<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=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" 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>Guidance for travels with autonomous vehicles for persons with blindness, deafness and deafblindness</title>
      <link>https://trid.trb.org/View/2389072</link>
      <description><![CDATA[Autonomous vehicles can potentially enable new transport solutions where more people can travel independently and without accessibility issues. If new transport solutions are designed with a focus on inclusive design, then future transport systems can be accessible for more users creating large advantages for society. The project has explored how vibrotactile guidance devices can potentially improve the life of people with functional impairments such as blindness, deafness, and deaf-blindness by providing them with the means for more independent travel. Irrespective of the communication modality, devices used for orientation and navigation are one piece in the puzzle towards independent mobility for persons with diverse needs. Hence, a systems perspective is required to develop adequate solutions. The results show that vibrotactile guidance can improve orientation when locating a vehicle, receiving information along the way, and reaching the final destination, aspects that are important for independent travel and improved quality of life.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:06:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389072</guid>
    </item>
    <item>
      <title>Perception of rolling noise</title>
      <link>https://trid.trb.org/View/1463191</link>
      <description><![CDATA[Due to improvements on combustion-engines and electric-engines for cars, tyre noise has become the prominent noise source at low and medium speeds. Models exist that simulate the noise produced by a rolling tyre, as do models that auralize different traffic situations from a basic data set. When constructing a tyre it is of interest if improvements and planned changes are not only physically measurable, but that they also can be perceived. Focussing on that, two aims were followed in this thesis. The first aim was to combine an established model for tyre noise (SPERoN) with an auralization tool. The combined model can predict the spectrum of the sound at 7.5 m, as well as reproduce the sound for a given listener position. The auralization uses a methodology where recorded sounds are converted to source signals for engine and tyre/road-interaction. These can be shaped by the spectra estimated in SPERoN and synthesized back into a pass-by signal. Psychoacoustic judgements were used to compare the modelled signals with recorded signals. To see how well the modelled signals match the real recorded signals for perception, two listening-tests were performed. The simulated and recorded signals were rated by pleasantness, loudness, roughness and sharpness using semantic differentials. It was found that responses for simulated and recorded signals correlate for all cases, but rankings could not be reproduced exactly. The model can be further improved to be more applicable for listening tests. The model has been optimized after a first validation. The second aim laid focus on the perception of tyre/road noise. When designing tyre sounds, the main aim should be to increase the pleasantness of the total vehicle sound while maintaining the carried information and reducing the sound level. To be able to do this an understanding of how physical changes in a tyre are reflected in the perception of the same tyre is essential. Thus, the second aim was to see if the rolling noise of a tyre can be both differentiated and characterized by its perceptual qualities. The focus is on the perception of the sound outside the car, perceived by for example a pedestrian. Listeners have judged different road tyre combinations and their perception in terms of their emotional responses (pleasantness, activation and stress) and their psychoacoustic responses (loudness, sharpness, roughness, and pitch). The results confirmed that rolling noise can be perceptually differentiated. It is further possible to differentiate between the effects of the street and the effects of the tyre on all emotional and most psychoacoustic parameters. The results suggest that changes to road surfaces or tyres can affect both emotional and psychoacoustic perceptual qualities.]]></description>
      <pubDate>Thu, 30 Mar 2017 12:19:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1463191</guid>
    </item>
    <item>
      <title>Effects of hearing loss shown in both driving simulator and real traffic</title>
      <link>https://trid.trb.org/View/1412290</link>
