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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>Transport Research International Documentation (TRID)</title>
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      <title>Traffic Light Recognition Assistant for Color Vision Deficiency Using YOLO with Multilingual Audio Feedback</title>
      <link>https://trid.trb.org/View/2680733</link>
      <description><![CDATA[Drivers with color vision deficiency (CVD) often face difficulty recognizing traffic light colors at intersections. Relying solely on their limited color vision can increase safety risks while driving in urban environments. In the era of technological development, Intelligent Transportation Systems (ITSs) increasingly aim to provide support for traffic users, including individuals with CVD. To address user needs from diverse backgrounds, this study aims to develop a traffic light recognition system that provides offline multilingual audio feedback in Indonesian, Mandarin, and English. The proposed approach introduces a spatial-position inference framework by applying a full-frame traffic light annotation strategy to a YOLOv12 model, enabling traffic light state recognition based on the relative position of active lights rather than relying primarily on color information. This work contributes to reducing reliance on color-based perception traffic signal recognition frameworks tailored for assistive ITS applications targeting users with color vision deficiency. System performance is evaluated to verify its feasibility using a comprehensive dataset consisting of various traffic light conditions, including daytime and nighttime scenarios, varying weather, and different traffic densities. Experimental results show an average detection confidence of approximately 0.73, with a maximum confidence of 0.95 and low processing latency of 0.214 s on a CPU-only configuration. The system has the potential to enhance driving safety for individuals with color vision deficiency by offering an additional intelligent assistive tool instead of replacing standard driving regulations.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680733</guid>
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    <item>
      <title>Exploration of Color Patterns for Improving Work Zone Safety and Perception</title>
      <link>https://trid.trb.org/View/2672652</link>
      <description><![CDATA[Work zone safety remains a persistent concern in the United States. Color patterns are an effective way to provide visual information for drivers. Existing studies explored the colors of work zone elements, while how the color patterns impact the drivers’ perception and overall safety in work zones is missing. Therefore, this study aims to systematically investigate color patterns based on human information processing theory to improve the overall safety and perception of Indiana work zones. Methodology of this study includes: (1) A literature review to summarize the current efforts; (2) Crash data analysis to identify the representative work zones; (3) Natural Language Processing (NLP) analysis to explore color-related root causes for work zone crashes based on Indiana crash data; (4) Interviews to propose the color-related countermeasures; and (5) Driving simulation experiment to evaluate the effectiveness of countermeasures. There are several key findings. First, the color-related root causes of work zone crashes in Indiana were proposed as follows: (1) poor visibility and brightness of color for work zone elements, (2) insufficient color contrast between work zone elements and the overall environment, especially in the areas of road geometry change and road surface conditions change, and (3) lack of changes in color for work zone elements in dangerous areas (e.g., entering the work zone, transition area, and road geometry and surface conditions change). Second, the effectiveness of proposed countermeasures was identified: (1) For lane closure scenario, fluorescent orange sign with orange  light emitting diodes (LEDs) was the most effective one in attracting attention (perception stage) and maintaining cognitive workload (cognition stage) during both daytime and nighttime as well as improving steering behaviors (action stage) during daytime. Fluorescent orange sign with orange beacon countermeasure was also effective in attracting attention during nighttime and maintaining cognitive workload during daytime. (2) For shoulder work scenario, fluorescent orange sign with orange LEDs was the most effective countermeasure in attracting attention and maintaining cognitive workload at night. Fluorescent orange sign with orange beacon countermeasure also helped attract attention during nighttime. Based on the findings, several recommendations were provided to improve work zone safety.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672652</guid>
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    <item>
      <title>Study to Understand the Influence of Emergency Vehicle Color, Reflectance, Signing/Arrow Boards, and Lighting Configurations in Reducing Responder-Involved Crashes</title>
      <link>https://trid.trb.org/View/2663285</link>
