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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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    <item>
      <title>Using Unreal Engine Software for Driving Studies: Developing Documentation to Support Collaboration</title>
      <link>https://trid.trb.org/View/2692100</link>
      <description><![CDATA[Many academic institutions are turning to free and accessible gaming platforms such as Unreal Engine and Unity for research and educational purposes. In the Human Factors Group at the University of Michigan Transportation Research Institute (UMTRI), a multidisciplinary team of 19 students is developing an Unreal Engine-based driving simulator as a research tool to investigate the difficulty of driving roads, among other purposes. For those unfamiliar, Unreal Engine is a real-time 3D development platform that provides visual programming via its Blueprint system. Development on Unreal Engine can be done with C++ as well, but that was not commonly the case for this team.Throughout the course of the project, five significant documentation-related pain points were identified: (1) a lack of consistent documentation formatting and guidelines, (2) a lack of structure to keep information searchable and accessible, (3) code fragmentation and redundant logic, (4) a steep learning curve for new contributors, and (5) debugging inefficiencies in Blueprint environments. To address these pain points, the team initiated a three-week development freeze and constructed documentation guidelines tailored to Unreal Engine’s Blueprint graphical programming framework.The resulting guidelines emphasize (1) consistent naming conventions (e.g., forbidden characters, conventions for Boolean and non-Boolean variables), (2) clear flow of Blueprint logic diagrams (e.g., no spaghetti code, align wires and not nodes, provide return nodes), (3) rules for commenting on nodes (including formatting and where they should be provided) and code blocks (cluster of nodes), and (4) format requirements for guidelines. To aid in understanding the guidelines, sample screenshots, and the complete set of guidelines are provided in the appendix. This material should complement the Blueprint Best Practices [1].Since implementation, the team's productivity has approximately doubled, developer frustration has been reduced, and the onboarding time of new members has been cut in half.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692100</guid>
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    <item>
      <title>Determining Video Frame Capture Rate through Reverse Engineering</title>
      <link>https://trid.trb.org/View/2692099</link>
      <description><![CDATA[The timing of video recordings, along with the spatial positioning of objects, is a fundamental parameter for calculating the speed time history. If the task involves determining the average speed of an object moving at approximately constant speed, it may be acceptable to average the speed over several to a dozen frames, using the fps (frames per second) parameter as the basic time unit.. However, if the objective is to compute speed from individual frames, the reliability of the timing becomes crucial. Without access to DVR hardware documentation, proprietary algorithms, or software – and considering the frequent hardware modifications and software updates - the most effective way to solve the problem is through a reverse-engineering approach. This study discusses several aspects of timing analysis, including: (1) making a test recording of a calibrated LED lightboard; (2) analyzing the relationship between the lightboard time and the presentation time stamp (pts) extracted from the file metadata; (3) investigating frame skipping and frame timing errors due to frame rate changes; (4) modeling the composite motion of the rolling shutter and the lightboard LEDs; (5) identifying the DVR’s actual frame capture rate; and (6) compensating the timing of the evidentiary recording. Establishing the timing scheme of the test recording enables reliable speed analysis based on two or three adjacent frames of the evidentiary recording, as well as the determination of the velocity time history over a short segment of the recording.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692099</guid>
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    <item>
      <title>Forensic Acquisition and Analysis of Unsupported Lexus Infotainment Modules via CMD42 Bypass and Data Carving</title>
      <link>https://trid.trb.org/View/2692093</link>
      <description><![CDATA[Crashes involving passenger vehicles increasingly include vehicles equipped with infotainment systems that are unsupported by commercial vehicle system forensics hardware and software. Examiners facing these systems must overcome challenges in acquiring and analyzing user data, requiring an understanding of both digital forensics principles and the proprietary characteristics of the modules. This paper presents a methodology for acquiring data from previously unsupported Lexus infotainment modules, including techniques to bypass CMD42 security locks on SD cards and extract data.Once acquired, the paper outlines methods for analyzing user data through data carving techniques, enabling recovery of information from binary images even when the full file system cannot be reconstructed. Emphasis is placed on maintaining the integrity of the evidence and validating findings through controlled testing. These validation procedures ensure that the recovered information is both accurate and admissible, providing examiners with actionable intelligence relevant to crash reconstruction and related investigations.A detailed case study demonstrates the application of these methods on an exemplary Lexus infotainment module, illustrating the technical process of bypassing security restrictions, recovering user data, and analyzing the information to uncover relevant insights. Key considerations include correlating extracted data, verifying data integrity, and adapting general forensic principles to a previously unexamined platform.By sharing these findings, the paper provides a roadmap for examiners encountering unsupported vehicle systems, offering practical guidance for overcoming security mechanisms, performing advanced data recovery, and validating results through documented testing. Lessons learned from this work contribute to the broader understanding of automotive digital forensics and underscore the importance of innovative approaches when confronting emerging technologies and proprietary storage protections.