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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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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      <link>https://trid.trb.org/</link>
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      <title>Development of a Digital Twin of an Electrical Powertrain in a Testbench Environment for Efficiency Estimations</title>
      <link>https://trid.trb.org/View/2724717</link>
      <description><![CDATA[The aim of this work is to develop a modular, real-time-capable digital twin of an electric powertrain based on machine learning (ML)-based model structures and a systematic, component-oriented architecture with a focus on efficiency estimation in test bench environments. The further goal here is to enable virtual testing, which can be used for frontloading and thus both prevent errors and increase the speed of product development. Based on a comprehensive set of measured and derived test bench data, a multi-stage procedure is implemented that integrates data acquisition, physically informed feature selection, modeling at the component and subsystem level, and hybrid coupling strategies. The digital twin captures inverter, electric machine, and mechanical transmission stages and generates consistent predictions of key variables such as torque, speed, power factors, and subsystem as well as overall drivetrain efficiency. The methodology enables a systematic comparison of black box, dark grey box, grey box, and bright grey box architectures with respect to prediction accuracy, information content, and real-time capability. The methodology provided uses new model structures that explicitly integrate physical dependencies while also using ML models to map nonlinear effects. The hybrid architectures presented have been shown to significantly reduce the measurement effort while achieving nearly identical model quality and surpassing purely physics-based models in terms of accuracy, robustness, and real-time capability. For the final bright grey-box architecture, average relative efficiency errors below 1 % are achieved while maintaining real-time execution rates. The study shows that bright grey box-models in particular offer a best-case compromise between the requirements of information content, error quality, and synchronization rate, thus representing a methodological advance over conventional digital twins, which are often created at the component level. The shown methodology provides an implementable framework for digital twins of electric powertrains in industrial test environments.]]></description>
      <pubDate>Tue, 21 Jul 2026 11:41:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724717</guid>
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    <item>
      <title>En Route Display Recording System (ERDIRS)</title>
      <link>https://trid.trb.org/View/2711605</link>
      <description><![CDATA[Characteristics and requirements for an En Route Radar Display Recording System (ERDIRS) which would record, store and playback air traffic control display data being provided to the National Airspace System Plan View Displays in an Air Route Traffic Control Center were developed. In addition, an ERDIRS Engineering Model was designed and fabricated as a total in-house effort in order to explore various ideas and to provide background and experience to define the details of a field system design. Following the design and concurrent with the fabrication of the engineering model, the system design data for the engineering model were generated, and a functional specification for an operational field version of the ERDIRS was drafted for the Airway Facilities Service. As a result of the engineering effort, it was concluded that the specification does describe the complete functional characteristics of a practical field ERDIRS that meets all basic operational requirements and that the engineering model does demonstrate that a practical field ERDIRS can be developed.]]></description>
      <pubDate>Sun, 28 Jun 2026 18:51:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711605</guid>
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    <item>
      <title>Omega Data Bank Report (Spring and Fall 1980)</title>
      <link>https://trid.trb.org/View/2709289</link>
