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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>Beyond vision: A unified transformer with bidirectional attention for predicting driver perceived risk from multi-modal data</title>
      <link>https://trid.trb.org/View/2573484</link>
      <description><![CDATA[Modeling driver perceived risk (or subjective risk) plays a critical role in improving driving safety, as different drivers often perceive varying levels of risk under identical conditions, prompting adjustments in their driving behavior. Driving is a complex activity involving multiple cognitive and perceptual processes, such as visual information, driver feedback, vehicle dynamics, and traffic and environmental conditions. However, existing models for subjective risk perception have yet to fully address the need for integrating multi-modal data. To address this gap, the authors present a Transformer-based model aimed at processing multimodal inputs in a unified manner to enhance the prediction of subjective risk perception. Unlike existing methodologies that extract features specific to each modality, it employs embedding layers to transform images, unstructured, and structured fields into visual and text tokens. Subsequently, bi-directional multimodal attention blocks with inter-modal and intra-modal attention mechanisms capture comprehensive representations of traffic scene images, unstructured traffic scene descriptions, structured traffic data, environmental statistics, and demographics. Experimental results show that the proposed unified model achieves superior predictive performance over existing benchmarks while maintaining reasonable interpretability. Furthermore, the model is generalizable, making it applicable to various multi-modal prediction tasks across different transportation contexts.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573484</guid>
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    <item>
      <title>Drivers’ performances and their subjective feelings about their driving during a 40-min test on a circuit versus a dynamic simulator</title>
      <link>https://trid.trb.org/View/1845590</link>
      <description><![CDATA[Car manufacturers expect driving simulators to be reliable research and development tools. Questions arise, however, as to whether drivers’ behavior on simulators exactly matches that observed when they are driving real cars. Drivers’ performances and their subjective feelings about their driving were compared between two groups during a 40-min driving test on the same circuit in a real car (n = 20) and a high-fidelity dynamic simulator (n = 27). Their speed and its variability, the braking force and the engine revolutions per minute (rpm) were recorded five times on a straight line and three times on a curve. The differences observed in these measurements between circuit driving (CD) and simulator driving (SD) from the 6th to 40th minute showed no significant changes during the drive. The drivers also completed the NASA Raw Task Load Index (NASA RTLX) questionnaire and the Simulator Sickness Questionnaire (SSQ) and estimated the ease and standard of their own driving performances. These subjective feelings differed significantly between the two groups throughout the experiment. The SD group’s scores on the NASA RTLX and SSQ questionnaires increased with time and the CD group’s perceived driving quality and ease increased with time, reaching non-significantly different levels from their usual car driving standards by the end of the drive. These findings show the existence of a fairly good match between real-life and simulated driving, which stabilized six minutes after the start of the test, regardless of whether the road was straight or curved. These objective findings and subjective assessments suggest possible ways of improving the match between drivers’ performances on simulators and their real-life driving behavior.]]></description>
      <pubDate>Wed, 09 Jun 2021 15:33:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845590</guid>
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    <item>
      <title>Changing geographies of the passenger: Heterogeneous subjects on the move</title>
      <link>https://trid.trb.org/View/1839827</link>
      <description><![CDATA[At the intersection of transport geography and mobilities studies, scholars have paid increasing attention to passengering as a key characteristic in transport systems and a window through which one can understand how transport unfolds on the ground. In this editorial to the virtual special issue, the authors contribute to these debates by thinking through how passengers and passenger groups are deeply heterogeneous in nature, being far from singular or discrete, and escaping easy definitions of what passengering is or does. The authors discuss such variability in passenger formations and roles in three ways. First, how passengering is a nonreplicable process involving different compositions of people each time. Second, highlighting passengers' inconstant roles and subjectivities while on the move. And finally,  delineating how the act/art of passengering can be extended across multiple time-spaces involving and exceeding immediate transport environments. The authors show that these three prompts have important implications for transport infrastructures and services, as well as for fotransport design and planning. By tackling these ideas, the papers in this issue offer new insights on the spatialities of transport and on the site-specific productions of passengering.]]></description>
