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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>HEAVY VEHICLE DRIVER WORKLOAD ASSESSMENT. TASK 3: TASK ANALYSIS DATA COLLECTION</title>
      <link>https://trid.trb.org/View/478660</link>
      <description><![CDATA[This technical report consists of a collection of task analytic data to support heavy vehicle driver workload assessment and protocol development.  Data were collected from professional drivers to provide insights into the following issues:  the meaning of the term "workload" to heavy vehicle drivers (N = 41 drivers interviewed); the demand placed on drivers (N = 55) by various driving conditions using a psychological scaling approach; the safety criticality and difficulty of selected standard driving tasks (N = 30 drivers assessed); the perceptual, motor, and cognitive loads imposed by various tasks while on the road under various conditions (N = 9 drivers observed over-the-road during revenue runs); and a preliminary analysis of the key features of generic high-technology in-cab devices.  When professional truck drivers speak of workload, they tend to talk in terms of time stress or stress caused by delays to their schedules.  Various driving conditions were unidimensionally scaled in terms of order of impact on drivers, and those results are presented and discussed.  Safety criticality and difficulty assessment results provided some validation for the scaling outcomes.  Visual allocation measures in this study suggested that the use of common in-cab tasks would serve as baseline measures, based on the revenue runs. Finally, key features considered in evaluating voice communication systems, vehicle navigation and route guidance systems, single/integrated displays, and text communication devices were determined.]]></description>
      <pubDate>Tue, 01 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478660</guid>
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    <item>
      <title>STUDY REPORTS ON THE EFFECTIVENESS OF PHOTO-RADAR AND SPEED DISPLAY BOARDS</title>
      <link>https://trid.trb.org/View/487118</link>
      <description><![CDATA[A 1993 study in Riverside, California, examined the effect of photo-radar and speed display boards on traffic speed on comparable streets.  The study examined three approaches to speed control:  photo-radar, unenforced speed display board, and a speed display board with intermittent enforcement.  Findings showed that photo-radar and speed display boards were about equally effective during deployment, reducing mean speeds by 5.1 and 5.8 mph (8.2 and 9.3 kph), respectively, where baseline speeds averaged 34-35 mph (55-56 kph) in 25-mph (40-kph) zones. However, only display boards demonstrated carry-over effects, particularly in the long term.  Speed display boards became significantly more effective when supplemented with police enforcement.  The unenforced speed display board was the most cost-effective device on both an hourly and daily basis, and photo-radar was the least cost-effective of the three speed control devices.]]></description>
      <pubDate>Tue, 30 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487118</guid>
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      <title>HUMAN FACTORS EVALUATION OF DRIVER MULTITASKING AND GENESIS MESSAGE FORMATS</title>
      <link>https://trid.trb.org/View/460884</link>
      <description><![CDATA[This research established a concise set of human factors guidelines for evaluating devices and also assessed the Genesis project's message format suitability.  It provides a literature review and synthesis of human factors relating to the use of devices, such as cellular phones, pagers, and car radios, and to other tasks that drivers may undertake while driving.  The work revealed that the use of information-providing devices such as pagers or PDAs will increase information processing workload; that the findings from the use of a particular device under particular conditions cannot be generalized to other devices or conditions; and that only empirical findings will show whether and under what conditions reading traffic information displayed on pagers or PDAs will seriously degrade driving performance. Work on message format evaluation showed that message formats could be improved and that improvement would result in better legibility and comprehension and decrease the time a driver would attend to the display.]]></description>
      <pubDate>Thu, 12 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460884</guid>
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    <item>
      <title>SIMULATION OF NAVIGATIONAL WASTE AND WRONG TURNS FOR ALTERNATIVE ATIS CONFIGURATIONS</title>
      <link>https://trid.trb.org/View/427053</link>
      <description><![CDATA[The impact of wrong turns on the amount of navigational waste that arises from drivers utilizing the Travtek system is analyzed in this paper with the objective of quantifying four factors. The first factor examines the amount of distance and time associated with trips being made using different display and routing configurations as well as a base condition when no wrong turns are made. Subsequently, a second factor investigates the likelihood that a driver's experience of missed turns will be conditional on any previous missed turns. The third factor examines whether the probability of making a wrong turn is dependent upon the type of advanced traveler-information system (ATIS) display that is utilized. Lastly, the fourth factor tracks whether the amount of extra travel associated with a wrong turn is also dependent upon the display type. In the analysis, display types consist of: (1) No display (i.e., a paper map for the control group); (2) A turn-by-turn display; and (3) A route map display.]]></description>
      <pubDate>Thu, 10 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/427053</guid>
    </item>
    <item>
      <title>AN IN-VEHICLE INFORMATION SYSTEM USING SIMPLE DEFORMED MAP DISPLAYS AND TWO-WAY INFRARED BEACONS</title>
      <link>https://trid.trb.org/View/427046</link>
