<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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7U2VsZiBldmFsdWF0aW9uJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7U2VsZiBldmFsdWF0aW9uJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" 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>Private Pilot Flight Skill Retention 8, 16, and 24 Months Following Certification</title>
      <link>https://trid.trb.org/View/2732488</link>
      <description><![CDATA[This report describes the results of a 2-year longitudinal research program to assess objectively the skill retention levels of relatively low time private pilots. Objectives of this effort were to identify (1) retention patterns for skills needed to perform a representative range of private pilot flight tasks; (2) factors influencing the retention of these skills and the nature and degree of such influences; and (3) continuation training methods to maintain or upgrade the skills. A secondary objective was to assess pilots' ability to predict and evaluate their own proficiency levels. Results are summarized for flight skill retention checks conducted 8, 16, and 24 months following private pilot certification. Proficiency loss was documented for all subjects and for each flight task studied, and the losses were statistically significant in nearly all cases. Tasks that were relatively high, low, and more rapid in skill loss were identified, and the effects of interpolated training on skill loss patterns were assessed. Pilots' ability to predict and evaluate their own skill retention levels for specific flight tasks was negligible. The present findings suggest that effective continuation training program and media are needed, especially to address cognitive types of flight skills. Several such potential media are described.]]></description>
      <pubDate>Sat, 22 Aug 2026 12:31:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732488</guid>
    </item>
    <item>
      <title>Exploring Safety Education Effectiveness on Accident Risk Reduction for Freight Drivers Based on Behavioral Self-Evaluation</title>
      <link>https://trid.trb.org/View/2282515</link>
      <description><![CDATA[The main objective of this study is to clarify the potential relationship between the multimodal traffic safety education freight drivers received and the accident-related human-errors. In the paper, the survey data consisting of 394 Chinese freight driver samples is collected to examine the education effect of different methods on different memory degree. Ten typical behaviors are adopted to represent the human-error factors of freight drivers. The statistical approaches are descriptive analysis, multiple linear analysis and ordinal logit regression analysis. The analysis results show that the freight drivers who have not received safety education or have less memory degree have higher accident risk. The most efficient education methods are listening to classes or reporting and watching videos or other visual materials.]]></description>
      <pubDate>Fri, 29 Mar 2024 10:16:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2282515</guid>
    </item>
    <item>
      <title>Psychological Internalization of Marine Self-Concept During Studies and on Board</title>
      <link>https://trid.trb.org/View/2289001</link>
      <description><![CDATA[A seafarer’s personality is based on three distinct stages in the psychological development of his/her marine self-concept, including self-esteem, i.e., before his/her maritime studies, during maritime studies, and at the time of professional practice on board. In order to be able to work safely on board, a seafarer should be a leader with the necessary marine self-concept, the formation of which is a didactic mission of the MET institutions. The psychological internalization of the marine self-concept of future seafarers, as a value, is analyzed in the pilot study on a cognitive, emotional, and behavioral level with regard to the stages mentioned. Before studying seafaring young people perceive the sea in the direction of recreation and spiritual knowledge. The self-esteem of those who do not raise questions of self-knowledge is not strong. During their studies, maritime students seek professional meaning for themselves in respect of the sea. Their academic feelings are positive, their activities are more mature, and their self-esteem improves. The marine self-concept of the future seafarers during their professional practice on board is dynamic, as they get to know themselves and their suitability for work, try out things and achieve their own professional goals. They feel contentment, pride, and self-worth, as well as safety-related aspirations. Their activities become more appropriate and reliable, and their self-esteem is improved.]]></description>
      <pubDate>Fri, 17 Nov 2023 16:58:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2289001</guid>
    </item>
    <item>
      <title>Maritime Transport Employees' Psychological Defense Mechanisms and Self-management</title>
      <link>https://trid.trb.org/View/1977361</link>