      <pubDate>Fri, 16 Apr 2021 16:05:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1839827</guid>
    </item>
    <item>
      <title>Investigation of safety attitude on passenger vehicle type choice: An integrated choice and latent variable (ICLV) approach</title>
      <link>https://trid.trb.org/View/1767445</link>
      <description><![CDATA[Passenger Vehicle Type Choice (PVTC) has an undeniable impact on crash severity and costs. To estimate that, subjective factors as well as objective ones must be carefully considered. Ignoring the role of subjective variables can cause bias in the estimation of the effective variables' coefficients. The present paper investigates the impact of safety attitude, transportation attitude, and lifestyle on PVTC in a bi-level structure. To do so, the authors used the data from 633 face-to-face interviews conducted in Iran. The passenger vehicles investigated in this study are divided into five categories according to their weight and safety performance: mini, compact, medium, large, and sport utility vehicles (SUVs). In the analysis of the mentioned structure, the Integrated Choice and Latent Variables (ICLV) approach is utilized. One of the important findings of the current study the significant influence of subjective variables on PVTC. Since subjective variables have an indirect effect on the decision variable, ignoring them will lead to biased estimates. For instance, aging in consumers increases the need for larger and more comfortable vehicles and reduces the tendency for high speeds. These two effects together neutralize the effect of age on the choice of large vehicles and SUVs. The effect of age on the choice of large vehicles could not be explained by solely relying on the objective variables.]]></description>
      <pubDate>Mon, 22 Mar 2021 10:34:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1767445</guid>
    </item>
    <item>
      <title>Subjective well-being in China: how much does commuting matter?</title>
      <link>https://trid.trb.org/View/1640774</link>
      <description><![CDATA[With rapidly increasing urbanization and motorization in China, the effect of commuting on residents’ subjective well-being (SWB) is likely growing. We used 13,261 individual, 124 city, and 401 neighbourhood samples from the 2014 China Labour-Force Dynamics Survey (CLDS 2014) and applied multilevel mixed-effects ordered probit regressions to investigate the relationship between commuting and SWB. We found huge differences between urban and rural areas in relation to commuting. Urban respondents’ daily average commuting time was 0.56 h while rural respondents’ daily average commuting time was 0.41 h. Further, the daily average commute time for residents living in cities with high urbanization rates (> 70%) was longer than for those living in cities with low urbanization rates (< 70%). The subjective well-being of residents who commute by walking or cycling was significantly lower than that of those who commute by other transportation modes. The regression results indicated that the longer the commute time, the lower the subjective well-being. Among residents who live in rural areas or cities with low urbanization, subjective well-being was more easily affected by commuting time. Commuting time was also found to influence residents’ job satisfaction and family life satisfaction, which in turn influence SWB. China’s current development mode ignores the traffic needs of vulnerable groups. Therefore, future traffic construction should increase its prioritization of these vulnerable transportation groups.]]></description>
      <pubDate>Mon, 26 Aug 2019 10:30:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1640774</guid>
    </item>
    <item>
      <title>Study on the order target of the sporty sound quality of the vehicle exhaust noise under acceleration</title>
      <link>https://trid.trb.org/View/1631825</link>
      <description><![CDATA[Correlational studies of order noise sample tuning and subjective evaluation test of sound quality were conducted to achieve sporty sound quality and confirm the correlation between the auditory sense (subjective) and the order noise level (objective) of vehicle exhaust noise under acceleration. First, the frequency range and the order ingredient of sporty quality noise were confirmed by a study of ear-hearing subjective feeling on the basis of physiological acoustics. By using an order tuning software that was developed independently, the second, fourth, and sixth order noise A-weighting sound pressure level (dB(A)) of the exhaust noise of an objective vehicle were tuned segmentally into numerous sound samples. Furthermore, samples with high sporty sound quality were selected through subjective evaluation, and the A-weighting sound pressure level (dB(A)) distributions of the second, fourth, and sixth order noise of these samples were analyzed. Consequently, the relative size relations of the second, fourth, and sixth order noise of all the exhaust noise with sporty sound quality were determined. In addition, the curve distribution zones of the corresponding order noise were formed and the order quantitative target of the sporty sound quality was considered. Finally, four passenger vehicles with representative sound qualities (sporty, quiet, and characterless) on the market were selected as the benchmark vehicles; their order noise was objectively tested and their sound qualities subjectively evaluated. Meanwhile, the order noise objective test result was compared with the order target. Results showed that when the fourth and sixth order noise curves relative to the second order noise curves were within the order target zones at most of the engine speeds, the exhaust noise of the vehicle had considerable sporty sound quality; otherwise, it did not have such a sound. Therefore, the order target of the sporty sound quality was accurate and effective.]]></description>
