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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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      <title>How to Induce Drowsiness When Testing Driver Drowsiness and Attention Warning (DDAW) Systems</title>
      <link>https://trid.trb.org/View/2173271</link>
      <description><![CDATA[Driver drowsiness and attention warning systems are mandatory for new vehicles in the EU by 2022. Requirements for the test procedure for type approval are laid down in the Annex of EU regulation C/2021/2639. The aim of the presented study was to establish a robust test procedure that enables the collection of drowsy driving data in real traffic while accounting for safety and study ethics. Compared to other circadian timings, most participants reached the required drowsiness threshold when starting the test drive at 1 p.m. The drowsiness threshold of  >7 defined by the EU regulation was considered suitable.]]></description>
      <pubDate>Wed, 20 Sep 2023 11:42:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2173271</guid>
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    <item>
      <title>Introduction Matters: Manipulating Trust in Automation and Reliance in Automated Driving</title>
      <link>https://trid.trb.org/View/1483767</link>
      <description><![CDATA[Trust in automation is a key determinant for the adoption of automated systems and their appropriate use. Therefore, it constitutes an essential research area for the introduction of automated vehicles to road traffic. This study investigates the influence of trust promoting (Trust promoted group) and trust lowering (Trust lowered group) introductory information on reported trust, reliance behavior and take-over performance. Forty participants encountered three situations in a 17-min highway drive in a conditionally automated vehicle (SAE Level 3). Situation 1 and Situation 3 were non-critical situations where a take-over was optional. Situation 2 represented a critical situation where a take-over was necessary to avoid a collision. A non-driving-related task (NDRT) was presented between the situations to record the allocation of visual attention. Participants reporting a higher trust level spent less time looking at the road or instrument cluster and more time looking at the NDRT. The manipulation of introductory information resulted in medium differences in reported trust and influenced participants' reliance behavior. Participants of the Trust promoted group looked less at the road or instrument cluster and more at the NDRT. The odds of participants of the Trust promoted group to overrule the automated driving system in the non-critical situations were 3.65 times (Situation 1) to 5 times (Situation 3) higher. In Situation 2, the Trust promoted group's mean take-over time was extended by 1154 ms and the mean minimum time-to-collision was 933 ms shorter. Six participants from the Trust promoted group compared to no participant of the Trust lowered group collided with the obstacle. The results demonstrate that the individual trust level influences how much drivers monitor the environment while performing an NDRT. Introductory information influences this trust level, reliance on an automated driving system, and if a critical take-over situation can be successfully solved.]]></description>
      <pubDate>Fri, 20 Oct 2017 11:04:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483767</guid>
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      <title>Subjective Perception and Evaluation of Driving Dynamics in the Virtual Test Drive</title>
      <link>https://trid.trb.org/View/1461640</link>
      <description><![CDATA[In addition to the analysis of human driving behavior or the development of new advanced driver assistance systems, the high simulation quality of today’s driving simulators enables investigations of selected topics pertaining to driving dynamics. With high reproducibility and fast generation of vehicle variants the subjective evaluation process leads to a better system understanding in the early development stages.         The transfer of the original on-road test run to the virtual reality of the driving simulator includes the full flexibility of the vehicle model, the maneuver and the test track, which allows new possibilities of investigation. With the opportunity of a realistic whole-vehicle simulation provided by the Stuttgart Driving Simulator new analysis of the human’s thresholds of perception are carried out. The thresholds give general information about the perception of vehicle body motion, which are caused by road unevenness or bumps and transferred over the vehicle body to the occupants.         Furthermore, the resulting vehicle body motion due to such road impacts is analyzed in the simulator. Based on real test runs on the autobahn the vehicle’s body motion is measured after overrunning the road unevenness and exactly implemented in the driving simulator. For more detailed evaluation the excitation is divided into single impulses according to the vehicle’s degrees of freedom. In the present case rolling and yawing motion are considered separately. The driver can modify amplitude and phase of the single impulses by control elements to get an immediate subjective impression of the resulting vehicle motion. A detailed five-mass vehicle model, synthesized road profiles and measured road excitations provide the basis of this analysis to obtain more realistic results. With this method new objective criteria can be derived to enhance the basic design of driving dynamics.       ]]></description>
