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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>
    <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>REARWARD VISION, DRIVER CONFIDENCE, AND DISCOMFORT GLARE USING AN ELECTROCHROMIC REARVIEW MIRROR</title>
      <link>https://trid.trb.org/View/344505</link>
      <description><![CDATA[Electrochromic rearview mirrors can provide continuous levels of reflectivity and unobtrusive, automatic control. The availability of this technology has increased the importance of understanding how to select the best level of reflectivity for a given set of lighting conditions.  For night driving with glare from following headlights, the best reflectivity level will always depend on a tradeoff among several variables.  This study was designed to help clarify what variables are important and how they should be quantified.  Twenty subjects, 10 younger and 10 older, performed a number of visual tasks while viewing stimuli through an electrochromic rearview mirror.  Subjects were seated in an automobile mockup in a laboratory and the reflectivity level of the mirror was changed before each of a series of discrete trials.  On each trial, subjects saw reflected in the mirror a visual acuity stimulus and a glare source of varying intensity.  They performed three tasks: (1) judgment of the location of a gap in the acuity stimulus, (2) rating of their subjective confidence in the gap judgment, and (3) rating of the discomfort they experienced from the glare source.  Results showed that: (1) visual performance decreased with decreasing reflectivity approximately as a linear function of log reflectivity, (2) subjects' confidence consistently underestimated their actual performance but otherwise accurately reflected the effect of reflectivity on performance, and (3) the effect of reflectivity on discomfort glare is not fully predicted by its effect on illumination at the subject's eye point. Implications of these findings for mirror design include: (1) the continuous reflectivity control provided by electrochromic mirrors should be of value in achieving optimal tradeoffs in the presence of glare, and (2) at least for discrimination tasks, even though changes in reflectivity are automatic and subtle, subjects recognize the resulting changes in seeing ability.]]></description>
      <pubDate>Fri, 30 Nov 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344505</guid>
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      <title>LAND VEHICLE TELEOPERATION UNDER CONDITIONS OF REDUCED VIDEO RESOLUTION</title>
      <link>https://trid.trb.org/View/305450</link>
      <description><![CDATA[Teleoperation of land vehicles was studied to investigate the effects of both spatial and temporal video resolution on the ability of the operator to effectively control the vehicle.  Teleoperation extends part of a human operator's presence into remote or hazardous areas, and the predominant form of sensory feedback is that of vision.  The quality of the transmitted video information has a significant effect on the operator's confidence and ability to effectively control the vehicle.  Experiments were constructed to  allow subjective evaluation of the lower limits of video quality necessary for degraded, yet effective, Teleoperation. Subjects were asked to teleoperate a remote vehicle under varying conditions to degraded spatial and temporal resolution, and their comments were recorded along with the video driving scenes during teleoperation.  Subjective assessments and teleoperation test data suggest the possibility of reducing the required video bandwidth for teleoperation by a factor of 28:1 over normal video standards.]]></description>
      <pubDate>Tue, 31 Jul 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/305450</guid>
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      <title>STRUCTURE AND INTENSITY OF THE SUBJECTIVE DISCOMFORT CONNECTED WITH THE EXISTENCE OF MECHANICAL VIBRATIONS IN TRUCKS</title>
      <link>https://trid.trb.org/View/275339</link>
      <description><![CDATA[The final report proceeds from a review to the perception of vibrations, propagation of vibrations in the organism and sensitivity to vibrations over the effect of vibrations in man, the isosensation curves and a method of subjectively evaluating the vibratory gene in a first part covering the bibliographic analysis.  The second experimental section presents the hypotheses, and gives a report on the experiments.  The third section deals with the results obtained and, in particular, the physical measurements with a characterization of the vibratory environment, the characteristics of populations which have participated in the tests and a selective evaluation on the basis of data received on the questionnaire in the course of the tests. The fourth and final part presents an analysis and annexes, concerning in detail the characterization of the vibratory environment, the relationship between the descriptive parameters of vibrations and the sensations experienced by the conductors, followed by an analysis of the proceedings and annexes.]]></description>