      <description><![CDATA[The International Bank for Airborne Omega Data continued operation at the Federal Aviation Administration (FAA) Technical Center. This report, issued by the Data Bank, is based upon 427 flight data hours covering flights in the North Atlantic, parts of the Continental United States (U.S.) and the Caribbean, South America, and Canada. These data were collected during the spring and fall of 1980; no flights were made during the summer. There were four major contributors to the Omega Data Bank during this period with three different equipment types. Operationally usable signals corresponded quite well with the Omega signal coverage prediction diagram published by the Omega Navigation System Operational Detail (ONSOD). Exceptions were noted near Ellesmere Island for the La Reunion signal, and the continental U.S. for the Argentina signal for the specific months and times of the data flights. Several operational differences were noted between two different Omega sets flown side by side in an FAA aircraft during flights in South America and the South Atlantic. Nonetheless, for both sets, Omega positions were within 2 nautical miles of the Inertial Navigation System position (95 percent probability) during normal flight conditions.]]></description>
      <pubDate>Mon, 22 Jun 2026 12:22:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709289</guid>
    </item>
    <item>
      <title>Flight Loads and Airframe Usage Analysis of Next-Generation Airtankers – CL-415</title>
      <link>https://trid.trb.org/View/2709282</link>
      <description><![CDATA[This report presents the results of an analysis of operational data from a fleet of four CL-415 Super Scooper aircraft flown in support of the United States Forest Service aerial firefighting operations. The aircraft were equipped with IONode100 digital flight data recorders supported by Latitude Technologies Corporation. Data used for this report was collected over the calendar years 2015-2019 and consisted of approximately 4,700 hours of flight time, almost equally divided among the four airframes. The analysis has been limited to ground-air-ground segments of the missions, excluding ground operations. Missions have been divided into three groups: firefighting, ferry, and maintenance/training. Firefighting missions have been further divided into ten flight phases. Airframe usage has been examined for each flight and each phase of the flight. The results have been compared with aircraft limitations on airspeeds, altitudes, and load factors pertaining to individual flap deflections. Unreliable pitch and roll angles have prevented examination of flights in unusual attitudes. All aircraft are shown to have been flown well within the operation altitude limits. Incidents of excessive vertical acceleration and indicated airspeeds, for the corresponding flap deflection, are shown to have been common. Lack of clear indicators, such as weight on wheels, for water landings have prevented clear identification of points of contact with, and departure from, water landings. For airborne phases, vertical load factors due to gust and maneuver have been separated using the two-second rule. Frequency of occurrence of each type has been determined using the method of peaks-between-means. The results have been presented in the form of exceedance spectra per 1000 hours and per nautical mile for various altitude bands. The report is concluded with some recommendations for improved data acquisition for further efforts.]]></description>
      <pubDate>Tue, 09 Jun 2026 10:56:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709282</guid>
    </item>
    <item>
      <title>Inertial Pedal Displacement and Brake Switch Activation in Frontal Crash Events</title>
      <link>https://trid.trb.org/View/2692095</link>
      <description><![CDATA[This paper presents research into the inertial displacement of brake pedals and the subsequent activation of brake light switches during crash events. In certain scenarios, such as multiple-impact crashes or crashes with pre-impact interactions such as curb strikes or sideswipes, inertial forces alone may generate sufficient brake pedal movement to trigger the brake switch, activating the brake lights. Such signals may be recorded by an Event Data Recorder (EDR) or observed by witnesses and incorrectly interpreted as an indication of intentional driver braking. To investigate this phenomenon, HYGE sled tests were performed using brake pedal assemblies and associated components from a Toyota Tacoma pickup truck and a Cadillac DeVille passenger sedan. The assemblies were subjected to acceleration pulses simulating a frontal impact, with high-speed video used to capture brake pedal displacement and brake light activation. The tests demonstrated that inertial loading from a pulse with a delta-V (change in velocity) as low as 12 mph could result in momentary brake light activation due to pedal displacement from inertial forces. Increasing the magnitude of the acceleration pulse produced greater displacement of the brake pedal and extended the duration of the brake light activation. An example is presented that demonstrates inertial pedal movement in a full-scale vehicle test conducted by striking a curb, which resulted in brake light activation with a delta-V considerably less than 12 mph. Additionally, a field survey of 50 passenger vehicles found that the brake switch activation threshold ranged from 0.25 to 0.56 inches of pedal travel for 80% of the vehicles measured. These findings indicate that relatively small crash accelerations and durations can produce sufficient inertial pedal movement to activate brake lights and that only minimal pedal displacement is required in most vehicles.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692095</guid>
