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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>Post Flight Position Computations and an Accuracy Analysis of a Portable Tracking System Used for Helicopter Flight Tests</title>
      <link>https://trid.trb.org/View/2724688</link>
      <description><![CDATA[This report documents the measured position accuracy of a portable tracking system and the details of the post flight data computations. The system was assembled by personnel at the FAA Technical Center using a combination of off-the-shelf hardware and in-house designed hardware and software. The system will be used to provide an accurate position reference for remote base helicopter Area Navigation (RNAV) non-precision approach flight tests. The measured accuracy of the portable tracking system was 61.4 meters circular error, 99.5% confidence. Based on the accuracy results, the system is suitable for use as a position reference for remote base helicopter RNAV non-precision approach flight tests.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:30:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724688</guid>
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    <item>
      <title>Direct Estimation of the Change in Target Heading Using Moving Target Detector Data</title>
      <link>https://trid.trb.org/View/2724681</link>
      <description><![CDATA[The Moving Target Detector is capable of providing a direct measurement of the radial velocity of a target. However, the velocity measurements are ambiguous, and several algorithms were considered for resolving the ambiguities. Only one algorithm was found which gave the required accuracy in resolving the velocity ambiguities. The measured radial velocity was then used in a mathematical technique for estimating the scan-to-scan change in heading. It was found that the mean value of the heading change estimator followed the true value well, but that the standard deviation was larger than expected and that the performance varied substantially over different scenarios.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:30:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724681</guid>
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    <item>
      <title>Investigation of Airport Surveillance Radar (ASR) Moving Target Indicator (MTI) Enhancer Performance (Project Plan)</title>
      <link>https://trid.trb.org/View/2724653</link>
      <description><![CDATA[The purpose of this project is to quantify any Airport Surveillance Radar (ASR) Moving Target Indicator (MTI) enhancer signal processing losses and target azimuth shifts resulting from adjustment of the MTI enhancer parameters to provide optimal non-synchronous interference rejection.]]></description>
      <pubDate>Mon, 20 Jul 2026 11:11:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724653</guid>
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    <item>
      <title>Investigation of MTD Azimuth Bias of Tangential Targets</title>
      <link>https://trid.trb.org/View/2717074</link>
      <description><![CDATA[During May of 1981 tests of the azimuth accuracy of the Moving Target Detector (MTD) were conducted at the Federal Aviation Administration (FAA) Technical Center. These tests consisted of flying an aircraft in an orbital pattern around the radar and comparing the position reported by three FAA sensors: the NIKE tracking radar, the Mode S test bed, and the MTD test bed. The results of these tests confirmed suspicions that under some conditions the MTD radar processor was introducing an azimuth bias in the direction of flight into the reported position of the target. The test indicated that an aircraft traveling in an orbital path at 160 knots and 10 nautical miles (nmi) from the radar was experiencing an azimuth bias of about 10 azimuth units (AU) or .22 degrees which caused the Mode S radar-beacon correlator to interpret the radar and beacon replies as two separate targets. This report shows that the bias can be accounted for by the operation of the clutter map and centroiding algorithms used in the MTD.]]></description>
      <pubDate>Sat, 11 Jul 2026 16:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717074</guid>
    </item>
    <item>
      <title>Radar/Beacon Reinforcement Test Plan</title>
      <link>https://trid.trb.org/View/2717172</link>
      <description><![CDATA[The objective of this test activity is to determine whether a series of modifications made to the MTD (moving target detector) radar/Mode S system can improve the radar/beacon reinforcement rate of that system. The tests will involve a resolution of an azimuth bias problem in the MTD radar, modifying the algorithm in the Mode S sensor which creates the radar/beacon reinforcement window around the beacon targets, and optimizing the pertinent parameters dealing with radar/beacon reinforcement in the Mode S sensor. In addition the related radar only tracking function will be monitored to determine the anticipated increase in performance due to the modifications to the Mode S radar/beacon reinforcement function.]]></description>
      <pubDate>Sat, 11 Jul 2026 16:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717172</guid>
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    <item>
      <title>Plan View Display Modifications for the 9020 Replacement System</title>
      <link>https://trid.trb.org/View/2711604</link>
