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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>
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    <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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    <item>
      <title>”Man tänker att folk med funktionsnedsättning inte kan cykla” : en studie om hur personer med funktionsnedsättning upplever barriärer och möjligheter för att cykla</title>
      <link>https://trid.trb.org/View/2666541</link>
      <description><![CDATA[For people with disabilities, cycling can counteract negative developments for physical health and increase social participation. Despite this, few people with disabilities cycle compared to people without disabilities. The study aims to investigate how people with disabilities experience barriers and opportunities for cycling (the focus has not been on any specific disability). A further aim is to identify areas for improvement regarding the target group's conditions for cycling. A survey and an interview study have been conducted, targeting people with disabilities (both cyclists and non-cyclists). In addition, a workshop with stakeholders working with cycling and/or disability issues has been conducted, which complemented the survey and interview study. The biopsychosocial model was used for a coherent analysis. Respondents see several advantages of cycling, primarily that it benefits health and well-being. However, opportunities to cycle can be limited or prevented by various barriers, such as high cost of adapted bicycles, deficiencies in infrastructure and road maintenance, and lack of information and support for cyclists/potential cyclists with disabilities. There is also a perception that various societal stakeholders insufficiently recognise and accommodate the needs of cyclists with disabilities. Furthermore, the design of the bicycle itself is of significance, not only from an aesthetic standpoint, but also in terms of functionality and safety within the traffic environment.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666541</guid>
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    <item>
      <title>Assessment of safety orientation in driving skills aligned with performance: a data-triangulation approach</title>
      <link>https://trid.trb.org/View/2533895</link>
      <description><![CDATA[Accurate assessment of Subjective Driving Skills (SDS) is crucial for improving road safety, as direct methods are often biased and do not align well with actual driving performance. This study aimed to develop an unbiased SDS assessment method aligned with driving performance. The specific objectives are (1) reducing bias in SDS assessments, (2) verifying alignment between assessed safety orientation and ground driving performance, and (3) exploring the influence of socio-demographic factors on safety orientation. A combined questionnaire and photographic speed survey were conducted among 389 experienced car drivers in Mangalore, India. Factor analysis, a Double Lane Change (DLC) test conducted on the ground with a test vehicle equipped with Inertial Measurement Unit (IMU) sensors, correlation analysis and multiple linear regression were performed. Factor analysis confirmed the two-factor structure: Perceptual-Motor (PM) and safety skills. Further, PM and safety skills scores were calculated using factor loadings, and safety orientation was determined from their difference. DLC results showed that the assessed safety orientation aligned with the ground performance. Correlation and regression analyses showed that male drivers perceived slightly higher PM skills than female drivers. PM skills decreased with age, while safety orientation increased. Academic education had no significant effect on safety skills or safety orientation. While on-road exposure improved PM skills, weekly driving distance reduced safety orientation. Formally trained drivers had slightly higher safety skills and safety orientation than lay-instructed drivers. These findings provide several valuable insights for enhancing road safety. They suggest that safety programs address overconfidence in male drivers, incorporate road safety awareness into educational curriculums, and offer enhanced training for all experienced drivers. Younger drivers may benefit from targeted safety campaigns, while professional drivers could require specialised safety programs. Regular safety assessments and refresher courses are crucial for maintaining safety awareness, particularly for drivers with higher weekly driving distances.]]></description>
      <pubDate>Wed, 02 Apr 2025 09:34:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2533895</guid>
    </item>
    <item>
      <title>Bicycling tasks relation to stability measures during alcohol intoxication</title>