    </item>
    <item>
      <title>Evaluation of PAEB Performance of a GM Vehicle Using EDR and Ground Truth Data</title>
      <link>https://trid.trb.org/View/2691843</link>
      <description><![CDATA[In order to determine the on-board EDR data recording characteristics of a GM vehicle, a 2023 GMC Sierra Denali was tested in several Pedestrian Automatic Emergency Braking (P-AEB) scenarios. Using a variety of test tools, including the STRIDE robotic platform and its onboard data systems, a GPS/IMU installed in the vehicle, and several camera units, the vehicle was put into collision imminent scenarios in which the crash avoidance systems were actuated. The flags in the EDR data, the order in which EDR events were written, and the correlation between the EDR and data recorded by the aforementioned external acquisition systems were examined for each test case. Testing was done in both forward and reverse scenarios and at low speeds only. These results provide a picture of the current state of the additional data available in current EDRs installed on GM vehicles equipped with P-AEB capability, as well as an insight into the accuracy and meaning of that data which should prove beneficial to the accident reconstruction community, among others.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691843</guid>
    </item>
    <item>
      <title>Flight Loads and Airframe Usage Analysis of Next-Generation Airtankers – BAe-146 and RJ-85</title>
      <link>https://trid.trb.org/View/2683233</link>
      <description><![CDATA[This report addresses in-flight recorded data from eight BAe-146s and eight RJ-85s flown in support of the United State Forest Service aerial firefighting operations. All flight data was recorded at 32 Hz by IONode100 units supported by Latitude Technologies, Corp. All data was examined for integrity, and anomalies and inaccuracies were identified and outlined. Similarities between BAe-146 and RJ-85 were used to rationalize combining their results. Flights were divided into firefighting, ferry, and maintenance/training missions. Firefighting flights were divided into five separate phases. Statistical results of the airframe usage were presented and compared with aircraft limitations. This information includes altitude, airspeed, duration and distance, number of retardant drops per flight, maximum and minimum vertical load factors, flap cycling frequency, and takeoff and landing weights. Unreliable pitch-and-roll angle and cabin pressure recordings prevented examination of these parameters. In several cases, the vertical accelerations were shown to exceed the limit load factors with flaps extended. Detailed examination of the data revealed that these occurred mostly during the drop phase. Also, in a number of cases, the maximum indicated airspeed was shown to be slightly above the prescribed limits. The recorded normal accelerations were shown to contain frequencies due to structural vibration. Results of the effect of different filters on flight loads spectra are presented in an appendix. Based on these results, a low-pass, eighth-order Butterworth filter with an 8-Hz cutoff frequency was used to attenuate the structural frequencies. After filtering, vertical load factors were divided into gust and maneuver loads using the two-second rule. Using the method of peaks-between-means, exceedance spectra for gust and maneuver loads were developed for ground-air-ground cycles, as well as for specific flight phases. These results were compared to those of the legacy airtankers and other aircraft flown in support of firefighting missions and as civil transport. The gust load factor spectra are shown to be similar to other United States Forest Service aircraft being flown in the same environment. The maneuver load factor spectra are shown to indicate smaller loads than those of legacy airtankers, but considerably exceeding in frequency those of civil transport. Derived gust velocities were extracted for BAe-146 aircraft and their cumulative occurrences were presented. Erroneous recording of the aircraft weight prevented inclusion of data from RJ-85 airframes. The report concludes with some recommendations for improved data acquisition for future efforts.]]></description>
      <pubDate>Tue, 31 Mar 2026 10:12:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683233</guid>
    </item>
    <item>
      <title>Fine-Grained Time and Hidden Feature Learning for Interpretable Hard Landing Prediction Based on QAR Data</title>