      <pubDate>Mon, 24 Jul 2017 09:54:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1461640</guid>
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    <item>
      <title>Target detection distances under different road lighting intensities</title>
      <link>https://trid.trb.org/View/1461012</link>
      <description><![CDATA[Road lighting illuminates road surface and surrounding areas of objects on a road, while car headlights illuminate vertical objects on a road. The goal of the study was to investigate the interaction between road lighting and car headlights at target detection distance. Target detection distances under different road lighting intensities and car headlights were studied with and without glare from an oncoming car. Dimmable high-pressure sodium lamps with three lighting levels 49, 71 and 100% (3557, 5179 and 7252 lm) were used. Test drivers had to detect a small uniform standard target standing vertically on the straight road. In the absence of glare (low beam car headlights), road lighting intensity levels of 100 and 49% provided comparable detection distances, while at 71% of road lighting intensity visibility was the lowest. The target was seen in negative or positive contrast in 100% of road lighting. In 71% of road lighting, the target was detected in positive contrast. While, in 49% of road lighting target was seen in negative contrast. There was a significant difference in detection distances under different road lighting intensities when there was no glare from the oncoming car. The significance main effect was between 49 and 71% of road lighting intensities. In addition, no significant differences in the effect of road lighting intensities could be found under glare from the oncoming car. In the presence of glare from the oncoming car, targets were always in negative contrast. Both road lighting and car headlights are associated with detection distances. The results of these experiments can give new insight to the development of intelligent road lighting considering the combined effect of road lighting and car headlights. The results provide useful insight to dim the lighting in order to save energy without impairing the detection of objects.]]></description>
      <pubDate>Tue, 28 Mar 2017 17:06:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1461012</guid>
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    <item>
      <title>Virtual Test Driver for Critically Stable Driving Maneuvers</title>
      <link>https://trid.trb.org/View/1352689</link>
      <description><![CDATA[In this paper a virtual test driver will be presented which has been developed to carry out standard test maneuvers. The virtual test driver must be able to effectively control a road vehicle under critically stable driving conditions. Results obtained from the virtual test driver will be used to evaluate the performance of a race car under development as an entrant to the Formula Student competition.]]></description>
      <pubDate>Mon, 29 Jun 2015 09:17:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1352689</guid>
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    <item>
      <title>Map-based Driving Profile Simulation for Energy Consumption Estimation of Electric Vehicles</title>
      <link>https://trid.trb.org/View/1353785</link>
      <description><![CDATA[Estimating the energy consumption of electric vehicles accurately along a given route is an important prerequisite for increasing their acceptance. In this paper, an algorithmic framework for interpolating a track described by a set of waypoints using sub-splines is presented. Furthermore, the velocity and acceleration a driver would choose is simulated along the course. The results are evaluated by comparing them to real consumption measurements of an electric vehicle during a test drive.]]></description>
      <pubDate>Fri, 26 Jun 2015 17:12:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1353785</guid>
    </item>
    <item>
      <title>Rough Road Ahead, But a Robot Driver Takes It in Stride</title>
      <link>https://trid.trb.org/View/1265922</link>
      <description><![CDATA[This New York Times article describes the current use of robots and robotic drivers to test new and developing vehicles.  The author focuses on the work by Ford Motor Company, which is using robotic drivers to test vehicle durability. The automaker began running robotically controlled vehicles on its test track in October 2012, following a development program of nearly two years.  The robotic system that guides the van is based on global positioning satellite (GPS) sensors that are accurate to one inch, using correction technology similar to that currently in use in airplane navigation.  The author describes the command center in use at the proving grounds, including the emergency shut-downs that are available and the type of communications systems in place.  The author concludes with a section discussing the benefits of automated durability testing, including results that are more reliable and consistent.  A final commentary considers how or if these kinds of test-track robotics may eventually translate to real-world, autonomous vehicles.  Also included is a 1-minute video of a robotically controlled truck on a Ford test track.]]></description>
      <pubDate>Thu, 24 Oct 2013 09:35:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1265922</guid>
    </item>
    <item>
      <title>Can Eco-Driving Techniques Make Driving More Economically and Ecologically?</title>