      <link>https://trid.trb.org/View/2441379</link>
      <description><![CDATA[Bicycling accidents are a major traffic safety problem and are deemed ‘an unacceptable human and social price for EU citizens’. One of the major causes for bicycling accidents is loss of balance. A related influencing factor is alcohol intoxication. It is a primary, long term, safety objective to develop safety systems for the cyclist. The present work aimed to understand how to measure cyclists’ instability via steering and leaning inputs, while considering that steering and leaning might vary depending on the cycling task being performed. Of 28 participants, 19 were given doses of alcohol up to 1.0‰ and 9 remained sober (control group). Breath alcohol concentration was measured. The participants repeated the cycling test track session five times (with each block lasting 35 minutes). The track session contained three different tasks: cycling slalom, straight, and slowly. Speed, yaw rate, and roll rate were assessed continuously. Yaw rate and roll rate were relatively sensitive for the different cycling tasks. The threshold level of the angular velocity measurements was related to the cycling task performed. Alcohol intoxication at 0.7‰ had a significant impact on performance. The rather simple measurements used can detect instability. Instability should be measured differently depending on the cycling task performed. The study represents a small step towards a safety system for cyclists.]]></description>
      <pubDate>Mon, 14 Oct 2024 09:07:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441379</guid>
    </item>
    <item>
      <title>Aktivt resande och uppmärksamhet : vilka krav ställer trafikmiljön på barns och ungdomars uppmärksamhet?</title>
      <link>https://trid.trb.org/View/2389053</link>
      <description><![CDATA[The project examines how children's age affects their ability to be attentive in traffic when cycling or walking to school. The data material consists of answers to a questionnaire about school routes (432 students from 45 different schools), a semi-controlled field study where the children's behaviour on the way to school was logged (20 pedestrians, 42 cyclists), as well as an observational study in various intersections (609 pedestrians, 277 cyclists). The results indicate that the traffic environment, rather than the age of the child, influences how well the attention requirements in a situation are met. This goes hand in hand with previous research which shows that it largely depends on the traffic environment whether it is safe to be there, and that there is no general age limit for when it is appropriate to participate in traffic. Rather, the design of the environment plays a significant role in how well the attentional demands can be managed. It also turned out to be important whether the students moved in a group or by themselves and how the groups were composed both in terms of age and mode of travel. The results from the data collections show that infrastructure design, the direction of travel, road user types and traffic rules influence which areas are important to scan visually to ensure that the road is clear. By adding such information to a geographic information system (GIS), one can systematically investigate how changes in the infrastructure affect attention requirements for different road user types and in different situations. A first implementation has been done in the project to demonstrate the potential of a GIS tool that takes attention requirements into account. Such a tool would make it easier for planners and others who shape traffic environments so that these can be designed in a way that is and feels safe for children and young people.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389053</guid>
    </item>
    <item>
      <title>Fahrzeugführen in Teleoperation. Anforderungen an Eignung und Befähigung</title>
      <link>https://trid.trb.org/View/2352866</link>
      <description><![CDATA[Das teleoperierte Führen von Kraftfahrzeugen erlaubt neuartige Mobilitätskonzepte und kann als Brückentechnologie die Einführung des autonomen Fahrens unterstützen. Die Anforderungen an die Fahrzeugführung mittels Teleoperation sind jedoch auch in der Forschung bislang offen. Der Mensch als Teleoperator wird in einer besonderen Arbeitsumgebung mit Aufgaben und Anforderungen konfrontiert, die sich von denen einer herkömmlichen Fahrzeugsteuerung unterscheiden. Spezifische personelle, technische und ergonomische Anforderungen an die Fahrzeugführung in Teleoperation lassen sich gegenwärtig nicht ableiten, vielmehr müssen spezifische Anforderungen definiert werden.  