology that could lead to a significant improvement in release from masking. The magnitude of the masking level difference will vary with respect to the characteristics of the hydrophone signal and masker and the synthesis capability of the 3-D auditory display.]]></description>
      <pubDate>Wed, 03 Jan 2007 08:40:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/795758</guid>
    </item>
    <item>
      <title>Navigation Performance with a Virtual Auditory Display: Effects of Beacon Sound, Capture Radius, and Practice</title>
      <link>https://trid.trb.org/View/787818</link>
      <description><![CDATA[Auditory displays show potential for assisting mobility and wayfinding for visually impaired persons.  This article examines whether spatialized nonspeech beacons could guide naviagation and how sound timbre, waypoint capture radius and practice affect performance.  Participants in the study navigated three maps, guided by one of three beacons (pink noise, sonal ping or 1000Hz pure tone) spatialized by a virtual reality engine.  Efficiency of time and path length were dependent measures.  Overall navigation was very successful, with significant effects of practice and capture radius, and interactions with beacon sound.  Overshooting and subsequent hunting for waypoints was exacerbated for small radius conditions.  A human-scale capture radius (1.5 m) and sonar-like beacon yielded the optimal combination for safety and efficiency.  These results indicate that selection of beacon sound and capture radius depend on the specific application, including whether speed of travel or adherence to path are of primary concern.  These findings could be applicable to wayfinding in public transit and pedestrian facilities as well as for first responders in a smoke-filled building.]]></description>
      <pubDate>Wed, 23 Aug 2006 07:58:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/787818</guid>
    </item>
    <item>
      <title>EVALUATING ADAPTIVE MULTISENSORY DISPLAYS FOR TARGET LOCALIZATION IN A FLIGHT TASK</title>
      <link>https://trid.trb.org/View/704729</link>
      <description><![CDATA[To meet the demands of tactical missions, pilots must rapidly acquire and act on information from sources both within and beyond the cockpit.  This study investigates the efficacy of providing target location information via head-coupled visual and spatial audio displays presented in adaptive and nonadaptive configurations.  Twelve United States Air Force pilots performed a simulated flight task in which they were instructed to maintain flight parameters while searching for ground and air targets. Results showed that the integration of visual displays with spatial audio cueing enhanced performance efficiency, especially when targets were most difficult to detect.  Several of the interface conditions were also associated with lower ratings of perceived mental workload.  The overall findings, however, revealed no advantage for multisensory target information presented in an adaptive configuration as opposed to a nonadaptive configuration.  The demands of this flight task may not have been sufficiently high to realize the benefits of adaptive integration of auditory and visual information.]]></description>
      <pubDate>Sun, 01 Aug 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/704729</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF HUMAN FACTORS GUIDELINES FOR ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) AND COMMERCIAL VEHICLE OPERATIONS (CVO): HUMAN FACTORS EVALUATION OF THE EFFECTIVENESS OF MULTI-MODALITY DISPLAYS IN ADVANCED TRAVELER INFORMATION SYSTEMS</title>
      <link>https://trid.trb.org/View/665942</link>
      <description><![CDATA[To achieve the goals for Advanced Traveler Information Systems (ATIS), significant information will necessarily be provided to the driver.  A primary ATIS design issue is the display modality (i.e., visual, auditory, or the combination) selected for providing this information.  There were two objectives for this research.  First, to what degree, and under which circumstances, are multi-modality displays beneficial?  Second, for circumstances where multi-modality are not beneficial, which single display modality results in best performance?  A simulator experiment was conducted to determine the effects of driver age, display modality, driving load, and information complexity on driving performance, navigation performance, driver workload, and driver performance.  Four primary findings from the study were that:  (1) For emergency response displays, the multi-modality and the auditory displays resulted in faster reaction times than the visual display for detecting warning information, while information presented on the multi-modality display resulted in fewer errors than the auditory display; (2) For navigation tasks, the multi-modality display resulted in the best performance for both total correct turns and number of navigation-related errors; (3) For driving performance, the multi-modality display generally resulted in better performance for both speed maintenance and safe driving behavior; and (4) For subjective workload and preference ratings, the multi-modality display and the auditory display received more preferable ratings than did the visual display.]]></description>
      <pubDate>Wed, 20 Sep 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/665942</guid>
    </item>
    <item>
      <title>SENSORY AND COGNITIVE FACTORS AFFECTING AUTOMOTIVE HEAD-UP DISPLAY EFFECTIVENESS</title>
      <link>https://trid.trb.org/View/514292</link>
