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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Influence of LED Spectral Characteristics on Glare Recovery</title>
      <link>https://trid.trb.org/View/1598762</link>
      <description><![CDATA[Headlight glare is a major concern of the driving public. In the past couple of years there have been concerns expressed about the use of light emitting diode (LED) lighting technologies and possible impacts LEDs may have on people, including circadian disruption, retinal hazards, and glare. Under typical use cases, vehicle headlight exposures are insufficient to cause circadian disruption or retinal damage, but can result in disability and discomfort glare, as well as glare recovery. In general, white LEDs used for illumination have greater short-wavelength content than halogen lamps used in many headlights, and short wavelengths have been implicated in visual discomfort from bright lights at night. Previous literature is inconsistent regarding whether the spectral (color) content of a glare source affects the amount of recovery time needed to see objects, following exposure to a bright light such as a vehicle headlight. Warm and cool white LEDs were used as glare sources in the present study. They were energized and exposed to study participants at one of two illuminances (low, high) for either 3 or 6 seconds, after which participants were asked to identify the orientation of a Landolt ring target located on a display screen behind the glare source. Identification times were unaffected by the spectral content of the LED, but were correlated with the "dosage" of light from the glare sources, defined as the product of illuminance and duration. Although cool white LEDs will tend to be judged as creating more discomfort than warm white LEDs, they do not result in longer glare recovery times under the range of conditions used in this study.       ]]></description>
      <pubDate>Tue, 25 Jun 2019 09:17:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1598762</guid>
    </item>
    <item>
      <title>Response to White Light Emitting Diode Aviation Signal Lights Varying in Correlated Color Temperature</title>
      <link>https://trid.trb.org/View/1582302</link>
      <description><![CDATA[Airfield lighting for runways and taxiways is currently undergoing a transition from filament-based incandescent sources to light emitting diodes (LEDs). Although models to assess the relative brightness, discomfort glare, and peripheral detectability of signal lights such as those used for aviation exist, their applicability to white LED airfield lighting has not been verified independently. A series of three experiments was conducted to compare white LED sources, having correlated color temperatures of 2,700 K and 5,900 K, in terms of their relative brightness, discomfort glare, and peripheral detectability. The perceived brightness and discomfort glare from the light sources closely matched predictions from the published models, demonstrating the usefulness of these models at characterizing these responses in airfield lighting. In the case of peripheral detectability, there was little to no difference in how quickly the two LEDs were perceived at low light levels, suggesting that there is no need to consider spectral differences between light source spectra for this response when the intensities are similar to those used in the present study.]]></description>
      <pubDate>Fri, 08 Mar 2019 16:38:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1582302</guid>
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    <item>
      <title>Design and Analysis of Comparative Experiments to Assess the (Dis-)Comfort of Aircraft Seating</title>
      <link>https://trid.trb.org/View/1578577</link>
      <description><![CDATA[This paper focuses on the comparative assessment of comfort and discomfort (hereafter, (dis-)comfort) for aircraft seating. Subjective and objective data of seating (dis-)comfort were collected during an experiment involving 20 volunteers who tested 3 aircraft double-seats in upright and reclined position. In order to minimize experimental uncertainty due to well-known noise factors (i.e. patterns of discomfort during the work week and during the work day, order of evaluation, inter-individual differences), experimental trials were performed according to a crossover design. Statistical data analysis aimed mainly at investigating (dis-)comfort differences across seat conditions; gender-based differences in perceived discomfort on different body parts; effect of sitting duration on perceived discomfort on different body parts. The experimental results show that differences across seat conditions impacted differently on perceived discomfort depending on gender, body parts and sitting duration. No significant differences in perceived discomfort across gender were evident for the lightweight seat in both upright and reclined positions. On the contrary, for both baseline configurations, perceived discomfort at head and neck areas was higher for males than for females. For all seat conditions, participants experienced a significant worsening of perceived comfort over time at shoulders, back, sacrum and thighs and, in addition, at upper body area (i.e. neck, arm and forearm) and knees only for seats in reclined position.]]></description>
      <pubDate>Thu, 21 Feb 2019 09:54:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1578577</guid>
    </item>
    <item>
      <title>An Aircraft Seat Discomfort Scale using Item Response Theory</title>