Im Rahmen des Forschungsprojekts sollen: - Vorschläge für erste Anforderungen an die Eignung, Befähigung und Zuverlässigkeit des Fahrzeugführers in Teleoperation; -  Vorschläge für Anforderungen an seine Ausbildung sowie - Vorschläge für Anforderungen an eine gegebenenfalls erforderliche Überprüfung seiner Eignung, Befähigung und Zuverlässigkeit erarbeitet werden. Bei fehlender empirischer Grundlage sind gegebenenfalls Anforderungen in Anlehnung an bereits bestehende Regelungen zu vergleichbaren Aufgaben im Verkehrs- und Transportbereich abzuleiten. Für die Formulierung der Anforderungen sind schwerpunktmäßig Systeme zugrunde zu legen, die in Deutschland in naher Zukunft umsetzungsreif erscheinen. ABSTRACT IN ENGLISH: Vehicle teleoperation enables new mobility concepts and can support the introduction of autonomous driving as a bridging technology. However, the requirements for vehicle teleoperation are still unclear, even in research. The human teleoperator is confronted with tasks and requirements in a special working environment that differ from conventional vehicle driving. Specific personnel, technical and ergonomic requirements for vehicle teleoperation cannot currently be derived; rather, specific requirements must be defined.  As part of the research project, proposals are to be made for - initial requirements for aptitude, competence and reliability of vehicle teleoperators; - requirements for the training of them and - requirements for any necessary checks on their aptitude, competence and reliability. If there is no empirical basis, requirements may have to be derived on the basis of existing regulations for comparable tasks in the traffic and transport sector. When formulating the requirements, the focus should be on systems that appear ready for implementation in Germany in the near future.]]></description>
      <pubDate>Mon, 18 Mar 2024 11:53:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2352866</guid>
    </item>
    <item>
      <title>Does training improve users' mental models about adaptive cruise control?</title>
      <link>https://trid.trb.org/View/2339953</link>
      <description><![CDATA[While Advanced Driver Assistance Systems (ADAS) promise safety benefits to drivers, there is evidence to suggest that drivers are unaware or uninformed about their vehicles’ systems and thus have poor mental models about the systems. Previous studies suggest that training improves drivers’ mental models, although some studies report limited impacts. This study investigated the relationship between training and drivers’ mental models about Adaptive Cruise Control (ACC), compared the impact of two different training approaches on drivers’ mental models, and examined the relationship between driver knowledge and trust regarding ADAS technologies. This study was conducted online, and participants were randomly and equally assigned to one of three training groups – owner’s manual (text-based); state diagram visualization; or sham (control). Surveys measured their trust and mental models about ACC before and after training. The results found that the text-based group outperformed the visualization group and the control group in terms of post-training overall mental model scores, but these differences were not statistically significant. No correlation between post-training mental model scores and overall trust scores was found. This study provides evidence that training improves users’ mental models about technology and finds that different training platforms or paradigms may affect learning differently.]]></description>
      <pubDate>Tue, 20 Feb 2024 11:54:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2339953</guid>
    </item>
    <item>
      <title>The importance of individual characteristics on bicycle performance during alcohol intoxication</title>
      <link>https://trid.trb.org/View/2339954</link>
      <description><![CDATA[Bicycling accidents are a well-known problem for traffic safety globally. Alcohol intoxication is one possible factor, although the exact number of accidents due to intoxication is difficult to establish. Not all bicyclists act in the same way, particularly when under the influence of alcohol, i.e., bicycling performance might be related to a bicyclist's personal characteristics. This study aimed to investigate if the bicyclist's characteristics (bicycling experience, physical fitness, or sensation seeking scores) influence bicycling stability, cognitive performance, or self-rated bicycling ability ratings at different levels of alcohol intoxication. The experiment was completed on a wide treadmill, which allowed control of several influencing factors such as speed and physical effort. Intoxicated and sober participants bicycled on the treadmill five times for 10 minutes each time, and breath alcohol concentration (BrAC) levels were measured five times. Participants were given doses of alcohol up to a BrAC level of 0.8%. The results revealed that alcohol intoxication had a significant effect on stability, cognitive executive functions, and self-rated ability to bicycle on the treadmill. Group characteristics had an effect on bicycling performance and on self-ratings of bicycling ability when intoxicated. Alcohol intoxication affects stability, cognitive performance, and perceived ability to bicycle. Group characteristics are important for examining possible self-regulated behavior, as some groups rate that they can bicycle safely, even when there is an objective decrease in stability and executive functions.]]></description>