      <link>https://trid.trb.org/View/2617684</link>
      <description><![CDATA[Hard landings, as a common type of aviation incident, have consistently attracted the attention of airlines and aviation authorities. In recent years, the widespread adoption of Quick Access Recorder (QAR) systems has led numerous researchers to focus on predicting hard landing events through the analysis of QAR data. However, most studies treat QAR data as standard time series without fully accounting for its unique characteristics. Unlike typical time series, QAR data exhibits limited periodicity and trends, making it challenging for traditional modeling approaches to capture its complex patterns. Furthermore, model interpretability, as an essential aspect for practical deployment and decision-making, remains insufficiently explored. To address these issues, we propose a Fine-Grained Time and Hidden Feature Learning model for Interpretable Hard Landing Prediction based on QAR Data (TF-QAR). Specifically, we introduce a novel fine-grained temporal aggregation module, which dynamically extracts the importance of each time step through learnable parameters, to efficiently model the temporal dependencies in QAR data. Additionally, we develop a feature aggregation module that introduces a learnable adjacency matrix to model the significance of flight features and their interrelationships, revealing not only key parameters that directly influence hard landings, but also hidden parameters that are indirectly related. We conducted extensive experiments using a dataset of 37,929 real A320 flight segments in China. The results demonstrate that our model outperforms existing state-of-the-art baselines. Moreover, by visualizing the learnable parameters, TF-QAR provides interpretable insights valuable for pilot decision-making, offering practical support for the prevention and management of hard landing events.]]></description>
      <pubDate>Tue, 24 Mar 2026 17:01:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617684</guid>
    </item>
    <item>
      <title>Assessing Cybersecurity Risks of Vehicle Accessories: From Wireless Connectivity to Firmware</title>
      <link>https://trid.trb.org/View/2676003</link>
      <description><![CDATA[The research team propose to conduct comprehensive penetration testing on various emerging vehicle accessories. For example, since 2019, the Federal Motor Carrier Safety Administration (FMCSA) has mandated the use of electronic logging devices (ELDs) for most commercial motor vehicle drivers in the United States. These devices are designed to monitor hours of service (HOS) to reduce fatigue-related accidents. Additionally, OBD-II dongles provide diagnostic capabilities for drivers, repair technicians, and insurance companies. Other examples include dash cameras, vehicle health monitors, and infotainment adapters. Recent research including that of the research team has shown that accessories (e.g., ELD, and CarPlay adapter) can serve as attack vectors for compromising vehicle systems. Given that modern vehicles are safety-critical systems, vulnerabilities in these accessories may pose serious real-world risks. More specifically, these accessories typically operate via wireless connections to smartphones, allowing users to manage device settings and monitor performance through companion apps. As a result, vulnerabilities may exist across three components: (1) wireless connectivity (e.g., Bluetooth), (2) mobile applications, and (3) device firmware. As a result, the research team proposes to conduct a comprehensive penetration test on these in-vehicle accessories to reveal any potential vulnerabilities. 

First, the research team will examine the wireless connection between accessories and smartphones, the initial point of interaction. If unsecured, this connection could be exploited by an attacker to gain unauthorized access and control. The research team's prior work on OBD-II dongles has shown that many of these devices lack authentication, allowing attackers to connect even while a driver is actively using them. The research team will assess whether similar vulnerabilities are present in other types of accessories. Next, the team will reverse engineer the companion applications. Building on its earlier work, which revealed CAN command embedded in app code, the research team will extend its analysis to additional accessories. CAN commands are powerful; they can be used to perform operations such as unlocking doors or activating turn signals. Moreover, these apps may store sensitive data, especially in the case of ELDs, which require user authentication to track driver identity and activity. The research team will develop an automated framework that can extract and analyze relevant data from applications, regardless of devices.