      <description><![CDATA[This report describes the modifications that were made to a Plan View Display (PVD) which allowed it to be switched between the present National Airspace System (NAS) and a future 9020 Replacement (9020R) System. A second PVD was also modified and used to simulate the outputs of the 9020R System. The outputs of the simulated 9020R System were analog X and Y deflection signals, video unblanking, and brightness control bits. The PVD switch was controlled by a spare switch located on the front panel. The PVD was driven either in the normal manner by the present system or by the remote signals brought in from the 9020R simulator PVD. The R-controls were also switched between two different radar keyboard multiplexer (RKM) output connectors by means of an external relay box controlled by the front panel switch of the PVD. The switched PVD was driven over cable lengths of 20, 50, 70, and 100 feet. Line width and brightness measurements were taken and display patterns were observed at each of these lengths. Results were very good up to 70 feet and satisfactory up to 100 feet.]]></description>
      <pubDate>Sun, 28 Jun 2026 18:51:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711604</guid>
    </item>
    <item>
      <title>Identifying evaluation indicators for sustainable urban transportation in the era of autonomous vehicles: A combined approach of importance-performance analysis and Kano three-factor theory model</title>
      <link>https://trid.trb.org/View/2675940</link>
      <description><![CDATA[As the sustainability impacts of autonomous vehicles (AVs) on urban environments remain unexplored, this study proposes a three-stage framework to identify key indicators for sustainable urban transportation (SUT) in the context of AVs. The first stage involves conducting a literature review to derive a set of candidate indicators which encompass economic, social, and environmental dimensions. In the second stage, Importance-Performance Analysis (IPA) is employed to classify these indicators into four quadrants, based on their current performance in existing transportation systems and their significance for SUT in an AVs-incorporated future. In the third stage, Kano’s three-factor theory is utilized to enhance the robustness of the evaluation by identifying and classifying indicators with high importance for AVs, accounting for their performance in a non-linear and asymmetric manner. Ultimately, the study develops a set of 15 indicators—Sustainable Urban Transportation: Economic, Social, and Environmental Indicators for AVs (SUTESEI-AVs)—to evaluate the impacts of AVs on SUT and provide a foundation for scientifically grounded transportation policy recommendations. The results support evidence-based policy development for integrating AVs into urban systems, while also facilitating global benchmarking and fostering collaboration among cities to address the challenges and opportunities of AV deployment.]]></description>
      <pubDate>Wed, 24 Jun 2026 13:22:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675940</guid>
    </item>
    <item>
      <title>Test and Evaluation of the Discrete Address Beacon System (DABS) / Moving Target Detector (MTD) / Radar Data Acquisition Subsystem (RDAS)</title>
      <link>https://trid.trb.org/View/2703681</link>
      <description><![CDATA[The primary objectives of testing the Moving Target Detector (MTD) and the Radar Data Acquisition Subsystem (RDAS) as an integral part of the Discrete Address Beacon System (DABS) are to characterize their combined performance in: a. Providing radar/beacon correlation of DABS and Air Traffic Control Radar Beacon System (ATCRBS) targets with radar targets provided as an input to DABS from either the RDAS or MTD; b. Providing improved radar surveillance on aircraft not equipped with a beacon transponder for display and tracking purposes; and c. Providing weather information to an air traffic control (ATC) facility.]]></description>
      <pubDate>Mon, 08 Jun 2026 15:26:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703681</guid>
    </item>
    <item>
      <title>A Survey of Small Sea-Surface Target Detection for Maritime Search and Rescue</title>
      <link>https://trid.trb.org/View/2672791</link>
      <description><![CDATA[The detection of small surface targets plays a critical role in maritime search and rescue (SAR) operations, ensuring the safety of people and property at sea. This paper provides a comprehensive review of the latest advancements and research in small sea surface target detection for maritime SAR missions. Deep learning-based models facilitate accurate target detection and localization by transforming image or video frames into high-dimensional abstract representations, enabling effective detection in complex sea surface environments. However, challenges such as occlusion, blurring, and reflections on the sea surface significantly complicate small target detection. To address these challenges, this paper summarizes a range of effective approaches, including context information, multi-scale learning, anchor-free detection, super-resolution, attention mechanisms, and sample-oriented approaches. These approaches aim to enhance the performance of small target detection in applications such as uncrewed aerial vehicles (UAV) and uncrewed supply vessels. Furthermore, this paper classifies small target datasets, providing a detailed overview based on their collection methods and application scenarios, while highlighting representative datasets. Through a thorough analysis of both methodologies and datasets, this paper offers valuable insights and directions for the future development of small target detection technology in maritime search and rescue operations.]]></description>
      <pubDate>Thu, 07 May 2026 11:02:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672791</guid>
    </item>
    <item>
      <title>Strategic taxonomy of supply chain sustainability in manufacturing companies: evidence from Iran</title>
      <link>https://trid.trb.org/View/2651887</link>