      <description><![CDATA[Following the principle that "transport does not carry the goods, people do", this study identifies the problematical aspects of professional experience of seafarers as people of maritime transport, as well as personalities in terms of expression of their psychological defense mechanisms and their insights into the possibilities for self-management. The type of the research is a qualitative, pilot and expert study, which has indicated that seafarers are able to recognize their psychological defense mechanisms and can define them quite clearly on the basis of their personal experience of living and working on board a ship. The abilities of seafarers' intellectual consideration about their experience are acceptable from a point of view of scientific, namely, psychoeducational logic. The development of self-leadership and transformational leadership skills may help to partially control defensive reactions, and should be an appropriate tool to psychologically stabilize the seafarers' professional activities in terms of possibilities to create more constructive relationships among them in a team while achieving the common purpose of transportation.]]></description>
      <pubDate>Wed, 24 Aug 2022 15:02:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1977361</guid>
    </item>
    <item>
      <title>Power law model for subjective mental workload and validation through air traffic control human-in-the-loop simulation</title>
      <link>https://trid.trb.org/View/1945422</link>
      <description><![CDATA[We provide evidence for a power law relationship between the subjective one-dimensional Instantaneous Self Assessment workload measure (five-level ISA-WL scale) and the radio communication of air traffic controllers (ATCOs) as an objective task load variable. It corresponds to Stevens’ classical psychophysics relationship between physical stimulus and subjective response, with characteristic power law exponent γ of the order of 1. The theoretical model was validated in a human-in-the loop air traffic control simulation experiment with traffic flow as environmental stimulus that correlates positively with ATCOs frequency and duration of radio calls (task load, RC-TL) and their reported ISA-WL. The theoretical predictions together with nonlinear regression-based model parameter estimates expand previously published results that quantified the formal logistic relationship between the subjective ISA measure and simulated air traffic flow (Fürstenau et al. in Theor Issues Ergon Sci 21(6): 684–708, 2020). The present analysis refers to a psychophysics approach to mental workload suggested by (Gopher and Braune in Hum Factors 26(5): 519–532, 1984) that was recently used by (Bachelder and Godfroy-Cooper in Pilot workload estimation: synthesis of spectral requirements analysis and Weber's law, SCL Tech, San Diego, 2019) for pilot workload estimation, with a corresponding power law exponent in the typical range of Stevens’ exponents. Based on the hypothesis of cognitive resource limitation, we derived the power law by combination of the two logistic models for ISA-WL and communication TL characteristics, respectively. Despite large inter-individual variance, the theoretically predicted logistic and power law parameter values exhibit surprisingly close agreement with the regression-based estimates (for averages across participants). Significant differences between logistic ISA-WL and RC-TL scaling parameters and the corresponding Stevens exponents as ratio of these parameters quantify the TL/WL dissociation with regard to traffic flow. The sensitivity with regard to work conditions of the logistic WL-scaling parameter as well as the power law exponent was revealed by traffic scenarios with a non-nominal event: WL sensitivity increased significantly for traffic flow larger than a critical value. Initial analysis of a simultaneously measured new neurophysiological (EEG) load index (dual frequency head maps, DFHM, (Radüntz in Front Physiol 8: 1–15, 2017)) provided evidence for the power law to be applicable to the DFHM load measure as well.]]></description>
      <pubDate>Fri, 24 Jun 2022 17:07:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1945422</guid>
    </item>
    <item>
      <title>Under-Reporting of Self-Reported Medical Conditions in Aviation: A Cross-Sectional Survey</title>
      <link>https://trid.trb.org/View/1936141</link>
      <description><![CDATA[The applicants’ self-declaration of medical history is crucial for safety. Some evidence indicates that under-reporting of medical conditions exists. However, the magnitude in a population of aviation personnel has not been reported earlier. A total of 9941 applicants for medical certificate/attestation for aviation-related safety functions during the last 5 yr up to December 2019 were registered at the Civil Aviation Authority Norway. E-mail addresses were known for 9027 of these applicants, who were invited to participate in a web-based survey. Among the 1616 respondents, 726 (45%) were commercial pilots, 457 (28%) private pilots, 272 (17%) air traffic controllers, and the remaining were cabin crew or crew in aerodrome/helicopter flight information service (AFIS or HFIS, respectively). A total of 108 were initial applicants. The age group 50+ constituted the largest proportion of respondents (53%). Aeromedical certification in general was believed to improve flight safety “to a high” or “very high extent” by 64% of the respondents. A total of 188 individuals (12%) admitted having under-reported information related to one or more categories, including mental (3%) or physical health (4%), medications (2%), and drug use, including alcohol use (5%). Among these, 21 participants believed their own under-reporting “to some” or “to a high extent” affected flight safety. In total 50% of noninitial applicants reported that they knew colleagues who had under-reported information. Analyses revealed that being a commercial pilot showed a higher risk for under-reporting compared with other classes and the perception of aeromedical examiners in a supportive or authoritative role reduced the risk. Under-reporting of medical conditions could be significant in aviation. Further studies should be conducted to investigate the true extent of under-reporting and its impact on flight safety and what mitigating measures might be recommended.]]></description>
      <pubDate>Mon, 11 Apr 2022 10:44:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1936141</guid>
    </item>
    <item>
      <title>Development of a Test to Measure Risk Estimation Ability and Self-Monitoring Ability</title>
      <link>https://trid.trb.org/View/1922856</link>
      <description><![CDATA[Sixty-five elderly drivers participated in an experiment to develop a risk estimation test that can measure self-monitoring ability. The test consisted to point hazards, blind spots, signals and road sign by touching display in a Three-Dimensional Computer Graphics (3DCG) image from the driver's viewpoint on a 21-inch touch panel display. After the test, participants were asked to self-evaluate the rate of the total objects they could touch for safety, and to select a velocity for their next driving. The results were compared with those of non-elderly drivers. And the relationship with cognitive function measured by the TMT-B was also examined. In addition, the variables affecting velocity selection were analyzed. The results revealed the following points. The hazard pointing rate of elderly drivers was significantly lower than that of non-elderly drivers. There were many elderly drivers whose self-estimation of the hazard pointing rate was high, even though the actual rate was low. There was a significant correlation between the decline in cognitive function and the decline in the potential hazard like blind spots at intersections pointing rate. There was no relationship between cognitive function or self-estimation of hazard pointing rate and selection velocity.]]></description>
      <pubDate>Tue, 29 Mar 2022 11:18:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1922856</guid>
    </item>
    <item>
      <title>Distributions of air traffic control students’ attitudes towards workload</title>
      <link>https://trid.trb.org/View/1900900</link>
      <description><![CDATA[Mental workload is a well-known concept with a long development history. It can be used to examine students’ attitudes at the end of the educational process and compare them in groups or separately. However, building a continuous workload profile across the range of task complexity increase is still an urgent issue. All four groups of methods used to define mental workload have such flaws for the workload profile construction process as significant time requirements, single value processing and post-processing of the received results. Only one of them can be used without modifications to construct the operator’s attitude chart (profile) regarding the workload range and it doesn’t operate with more reliable absolute values. To resolve this problem, a special workload assessment grid was developed, considering the advantages of a subjective group of methods and seven core characteristics. The reasoning for grid axes choice, threshold values, and question formulation were provided. Statistics were calculated for the full sample, different grades, and educational institutions. Comparison of the received responses with referential values, cross-comparison between institutions and different grades were performed. The results contribute to such important aspects of workload, as redlines, workload profiling, and operator’s comparison.]]></description>
      <pubDate>Mon, 28 Mar 2022 10:29:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1900900</guid>
    </item>
    <item>
      <title>Investigating the Correlation between Driver’s Characteristics and Safety Performance</title>
      <link>https://trid.trb.org/View/1739854</link>