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692093</guid>
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    <item>
      <title>Rules and Guidelines for Prescriptive Right of Way</title>
      <link>https://trid.trb.org/View/2636160</link>
      <description><![CDATA[Minnesota local governments can operate under prescriptive right-of-way. But what is it? Internet searches often result in information about easements, not right-of-way. What is the difference when discussing “prescriptive"? This effort will synthesize Minnesota case law regarding prescriptive easements or right-of-way for public roads. Prescriptive easements used in this manner are based on an area used for a specific purpose and do not transfer possession.]]></description>
      <pubDate>Wed, 04 Feb 2026 16:28:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636160</guid>
    </item>
    <item>
      <title>Master Complexity of Version Management in SDM by AI-Driven Assistance</title>
      <link>https://trid.trb.org/View/2663499</link>
      <description><![CDATA[Simulation-driven product development involves numerous computer aided engineering (CAE) model iterations, where each version represents a critical difference. Usually, these multiple model versions are generated by hundreds of simulation engineers working in teams distributed across the globe, making functional collaboration a key to effective product development. To manage vast amounts of CAE data generated by engineers working simultaneously on a project, it is imperative to have a robust version management system to track changes in the CAE data. A robust version management is the backbone of an effective simulation data management (SDM) system. It involves capturing and documenting model changes at every design iteration. Accurate documentation of the model changes is crucial as it helps in understanding the model evolution and collaboration among engineers. However, documenting is usually considered a boring and tedious task by many engineers. This often leads to bad change documentation, which in turn reduces data discoverability and causes knowledge loss. With the onset of artificial intelligence (AI) in engineering simulations, engineers can now learn even more from their simulation data. In this paper, authors have explored an AI-assisted approach for facilitating the change documentation by augmenting the change comments via automatically extracted details, as studied in the SAFECAR-ML research project. The project is funded by the German Federal Ministry of Education and Research (BMBF) under the “KI4KMU” initiative (Research, Development, and Use of AI Methods in SMEs). The main goal of SAFECAR-ML is to develop an AI model that understands the nature of design changes and automatically generates change descriptions. When a detailed and informative change documentation is available, large language model (LLM)-based generative AI can be used for discovering and creating simulation-related content in an SDM system, for example by using retrieval augmented generation (RAG) approaches.A long-term outlook is to build an AI-assisted capability to perform complex tasks in an SDM system, like search and summarization of the data, automatic evaluation of simulation results, and thinking models for researching the available simulation data making recommendations on further model changes.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663499</guid>
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    <item>
      <title>Automotive Cybersecurity Incident Response (CSIR) Framework and Its Integration into OEM Processes</title>
      <link>https://trid.trb.org/View/2663418</link>
      <description><![CDATA[The exponential growth of connected and autonomous vehicles has significantly escalated cybersecurity threats, compelling automotive Original Equipment Manufacturers (OEMs) to adopt robust and structured Cybersecurity Incident Response (CSIR) capabilities. Current automotive cybersecurity regulations, such as AIS 189 in India and UNECE WP.29 globally, mandate precise frameworks for proactive threat detection, timely response, and comprehensive incident documentation. This research presents an innovative, comprehensive CSIR framework specifically tailored to integrate seamlessly into OEM cybersecurity management processes. Leveraging a combination of real-time monitoring systems, structured threat categorization methodologies, and integrated escalation and communication protocols, the proposed CSIR framework ensures efficient incident handling aligned with stringent regulatory compliance. The framework encompasses advanced methodologies including Vehicle Security Operations Center (VSOC) integration for continuous monitoring, standardized incident classification based on severity and potential impact, and well-defined communication channels with national Computer Emergency Response Teams (CERTs) and regulatory authorities. By integrating this framework, OEMs can significantly elevate their cybersecurity resilience, strengthen stakeholder confidence, and effectively meet evolving global cybersecurity regulatory demands.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663418</guid>
