<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>Self-perceptions of driving safety while hungover: seminaturalistic randomised controlled trial</title>
      <link>https://trid.trb.org/View/2509283</link>
      <description><![CDATA[Alcohol hangover is one of the most common mental states on the road resulting from recreational use of a pharmacological agent. Hangovers are associated with not just the classic hangover symptoms and experiences, but also impairments across cognitive domains. We tested the effect of a hangover on subjective perceptions of driving safety as a prelude to better understanding the impact of hangover on driving safety and risk. 29 participants were recruited in a semi-naturalistic randomised cross-over trial of previous-day drinking (hangover state) versus control (previous-day sobriety). Subjective perceptions of on-road driving skills and safety were assessed using visual analogue scales. When participants were “hungover”, they estimated a higher crash risk, but not a lower level of safety. We failed to find an effect on self-rated driving skill or the prediction of traffic conflicts (i.e., hazard perception skill). These perceptions will be followed-up with more objective measures of hazard perception skill.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509283</guid>
    </item>
    <item>
      <title>Predicting hazard perception expertise through machine learning</title>
      <link>https://trid.trb.org/View/2431457</link>
      <description><![CDATA[Young novice drivers continue to be overrepresented in crash statistics around the world (OECD, 2019). Hazard perception tests are a key tool used to distinguish between novice and experienced drivers and assessing whether drivers have the necessary competencies to drive safely. The present research aimed to develop a proof of concept to determine the utility of machine learning algorithms in distinguishing between novice and experienced drivers based on eye movement data. Groups of older, experienced drivers as well as younger, novice drivers were asked to watch a 10- minute video clip and their eye movement behaviours were recorded. Results revealed that machine learning algorithms could successfully distinguish between novice and experienced drivers with an accuracy of 71%, with further analysis suggesting that significantly greater accuracies can be achieved. The results hold promise as a potential new Hazard Perception Test (HPT) methodology to objectively assess whether drivers have the necessary visual scanning skills of experienced, more safe drivers, to detect emerging hazards.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:48:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431457</guid>
    </item>
    <item>
      <title>The impact of acute alcohol intoxication on hazard perception performance</title>
      <link>https://trid.trb.org/View/2431423</link>
      <description><![CDATA[Acute alcohol intoxication and deficient hazard perception skill have been independently implicated in road crashes. However, few studies have examined the extent to which different levels of alcohol intoxication affect hazard perception skill, particularly among young and novice drivers, who are a high crash-risk cohort. The effects of alcohol dosage on hazard perception can serve as a reference when assessing the effects of other psychoactive substances on driving-related skills. This study will recruit young drivers (aged 20–24 years) with an open Queensland driver’s licence to participate in a placebo-controlled double-blind, within-subjects experiment. Participants will be asked to attend three separate sessions and consume alcohol to produce three target blood alcohol concentration (BAC) conditions: 0.00 percent (placebo), 0.05 percent, and 0.08 percent. Ethics approval has been granted and data collection has commenced.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:47:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431423</guid>
    </item>
    <item>
      <title>Photoluminescent linemarking and LED tactile ground surface indicator evaluation</title>
      <link>https://trid.trb.org/View/2431413</link>
      <description><![CDATA[The Victorian Department of Transport and Planning (DTP) has commissioned the development and implementation of an innovative delineation trial as part of its Road Safety Program. The trial deploys two unconventional treatments, namely photoluminescent (PL) on-road linemarking and LED tactile ground surface indicator (TGSI) paving. These types of delineation aim to reduce crash likelihood and severity, particularly on curves and at intersections and especially at night, mainly by producing safer speed profiles and improved driver and pedestrian visibility and awareness of hazards. Real Time Traffic is leading the evaluation of the trial to inform DTP whether to support further application of these novel products if proven successful or to remove the treatments if deemed unsuccessful. We do so by assessing various aspects such as vehicle speed, lane positioning, intersection conflict analysis, pedestrian crossing compliance, pedestian positioning, and community acceptance.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:47:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431413</guid>
    </item>
    <item>
      <title>A conceptual approach towards the evaluation of the vulnerability of urban railway network infrastructure by analysing railway accident reports</title>
      <link>https://trid.trb.org/View/2239934</link>