      <pubDate>Tue, 20 Feb 2024 11:54:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2339954</guid>
    </item>
    <item>
      <title>How does training influence use and understanding of advanced vehicle technologies: a simulator evaluation of driver behavior and mental models</title>
      <link>https://trid.trb.org/View/2173639</link>
      <description><![CDATA[Advanced vehicle technologies such as Advanced Driver Assistance Systems (ADAS) promise increased safety and convenience but are also sophisticated and complex. Their presence in vehicles affects how drivers interact with the technologies and how drivers must know about these technologies. To maximize safety benefits, drivers must use such systems appropriately. They must understand how these technologies work and how they may change drivers' traditional responsibilities. Training has been recognized as an effective tool for accelerating knowledge and skills in traditional driving. Consequently, training is gaining recognition as an important tool for improving drivers' knowledge, understanding, and appropriate use of vehicle technologies as well. This study evaluated the effects of different training methods on drivers' use and understanding of vehicle automation, specifically Adaptive Cruise Control (ACC). Licensed drivers with little to no experience with ADAS features were randomly assigned into groups based on three training conditions: two experimental groups, ‘User Manual’ and ‘Visualization’, and a control group with a ‘Sham’ training. Participants were surveyed on their understanding of Adaptive Cruise Control before and after training. They also drove an advanced driving simulator equipped with ACC. The simulated drive offered multiple opportunities for the drivers to interact with the ACC and included embedded cues for engaging with the system and embedded probes to measure driver awareness of the system state. The results found a significant overall increase in knowledge of ACC after training for the experimental groups. Drivers in the experimental training groups also had better real-time awareness of the system state than the control group. The results indicate that training is associated with improved knowledge about the systems. It also shows differential effects of different approaches to training, with text-based training showing greater improvement. These findings have important implications for the design and deployment of these systems, and for policies around driver licensing and education.]]></description>
      <pubDate>Wed, 17 May 2023 16:54:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2173639</guid>
    </item>
    <item>
      <title>Adolescents’ perceptions of long-term effects of cycle skills training</title>
      <link>https://trid.trb.org/View/2078097</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 06 Dec 2022 14:54:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2078097</guid>
    </item>
    <item>
      <title>Frustration free interaction : physiologically quantifying pain points in ADAS and infotainment interactions for inexperienced users</title>
      <link>https://trid.trb.org/View/2075228</link>
      <description><![CDATA[This project addresses a need that emerges from two current trends. One is the increasing interaction complexity in modern vehicles, in particular for safety oriented Advanced Driver Assistance Systems (ADAS) and for many Infotainment features. The other trend is a predicted decrease in driving skills due to reduced practice for a significant part of the population, as a large part of society is expected to move from car ownership to car sharing. A typical car sharing customer uses the car about one fifth of the time of what is typical for a private car owner. The opportunities to learn and train with ADAS and Infotainment systems are thus greatly reduced, and time between “lessons” can be quite long, meaning that “first use” type problems can be experienced over and over again. Together, these trends point to a growing need for methods through which interaction frustration events for ADAS and Infotainment systems quickly can be identified and addressed during development. An interaction frustration event (or an interaction pain point) takes place when a user either unexpectedly gets stuck, i.e. does not understand how to continue an interaction sequence or is negatively surprised when a system influences vehicle control in an unexpected way. Being able to pinpoint and remove these during development is crucial if all users are to have full access to the safety and efficiency potential that modern ADAS and infotainment systems provide. The aim of the current project was to explore other methods for evaluation of ADAS and Infotainment interaction. In particular, the potential for using physiological indicators of experienced frustration as markers for interaction pain points was to be investigated.]]></description>
