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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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    <item>
      <title>EFFECT OF A DYNAMIC CENTRAL TASK ON THE USEFUL FIELD OF VIEW: INVESTIGATION OF VISUAL AND ATTENTIONAL ABILITIES OF ELDERLY DRIV</title>
      <link>https://trid.trb.org/View/492295</link>
      <description><![CDATA[In the context of establishing some type of relationship between drivers' functional abilities and probability of road accidents, interesting parameter is the useful field of view -UFOV- which ta into account both perceptive and cognitive processes involved in detection, the localisation and the identification of visual information from the external environment. Knowing that ageing ha strong effect on these abilities, our study aims at investigating UFOV on a sample of elderly drivers, under dynamic experimental conditions. This approach allows, firstly, to identify relationsh between the level of attentional demand complexity of the dynamic central task and the efficiency of the detection task, and, secon to specify if detection processes are more efficient in specific localised parts of the field of view.  For the covering abstract IRRD E102207.]]></description>
      <pubDate>Sat, 04 Nov 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492295</guid>
    </item>
    <item>
      <title>THE CONSPIRACY OF BICYCLE LIGHTING UNDER ON-ROAD CONDITIONS.</title>
      <link>https://trid.trb.org/View/611644</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 20 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/611644</guid>
    </item>
    <item>
      <title>EFFECT OF AGEING AND VISION ON MEASURES OF DRIVING PERFORMANCE</title>
      <link>https://trid.trb.org/View/492296</link>
      <description><![CDATA[The aim of these studies has been to investigate the effect of ageing and visual impairment on driving performance and to determine whether driving performance can be predicted by laboratory-based vision tests. In this study three groups of subjects were tested including young visually normal subjects, old visually normal subjects and older subjects with visual impairment. All subjects had a current driving licence and were legally eligible to drive. Visual performance was assessed using a battery of visual function tests including the Pelli-Robson chart, disability glare test, Useful Field of View (UFOV), and reaction times (RT). Driving performance was assessed on a closed-road circuit to measure peripheral awareness, manoeuvring, reversing, central and peripheral RTs, speed estimation and time to complete the course. The results demonstrated that visual impairment and age had a significant effect on driving performance (p<0.05), where the subjects with visual impairment had poorer driving performance (p<0.05) than either the old or young normal subjects, and the old subjects had poorer driving performance (p<0.05) than the young. Similarly, the visual performance of the old subjects (with or without visual impairment) was significantly worse (p<0.05) than the young subjects. The older subjects had lower Pelli-Robson scores, higher disability glare, longer RTs and reduced ability on the UFOV task. A significant relationship between driving scores and visual performance on the Pelli-Robson chart and UFOV was found across the groups.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492296</guid>
    </item>
    <item>
      <title>DRIVER VISION SCREENING: PILOT STUDY</title>
      <link>https://trid.trb.org/View/492297</link>
      <description><![CDATA[This pilot study was carried out to investigate the association with age and crash involvement of: (1) the British number plate test; (2) some alternative tests of basic visual function (Ergovision screener: photopic visual acuity, mesopic visual acuity, dynamic visual acuity, low contrast visual acuity, visual fields, dazzle recovery, stereopsis, heterophoria and colour vision); and (3) a test of higher order perceptual function (Useful Field of View Visual Attention Analyser). Drivers (67 with crashes, 217 without) were screened at 29 venues in England and North Wales. Age, gender, annual mileage and self reported "at fault" crash involvement (over the last 5 years) were recorded. Associations between vision screening scores versus age and crash involvement were tested for statistical significance using Chi-square with Yates' correction. The main conclusions arising from this study were that: (1) The British number plate test showed no significant association with age or crash involvement; (2) Many of the basic visual functions deteriorated significantly with advancing age. However, only a derivative of the test for low contrast visual acuity (referred to as contrast susceptibility) exhibited significant associations with crash involvement in younger and older drivers; and (3) Visual attention also significantly reduced with advancing age but no significant association with crash involvement was demonstrated - although the association recorded for older drivers exceeded that found for younger drivers.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492297</guid>
