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    <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" />
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    <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>
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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>Neurophysiological Measures to Detect Spatial Disorientation</title>
      <link>https://trid.trb.org/View/2685715</link>
      <description><![CDATA[Maintaining spatial orientation in flight remains a critical aspect of aviation safety. Monitoring an aviator’s neurophysiological patterns may provide insight and opportunity to mitigate loss of spatial orientation. However, few studies have examined the utility of such measures. The purpose of the current study was to conduct a scoping review to document the research activities that have examined neurophysiological measures in relation to spatial orientation. Four databases were searched for literature using neurophysiological measures in studies assessing disorientation. The initial search yielded 110,135 articles. After removing duplicates and articles not meeting criteria, nine articles were reviewed. One of the nine articles used an aviation-relevant task. From the nine articles, evidence suggested roles of the parietal and frontal lobes maintaining orientation. Regarding the aviation-relevant task, the frontal lobe was supported for its involvement in the experience of unidentified spatial disorientation. Across all, the frontal lobe was consistently implicated (support from six studies) for its role in orientation. However, the studies differed in neurophysiological measures and outcomes evaluated. Electroencephalography emerged as a potential candidate for detecting disorientation, with six studies using it as the neurophysiological measurement device. Although the literature is limited on aviation-relevant tasks, there is strong support for activation patterns in the parietal and frontal lobes for orientation. This provides a starting point for experimental studies to further capture what patterns can be detected from neurophysiology when disorientation is experienced. Further research on aviation applications and using consistent measures is needed to further develop this area of research.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:23:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685715</guid>
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    <item>
      <title>Neuro-aware journeys: The lived experiences of autistic adults and caregivers in Swedish public transport</title>
      <link>https://trid.trb.org/View/2676354</link>
      <description><![CDATA[Urban mobility is a key mechanism through which the autistic community asserts their right to the city, more broadly representing the neurodiversity movement’s struggle for spatial justice. While public transport plays a critical role in facilitating mobility for the autistic community, limited research has examined their perspectives on how physical and social environmental factors shape their experiences and functioning in urban environments. This study aimed to examine the lived experience of autistic individuals and their caregivers in navigating public transport through the lens of the International Classification of Functioning, Disability and Health (ICF). Employing an abductive approach, combining both inductive and deductive coding (guided by the ICF), analysis of semi-structured interviews conducted with 17 participants in Sweden identified four key themes: sensory overload, unpredictability, socio-spatial constraints, and inadequate support policies and public awareness. Findings underscore the role of environmental factors in shaping autistic individuals’ experience of accessing public transport. Importantly, findings highlight that despite growing recognition of the unique challenges faced by the autistic community in accessing public transport, this awareness is yet to translate into meaningful action and public policy. Importantly, there is a need for policies that move beyond physical accessibility, incorporating neuro-aware strategies, enhancing both the cognitive and sensory accessibility of public transport.]]></description>
      <pubDate>Tue, 24 Mar 2026 16:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676354</guid>
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    <item>
      <title>Improving Driving Performance in Difficult Driving Scenarios Using Personalized Real-Time Neurofeedback</title>
      <link>https://trid.trb.org/View/2580274</link>
      <description><![CDATA[Excessive arousal in difficult driving scenarios is a major contributor to traffic accidents. To address this issue, this study proposes a novel method that leverages personalized neurofeedback to modulate driver arousal in real-time. Firstly, by analyzing the relationship between pupil size and reaction time, the Yerkes-Dodson law was validated. Additionally, a cascade model structure was implemented to develop an EEG-based arousal decoder, achieving an arousal recognition accuracy of 74.8%. Secondly,  the real-time generic neurofeedback was demonstrated to help a driver manage over-arousal in difficult driving scenarios. Compared to both silence and sham control conditions, the generic neurofeedback significantly extended crash-free driving time. Notably, when comparing real-time neurofeedback to silence alone, the average driving duration increased by 7.95%. Finally, instead of continuous feedback in generic neurofeedback, this study proposes a Markov decision process (MDP) framework to tailor neurofeedback strategies according to individual differences in workload and arousal. Unlike the continuous generic feedback, the MDP-based approach delivers feedback intermittently. Results indicated that the MDP-based approach further improved driving performance and stabilized arousal levels. Compared to a generic neurofeedback, the MDP strategy yielded an additional 10% increase in average driving time.The findings highlight the feasibility of incorporating EEG-derived arousal states into an adaptive neurofeedback system, confirming that personalized neurofeedback helps drivers maintain optimal arousal under difficult driving conditions, ultimately reducing driving errors and promoting safer road performance.]]></description>
