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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Train Energy Model User’s Manual Version 1.5 Supplement: TEM Version 1.6</title>
      <link>https://trid.trb.org/View/2658069</link>
      <description><![CDATA[To meet the requirements of the Association of American Railroads (AAR) Energy Research Program, a new train simulator, called the Train Energy Model (TEM), has been developed. The Train Energy Model consists of a set of programs which can be run on an IBM-compatible PC. The first version (1.0) of TEM was distributed to the railroad industry in 1986. A new version (1.5) of TEM, which incorporates many new features that were suggested by users of Version 1.0, and an improved Automatic Train-handling Algorithm (ATA) was distributed to the railroad industry in March, 1989. A follow-on version (1.6) of TEM, which incorporates animated color graphics (for EGA or VGA) and sound effects in the simulator program and an improved user interface in the preprocessor and the batch file editor programs, has been developed. Also, a new program, the Track Utility Processor (TUP), which can reverse any TEM track chart, compute consistent grades from known elevations, or compute consistent elevations from known grades (and initial elevation), has been added to the TEM software package. The objective of this supplement to the TEM Version 1.5 User's Manual is to show the reader how TEM Version 1.6 differs from TEM Version 1.5.]]></description>
      <pubDate>Mon, 09 Mar 2026 11:53:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658069</guid>
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    <item>
      <title>Energy Consumption Displays in Electric Vehicles: Differential Effects on Estimating Consumption and Experienced Energy Dynamics Awareness</title>
      <link>https://trid.trb.org/View/2640629</link>
      <description><![CDATA[Objective: The effects of three prototypical designs of energy consumption displays on energy-specific situation awareness were examined. Background: Energy efficiency is crucial for the sustainability of technical systems. However, without accurate situation awareness of energy dynamics (energy dynamics awareness, EDA) it can be challenging for humans to optimize the use of energy resources of electric vehicles (EVs) through their behavior. Method: We examined three prototypical energy display designs that varied by their informational value to support EDA. Furthermore, we investigated the differential effects on EDA measured by (1) a newly constructed scale (experienced EDA), (2) estimating energy consumption, and (3) identifying efficient trips in an online experiment. Participants (N = 82) watched standardized driving scenes (videos) of EV trips presenting the energy displays. Results: We found a strong effect of display type on experienced EDA, with the trace display being the most supportive. The EDA scale showed excellent internal consistency. The consumption estimation and efficient trip identification indicators were not affected by the display type. Conclusion: The study indicates that experienced EDA is immediately affected by displays with higher information value, but performance might need more time and training. More research is needed to investigate the cognitive processes related to EDA and to examine how distinct display elements enhance EDA. Application: Results from this research can be used as guidance for the design of energy displays, especially in EVs. The EDA scale can be used as an evaluation measure in the human-centered design process of energy displays.]]></description>
      <pubDate>Mon, 02 Mar 2026 08:55:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640629</guid>
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    <item>
      <title>Personalizing ADAS through driver segmentation: A latent class and multistage Behavioral Modeling approach in China</title>
      <link>https://trid.trb.org/View/2657090</link>
      <description><![CDATA[Understanding individual heterogeneity in preferences for advanced driver assistance systems (ADAS) is critical for improving user acceptance and personalization. To explore this heterogeneity, this study employs a person-centered behavioral framework integrating latent class analysis, multinomial logistic regression, multivariate analysis of covariance (MANCOVA), and within-segment regression modeling. Based on survey data from 581 licensed drivers in China, the authors identify five distinct user segments—Safety-Oriented Conservative, Risk-Averse Manualist, Adaptive Tech Explorer, Balanced Functionality Seeker, and Broadly Accepting Customizer—characterized by differences in ADAS feature preferences, attitudes toward control modes, and receptiveness to personalization. Segment membership is significantly associated with demographic characteristics, driving styles, and personality traits. The MANCOVA indicates class-level differences in personalization needs and price sensitivity, while within-class regressions reveal the psychological factors that shape these attitudes. Notably, traits such as agreeableness and neuroticism—along with risky driving tendencies—emerge as key differentiators among the segments. This multi-stage behavioral modeling approach advances traffic psychology by linking latent segmentation with intra-group explanatory modeling, thereby offering practical insights for personalized ADAS design, driver-centric human–machine interaction, and evidence-based policy formulation for heterogeneous driving populations.]]></description>