      <description><![CDATA[This paper describes two studies, one conducted in VTI driving simulator III and the other on roads in and around Linköping city center. In both studies two groups were included, one with age related hearing loss and one control group with normal hearing. The purpose was to examine differences between the groups in driving behavior, visual behavior and also to evaluate the effectiveness and acceptance of a tactile driver assistance system The driving scenario in the simulator was a 35 km long rural road with a speed limit of 70 km/h. Twice per minute drivers were prompted by a vibration in the seat to perform a secondary task by first look at and then read back a complete sequence of four letters. On road, all participants undertook two drives of 14 km each while they performed two pre-programmed navigation tasks guiding them around two different routes. The same navigation system was used for both drives but during one drive the navigation system presented only the visual information and during the other drive there was an additional vibration in the seat to guide the driver in the right direction. Effects of Hearing Loss was seen on driving speed and on visual search behavior in both simulator and in real traffic. In the driving simulator, during secondary task and when passing a parked car, participants with HL drove 5-6 km/h slower. In real traffic, on road sections with a speed limit of 70 km/h, participants with HL drove 4 km/h slower. This more cautious driving behavior suggests that drivers with HL use compensatory strategies. The fact that corresponding results can be seen both in the simulator and on real road is interesting, on one hand for simulator validity in general but also for the opportunity to further study these issues in controlled simulator experiments.]]></description>
      <pubDate>Mon, 20 Jun 2016 13:30:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412290</guid>
    </item>
    <item>
      <title>Cycling and sounds: the impact of the use of electronic devices on cycling safety</title>
      <link>https://trid.trb.org/View/1405241</link>
      <description><![CDATA[The role of auditory perception of traffic sounds has often been stressed, especially for vulnerable road users such as cyclists or (visually impaired) pedestrians. This often in relation to two growing trends feared to negatively affect the use of auditory signals by road users: popularity of electronic devices (e.g. mobile phones, portable music players) and the number of quiet electric cars. Notwithstanding the concerns about impact of both trends on the safety of vulnerable road users, the potential safety implications of limited auditory information available while cycling have not been systematically studied yet. This paper consolidates current knowledge about the use of electronic devices in relation to cycling safety. Based on a proposed conceptual model, the paper provides a qualitative estimation of the extent to which limited availability of auditory information (caused by the use of electronic devices) while cycling constitutes a road safety hazard. Literature analysing official and self-reported crash data and research into the effects of using electronic devices on cycling performance have been used. Results suggest that the concerns about the use of electronic devices while cycling are justified. Listening to music and talking on the phone negatively influence cycling performance and self-reported crash risk. However, it is difficult to prove that these effects are (only) due to the limited availability of auditory information. (Paper No. 15-P).]]></description>
      <pubDate>Wed, 27 Apr 2016 11:32:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405241</guid>
    </item>
    <item>
      <title>Effects of hearing loss on traffic safety and mobility</title>
      <link>https://trid.trb.org/View/1367702</link>
      <description><![CDATA[The aim of this PhD thesis was to investigate traffic safety and mobility for individuals with hearing loss (HL). Three studies were conducted: 1. a questionnaire survey aimed to evaluate differences in choice of transportation that might be related to HL, 2. a driving simulator study that looked into compensatory strategies and evaluated the efficiency of a tactile signal to alert the driver, and 3. a field study to evaluate these effects in real traffic and to evaluate a navigation system with a supportive tactile signal. The effects of HL discovered in this thesis add to the knowledge and understanding of the influence of HL on traffic safety and mobility. Differences found consistently point to a generally more cautious behavior. Compensatory and coping strategies associated with HL are bound to driving complexity and appear when complexity increases. These strategies include driving at lower speeds, using a more comprehensive visual search behavior and being less engaged in distracting activities. Evaluation of a tactile signal showed that by adding a tactile modality, some driver assistance systems can also be made accessible to drivers with HL. At the same time, the systems might be more effective for all users, since the driver can be more focused on the road. Based on the results in this thesis, drivers with HL cannot be considered an increased traffic safety risk, and there should be no need for adjustments of the requirements of hearing for a license to drive a car.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367702</guid>
    </item>
    <item>
      <title>Perspectives on wanted and unwanted sounds in outdoor environments: studies of masking, stress recovery, and speech intelligibility</title>
      <link>https://trid.trb.org/View/1367701</link>
