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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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      <title>Standard Practice: Color Use in Air Traffic Control System Displays</title>
      <link>https://trid.trb.org/View/2719315</link>
      <description><![CDATA[This standard is approved for use by all departments of the Federal Aviation Administration (FAA). It provides color-usage requirements and guidelines for air traffic control (ATC) applications that may serve as design requirements for all future ATC acquisitions and upgrades of current systems involving primary displays in tower, terminal, en route, oceanic, and other air traffic operations facilities. It may be extended to auxiliary displays, such as those depicting weather systems and traffic management systems. Color has become an integral part of ATC displays as they have evolved from monochromatic radar displays to full-color, complex interfaces that require operators to discriminate, identify, and locate many colors to make effective use of the information displayed. That information must be legible too, regardless of its color. In accordance with the Americans with Disabilities Act (ADA) of 1990 and the Rehabilitation Act of 1973, the FAA and the Civil Aerospace Medical Institute (CAMI) screen normal color-vision (NCV) and color-vision deficient (CVD) ATC candidates to determine if their color vision is sufficient to perform mission tasks. The Air Traffic Color Vision Test (ATCOV) was developed by CAMI to determine which CVD candidates have sufficient color vision to complete ATC mission tasks on current ATC systems and to screen out others who do not. This standard incorporates a standard color palette that CAMI has developed to fulfill requirements established by the ADA and the Rehabilitation Act (Gildea., Milburn, & Post, 2018; Gildea et al., in press). The colors are specified in terms of their Commission Internationale de l'Eclairage (CIE) normalized luminances and chromaticity coordinates, as well as their corresponding computer-industry standard red, green, and blue (sRGB) values. It provides a standard color set for coding critical information (see definition in Section 3) on non-tower primary ATC displays. The use of sRGB values and related requirements in this standard will facilitate accurate reproduction of the standard color set in the field.]]></description>
      <pubDate>Sun, 12 Jul 2026 16:35:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2719315</guid>
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      <title>Vulnerability Assessment of FAA Computerized Color Vision </title>
      <link>https://trid.trb.org/View/2518966</link>
      <description><![CDATA[The Office of Aerospace Medicine’s Safety Council requires an empirical determination whether the Federal Aviation Administration's (FAA’s) computerized color vision tests can be compromised using color correction devices. This requirement derives from the Office of Aerospace Medicine’s safety hazard/issue identification and management process. The issue was identified on 4/30/24 based on advertising by ColorMax that their lenses would allow individuals with color vision deficiency to “pass the Ishihara Color Plate Test.” The council completed a preliminary safety risk assessment on 6/10/24, which determined the claim was likely true and there was insufficient data available to determine the impact of such color correction devices on the FAA’s computerized color vision tests that will be replacing the Ishihara Color Plate Test this calendar year. Accordingly, the council requested a study to evaluate the vulnerability of the FAA’s computerized color vision tests, the findings of which may trigger a safety risk management panel. ]]></description>
      <pubDate>Tue, 04 Mar 2025 14:04:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2518966</guid>
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    <item>
      <title>Correlation between visuo-cognitive tests and simulator performance of commercial drivers in the United States</title>
      <link>https://trid.trb.org/View/2122728</link>
      <description><![CDATA[Driving commercial vehicles requires intact visuo-cognitive skills. Approximately 13% of all fatal motor vehicle crashes in the United States involve commercial drivers. The ability to accurately predict risk factors for unsafe commercial driving is essential for public safety. Accurate prediction tools will advance the field of commercial driver science, provide policy guidance for driver testing and assist healthcare providers during testing. Prior studies have correlated clinical tools to roadway safety; translating these results to commercial drivers has not yet been done. This study aimed to identify specific demographic, driving history and visuo-cognitive test results that correlate with driving simulator performance. Using the Cumulative Simulator Score (CSS) as a surrogate for driving ability, the objective was to correlate both sets of data (self-reported and visuo-cognitive testing) with the CSS to identify screening tools for unsafe driving in commercial drivers. Baseline assessments of 120 variables were collected from October 2020 to January 2022. Of the 31 participants, 3 were female and 28 were male with a mean age of 53 years. Average BMI was 32, blood pressure 136/84, 32 years of CDL driving experience, 36,500 annual CDL mileage, 11,000 annual personal mileage, 14 years of education, average number of medications: 2, average number of medical conditions: 2, six participants with personal and/or commercial crashes or tickets in past five years, MOCA 27/30, Trails B time 66 s, UFOV Speed of Processing 15 ms, Stroke Disease Severity Assessment pass rate 94%.The Cumulative Simulator Score (CSS), correlated significantly with education (r = 0.42; p = 0.02), commercial driving experience (r = 0.42; 0 = 0.02), and number of tickets as a commercial driver (Spearman rho = 0.40; p = 0.02). In a stepwise multivariable linear regression analysis, the number of tickets as a CDL driver in the past five years and years of education were retained as significant variables in the multivariable linear regression model, explaining 38% of the variance of total scores on the CSS.  