    </item>
    <item>
      <title>Future of Weight Tickets</title>
      <link>https://trid.trb.org/View/2636125</link>
      <description><![CDATA[Construction projects across Minnesota are increasingly using digital tools to boost efficiency and accountability. One key area of focus is electronic ticketing (E-ticketing), which tracks material deliveries in real time, replacing traditional paper weigh tickets for materials like bituminous mixtures, aggregate, and readymix concrete. This digital shift has the potential to streamline operations, cut costs, and improve safety. The Minnesota Department of Transportation (MnDOT), along with several counties, has started implementing smart technology to support this transition. Early pilot programs and limited rollouts have shown promising benefits, including better data accuracy and less administrative work. However, challenges remain, especially concerning system compatibility, staff training, and meeting legal documentation requirements. The aim of this LRRB project, Future of Weigh Tickets, was to assess the current use, advantages, and limitations of E-ticketing across Minnesota. The process included a review of past research, a statewide survey of local agencies, and evaluation of how E-ticketing affects efficiency, cost, safety, and contractor relations. Additionally, the project identified the most valuable features agencies seek in an E-ticketing system and outlined the conditions needed for wider implementation. Ultimately, our findings will help Minnesota agencies make informed decisions about the future of weigh ticket management and digital material tracking.]]></description>
      <pubDate>Thu, 18 Dec 2025 10:56:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636125</guid>
    </item>
    <item>
      <title>From West Virginia’s Mountain Ridges to Ship Bridges: Certificates of Documentation and the National Vessel Documentation Center</title>
      <link>https://trid.trb.org/View/2563442</link>
      <description><![CDATA[A Certificate of Documentation (COD) is required for vessels weighing at least five net tons and operating in coastwise trade or fishing activities on navigable waters of the United States, or in the Exclusive Economic Zone. CODs are issued by the U.S. Coast Guard National Vessel Documentation Center (NVDC) in Falling Waters, West Virginia. The NVDC processes approximately 350,000 applications per year and issues a variety of documents including CODs, Abstracts of Title (A/Ts), and Certificates of Ownership (COOs). The NVDC also serves as custodian to many historical documents and books, such as the Register of House Flags, Funnel Marks and Night Signals of American Vessels and Foreign Steamship Lines. In addition, the NVDC is charged with reviewing U.S. and foreign ship rebuild requests, wrecked vessel, and new vessel ruling requests. It also issues Bowater Certificates of Compliance, which are special waivers for certain foreign-owned companies, and Oil Spill Response Letters of Qualification. NVDC staff also work with law enforcement and other agencies to provide vessel/owner information and respond to Freedom of Information Act requests.]]></description>
      <pubDate>Thu, 12 Jun 2025 13:46:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563442</guid>
    </item>
    <item>
      <title>Synthesis of VDOT Historic Bridge Survey, Review, and Management Information</title>
      <link>https://trid.trb.org/View/2561782</link>
      <description><![CDATA[Since the 1970s, the Virginia Department of Transportation (VDOT), through the Virginia Transportation Research Council (VTRC) has conducted studies to manage its historically significant bridges as well as developing (and updating periodically) a statewide historic bridge management plan and conducting studies on rehabilitating and moving historic truss bridges, truss bridge eye bar deterioration, and feasibility of alternative uses.  Further, specific projects relating to individual bridges are covered by separate guidance documents, cultural resource reviews, Memoranda of Agreement (MOA), or by Programmatic Agreement (PA) documents.  These surveys, projects, and agreements are documented by various VTRC survey files, reports, and memos, as well as documents filed in VDOT district Environmental offices and VDOT Environmental Division files in VDOT's Central Office.  However, there is no one document containing this information.

In the late 2010s, VDOT’s Central Office cultural resource staff identified a need for a synthesis document that would consolidate information regarding historic bridges.  The lack of such a synthesis resulted in gaps in the cultural resource records regarding these bridges, which is problematic for newer VDOT personnel who periodically must put together information on the previous projects that have involved these bridges.  Phase I of this synthesis, collecting information from the initial and early VDOT/VTRC historic bridge projects (covering 1972-1993), was completed in 2022.  This Phase 2 will continue the collection of this information from 1993 to the present, such that this report will be a final synthesis report covering 1972 to the present.  This report will contain data on the cultural resource surveys, reviews, studies, management plans, published reports and agreements, including MOAs and PAs.  Because a VDOT-specific synthesis like this has not been published before, this report could be a model for future updates based on additional historic bridge surveys, reviews, and management projects. 
