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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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      <title>Driving slow motorised vehicles with visual impairment: An exploration of driving safety</title>
      <link>https://trid.trb.org/View/1607082</link>
      <description><![CDATA[Independent mobility is important for social participation and many people with visual impairment are dependent on the use of slow motorised vehicles. These vehicles are defined as motor vehicles with a maximum speed of 45 km/h (e.g., microcars or mobility scooters). Legal visual standards for the use of these vehicles do not exist. Yet, it is unclear to what extent people with visual impairment can use slow motorised vehicles safely and responsively. This thesis investigated the visual and cognitive factors that influence safe traffic participation in microcars and mobility scooters. Driving performance was investigated using a real mobility scooter and a mobility scooter and microcar driving simulator in both normal sighted and visually impaired participants with (very) low visual acuity and/or visual field defects. In addition, a neuropsychological test battery was administered. Most participants were able to acquire the skills necessary to drive mobility scooters safely in only a short time. Although visually impaired people were evaluated worse on the mobility scooter on-road test compared to normal sighted participants, they performed well enough to be able to participate in traffic safely. Participants with visual field defects appeared to have more difficulties in traffic than people with low visual acuity. The driving simulator tasks further revealed that small obstacles with low contrast posed the greatest risk of collision for visually impaired drivers. It can be concluded that visual impairment alone cannot determine if someone can safely participate in traffic using slow motorised vehicles. Individual advice is needed, especially for people with visual field defects. People can be trained to compensate for their visual impairments in order to use slow motorised vehicles safely and responsibly, despite their limitations.]]></description>
      <pubDate>Mon, 20 May 2019 10:18:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1607082</guid>
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    <item>
      <title>Development, implementation and evaluation of an educational intervention to prevent low speed vehicle run-over events: lessons learned</title>
      <link>https://trid.trb.org/View/1508789</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 17 Apr 2018 12:10:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1508789</guid>
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    <item>
      <title>Low noise of electric vehicles - a problem?</title>
      <link>https://trid.trb.org/View/1401760</link>
      <description><![CDATA[The increasing electrification of the power train in cars has led to intense debate about the advantages and disadvantages of hybrid electric vehicles (HEVs) and electric vehicles (EVs). One issue, which has more recently attracted public attention, is the low noise emitted by vehicles with a full or partial electric power train. Based on experience in several large scale field studies, the paper will deal with important safety issues connected to the new technology. Also methods to assess the potential and acceptance of electric mobility in everyday use will be discussed.]]></description>
      <pubDate>Tue, 26 Apr 2016 08:54:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1401760</guid>
    </item>
    <item>
      <title>aFAS </title>
      <link>https://trid.trb.org/View/1361829</link>
      <description><![CDATA[Nach kontinuierlicher Einfuehrung der verschiedensten Assistenzsysteme in Kraftfahrzeugen ist das hoch- und vollautomatisierte Fahren der naechste bedeutsame Schritt in der technologischen Entwicklung der Kraftfahrzeugtechnik. Vor diesem Hintergrund wird ein Zusammenschluss von acht Partnern aus Industrie, Forschung und einem Strasseninfrastrukturbetreiber mit dem Projekt "aFAS" ein automatisch fahrendes Absicherungsfahrzeug, welches vollautomatisch langsam hinter Wanderbaustellen her faehrt, entwickeln und im Strassenbetrieb unter realen Bedingungen testen. aFAS steht dabei fuer "automatisch fahrerlos fahrendes Absicherungsfahrzeug fuer Arbeitsstellen auf Bundesautobahnen". Das von der Bundesregierung mit insgesamt etwa 3,4 Millionen gefoerderte und ueber vier Jahre laufende Projekt untersucht erstmalig die technische Machbarkeit eines damit vollautomatisch fahrenden Fahrzeugs im Strassenverkehr. Tagesbaustellen an Autobahnen stellen fuer das Baustellenpersonal ein hohes Risiko dar, denn es kommt  immer wieder zu schwerwiegenden Auffahrunfaellen auf das Absicherungsfahrzeug, das im Zulauf auf die Baustelle als Warnung eingesetzt wird. Im Zentrum des Projektes "aFAS" steht daher die Entwicklung eines Absicherungsfahrzeuges, das unbemannt vollautomatisch funktioniert und die Sicherheit, insbesondere auch des Betriebspersonals, erhoeht. Der Prototyp soll unter