      <description><![CDATA[Railway transportation plays an essential role in the functioning of society, economy, and environment. As part of a complex multi-modal urban transport network, railway transportation serves as the backbone by handling a massive volume of passengers combined with efficient land use and accessibility. However, the urban transport network can be degraded significantly once the railway system experiences disruption, resulting in significant impact. The motivation of this paper is to evaluate and improve our understanding of the vulnerability of urban railway networks through introducing state-of-the-art techniques to analyse railway accident reports and extract critical insights to meet the needs of the railway industry. Specifically, the scope encompasses the interactions between hazards, rail accident investigation bodies, and the operators. The hazards are the core components within an accident, and the specific combination of hazards will be the trigger of an actual accident (Rausand, 2013). This study analyses the output from the independent railway accident investigation bodies on the basis of interest in improving railway safety. The reports written by independent railway accident investigation bodies contain a large amount of information, such as railway operators involved, the sequences of the events, the cause-effect analysis, and the recommendations. This content enables us to not only identify the underlying pattern of railway accidents, but also identify the way that hazards contribute to the vulnerability of railway networks]]></description>
      <pubDate>Wed, 06 Sep 2023 14:05:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239934</guid>
    </item>
    <item>
      <title>Advanced driver assistance systems: practical driver testing guideline</title>
      <link>https://trid.trb.org/View/2112879</link>
      <description><![CDATA[This Guideline describes common Advanced Driver Assistance Systems (ADAS) functions and their operational characteristics, including their limitations, and the conditions under which they may be allowed during on-road driver testing. The Guideline has been designed to help licensing regulators and driver assessors respond to the increased presence of ADAS in the vehicle fleet. It may also be of use to learner drivers and people supervising driving practice such as parents and driver instructors. Given that ADAS functions cannot be disabled, they present a new and unique challenges for on-road driver testing. Whatever ADAS are in operation during testing, drivers must still demonstrate, and examiners must still assess, the ability to operate a vehicle safely and show a maintained awareness of other road users and hazards in the road environment. This Guideline focuses on ADAS functions classified by the Society of Automotive Engineers (SAE) as levels 0, 1 and 2. While self-driving or fully automated vehicles may have some ADAS functions, systems classified by SAE as Levels 3, 4 or 5 are not addressed. While the Guideline has been designed to achieve the greatest level of national harmonisation, some jurisdictions may choose to implement driver testing processes that vary from those recommended in this Guideline.]]></description>
      <pubDate>Mon, 06 Feb 2023 15:41:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2112879</guid>
    </item>
    <item>
      <title>The role of hazard perception in speed choice</title>
      <link>https://trid.trb.org/View/2035916</link>
      <description><![CDATA[It is a fact that drivers’ poor speed choices play a significant role in crashes, leading to many fatalities and injuries worldwide. Young novice drivers are about twice as likely to be killed in a speed-related crash than older, more experienced drivers. We also know that novice drivers’ hazard perception is often poor and predictive of crash likelihood yet its relationship to their speed choices is virtually unknown. This thesis aimed to fill this critical gap. In summary, this thesis revealed several significant new findings and insights, leading to a much better understanding of the underlying factors influencing speed choices of novice and experienced drivers. More efficient hazard perception was clearly related to choices of slower speed when hazards were presented within the speed choice trials, possibly mediated by visual search behaviour. There was strong evidence of a causal relationship when road commentary improved hazard perception and caused drivers to select slower speeds, directly influencing speed choices. Future research could investigate the potential for hazard perception to reduce speed choice in real-world traffic situations, especially for young novice drivers. The knowledge that improving hazard perception can influence safer speed choices is of great value for future road safety initiatives. Such research may be instrumental in the quest to decrease the number of speed-related crashes both in New Zealand and around the world.]]></description>
      <pubDate>Thu, 06 Oct 2022 13:55:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2035916</guid>
    </item>
    <item>
      <title>The effectiveness of advanced driver training</title>
      <link>https://trid.trb.org/View/1909665</link>
      <description><![CDATA[Advanced driver training courses are designed to teach skills that can improve vehicle handling and hazard perception, which could theoretically reduce crash risk. In the current New Zealand graduated driver licensing system, Class 1 (car) licence holders can obtain their full licence earlier if they complete an approved driver training course. However, a recent evaluation revealed that crash rates were not significantly different between untrained drivers and trained drivers who accepted the time discount. This raised the question of whether current courses are appropriate, and whether there are more appropriate approaches that could be adopted for improving novice driver safety. The current study involved a systematic review of the driver training literature to identify successful and unsuccessful approaches internationally. The review identified 82 relevant documents reporting a diverse range of programmes for novice drivers, which mainly focused on improving vehicle skills handling, reducing overconfidence, and/or developing hazard perception and situation awareness skills. Time discount policies have been used in some overseas jurisdictions, and even in the absence of explicit time discounts, driver training has often led to earlier licensure (eg, because the young driver feels better prepared to apply for their licence sooner). Research has consistently indicated driver training has a neutral or even negative effect on safety if it results in earlier licensure, with nearly all experts recommending against time discounts. Hazard perception training shows promise, but has predominantly been evaluated in small-scale, short-term experimental studies, so it is unclear if the benefits would transfer to real-world driving in the long term. Based on the review, we recommend that the current policy of providing a time discount for driver training should be discontinued. The poor quality of most driver training studies makes it difficult to identify best practice, as most evaluated programmes have substantial limitations, but we suggest some guidelines for future programmes.]]