      <description><![CDATA[An acoustic environment contains sounds from various sound sources, some generally perceived as wanted, others as unwanted. This thesis examines the effects of wanted and unwanted sounds in acoustic environments, with regard to masking, stress recovery, and speech intelligibility. In urban settings, masking of unwanted sounds by sounds from water structures has been suggested as a way to improve the acoustic environment. However, Study I showed that the unwanted (road traffic) sound was better at masking the wanted (water) sound than vice versa, thus indicating that masking of unwanted sounds with sounds from water structures may prove difficult. Also, predictions by a partial loudness model of the auditory periphery overestimated the effect of masking, indicating that centrally located informational masking processes contribute to the effect. Some environments have also been shown to impair stress recovery; however studies using only auditory stimuli is lacking. Study II showed that a wanted (nature) sound improve stress recovery compared to unwanted (road traffic, ambient) sounds. This suggests that the acoustic environment influences stress recovery and that wanted sounds may facilitate stress recovery compared to unwanted sounds. An additional effect of unwanted sounds is impeded speech communication, commonly measured with speech intelligibility models. Study III showed that speech intelligibility starts to be negatively affected when the unwanted (aircraft sound) masker have equal or higher sound pressure level as the speech sound. Three models of speech intelligibility (speech intelligibility index, partial loudness and signal‐to‐noise ratio) predicted this effect well, with a slight disadvantage for the signal‐to‐noise ratio model. Together, Study I and III suggests that the partial loudness model is useful for determining effects of wanted and unwanted sounds in outdoor acoustic environments where variations in sound pressure level are large. But, in environments with large variations in other sound characteristics, models containing predictions of central processes would likely produce better results. The thesis concludes that wanted and unwanted characteristics of sounds in acoustic environments affect masking, stress recovery, and speech intelligibility, and that auditory perception models can predict these effects.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367701</guid>
    </item>
    <item>
      <title>3D signal sounds for driver assistance systems</title>
      <link>https://trid.trb.org/View/1367697</link>
      <description><![CDATA[With an increasing number of advanced driver assistance systems in cars, it is important to know how the driver is affected by different kinds of information signals. Many of the systems already used in cars rely on visual information, and therefore require visual attention. This can lead to an increase in inattention, as well as in cognitive and visual workload. By the use of other types of signals, the risk of overloading one sensory modality is reduced. Previous research has shown a correlation between visual inattention and unsafe driving behaviour, so the use of 3D signal sounds or spatial multisensory signals may be of importance for improving driver safety. The first study focused on the question of how driving performance and secondary task performance are affected by spatial placement of sound signals, and if the position of the sound source plays a role in the ability to capture attention correctly. Earlier studies indicated that information signals which were spatially congruent with the visual task improved response times. Furthermore, sound has been proven to be an effective means of capturing attention and re-orienting people’s attention to a specific location. The first study compared three cases of sound signals to inform the driver of a lane change task as well as a visual secondary task. The driving scenario was projected in front of the driver, and the secondary task was displayed on a computer screen at 45° to the right. In two of the cases, the sound signals’ position was congruent to one of the tasks, either driving or the secondary task. In the third case, the lane change signal was congruent with the projected driving and the secondary task signal was congruent with the secondary task screen. It was found that presenting signal sounds in front of the driver significantly improved driving performance. Previous research has shown that combining sensory modalities increases the robustness of perception. Using a driving simulator and a multisensory secondary task, the second study investigated the difference in directional attention capture capabilities with different combinations of visual, auditory and vibrotactile signals. In this study, visual signals alone, or in combination with other modalities, provided the shortest response time. Interestingly, the auditory and vibrotactile signals gave equally short response times. No significant differences in localisation error rates were observed between the different combinations. As shown in Study 1, spatially congruent signals are important in the driving environment, so can crosstalk cancellation be used to reproduce 3D sound in a car compartment? The third study evaluated how well we can reproduce 3D sound in a car compartment utilising the crosstalk cancellation technique in combination with binaural synthesis. Since the main focus is on signal