      <link>https://trid.trb.org/View/1253096</link>
      <description><![CDATA[Eco-driving means to change driving styles to be more economically and ecologically beneficial. However, there are quite different opinions from different studies regarding the effects of eco-driving. Furthermore, most of the previous studies have been based on computer simulations. It is necessary to propose really effective driving styles in order to promote eco-driving. The authors conducted a group of test runs on public roads under normal traffic conditions. This paper reports the results of the studies and gives suggestions to promote eco-driving.]]></description>
      <pubDate>Tue, 25 Jun 2013 08:55:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1253096</guid>
    </item>
    <item>
      <title>Fuel Cell Vehicle Drive Clinic Launches in Sacramento</title>
      <link>https://trid.trb.org/View/840018</link>
      <description><![CDATA[This article describes a fuel cell vehicle and infrastructure study that is being conducted at the California Fuel Cell Partnership in Sacramento, California. The study is being conducted as a "user perception" study in which up to 200 participants will test drive a hydrogen fuel cell vehicle on public roads, under real-world driving conditions (referred to as a "drive clinic", and view a hydrogen fueling event. The purpose of the drive clinic is to gain feedback from individuals who will be driving the fuel cell vehicles. The study will also include four focus groups involving a more detailed analysis of user response to fuel cell vehicles and infrastructure.]]></description>
      <pubDate>Fri, 30 Nov 2007 07:25:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/840018</guid>
    </item>
    <item>
      <title>Modeling the Interaction Between Passenger Cars and Trucks</title>
      <link>https://trid.trb.org/View/782901</link>
      <description><![CDATA[The topic of this research was the use of distributed computing to improve how the interaction between passenger cars and trucks is modeled. The two focus areas were the development of a methodology to combine microscopic traffic simulation programs with driving simulator programs, and the application of a prototype distributed traffic simulation to study the impact of the length of an impeding vehicle on passing. The methodology was motivated by the need to provide an easier way to create calibrated traffic flows in driving simulations and the need to capture vehicle behavior within microscopic traffic simulations. The original design for the prototype was to establish a two-way, real time exchange of vehicle data, however problems were encountered that imposed limitations on its development and subsequent use. The passing study was motivated by the possible changes in federal truck size and weight regulations and the current inconsistency between the passing sight distance criteria for the design of two lane highways and the marking of no-passing zones. Test drivers made passing maneuvers around impeding vehicles that differed in length and speed. The main effects of the impeding vehicle length were found to be significant for the time and distance in the left lane, and the start and end gap distances. Passing equations were formulated based on the mechanics of the passing maneuver and included behavior variables for calibration. Through a sensitivity analysis, it was shown that increases in vehicle speeds, vehicle length, and gap distance increased the distance traveled in the left lane, while increases in the speed difference and speed gain decreased the distance traveled in the left lane. The passing equations were calibrated using the current American Association of State Highway and Transportation Officials (AASHTO) values and used to predict the impact of increased vehicle lengths on the time and distance in the left lane. The passing equations are valuable for evaluating passing sight distance criteria and observed passing behavior.]]></description>
      <pubDate>Wed, 05 Jul 2006 11:51:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/782901</guid>
    </item>
    <item>
      <title>INTELLIGENT SPEED ADAPTATION - DEVELOPMENT OF A GPS BASED ISA-SYSTEM AND FIELD TRIAL OF THE SYSTEM WITH 24 TEST DRIVERS</title>
      <link>https://trid.trb.org/View/700446</link>
      <description><![CDATA[It is well documented that high speed is a key factor in car accidents.  For many years, traffic calming and police surveillance have been the methods to reduce the speed of the cars.  However, the development in intelligent transportation systems (ITS) has lead to the development of speed reducing systems.  The general term for these systems is "Intelligent Speed Adaptation " (ISA).  The ISA system establishes the position of the car, and the position is compared with a digital roadmap which contains the local speed limits.  If the local speed limit is exceeded the system responds, e.g. a LED flashes. This paper presents a research project at Aalborg University in Denmark.  The research project has developed an ISA-system (hardware and software).  The system has been tested by 24 test drivers.  The purpose of the test is to collect users' reactions to the system.  The project has also investigated how the users' speed changes when an ISA system is installed in their cars. There is a detailed description of the project at www.infati.dk; at this site the results of the project will be published continuously.  Also reference 1-3 can be downloaded from this site.]]></description>
      <pubDate>Mon, 26 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/700446</guid>