      <description><![CDATA[Toyota Motor Corp. and Sumitomo Electric Industries Ltd. have jointly developed an in-vehicle information system that uses a simple deformed map display to assist drivers. The special feature of this system is that it achieves both a low-cost system configuration and a user-friendly dynamic route-guidance function by fully utilizing an enlarged road network in conjunction with traffic-regulation messages from two-way infrared beacons. In this paper, the authors first explain the design concept of the in-vehicle system. They then introduce characteristics, equipment configuration, and evaluation results. Lastly, they conclude with some useful findings and remarks on possible wider applications and future developments with respect to in-vehicle equipment using practical two-way communications.]]></description>
      <pubDate>Tue, 08 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/427046</guid>
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    <item>
      <title>IN-VEHICLE NAVIGATION WITH STANDARD PORTABLE PCS</title>
      <link>https://trid.trb.org/View/427026</link>
      <description><![CDATA[An approach to improving consumer acceptability of in-vehicle navigation systems has been developed and demonstrated. It uses a standard notebook personal computer (PC) operating under DOS and -- with a minimum of installation -- provides full-featured in-vehicle navigation, including dead reckoning and map-matching (DRAMM) as well as a heading-up-moving-map (HUMM) display. This paper addresses the background and motivation for development of this system and describes its implementation. the discussion will be useful to in-vehicle navigation system designers and users as well as other ATIS developers.]]></description>
      <pubDate>Tue, 01 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/427026</guid>
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    <item>
      <title>ELECTRONIC ON-VEHICLE PASSENGER INFORMATION DISPLAYS (VISUAL AND AUDIBLE)</title>
      <link>https://trid.trb.org/View/426100</link>
      <description><![CDATA[This TCRP Digest provides the interim results of TCRP Project A-4, "Electronic On-Vehicle Passenger Information Displays (Visual and Audible)".  The project explores ways in which transit agencies and transit users can benefit from on-board audio and visual display technologies.  The major focus of this project is on the information needs of passengers while on board transit vehicles.  This Digest summarizes passenger information needs, agency concerns, and the current and emerging display technologies.  It is organized as follows:  Introduction; Needs Assessment; Synthesis of Technologies; Conclusions; and Future Research.]]></description>
      <pubDate>Fri, 16 Jun 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/426100</guid>
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    <item>
      <title>USING GIS AS A DISPLAY AND CONTROL ENGINE FOR A TRAFFIC MANAGEMENT SYSTEM</title>
      <link>https://trid.trb.org/View/425447</link>
      <description><![CDATA[The firm ESRI has developed a prototype Traffic Management Center (TMC) graphic user interface to control highway field devices, represent actual traffic conditions, and track highway incidents. Highway field devices such as Changeable Message Signs (CMS), Closed Circuit Television Cameras (CCTV), Detector Stations, and On-ramp Meters, can be monitored and controlled through the TMC graphic interface. Dynamic Segmentation is used to symbolize traffic flow as point occurrences (for detector stations) and linear events (for specific lanes). Red, green, and yellow symbols represent congested, free-flowing, or moderate levels of traffic. Incidents, such as traffic accidents or abandoned vehicles, can be entered into the system and tracked by TMC operators. All incident information is time-stamped and logged to provide incident history.]]></description>
      <pubDate>Fri, 12 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425447</guid>
    </item>
    <item>
      <title>GUIDELINES FOR THE USE OF PORTABLE CHANGEABLE MESSAGE SIGNS</title>
      <link>https://trid.trb.org/View/411098</link>
      <description><![CDATA[A portable changeable message sign (PCMS) is a traffic control device with the flexibility to display a variety of messages to fit the needs of highway and street authorities.  These guidelines were devised to aid traffic designers, field engineers, inspectors, and others responsible for work zone traffic controls in proper and effective application of PCMS's.]]></description>
      <pubDate>Wed, 28 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411098</guid>
    </item>
    <item>
      <title>SIMULATION STUDY OF THE EFFECT OF FOUR ROUTE GUIDANCE SYSTEMS ON DRIVER DISTRACTION</title>
      <link>https://trid.trb.org/View/412666</link>
      <description><![CDATA[A series of realistic experiments have been conducted using a driving simulator developed by Hughes Aircraft Corporation, in order to examine the implications of different types of route guidance systems on driving performance. Drivers were asked to follow a predetermined route to the destination. Four types of route guidance systems were tested: (1) Paper Map, (2) Heads Down Electronic Map, (3) Heads Up Display (HUD) in combination with Heads Down Electronic Map, and (4) Voice Guidance in combination with Heads Down Electronic Map. Among the findings are: (1) Subjective workload, user perceptions and number of errors all indicated that the voice guidance/electronic map combination performed the best, and the paper map was the worst. (2) The reaction time modeling yielded slightly different device performance depending on the event being reacted to. In general, the paper map was associated with largest reaction times.]]></description>
      <pubDate>Thu, 01 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/412666</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A GENERALIZED ONBOARD RESPONSE MONITORING SYSTEM. PHASE 1; FINAL REPT</title>
      <link>https://trid.trb.org/View/406197</link>