      <description><![CDATA[This research aims to correlate drivers’ characteristics with their safety performance. In order to achieve this objective, two different data sets were used deriving from 12 drivers who participated on an on-road driving experiment while being assessed by a safety behaviour expert. Drivers participating in the experiment also responded to the questionnaire administered, which mainly included self-evaluation questions along with others that concerned the condition of their vehicle, demographics, driving experience etc. The analysis of drivers’ behavior was carried out using the statistical methods of factor analysis and linear regression analysis. Three groups that characterize drivers’ perception of careless, aggressive and cautious driving behavior were derived from factor analysis. Moreover, linear regression analysis revealed that driving experience, headways, self-reported driving skill and defensive driving positively affect the overall on-road driving performance score. More precisely, it was ascertained that driving experience leads to statistically significant increase in overall on-road driving performance score. The findings of this research could be exploited for providing feedback on drivers regarding their driving behavior in order to further reduce their driving risk.]]></description>
      <pubDate>Sun, 01 Nov 2020 17:01:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1739854</guid>
    </item>
    <item>
      <title>Highway Safety Improvement Program Self-Assessment Tool, 2nd Edition</title>
      <link>https://trid.trb.org/View/1710312</link>
      <description><![CDATA[Title 23 U.S.C. 148 establishes the Highway Safety Improvement Program (HSIP) to achieve a significant reduction in traffic fatalities and serious injuries on all public roads. To obligate funds to be consistent with 23 U.S.C. 148 (c)(1) States are required to: 1) develop and implement a State Strategic Highway Safety Plan (SHSP); 2) produce a program of projects or strategies; 3) evaluate the plan on a regular basis; and 4) submit annual reports. The Highway Safety Improvement Program (HSIP) Self-Assessment Tool Guide describes an approach to self assessment that allows users to evaluate specific aspects of the HSIP process. The HSIP Self-Assessment Tool consists of a number of questions designed to provide those with HSIP management responsibilities information to assess their programs, policies, and procedures against many of the recommended HSIP practices in use today.]]></description>
      <pubDate>Wed, 17 Jun 2020 15:45:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1710312</guid>
    </item>
    <item>
      <title>Driving simulator-based training to improve self-rating ability of driving performance in older adults – a pilot study</title>
      <link>https://trid.trb.org/View/1635375</link>
      <description><![CDATA[OBJECTIVE: The aim was to investigate the potential of using simulator-based training (SBT) to improve older drivers' self-rating ability and to compare two forms of feedback; corrective versus corrective and rewarding feedback. METHOD: The study was designed to study the possibility of training for self-rated driving ability in a simulator, and the impact of corrective (errors made) feedback versus corrective (errors made) and rewarding (correct behaviour) feedback during training. In total, 21 older drivers (mean age 78.5, SD=3.9 years) were trained and assessed in the driving simulator. Driving performance was assessed by penalty scores as well as self and expert ratings. RESULTS: The average deviation from correctly rated ability (own vs. expert) changed from -0.7 (under-rating) to 0.1 at the final training and assessment occasion; i.e., drivers ratings became more like the expert's rating or, in other terms, better calibrated. The individuals with the largest deviations from the expert's rating initially improved their self-rating ability the most. There were no differences between the two feedback groups in terms of their ability to self-rate, but rewarding feedback had a positive effect on penalty scores. The SBT showed positive training effects on the ability to self-rate one's driving ability, and rewarding feedback contributed to lower penalty scores. However, simulator sickness was a shortcoming that needs to be addressed, and the optimal form of feedback should be further investigated.]]></description>
      <pubDate>Fri, 01 Nov 2019 09:42:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1635375</guid>
    </item>
    <item>
      <title>Examining Validity of Body Mass Index Calculated using Height and Weight Data from the US Driver Llcense</title>
      <link>https://trid.trb.org/View/1604592</link>
      <description><![CDATA[BACKGROUND: Driver license departments in many US states collect data on individuals' height and weight. These data can be useful to researchers in epidemiological and public health studies. As height and weight on driver license are self-reported, they may be prone to reporting bias. The authors compare height and weight obtained from driver license records and clinically measured height and weight, as well as body mass index (BMI) values calculated using the two data sources for the same individual. METHODS: The authors linked individual height and weight records obtained from the Driver License Division (DLD) in the Utah Department of Public Safety to clinical records from one of the largest healthcare providers in the state of Utah. The authors then calculated average differences