      <description><![CDATA[This study aimed to reduce responder-involved crashes by improving the visibility and conspicuity of Road Ranger Service Patrol (RRSP) vehicles. The research combined a comprehensive literature review, a national survey of 44 agencies, and field testing of 16 distinct scenarios across three Florida highways (I-4, SR 429, and Florida Turnpike). Scenarios tested various combinations of emergency lighting colors, flash patterns, mounting heights, arrow/message board messages, and cone placements to evaluate their impact on driver compliance with the Move Over law. Red/white and red lights, higher light placements, directional arrow boards, and cone deployments were found to significantly improve move-over rates, in some cases by over 30%. In parallel, three vehicle marking designs were developed, focusing on maximizing visibility and public recognition through strategic use of color, reflectivity, and Florida Department of Transportation (FDOT) branding. A design featuring a fluorescent yellow-green base and retroreflective chevron markings received the highest preference in stakeholder evaluations. The recommended marking strategy divides vehicle surfaces into three zones: Safety (rear chevrons), Information (service messages and contacts), and Identity (FDOT and program branding). The study also highlighted the importance of uniform vehicle design to improve compliance, public perception, and integration with emerging vehicle technologies. FDOT is encouraged to adopt these recommendations incrementally through vehicle procurement and attrition cycles to enhance safety outcomes for RRSP operators statewide.]]></description>
      <pubDate>Fri, 20 Feb 2026 08:49:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663285</guid>
    </item>
    <item>
      <title>Preparation and performance of light-coloured epoxy skid-resistant materials for pavement</title>
      <link>https://trid.trb.org/View/2643698</link>
      <description><![CDATA[Light-coloured epoxy skid-resistant paving technology is an eco-friendly, low-carbon solution extensively used in pavement maintenance. This study addressed performance inconsistencies and vague design parameters by employing an orthogonal experimental approach. Tests were performed using a BM-7A brightness meter, a modified wet wheel abrasion tester, an adhesion pull-off tester and a ZW-D ultraviolet ageing chamber. The effects of epoxy spreading amount, aggregate type, size and distribution on the brightness, abrasion resistance, adhesion and ageing resistance were systematically analysed. Ceramic particles and emery were chosen as skid-resistant aggregates. The optimal proportions identified were a resin-to-curing agent ratio of 3:4 and a pigment paste content of 5%. A minimum total spreading amount of 0.5 kg/m² was required for the three-layer system, with the optimal configuration using 0.6 kg/m² each for the bottom and middle layers and 0.4 kg/m² for the top layer. Skid-resistant aggregates sized 0.6−1.18 mm were the most effective. The optimised mixture achieved a 51% reduction in abrasion and a 23.44% increase in brightness, with a surface texture depth exceeding 0.8 mm, meeting performance standards. These findings established clear design parameters and demonstrated the significant engineering value of light-coloured epoxy skid-resistant paving materials.]]></description>
      <pubDate>Wed, 11 Feb 2026 15:11:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643698</guid>
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    <item>
      <title>Pavement Marking/Colored Pavement Friction Differential and Product Durability</title>
      <link>https://trid.trb.org/View/2646981</link>
      <description><![CDATA[The frictional characteristics of pavement surfaces is a major component of safety. Pavement markings play a very important role in traffic flow and safety, but they also have different friction characteristics than pavement due largely to the spherical glass media needed to improve retroreflectivity for night visibility and the marking material itself. The sudden change in frictional characteristics — friction differential — can create a safety hazard for pedestrians, motorcyclists, and bicyclists, especially under wet conditions. In this research effort, this issue was addressed first by performing a literature review, including a comprehensive review of the NordicCert certification process used in Scandinavian countries for selecting pavement marking products and conducting a survey to evaluate how users are affected by the friction differential between pavement markings and normal pavement surface. Then, based on recommendations from members of the Technical Advisory Panel, the research team developed and performed in situ experiments at MnROAD to determine the friction properties of various pavement markings, using a dynamic friction tester (DFT) and British pendulum test (BPT). A Sideway-force Coefficient Routine Investigation Machine (SCRIM) was also used to provide continuous friction measurement data. The data analysis showed that all three test methods (DFT, BPT, and SCRIM) produced comparable results and identified a similar range of friction differentials. A procedure used in the United Kingdom was recommended at the end, as an initial step in providing guidelines for selecting the friction coefficient of pavement markings.]]></description>
      <pubDate>Fri, 23 Jan 2026 15:34:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646981</guid>
    </item>
    <item>
      <title>Do colored lane markings improve road safety? Causal evidence from Seoul</title>
      <link>https://trid.trb.org/View/2636563</link>
      <description><![CDATA[Colored lane markings are a recent traffic safety intervention in South Korea, designed to improve driver awareness and visual guidance. This study aims to evaluate their effectiveness in reducing traffic crashes. Specifically, 82 road segments in Seoul where the markings were installed were analyzed by comparing crash trends before and after the intervention using data from 2010 to 2024. To estimate the intervention’s effect, a counterfactual analysis was conducted by constructing a baseline scenario representing crash trends in the absence of the intervention. The causal impact of the colored markings was then identified by comparing this baseline with observed outcomes. The results show that the implementation of colored lane markings led to an average 26.7 % reduction in crash rates at statistically significant sites. To identify where the intervention was most effective, the relationship between surrounding land use and observed safety outcomes was examined. The analysis indicates that the markings were more effective on highways and arterial roads, which tend to have higher speeds and simpler traffic conditions. In contrast, roads in dense urban areas showed limited improvements. This outcome is attributable to complex traffic conditions and high levels of visual and environmental clutter. Taken together, these findings suggest that the intervention is highly effective and provides safety benefits on arterial networks.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636563</guid>