      <pubDate>Wed, 25 Feb 2026 13:59:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657090</guid>
    </item>
    <item>
      <title>Sometimes right, sometimes wrong: Drivers’ responses to inconsistently accurate automated vehicle system confidence information</title>
      <link>https://trid.trb.org/View/2659631</link>
      <description><![CDATA[Automated vehicles (AVs) are becoming increasingly equipped with intelligent functions that support drivers’ decision-making. Human-machine interfaces (HMIs) that communicate an AV’s confidence in its ability to navigate challenges in the driving environment are expected to become a pervasive feature. While this type of confidence display can enhance drivers’ situation awareness, information presented to drivers may not always reflect accurate, real-world conditions, which can misguide perceptions and contribute to poor decision-making. Also, repeated exposure to inconsistently accurate information can reinforce negative biases. This study investigates how initial exposure to a series of both accurate and inaccurate information affects AV drivers’ perceptions, behavior, and physiological responses in later interactions. Using a visual HMI displaying an AV’s self-assessed confidence in avoiding a roadway obstacle, in a first phase, thirty participants were (unknowingly) assigned to two groups: one initially exposed to accurate confidence information, and the other to inaccurate confidence information. In the second phase, participants experienced the reversed information accuracy condition. The vehicle was highly reliable, but the AV confidence information was manipulated to either be aligned or misaligned with the system reliability. Across 12 takeover scenarios, drivers decided whether to take control of the vehicle, and their takeover decisions, trust levels, and physiological responses were collected. Overall, participants who were initially exposed to accurate information demonstrated heightened attention, faster voluntary takeovers, higher trust, and increased reliance on system information. In contrast, those initially exposed to inaccurate information spent more time monitoring the driving environment. Also, participants initially exposed to accurate information displayed higher cognitive workload (measured physiologically) and unchanged trust levels. This observation was also true when inaccurate information was presented later. The number of voluntary takeovers did not differ between the two groups. These findings highlight the role of initial information presentation in shaping drivers’ perception and behavior, offering insights for designing AV systems that support effective human-AV interactions.]]></description>
      <pubDate>Wed, 25 Feb 2026 13:58:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659631</guid>
    </item>
    <item>
      <title>Optimisation of floor evacuation map based on drive design</title>
      <link>https://trid.trb.org/View/2625879</link>
      <description><![CDATA[To investigate the optimisation scheme for a floor evacuation map, library, and mall scenarios were considered as examples, and drive designs, including non-drive design, salient stimulus-drive design, and working memory-drive design, were introduced in the experiment. Participants’ wayfinding behaviour and responses were studied by analysing the average duration of fixation (ADF), average fixation counts (AFC), accuracy rate (AR), response time (RT), and other relevant indices. The experimental data revealed that both the salient stimulus-drive and working memory-drive designs significantly reduced the ADF and AFC compared to the non-drive design while improving the AR. The RT of the salient stimulus-driven group was significantly longer than that of the other two groups. The experimental results indicated that incorporating floor plans and relevant salient stimuli into the design of floor evacuation maps can enhance their readability, thereby facilitating better retention of evacuation routes by participants.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:01:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625879</guid>
    </item>
    <item>
      <title>Mid-air haptics for automotive HUDs: A sketch anticipation and design fiction study</title>
      <link>https://trid.trb.org/View/2667363</link>
      <description><![CDATA[Innovations in the automotive industry, such as autonomous driving, AI assistants, head-up displays, and mid-air haptic touchless interactions, promise transformative benefits but may also introduce unanticipated risks and ethical concerns. To explore these potential challenges, we conducted a multi-stage study: first, we engaged 27 engineers specializing in touchless and automotive systems to envision future applications of mid-air haptics and head-up displays. Insights from this anticipatory design fiction informed the creation of high-fidelity storyboard sketches depicting six hypothetical scenarios. Using these storyboards and a custom questionnaire, we then surveyed 135 drivers across nine countries to assess their views on technology acceptance, interface usability, and responsible innovation. Results revealed significant demographic variability, alongside a dual sentiment: while drivers express enthusiasm for technological integration, they also voice concerns about safety, user control, and privacy. Our findings not only inform safer and more user-centered automotive innovation but also offer a multimodal framework for evaluating and guiding emerging technologies across diverse fields.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:24:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667363</guid>