      <pubDate>Mon, 29 Feb 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/275339</guid>
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      <title>EFFECTS OF VEHICLE HANDLING CHARACTERISTICS ON STRAIGHT LANE DRIVING</title>
      <link>https://trid.trb.org/View/276938</link>
      <description><![CDATA[Objective open and closed loop test procedures and subjective rating procedures on vehicle handling properties were developed and used in two experiments.  In the first experiment with an instrumented car, influences of tyre pressure variations on vehicle handling were determined in open loop tests, i.e., steady state curve driving, step steering inputs and sinusoidal steering inputs. Under/oversteering coefficient, yaw gain and response time were used to describe differences in vehicle handling properties.  The second experiment dealt with the effects of three different handling characteristics--extreme understeering, understeering and oversteering--of the instrumented car on straight lane driving.  Six subjects drove on the right lane of a traffic-free highway with fixed speeds from 20 to 100 km/h.  A visual occlusion technique with a fixed looking time of 0.5 s was used to find a relation between the number of looks needed and driver workload as related to vehicle properties.  Results indicate that occlusion time varies consistently with workload and handling properties.  Special interest was given to the spectral analysis of driver steering inputs. Top frequency, top amplitude and energy distribution measures showed significant differences between the three vehicle handling characteristics.  These differences were also verified with subjective ratings.  For the covering abstract of the conference see IRRD 285907.  (TRRL)]]></description>
      <pubDate>Fri, 31 Oct 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/276938</guid>
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    <item>
      <title>IF YOU CAN'T STAND UP, STAND OUT</title>
      <link>https://trid.trb.org/View/211781</link>
      <description><![CDATA[This article reports the results of tests conducted on six state-of-the-art wheelchairs, ranging in price from $1125 to $1405.  This new generation of high-tech, lightweight chairs make the older pressed-steel Everest and Jenkins (E and J) wheelchairs obsolete.  The tests, while admittedly very subjective, were conducted by a team of wheelchair riders which included outstanding wheelchair designers and athletes.  The following models are reported on: Quickie 2; the Bair Chair; Quickie; Lightning Premier (E and J); the Rolls 500; and the Quadra.  Two of these models, the Quickie 2 and the Quadra, had folding frames.  All of the models had quick-release wheels, adjustable axle location (both vertical and longitudinal), adjustable back height, and precision-type sealed wheel bearings.]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211781</guid>
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    <item>
      <title>EVALUATION OF RESPONSES TO BROAD-BAND WHOLE-BODY VIBRATION</title>
      <link>https://trid.trb.org/View/211173</link>
      <description><![CDATA[The experiment was aimed at investigating the human response to different modes, frequencies and intensities of whole-body vibration (WBV), in order to check the evaluation procedures currently recommended.  Six male seated subjects were exposed to sinusoidal (SIN) and octave-band-wide vibration (OWV) in the z axis with the frequencies or center frequencies, respectively, of 2, 4, 8 and 16 Hz at two intensity levels (except for 2 Hz), in accordance with the frequency weighting of ISO 2631.  Subjective judgments of the severity of WBV, annoyance and the ability to control a constant sitting posture were obtained along with the bioelectrical activity of trunk muscles, transmissibility and impedance.  An integral assessment of the exposures was rendered possible by the complex evaluation of different human responses.  The results clearly speak in favor of the weighting procedure.  The superiority of the weighting procedure suggests lower limits for broad-band vibration than those recommended at present.]]></description>
      <pubDate>Mon, 29 Apr 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211173</guid>
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      <title>IF YOU DRINK, DON'T DRIVE MOTTO NOW APPLIES TO HANGOVERS AS WELL</title>
      <link>https://trid.trb.org/View/210875</link>