between height, weight and BMI values separately for women and men in the sample, as well as discrepancies between the two sets of measures by age and BMI category. The authors examined how well self-reported height and weight from the driver licenses classify individuals into specific BMI categories based on clinical measures. Finally, the authors used two sets of BMI values to estimate individuals' relative risk of type II diabetes. RESULTS: Individuals, on average, tend to overestimate their height and underestimate their weight. Consequently, the value of BMI calculated using driver license records is lower than BMI calculated using clinical measurements. The discrepancy varies by age and by BMI category. Despite the discrepancy, BMI based on self-reported height and weight allows for accurate categorization of individuals at the higher end of the BMI scale, such as the obese. When used as predictors of relative risk of type II diabetes, both sets of BMI values yield similar risk estimates. CONCLUSIONS: Data on height and weight from driver license data can be a useful asset for monitoring population health in states where such information is collected, despite the degree of misreporting associated with self-report.]]></description>
      <pubDate>Thu, 27 Jun 2019 14:41:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1604592</guid>
    </item>
    <item>
      <title>Drivers’ calibration in self-evaluated performance</title>
      <link>https://trid.trb.org/View/1624637</link>
      <description><![CDATA[Drivers tend to hold favorable or optimistic views of their skills and abilities (e.g., Horswill et al., 2004), which can lead to situations where over-confident drivers are ill-equipped (Gregersen, 1996). In addition to general self-evaluations of skills, drivers can also make erroneous estimates of their own performance and of current task demands, possibly leading to poor decisions or failures to adjust behavior to mitigate risk (e.g., Horrey et al., 2015). Gaps between perceptions, self-evaluations and objective measures have been likened to the notion of calibration.]]></description>
      <pubDate>Tue, 25 Jun 2019 09:57:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1624637</guid>
    </item>
    <item>
      <title>Investigating cognitive ability and self-reported driving performance of post-stroke adults in a driving simulator</title>
      <link>https://trid.trb.org/View/1567454</link>
      <description><![CDATA[In this research, a group of Australian post-stroke drivers and a group of similarly aged older control drivers were observed during two driving simulator scenarios. Using the NASA Task Load Index, the participants were assessed based on attention, executive functions, self-rated driving performance, and perceived task demand. There was little difference in the driving performance of the two groups,  however, the post-stroke drivers exhibited poorer cognitive ability than the comparison group. It was found that the post-stroke drivers self-rated themselves at a lower level than the control group. This suggests that post-stroke drivers may recognize their cognitive deficits and compensate by regulating their driving behavior.]]></description>
      <pubDate>Tue, 18 Dec 2018 15:05:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567454</guid>
    </item>
    <item>
      <title>Archived Data User Service Self Evaluation Report</title>
      <link>https://trid.trb.org/View/1532666</link>
      <description><![CDATA[The Archived Data User Service (ADUS) is a recent addition to the National Intelligent Transportation System (ITS) Architecture. This user service “required ITS system to have the capability to receive, collect and archive ITS-generated operational data for historical, secondary and non-real-time uses”.  These data can be used for transportation planning, safety and research applications. Recognizing the potential benefits of adding ADUS to the ongoing effort to implement an integrated Freeway and Arterial Management System in the Las Vegas area, the Nevada Department of Transportation (NDOT) engaged the services of Kimley-Horn and Associates to conduct a study and perform the design for the implementation of ADUS. The major elements of this effort include needs assessment, update of the Functional Requirements, update of the Regional ITS Architecture for the Las Vegas area and Design of ADUS. This project was federally funded under the FY-99 ITS Deployment Program. The total project cost is approximately $225,000, of which NDOT’s share is $120,000 and FHWA’s share is $105,000. The next phase of this project will include the development and implementation of the ADUS system, which is expected to be completed by 2003. This Self-Evaluation Report includes a summary of the work completed during the project. There were no outstanding technical, institutional or legal issues identified that would curtail implementation of the ADUS within the Freeway and Arterial System of Transportation  (FAST).]]></description>
      <pubDate>Tue, 11 Sep 2018 14:46:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1532666</guid>
    </item>
  </channel>
</rss>