    </item>
    <item>
      <title>THE EFFECT OF PARTIAL RESTRICTIONS OF VISIBILITY WHEN DRIVING AN INDUSTRIAL VEHICLE</title>
      <link>https://trid.trb.org/View/492298</link>
      <description><![CDATA[The goal of the current experiment was to study the effect of the partial restriction of visibility from an industrial vehicle in zones where visual information is sought, on the steering of the vehicle, driving speed, and the capability of predicting the movement of a pedestrian ready to cross in front of the vehicle. The results showed the existence of a systematic strategy for gathering visual information in the lower portion of the visual field in the presence of horizontal masks. The zone of visibility about 10 degrees below the driver's eye-level must be kept clear.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492298</guid>
    </item>
    <item>
      <title>DRIVER EYE SCANNING BEHAVIOUR WHEN READING SYMBOLIC WARNING SIGNS</title>
      <link>https://trid.trb.org/View/492262</link>
      <description><![CDATA[Video taped eye fixations and saccades were analysed for a total of 80 (32 night time, 48 daytime) young, healthy unfamiliar drivers, driving along a rural two lane highway in Ohio, either under daytime or under night time (low beams) conditions for the approach to a yellow diamond shaped curve or turn warning sign with a black curve/turn arrow symbol. The first-look distance (longitudinal distance measured from the sign to a driver's eyes at which a driver starts to foveally fixate the sign for the first time), last-look distance (the distance measured from the sign to a driver's eyes where he/she moves the eyes away from the sign for the last time before reaching the sign), number of looks and durations of looks at the warning sign were of main interest in this study. The results of this study show that there are, in general, no major eye scanning behaviour differences for reading these types of symbolic warning signs between the daytime and the night time conditions. Further, the results of this study and a previous similar study indicate that drivers look on the average about two times at a symbolic warning sign during the approach.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492262</guid>
    </item>
    <item>
      <title>MODELLING CHANGES IN EYE FIXATION PATTERNS WHILE DRIVING</title>
      <link>https://trid.trb.org/View/492263</link>
      <description><![CDATA[It is possible that eye fixations reflect the processing state of the driver and may provide some insight into the driver's cognitive model of the situation. The goal of this project is to characterise how eye fixation patterns change as the driving situation changes. Eye movements are recorded while driving in a simulator under controlled visual and road conditions. In the first task (driving on an open road), the eye movements are modelled with Markov matrices and identify two scanning patterns. In the second task (following a lead car) a new Markov matrix is derived in which a new pattern of movement has been added to the existing two patterns. The results support the idea that Markov models of eye movement behaviour in simple situations can be linearly combined to predict behaviour in complex tasks.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492263</guid>
    </item>
    <item>
      <title>DRIVER'S VISUAL SEARCH IN A FIELD SITUATION AND IN A DRIVING SIMULATOR</title>
      <link>https://trid.trb.org/View/492264</link>
      <description><![CDATA[The aim of the study was to evaluate the validity of using a fixed base driving simulator for in-vehicle visual search studies. A repeated measures experiment was carried out in two conditions: (i) a controlled field situation; and (ii) a fixed base driving simulator with computer generated images replicating the field situation. Eye-movements were measured using a NAC Eye Mark Recorder V. The effect of driving situation on eye-movement strategies was evaluated with experience as a between-subjects factor and driving task as a within-subjects factor. The driving tasks evaluated were straight line driving and controlled overtaking using a confederate vehicle. Results revealed that there were no significant differences between conditions in the spatial distribution of eye-fixations on the visual field. However, in the simulator situation more eye-fixations were made overall and inexperienced drivers appeared to alter their visual search strategies to a greater extent. Also, the absence of peripheral vision in this simulator led to significantly higher numbers of fixations to the speedometer. The implications are that fixed base driving simulators are a relatively valid means of studying visual search strategies at a global level.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492264</guid>