      <description><![CDATA[This article reviews a study, carried out by Sweden's National Road and Traffic Research Institute (VTI) published last year as VTI Rapport N222A.  This study indicates that hangovers may also diminish driving ability by as much as 20 percent, even when the blood alcohol concentration is 0 mg/dL.  Furthermore, according to the study, a person's ability to carry out complex driving maneuvers is reduced for at least three hours after the blood alcohol level reaches zero, and hangover-impaired subjects demonstrate a marked inability to subjectively determine if they are fit to drive at all.]]></description>
      <pubDate>Wed, 30 Jan 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210875</guid>
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      <title>SUBJECTIVE RESPONSE TO WHOLE-BODY VIBRATION - THE EFFECTS OF POSTURE</title>
      <link>https://trid.trb.org/View/188160</link>
      <description><![CDATA[As anyone who has travelled by public transport will know, the degree of vibration experienced from a vehicle can be affected, sometimes markedly, by the posture adopted.  In an investigation of the effects of posture on subjective responses to whole-body vibration, 20 undergraduate subjects produced equal sensation contours adopting three postures each on different occasions.  The postures adopted were standing, sitting upright and sitting slouched.  The results indicated significant differences in the contour shapes from the three postures, and the level set in the sitting postures were significantly lower than in the standing posture.  No difference was obtained between the two sitting postures.  Implications of these findings are discussed regarding the role of transmissibility in subjective response to vibration, and the necessity to produce different standards for different postures.]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188160</guid>
    </item>
    <item>
      <title>ESTIMATION OF AUTOMOBILE SPEED UNDER DAY AND NIGHT CONDITIONS</title>
      <link>https://trid.trb.org/View/181716</link>
      <description><![CDATA[Passenger subjects estimated automobile speed while traveling along an unlit freeway under day and night conditions.  A visual occluding device allowed a 1-s glimpse of the road ahead when a judgment was required.  Although subjects underestimated speeds, their judgments were more accurate at night than during the day.]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/181716</guid>
    </item>
    <item>
      <title>CRITICAL ASSESSMENT OF STUDIES RELATING WHOLE-BODY VIBRATION TO PASSENGER COMFORT</title>
      <link>https://trid.trb.org/View/59891</link>
      <description><![CDATA[This paper critically reviews the major work which has been carried out over the past 40 years to investigate the relationship between whole-body vibration and comfort. Although a fair amount of work has been completed in this area, this review demonstrates that the majority is unacceptable from most practical standpoints although some concordance exists.  Finally, the paper shows that attempts which have been made to draw the field together (including an International Standard) to produce curves of equal comfort have not significantly increased our knowledge of how people react to whole-body vibration.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59891</guid>
    </item>
    <item>
      <title>SEMANTIC DIFFERENTIAL AS AN INDEX OF TRAFFIC SIGN PERCEPTION AND COMPREHENSION</title>
      <link>https://trid.trb.org/View/54166</link>
      <description><![CDATA[There is a need to develop and validate simple, inexpensive techniques for the evaluation of traffic sign messages. This paper examines the semantic differential (a paper-and-pencil test which measures psychological meaning) as a potential instrument for such evaluation.  Two experiments are described, one relating semantic differential scores to comprehension and the other relating this index to glance legibility.  The data indicate that semantic differential scores on all four factors (evaluative, activity, potentcy, and understandability) were highly correlated with comprehension of symbolic messages. These scores were unrelated to glance legibility of verbal messages, but two factors (evaluative and understandability) did correlate with glance legibility of symbolic messages. It was concluded that the semantic differential is a valid instrument for evaluating comprehension of symbolic sign messages and that it has advantages over other techniques.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54166</guid>
    </item>
    <item>
      <title>A LIMITED INVESTIGATION OF AUTOMOTIVE USED SEAT BELTS</title>
      <link>https://trid.trb.org/View/29160</link>
      <description><![CDATA[A laboratory study of 82 severely used automotive seat belts was made to evaluate present standards and to suggest possible improvements. Areas of investigation included hardware tests and webbing degradation from sunshine, abrasion, and dirt. Both subjective and measurement evaluations were conducted. Confirmations, new data, and recommendations are presented.]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29160</guid>
    </item>
    <item>