    </item>
    <item>
      <title>Study to Understand the Influence of Emergency Vehicle Color, Reflectance, Signing/Arrow Boards, and Lighting Configurations in Reducing Responder-Involved Crashes</title>
      <link>https://trid.trb.org/View/2642797</link>
      <description><![CDATA[The main objective of the research project is to develop a set of recommendations on emergency lighting, vehicle colors, markings, use of dynamic message boards, and placement of graphics to influence driver compliance with Florida’s “Move Over” law. The goal of this project is to understand the effect of different emergency lights color and flash patterns on human eyes and how to improve the conspicuity, visibility, and reflectivity of RRSP vehicles in varying light and weather conditions to improve Road Ranger Service Patrol (RRSP) safety.]]></description>
      <pubDate>Wed, 17 Dec 2025 15:58:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642797</guid>
    </item>
    <item>
      <title>Sustainable thermochromic coatings for pavement cooling and carbon offset under climate change</title>
      <link>https://trid.trb.org/View/2604318</link>
      <description><![CDATA[Under escalating climate change, asphalt pavements encounter aggravated heat-related burdens as surface temperatures climb beyond 65 °C, creating urgent demands for cooling solutions. This study develops a red thermochromic composite coating that provides temperature control for asphalt pavements while delivering carbon offset potential. Through comprehensive characterization of thermochromic and conventional red pigments, optimal combinations were identified. The optimized coating (75 % Thermochromic Red: 25 % Silicon Iron Red) demonstrates temperature-responsive behavior, transitioning from deep red (a* = 25.21, L* = 62.51) to lighter red (a* = 17.02, L* = 68.05) at high temperatures. This intelligent design achieves high baseline solar reflectance (71.36 % near-infrared and 37.80 % visible reflectance) with further enhancement when cooling is most needed. Field testing revealed 13.94 °C cooling effect in contrast to untreated asphalt concrete. Carbon offset analysis indicates that widespread implementation could theoretically offset approximately 60.52 Gt of CO₂ emissions, providing a solution combining cooling benefits with climate mitigation potential.]]></description>
      <pubDate>Tue, 07 Oct 2025 09:13:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604318</guid>
    </item>
    <item>
      <title>AGFNet: Adaptive Gated Fusion Network for RGB-T Semantic Segmentation</title>
      <link>https://trid.trb.org/View/2553440</link>
      <description><![CDATA[RGB-T semantic segmentation can effectively pop-out objects from challenging scenarios (e.g., low illumination and low contrast environments) by combining RGB and thermal infrared images. However, the existing cutting-edge RGB-T semantic segmentation methods often present insufficient exploration of multi-modal feature fusion, where they overlook the differences between the two modalities. In this paper, the authors propose an adaptive gated fusion network (AGFNet) to conduct RGB-T semantic segmentation, where the multi-modal features are combined via the gating mechanisms and the spatial details are enhanced via the introduction of edge information. Specifically, the AGFNet employs a cross-modal adaptive gated-attention fusion (CAGF) module to aggregate the RGB and thermal features, where the authors give a sufficient exploration of the complementarity between the two-modal features via the gated attention unit (GAU). Particularly, in GAU, the gates can be used to purify the features, and the channel and spatial attention mechanisms are further employed to enhance the two-modal features interactively. Then, the authors design an edge detection (ED) module to learn the object-related edge cues, which simultaneously incorporates local detail information from low-level features and global location information from high-level features. After that, the authors deploy the edge guidance (EG) module to emphasize the spatial details of the fused features. Next, the authors deploy the contextual elevation (CE) module to enrich the contextual information of features by iteratively introducing the sine and cosine functions. Finally, considering that the quality of thermal images is usually lower than that of RGB images, the authors progressively integrate the multi-level RGB encoder features with multi-level decoder features, thereby focusing more on appearance information. Following this way, the authors can acquire the final high-quality segmentation result. Extensive experiments are performed on three public datasets including MFNet, PST900 and FMB datasets, and the experimental results show that the method achieves competitive performance when compared with the 22 state-of-the-art methods.]]></description>
      <pubDate>Fri, 26 Sep 2025 15:48:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2553440</guid>
    </item>
    <item>
      <title>Pavement Defect Detection Based on Ground Penetrating Radar and Deep Active Learning</title>