      <link>https://trid.trb.org/View/1578567</link>
      <description><![CDATA[The purpose of this study is to construct an aircraft seat discomfort scale and verify the evidence of its validity and reliability. The authors developed a questionnaire and presented it to 1500 Brazilian passengers at an airport. The data analysis included: 1) factor analysis; 2) the analysis of the items to be used in the scale created using Item Response Theory. The scale covered all levels, from “without discomfort” to “maximum discomfort”. At the level of minimal, a passenger feels that the aircraft seat is cramped and has little space. Discomfort tends to increase when passengers are unable to perform desired activities (eg: reading, sleeping), which causes irritation and disappointment. The maximum discomfort level occurs when noise disrupts activities and an aircraft seat is considered hard. The scale developed presented indications that it is reliable and valid, proving to be a useful tool for identifying levels of discomfort in aircraft seats.]]></description>
      <pubDate>Thu, 21 Feb 2019 09:54:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1578567</guid>
    </item>
    <item>
      <title>Quantitatively mining and distinguishing situational discomfort grading patterns of drivers from car-following data</title>
      <link>https://trid.trb.org/View/1574833</link>
      <description><![CDATA[Situational discomfort awareness plays an important role in decision making among drivers and has rarely been discussed in detail in previous research. An instrumented vehicle was used to collect car-following data from multiple drivers, thereby quantitatively examining situational discomfort grading patterns using a new discomfort grading method and the latent Dirichlet allocation model. In this process, the gas pedal data and speed difference data are particularly involved in the computation for providing broader meaning to discomfort and building more comprehensive situations. The results show that individual discomfort awareness varies between drivers. More importantly, the potential patterns of situational discomfort grading are extracted, which provides knowledge for characterizing drivers in the context of discomfort awareness. The knowledge achieved can be further applied to distinguish drivers and identify the typical comfort and discomfort zones. This study has great value for promoting investigations on traffic psychology and developing more effective and customized driver assistant systems.]]></description>
      <pubDate>Wed, 23 Jan 2019 17:09:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1574833</guid>
    </item>
    <item>
      <title>Test track evaluation of headlight glare associated with adaptive curve HID, fixed HID, and fixed halogen low beam headlights</title>
      <link>https://trid.trb.org/View/1435031</link>
      <description><![CDATA[Adaptive curve headlights swivel with steering input and are linked to reduced insurance claims and improved visual performance. This study assessed glare experienced from adaptive curve high-intensity discharge (HID), fixed (non-swiveling) HID and fixed halogen headlights – all tested in low beam mode. Twenty participants rated glare from vehicles’ headlights using the DeBoer visual discomfort scale as a test driver drove towards them from five approaches on a test track. Participants rated the fixed halogen condition as less glaring than the adaptive curve and fixed HID conditions. There was no significant difference in ratings between the HID low-beam conditions. Collapsing across roadway approaches, the mean subjective ratings for the fixed halogen, adaptive curve HID and fixed HID low-beam conditions indicated ‘satisfactory’ levels of glare. Differences between subjective ratings were supported by illuminance data. Differences among the three low-beam systems appear minor, relative to their differences from a benchmark high-beam condition.  Practitioner Summary: Insurance data indicates reduced claims associated with adaptive curve lighting. The current effort was to study how such lighting affects discomfort glare of oncoming drivers relative to conventional headlights. Participants rated halogen headlights as less glaring than fixed and adaptive curve HID low beams. Differences among systems were small and associated with acceptable levels of discomfort glare.]]></description>
      <pubDate>Tue, 29 Nov 2016 17:04:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435031</guid>
    </item>
    <item>
      <title>Effect of Discomfort Glare on Speed Discrimination in a Simulated Driving Scenario</title>
      <link>https://trid.trb.org/View/1322432</link>
      <description><![CDATA[Good and stable driving skills, which highly rely on visual performance, are very important for traffic safety. Glare has been shown to have certain impacts on driving safety issues, such as driving in a low-sun condition or gazing into the headlamp of an oncoming vehicle. While disability glare causes reduced visibility of objects on the road which increases risky driving events, discomfort glare irritates visual perception and distracts visual attention which affects visual performance as well. In the present study, the authors investigate the potential effects of discomfort glare on motion perception. Participants performed speed discrimination tasks of a front vehicle with different speed set up in a simulated driving scenario under low-level luminance glare and no-glare conditions. Results showed that discomfort glare interfered in visual perception of motion and caused reduced detectability in speed discrimination. One should be aware of the misestimation of speed caused by discomfort glare when performing a driving task.]]></description>
