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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>POLICYMAKING AND RESEARCH, OR "SMART POLICY IS PREPARED FOR THE FUTURE"</title>
      <link>https://trid.trb.org/View/477862</link>
      <description><![CDATA[There are two kinds of research, anticipating and reacting, that may be relevant for policymakers in traffic and travel. But often policymakers do not use research results for their activities. How research results may be of use for policymakers depends on the following factors: (1) do research results enter directly or indirectly into policymaking; (2) are they used instrumentally, conceptually or for legitimizing reasons; (3) the scope of use; and (4) the moment of use. It appears that policymakers often get acquainted with research results in a very indirect way, and that their use is often to legitimize the policymakers' actions. There are many causes for the finding that policymakers do not use research results in an optimal way. This paper reviews some of them. The following recommendations are made: (i) Policymakers should periodically contact researchers to identify relevant topics; (ii) Research institutes should have control over publicity of "their" research results; (iii) There should be not only an information bank, but also a knowledge bank, which should be available to all participants; (iv) More "meta evaluations" should be executed; and (v) research questions should be rephrased in interaction between researchers and policymakers to make clear which policy questions lie behind the initial question. Then executable research questions should be derived from these policy questions. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477862</guid>
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      <title>BEHAVIOUR IN PROPER SIZE</title>
      <link>https://trid.trb.org/View/477863</link>
      <description><![CDATA[Many measures from the Ministry of Traffic and Waterworks in the Netherlands aim at influencing behaviour. A major problem is that behaviour of individual travellers is aimed at from within the traffic system, without considering the perspective of this individual. Too often only rational aspects for behaviour are assumed, whereas also irrational aspects such as habits and impulses do cause behaviour. Policymakers should use knowledge about the source of these various aspects in their attempts to change behaviour. Reasoned behaviour functions best for reaching (new) goals. Habits are efficient ways to reach previously defined goals. Impulsive behaviour serves underlying unconscious needs, such as instinct satisfaction. However, it may be possible to define a proper policy strategy for each behaviour type. Reasoned behaviour can be influenced by influencing the interests that are part of the balancing of alternatives, such as financial consequences. Habits may be influenced by: (1) removing the stimulus that triggered the behaviour; (2) changing the "behavioural context"; and (3) by influencing the evaluation afterwards in a negative direction in order to encourage a renewed reasoned approach. Impulses may be influenced by removing the stimulus that triggered the behaviour for other stimuli that invokes alternative responses. Policymakers should take more notice of these possibilities for influencing behaviour. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477863</guid>
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      <title>AUTOMATIC VEHICLE GUIDANCE: WHICH LIMITS ARE CAUSED BY THE DRIVER?</title>
      <link>https://trid.trb.org/View/477864</link>
      <description><![CDATA[An experiment was executed in a driving simulator to investigate the limits of drivers to exit a lane for Automatic Vehicle Guidance (AVG). The question was: which level of control take-over is best for drivers. Three levels were defined: (1) low support: control was handed over immediately from AGV to human driver after a button press; (2) medium support: control was handed over after the AGV found an appropriate gap in the non-AVG lane; and (3) high support: steering control was handed over after AGV found a proper gap, but AVG still adjusted speed and headway with respect to the non-AVG lane traffic during the lane change manoeuvre. There were three AVG speeds, factorially combined with two speeds in the nearby non-AVG lane, combined with low, intermediate or high traffic density. Handing-over condition was a between-subjects factor (3 x 8 subjects). It was found that subjects were able to take over control from the AGV and merge into a non-AGV lane, even in high-speed and high-density conditions. It appeared that a relative low speed of the non-AGV lane compared to the AGV lane caused dangerous situations and should be avoided. High support was found to be most comfortable, but the usefulness of the system was rated less high in such a situation. It was found that the angular speed as decision criterion for lane change was not constant across various traffic densities. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477864</guid>
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      <title>EFFECTS OF VARIOUS TIME HEADWAY OF INTELLIGENT CRUISE CONTROL SYSTEMS ON DRIVING BEHAVIOUR AND ACCEPTANCE</title>
      <link>https://trid.trb.org/View/477865</link>