sounds, these can be processed offline, reducing the need for real time filtering and allowing the use of very detailed crosstalk cancellation filters. Due to the acoustic properties of car compartments, placement of the loudspeakers plays an important role in the reproduction quality. In a listening test, the subjects were requested to judge where the sound was perceived to come from as well as the sound quality of the reproduction. This was done for three different loudspeaker positions and two distinctly different types of sound signals (speech and lane departure warning). The study showed that loudspeakers placed closely behind the driver correctly reproduced sound sources in the back hemisphere, while loudspeakers placed in front of or above the listener gave a high number of front/back confusions for all source angles. It was also found that the loudspeaker placement above the listener received a significantly higher quality rating for speech signals than the loudspeaker placement behind the ears or on the dashboard. For a typical warning sound signal, the loudspeaker positions above and behind the driver were rated equally, but still significantly higher than the dashboard position. Loudspeakers placed close to the ears produce less singularities and thereby higher reproduction quality. The first main finding from this work is that it is important to consider the placement of signal sounds in the car compartment, since a well selected signal sound position can help to focus attention, and thereby enhance driving performance and driver safety. Crosstalk cancellation can be used for implementation of virtual 3D sound in the car compartment using loudspeakers. Vibrotactile signals can be as effective in reducing reaction time as auditory signals, but it may be beneficial to combine the modalities for a more robust perception.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:22:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367697</guid>
    </item>
    <item>
      <title>Principle Other Vehicle Warning</title>
      <link>https://trid.trb.org/View/1347599</link>
      <description><![CDATA[The only possibility for a driver to avoid a collision may sometimes be to issue a warning to another driver. Connecting the horn and the headlight to an already existing sensor system could be a cost effective solution. This report covers the implementation and evaluation of such an automated warning system in a driving simulator at VTI. In this test 24 drivers with normal hearing and 24 with moderate hearing loss experienced five critical events in which four different warning signals were evaluated; sound, light, and a combination of sound and light, and no warning (as reference). A visual distraction task was used to distract the drivers and create critical situations. The results were consistent. A combined sound and light warning significantly increased cautious driving behaviour and also lead to the highest perceived criticality of the situations. With the combined warning the driver’s attention was effectively drawn from the visual distraction task. Drivers were generally positive towards the warning system, and most positive towards the combined warning presenting light and sound signals. Drivers were able to distinguish between warnings (at critical events) and greetings (at non-critical events) suggesting that the tested additional use of horn and headlight would not affect reactions to non-critical warnings or greetings. Hearing loss was associated with worse performance on the visual distraction task and less perceived realism of the driving simulator. But it was not associated with effects on any driving behaviour measures or of warning modalities. This result suggests that the evaluated system should work also for drivers with moderate hearing loss.]]></description>
      <pubDate>Fri, 27 Mar 2015 12:06:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347599</guid>
    </item>
    <item>
      <title>Assessing driver state: neurophysiological correlates of attentional shift during real road driving</title>
      <link>https://trid.trb.org/View/1345979</link>
      <description><![CDATA[In order to investigate ecologically robust parameters in the EEG as correlates of driver attentional shift, we conducted a real road driving study with N=40 participants which performed two different secondary tasks (i.e. visuomotor and auditory). Due to safety considerations, adaptive cruise control was activated all the time and participants were not allowed to overtake. The visuomotor task consisted of a Landolt-rings task presented on an extra display. In the auditory task, the participants were instructed to detect predefined words during the presentation of an audio book and had to answer a question with regard to the content at the end of every chapter. In the EEG, alpha spindles show a significantly higher occurrence rate during the auditory secondary task and a significantly lower rate during the visuomotor secondary task as compared to driving only. For alpha spindle duration significantly shorter alpha spindles during the visuomotor secondary task as compared to the auditory secondary task and to driving only could be found. Effects on alpha spindle rate and duration while performing secondary tasks on top of the driving task result from attentional shift according to the task modality. The results are consistent with the assumption that alpha spindles indicate active inhibition of visual information processing. As compared to alpha band power, the measures of alpha spindle rate and alpha spindle duration were less prone to artifacts and the effects were more pronounced, 2 which allows for a more accurate classification of different attentiveness levels while driving in real traffic.]]></description>
