<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7QWlycG9ydCBzdXJmYWNlIGRldGVjdGlvbiBlcXVpcG1lbnQmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtBaXJwb3J0IHN1cmZhY2UgZGV0ZWN0aW9uIGVxdWlwbWVudCZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Reactive Temporal Logic-Based Precursor Detection Algorithm for Terminal Airspace Operations</title>
      <link>https://trid.trb.org/View/1729872</link>
      <description><![CDATA[The air traffic management system is one of the most complex manmade systems, with stringent standards for safety and operational performance. Modern surveillance systems make available detailed flight and airport information through onboard and ground recording systems. These recorded datasets can be used for detecting and/or predicting anomalies that hinder safe and efficient operations. The prediction of an anomaly is performed by identifying events that precede the occurrence of an anomaly, which are called precursors. In this paper, we propose a precursor detection algorithm that can identify precursors for flight anomalies through data-driven models designed with surveillance data recorded in the terminal airspace. The proposed algorithm is demonstrated to detect precursors of flight anomalies in the terminal airspace around LaGuardia Airport in New York City using real traffic data obtained from the Airport Surface Detection Equipment–Model X and the terminal automation information service surveillance datasets.]]></description>
      <pubDate>Thu, 17 Sep 2020 17:54:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1729872</guid>
    </item>
    <item>
      <title>Impact of Weather Factors on Go-Around Frequency</title>
      <link>https://trid.trb.org/View/1438559</link>
      <description><![CDATA[A missed approach, or go-around occurs when an aircraft on final approach aborts its landing due to unsatisfactory conditions. Go-arounds have a significant impact on airport capacity and may pose serious concern at large airports, especially those with diagonal runways. Many factors (e.g. manual errors, mechanical faults and weather) may impact the likelihood of go-around occurrence. This study develops a strategy for identifying go-arounds using historical Airport Surface Detection Equipment, Model X (ASDE-X) data and examining the impact of different weather factors on go-around frequency. This study investigates the influence changes in wind gust speed, precipitation events (i.e. thunderstorm, rain and snow, or clear) and visibility have on an observed go-around rate. The authors create a factorial experimental design and select a one day sample for each factor combination; this design categorizes and selects an 18 day sample for further analysis. After cleaning the raw data and extracting the arrival aircraft data, the authors use Google Earth Pro software to determine the total number of go-arounds for the sample. For each of the aforementioned weather factors, the study compares the go-around rates when the factor levels change using the two proportion Z test. These tests indicate that a high wind gust speed (>29 mph) and thunderstorm events have a significantly greater go-around rate. Degraded visibility may not significantly impact go-around occurrence; however, this requires further investigation. Finally, the study estimates an aggregate regression model to estimate go-around risk based on weather conditions. These results may influence airport operating decision-making.]]></description>
      <pubDate>Tue, 17 Jan 2017 09:35:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438559</guid>
    </item>
    <item>
      <title>FAA Operational and Programmatic Deficiencies Impede Integration of Runway Safety Technologies</title>
      <link>https://trid.trb.org/View/1319582</link>
      <description><![CDATA[While the Federal Aviation Administration (FAA) operates one of the world’s safest aviation systems, runway safety remains a significant concern—especially given the recent rise in the number of runway incursions. Runway incursions increased by 30 percent from fiscal year 2011 (954) to fiscal year 2013 (1,241) despite slight declines in air traffic operations during that time. FAA has made runway safety a key oversight priority and currently uses Airport Surface Detection Equipment-Model X (ASDE-X) to allow air traffic controllers to detect potential runway conflicts. As part of its efforts to improve safety, FAA plans to integrate two runway safety systems with ASDE-X: the Runway Status Lights (RWSL) system, which gives pilots a visible warning when runways are occupied by other aircraft, and the satellite-based Automatic Dependent Surveillance-Broadcast (ADS-B), which provides simultaneous alerts for controllers and pilots of potential runway incursions and ground collisions. The Office of Inspector General (OIG) initiated this audit to assess FAA’s ongoing efforts to implement and integrate surface surveillance technologies. On April 12, 2013, the Ranking Member of the House Committee on Transportation and Infrastructure requested that OIG also examine FAA’s actions to improve runway safety. Accordingly, the overall audit objective was to assess FAA’s progress in integrating ASDE-X with other technologies to improve runway safety. Specifically, OIG assessed (1) the status of ASDE-X implementation, (2) progress and challenges with RWSL integration, (3) progress and challenges with ADS-B integration, and (4) the adequacy of FAA’s  plans to implement runway safety technologies. OIG focused on those surface surveillance programs that have established cost and schedule milestones.]]></description>