Descriptive and self-reported driving characteristics correlate better with the Cumulative Simulator Score in CDL drivers than visuo-cognitive tests. Since simulator performance has been shown to be a reliable surrogate for driving performance, the number of tickets as a CDL driver in the past five years and years of education can be considered as additions to annual physicals for policy makers and health care providers to help assess their on-the-road safety.]]></description>
      <pubDate>Tue, 21 Mar 2023 09:22:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2122728</guid>
    </item>
    <item>
      <title>Inability of the Mini-Mental State Exam (MMSE) and high-contrast visual acuity to identify unsafe drivers</title>
      <link>https://trid.trb.org/View/1922797</link>
      <description><![CDATA[To examine the validity of high-contrast visual acuity and the Mini-Mental State Exam (MMSE) as tools for identifying at-risk older drivers. Prospective multi-site observational cohort study. Community sample drawn from cities of Brisbane and Canberra, Australia. 560 licensed drivers aged 65–96 years recruited between 2013 and 2016, from the community, an optometry clinic and driver referral service. 50-minute standardized on-road driving test conducted on a standard urban route in a dual-brake vehicle with a driver trained Occupational Therapist assessor masked to participants’ cognitive, visual and medical status. Of 560 participants who completed the on-road test, 68 (12%) were classified as unsafe. Binary logistic regression models adjusted for age, gender, site, comorbidity and driving exposure indicated that a 1-point decrease in MMSE score was associated with a 1.35 (95%CI: 1.12–1.63) increase in odds of unsafe driving, and for each line reduction in binocular visual acuity (increase of 0.1 logMAR) was associated with 1.39 (95%CI: 1.07–1.81) increased odds of unsafe driving. However, Receiver Operating Characteristic (ROC) analysis showed low discriminative power for both measures (MMSE: AUC = 0.65 (95%CI: 0.58–0.73), visual acuity: AUC = 0.65 (95%CI: 0.59–0.72)) and typical cut-offs were associated with very low sensitivity for identifying unsafe drivers (MMSE <24/30: 2%; visual acuity worse than 6/12 Snellen (logMAR >0.30): 3%). The MMSE and high-contrast visual acuity tests do not reliably identify at-risk older drivers. They have extremely low sensitivity for detecting unsafe drivers, even when used together, and poor prognostic properties relative to validated screening instruments that measure cognitive, vision and sensorimotor functions relevant to driving. Clinicians should select alternate validated driver screening tools where possible.]]></description>
      <pubDate>Tue, 29 Mar 2022 09:58:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1922797</guid>
    </item>
    <item>
      <title>Influence of vision on drivers: a pilot study</title>
      <link>https://trid.trb.org/View/1925677</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 10 Mar 2022 08:31:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925677</guid>
    </item>
    <item>
      <title>Open-Source Products for a Lighting Experiment Device</title>
      <link>https://trid.trb.org/View/1874811</link>
      <description><![CDATA[The availability of increasingly powerful and versatile open-source software and hardware products continues to open new possibilities for the design and development of experimental devices. The declining cost of many proprietary software and hardware solutions has further increased the options available to researchers. The capabilities of open-source software and microcontrollers were used to construct a device for controlled lighting experiments. The device was designed to ascertain whether individuals with certain color vision deficiencies were able to discriminate between the red and white lights in fielded systems based on luminous intensity. The device provided the ability to control the timing and duration of light emitting diode (LED) and incandescent light stimuli presentation, present the experimental sequence and verbal instructions automatically, adjust LED and incandescent luminous intensity, and display LED and incandescent lights with various spectral emissions. The lighting device could easily be adapted for experiments involving flashing or timed presentations of colored lights or the components expanded to study areas such as threshold light perception and visual alerting systems.]]></description>
      <pubDate>Wed, 20 Oct 2021 11:19:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874811</guid>
    </item>
    <item>
      <title>Changes in driving performance after first and second eye cataract surgery: A driving simulator study</title>
      <link>https://trid.trb.org/View/1858910</link>