      <link>https://trid.trb.org/View/2556649</link>
      <description><![CDATA[Deep learning can assist ground penetrating radar (GPR) to accurately identify the internal defects of airport track structure. However, deep learning often requires many annotated samples. For this purpose, a deep active learning (DAL) method with multiple selection criteria has been proposed for defect detection. In addition, a color data set which found data annotation easier in this case, was created, and the model trained with color images improved performance by about 1% compared with the model trained with the original grayscale images. Subsequently, the selection strategies based on entropy, least confidence, and a combined criterion were proposed as an active learning mechanism. The experimental results indicated that when 443 training images were used, the model using the least confidence-based selection strategy achieved a mean average precision (mAP) of 87.50%, and the model using the combined criteria-based selection strategy achieved a mAP of 87.56%. However, the detection model using entropy-based selection strategy used 393 training images to achieve a mAP of 88.06%, which was superior to the other two selection strategies, and the number of training samples was only 53% of that of the initial model. Overall, DAL could achieve similar model performance to traditional deep learning while reducing annotation costs by 47%. This method has a detection speed of 96 frames per second, which meets the requirements of engineering applications for detecting defects in airport pavements.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556649</guid>
    </item>
    <item>
      <title>Using Research to Challenge Assumptions: Evaluating International Orange alternatives</title>
      <link>https://trid.trb.org/View/2582998</link>
      <description><![CDATA[In support of its marine safety mission, the United States Coast Guard approves lifesaving equipment intended for use on commercial vessels. Title 46 of the Code of Federal Regulations (CFR) Subchapter Q contains strict prescriptive and performance requirements to which equipment must be manufactured and independently tested prior to receiving Coast Guard approval. One of those requirements is color. Permitted colors for Coast Guard-approved lifesaving equipment are variations of orange or reddish orange. The Coast Guard has been receiving increasing numbers of requests to approve alternative colors for lifeboats and other lifesaving equipment and has conducted initial investigations toward that end. In a 2023 comprehensive literature review on lifesaving equipment colors, four colors were identified for detectability testing: fluorescent red, fluorescent orange, fluorescent pink, and fluorescent green. Field testing is ongoing and is scheduled to conclude in summer 2025. The data and associated analysis obtained from field tests will be used to inform future Coast Guard lifesaving equipment regulation and policy reviews and will be made available to global stakeholders.]]></description>
      <pubDate>Wed, 06 Aug 2025 15:02:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582998</guid>
    </item>
    <item>
      <title>Light-Colored Ceramic Facing Bricks with Mineral Man-Made Raw Materials</title>
      <link>https://trid.trb.org/View/2407897</link>
      <description><![CDATA[In today’s environment, light-coloured face bricks are the most sought after for the architectural expression of buildings and structures, because by combining dark and light face bricks it is possible to create unique facades. The Cambrian clays typical of the Northwest region are red-burning clays and a light face can be obtained by engobing, two-layer pressing or bulk staining, which is more energy-efficient. The aim of the work is to develop a ceramic charge for light-coloured face bricks with volumetric colouring using mineral man-made waste - ash from wood bark burning and granulated blast furnace slag. Mineral waste was subjected to pre-screening and partial milling. To study the raw materials and obtained samples of ceramic facing bricks used a set of physical and chemical methods of analysis: thermographic, X-ray phase, microscopic and the method of infrared spectroscopy. When using ash from burning wood bark (15%) in the mix, it is possible to obtain ceramic face bricks of grade M125 with improved thermal properties and a light face surface. The use of granulated blast furnace slag as a retarder (10%) and ground slag as a clarifying additive (20%) allows to obtain a beige ceramic brick M150 with lower values of water absorption and thermal conductivity coefficient. The results of physical and mechanical research obtained samples of light-colored face bricks meet the requirements of the Russian State Standard.]]></description>
      <pubDate>Mon, 28 Jul 2025 13:51:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407897</guid>
    </item>
    <item>
      <title>Clothes-Changing Person Re-Identification Using Color and Texture Invariant Representation</title>
      <link>https://trid.trb.org/View/2512288</link>