Finally, the research team will collect and analyze firmware from these accessories to identify embedded security flaws. The research team will create a methodology to automate vulnerability detection, using techniques such as fuzzing, symbolic execution, and fingerprinting. If the firmware uses outdated or vulnerable open-source components, these could be inherited flaws that present systemic risks.]]></description>
      <pubDate>Mon, 02 Mar 2026 19:17:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676003</guid>
    </item>
    <item>
      <title>Event Data Recorders (EDRs) in Australia</title>
      <link>https://trid.trb.org/View/2622588</link>
      <description><![CDATA[This report examines prevalence and use of Event Data Recorders (EDRs) in motor vehicles in Australia. It includes background on the implementation and regulation of EDRs and interviews with vehicle manufacturers and end-users. Case studies explore the benefits of EDRs related to law enforcement, crash investigation, insurance claims, research, and manufacturing issues. Overall, it was found that Australia lags behind other countries in EDR mandates and the report concludes with five recommendations relating to EDR regulation.]]></description>
      <pubDate>Thu, 26 Feb 2026 09:15:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2622588</guid>
    </item>
    <item>
      <title>Traffic Accident Analysis Based on Automotive Event Data Recorder</title>
      <link>https://trid.trb.org/View/2613060</link>
      <description><![CDATA[To address the issue of obtaining vehicle impact speed in two-dimensional oblique collisions, the storage methods and data structures of the Event Data Recorder (EDR) were analyzed, and a collision analysis model based on coordinate transformations was developed. Through the examination of a real-world case involving a collision between a vehicle and a motorcycle, the pre- and post-impact speeds of the motorcycle were calculated by analyzing the EDR data retrieved from the vehicle. The results indicate that the vehicle’s pre-impact speed was 33 km/h, while the motorcycle’s speed was 124.06 km/h. These findings demonstrate that the proposed calculation model is practical and provides valuable insights for analyzing similar complex accidents, particularly in addressing challenges related to the collection of evidence at accident scenes.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613060</guid>
    </item>
    <item>
      <title>How accurate do car driver report their travelled speed before an accident: a comparison with insights of the Event Data Recorder</title>
      <link>https://trid.trb.org/View/2646173</link>
      <description><![CDATA[Statements of drivers are often used to gain insights into accident causations, whose understanding is an important factor for the development of effective prevention strategies. The coming into effect of the General Safety Regulation 2019 led to an increasing availability of objective vehicle data in the form of Event Data Recorders (EDR) in Germany as well as the whole European Union. This creates the possibility to examine the accuracy of the driver statements in more detail. Among others, maladjusted vehicle speed is an important crash contributing factor. Therefore, a good understanding about the quality and applicability of the drivers' reported speed can be important. The goal of the present study is to examine the accuracy of speed reports from German drivers in the context of accident research. To this end, the reported speeds and speed violations were evaluated with respect to their consistency with the EDR data. Additionally, it was investigated whether there is a relationship between the accuracy of the statements and the role in causing the accident on the one hand and the time elapsed between the accident and the report of the driven speed on the other hand. Based on data from the Audi Accident Research Unit (AARU), this study compares drivers' self-reported speeds prior to an accident obtained by standardized telephone interviews with the respective recorded EDR speeds of the crash vehicles. It was shown that driver reported speed violations significantly less often and to a smaller extent than they were committed based on the EDR data. The reported speeds were significantly lower than the recorded speeds from the EDR data. Furthermore, this effect was significantly stronger for the other accident participants, which tended to underestimate their speed more than the accident causers. This result might be explained by a certain group of other accident participants which were driving very fast (> 200 km/h) on the motorway, as is elaborated in detail in the discussion. There was no significant correlation between the accuracy of the reported speed and the timing of the respective interviews. In conclusion, the drivers’ statements regarding the driven speed were found to be relatively inaccurate, which is why they can only be used with caution and in conjunction with more reliable data. Still, the reported speed can be valuable to evaluate the general plausibility of the drivers' statements concerning the accident.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:58:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646173</guid>