realen Bedingungen auf dem Seitenstreifen von Autobahnen getestet werden. ABSTRACT IN ENGLISH: Following the continuous introduction of various vehicle assistance systems, the next important step in the technical development of vehicle technology is high and fully automated driving. Against this background, in the "aFAS" project, a consortium of eight partners from industry and research and a road infrastructure operator, will develop and test, in road traffic and under real conditions, an automatically driving vehicle, which will slowly drive fully automatically behind moving construction sites. "aFAS" stands for "Driverless automatically driving impact protection vehicle for construction sites on motorways." The four year project, funded by the Federal Republic of Germany with approximately 3.4 million Euro will, for the first time, examine the technical feasibility of a fully automatically driving vehicle in road traffic. Day construction sites on motorways pose a high risk for construction site staff as the rear impact protection vehicles, which serve as a warning when approaching a construction site, are time and again involved in serious rear-end collision accidents. Therefore, the focus of the "aFAS" project is the development of a rear impact protection vehicle which functions fully-automated and unmanned and increases safety, in particular also the safety of the operating staff. The prototype is to be tested under real conditions on the shoulder of motorways. ]]></description>
      <pubDate>Tue, 04 Aug 2015 08:51:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1361829</guid>
    </item>
    <item>
      <title>Influence of pediatric fatal and non-fatal low speed vehicle run over events in Queensland, Australia: eleven year analysis</title>
      <link>https://trid.trb.org/View/1319777</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 11 Aug 2014 14:18:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1319777</guid>
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    <item>
      <title>Integrity of IRI Data at Low Speed (Poster)</title>
      <link>https://trid.trb.org/View/1301794</link>
      <description><![CDATA[The International Roughness Index (IRI) is a standardized scale for measuring pavement roughness and is widely used as an indicator when evaluating pavement condition. IRI, measured in the units m/km, is calculated using the longitudinal profile data of a pavement surface and mathematically simulates the displacement of one wheel of a typical passenger car. Typical IRI values can vary depending on the classification of the roadway. Flexible pavement, for example, commonly includes the following ranges: 1.5 to 3.5 m/km for new pavements, 2.5 to 6 m/km for older pavements, and 4 to 11 m/km for damaged pavements. Network level collection of longitudinal profile and IRI are typically conducted using a high-speed inertial profiler that utilizes a combination of high-speed lasers and accelerometers. Depending on the configuration and quality of the profiler's accelerometer, there is a low-speed limit for inertial profilers. A minimum speed of 25 km/h is generally used as a lower limit for obtaining valid longitudinal profiles. Objectives for this study include: (1) a simple analysis of the behaviour of IRI collected at low testing speeds compared normal testing speeds; and (2) statistical analysis of how much of a pavement network's IRI data (urban and highway) is affected by low-speed testing. For the covering abstract of this conference see ITRD record number 201310RT334E.]]></description>
      <pubDate>Tue, 11 Mar 2014 10:58:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1301794</guid>
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    <item>
      <title>Some aspects of capacity and queueing in the vicinity of slow vehicles on a rural two lane road</title>
      <link>https://trid.trb.org/View/1209363</link>
      <description><![CDATA[An instrumented vehicle traversed a straight, level section of rural two lane, two way road near Sydney at fixed speeds of 20 and 30 MPH.  Because of the fairly long queues which developed behind this vehicle, it was possible to find the average number of vehicles which would overtake for any given size of headway in the opposing traffic.  Hence, maximum rates at which vehicles can overtake slow vehicles are calculated as a function of the opposing flow and extended to the study of the two directional 'capacity' of the road in the neighbourhood of the slow vehicle.  The rate at which traffic catches the slow vehicle is compared with the rate at which the traffic can overtake the slow vehicle (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 23:45:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1209363</guid>
    </item>
    <item>
      <title>Effects on traffic operation of a slow moving vehicle on two lane rural roads</title>
      <link>https://trid.trb.org/View/1197465</link>