      <pubDate>Thu, 12 Mar 2015 10:15:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1345979</guid>
    </item>
    <item>
      <title>Additional efficient warning sounds for electric and hybrid vehicles</title>
      <link>https://trid.trb.org/View/1327821</link>
      <description><![CDATA[Electric or hybrid vehicles are very silent, which represents a major advantage for the reduction of noise annoyance in urban areas. But this makes them dangerous for pedestrians, especially vulnerable ones as visually impaired people. Current solutions consist in using warning sound so that the exterior noise of an electric vehicle is as high as for a conventional one. This may cancel the benefit of electric vehicles for the reduction of sound annoyance. The eVADER project (funded by the European Commission) aims at proposing a prototype car which combines a high safety and a low noise level. A part of the work program consisted in perceptual studies. The goal of these studies was to evaluate the influence of various timbre parameters on the detectability and the unpleasantness of a warning sound. Results show that it is possible to make an electric vehicle easily detected while keeping its sound level much lower than the one of a conventional car.]]></description>
      <pubDate>Wed, 15 Oct 2014 10:40:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1327821</guid>
    </item>
    <item>
      <title>Failure to Detect Critical Auditory Alerts in the Cockpit: Evidence for Inattentional Deafness</title>
      <link>https://trid.trb.org/View/1308933</link>
      <description><![CDATA[The aim of this study was to test whether inattentional deafness to critical alarms would be observed in a simulated cockpit. The inability of pilots to detect unexpected changes in their auditory environment (e.g., alarms) is a major safety problem in aeronautics. In aviation, the lack of response to alarms is usually not attributed to attentional limitations, but rather to pilots choosing to ignore such warnings due to decision biases, hearing issues, or conscious risk taking. Twenty-eight general aviation pilots performed two landings in a flight simulator. In one scenario an auditory alert was triggered alone, whereas in the other the auditory alert occurred while the pilots dealt with a critical windshear. In the windshear scenario, 11 pilots (39.3%) did not report or react appropriately to the alarm whereas all the pilots perceived the auditory warning in the no-windshear scenario. Also, of those pilots who were first exposed to the no-windshear scenario and detected the alarm, only three suffered from inattentional deafness in the subsequent windshear scenario. These findings establish inattentional deafness as a cognitive phenomenon that is critical for air safety. Pre-exposure to a critical event triggering an auditory alarm can enhance alarm detection when a similar event is encountered subsequently. Case-based learning is a solution to mitigate auditory alarm misperception.]]></description>
      <pubDate>Wed, 28 May 2014 15:21:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1308933</guid>
    </item>
    <item>
      <title>Quality-Adjusted Life Years Lost to Road Crash Injury: Updating the Injury Impairment Index</title>
      <link>https://trid.trb.org/View/1122645</link>
      <description><![CDATA[This paper, from a conference on crash injury control, reports on a literature synthesis used to update the Injury Impairment Index (III) scoring algorithm that converts human impairment levels by dimension into a combined quality-adjusted life year (QALY) loss score. The QALY estimates losses associated with crash injuries.  It is based on physician estimates of typical impairment on 6 dimensions of functioning (cognitive, mobility, bending/grasping/lifting, sensory, pain and cosmetic), supplemented with data on work-related disability.  The authors of this synthesis conducted an extensive international literature search which identified 13 health status scales, some of them with multiple scorings. From the scorings, the authors extracted utility scores for each level of each dimension of the III.  The literature search also included direct utility estimates for III dimension endpoints (e.g., blindness, deafness).  The authors then computed average QALY losses per injury by Maximum Abbreviated Injury Scale (MAIS) using the updated preference weight ranges applied to 2000-2006 U.S. crash data. They found that the updated QALY loss estimates are lower than those computed with the QALY weights developed in 1990. The paper includes extensive tables of estimated average QALY losses by MAIS, injury type, and body region injured.  The authors conclude that these tables can be applied to future and existing injury data in order to estimate the impact of injury on quality of life and to measure health status.]]></description>