      <title>AUTOMOBILE TIRE SOUNDS - ACOUSTICAL GRADING SYSTEM FEASIBILITY. 2: COASTBY STUDY</title>
      <link>https://trid.trb.org/View/134928</link>
      <description><![CDATA[The present investigation is the second of two studies designed to determine the feasibility of establishing an accoustical grading system for automobile tires. In Study 1, where the data were collected, results indicated that subjective measures of acceptability and dBA scale readings resulted in the identical rank ordering of tires under a representative set of experimental conditions. The present study was a field replication of the earlier experiment. Tape recordings were again made of sounds from 5 experimental tires which coasted by a roadside microphone location at speeds of 30, 50 and 70 mi/h under two loading conditions. Test tapes were then developed based on an exhaustive set of paired comparisons for each of the six experimental conditions. Fifteen "naive" male subjects then judged the tire sounds on the basis of acceptability, and the tires were ranked accordingly. Rankings were then also obtained using peak dBA scale readings and peak PNdB levels. The physical and subjective measures resulted in essentially the same rank ordering as obtained in Study 1 although the results were not quite as consistent. /AUTHOR/]]></description>
      <pubDate>Wed, 06 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134928</guid>
    </item>
    <item>
      <title>MOTOR VEHICLE REAR LIGHTING AND SIGNALLING</title>
      <link>https://trid.trb.org/View/114449</link>
      <description><![CDATA[A GENERAL INVESTIGATION INTO THE SUBJECT OF MOTOR-VEHICLE REAR LIGHTING WAS UNDERTAKEN TO DETERMINE WHAT AVENUES WOULD MOST LIKELY LEAD TO THE ESTABLISHMENT OF SPECIFICATIONS FOR AN IMPROVED REAR LIGHTING SYSTEM. ANALYTIC AND EXPERIMENTAL APPROACHES ARE EMPLOYED, AS WELL AS EXPERT JUDGEMENT AS DERIVED FROM THE PUBLISHED LITERATURE ON THE SUBJECT AND FROM DIRECT CONSULTATION WITH INDIVIDUALS EXPERIENCED IN THE SUBJECT FIELD. THE PROBLEMS ARE ANALYZED AND DISCUSSED IN TERMS OF THE FUNCTIONAL AND PHYSICAL FACTORS INVOLVED, AND THE REQUIREMENTS OF A REAR LIGHTING SYSTEM ARE LISTED. THE RESULTS OF A SURVEY ARE PRESENTED TO SHOW THE DISTRIBUTION AND TREND IN LAMP BEAM INTENSITIES AND LUMINOUS AREAS OVER THE YEARS 1965 THROUGH 1967. A COMPUTER SIMULATION MODEL BASED ON AN ADAPTIVE MATRIX IS DESCRIBED AND SHOWN AS BEING FEASIBLE AND OFFERING A NUMBER OF IMPORTANT ADVANTAGES FOR THE EVALUATION OF REAR LIGHTING AND OTHER PARAMETERS OF INTEREST IN A DRIVER-VEHICLE SYSTEM. INITIAL RESULTS FROM A NUMBER OF TEST VARIABLES FOUND TO BE STATISTICALLY SIGNIFICANT IN THE SUBJECTIVE EVALUATIONS OF REAR LAMPS ARE LISTED. SALIENT FINDINGS FROM PREVIOUSLY PERFORMED SUBJECTIVE TESTS ON SUMMATION OF LUMINOUS AREAS, ADAPTATION LUMINANCE AND VISIBILITY OF LIGHT SOURCES IN FOG ARE ALSO GIVEN. A PROCEDURE IS DESCRIBED FOR THE SEMI-AUTOMATIC DETERMINATION OF "EFFECTIVE PROJECTED LUMINOUS AREA" OF REAR LAMPS. ON THE BASIS OF PRESENT KNOWLEDGE, SOME TENTATIVE PROPOSALS ARE MADE FOR AN IMPROVED REAR LIGHTING SYSTEM TOGETHER WITH SUGGESTIONS FOR FURTHER WORK NEEDED TO ESTABLISH THE DETAILED SPECIFICATIONS FOR SUCH A SYSTEM. A SELECTED BIBLIOGRAPHY LISTING PUBLISHED WORKS ON THE SUGJECT IS ALSO INCLUDED. /AUTHOR/]]></description>
      <pubDate>Mon, 23 Nov 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114449</guid>
    </item>
    <item>
      <title>FOG ACCIDENT PREVENTION STUDY: VISIBILITY OF COLORED LUMINOUS AREAS IN FOG. FINAL REPORT</title>
      <link>https://trid.trb.org/View/109239</link>
      <description><![CDATA[A SERIES OF SUBJECTIVE VISIBILITY TESTS, PERFORMED WITH LUMINOUS-AREA, RED-LIGHT SOURCES OF DIFFERENT SIZES IN ARTIFICIALLY GENERATED FOG, SHOW THAT IN DAYTIME FOG OF 50-FT VISUAL RANGE AND NIGHTTIME FOG OF 100-FT VISUAL RANGE, THERE WAS APPRECIABLE DIFFERENCE IN VISIBILITY BETWEEN 2-IN. DIAMETER AND 6-IN. DIAMETER SOURCES OF EQUAL INTENSITIES IN NIGHTTIME FOG OF 500-FT VISUAL RANGE, THE LARGER SOURCE WAS FOUND TO BE SOMEWHAT MORE VISIBLE THAN THE SMALLER ONE. ANOTHER SERIES OF SUBJECTIVE TESTS WERE PERFORMED UNDER VARIOUS VISIBILITY CONDITIONS TO DETERMINE THE VISUAL DETECTION CONTRASTS FOR RED, AMBER AND GREEN LUMINOUS AREA TARGETS VIEWED AGAINST CORRESPONDINGLY COLORED BACKGROUNDS. THE RESULTS SHOW THAT UNDER CLEAR-WEATHER CONDITIONS DAYTIME OR NIGHTTIME, THERE WAS AN APPRECIABLE DIFFERENCE IN TARGET-TO-BACKGROUND DETECTION CONTRAST FOR THE THREE COLOR. IN FOG OF 100-150 FT VISUAL RANGE, HOWEVER, THE DETECTION CONTRAST WAS GENERALLY LOWER, FOR THE RED TARGETS THAN FOR THE GREEN WITH THAT FOR AMBER BEING INTERMEDIATE BETWEEN THE OTHER TWO COLORS. THESE DIFFERENCES WERE MORE PRONOUNCED IN DAY-TIME FOG THAN IN NIGHTTIME FOG OF THE SAME DENSITY. /SRIS/]]></description>
      <pubDate>Wed, 18 Nov 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109239</guid>
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