      <pubDate>Fri, 02 Dec 2022 11:41:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2075228</guid>
    </item>
    <item>
      <title>Shifting gears : automated driving on the eve of autonomous drive</title>
      <link>https://trid.trb.org/View/1894896</link>
      <description><![CDATA[The compelling images and promises attached to autonomous drive vehicles can easily create an impression that one can speak of a radical distinction between a self-driving future and a manual-driving present. Yet today’s drivers can already refer to their everyday driving as being experienced as though on ‘auto-pilot’, in which they are able to drive their cars while lost in things such as daydreams, conversations, or plans for their day ahead. This thesis aims to use cultural analysis in order to investigate this phenomenon of the automation of driving in everyday practice and the manner in which it shapes how drives can be experienced. The thesis analyzes historical and contemporary ethnographic material, collected in both Sweden and the United States, primarily through the theoretical concepts of practice, perception, and embodiment. In seeking to understand a driver’s encounters with automation in their vehicle it does not lose sight of the fact that driving occurs both within a social context as well as within a distinct space which is both framed and experienced through the materiality of the car. Beginning with a look at how the understanding of automation in driving has developed through an incremental process over time, the thesis progresses to an exploration of how drivers today can come to drive automatically and how such a capacity to drive automatically can shape their experience of driving as well as the significance that it holds for them.Such an analysis seeks to contribute towards furthering an understanding both of the manner in which everyday practices can become embodied as a form of tacit knowledge as well as the capacity of mobility systems to change, and be changed by, the individuals who engage with them. It argues that a driver’s existing experiences with automatic driving can, and will, shape their orientation towards any new forms of automated driving technology which they encounter in future use.]]></description>
      <pubDate>Wed, 01 Dec 2021 14:46:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894896</guid>
    </item>
    <item>
      <title>Einfluss psychischer Unfallfolgen auf die verkehrssicherheitsrelevante Fahrkompetenz verunfallter Pkw-Fahrer</title>
      <link>https://trid.trb.org/View/1873002</link>
      <description><![CDATA[Infolge von schweren Straßenverkehrsunfällen leiden die Verunglückten häufig unter psychischen Beeinträchtigungen. Ob und in welcher Form sich diese Beschwerden auf die verkehrssicherheitsrelevante Fahrkompetenz von Pkw-Fahrern auswirken, ist bislang kaum untersucht. Im Projekt soll erstmals systematisch untersucht werden, ob sich verunglückte Pkw-Fahrer, die unter psychischen Unfallfolgen leiden, hinsichtlich ihrer verkehrssicherheitsrelevanten Fahrkompetenz von Personen ohne psychische Beschwerden unterscheiden. Die Fahrkompetenz soll dabei im Fahrsimulator oder Realverkehr untersucht werden. Durch die im Projekt gewonnenen Erkenntnisse soll die Ableitung zielführender Maßnahmen zur Reduktion fahrerischer Defizite ermöglicht werden. (A) ABSTRACT IN ENGLISH: As a result of serious RTC, the victims often suffer from psychological impairment. Whether and in what way these complaints affect the road safety related driving skills of car drivers has hardly been investigated so far. The project will for the first time systematically investigate whether car drivers who suffer from psychological consequences of an RTC differ from those without psychological complaints with regard to their road-safety-relevant driving performance. The driving performance will be investigated in a driving simulator or in real traffic. The knowledge gained in the project should enable the derivation of target-oriented measures to reduce driving deficits. (A)]]></description>
      <pubDate>Wed, 27 Oct 2021 03:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1873002</guid>
    </item>
    <item>