      <description><![CDATA[Automotive head-up displays (HUDs) present virtual images that are focused beyond the standard instrument panel distance and that appear to be superimposed on the driver's view of the road environment.  The study assessed HUD benefits and interference potential with respect to performance of in-vehicle driving tasks and response to safety-critical roadway events under various ambient light levels by older versus younger drivers. The primary baseline against which HUD performance was evaluated was a head-down display with the same message format, content, brightness, and angular size.  Performance with both visual displays was compared with auditory display (AD) performance to assess channel interference.  Safety-critical road events were captured on video and were presented to observers seated in a fixed-base, part-task driving simulator.  Single- and dual-task trials were presented randomly within a block of trials. Measures of response accuracy and time were obtained for in-vehicle and external targets.  Eye and head movements were videotaped to assess changes in scanning behavior caused by the in-vehicle displays and external targets.  The analyses revealed that performances with the HUD and the head-down display were similar, whereas performance with AD was typically more accurate and faster for both in-vehicle and external responses.  HUD benefits were obtained for overall response times to external targets and responses to collision avoidance warnings.  Evidence for contrast interference and "cognitive capture" with HUDs and "response capture" with AD was also obtained.  Implications for HUD safety and design are discussed.]]></description>
      <pubDate>Tue, 01 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/514292</guid>
    </item>
    <item>
      <title>RUN-OFF-ROAD COLLISION AVOIDANCE COUNTERMEASURES USING IVHS COUNTERMEASURES, TASK 3. VOLUME 2</title>
      <link>https://trid.trb.org/View/479005</link>
      <description><![CDATA[The Run-Off-Road Collision Avoidance Using IVHS Countermeasures program is to address the single vehicle crash problem through application of technology to prevent and/or reduce the severity of these crashes.  This report describes the findings of the driving simulator experiments conducted for Task 3.  In these experiments, 64 subjects drove a simulated vehicle over a 40-minute course on the Iowa Driving Simulator (IDS), a six degree-of-freedom, moving-base simulator with a wide field-of-view image generation system.  For 48 of the subjects, the vehicle was equipped with lateral and longitudinal countermeasures to warn the driver of roadway departure danger. Different subjects experienced a variety of countermeasure algorithms and driver interfaces, including auditory, haptic and combined auditory and haptic displays.  There were also 16 subjects who drove the same simulated course, but received no countermeasure support.  Results suggest that the roadway departure countermeasures have potential for preventing crashes. Driver interfaces that provide information about the appropriate driver response appear to have some performance benefit.  Either auditory or haptic displays appear promising, but a combination auditory and haptic display appeared to produce driver overload.]]></description>
      <pubDate>Fri, 02 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479005</guid>
    </item>
    <item>
      <title>APPLICATION OF A THREE-DIMENSIONAL AUDITORY DISPLAY IN A FLIGHT TASK</title>
      <link>https://trid.trb.org/View/463462</link>
      <description><![CDATA[The effectiveness of a three-dimensional (3D) auditory display in conveying directional information was investigated in a flight simulation experiment.  While flying a simulated fighter aircraft, participants followed a target aircraft that suddenly disappeared and reemerged at an unknown position.  The task was to locate and trail the target as quickly as possible.  In all conditions, the participants viewed a computer-generated outside image on which they could spot the target only when it was at short range, and a 3D tactical display indicating the target position at all distances within a limited field of view. Additional displays were a bird's-eye-view radar display, which also indicated whether the target was above or below the participant's plane, and a 3D auditory display, which generated a warning sound from the relative direction of the target.  The auditory display used individualized head-related transfer functions to create a virtual sound source and a head-tracking device to decouple the position of the source from head movements.  Results indicate that the radar and auditory displays caused about the same significant reduction in search time in comparison with the tactical display only.  A further reduction was found when the two additional displays were presented simultaneously.]]></description>
      <pubDate>Mon, 19 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463462</guid>
    </item>
    <item>
      <title>HEAD-UP AUDITORY DISPLAYS FOR TRAFFIC COLLISION AVOIDANCE SYSTEM ADVISORIES: A PRELIMINARY INVESTIGATION</title>
      <link>https://trid.trb.org/View/390226</link>
      <description><![CDATA[The advantage of a head-up auditory display was evaluated in a preliminary experiment designed to measure and compare the acquisition time for capturing visual targets under two auditory conditions: standard one-earpiece presentation and 2-earpiece 3-dimensional audio presentation.  Twelve commercial airline crews were tested under full mission simulation conditions at the NASA-Ames Man-Vehicle Systems Research Facility advanced concepts flight simulator.  Scenario software generated visual targets corresponding to aircraft that would activate a traffic collision avoidance system aural advisory; the spatial auditory position was linked to the visual position with 3D audio presentation. Results showed that crew members using a 3D auditory display acquired targets approximately 2.2 s faster than did crew members who used one-earpiece headsets, but there was no significant difference in the number of targets acquired.]]></description>
      <pubDate>Mon, 02 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390226</guid>
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