      <pubDate>Wed, 27 Aug 2014 10:50:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1319582</guid>
    </item>
    <item>
      <title>AIRPORT SURFACE DETECTION EQUIPMENT (ASDE-3) PROJECT PLAN</title>
      <link>https://trid.trb.org/View/75218</link>
      <description><![CDATA[The Airport Surface Detection Equipment (ASDE) is a primary radar and display system used to provide the airport surface traffic situation to the air traffic controller. An ASDE-3 engineering model is being procured by the Transportation Systems Center (TSC) for testing at NAFEC. The product of this development will be a complete and comprehensive technical data package presented to the Airways Facilities Service (AAF) for procurement of production ASDE-3 units. The purpose of this Project Plan is to describe the program for development, test, evaluation, maintenance, and configuration control of the ASDE-3 engineering model, and to delineate the responsibilities of each of the participating organizations. (Author)]]></description>
      <pubDate>Mon, 19 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75218</guid>
    </item>
    <item>
      <title>ESTABLISHMENT CRITERIA AIRPORT SURFACE DETECTION EQUIPMENT (ASDE) III</title>
      <link>https://trid.trb.org/View/453926</link>
      <description><![CDATA[This report presents the criteria and computation methods to be used in determining eligibility of terminal locations for the establishment of Airport Surface Detection Equipment (ASDE) based on an economic analysis of the costs and benefits of the equipment.  The criteria compare the present value of ASDE benefits at a site with the present value of ASDE costs over a 20-year time frame.  A location is eligible for ASDE establishment when the benefits which derive from operating the equipment exceed the installation and operating costs - the benefit/cost ratio is greater than or equal to one.  An ASDE meets discontinuance criteria when the costs of continued operation exceed the benefits - the benefit/cost ratio is less than one.  ASDE costs, accident rates and benefit unit values including values of statistical lives saved, injuries avoided, property damage, and passenger and aircraft time saved have been updated to incorporate the most recent data.]]></description>
      <pubDate>Sun, 24 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453926</guid>
    </item>
    <item>
      <title>AVIATION SAFETY: ADDITIONAL ACTIONS NEEDED FOR THREE SAFETY PROGRAMS. STATEMENT OF KENNETH M. MEAD BEFORE THE SUBCOMMITTEE ON AVIATION, COMMITTEE ON PUBLIC WORKS AND TRANSPORTATION, HOUSE OF REPRESENTATIVES</title>
      <link>https://trid.trb.org/View/367590</link>
      <description><![CDATA[This is the testimony of Kenneth M. Mead, Director, Transportation Issues, Resources, Community, and Economic Development Division, General Accounting Office (GAO), on three Federal Aviation Administration (FAA) programs to improve aviation safety.  These programs relate to (1) ensuring the safety of aging aircraft with new maintenance and repair requirements issued over the past 2 to 3 years; (2) reducing the risk of runway incursions through such programs as the new Airport Surface Detection Equipment (ASDE-3) radar; and (3) implementing the Traffic Alert/Collision Avoidance System (TCAS), an onboard device for alerting pilots that another aircraft is near.]]></description>
      <pubDate>Sat, 04 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367590</guid>
    </item>
    <item>
      <title>AIRPORT SAFETY: NEW RADAR THAT WILL HELP PREVENT ACCIDENTS IS 4 YEARS BEHIND SCHEDULE. STATEMENT BY KENNETH M. MEAD BEFORE THE SUBCOMMITTEE ON GOVERNMENT ACTIVITIES AND TRANSPORTATION, COMMITTEE ON GOVERNMENT OPERATIONS, HOUSE OF REPRESENTATIVES</title>
      <link>https://trid.trb.org/View/356702</link>