      <pubDate>Tue, 24 Mar 2026 13:08:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2580274</guid>
    </item>
    <item>
      <title>Behavioral and physiological responses of autistic male individuals when subjected to frustrating driving events: A driving simulator study</title>
      <link>https://trid.trb.org/View/2665730</link>
      <description><![CDATA[Research on autism and driving expanded about a decade ago, initially focusing on the risks and challenges autistic drivers face compared to non-autistic drivers. Today, researchers recognize the importance of considering both the strengths and limitations of autistic drivers, leading to a more balanced perspective and improved insights for inclusive driver education. Driving often involves frustrating events, which can lead to aggressive driving behavior and impact road safety. Little attention has been given to the impact of frustrating driving events on autistic individuals, although their driving could be impacted by emotion regulation issues (i.e., aggression or anxiety). Alternatively, compared to non-autistic individuals, they can display safer driving behavior due to rule adherence. This study aims to compare the responses of autistic and non-autistic participants when subjected to a series of frustrating simulated driving events. Behavioral (i.e., driving parameters) and physiological measures are complemented by self-reports to allow insights into underlying mechanisms of driver responses. A total of 60 male participants, mostly pre-drivers, took part in this study, 23 autistic and 37 non-autistic individuals. Findings revealed that autistic participants’ driving behavior was impacted by the frustrating events, as indicated in an increased maximum deceleration. However, they also displayed safer driving behaviors, as indicated by a higher mean following distance. Taking all driving measures and known safety cut-off values into account, the impact on traffic safety was comparable between both groups. However, autistic participants experienced higher electrodermal activity (EDA) than their non-autistic counterparts during the simulated frustrating driving events. The results together suggest that while autistic participants can cope with frustrating driving situations, they likely experience higher levels of stress. The current study provides important insights for inclusive driver education programs, which could focus on the best ways to deal with frustrating driving events. However, future studies including more licensed drivers and more challenging circumstances are warranted.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665730</guid>
    </item>
    <item>
      <title>Visual attention and driving behavior of male autistic individuals while encountering driving hazards: A driving simulator study</title>
      <link>https://trid.trb.org/View/2664104</link>
      <description><![CDATA[Hazard perception is an important aspect of driving competence that significantly contributes to road safety. Allocating sufficient visual attention to hazards and responding accordingly can help reduce the likelihood of road crashes. Although hazard perception has been investigated to some extent in autistic individuals, little attention is given to hazards for which attention has to be divided among different hazard sources. The current study assessed visual attention and driving behavior of autistic individuals to hazards, including dividing and focusing attention (DF), environmental prediction (EP), and behavioral prediction (BP) hazards. A total of 53, male participants, 19 autistic and 34 non-autistic individuals participated in the study. All participants completed a driving simulator scenario while wearing an eye-tracking system. The included eye-tracking measures were time to first fixation (TTFF), frequency count (FC), first fixation duration (FFD), and average fixation duration (AFD). The included driving measures were brake reaction time (BRT), minimum time-to-collision (minTTC), and speed change immediately before encountering the hazard. A self-reported appraisal regarding difficulty in managing hazards was also included. A series of Linear Mixed Models (LMM) were computed to assess the effects of participant group (autistic and non-autistic) and hazard types (DF, EP and BP) on the included measures. Comparisons of visual attention between autistic and non-autistic participants when responding to hazards yielded mixed results. For certain hazards, autistic participants demonstrated faster fixation (e.g., DF and BP). In contrast, for other hazards, non-autistic participants exhibited quicker fixation (e.g., EP) and longer average fixation duration (e.g., DF and EP). For some hazards, however, both groups displayed comparable levels of average fixation duration (e.g., BP). Although variations in visual attention to hazards were observed between autistic and non-autistic individuals, these differences did not manifest in driving performance metrics. This is evidenced by the absence of significant interactions between participant groups and hazard types concerning driving measures. However, autistic individuals were more likely to experience crashes involving BP hazards than non-autistic individuals. Notably, inexperienced autistic participants had a higher crash rate on BP hazards compared to non-licensed non-autistic participants. In contrast, the crash rates were comparable between licensed participants in both groups. The study may reflect that pre-driver autistic participants could benefit from hazard perception training, particularly in dealing with BP hazards.]]></description>