    </item>
    <item>
      <title>ANALYSIS SYSTEM FOR EYE MOVEMENTS IN DRIVING SITUATIONS</title>
      <link>https://trid.trb.org/View/492265</link>
      <description><![CDATA[Interest which is focused on eye movement analysis in automobile driving is rapidly confronted with the difficulties of the analyses and the duration of the process. These constraints have led to a study of the possibilities for automating these tasks. This paper presents some important points on the analysis and methods used in our system and software. This work is made possible by image analysis and object recognition techniques.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492265</guid>
    </item>
    <item>
      <title>HOW SPEED AFFECTS THE WAY VISUAL INFORMATION IS USED IN STEERING</title>
      <link>https://trid.trb.org/View/492266</link>
      <description><![CDATA[A driving simulator was used to model a winding road in which only narrow (1 degree vertically) segments of road edge were visible to the driver. It was found that with only one such region visible steering performance at slow speeds was as good as with the whole road visible, if the visible region was 7-8 degrees down from the horizon. At higher speed, however, this was not true, and two regions of road were necessary for performance as good as with the whole road. The far region, 2-4 degrees down, supplied information about road curvature, and the second region 7-8 degrees down provided feedback about the position of the vehicle in lane. These findings strongly support a two-component model of steering first proposed by Donges (1978), and argue against driver models that employ a single 'preview' distance.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492266</guid>
    </item>
    <item>
      <title>FORCED PERIPHERAL VISION DRIVING PARADIGM: EVIDENCE FOR THE HYPOTHESIS THAT CAR DRIVERS LEARN TO KEEP IN LANE WITH PERIPHERAL VISION</title>
      <link>https://trid.trb.org/View/492267</link>
      <description><![CDATA[An early well-known hypothesis of Mourant & Rockwell (1970, 1972), which is based on their eye-movement measurements, states that drivers learn to use peripheral vision in lane-keeping while beginners need foveal vision for it. This hypothesis has not been confirmed in real-life experimental settings, however. We recently showed that when forced to do a foveal in-car task, more experienced drivers are better able to keep the car in the lane than novices when the task eccentricity increases from 7 degrees to 23 degrees, thus supporting the hypothesis. This paper reviews two further experiments using the same forced peripheral vision driving paradigm. The first, using a similar representative sample of young male conscripts in similar conditions (lane width of 3m and speed of 30km/h), confirmed the result. The other, using psychology students in conditions closer to normal highway driving (lane width of 3.75m, speed of 60km/h), also included blind-fold driving in order to check the use of kinaesthetic and tactual information in each experience group. The results were in the expected direction but far from significant, presumably due to somewhat different conditions and to the fact that subjects were from highly selected population who were able to develop ad hoc strategies in the task. No experience effect was found in blind-fold performance. The results also showed that the foveal task load does not influence peripheral lane keeping performance, by contrast with the concept that attention within the visual field is a function of foveal load.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492267</guid>
    </item>
    <item>
      <title>EFFECTS OF DISTANCE AND SPEED ON TIME TO ARRIVAL ESTIMATION IN AN AUTOMOBILE: TWO CLASSES OF TIME?</title>
      <link>https://trid.trb.org/View/492268</link>
      <description><![CDATA[The relative contributions of distance and speed are compared in order to explain the variance of real and estimated times in a time to arrival experiment. Thirty subjects, classified by sex and three levels of driving experience, (non-drivers, beginners and experienced), replicate, with different speed values, the experiment of Recarte, Nunes and Lillo (1993) in which an automobile test and a laboratory test were performed. In the automobile the subjects, travelling as passengers, estimate in conditions of visual occlusion, the time of arrival at a target. Sixteen different times are generated, varying orthogonally the distance of visual occlusion, (150, 125, 100, 75m before the targets) and the speed (70, 90, 110, 130km/h). In the laboratory test the subjects estimated the time of arrival of a mobile with a horizontal trajectory on a computer screen. The general analysis confirms the same effects found in the previous experiment, in particular, the general tendency to underestimate, the paradoxical effect of driving experience, the internal consistency of both tasks and the absence of correlation between them. Both experiments (the present one and that previously cited) were compared, analysing the logarithms of the real and estimated times, as a function of the logarithms of speed and distance. When considering the relative contributions of speed and distance, speed explains in the estimated times a higher proportion of the accounted variance than in the real times. The same times generated by different speed and distance combinations are not equivalent. Variations in real times produce different effects on the estimations depending on whether they are produced by changes in distance or changes in speed.