      <pubDate>Thu, 18 Jul 2019 16:39:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1631825</guid>
    </item>
    <item>
      <title>Objective vs. subjective measures of street environments in pedestrian route choice behaviour: Discrepancy and correlates of non-concordance</title>
      <link>https://trid.trb.org/View/1629076</link>
      <description><![CDATA[Difficulties in obtaining detailed street environment data is identified as a major obstacle in pedestrian route choice studies. Scholars have used either objectively or subjectively measured street environment data without testing their suitability as a substitute for each other in the route choice literature. This study aims to overcome these gaps by investigating the relevance of subjective data as a less-expensive proxy for objective data—together with identifying the factors affecting the degree of disconcordance between them. Subjective street environment data was collected from 178 pedestrians in Brisbane, Australia. Participants were intercepted and requested to draw their walking routes. They were asked to rate the importance of different street environment attributes influencing the chosen route. A range of objective attributes of these routes was derived through virtual audit and spatial analyses. The concordance of 13 seemingly related street environment variables was tested using ‘Kappa coefficient’ and ‘% agreement’ methods. Additionally, 13 multinomial logistic regression models were estimated, one for each variable, to identify different factors affecting the level of disconcordance. Results indicate a relatively poor agreement between objective and subjective attributes. However, an objective provisioning of some attributes can improve the perception of pedestrians about these attributes. Estimated regression models show that all groups are to some extent at-risk of being mismatched, suggesting the need for population-based policy interventions to improve perceptions. Findings highlight that subjective measures capture different construct of the street environment than those measured objectively, hence, using these two measures are not comparable.]]></description>
      <pubDate>Wed, 12 Jun 2019 09:21:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1629076</guid>
    </item>
    <item>
      <title>Subjective well-being and travel: retrospect and prospect</title>
      <link>https://trid.trb.org/View/1602190</link>
      <description><![CDATA[Although the improvement of well-being is often an implicitly-assumed goal of many, if not most, public policies, the study of subjective well-being (SWB) and travel has so far been confined to a relatively small segment of the travel behavior community. Accordingly, one main purpose of this paper is to introduce a larger share of the community to some fundamental SWB-related concepts and their application in transportation research, with the goal of attracting others to this rewarding area of study. At the same time, however, I also hope to offer some useful reflections to those already working in this field. After discussing some basic issues of terminology and measurement of SWB, I present from the literature four conceptual models relating travel and subjective well-being. Following one of those models, I review five ways in which travel can influence well-being. I conclude by examining some challenges associated with assessing the impacts of travel on well-being, as well as challenges associated with applying what we learn to policy.]]></description>
      <pubDate>Thu, 30 May 2019 17:22:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1602190</guid>
    </item>
    <item>
      <title>Applying the theory of reasoned action to understanding consumers’ intention to adopt hybrid electric vehicles in Saudi Arabia</title>
      <link>https://trid.trb.org/View/1596250</link>
      <description><![CDATA[To satisfy the global energy demand while accommodating the rapidly increasing consumption rate in its domestic market, Saudi Arabia must develop and implement fuel efficiency programs in many sectors. In the transportation sector, which is a major contributor to fuel consumption and emissions, hybrid electric vehicles (HEVs) could provide a viable solution, but they are not yet available in the Saudi market. Applying the theory of reasoned action (TRA) and an online questionnaire instrument (N = 847), this paper aims to identify the factors that could drive Saudi citizens’ intention to adopt such technology. We find that the TRA is appropriate to describe intention to adopt HEVs in the Saudi context, and that both subjective norms and attitudes are significant in explaining Saudi consumers’ intention, with subjective norms having three times as strong an effect as attitudes. The findings should be useful to relevant Saudi government officials as they develop and implement transportation-related initiatives and policies, as well as to global auto manufacturers and dealers seeking to tap into Saudi Arabia’s prospective HEV market.]]></description>