      <pubDate>Wed, 25 Feb 2026 08:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2664104</guid>
    </item>
    <item>
      <title>Real-time monitoring of driver cognitive states: Linking driving behavior to neural oscillations</title>
      <link>https://trid.trb.org/View/2618872</link>
      <description><![CDATA[Human error, from attentional lapses or fatigue, underlies most road crashes. Current driver-monitoring systems primarily track behavioral and ocular signals and therefore fail to capture the cognitive dynamics that precede breakdowns. This study identifies neural oscillatory markers of steering-control demands and their links to gaze and vehicle inputs for real-time monitoring. Thirty-two drivers completed a simulated highway car-following task under three visibility scenarios (sunny, rainy, foggy) and two workload levels (low vs. high overtaking demand). Continuous EEG, eye movements, and vehicle-control signals were recorded synchronously. A principal-component-derived variation metric on steering, lane position, and pedal signals segmented epochs into low- and high-variation steering events. The authors quantified frontal theta, posterior alpha, and sensorimotor beta power around each event using time–frequency analyses; eye and vehicle indices were extracted in the same windows. Low-variation events showed sustained pre-event posterior-alpha, frontal-theta and sensorimotor-beta activity, whereas high-variation segments showed rhythm suppression followed by a post-event sensorimotor-beta rebound. High-variation events showed stronger control corrections (steering deflection ≈0.02° vs. ≈0.002°; brake pulse ≈0.30 vs. ≈0.10; speed drop from ≈106 to ≈100 km/h within 1 s) and greater arousal (pupil dilation ≈ 0.1 mm). Neural-behavioral coupling was graded: larger steering deviations and braking correlated with alpha and beta suppression (ρ = −0.32 to −0.42, FDR-adjusted p < 0.05). High-variation events also increased saccade amplitude and count without altering fixation duration, indicating broadened visual sampling. These dynamics support proactive versus reactive dual-mode control and suggest that multimodal EEG-ocular-vehicle monitoring can detect error-prone driver states early.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:19:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618872</guid>
    </item>
    <item>
      <title>A novel paradigm for identifying eye-tracking metrics associated with cognitive control during driving through MEG neuroimaging</title>
      <link>https://trid.trb.org/View/2624244</link>
      <description><![CDATA[Understanding the neurocognitive underpinnings of driving behavior in adolescents is critical to improving road safety. To address this, the authors established a novel paradigm linking magnetoencephalography (MEG)-recorded frequency-specific brain activity to simulated driving performance, identifying periods of increased cognitive control. However, this initial paradigm did not incorporate eye-tracking – a potentially scalable proxy for cognitive control that could be leveraged by in-vehicle driver monitoring systems. This proof-of-concept study expands the paradigm by integrating eye-tracking to identify scanning behavior metrics associated with periods of increased cognitive control validated by MEG. Typically developing adolescents (n = 11; mean age = 15.1 ± 1.5 yrs) completed three driving tasks of varying cognitive demand, and MEG frequency specific analysis confirmed periods of high (Hi) and low (Lo) cognitive control via the established biomarker of frontal midline theta (FMT). Fixation count, fixation duration, horizontal/vertical mean gaze position, saccade amplitude, and horizontal/vertical spread of search were compared between Hi vs. Lo periods of cognitive control. Task-specific differences in fixation count (p < 0.05), mean gaze position (p < 0.01), saccade amplitude (p < 0.05), and spread of search (p < 0.01) were observed between Hi compared to Lo cognitive control periods. These differences corresponded to expected task-specific changes in scanning behavior that would accompany cognitive control over behavior, suggesting a signal that eye-tracking may serve as a proxy for underlying neurocognitive processes. This integrated approach demonstrates methodological rigor and offers a promising framework for further research and informing development of in-vehicle driver monitoring systems for detecting cognitive deficits in real time, with implications for enhancing teen driver safety.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:19:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624244</guid>
    </item>
    <item>
      <title>CogStudy Independent Review Panel Report of Recommendations</title>
      <link>https://trid.trb.org/View/2601520</link>
      <description><![CDATA[Objective: This project aimed to provide independent subject matter expertise to the Federal Aviation Administration (FAA) by evaluating alternative neurocognitive tests for aeromedical certification, including consideration of what, if any, future validation research should be performed. Methods: An Independent Review Panel (IRP) of neuropsychology and cognitive-testing experts reviewed neurocognitive test batteries and informational documents and responded to a questionnaire provided by the FAA. The panel produced a consensus report to document their findings and recommendations. The panel deliberated on data collection approaches to promote validity and reliability, and to guide a decision on best practices for utilizing the alternative neurocognitive tests. Results: The IRP provided recommendations on whether validation research should be conducted, along with caveats, implementation considerations, and conditions to support safe, evidence-based integration into aeromedical decision-making. Conclusions: The IRP findings are deliberative and intended to inform FAA aeromedical certification, balancing practical considerations with rigorous scientific standards to safeguard aviation safety.]]></description>