      <title>Vertiefende Analyse des Unfallgeschehens älterer Fahrzeugführer </title>
      <link>https://trid.trb.org/View/1646741</link>
      <description><![CDATA[Obwohl ab einem Alter von circa 75 Jahren  in der Forschung ein erhöhtes Unfallrisiko feststellbar ist, erlaubt die  alleinige Kenntnis des chronologischen Alters einer Person  keine zuverlässige Vorhersage ihrer Leistungsfähigkeit. Die gängigen Merkmale der Unfallstatistik wie Unfalltyp und Unfallursachen sind nicht ausreichend, um Aussagen darüber zu treffen, welche Unfallkonstellationen bei älteren Fahrzeugführern in welchem Maße durch situations- und personenbezogene Merkmale begünstigt werden. Die Unfallforschung der Medizinischen Hochschule Hannover (MHH) erhebt seit 2011 nach dem von Verkehrspsychologen entwickelten detaillierten Klassifikationsschema ACAS (Accident Causation Analysis System) die detaillierte Unfallursache der unfallbeteiligten Fahrzeugführer und Fußgänger. Die ACAS-Daten werden im Kontext der „Unfallerhebungen am Unfallort“ erzeugt, wodurch eine Verbindung der Ursachen mit den übrigen beim Unfall erfassten soziodemographischen und unfallstatistischen Daten möglich ist. Ziel des Projekts ist es, auf Grundlage der vertieft erhobenen Unfalldaten spezifische Aussagen zur Verursachung von Verkehrsunfällen älterer Fahrzeugführer abzuleiten. Dabei wird auch der Frage nach möglichen Leistungseinschränkungen Älterer nachgegangen. ABSTRACT IN ENGLISH: Although from the age of about 75, an increased accident risk is determined in research, the mere knowledge of the chronological age of a person does not allow a reliable prediction of his performance. The common characteristics of accident statistics such as accident type and accident causes are not sufficient to make statements about which constellations and which situation and person related characteristics favor accidents of older drivers. Since 2011, the accident research department of the MHH has been collecting the detailed accident cause of the drivers and pedestrians involved in the accident according to the detailed classification scheme ACAS developed by traffic psychologists. The ACAS data are generated in the context of the "accident surveys at the scene of the accident", which makes it possible to link the causes with the other socio-demographic and accident statistics data collected during the accident. The aim of the project is to derive specific statements on the cause of traffic accidents of older drivers on the basis of the in-depth accident data collected. The question of possible performance restrictions for older people is also addressed.]]></description>
      <pubDate>Wed, 28 Aug 2019 03:33:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1646741</guid>
    </item>
    <item>
      <title>Fahranfängervorbereitung in Deutschland – Erarbeitung eines Umsetzungskonzepts für die Optimierung der Fahrausbildung </title>
      <link>https://trid.trb.org/View/1593500</link>
      <description><![CDATA[Mit dem BASt-Projekt OFSA „Ansätze zur Optimierung der Fahrschulausbildung in Deutschland“ (AN 01618703) wurden die Inhalte, Methoden und Durchführungsformen der Fahrausbildung einer kritischen Betrachtung unterzogen und wissenschaftlich begründete Ansätze für ihre Weiterentwicklung erarbeitet. Ziel des Projekts ist es, auf der Grundlage des abgeschlossenen OFSA-Projekts sowie bereits laufender Forschungs- und Entwicklungsarbeiten einen Kompetenzrahmen sowie ein Rahmencurriculum für die Fahrausbildung zu erarbeiten. Im Kompetenzrahmen sollen verbindliche Kompetenzstandards und Mindestausbildungsinhalte festgelegt werden. Im Rahmencurriculum sollen inhaltliche, methodische und mediale Empfehlungen für Ausbildungsmodule bereitgestellt werden. Kompetenzrahmen und Rahmencurriculum müssen mit den angrenzenden Maßnahmenbereichen der Fahranfängervorbereitung – insbesondere mit der Fahrerlaubnisprüfung und der Fahrlehrerausbildung – verzahnt werden. ABSTRACT IN ENGLISH: The BASt project OFSA " Approaches to the optimisation of driver education in Germany" (AN 01618703) critically examined the content, methods and implementation forms of driving education and developed scientifically based approaches for its further development. The aim of this project is to develop a competence framework and a framework curriculum for driver training on the basis of the completed OFSA project and ongoing research and development work. Binding competence standards and minimum training content are to be defined in the competence framework. The framework curriculum is to provide recommendations on content, methods and media for training modules. The competence framework and framework curriculum must be dovetailed with the adjoining areas of measures for preparing new drivers, in particular the driving licence examination and the training of driving instructors.