      <description><![CDATA[Design specifications for a standard Ship Response Monitor (SRM) are developed on the basis of an analysis of performance requirements. Issues addressed in the analysis of performance requirements include major and optional system functions, sensors and interfacing, packaging, displays and controls, and selection of an appropriate controller. Cost implications for the options reviewed are discussed and recommendations for the basic SRM are developed. It is concluded that to insure acceptance by operating companies, the SRM should be designed as a single function bridge instrument which can be purchased and installed for between $30,000 and $40,000. Based on these conclusions a design is developed and specifications are given for the unit to be evaluated during Phase II of the project. The recommended design consists of standard industrial measurement and control hardware operating under control of software written in a high level language.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406197</guid>
    </item>
    <item>
      <title>THE DEVELOPMENT OF A NEW NAVIGATION SYSTEM WITH BEACON RECEIVER</title>
      <link>https://trid.trb.org/View/369995</link>
      <description><![CDATA[This paper describes the construction, functions and operation of the beacon-compatible navigation system, which is sold in Japan under the product name Multi-AV System. This system uses the location information broadcast by the roadside beacons to support a vehicle navigation function. When a vehicle receives the signal transmitted by a beacon, the on-board display unit presents road and traffic information broadcast by the beacon is used to automatically correct the vehicle location found by an independent dead-reckoning system.]]></description>
      <pubDate>Wed, 28 Apr 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369995</guid>
    </item>
    <item>
      <title>TECHNOLOGY CONSIDERATIONS FOR A FAULT-TOLERANT, WINDOWED VIDEO COMPUTER CONTROL SYSTEM FOR FAST-RESPONSE INCIDENT MANAGEMENT</title>
      <link>https://trid.trb.org/View/370151</link>
      <description><![CDATA[A reliable detection and control mechanism is required to restrict the zero-flow condition to the immediate upstream location of traffic incidents, facilitating access to the incident by emergency vehicles and enabling a more rapid dispersing of the shorter queue as soon as the incident has been cleared. Such a mechanism will involve driver-notification, traffic diversion control, and emergency support systems notification within seconds of the incident. This paper describes the principal components of a comprehensive, first-generation rapid-detection-and-control system for incident management.]]></description>
      <pubDate>Thu, 01 Apr 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370151</guid>
    </item>
    <item>
      <title>SUPPLEMENTAL ELECTRONIC IN-CAB TRUCK DISPLAYS: AN INVENTORY OF DEVICES AND APPROACHES TO THEIR EVALUATION. FINAL REPORT</title>
      <link>https://trid.trb.org/View/312362</link>
      <description><![CDATA[Today's medium-heavy truck driver, in many situations, operates under a heavy visual and attention workload.  The driver's primary task is to maneuver his vehicle safely to its destination--a task which requires, at times, virtually uninterrupted visual monitoring of the roadway and relevant traffic events.  Over the past few years there has been significant growth in the availability and use of supplemental electronic display devices.  Most are clearly of benefit to drivers or fleet operators by virtue of their enhancement of operating efficiency, lower operating cost, driver control and maintenance scheduling, to list but a few.  The inherent complexity of the driver-user/device interface, however, may be such that use of such devices during driving will decrease safety by increasing crash involvement, since they compete with the primary task of continuous roadway monitoring.  A study was undertaken to 1) inventory current and near-term electronic supplemental in-cab displays, 2) estimate their use in the 1990s by truck type, and 3) identify alternative strategies for their evaluation relative to their compatibility with safe truck operation.  Over 50 supplemental in-cab devices were identified and described and are classified under the following headings:  Single/Integrated Display Systems; Vehicle Information Systems; Vehicle Navigation Systems; Vehicle Positioning Systems; Text Communication Systems; and Vehicle Safety Systems.  Visual, motor and cognitive processing demand on the driver/user was estimated.  A preliminary examination indicates that many devices impose a very heavy demand on the user and are designed to be used during driving, a situation which clearly will lead to decreased truck safety.  The anticipated proliferation of such devices will no doubt lead to a broad highway safety problem.  Short and long range objectives and safety evaluation strategies are outlined and a plan for research to describe and quantify current truck driver workload, fundamental to any subsequent safety evaluation, is presented.]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/312362</guid>
    </item>
    <item>
      <title>MORE ELECTRONICS IN DETROIT'S 1985 MODELS</title>
      <link>https://trid.trb.org/View/215773</link>
      <description><![CDATA[After years of experience with electronic devices and systems in cars, automobile manufacturers are moving toward a more mature, integrated-systems approach to design.  In some 1985 cars microprocessors communicate with each other, sharing input data, to provide more precise control of car functions.  Single instruments are programmed to give multiple readouts.  And instruments, on-board diagnostics, and navigational systems are designed to share one overall display.  The paper reviews the innovations in 1985 cars giving particular attention to systems integration, travel aid systems, improved diagnostics aid servicing, engine control, load leveling suspensions, advanced displays, and new electronic antilock braking systems.]]></description>
      <pubDate>Mon, 31 Mar 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/215773</guid>
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