      <description><![CDATA[This is the testimony of Kenneth M. Mead, Director, Transportation Issues, Resources, Community, and Economic Development Division, General Accounting Office (GAO), on the results of a GAO review of a new Federal Aviation Administration (FAA) ground radar called Airport Surface Detection Equipment, or ASDE-3.  Specifically addressed are the delays associated with the installation of the ASDE-3 radar, the significance of problems uncovered during recent testing at Pittsburgh airport, and the status of FAA's plan for enhancing airport ground safety.  GAO found that the schedule to deploy this new technology has slipped almost 4 years and could slip even further, a performance question about the radar's screen display has been raised, some airports with questionable ground safety records may not be considered for ASDE-3, and planning for FAA's umbrella effort to enhance airport ground safety is a good first step but funding levels and project priorities need to be established.  The following points are made:  (1) Recent concern over ground safety is well-founded, and air traffic controllers' ability to prevent runway accidents during periods of low visibility needs to be improved.  (2) ASDE-3 field implementation that was to begin in March 1988 has been delayed to December 1991 primarily because (a) developing software for the radar was much more complex and took longer than expected, (b) FAA required that changes be made to the radar's design before production, and (c) several performance problems have been discovered during testing.  (3) Because FAA is revising its criteria for determining which airports qualify for ASDE-3, the final number and location of ASDE-3s is still not known; there could be as many as 45.  (4) FAA's plan to enhance overall runway safety contains 44 projects and does not assign priorities to or estimate costs for projects still in development.]]></description>
      <pubDate>Mon, 30 Sep 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/356702</guid>
    </item>
    <item>
      <title>AN EMC ANALYSIS OF THE PROPOSED ASDE-3 AIRPORT SURFACE DETECTION EQUIPMENT RADAR</title>
      <link>https://trid.trb.org/View/69997</link>
      <description><![CDATA[This report addresses the electromagnetic compatibility (EMC) between Airport Surface Detection Equipment (ASDE-3) radars to be located at major U.S. commercial airports and the communications-electronics equipments near proposed ASDE-3 sites. Three types of the environmental equipments are considered: ground-based equipments, aircraft landing systems, and airborne equipments. Predicted interfering signal levels are compared against established receiver interference thresholds to determine interference problems, and frequency management techniques are identified as potential solutions to the problems. It is determined that the recommended solutions are applicable regardless of whether ASDE-3 operates in the single-frequency or the frequency-agile mode. A follow-on study is recommended to determine the extent of ASDE-3 radar interference to certain classes of military airborne radars operating in the same frequency band. (Author)]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69997</guid>
    </item>
    <item>
      <title>AIRPORT SURFACE TRAFFIC CONTROL TAGS PLANNING ALTERNATIVES AND COST/BENEFIT ANALYSIS</title>
      <link>https://trid.trb.org/View/49296</link>
      <description><![CDATA[The findings of a cost/benefit analysis of the deployment of a new airport ground surveillance system TAGS (Tower Automated Ground Surveillance) are presented.  TAGS will provide a plain view display of aircraft on the airports taxiways and runways like ground surveillance radar (ASE); but unlike ASDE, TAGS will perform in heavy precipitation and automatically acquire and display aircraft flight identity.  The findings indicate that a TAGS deployment of between four and nine systems is cost/beneficial.  The development plan, system costs, analysis approach and sensitivity analysis supporting the findings are provided.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49296</guid>
    </item>
    <item>
      <title>AIRPORT SURFACE TRAFFIC CONTROL CONCEPT FORMULATION STUDY. VOLUME III. OPERATIONS ANALYSIS OF O'HARE AIRPORT-PART II</title>
      <link>https://trid.trb.org/View/30967</link>
      <description><![CDATA[The volume presents the results of the quantitative analyses of the O'Hare ASTC System operations. The operations environments for the periods selected for detailed analysis of the ASDE films and controller communications recording are described. Following this, results of the data analyses are presented for the areas of: (1) Aircraft flow analysis, including traffic flow statistics for the ramp, ground taxi, and local control areas; (2) Controller workload analysis, both communications and non-communications; and, (3) Cockpit crew workload analysis, both communications and non-communications. The volume also presents the results of the operations effectiveness analysis for the current O'Hare ASTC system and for the projected future operating environment at O'Hare. The results for the current system include both quantitative and qualitative analysis of the operations observed using the data derived from the functional activity analysis of system operation. The salient findings of this study effort and the conclusions and recommendations derived from these findings are presented.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30967</guid>
    </item>
  </channel>
</rss>