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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>Performance degrades less under increased workload with the addition of speech control in a dynamic environment</title>
      <link>https://trid.trb.org/View/1860490</link>
      <description><![CDATA[This research empirically evaluates the introduction of speech to existing keyboard and mouse input modalities in an application used to control aircraft in a simulated, complex and dynamic environment. Task performance and task performance degradation are assessed for three levels of workload. Previous studies have evaluated task performance using these modalities however, only a couple have evaluated task performance under varying workload. Even though speech is a common addition to modern control interfaces, the effect of varying workload on this combination of control modalities has not yet been reported. Thirty-six participants commanded simulated aircraft through generated obstacle courses to reach a Combat Air Patrol (CAP) point while also responding to a secondary task. There were nine conditions that varied the control modality (Keyboard and Mouse (KM), Voice (V), and Keyboard, Mouse and Voice (KMV)), and workload by varying the number of aircraft being controlled (low, medium and high). Results showed that KM outperformed KMV and V for the low and medium workload levels. However, task performance with KMV was found to degrade the least as workload increased. KMV and KM were found to enable significantly more correct responses to the secondary task which was delivered aurally. Participants reported a preference for the combined modalities (KMV), self-assessing that KMV most reduced their workload. This research suggests that the addition of a speech interface to existing keyboard and mouse modalities, for control of aircraft in a simulation, may help manage cognitive load and may assist in controlling more aircraft under higher workloads.]]></description>
      <pubDate>Fri, 23 Jul 2021 15:23:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1860490</guid>
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    <item>
      <title>Comparison of Cycling Behavior between Keyboard-Controlled and Instrumented Bicycle Experiments in Virtual Reality</title>
      <link>https://trid.trb.org/View/1714495</link>
      <description><![CDATA[The use of virtual reality (VR) in transport research offers the opportunity to collect behavioral data in a controlled dynamic setting. VR settings are useful in the context of hypothetical situations in which real-world data does not exist or in situations which involve risk and safety issues making real-world data collection infeasible. Nevertheless, VR studies can contribute to transport-related research only if the behavior elicited in a virtual environment closely resembles real-world behavior. Importantly, as VR is a relatively new research tool, the best-practice with regards to the experimental design is still to be established. In this paper, we contribute to a better understanding of the implications of the choice of the experimental setup by comparing cycling behavior in VR between two groups of participants in similar immersive scenarios, the first group controlling the maneuvers using a keyboard and the other group riding an instrumented bicycle. We critically compare the speed, acceleration, braking and head movements of the participants in the two experiments. We also collect electroencephalography (EEG) data to compare the alpha wave amplitudes and assess the engagement levels of participants in the two settings. The results demonstrate the ability of VR to elicit behavioral patterns in line with those observed in the real-world and indicate the importance of the experimental design in a VR environment beyond the choice of audio-visual stimuli. The findings will be useful for researchers in designing the experimental setup of VR for behavioral data collection.]]></description>
      <pubDate>Wed, 17 Jun 2020 10:23:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1714495</guid>
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    <item>
      <title>Training Simulation Systems for Train Traffic Controllers</title>
      <link>https://trid.trb.org/View/798435</link>
      <description><![CDATA[Training European railway traffic controllers and signalers in countermeasures to compensate for possible disruptions in the signaling system is the emphasis of this article. In general, the article discusses relay interlocking simulators and their capability to reproduce control areas on a monitor, including the original control desk, electronic interlockings, and centralized control systems (exactly duplicating workspaces down to the computer keyboard, mouse, tablet and monitors). In particular, the author closely examines the use of the 'Best' operations and interlocking simulation system, a relay interlockings simulator developed by Germany's Vossloh Information Technologies (Vossloh IT) that is now in use throughout Europe. Vossloh IT's Best simulation, which also replicates safety and traffic control systems, is designed to offer training that increases staff confidence in maintaining the safe operation of rail traffic in situations where unexpected incidents might occur. The article also explores the development of interlocking simulation from its introduction by German Rail (DB) in 1996.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:32:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/798435</guid>
    </item>
    <item>
      <title>TRANSPORT AIRCRAFT COCKPIT STANDARDIZATION (FEDERAL AVIATION REGULATIONS PART 25)</title>
      <link>https://trid.trb.org/View/171702</link>
      <description><![CDATA[The present status of transport aircraft cockpit standardization was evaluated by examination of regulations and other design practice documents and by interviews with airline pilots and engineers. Flight critical areas most in need of increased standardization were identified as (1) primary flight guidance instrumentation and (2) pilot input keyboards. Additional areas proposed for further industry consultation, possibly leading to further standardization at a future date, include flap, slat, and leading-edge device control and display systems; indicated airspeed (IAS)-Mach indicators; powerplant instrumentation; and electric and hydraulic power diagrams, displays, and controls. The continued use of a mixed metric and English unit measurement plan in both United States and foreign manufactured aircraft is noted, and the incidence of pilot dual qualifications and the need for criteria for digital system software certification are also discussed.]]></description>
      <pubDate>Sun, 30 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171702</guid>
    </item>
    <item>