      <pubDate>Fri, 03 Oct 2025 11:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601520</guid>
    </item>
    <item>
      <title>Flight training-induced stage-specific reorganization of the ventral visual network in pilots: Evidence from longitudinal and cross-sectional studies</title>
      <link>https://trid.trb.org/View/2590586</link>
      <description><![CDATA[Aviation safety critically depends on pilots' visual processing abilities. Understanding the plasticity of its neural mechanisms can inform flight training optimization. This study used longitudinal and cross-sectional designs to investigate how long-term flight training affects functional reorganization within the ventral and dorsal visual networks. Multimodal MRI data were collected from 136 participants across two experiments: Experiment 1 (25 flight cadets, 24 controls) and Experiment 2 (48 pilots, 39 controls). Longitudinal analysis showed that cadets exhibited a significant decrease in ventral network clustering coefficient and local efficiency after three years of training (population x time interaction). Cross-sectional results revealed that professional pilots had reduced small-worldness and global efficiency in the ventral network, both negatively correlated with flight hours, while characteristic path length was positively correlated. No significant differences were observed in the dorsal visual network. These findings suggest that flight training induces stage-specific topological remodeling of the ventral visual network, possibly through local pruning and enhanced global integration. Moreover, the ventral network demonstrates greater sensitivity to flight-related experience than the dorsal pathway. This study advances understanding of neural adaptation in aviation and offers insights into stage-specific training strategies for optimizing pilot performance.]]></description>
      <pubDate>Wed, 17 Sep 2025 10:55:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2590586</guid>
    </item>
    <item>
      <title>Exploratory Development of Biomarkers for Neurobehavioral Performance Impairment During Sleep Loss: Comparison Across Multiple Types of Sleep Deprivation</title>
      <link>https://trid.trb.org/View/2551049</link>
      <description><![CDATA[Inter-individual variation in response to insufficient or altered timing of sleep presents a challenge for the development of personalized approaches to fatigue monitoring and mitigation. Besides health impacts, insufficient sleep can result in impaired neurobehavioral performance and pose a substantial risk of injury and even mortality in safety-critical operations such as transportation. The present study provides a detailed exploration of physiological, neurobehavioral, and gene expression changes during sleep restriction, acute total sleep deprivation, and altered timing of sleep among 59 healthy volunteer participants who completed a 10-day inpatient study. Reducing the quantity or altering the timing of sleep significantly impacts self-reported estimates of sleep duration, polysomnography-recorded sleep stages, and neurobehavioral performance test results. Impaired neurobehavioral performance was associated with transcriptomic changes in gene expression. A comparison of current and prior research on total sleep deprivation indicated that reproducible candidate gene expression biomarkers exist for at least one metric of attention, specifically, Psychomotor Vigilance Test (PVT) lapses. Candidate biomarkers of fatigue-related impairment were identified that responded to single neurobehavioral performance endpoints, as well as those that responded to multiple types or metrics of performance. Reproducible identification of biomarker candidates for PVT lapses during total sleep deprivation increases confidence in the ability to develop a molecular approach to fatigue-related impairment detection, while novel discoveries expanded the list of candidate genes to other impairment metrics. Molecular biomarkers for neurobehavioral performance impairment represent a potentially valuable tool to more precisely monitor the neurobehavioral performance deficits resulting from sleep loss, and further research and validation could one day augment fatigue risk management practices that historically emphasize scheduling and rest opportunities. The data generated from self-assessment, polysomnography, neurobehavioral performance, and molecular investigations provide a wealth of information made publicly available for further data mining and scientific advancements.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2551049</guid>
    </item>
    <item>
      <title>Independent Review Panel to Assess Criteria for Alternative Neurocognitive Tests Validation</title>
      <link>https://trid.trb.org/View/2508959</link>
      <description><![CDATA[The Office of Aerospace Medicine is developing alternative neurocognitive screening tests, partnering with three neurocognitive test developers to create derivative tests tailored to Federal Aviation Administration (FAA) requirements and supported by pilot normative data. However, the neuropsychology community of practice has expressed concerns about the need for revalidation of the derivative tests before clinical adoption. Therefore, an Independent Review Panel is required as soon as practical to evaluate the tests objectively and provide guidance on further development to ensure scientific validity, adherence to professional standards, and alignment with FAA requirements.]]></description>
      <pubDate>Wed, 12 Feb 2025 11:07:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2508959</guid>