]]></description>
      <pubDate>Thu, 05 Jun 2025 10:34:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2561782</guid>
    </item>
    <item>
      <title>Evaluation of Several Tesla Dashcam Angles for Model 3 and Y via Reverse Project Photogrammetry</title>
      <link>https://trid.trb.org/View/2558358</link>
      <description><![CDATA[Tesla Model 3 and Model Y vehicles come equipped with a standard dashcam feature with the ability to record video in multiple directions. Front, side, and rear views were readily available via direct USB download. Additional types of front and side views were indirectly available via privacy requests with Tesla. Prior research neither fully explored the four most readily available camera views across multiple vehicles nor field camera calibration techniques particularly useful for future software and hardware changes. Moving GPS instrumented vehicles were captured traveling approximately 7.2 kph to 20.4 kph across the front, side, and rear views available via direct USB download. Reverse project photogrammetry projects and video timing data successfully measured vehicle speeds with an average error of 2.45% across 25 tests. Previously researched front and rear camera calibration parameters were reaffirmed despite software changes, and additional parameters for the side cameras calculated.]]></description>
      <pubDate>Tue, 27 May 2025 10:03:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2558358</guid>
    </item>
    <item>
      <title>Human Factors Considerations for Critical Maintenance Tasks and Their Effect on the Transition to Digital Documentation: An Exploratory Expert Survey</title>
      <link>https://trid.trb.org/View/2552319</link>
      <description><![CDATA[Digitised maintenance documentation will soon be the norm in aviation. Failure to correctly perform maintenance tasks may lead to aviation safety hazardous events. This article explores the views of aviation maintenance subject matter experts on errors affecting critical maintenance tasks and how views can inform transition to digitised documentation. This exploratory study offers a fresh view on human factors’ implications around critical maintenance tasks and their relation to digital documentation. A cross-sectional design method was utilised. Anonymous responses were collected with a mixed-methods questionnaire from convenience sample of participants from different aircraft maintenance and continuing airworthiness management organisations. Expert opinions of 25 aircraft maintenance and technical services engineers were recorded. All participants had personal experience with maintenance errors, where human factors attributed to these errors. They highlighted the lack of human factors’ awareness and the need to strengthen their contributory role in critical maintenance tasks. Participants’ views appeared divided in terms of challenges associated with digital documentation utilisation. Positive features emerged, such as critical maintenance tasks or duplicate/ independent inspections’ highlighting, notes and warnings’ higher visibility, up-to-date documentation availability and better connectivity among activities. Negative themes concentrated on the tactile nature of paper and on the additional technology knowledge requirements.]]></description>
      <pubDate>Tue, 27 May 2025 09:33:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552319</guid>
    </item>
    <item>
      <title>Multi-Objective Optimization for Lane-Change Decision and Trajectory
                    Planning in Autonomous Buses</title>
      <link>https://trid.trb.org/View/2552098</link>
      <description><![CDATA[To improve the real-time performance and safety of intelligent bus lane-changing                     and obstacle avoidance in complex road environments, this study proposes a                     multi-objective optimization algorithm called LMCTS. L-MCTS integrates a                     lane-changing benefit model, an LSTM network, and Monte Carlo Tree Search.                     First, the NGSIM dataset was utilized to filter lane-changing intention points                     and surrounding traffic flow information, and classification rules were                     established to process lane-changing behaviors. Based on these decision                     outcomes, a multi-objective trajectory planning method was designed, taking into                     account factors such as comfort, safety, and smoothness. The proposed algorithm                     was validated on the CARLA simulation platform and compared with traditional                     MCTS and DP+QP algorithms. Results indicated that, in actual driving scenarios,                     the safety evaluation of L-MCTS improved by 10.71% compared to MCTS and by                     17.72% compared to DP+QP. Additionally, L-MCTS enhanced comfort by 4.94% over                     MCTS and by 2.41% over DP+QP, significantly enhancing passenger comfort. The                     average algorithm execution time was recorded at 6.21 ms, which represented a                     14.12% improvement over MCTS, demonstrating excellent real-time performance.]]></description>
      <pubDate>Tue, 13 May 2025 10:24:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552098</guid>
    </item>
    <item>
      <title>Determining Worst-Case Execution Time Bounds for Multi-Core Processors</title>
      <link>https://trid.trb.org/View/2552246</link>