      <description><![CDATA[This study investigated the separate impact of first eye and second eye cataract surgery on driving performance, as measured on a driving simulator. Forty-four older drivers with bilateral cataract aged 55+ years, awaiting first eye cataract surgery participated in a prospective cohort study. They completed a questionnaire, visual tests and a driving simulator assessment at three time points: before first eye, after first eye, and after second eye cataract surgery. Generalized Estimating Equation Poisson or linear regression models were undertaken to examine the change in four driving outcomes of interest after adjusting for cataract surgery and other potential confounders. Results: The rate of crashes/near crashes decreased significantly by 36% (incidence rate ratio (IRR) 0.64, 95% CI 0.47–0.88, p = 0.01) after first eye surgery and 47% (IRR 0.53, 95% CI 0.35–0.78, p < 0.001) after second eye surgery, compared to before first eye cataract surgery, after accounting for confounders. The rate of crashes/near crashes also decreased with better contrast sensitivity (IRR 0.69, 95% CI 0.48–0.90, p = 0.041). A separate model found that time spent speeding 10 kilometers per hour or more over the limit after second eye surgery was significantly less (0.14 min, p = 0.002), compared to before first eye surgery, after accounting for confounders. As contrast sensitivity improved, the duration of speeding also decreased significantly by 0.46 min (p = 0.038). There were no statistically significant changes in lane excursions or speed variation. The findings highlight the importance of timely first and second eye cataract surgery to ensure driver safety, especially as older drivers wait for second eye cataract surgery. It also provides further evidence that contrast sensitivity is probably a better predictor of driving ability in older drivers with cataract than visual acuity, the measure on which driver licensing requirements are currently based, and should also be used when assessing fitness to drive.]]></description>
      <pubDate>Fri, 23 Jul 2021 15:25:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1858910</guid>
    </item>
    <item>
      <title>Visual Improvements after Perceptual Learning Transfer from Normoxia to Hypoxia</title>
      <link>https://trid.trb.org/View/1765053</link>
      <description><![CDATA[Objective: This study aimed to evaluate vision improvement in hypoxia following normoxic perceptual learning.  Background: Visual functions are important for flight safety. However, the potential of perceptual learning to compensate for hypoxic vision damage is unclear.  Method: Seven observers enrolled in this study and were exposed to a hypoxic (11.5% O₂) and a mesopic (3 cd/m²) environment. Visual acuity (VA) and contrast sensitivity function (CSF) were evaluated in normoxia and hypoxia before and after the 8 daily training sessions. All observers trained in a monocular sine-wave grating detection task near their individual cutoff spatial frequencies while breathing normoxic gas.  Results: The contrast sensitivity (CS) at the trained spatial frequency, the area under the log CSF (AULCSF) and VA decreased in a hypoxic environment. Additionally, all visual performances (i.e., CS, AULCSF and VA), regardless of whether they were measured in the normoxic or hypoxic condition, improved following normoxic perceptual learning. The degree of visual improvement did not differ between normoxia and hypoxia, indicating that visual improvement is completely transferable from normoxia to hypoxia.  Conclusions: Preliminary evidence suggests that visual improvement remains even under environmental changes, and perceptual learning may be a noninvasive way to compensate for vision decreases in hypoxia.]]></description>
      <pubDate>Thu, 24 Jun 2021 16:38:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765053</guid>
    </item>
    <item>
      <title>Research on Dynamic Visual Characteristics of Drivers in Prairie Road Environment</title>
      <link>https://trid.trb.org/View/1756829</link>
      <description><![CDATA[In order to study visual characteristics of prairie road drivers, urban roads were used as control group, and vehicle tests were carried out on prairie and urban roads. K-means cluster analysis was used to divide drivers’ fixation area characteristics. Distribution characteristics of drivers’ fixation time were calculated and goodness of fit test was performed. Markov theory was used to solve probability matrix and stationary distribution of driver visual transition, and high frequency fixation area and visual transfer mode of prairie road were obtained. Results show that, compared with urban roads, prairie road drivers have relatively fewer fixation areas. Fixation time of prairie road drivers is generally long, which approximately obeys lognormal distribution. The probability of the driver staying in the current fixation area is generally higher. Compared with the urban road, the driver pays more attention to remote fixation areas. The research provides references for safe design of prairie roads and improvement of driving safety.]]></description>
      <pubDate>Fri, 26 Mar 2021 17:47:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1756829</guid>
    </item>
    <item>
      <title>Effects of smoking cannabis on visual function and driving performance. A driving-simulator based study</title>
      <link>https://trid.trb.org/View/1767337</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 04 Feb 2021 10:27:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1767337</guid>
    </item>
    <item>
      <title>Impact of age-related vision changes on driving</title>