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492268</guid>
    </item>
    <item>
      <title>ROLE OF ENVIRONMENTAL COMPLEXITY AND PERCEPTUAL STYLE IN THE VISUAL ANTICIPATION OF A COLLISION DURING DRIVING</title>
      <link>https://trid.trb.org/View/492269</link>
      <description><![CDATA[During self-motion, the driver's visual anticipation of the trajectory of another moving vehicle relies both on the global optical flow motion resulting from his/her self-motion and on local visual cues, such as the vehicle's optical trajectory and the relative optical motion between the vehicle and fixed elements in the environment. Here, we hypothesised that the complexity of the environment and the drivers' perceptual style influenced the use of such predictive visual information. Graphics displays simulated a driver's curvilinear movement towards an intersection where another vehicle was arriving. Subjects had to decide whether this vehicle would reach the intersection before or after them. Response times and differential thresholds were analysed. Overall, subjects' judgements were more accurate with realistic environments and with a road-sign near the intersection. Moreover, field-independent subjects were better than field-dependent subjects with realistic scenes, suggesting that they are better at picking up dynamic relevant information in a complex environment.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492269</guid>
    </item>
    <item>
      <title>VISUAL INFORMATION AND PERCEPTUAL STYLE IN TIME-TO-COLLISION ESTIMATION</title>
      <link>https://trid.trb.org/View/492270</link>
      <description><![CDATA[The aim of this experiment was to determine the kind of visual information used in anticipating rear-end collisions according to the visual information available in the road environment and the perceptual style of the driver. Nine field independent and seven field dependent subjects had to judge time-to-collision under various visual and spatio-temporal conditions. Results showed that only under poor visual conditions (presence of the obstacle alone) were temporal estimates affected by approach speed, obstacle distance and actual time-to-collision. Under these conditions the estimates appeared to be mainly based on static depth cues (angular size). The enrichment of the visual scene (texture) allowed the processing of motion-based information (optical flow) and made the estimates independent of spatio-temporal conditions; variability, overshoots and subjective difficulty were reduced. Whereas both field-dependent and independent observers took global visual changes into account, only field-independent subjects were able to use local motion as well. The findings suggest that multiple sources of information play a part in time-to-collision judgements.  For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492270</guid>
    </item>
    <item>
      <title>SIMULATED DRIVING WITH CAMERA VIEW</title>
      <link>https://trid.trb.org/View/492271</link>
      <description><![CDATA[The "Driving with Camera View" project studies driving performance when the only view of the world is through a camera-monitor system. Military applications are "driving under armour" and steering Unmanned Ground Vehicles. The present experiment was done in a driving simulator, with three factors: camera position (low or high), field size (50 degrees or 100 degrees), and magnification factor (0.5 or 1.0). In each condition the subjects (military driving instructors) performed the same task battery: turning sharp curves, lane change, and estimation of speed and distance. Dependent variables included objective driving performance measures and subjective difficulty ratings. The results show that best overall performance and least difficulty was found in the camera conditions with 100 degrees field size and magnification 1.0. It is important to show indicators for vehicle width and lateral position in the image, like the bonnet, and/or special markers on the vehicle front end. For the covering abstract see IRRD E102207.]]></description>
      <pubDate>Thu, 04 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/492271</guid>
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