      <description><![CDATA[This paper tackles the challenge of Clothes-Changing person Re-Identification (CC-ReID) through the dual lenses of model development and dataset creation. Unlike conventional person ReID, which presumes that individuals maintain consistent clothing, CC-ReID acknowledges the frequent changes in attire encountered in real-world scenarios. This task is particularly difficult due to the substantial variations in visual cues such as colors and textures that accompany changes in clothing. The authors propose a Multi-modal Assisted feature Learning Framework (MAL-F) designed to learn representations that are invariant to color and texture by utilizing RGB, grayscale, and contour images. MAL-F is a versatile framework that can be seamlessly integrated with existing CC-ReID models, significantly enhancing their accuracy. To further reduce the impact of clothing variations, they introduce a novel CC-ReID backbone named ResTNet, which combines ResNet with a Transformer. ResTNet features a Non-Clothing Salient Region (NC-SR) reinforcement transformer module that employs random clothing block drop and spatial activation mapping. These methods direct the model to emphasize key regions unrelated to clothing, enhancing these features with minimal computational overhead. This strategy substantially enhances CC-ReID performance and supports real-time video processing. Furthermore, recognizing the limitations of current small-scale CC-ReID datasets, they have developed two larger datasets: FBCC and Market1501-CC. Extensive experimental results demonstrate that their proposed methodology surpasses existing state-of-the-art methods for CC-ReID in terms of accuracy, robustness, and efficiency.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:34:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2512288</guid>
    </item>
    <item>
      <title>Can greyscale phone screens reduce mobile use while driving and walking? An exploratory experimental study</title>
      <link>https://trid.trb.org/View/2566210</link>
      <description><![CDATA[Mobile phone distraction is a critical global road safety issue, contributing to crashes and subsequent injuries and fatalities. This issue has led to calls for effective interventions. Based on neuropsychological research indicating that color stimuli play a significant role in driving phone engagement, one potential strategy to reduce road user phone use while on the road is activating greyscale on phones. By removing color, the sensory reward associated with phone use may be diminished, potentially reducing usage. However, this approach has yet to be empirically tested. As such, the aim of this study is to investigate how greyscale influences phone use behaviors while driving and walking. Participants were asked to switch their phone interface from color to greyscale for a duration of 2-weeks. A mixed-methods approach, including surveys and interviews, was employed to gather insights from participants regarding their perceptions of greyscale on their phone use behavior while driving and walking. The quantitative results showed that greyscale decreased the frequency of participants glancing at their phone screens in a cradle while driving. However, using the greyscale feature did not lead to significant changes in the frequency of participants picking up the phone and looking at the screen while driving, nor did it increase participants’ use of other devices such as the in-vehicle infotainment system, smartwatches, or voice commands. Additionally, greyscale significantly reduced the probability of pedestrians using handsfree phones while walking, although greyscale did not influence the likelihood of looking at the screen of a handheld phone. The qualitative results revealed that the greyscale had a complex impact on road users’ phone behavior. Greyscale altered how they used their phones, made them less appealing and enjoyable, and added complexity to phone use. However, some participants found work-around, though not everyone adopted them. Overall, the findings suggest that while greyscale effectively reduced some phone-related behaviors over a 2-week period, its impact on phone use behaviors while driving or walking was limited in scope, with mixed effectiveness across different contexts and with some users finding work-around.]]></description>
      <pubDate>Fri, 11 Jul 2025 10:00:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2566210</guid>
    </item>
    <item>
      <title>Glare at Night-Time Driving: Effect of Correlated Color Temperature of LED Lamps</title>
      <link>https://trid.trb.org/View/2549037</link>
      <description><![CDATA[Objective: This study aims to analyze the effect of correlated color temperature from LED glare sources on driving performance. The evaluation includes assessing the effect of disability glare on visual reaction time and rating discomfort glare using a standardized scale. Background: LED technology is widely incorporated into various lighting systems; however, the impact of glare from oncoming car headlamps on driving performance at night-time is crucial for road safety. Method: Twenty-three healthy young subjects participated in a laboratory-based experiment simulating night driving using a two-channel Maxwellian view optical system. Two LED lamps with correlated color temperature of 2800 K and 6500 K were used to generate a glare of 52 lx. Disability glare was quantified in terms of foveal reaction time and discomfort glare was rated using the de Boer scale. Results: The results show that glare-induced effect is mitigated by an increase in background luminance. The correlated color temperature of the LED lamp does not affect either reaction time or discomfort glare rating. Conclusion: The greater short-wavelength emission of 6500 K lamp does not intensify the effect of disability or discomfort glare, probably due to the macular pigment absorption on foveal vision and the transparency of ocular media, coupled with the involvement of other contributing factors. The correlated color temperature of the lamp is not the best descriptive parameter to identify its effect on glare. Application: It is important to consider the impact of LED technology on visual performance to enhance road safety in critical glare situations during night driving.]]></description>
      <pubDate>Fri, 13 Jun 2025 09:13:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2549037</guid>
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