      <title>THE RELATIONSHIP AMONG EYE MOVEMENTS, HEAD MOVEMENTS AND MANUAL RESPONSES IN A SIMULATED AIR TRAFFIC CONTROL TASK</title>
      <link>https://trid.trb.org/View/724630</link>
      <description><![CDATA[Scanning behavior can be a contributing factor in air traffic controller performance. An investigation was initiated to identify how alterations in various gaze measures could serve as indices of changes in alertness. As part of that larger investigation, a subset of the complete data base was used to investigate the nature of changes in eye and head movements within a session, between days, and among event types. Ten subjects were chosen for their propensity to make head movements when shifting gaze from the computer remote terminal display to the keypad for a manual response.  The task consisted of 4 types of infrequently occurring events for which manual responses were required: Unidentified Aircraft, Loss of Altitude, Conflict (2 aircraft at the same altitude flying toward each other), No Conflict (2 aircraft at the same altitude flying away from each other). The dependent measures were: eye movement latency, head movement latency, and the eye movement following the manual response that returned the eye to the visual display (return saccades). Eye and head movement latencies were measured from the manual response. Results found that there were no significant eye-head movement differences among the event types. The relationship between the initiation of head movements and the initiation of eye movements appears to be a stable characteristic of the individual; it was consistent between days, as well as within the session. Return saccades were task dependent; events requiring 2 manual responses showed different return saccade patterns. The return saccade associated with the first response occurred prior to making the manual response, whereas the return saccade associated with the second response occurred after the manual response.]]></description>
      <pubDate>Wed, 30 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/724630</guid>
    </item>
    <item>
      <title>THE EFFECTS OF PREVIOUS COMPUTER EXPERIENCE ON AIR TRAFFIC-SELECTION AND TRAINING (AT-SAT) TEST PERFORMANCE</title>
      <link>https://trid.trb.org/View/719397</link>
      <description><![CDATA[Many tests, including selection tests, that have traditionally been administered in paper-and-pencil format are now administered on a computer workstation. One disadvantage of computerized tests is the inadvertent measurement of extraneous abilities related to prior experience with a computer keyboard or mouse. This study examines the relationship between computer experience and test performance using a computerized selection test. Specifically, some computerized tests present items that have been adapted to the computer and require the examinee to use the keyboard to select a response to the questions. Another type of test takes the form of dynamic virtual scenarios or simulations. These may resemble a computer game and often require extensive use of both a mouse and a keyboard. The two main objectives of this study are: to determine if examinees with more computer experience perform better than examinees with less computer experience, and to determine if the relationship between computer experience and computerized test performance remains consistent, regardless of the type of test being presented in the computerized format. A total of 96 people participated in the study. Computer experience was measured using the Computer Use and Experience Questionnaire. The personnel selection test used was the Air Traffic-Selection and Training (AT-SAT) test. The relationship between computer experience and performance on the computerized selection test was investigated using Pearson's product-moment correlations and hierarchical multiple regression. MANOVA and t-tests were also used to identify group differences on the dependent variables. Education was most predictive of AT-SAT performance, and people with more computer experience received higher composite AT-SAT scores.]]></description>
      <pubDate>Sun, 11 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/719397</guid>
    </item>
    <item>
      <title>FHWA EXPERIMENTS WITH TMCS</title>
      <link>https://trid.trb.org/View/542098</link>
      <description><![CDATA[Hundreds of remote closed-circuit televisions are expected to be used in future traffic management centers (TMCs) for monitoring the roadway system.  Federal Highway Administration researchers conducted a series of three experiments to evaluate the existing and proposed approaches for selecting and controlling arrays of remote cameras.  Operators of these TMCs will have to quickly select appropriate cameras and control their pointing angles, zoom ratio, and focus.  Researchers evaluated four basic interface concepts in their experiments:  joystick, keyboard, mouse, and touchscreen.  It was concluded that a hybrid approach, in which the camera automatically moves to an approximate position and the operator manually centers the camera on the point of interest, was strongly preferred.]]></description>
      <pubDate>Wed, 09 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542098</guid>
    </item>
    <item>
      <title>USER PERFORMANCE ON TYPING TASKS INVOLVING REDUCED-SIZE, TOUCH SCREEN KEYBOARDS</title>
      <link>https://trid.trb.org/View/342134</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 31 Jan 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/342134</guid>
    </item>
    <item>
      <title>INSTRUCTION BOOK, KEYBOARD UNIT P N 401-36735 PART OF FLIGHT SERVICE AUTOMATION SYSTEM</title>
      <link>https://trid.trb.org/View/233732</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sat, 31 Jan 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/233732</guid>
    </item>
    <item>
      <title>EVALUATION OF ALTERNATIVE ALPHANUMERIC KEYING LOGICS</title>
      <link>https://trid.trb.org/View/194263</link>
      <description><![CDATA[Four keying logics for the entry of alphanumeric characters were evaluated.  Selection of the logics was based on their compatibility with current keyboard designs used in the pilot-aircraft interface, which involves communications, navigation, and other aircraft subsystems.  subjects in each of four groups learned one of the logics and their performance was recorded on an alphanumeric keying task. Performance measures were keying speed and keying accuracy for alphabetic characters, numeric characters, character strings, and total list.  Keying time for a keying logic that used 36 individual keys for each alphabetic and numeric character was significantly superior to other logics that used push-button telephone-type keyboards.  Subjects were equally accurate on all logics.]]></description>
      <pubDate>Sat, 30 Jul 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194263</guid>
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