      <description><![CDATA[Intelligent Cruise Control (ICC) systems are likely to be one of the first applications of Automatic Vehicle Guidance (AVG) systems that could become available in the near future. In addition to maintaining vehicle speed at a preset level (like the existing cruise control), ICC's also regulate headway and vehicle speed when following another vehicle in front. Headway is expressed as time headway (THW), which is the distance from bumper to bumper between the car and the lead vehicle divided by the speed (in m/s) of the following car. THW is constant within one individual driver. There are however large individual differences in preferred THW. The main point of research in this study is the magnitude of THW ICC's adopt and the THW individual car drivers would prefer when driving with an ICC. Drivers may have problems accepting an ICC system when the THW is not in accordance with their personally preferred THW. In the present experiment ICC's with three different THW's are tested in a driving simulator. Two of these THW's can be found in prototypes of ICC's that are described in the literature, 1.5 s. and 1.0 s. The third THW is the one that is personally preferred by the subjects. It is expected that the ICC system that adopts a THW equal or close to the preferred THW is most accepted by the subjects. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477865</guid>
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      <title>BEHAVIOURAL EFFECTS OF SIGN CHANGE IN FOG SIGNALLING</title>
      <link>https://trid.trb.org/View/477866</link>
      <description><![CDATA[A simulator study was carried out to investigate the effects of sign change patterns in a fog signalling system on driving speed choice. There were four levels of sign change, which consisted of an increasing level of "filtering" the sequence of signs that indicated a speed limit. This is: filling gaps in a sequence, keeping a sequence consistent, or making an introduction. This level of "filtering" was between subjects. Within subject system functioning (with or without system) and sight distance (sight distance 180 m, 105 m or 50 m, and repeatedly presented) were varied. It was found that system availability and sight distance influenced driving speed. Subjects drove slower with the system and with less sight distance. The more "filtering" the lower driving speed was found. However, this was an effect of the restrictive limits by higher levels of "filtering". It was also found that the effect of system availability decreased when the driving speed chosen without system was already close to the limit indicated by the system. In a regression analysis it was possible to model the speed choice with the system as a function of the speed choice without. It appeared that the deviation between vehicles decreased as a function of system availability. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477866</guid>
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      <title>PSYCHODIAGNOSTICS FOR CAR DRIVERS?</title>
      <link>https://trid.trb.org/View/477867</link>
      <description><![CDATA[A "sustainable safe" traffic system tries to prevent accidents by making it almost impossible to let them happen. However, traffic participants are very different from each other, and it may well be that there are people who are less suitable for driving a vehicle individually. In the countries around the Netherlands, psychodiagnostics is commonly used to detect this kind of problems in individuals who are repeatedly involved in accidents and traffic regulation violations. The Traffic Task Force of the European Federation of Associations of Psychologists (EFPPA) identified a variety of activities that psychologists may be engaged in concerning traffic and transport. Nowadays, Dutch psychologists participate almost entirely in the area of research and consultancy. In the course or harmonisation of regulations in Europe, it may be well possible that in the Netherlands the participation of psychologists in detection, tutoring and monitoring problematic traffic participants may increase. Setting proper professional standards is a requirement, as well as developing an educational (university) course for traffic psychologists. Quality management and assurance are needed for such an endeavour to be successful. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477867</guid>
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      <title>A MULTI-MEDIA COMPUTER APPLICATION FOR SPEED OFFENDERS</title>
      <link>https://trid.trb.org/View/477868</link>
      <description><![CDATA[The Netherlands Centre for Environmental and Traffic Psychology (COV) and DigiTAAL (a Dutch communication company) developed an interactive multi-media computer programme for speed-limit offenders. This programme should be used during speed controls; the offender may be remitted a part of the fine by doing the programme. The goal of the programme is to make speeders aware of the negative implications of their behaviour, and to change their attitude negatively towards offending speed limits. In the laboratory, the computer programme was evaluated and compared with the impact of the printed publicity, in the form of two leaflets: a general leaflet about traffic, and a specific leaflet about speeding. One week after participating in the study, subject were sent a questionnaire as measurement afterwards. It appeared that the general attitude towards speeding was changed most in the programme condition; subjects became more negative towards offending speed limits and various related aspects. The specific speeding leaflet appeared to influence the attitude towards driving fun positively and obeying traffic regulations negatively. Regarding knowledge about speeding and its consequences, the computer programme did not give better results than the other conditions. However, the subjects considered the programme more impressive than the leaflet conditions, and indicated to participate when confronted with it in real. (A) For the covering abstract see IRRD 895772.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
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