    </item>
    <item>
      <title>User Perceptions and Adoption of Smart Parking Technology in Campus Environments</title>
      <link>https://trid.trb.org/View/2562209</link>
      <description><![CDATA[Smart parking systems utilize advanced technologies like sensors and mobile apps that make them effective solutions to the growing challenges of urban parking. User satisfaction is key to their adoption, however, and while numerous studies have examined some of the factors that determine the degree to which users are satisfied with the technology, there is a paucity of comprehensive research that integrates the multiple dimensions of user satisfaction, especially on a college campus. To address this gap, a cross-sectional survey was designed to collect data on demographic characteristics, user perceptions, and satisfaction levels and was distributed electronically to students, faculty, and staff on a college campus. After cleaning the data, the data set consisted of 105 responses, and a comprehensive evaluation of the data revealed that gender and educational background are significant influencers of users’ perceptions and usage of a smart parking app. Women showed greater concern about data privacy, and those who had attained higher levels of education—individuals with higher education—were more likely to recommend the app. Positive correlations were observed between the app’s efficiency, usefulness, and overall user satisfaction, while technical issues and privacy concerns negatively impacted users’ perceptions of the app. Key recommendations resulting from the study include enhancing real-time availability features, improving information reliability during peak hours, enhancing the user interface and design, strengthening data privacy measures, encouraging user feedback, and conducting educational campaigns. These measures aim to ensure that the app effectively meets the users’ needs and maintains high levels of satisfaction. This study will benefit campus administrators, researchers, and policymakers by providing valuable insights that will improve smart parking app functionality, campus parking management, user experience, and policy development.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562209</guid>
    </item>
    <item>
      <title>From Tokens to Touchscreens: Investigating Preferences and User Satisfaction in Modern Metro Ticketing Payment</title>
      <link>https://trid.trb.org/View/2613139</link>
      <description><![CDATA[This study investigates the evolution of metro ticketing systems from traditional tokens to modern touchscreen interfaces, focusing on passenger preferences and user satisfaction. Using a mixed-methods approach combining surveys and interviews based on the SERVQUAL model, this study analyzes user experiences across five different ticketing interfaces in major metropolitan areas. Data collection focuses on ease of use, transaction speed, reliability, and security. The results demonstrate varying performance levels across different service dimensions, with mobile payment platforms (Alipay, WeChat, and APP) excelling in reliability and responsiveness but showing room for improvement in empathy and user guidance. Traditional channels, particularly manual windows, maintain advantages in personal service and problem resolution despite efficiency limitations. Notable expectation-perception gaps across all ticketing channels, with Alipay showing the largest discrepancy and WeChat the smallest. Though digital transformation is advancing, user expectations for seamless digital services are not fully met. The research provides practical recommendations for transit authorities.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613139</guid>
    </item>
    <item>
      <title>Automated Interpretation of Culvert Inspection Videos Using AI and Computer Vision</title>
      <link>https://trid.trb.org/View/2643431</link>
      <description><![CDATA[Culvert assets play a critical role in ensuring the safe operation of highways. The Utah Department of Transportation (UDOT) maintains over 120,000 drainage culverts and storm drain pipes along state highways. To maintain these assets optimally and prevent failures, UDOT must collect comprehensive information about all culverts across the state and inventory them in the ATOM system. Accurate identification of culverts needing repair, rehabilitation, or replacement necessitates thorough and well-documented inspections. Traditional culvert inspection is slow and prone to subjectivity, leading to inconsistencies in the assessment of culvert conditions. This project focused on automating the interpretation of culvert inspection videos using advanced computer vision and deep learning techniques. Beginning with a small and imbalanced dataset, the team expanded the data through additional data collection and augmentation, followed by manual labeling and annotation of structural defects. Three model