    </item>
    <item>
      <title>EFFECTIVENESS OF GROUND-MOUNTED DIAGRAMMATIC ADVANCE GUIDE SIGNS FOR FREEWAY ENTRANCE RAMPS</title>
      <link>https://trid.trb.org/View/682282</link>
      <description><![CDATA[This study investigated the effectiveness of ground-mounted diagrammatic signs in the context of urban multilane arterials leading to freeways.  Six highway-freeway interchanges were selected in the greater Columbus, Ohio, area for installation of the diagrammatic signs in the field.  The primary measure of effectiveness was the distance at which unfamiliar drivers driving in the wrong lane changed lanes.  A total of 21 and 19 test drivers unfamiliar with Columbus roads were recruited for an evaluation before and after installation of the diagrammatic guide signs.  This evaluation with unfamiliar test drivers showed that drivers were able to execute a needed lane change earlier when diagrammatic signs were provided.  Combining all six sites and looking at the 50th (377 m before, 819 m after) and 85th percentile (203 m before, 601 m after) lane change distances, an increase by a factor of 2.2 to 3.0 between the after and before condition was observed.  In addition, a panel of 13 Ohio Department of Transportation and Federal Highway Administration evaluators visited the six interchange sites and provided their input and opinions on the use of diagrammatic signs.  The majority of the evaluators fully embraced the idea of diagrammatic signs.  It is suggested that such signs should be used on multilane arterials in advance of highway-freeway interchanges in addition to preexisting guide signs (trailblazer assemblies), in cases in which the cost of overhead span-type sign bridges cannot be economically justified and additional advance guidance information to motorists is highly desirable.]]></description>
      <pubDate>Wed, 19 Nov 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/682282</guid>
    </item>
    <item>
      <title>THIS BUSINESS OF SAFE DRIVING</title>
      <link>https://trid.trb.org/View/692129</link>
      <description><![CDATA[This article provides an overview of the General Motors Proving Ground for automobile safety testing, located near the village of Milford, Michigan. Road surfaces of the Proving Ground include concrete, asphalt, gravel, brick, dirt, and cobblestone. Design is typical of highway practice except for a 3.8 mile speed-loop with super-elevated curves and for numerous sharp curves and grades in excess of those commonly met with outside. Maintenance is typical of the best highway practice. The selection and qualifications of Proving Ground test drivers are also discussed.]]></description>
      <pubDate>Tue, 21 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/692129</guid>
    </item>
    <item>
      <title>DESIGNERS TEST-DRIVE HIGHWAYS</title>
      <link>https://trid.trb.org/View/475736</link>
      <description><![CDATA[Putting a new twist on computer-based visualization, a team of researchers have used a specially designed simulator to test-drive highways before they are built.  They have developed an interactive system that enables designers to drive a virtual section of roadway much like they would in an actual automobile, adjusting speed, braking, and steering, and encountering various weather and lighting conditions.  The virtual system provides a real-time information flow of objects like trees and power poles as the driver passes them.  The Minnesota Department of Transportation began using the system 8 months ago to evaluate the design of a State Highway 61 reconstruction project through Tofte, Minnesota.]]></description>
      <pubDate>Mon, 09 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475736</guid>
    </item>
    <item>
      <title>VISUAL ACUITY AND DRIVING RECORD</title>
      <link>https://trid.trb.org/View/116215</link>
      <description><![CDATA[A RESEARCH PROGRAM IS OUTLINED AND RESULTS OBTAINED FROM PRELIMINARY DATA ANALYSES ARE PRESENTED. THE RESEARCH PROGRAM IS DESIGNED TO DETERMINE WHETHER RELATIONSHIPS CAN BE FOUND BETWEEN HOW WELL A PERSON SEES AND HOW WELL HE DRIVES AS REFLECTED IN HIS DRIVING RECORD. VOLUNTARY TEST SUBJECTS WERE SELECTED FROM DRIVER LICENSE APPLICANTS IN CALIFORNIA TO MEASURE VISUAL PERFORMANCE AND OBTAIN PERSONAL AND DRIVING INFORMATION. WHENEVER POSSIBLE, THE INSURANCE RECORD FOR EACH APPLICANT WAS LOCATED AND EXAMINED. THE ACCUMULATED INFORMATION WAS CODED, PLACED ON IBM PUNCH CARDS, AND PROCESSED WITH AN IBM 7094 COMPUTER. RESULTS OF THE PRELIMINARY ANALYSES SHOW' /1/ THERE IS EVIDENCE SUGGESTING A POSITIVE RELATIONSHIP BETWEEN GOOD DYNAMIC VISUAL ACUITY AND GOOD DRIVING RECORD, /2/ EVIDENCE INDICATES A SIGNIFICANT DIFFERENCE IN DRIVING RECORD BETWEEN VOLUNTEER SUBJECTS AND DRIVERS WHO REFUSED TO PARTICIPATE IN THE STUDY, THE LATTER HAVING A POORER RECORD, /3/ THE ANALYSES SHOW A DEFINITE RELATIONSHIP BETWEEN PERFORMANCE ON THE DYNAMIC VISUAL ACUITY TEST AND SEX, AGE, AND STATIC ACUITY. PERFORMANCE ON THE TEST IS POORER FOR FEMALES THAN FOR MALES, BECOMES GRADUALLY POORER WITH INCREASING AGE, AND IS SIGNIFICANTLY CORRELATED WITH STATIC VISUAL ACUITY. THE MAJOR IMPORTANCE OF FINDING THAT DYNAMIC VISUAL ACUITY IS RELATED TO AGE AND SEX IS THAT IT SUGGESTS THE POSSIBLE NEED FOR DIFFERENTIAL LICENSING REQUIREMENTS FOR DIFFERENT AGE- SEX CATEGORIES IN THE EVENT A DYNAMIC TEST IS EVER INCORPORATED INTO THE LICENSING PROCEDURE.]]></description>
      <pubDate>Thu, 22 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116215</guid>
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