    </item>
    <item>
      <title>Comparative study of aviation nvPM emissions using quick access recorder data</title>
      <link>https://trid.trb.org/View/2633060</link>
      <description><![CDATA[The rapid expansion of global aviation transportation has amplified the environmental, climatic, and health effects of aviation emissions. As an important component of the aviation emission, the mass and number emissions of non-volatile particle matter must be evaluated accurately. This study employs seven emission index calculation methods to predict the nvPM emissions throughout flight using quick access recorder data, analyzes calculation methods’ uncertainties via Monte Carlo simulation. The impacts of fuel types and engine models on the nvPM emissions were investigated as well. The results reveal that FOX method exhibits poor stability and yields significantly higher EIₘ estimates during the LTO cycle. The EIₙ estimated by APMEP-CNN and Zhang methods are close, ranging from 10¹⁴ to 10¹⁵. Sustainable aviation fuels, such as FTS, can reduce nvPM mass emissions by 87.34%. Advanced engines reduce nvPM mass by 5–6 times and number by 4–5 times compared to conventional engines.]]></description>
      <pubDate>Wed, 10 Dec 2025 11:19:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633060</guid>
    </item>
    <item>
      <title>Charting Digital Waters: Strengthening U.S. Coast Guard marine casualty investigations with electronic evidence</title>
      <link>https://trid.trb.org/View/2635920</link>
      <description><![CDATA[Electronic evidence has become a crucial element of U.S. Coast Guard marine casualty investigations.  For example, voyage data recorders (VDRs) provide investigators with a comprehensive, chronological record of events leading up to an incident, enabling a thorough understanding of voyage events and factors contributing to a complex accident. Recognizing the escalating importance and intricate nature of digital evidence in marine casualty investigations, the Coast Guard has strategically developed specialized units to expertly manage the complexities of electronic data collection, preservation, and in-depth analysis. These include the Investigations National Center of Expertise (INCOE), the Digital Forensics Laboratory (DFL), and selected members from the Coast Guard Auxiliary. These units apply cyber forensic best practices to the accuracy and relevance of the data they gather while ensuring evidence is properly collected, safeguarded, and maintained. This disciplined approach preserves the integrity and defensibility of the entire investigative process, ensuring that digital evidence can withstand external scrutiny and support the success of the investigation.]]></description>
      <pubDate>Fri, 05 Dec 2025 14:12:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635920</guid>
    </item>
    <item>
      <title>NHTSA Crash Investigation Sampling System Event Data Recorder Data Element Benchmarking Study</title>
      <link>https://trid.trb.org/View/2633328</link>
      <description><![CDATA[An event data recorder (EDR) is defined in 49 CFR Part 563 to mean a device or function in a vehicle that records the vehicle's dynamic time-series data during the time period just prior to a crash event (e.g., vehicle speed vs. time) or during a crash event (e.g., delta-V vs. time), intended for retrieval after the crash event. This data can be downloaded to help crash reconstruction or vehicle safety research. NHTSA established EDR requirements in 49 CFR Part 563 in 2012. Since the promulgation of the requirements, crash avoidance and advanced driver assistance systems (ADAS) technologies have expanded in market penetration. Some vehicle original equipment manufacturers (OEMs) are recording status and activation of these technologies during the time period prior to the crash event in their EDRs. This study observes which data elements are recorded beyond what is required by Part 563 since it went into effect. A query on 2022-2023 Crash Investigation Sampling System (CISS) case year data was conducted, then model year 2022-2024 vehicles were selected that had that information available for analysis. Fifteen vehicle OEMs met these criteria and were eligible for review. EDR reports were assessed to identify data elements OEMs were reporting from their EDRs. These were compared to two existing EDR standards. Data elements were also identified that were not incorporated in existing regulations or best practices and were unique to each OEM. All 15 OEMs were reporting all Part 563 Table I data elements, but reporting Part 563 Table II elements varied across OEMs. Large variation in the number of data elements beyond Part 563 reported across OEMs ranged from 9 to 405 additional elements. Some OEMs were found to be reporting certain data elements from UN R160 and SAE J1698, but there were differences across OEMs for which elements. Eleven similar elements were reported by at least two OEMs, with a maximum of 9 of 15 OEMs reporting a particular similar element.]]></description>
      <pubDate>Thu, 04 Dec 2025 17:13:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633328</guid>
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