      <pubDate>Tue, 29 Nov 2011 13:44:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1122645</guid>
    </item>
    <item>
      <title>Cochlear Implants and Commercial Motor Vehicle Driver Safety</title>
      <link>https://trid.trb.org/View/1114755</link>
      <description><![CDATA[The Federal Motor Carrier Safety Administration (FMCSA) is interested in examining issues pertaining to the potential impact of cochlear implantation (for profound hearing loss) on commercial motor vehicle (CMV) driver safety. A preliminary review of the literature in developing the scope of this report revealed that no scientific literature exists that explicitly evaluates driver safety in individuals who have undergone cochlear implantation. Cochlear implantation improves hearing performance and speech perception, although not to the degree of people with normal hearing; the degree of improvement varies for each recipient, depending on factors such as the duration of deafness, whether or not the individual was pre- or post-lingually deaf, and age at implantation. Bilateral cochlear implantation is an advantage to unilateral cochlear implantation for the purpose of speech perception in noise, and sound localization tasks. Although most individuals have a unilateral cochlear implant, there is a trend to outfit more patients with two cochlear implants or with one cochlear implant and a hearing aid in the contralateral ear. Although a number of hearing-impaired individuals suffer from vestibular symptoms prior to implantation, between 20% and 76% of cochlear implant recipients will suffer from vestibular impairment following cochlear implantation. These individuals however, are usually assisted with vestibular rehabilitation.]]></description>
      <pubDate>Wed, 14 Sep 2011 11:12:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1114755</guid>
    </item>
    <item>
      <title>Situational and future analysis - longer and heavier road and rail vehicles: subproject 1 of the Co-modality project</title>
      <link>https://trid.trb.org/View/1097462</link>
      <description><![CDATA[VTI has previously shown that there are socio-economic benefits of using longer and heavier road vehicles than the rest of the EU, i.e. 25.25 metres and 60 tons are permitted. The aim of the Co-modality project is to investigate the consequences of using even longer and/or heavier road and railway vehicles. This first subproject aims to answer which dimensions and weight limits with regards to road and railway vehicles that the Co-modality project should investigate further as well as the effects. A literature review has been conducted and to capture the views of Swedish stakeholders and transportation experts, a questionnaire survey was conducted. The respondents were invited to a hearing, too. The reason for the survey was to establish which road and railway vehicles would be in demand year 2030. The results show that no extreme changes are expected and that volume capacity was requested to a further extent than weight. For road vehicles, it is mainly a question of continuing to build on the European Modular System that combines different standardised load carriers. It allows member states to have different dimensions to those in other EU countries. For railway vehicles the demand is mainly for longer trains, but also heavier. Road safety, infrastructure, congestion, environment and transportation economy are the aspects that we identified as relevant for longer and/or heavier road and railway vehicles. (A). http://www.vti.se/EPiBrowser/Publikationer/R676.pdf]]></description>
      <pubDate>Wed, 23 Mar 2011 11:20:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097462</guid>
    </item>
    <item>
      <title>Investigating Road Safety Issues and Deaf People in the United Kingdom: An Empirical Study and Recommendations for Good Practice</title>
      <link>https://trid.trb.org/View/1094737</link>
      <description><![CDATA[Very little research has been carried out in the United Kingdom or other countries on the views and experiences of deaf people on road safety and other aspects of travel. Historically, there has been little specific attention to either the issue of road safety for deaf people or more general travel issues affecting deaf people. Deaf-specific support, guidance, or advice on road safety from the police or other agencies has been sparse. This has led to a situation where support for deaf pedestrians, drivers, and other deaf road users has been developed on an ad-hoc basis, and available measures have not been uniformly adopted across the United Kingdom. Furthermore, although the United Kingdom police force has aimed to provide some support to deaf and hard of hearing people, this has mainly concentrated on communications support in the form of note-taking, interpreters, and video-based information. This article aims to fill the gap in knowledge of road safety issues for deaf and hard of hearing people by reporting empirical research carried out with deaf people in the United Kingdom and making recommendations to improve their road safety.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:14:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1094737</guid>
    </item>
  </channel>
</rss>