      <link>https://trid.trb.org/View/1756417</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 09 Dec 2020 08:44:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1756417</guid>
    </item>
    <item>
      <title>Capability, health and travel behaviour of older people</title>
      <link>https://trid.trb.org/View/1725683</link>
      <description><![CDATA[This study analyses existing survey data from the English Longitudinal Study of Ageing (ELSA) and Understanding Society (USoc) to better understand the health profile of the population aged 50 and over and the impact on travel behaviour. Five different measures of health with the potential to impact on travel were examined: 1. health conditions such as arthritis, cancer, diabetes; 2. impairments or disabilities such as issues with mobility, sight, hearing; 3. difficulties with daily activities; 4. use of mobility aids; 5. self-reported health. An appendix is included in a separate file.]]></description>
      <pubDate>Tue, 04 Aug 2020 14:39:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1725683</guid>
    </item>
    <item>
      <title>Examining the FMCSA Vision Standard for Commercial Motor Vehicle (CMV) Drivers</title>
      <link>https://trid.trb.org/View/1670460</link>
      <description><![CDATA[The overall objective of the current study is to determine the safety efficacy of current Federal Motor Carrier Safety Administration (FMCSA) visual performance standards, and the availability and efficacy of additional tests used to measure visual performance components essential for safe commercial motor vehicle (CMV) driving. Researchers conducted a comprehensive literature review and interviewed eight medical experts to garner insights on the current visual standard and a variety of vision conditions that might affect driving safety. Researchers also conducted an analysis comparing safety performance of a sample of CMV drivers who did and did not meet the current vision standards, using (1) vision data from a third-party dataset containing U.S. Department of Transportation (DOT) medical examinations, and (2) crash data from the Motor Carrier Management Information System (MCMIS). Results showed that individuals with visual acuity worse than 20/40 in their better eye, or in both eyes,  had a significantly higher collision rate than those with visual acuity of 20/40 or better in their better eye, or in both eyes. Collision rates were also elevated for those drivers with horizontal field of view less than 70 degrees in their right eye. Note that these CMV drivers (1) failed to meet FMCSA’s current standards for visual acuity and horizontal field of vision, and (2) failed to meet the visual acuity eligibility requirements for obtaining a vision exemption from FMCSA.  There was no evidence that the few drivers with monocular vision, or those who did not pass the color vision examination,  experienced an elevated collision rate. Evidence from this study supports the measurement of visual acuity and horizontal field of view using the current cut-points; however, it was not possible to compare different cut-points with the data provided, and while associations were statistically significant, on an individual level they were very weak.]]></description>
      <pubDate>Wed, 18 Dec 2019 09:27:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1670460</guid>
    </item>
    <item>
      <title>Journey by visually impaired public transport users: Barriers and consequences</title>
      <link>https://trid.trb.org/View/1596698</link>
      <description><![CDATA[Accessibility to public transport is increasingly recognized as having a significant impact on the livelihood of people who are visually impaired. There is a wealth of knowledge on the issues that exist in the environment but budgetary constraints mean not every issue can be addressed. As such, many barriers to transport access still exist in the urban environment and public transport systems, which often leads to social exclusion; despite advancements that have been made to better cater for the needs of disabled people. This paper attempts to identify and prioritize the key issues that require addressing from the perspective of visually impaired public transport users that would bring the greatest mobility benefits in their journeys from origin to destination. A series of semi-structured interviews were conducted to identify these key issues. A total of 17 visually impaired participants were involved in this study, including 6 with total blindness and 11 with partial vision, in varying degrees. The main barriers were due to bus driver’s unawareness of disabled people’s needs, obstructions on footpaths, poor information, poor bus infrastructure, poor bus services, and barriers from construction. The consequences of being unable to travel independently caused many of the participants to feel frustrated, isolated, stressed, and resentment. The results revealed that improving bus driver training, more strategically placed pedestrian crossings, and more availability of real-time information would bring the greatest mobility benefits.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:45:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1596698</guid>
    </item>
    <item>
      <title>An examination of driving exposure, habits and harsh breaking events in older drivers with bilateral cataract using naturalistic driving data</title>
      <link>https://trid.trb.org/View/1569740</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 26 Nov 2018 11:01:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1569740</guid>
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