      <description><![CDATA[The present study was conducted with the aim of clustering manufacturing companies based on the indicators affecting the supply chain sustainability. For this purpose, 496 companies active in the North Eastern Iran were clustered using support vector machine, artificial neural network and electromagnetic methods considering the indicators affecting the supply chain sustainability, and the best clustering method was determined. Next, the discriminant function was extracted and the results were analysed in order to discriminate between the dominant groups. Based on the obtained results, the studied manufacturing companies can be grouped into two dominant strategic categories of sustainable and unsustainable, so that 65% of the studied population is classified in the unsustainable group, with a score of 2.78 in the environmental dimension that puts them in an unfavourable situation. Finally, the results of this study, in addition to evaluating the company's performance in the field of sustainability, help managers in formulating appropriate strategies to improve the level of supply chain sustainability.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651887</guid>
    </item>
    <item>
      <title>Pilot Performance Enhancement Through Flickering Bars at Varying Frequencies in Attitude Indicators</title>
      <link>https://trid.trb.org/View/2685719</link>
      <description><![CDATA[The aircraft attitude indicator is crucial for flight safety, yet its conventional design may lead to slower responses and reversal errors. This study examined whether flickering bars at different frequencies around the indicator could improve pilot performance. Forty-five pilots completed a recovery task and a tracking task with a joystick. In both tasks, the attitude indicator was modified by adding bars flickering at five frequencies (0, 2, 4, 6, and 8 Hz). A total of 14 dependent variables were recorded, including response times, reversal error rates, accuracy, and root mean square errors. Across the 14 dependent variables, 3 showed significant main effects of flicker frequency. Of the nonzero flicker conditions, performance under the 6-Hz bars was generally higher than that of the other frequencies. In the recovery task, the roll reversal error rate at 6 Hz (3.39%) was significantly lower than at 4 Hz (4.64%) and 8 Hz (4.86%). Recovery accuracy was highest at 6 Hz (96.68%), significantly outperforming 2 Hz (95.57%). In the tracking task, initiation times were fastest at 6 Hz (875 ms), significantly shorter than at 2 Hz (1028 ms). Conversely, 2-Hz flickering bars produced the worst outcomes, with the lowest accuracy and longest initiation times. The performance of the 0-Hz (nonflickering) condition was comparable to that of the 6-Hz bars on several measures. These findings extend prior research on visual salience and redundancy in cockpit display design, offering empirical evidence that flickering frequency influences pilot performance. The results provide practical implications for cockpit instrumentation design.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:23:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685719</guid>
    </item>
    <item>
      <title>The synergistic effect between highway traffic flow and potential economic connectivity under network space in the megacity region</title>
      <link>https://trid.trb.org/View/2644224</link>
      <description><![CDATA[This study quantifies the synergistic relationship between transport flow and economic activity, as conventional methods like road accessibility and GDP are insufficient for highly mobile megacities. Synergy measures connections in complex systems, with flow data capturing the interplay between transport and economic elements. The study proposes a framework based on flow data and synergy effect theory to analyze this relationship in network space. Specifically, using highway traffic flow data and network analysis, we constructed the synergetic effects model to analyze the interplay between highway traffic flow and economy in the Greater Bay Area (GBA). The results showed that highway traffic flow exhibited significant spatial discrepancy, and primary highway traffic flow was located in the GBA in Shenzhen–Dongguan and Guangzhou–Foshan. The higher comprehensive economic indices were located on the Guangzhou–Foshan–Macao and Guangzhou–Shenzhen–Hong Kong. The potential economic connectivity strength of Guangzhou, Foshan and Shenzhen was significantly higher than that of other cities. The synergistic effect between highway traffic flow and potential economic connectivity in the GBA was highly related to the strength of highway traffic flow, and it was significantly higher in Guangzhou-Dongguan-Shenzhen than in other regions. This study can support sustained economic development and the implementation of optimized transportation layouts.]]></description>
      <pubDate>Fri, 20 Mar 2026 14:47:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2644224</guid>
    </item>
    <item>
      <title>A lightweight and efficient ship detection model for complex maritime environments</title>
      <link>https://trid.trb.org/View/2608539</link>