      <description><![CDATA[The model developed describes the effects on traffic operation of a journey of a slow moving vehicle with a speed of 10-40 km/h.  The model is on a macroscopic level but uses recent results of microscopic traffic stream research.  The supply of gaps is described by an exponential tail model as an alternative to the negative exponential distribution.  The use of gaps is according to an Australian model with fresh parameters from dutch overtaking experiments.  A special model was developed for the congestion branch of the fundamental diagram.  The main input of the model consists of the flows in both directions, percentage of trucks and the speed and journey length of the slow moving vehicle.  The outputs of the model are: number of overtakers; size and duration of disturbance; number of affected vehicles and their delay; surface in the road time plane with congestion.  A computer program for a personal computer with interactive input procedures and several graphical outputs has been developed, which makes it very easy to use the model (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:33:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197465</guid>
    </item>
    <item>
      <title>A speed management strategy for Victoria - a report to the board of the road traffic authority</title>
      <link>https://trid.trb.org/View/1196627</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 15:02:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1196627</guid>
    </item>
    <item>
      <title>Alternative personal transport</title>
      <link>https://trid.trb.org/View/1193764</link>
      <description><![CDATA[Small vehicles compatible with bicycles, and a road system safe for them, are suggested as a form of inexpensive personal transport for a large range of people, being a supplement or alternative to the private car.  The alternative personal transport (apt) vehicle suggested aims to be a maximum 800 millimetres wide, with three or more wheels and with the possibility of a weather covering, and to be power assisted by a silent, fume free motor, with a built in maximum speed of 25 kilometres per hour.  For roads to be made safe for the vehicle, the parcelling up of all existing areas into low speed traffic precincts is suggested, with separate lanes for the use of the apt vehicle, together with bicycles, on all the bounding main routes. Provision of these vehicles, and a total road system safe for them, could encourage their use by car owners on short journeys, as well as by non car owners, with consequent social, economic and environmental benefits.  An advantage with the apt vehicle is that bicycle facilities would be usable by a much greater number of people than by cyclists alone, and could attract more funding.]]></description>
      <pubDate>Fri, 24 Aug 2012 13:31:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1193764</guid>
    </item>
    <item>
      <title>Slow way vehicles: a new approach to urban traffic</title>
      <link>https://trid.trb.org/View/1192997</link>
      <description><![CDATA[This paper briefly discusses alternatives to the conventional car and describes a project concerned with an investigation of low powered vehicles for use on cycle ways or slow ways.]]></description>
      <pubDate>Fri, 24 Aug 2012 13:05:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1192997</guid>
    </item>
    <item>
      <title>A slow way vehicle, an alternative vehicle for use on cycleways</title>
      <link>https://trid.trb.org/View/1186744</link>
      <description><![CDATA[An increase in use of bicycles for short urban trips could help in a small but significant way to alleviate some present urban traffic problems. To encourage this goal an effective network of cycle ways is needed on which bicycles and other compatible vehicles can be safely operated.  An alternative bicycle type vehicle is proposed to overcome the disadvantages which deter some people from using bicycles.  In this way it is hoped to encourage a greater potential use of cycle ways.  This paper discusses the specifications for the vehicle and describes the design and development of prototypes (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 06:49:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1186744</guid>
    </item>
    <item>
      <title>Reconstruction of special lane in continuously reinforced concrete for slow vehicles on motorway A6 at the Col de Bessey-en-Chaume</title>
      <link>https://trid.trb.org/View/1182672</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 04:17:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1182672</guid>
    </item>
    <item>
      <title>Rebuilding of the special slow-vehicles lane of the A6 motorway on the Bessey-en-Chaume pass using continuously-reinforced concrete</title>
      <link>https://trid.trb.org/View/1175641</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 00:33:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1175641</guid>
    </item>
    <item>
      <title>Monitoring the unclogging of permeable mixes on motorway slow lanes and hard shoulders</title>
      <link>https://trid.trb.org/View/1174680</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 23:41:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1174680</guid>
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