    </item>
    <item>
      <title>Age-Friendly Transport: Traffic Safety for All</title>
      <link>https://trid.trb.org/View/2475785</link>
      <description><![CDATA[The elderly make up an increasing percentage of the European population and, with it, of the Hungarian population. Modern society is built around mobility. These two factors together lead to an increasing proportion of elderly drivers on the roads. Given the high proportion of people with chronic neurological conditions (stroke, Parkinson's disease, dementia), particular care should be taken to regularly check their fitness to drive. At present, there is no standardized, well-established protocol for the objective assessment of fitness to drive in the case of these diseases. The authors' paper discusses this matter.]]></description>
      <pubDate>Mon, 13 Jan 2025 08:59:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475785</guid>
    </item>
    <item>
      <title>The Neuro-Cognitive Approach to Urban Planning: Wayfinding Behavior Analysis and its Effect on Urban Planning</title>
      <link>https://trid.trb.org/View/2390072</link>
      <description><![CDATA[This study analyzed the urban wayfinding of people. A virtual city was designed for the study. A total of 712 people (358 men and 354 women) participated in the project. The virtual reality (VR) system allowed participants to navigate the virtual city. An electroencephalography (EEG) device was employed to measure the brain waves of participants during their wayfinding action, while eye-tracking (ET) devices were used to determine where the participants were looking. In addition, software developed for this study was used to determine the amount of time participants spent in certain parts of the city. Much more data were obtained by using different analysis techniques. In the study, the narrow streets negatively affected people's wayfinding behavior, while it was also found that the participants had difficulty finding their way around high buildings. In addition, people found wayfinding easy in wide streets. It is thought that the study will bring a different dimension to both urban design and architectural design disciplines.]]></description>
      <pubDate>Mon, 01 Jul 2024 07:21:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2390072</guid>
    </item>
    <item>
      <title>Is it safe to control the car pedal with the lower limb of the unaffected side in patients with stroke?</title>
      <link>https://trid.trb.org/View/2301381</link>
      <description><![CDATA[Few studies have examined motor function in determining the suitability of patients with stroke to resume driving a car. Patients with hemiplegia usually control car pedals with the unaffected lower limb. However, motor control on the unaffected side is also impaired in patients with stroke. This study aimed to clarify the neurophysiological characteristics of pedal switching control during emergency braking in patients with hemiplegia. The study participants consisted of 10 drivers with left hemiplegia and 10 age-matched healthy drivers. An experimental pedal was used to measure muscle activity and kinematic data during braking, triggered by the light from a light-emitting diode placed in front of the drivers. The patient group took the same reaction time as the healthy group. However, from the visual stimulus to the release of the accelerator pedal, the patient group had higher muscle activity in the tibialis anterior and rectus femoris and had faster angular velocities of hip and knee flexion than the healthy group. In addition, the patient group had higher co-contraction activities between flexors and extensors. From the accelerator pedal release to brake contact, the patient group had slower angular velocities of hip adduction, internal rotation, ankle dorsiflexion, internal return, and internal rotation than the healthy group. Patients with hemiplegia exhibited poor control of pedal switching using their unaffected side throughout the pedal-switching task. These results indicate that the safety related to car-pedal control should be carefully evaluated while deciding whether a patient can resume driving a car after a stroke.]]></description>
      <pubDate>Wed, 27 Dec 2023 10:28:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301381</guid>
    </item>
    <item>
      <title>Autism-friendly public bus transport: A personal experience-based perspective</title>
      <link>https://trid.trb.org/View/2208712</link>
      <description><![CDATA[This article reports on a study that gathering responses from people with autism about issues they deal with when traveling by public bus, with the goal of making public transit more autism-friendly. The study included semi-structured interviews with 17 autistic individuals about their experiences riding the bus.  Participants were between 18 and 34 years old, able to take public transit independently, had no additional physical or intellectual disability, and lived in Flanders, Belgium.   The authors report on three main categories that emerged from the results: creating predictability (in the bus stop, the passenger seats, the ticketing system, and the information boards); limiting sensory stimuli (space at bus stops, new vs older buses); and open and accessible communication. Participants also described coping strategies that they used for stressful or uncomfortable situations while using public bus transportation, such as using noise-cancelling headphones or digital apps for real-time route tracking, etc.  The authors conclude that, if transport companies take initiatives related to these themes, people with autism can have a more pleasant, successful experience using bus transit.]]></description>
      <pubDate>Mon, 21 Aug 2023 09:08:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2208712</guid>
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