types were developed to support different stages of inspection analysis: a binary classification model to identify defective frames, multiclass image classification models to classify five major defect types, and an object detection model capable of localizing and classifying defects. To bridge the gap between model output and practical deployment, graphical user interfaces (GUIs) were created for each model type, enabling UDOT staff to analyze inspection videos, receive condition ratings, and generate detailed summary reports without technical expertise. When tested on 56 real-world videos, the object detection GUI correctly assessed culvert conditions in 84% of cases. The system offers a scalable, cost- effective, and objective approach to culvert inspection, reducing manual workload and increasing the consistency and accuracy of infrastructure condition assessments.]]></description>
      <pubDate>Thu, 19 Feb 2026 17:04:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643431</guid>
    </item>
    <item>
      <title>A User-Centered Teleoperation GUI for Automated Vehicles: Application and Comparison of Teleoperation HMIs</title>
      <link>https://trid.trb.org/View/2658736</link>
      <description><![CDATA[As automated vehicles continue to evolve, teleoperation is emerging as a fallback solution in edge-case scenarios where human intervention is required. To ensure effective and safe remote support, the design of human-machine interfaces (HMIs) must be centered around the needs and capabilities of the operator. In recent years, various graphical user interfaces (GUIs) for teleoperation have been developed and predominantly evaluated in simulation environments. An integrated investigation of display and interaction concepts in combination with real vehicle teleoperation remains lacking. This work addresses this gap by investigating a GUI in three different layout options for two teleoperation concepts: Direct Control using Steering Wheel and Pedals, and Trajectory Guidance through separate path and velocity input via Mouse and Keyboard or Touchscreen. The conducted user study (N  $ = 45$ ) evaluates these approaches using a 1:10 scaled vehicle in a controlled environment to enable the collection of metrics, such as collisions, in challenging scenarios without the intervention of a safety driver or incurring high consequential costs. The evaluation shows that different interaction concepts favor different GUI layouts. For Steering Wheel and Pedals, a Picture-in-Picture layout is preferred, whereas for sequential input via Touchscreen or Mouse and Keyboard, a Horizontal split layout proves more suitable. Additionally, it emphasizes the advantage of Direct Control via Steering Wheel and Pedals as being significantly faster than Trajectory Guidance using a Touchscreen or Mouse and Keyboard. Overall, participants consider the user interface acceptable in terms of usability and workload. The participants’ feedback provides valuable insights and design suggestions for further improvements, serving as a foundation for future research.]]></description>
      <pubDate>Thu, 19 Feb 2026 10:53:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658736</guid>
    </item>
    <item>
      <title>Adsorption-state test guided enhancement of asphalt emulsion–aggregate interface: From microscopic defects to macroscopic strengthening</title>
      <link>https://trid.trb.org/View/2642479</link>
      <description><![CDATA[The cold mix with asphalt emulsion (CMA) forms at ambient temperature through demulsification and moisture migration, resulting in distinct interfacial characteristics compared with hot mix asphalt. This time-dependent process often causes interfacial defects and insufficient early strength, while refined evaluation methods for interfacial adsorption remain lacking. To address this gap, a series of laboratory tests under realistic curing conditions were conducted to investigate the micro-morphology, interfacial strength, and adsorption behavior of asphalt emulsion–aggregate interfaces. Silane coupling agent (SCA) and nano-organosilicon (NOS) treatments were further applied to regulate interfacial performance. Results showed that the proposed in-situ interface preparation method enabled clear identification of initial structures and defects, while the developed adsorption-state test accurately characterized steady-state interfacial adsorption. The CMA interface exhibited abundant pores and fractures with nonuniform asphalt distribution. SCA and NOS treatments markedly enhanced interfacial compactness, continuity, and strength, while reducing interfacial pore size and moisture-induced stripping. The asphalt film transformed from insufficient and uneven spreading to a uniform and dense structure. The enhancement mechanism was attributed to reduced aggregate polarity and increased non-polar components, promoting selective asphalt adsorption and water exclusion during demulsification. This study refines interfacial performance evaluation and provides theoretical support for the high-value application of CMA technology.]]></description>
      <pubDate>Thu, 19 Feb 2026 09:44:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642479</guid>
    </item>
    <item>
      <title>The impact of hydrophilic groups on the demulsification and interfacial behavior of cetyltrimethylammonium emulsified asphalt</title>