></description>
      <pubDate>Mon, 07 Feb 2022 14:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1909665</guid>
    </item>
    <item>
      <title>A comparison of virtual reality and non-virtual reality approaches to hazard perception training and testing: does a 360-degree environment provide tangible benefits?</title>
      <link>https://trid.trb.org/View/1883756</link>
      <description><![CDATA[Using virtual reality (VR) headsets in driver hazard perception is just as good as, and in some conditions better than, single screen tests at differentiating between safe and less-safe drivers, with drivers preferring the immersive experience of VR, according to a series of studies for the RAC Foundation by Nottingham Trent University (NTU). Hazard perception skills are traditionally assessed via clips of driving, viewed from the driver’s perspective, which contain one or more developing hazards. Viewers’ response times to the appearance of hazards are used as a measure of their driving safety, with highly experienced drivers, or drivers with a crash-free history, typically making faster responses. Using a ‘what happens next?’ method of hazard identification, psychologists explored how both new and experienced drivers reacted when using a VR headset. The 360-degree view of potential hazards gave participants the opportunity to look all around them, such as into side roads as they pass, or to check side mirrors and blind spots for other road users. The six-part study, commissioned and funded by the RAC Foundation together with the Road Safety Trust and the DVSA, involved more than 400 participants, with drivers reporting that the VR experience was more engaging, immersive and realistic than a single monitor test on average. They also preferred real video of roads to a CGI simulation, rating them higher for clarity and visual complexity on average The research team also analysed the levels of cybersickness among participants, finding levels very low with only 4% of participants removed from studies due to sickness, despite the screen regularly cutting to black between hazards, which can prompt nausea.]]></description>
      <pubDate>Thu, 07 Oct 2021 16:25:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1883756</guid>
    </item>
    <item>
      <title>Hazard warning systems to improve young distracted drivers’ hazard perception skills</title>
      <link>https://trid.trb.org/View/1703298</link>
      <description><![CDATA[Texting while driving has been shown to impair driving performance with the greatest probability of leading to an accident. This is a great concern with young and inexperienced drivers, who are reported to be the most prolific users of texting while driving and are disproportionately involved in car crashes as compared to their experienced and older counterparts. Hazard Warning Systems (HWSs) have been researched to reduce distracted driving and improve driving performance. The first purpose of this study is to showcase a game-based, multi-player, online simulated training (GMOST) application with an integrated HWS. The second is to examine whether such an HWS integrated into the GMOST improves young and inexperienced drivers’ hazard perception skills, as measured by hazard reaction time (HRT) and horizontal road scanning (HS). A total of 22 high school students from a private school participated in this study. To determine the effects of HWS, a 2 × 2 ANOVA and a 2 × 2 MANOVA were run. The results of this study suggest that the GMOST with integrated HWS leads to earlier detection and reaction to hazards as well as wider HS by novice drivers. Therefore, this study reports that HWSs improve novice distracted drivers’ hazard perception skills. Accordingly, a wide-spread use of the GMOST-like training applications by novice drivers would be a proactive approach to lower accident rates caused by texting while driving.]]></description>
      <pubDate>Tue, 28 Apr 2020 11:55:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703298</guid>
    </item>
    <item>
      <title>Young passengers becoming young co-drivers to improve road safety: SAFER-Passengers</title>
      <link>https://trid.trb.org/View/1603460</link>
      <description><![CDATA[The pervasive problem of young driver road safety has led to a plethora of interventions targeting the driver, some of which are designed to build the situation awareness skills (SAS) – including hazard perception, comprehension, and projection skills – of these inexperienced drivers (e.g., SAFER, Scott-Parker, 2017). Crash data reveals however that adolescent passengers can increase crash risk, and that adolescent passengers are fatally-injured in young driver crashes. SAFER-Passengers broadly addresses adolescent road safety by developing SAS in the young ‘co-driver’ (not ‘passive passenger’), and building the self-efficacy of the adolescent. Results of the SAFER-Passengers randomised controlled trial will be presented.]]></description>
      <pubDate>Thu, 02 May 2019 14:20:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1603460</guid>
    </item>
    <item>