      <description><![CDATA[Demonstrating deadline adherence for real-time tasks is a common requirement in all safety norms. Timing verification has to address two levels: the code level (worst-case execution time) and the scheduling level (worst-case response time). Determining which methodology is suited best depends on the characteristics of the target processor. All contemporary microprocessors try to maximize the instruction-level parallelism by sophisticated performance-enhancing features that make the execution time of a particular instruction dependent on the execution history. On multi-core systems, the execution time additionally is influenced by interference effects on shared resources caused by concurrent activities on the different cores, which are not controlled by the scheduling algorithm. In the avionics domain, the new FAA AC 20-193 / EASA AMC 20-193 guidance documents formalize predictability aspects of multi-core systems and derive adequate measures for timing verification. Timing verification is a long standing and still very challenging topic. Established techniques include response time analysis, worst-case execution time analysis and real-time tracing. The goal of this article is to summarize the aspects relevant for timing verification, and give an overview of the available techniques. We also explicitly address multi-core considerations, focusing on the latest certification authorities’ publications from the avionics domain.]]></description>
      <pubDate>Tue, 13 May 2025 10:20:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552246</guid>
    </item>
    <item>
      <title>Effects on Motorcycle Response Data Using Wheel Force Transducers</title>
      <link>https://trid.trb.org/View/2552235</link>
      <description><![CDATA[Wheel Force Transducers (WFT) are precise and accurate measurement devices that seamlessly integrate into any vehicle. They can be applied in numerous vehicle applications for both on-road and in laboratory settings. The instrumentation requires replacing an original equipment manufacturer (OEM) wheel with a custom WFT system which is specific to the wheel hub design. An ideal design will minimally impact a vehicle's dynamics, but the vehicle system is inherently modified from the mass of the measurement device. Research and technical documentation have been published which provide conclusions explaining reduction in the unsprung mass reduces dynamic wheel load. However, there doesn’t appear to be clear compensation techniques for how a modified unsprung mass can be related to the original system, thus allowing the WFT signals to be more accurate to the OEM wheel forces. An experimental study was performed on a prototype motorcycle to better understand these differences. An instrumented “impact bump” acting as a force transducer was designed particularly for this testing to assist in characterizing the dynamic responses of a vehicle with variable unsprung mass setups. The motorcycle was equipped with WFTs to measure reaction forces, tri-axial accelerometers for vibration, linear variable differential transducers (LVDTs) for fork and shock travel, and a GPS to reference vehicle speed. The test variables included modifying the unsprung mass of the motorcycle’s front wheel by using OEM wheels, WFT systems, rim masses, hub masses, varying the speed of impact, and changing the motorcycle suspension setup. In this paper, there is consideration to the time domain and frequency domain for these changes in the system dynamic responses. There is discussion of correlation between measurement sensors and the relationship to the mass added from using WFT systems.]]></description>
      <pubDate>Tue, 13 May 2025 10:11:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552235</guid>
    </item>
    <item>
      <title>Cairene Car-Culture: How are Automobility and Social Behavior Linked to The Development of The Soundscape and Urban Fabric of Cairo</title>
      <link>https://trid.trb.org/View/2552179</link>
      <description><![CDATA[Cairo’s soundscape has witnessed changes due to the ongoing urban structure developments that accommodate the number of vehicles passing through the city. The soundscape produced by this growing automobility is affected not only by vehicles but also by their owners' behavior. Cairenes use their cars as a communication tool and an extension of private space. By viewing the vehicle as a component of the soundscape as well as a space that filters it, this study examines the synergy between social behavior, automobility, urban structure, and their interdependent relationship on the soundscape of Cairo. The study responds to literature elaborating on acoustic ecology, car culture, urban structure, and social behavior. The methodology applied in this study follows practice-based phenomenological research while documenting and reflecting on car cultural practices in Cairo from an aural perspective. Grounded theory contextualizes the analysis of archived audio and video material, semi-structured interviews, and performances. Performances are used as a form of action research to collect public responses and as a reflective outcome where selected participants are observed as they partake in a staged performance. The staged performance attempts to create a state of suspension of disbelief where the participants can focus on comprehending their relationships with their cars.]]></description>
      <pubDate>Tue, 13 May 2025 10:11:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552179</guid>
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