      <link>https://trid.trb.org/View/2639983</link>
      <description><![CDATA[Reducing carbon emissions and enhancing energy efficiency in road construction presents a significant challenge. However, the limited strength and slow demulsification rate of emulsified asphalt impede the wider adoption of cold-mix technologies. Current methodologies primarily focus on modifying emulsifier types and optimizing formulations, but often face difficulties in achieving a balance between stability and demulsification rates. This study systematically investigates cetyltrimethylammonium emulsified asphalt with varying hydrophilic groups through molecular dynamics simulations and experimental validation. Comparative analysis revealed that emulsifiers containing pyridine and bromide groups enhanced adhesion but slowed the demulsification process, whereas benzene-functionalized emulsifiers accelerated demulsification by weakening interfacial forces. The results demonstrated that HPB exhibited strong adhesion but slower demulsification, while HDBAC achieved the fastest demulsification with reduced adhesion strength. This research offers both a theoretical foundation and practical guidance for optimizing emulsified asphalt formulations, thereby contributing to the sustainable, low-carbon development of pavement engineering.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:53:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639983</guid>
    </item>
    <item>
      <title>Microstructural and nanomechanical characterization of composite interface in cold-mixed semi-flexible pavement</title>
      <link>https://trid.trb.org/View/2639977</link>
      <description><![CDATA[Cold-mixed semi-flexible pavement (C-SFP) is an emerging composite material designed to reduce energy consumption and carbon emissions compared with conventional grouted semi-flexible pavement (G-SFP). However, the micromechanical behavior and interfacial bonding mechanisms of C-SFP remain poorly understood, limiting its design optimization. This study systematically investigates the microstructural and nanomechanical characteristics of the aggregate–asphalt–grout interfacial transition zones (ITZs) in C-SFP and G-SFP using a multi-technique approach. Results show that C-SFP develops a wider and more diffuse ITZ characterized by gradual elemental transitions and a smooth, continuous modulus gradient, whereas G-SFP exhibits sharp compositional discontinuities, a distinct asphalt film, and localized modulus drops. Atomic force microscopy (AFM) adhesion maps reveal that C-SFP interfaces are wavy and interpenetrating, with higher spatial heterogeneity and energy-dissipation hotspots that enhance crack-tip blunting and delay interfacial debonding. Mechanistically, the cold-mixed process promotes diffusion-driven bonding and mechanical interlocking between asphalt and hydration products, forming a graded “compliant layer” that buffers stress concentrations and improves interfacial toughness. This study presents a comprehensive microstructural and nanomechanical comparison between the interfaces of C-SFP and G-SFP, elucidating the mechanisms by which cold-mixed processing enhances interfacial continuity and durability. The findings provide a mechanistic foundation for the interface-explicit design of next-generation low-carbon semi-flexible pavement materials.]]></description>
      <pubDate>Thu, 12 Feb 2026 08:53:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639977</guid>
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    <item>
      <title>Investigation of Deceleration Support Method by Driver Intervention to Prevent Encounter Accidents on Residential Roads</title>
      <link>https://trid.trb.org/View/2630476</link>
      <description><![CDATA[We studied a deceleration intervention support that achieves sufficient deceleration to safely pass through an intersection with priority traffic on residential roads. First, targets were set for the position and vehicle speed at the end of the intervention. Next, the intervention start position could be set from vehicle speed and deceleration level, provided that the target at the end of intervention could be achieved. Then, a driving simulator experiment was conducted to evaluate intervention support with varying vehicle speed and deceleration level to determine how the start of deceleration intervention could be judged in terms of driver acceptability and discomfort.]]></description>
      <pubDate>Wed, 11 Feb 2026 09:19:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630476</guid>
    </item>
    <item>
      <title>An Open Data Approach to Curbside Management [supporting dataset]</title>
      <link>https://trid.trb.org/View/2662885</link>
      <description><![CDATA[Develop a digital, data-driven curb management ecosystem to enable dynamic curbside management and operations. The ecosystem includes integrations to ensure digital curb inventory records are kept updated, and includes a collection of multi-faceted, open-source application programming interfaces (APIs) to communicate to the public and curb users, Minneapolis’ policies and regulations, real-time changes to curb usage, and provide a historical view of curb usage, impacts, and efficiencies.]]></description>
      <pubDate>Mon, 09 Feb 2026 08:39:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2662885</guid>
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