      <title>The redevelopment of DriveSmart: a new life for an evidence-based approach to online learner driver training</title>
      <link>https://trid.trb.org/View/1603442</link>
      <description><![CDATA[It is well known that novice drivers are consistently overrepresented in road trauma. In order to improve learner drivers’ hazard perception, safe response and attentional control skills, the DriveSmart program was originally developed and tested with two main aspects: scenario video-based exercises and attentional control training. While the original learning framework is still considered to be valid, key issues relating to the age of the program prompted a need for substantial redevelopment. Scripting, filming and post production of new video-based scenarios was completed in 2017 with the redeveloped DriveSmart website expected for public launch in June 2018.]]></description>
      <pubDate>Thu, 02 May 2019 14:20:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1603442</guid>
    </item>
    <item>
      <title>Technology and driver education for Indigenous Australians</title>
      <link>https://trid.trb.org/View/1603436</link>
      <description><![CDATA[Multiple barriers have been identified that prevent some Indigenous Australians from obtaining a licence. A scoping review of the literature was conducted to identify interventions that are used to address these barriers. Limited research was identified, none of which assessed the suitability of technological interventions such as PC-based training or driving simulators. Following this, Indigenous community members in regional Queensland were consulted to gain insight into the appropriateness and perceived usefulness of a PC-based hazard perception training intervention. Diverse experiences of drivers and differing preferences to delivery mode and content highlight the importance of driver education interventions to be flexible.]]></description>
      <pubDate>Thu, 02 May 2019 14:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1603436</guid>
    </item>
    <item>
      <title>Multi-player online simulated driving game to improve hazard perception</title>
      <link>https://trid.trb.org/View/1595384</link>
      <description><![CDATA[Young and inexperienced drivers are disproportionately involved in all car crashes. Although programs such as graduated driver licensing have reduced the fatality rates, they still remain unacceptably high for novice drivers as compared to older and experienced drivers. One of the most critical skills related to accident avoidance is the detection, recognition and reaction to traffic hazards, called hazard perception. There have been numerous attempts to improve novice drivers’ hazard perception skills through computer-based simulation programs. However, none of them had multi-user capability incorporating video commentaries by experts adapted to drivers’ mistakes except for a game-based, multi-user, online, simulated training (GMOST) program (Arslanyilmaz, Stillman, and Costello, 2014) developed to examine the effect of GMOST on hazard perception skills. In this pilot study, sample size was too small and duration of the experiment was too short for a significant result (Arslanyilmaz et al., 2014). In addition, the effects of video commentaries were not investigated. The first objective of this study is to showcase an improved version of GMOST. The second objective is to measure the effectiveness GMOST has on young drivers’ hazard perception skills, specifically on their ability to detect and respond to hazards as well as scanning the roads for potential hazards. The third objective is to examine the effects of video commentaries on hazard perception skills. The fourth objective is to explore and identify hazard types that are more affected by video commentaries, leading to better hazard perception skills.]]></description>
      <pubDate>Tue, 02 Apr 2019 14:58:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595384</guid>
    </item>
    <item>
      <title>The effects of auditory satellite navigation instructions and visual blur on road hazard perception</title>
      <link>https://trid.trb.org/View/1583614</link>
      <description><![CDATA[The distracting effects of mobile telephone use while driving are well known, however the effects of other sources of distraction, such as auditory navigation devices, are less well understood. Whether the effects of auditory distraction might interact with other sensory impairments, such as vision impairment, is of interest given that visual impairment is relatively common within the population, particularly as a result of uncorrected refractive error. In this experiment, 20 current drivers (mean age of 29.4 ± 3.2 years), binocularly viewed video recordings of traffic scenes presented as part of the Hazard Perception Test and responded to potential hazards within the traffic scenes. Half of the presented scenes included auditory navigation instructions as an auditory distractor. Additionally, some of the scenes were viewed through optical lenses to induce different levels of refractive blur (+0.50 DS, +1.00 DS and +2.00 DS). Hazard perception response times increased significantly (p < 0.05) with increasing blur. Participants were significantly slower in reacting to hazards for the +1.00 DS and +2.00 DS blur conditions compared to the control condition (with no blur). There was also a significant increase in response times to hazards in the presence of the auditory navigation instructions. The combined effect of blur and auditory instructions was additive, with the worst performance being in the presence of both blur and auditory instructions. These results suggest that the delivery of auditory navigation guidance for those with visual impairments, such as blur, which are relatively common in the population, should be further investigated.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:14:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1583614</guid>
    </item>
  </channel>
</rss>