      <description><![CDATA[Due to the complex and dense traffic in ports and their surrounding sea areas, along with the diverse and varying sizes of ships, ship detection faces significant challenges. To address these challenges, a YOLOv8n-based ship detection method is proposed in this work. Firstly, based on YOLOv8n, two attention mechanism-CBAM and EMA-are integrated to improve attention allocation to ship target features in visible-spectrum imagery, thereby improving the feature extraction capability for multiscale ships. Secondly, considering the characteristics of overlapping ships and significant scale variations, a novel Loss function MPDIoU is adopted to address the inaccurate detection in scenarios with overlapping ships. Finally, a slim-neck lightweight neck structure is designed to reduce computational complexity while maintaining performance, thereby enhancing the inference speed of the network. Following these improvements, a ship target detection model named MSM-YOLOv8 was developed. Performance evaluation using the Seaships dataset demonstrates that MSM-YOLOv8 outperformed the baseline YOLOv8n in ship detection task, achieving an increase of 1.0 % in precision and 3.4 % in mAP@50–95, respectively. The proposed MSM-YOLOv8 was further validated both on Seaships dataset and ship images captured in real-world conditions, with the results confirming its effectiveness in accurately detecting and classifying various types of ship targets. In addition, experiments on the more complex ABOships dataset further demonstrate the robustness and generalization ability of the model. Therefore, the lightweight ship detection model proposed in this paper exhibits both theoretical significance and practical value in complex scenarios, and partially mitigates issues related to delayed detection and inaccurate classification of ship targets near ports.]]></description>
      <pubDate>Mon, 02 Mar 2026 08:55:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2608539</guid>
    </item>
    <item>
      <title>Regional Highway Construction Cost Index Variation: Structural Disparities, Temporal Drivers, and Mechanistic Insights across the Pandemic Period</title>
      <link>https://trid.trb.org/View/2663198</link>
      <description><![CDATA[Comparing the highway construction cost index (HCCI) across different regions highlights how regional construction costs fluctuate differently over time, revealing regional disparities that statewide averages can mask. These regional differences influence cost projections, budget planning, and resource allocation, underscoring the need for tailored cost management strategies. While prior research has focused on statewide cost indices, limited attention has been given to regional disparities and their underlying drivers, leaving a gap in understanding cost variability and the differences in relative cost fluctuations over time at finer geographic scales. This research investigates regional disparities in HCCI from 2010 to 2023, using a data set that includes Michigan regional cost indices, economic indicators (e.g., unemployment and income), and construction activity metrics (e.g., bidder counts and awarded amounts). The Friedman test confirmed significant heterogeneity across regions (χ2=45.231, p<0.001). Pairwise Wilcoxon tests (Holm-adjusted p=0.041) showed that the North and University regions differ significantly from the statewide Michigan HCCI, while North also diverges from Grand, Bay, and Southwest. Causality analysis revealed region-specific drivers: for example, in Metro, fluctuations are associated with income (ρ=0.94) and unemployment (ρ=−0.60; Granger p=0.02), while in North, bidder competition is a strong negative driver (ρ=−0.67, p=0.01). Regional disparities widened during the pandemic period (2020–2021) and further intensified in the early post-pandemic recovery period (2022–2023), with high-escalation regions diverging further from the statewide index. This research contributes by introducing a structural–temporal analytical framework that identifies and explains regional disparities in HCCI, yielding actionable insights and mechanism-based understanding of region-specific cost dynamics and management. Although this research is grounded in Michigan, the methodological framework can be adapted to other states or countries to improve region-specific cost management and budgeting practices.]]></description>
      <pubDate>Thu, 19 Feb 2026 10:53:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663198</guid>
    </item>
    <item>
      <title>Flash Blindness Recovery of a Tracking Task on Cockpit Attitude Indicators</title>
      <link>https://trid.trb.org/View/2646923</link>
      <description><![CDATA[Intense light exposures can cause temporary flash blindness, degrading pilot performance during flight. The present study investigated factors influencing time to recover from flash blindness for tasks resembling aircraft control using an attitude indicator. Prior similar studies of flash blindness used only reflective gauges whereas modern cockpits include emissive displays, so recovery differences between reflective and emissive instrument types were of interest as was the influence of varying ambient luminance levels.  Nine subjects performed attitude indicator horizon stabilization and tracking tasks on both a reflective and an emissive attitude indicator. Subjects were exposed to short (150 ms) high intensity broadband light flashes at three retinal exposure levels [6.5, 7.0, and 7.5 log troland-seconds (logTd·s)] beforehand. Additionally, ambient luminance was manipulated (1 cd · m-2, 10 cd · m-2, and 100 cd · m-2). The time to level the horizon after a flash exposure was measured. After leveling, roll and pitch errors made while maintaining straight and level flight by countering added perturbation were also tracked.  Greater flash intensity usually increased recovery time. For the reflective attitude indicator, as ambient luminance increased, flash intensity had weaker influence on recovery times, with recovery times ranging from 6–30 s. For the emissive attitude indicator, however, ambient luminance did not appreciably influence recovery times, with recovery times ranging from 8–16 s.  The reflective attitude indicator was more advantageous for flash blindness recovery in high (100 cd · m-2) ambient luminance and the emissive indicator was relatively more advantageous in low (1 cd · m-2) ambient luminance.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646923</guid>
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