]]></description>
      <pubDate>Tue, 21 May 2019 07:55:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593500</guid>
    </item>
    <item>
      <title>Aeltere Fussgaenger – Voraussetzungen einer problemfreien und sicheren Verkehrsteilnahme aus psychologischer Sicht (SENIORWALK) </title>
      <link>https://trid.trb.org/View/1522897</link>
      <description><![CDATA[Der Anteil an Senioren, die als Fussgaenger im Strassenverkehr verungluecken, betrug in der Gruppe der 65-Jaehrigen und aelter in 2014 annaehernd 15%. Fuer die Personengruppe ab 75 Jahre betrug dieser Anteil sogar 59%. Als Fussgaenger unterwegs sein, bedeutet fuer Aeltere nicht notwendigerweise mehr Sicherheit im Vergleich zur Teilnahme als Pkw-Fahrer, gleichwohl Aeltere besonders haeufig als Fussgaenger unterwegs sind. Zudem ist die Verletzbarkeit bei aelteren Fussgaengern besonders stark ausgepraegt, beispielsweise durch erhoehte Sturzgefahr mit Gefahr von Knochenbruechen und Morbiditaet. Durch die demographische Entwicklung ist eine Zunahme der Anzahl von unfallbeteiligten Fussgaengern zu erwarten. Die Unterstuetzung aelterer Verkehrsteilnehmer in Fragen einer sicheren Mobilitaet als Fussgaenger stand bislang nicht im Fokus von Forschung und Massnahmen. Eine solche Unterstuetzung kann durch gezielte Sicherheitskommunikation, Wegbegleitung und Anpassungen der Infrastruktur erfolgen. Aber auch eine verbesserte Fahrzeugkonstruktion und -technologie kann dazu beitragen, Fussgaengerunfaelle zu vermeiden oder – im Falle einer Kollision – deren Folgen abzuschwaechen. Eine zentrale Voraussetzung zur Umsetzung unterstuetzender Massnahmen fuer Senioren als Fussgaenger ist die Kenntnis ueber die Erwartungen der Senioren im Hinblick auf Sicherheit und Barrierefreiheit, die wahrgenommenen eigenen Kompetenzen sowie die Nutzung von Beratungs- und Informationsangeboten. Ziel des Projekts ist es, diese Zusammenhaenge detailliert zu untersuchen, um unterstuetzende Massnahmen ableiten zu koennen. ABSTRACT IN ENGLISH: In 2014, the number of seniors involved in road traffic accidents was nearly 15% in the 65+ age-group. In the 75+ age-group, the number was as high as 59%. For the elderly, participating in road traffic as a pedestrian is not necessarily any safer than driving a car; nevertheless, the elderly are still more likely to undertake a journey on foot. Furthermore, elderly pedestrians are particularly susceptible to injury, for example as the result of falls which might result in broken bones or morbidity. Demographic change is likely to bring about an increase in the number of accidents involving pedestrians. But research and policy measures have yet to focus on providing elderly pedestrians with support in questions of safe mobility. This kind of support can be provided by issuing targeted public safety communications, improved route guidance and by adapting infrastructure. But improved vehicle construction and technology can also contribute to preventing accidents with pedestrians or – in the case of a collision – alleviating their consequences. One core condition for making support mechanisms available for elderly pedestrians is knowing their expectations regarding safety and accessibility, their own perceived skills, and their readiness to use advice and information services. This project aims to study these correlations in detail, in order to identify any measures which might be implemented to assist elderly pedestrians. ]]></description>
      <pubDate>Thu, 06 Sep 2018 08:18:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1522897</guid>
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