      <pubDate>Tue, 28 May 2019 16:54:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1596250</guid>
    </item>
    <item>
      <title>Electronic Tabular Display Subsystem (ETABS) Study: A Controller Evaluation of an en Route Flight Data Entry and Display System</title>
      <link>https://trid.trb.org/View/1600812</link>
      <description><![CDATA[This report describes a subjective evaluation of an automated en route air traffic control (ATC) flight data handling system known as the Electronic Tabular Display Subsystem (ETABS) engineering model. This engineering model was installed at the Federal Aviation Administration (FAA) Technical Center's En Route ATC Laboratory for operational simulation tests. The main objective of these tests was to determine the potential value of specific ETABS features for use in the future En Route Sector Suite. The features evaluated were primarily the replacement of paper flight strips and printers by a cathode-ray tube (CRT) electronic flight strip display and a separate menu-prompted CRT touch screen data entry device. Ten volunteer, active, en route ATC specialists served as test subjects, each alternating as a radar (R)-controller, data (D)-controller, or observer at their assigned sectors. Data were collected in the form of eight questionnaires administered at various training and test intervals. Results showed that the feature most highly rated was the CRT display of flight strips on the near tabular display. Most said that this was the one ETABS feature ready for operational implementation. They preferred a two-line flight strip format with local ability to modify strip data format and contents. Controllers reported problems with interactive display touch-entry errors and with complexity of menu structure. ETABS was judged fairly easy to learn and operate. The subject controllers made many written comments for improving ETABS. The controllers judged that implementation of this modified ETABS concept and its operational use could result in a substantial improvement to the present ATC system.]]></description>
      <pubDate>Wed, 24 Apr 2019 16:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1600812</guid>
    </item>
    <item>
      <title>Exploring the Positive Utility of Travel and mode choice: Subjective well-being and travel-based multitasking during the commute</title>
      <link>https://trid.trb.org/View/1572631</link>
      <description><![CDATA[In contrast to traditional approaches of transportation analysis, the Positive Utility of Travel (PUT) concept encompasses both intrinsic motivations for travel (and for traveling in certain ways) and non-destination-oriented benefits of the act of traveling. There are two major types of benefits: those from positive travel experiences (subjective well-being) and those from in-travel activity participation (travel-based multitasking). The PUT concept has rarely been examined in mode choice analysis due to measurement challenges for non-chosen alternatives. This research investigates associations between mode choice and these two PUT dimensions (well-being and multitasking) using a novel revealed preference study in which PUT attributes were measured for chosen as well as for alternative modes. Data from a survey of around 550 commuters in the Portland, Oregon, metropolitan area were analyzed using an integrated choice and latent variable mode choice model. Results found a strong and positive association between a commonly-used measure of hedonic travel SWB (the Satisfaction with Travel Scale) and mode choice; results for travel-based multitasking were more ambiguous. Findings suggest that travelers may consider experiences and expectations regarding their well-being and happiness when choosing a commute mode, but also that travel-based multitasking may be more about “killing time” than making productive use of it. This study is among the first to demonstrate revealed preference evidence consistent with measures of the positive utility of travel concept having a direct impact on mode choice behavior.]]></description>
      <pubDate>Fri, 01 Mar 2019 15:51:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1572631</guid>
    </item>
    <item>
      <title>Residents’s Subjective Assessment of Walkability Attributes in Objectively Assessed Neighbourhoods</title>
      <link>https://trid.trb.org/View/1519721</link>
      <description><![CDATA[The attributes of the built environment may influence walking in neighbourhoods. The objective of this study is to find the association between objectively assessed and perceived built environment attributes. To achieve the objective of the study three neighbourhoods of Putrajaya, Malaysia Precinct 8, 9 and 18 were selected. This study used NEWS (Neighbourhood Environment Walkability Scale) abbreviated version for the comparison of the residents’ perceptions regarding attributes of three neighbourhoods of Putrajaya in Malaysia that differ on objective measures derived from a GIS (Geographical Information System) data base and Putrajaya master plan. High-walkable neighbourhood residents reported built environment attributes ratings persistently higher as compared to the residents of the moderate and low-walkable neighbourhood. Results from the high-walkable neighborhood show that on a 5-point Likert scale most residents perceived high ratings of within the range of “3” except for residential density as there is a different scoring procedure for it. There are lowest ratings perceived within the range of “1” for the attribute crime and according to the scoring procedure for crime lowest score reflects the highest level of walking. There is no significant difference found in the ratings for traffic hazards.Subjective measures of built environment attributes had moderate to high alpha (ɑ) value. Hence the neighbourhood environment walkability scale can be used for subjective assessment in the topical context.]]></description>