      <pubDate>Thu, 25 Sep 2014 09:02:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1322432</guid>
    </item>
    <item>
      <title>The effects of police duty belt and seat design changes on lumbar spine posture, driver contact pressure and discomfort</title>
      <link>https://trid.trb.org/View/1239004</link>
      <description><![CDATA[Police officers spend large amounts of time performing duties within a police cruiser and report a high prevalence of musculoskeletal problems. This study evaluated the effects of driver seat and duty belt design on posture, pressure and discomfort. Ten male and 10 female university students attended two sessions involving simulated driving in a standard police seat (CV) and an active lumbar support (ALS) seat. Participants wore a full duty belt (FDB) or reduced duty belt (RDB) in each seat. Lumbar postures, driver-seat and driver-duty belt pressures and perceived discomfort were measured. Gender × Seat interactions were found for pelvic (p = 0.0001) and lumbar postures (p = 0.003). Females had more lumbar flexion than males and were more extended in the ALS seat (−9.8 ± 11.3°) than CV seat (−19.8 ± 9.6°). The FDB had greater seat pressure than the RDB (p < 0.0001), which corresponded to increased pelvis discomfort. This study supports the use of an ALS seat and RDB to reduce injury risk associated with prolonged sitting in police officers.]]></description>
      <pubDate>Tue, 19 Feb 2013 08:53:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1239004</guid>
    </item>
    <item>
      <title>Interactions among Light Source Luminance, Illuminance and Size on Discomfort Glare</title>
      <link>https://trid.trb.org/View/1224023</link>
      <description><![CDATA[It is more difficult to precisely measure discomfort glare from vehicle lighting than disability glare, but it may have important implications for driver behavior, and in turn on driving safety. Studies of discomfort glare have found that, as with disability glare, the illuminance at the eyes from a bright light is the primary determinant of the sensation of glare. Nonetheless, the luminance of a light source also can influence discomfort glare, especially when the source is close enough to subtend a relatively large visual angle on the order of a third of a degree or larger. In addition, interactions with the absolute illuminance from a light source are not well understood. Results of an experimental investigation of discomfort glare in terms of light source illuminance, luminance and size are presented and discussed along with implications for automotive lighting applications.]]></description>
      <pubDate>Thu, 20 Dec 2012 09:14:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1224023</guid>
    </item>
    <item>
      <title>A questionnaire assessment of truck driver's workstation for comfort and safety</title>
      <link>https://trid.trb.org/View/1114627</link>
      <description><![CDATA[Truck drivers are in a constant race against time and meet a number of critical situations while driving. They experience fatigue due to time behind the wheel and suffer from various problems, such as numbness, heavy legs, back problems, discomfort in the buttocks, etc. Many drivers complain of improper seats, insufficient legroom, and difficult accommodation, which is likely due to adoption of unstable and unhealthy posture. In an effort to improve truck drivers' work stations and working environment, this paper describes research and development in this area. Information was obtained by way of a cross sectional questionnaire from 30 truck drivers of five different types of truck. The purpose of the survey was to obtain truck driver recommendations as to the location and design of workstation components. Static as well as dynamic posture measurements were taken. The primary objective of the study is to evaluate truck driver safety and comfort.]]></description>
      <pubDate>Wed, 31 Aug 2011 07:45:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1114627</guid>
    </item>
    <item>
      <title>Effects of Target Location, Stature and Hand Grip Type on In-vehicle Reach Discomfort</title>
      <link>https://trid.trb.org/View/1103791</link>
      <description><![CDATA[In order to improve car interior design, data of perceived discomfort and reach posture were collected for 75 different target locations. Altogether, 24 males and females of different statures participated in the experiment. In addition to three-finger grip, index fingertip reach and five finger grip were also compared. The effects of target location, stature and hand grip on reach discomfort were analysed. Predictive regression equations were provided. In addition to the confirmation of target location effects, the results showed that seat back and steering wheel affected discomfort. Their effects differed according to the subject’s anthropometry. A detailed analysis of possible interference between the car interior and reach movement showed that short females were more likely impeded by the seat back when a target was close to the body. A significant difference between three hand grip types could be explained by the change of hand reach distance when changing hand grip type.]]></description>
      <pubDate>Thu, 23 Jun 2011 09:06:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103791</guid>
    </item>
    <item>