      <pubDate>Wed, 11 Jul 2018 17:13:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1519721</guid>
    </item>
    <item>
      <title>Correlation analysis between subjective and objective evaluation data of automobile horn sound quality</title>
      <link>https://trid.trb.org/View/1501716</link>
      <description><![CDATA[Correlation analysis of subjective and objective evaluation for automobile sound quality is an important topic in automobile technology fields. Considering the theoretical characteristics of grey system method and neural network theory, grey relational analysis was applied to analyse the contributions of the variables of objective evaluation to subjective evaluation using the existing subjective and objective evaluation data of automobile horn sound quality. Then the main objective variables affecting the subjective feeling were determined, which include sound pressure level, A-weighted sound pressure level and sharpness. Back-propagation neural network model was designed and established as a quantitative expression between subjective and objective evaluation data. The simulation results of neural network model accorded with the original value of the subjective evaluation data very well, which illustrated the reliability of this method.]]></description>
      <pubDate>Thu, 22 Mar 2018 12:03:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1501716</guid>
    </item>
    <item>
      <title>Are multimodal travelers more satisfied with their lives? A study of accessibility and wellbeing in the Denver, Colorado metropolitan area</title>
      <link>https://trid.trb.org/View/1500848</link>
      <description><![CDATA[In this study, the authors ask how the ability to use multiple transportation options affects one's subjective wellbeing (SWB), including aspects such as physical health, financial security, standard of living, and personal relationships. A clearer understanding of these associations can inform investments in multimodal infrastructure. They draw on 232 surveys from a diverse set of residents in the Denver, Colorado metropolitan area and find that having more transportation choices can improve standard of living for low- and middle-income residents. Multimodal middle-income residents are also more satisfied with their health and what they are achieving in life. Vehicle owners report higher levels of satisfaction with their standard of living, health, and achievements, compared to non-owners, unless auto is their only travel mode. Only low-income respondents had significant differences in standard of living by where they lived, with greatest satisfaction in the urban core. These results confirm the relationship between public transit and SWB, and contribute to our understanding of how the concept of motility (social and spatial mobility) shapes one's quality of life. The findings have implications for investments in transportation modes across neighborhood types and populations, so that people have a range of travel options to meet their needs and increase their satisfaction with their goals through improved daily travel.]]></description>
      <pubDate>Thu, 22 Mar 2018 12:03:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1500848</guid>
    </item>
    <item>
      <title>Incorporating Equity Consideration in Transport Project Evaluation: The San Francisco Bay Area Case Study</title>
      <link>https://trid.trb.org/View/1439520</link>
      <description><![CDATA[In this study, the authors emphasize the advantages of two new equity measures, developed in previous work, through a real world evaluation of transport project. The authors use the San Francisco Bay Area case study and its regional activity-based travel model estimation. The authors' first approach utilizes the concepts of accessibility and subjective well-being, rather than value of time, to measure gains from transport investments. The authors develop the “Subjective Value of Accessibility” (SVOA) measure, a utility-activity based accessibility measure combined with a well-being factor. The authors' second approach utilizes the “capability approach” (CA), which is derived from the actual opportunities that people have, given their personal and social circumstances. The authors estimate the “Value of Capability gains" (VOC) as the key benefit taken into account in Cost-Benefit Analysis (CBA). This new VOC measure relies on what the authors refer to as the Activity-Based Capability (ABC) measure, which is an Activity-Based Accessibility measure (ABA) calculated from the actual opportunities a person can access. The authors' case study results indicate that the SVOA and the VOC can reveal higher benefits from policies focusing on the needs of more vulnerable social groups, as compared to the result obtained using the traditional measures.]]></description>
      <pubDate>Thu, 06 Apr 2017 12:28:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1439520</guid>
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