      <title>The Vibration Discomfort of Standing Persons: The Effect of Body Supports</title>
      <link>https://trid.trb.org/View/1101244</link>
      <description><![CDATA[When standing and exposed to vibration in trains, passengers and crew may seek support by leaning on a surface or holding a bar or a handle that alters the transmission of vibration to their bodies. The effects of such contact on the discomfort caused by vibration have not been previously investigated. This study was designed to investigate the effects of postural supports on the discomfort caused by fore-and-aft and lateral whole-body vibration in the frequency range 0.5–16 Hz. Using the method of magnitude estimation, 12 standing male subjects judged the discomfort caused by 5 magnitudes of sinusoidal vibration at 6 frequencies (0.5, 1.0, 2.0, 4.0, 8.0, and 16 Hz) and in 2 directions (fore-and-aft or lateral) while using 4 different postural supports: no support, holding a vertical bar, leaning with back support, and leaning with shoulder support. Equivalent comfort contours were constructed, showing how discomfort depends on the vibration frequency over a range of vibration magnitudes with each support. Compared to standing with no support, holding a vertical bar had only a minor effect on the discomfort caused by either fore-and-aft or lateral vibration. At frequencies greater than about 2 Hz, leaning backwards against a back support increased the discomfort caused by fore-and-aft vibration and leaning sideways against a shoulder support increased discomfort caused by lateral vibration. Frequency weightings derived from equivalent comfort contours show that the weightings suggested in current standards do not provide good predictions of the frequency dependence of discomfort caused by vibration when standing without any support or when supported and holding only a bar. It is concluded that leaning, with the back or shoulder supported, increases the discomfort caused by vibration in a direction normal to the body surface at frequencies greater than about 2 Hz. Currently, standardized frequency weightings do not provide good predictions of the discomfort caused by horizontal vibration when standing without holding a support.]]></description>
      <pubDate>Wed, 18 May 2011 10:51:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1101244</guid>
    </item>
    <item>
      <title>Evaluation of Highway Design Parameters on Influencing Operator Speeds Through Casewise Visual Evaluation</title>
      <link>https://trid.trb.org/View/910097</link>
      <description><![CDATA[Designing highways to influence driver operating speed effectively through environmental feedback is a key research field requiring special attention. Virtual reality video simulations were used to record the influence of environmental elements on driver judgments about the appropriate driving speed. This study evaluated the use of various means that could affect operating speeds and affect driver behavior without compromising safety. Data were analyzed through the fuzzy set nonlinear modeling system of Casewise Visual Evaluation methodology to identify design factors that most strongly influenced perceived operator discomfort. The findings indicated that vegetation type and density and barrier type have a significant effect on driver discomfort and thus have the potential to influence operating speeds. Roadway width has a similar effect where narrower roadways increase driver discomfort. The results indicate that roadside features and certain road design elements can be used to affect driver operating speeds.]]></description>
      <pubDate>Tue, 16 Mar 2010 06:12:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/910097</guid>
    </item>
    <item>
      <title>A modification of the method for the appraisal of glare in street lighting.</title>
      <link>https://trid.trb.org/View/904459</link>
      <description><![CDATA[Description of a modification of a method to appraise glare in street lighting. The alteration concerns the assessment of discomfort and disability glare if the photometrical and geometrical data the lantern and the installation are provided.]]></description>
      <pubDate>Fri, 13 Nov 2009 09:30:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/904459</guid>
    </item>
    <item>
      <title>Dynamic stochastic transit assignment with explicit seat allocation model</title>
      <link>https://trid.trb.org/View/899210</link>
      <description><![CDATA[This paper proposes a stochastic dynamic transit assignment model with an explicit seat allocation process. The model is applicable to a general transit network. A seat allocation model is proposed to estimate the probability of a passenger waiting at a station or on-board to get a seat. The explicit seating model allows a better differentiation of in-vehicle discomfort experienced by sitting and standing passengers. The paper proposes simulation procedures for calculating the sitting probability of each type of passenger. A heuristic solution algorithm for finding an equilibrium solution of the proposed model is developed and tested. The numerical tests show significant influences of the seat allocation model on equilibrium departure time and route choices of passengers. The proposed model is also applied to evaluate the effects of an advanced public transport information system (APTIS) on travellers' decision-making.]]></description>
      <pubDate>Tue, 29 Sep 2009 09:03:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/899210</guid>
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