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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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      <title>Double-Loop Learning and Air Traffic Management Perceptions and Behaviors</title>
      <link>https://trid.trb.org/View/2692290</link>
      <description><![CDATA[This qualitative study examined management perceptions and behaviors that affect double-loop learning, as well as the defensive routines that inhibit learning, in the Air Traffic Organization of the Federal Aviation Administration. Nine senior managers from the Air Traffic Organization were interviewed. Resultant themes related to single- and double-loop learning in use, defensive routines, and ways to promote double-loop learning. Management perceptions included that the Air Traffic Safety Action Program promotes a judgment-free environment for identifying safety risks yet is perceived as a way to avoid individual accountability. Increased two-way communication by gathering input from all levels of the organization and decreasing defensive management behaviors (e.g., unilateral control) could increase organizational learning and adaptability. This study is unusual in its examination of the practical implementation of double-loop learning. Moreover, the voices of the air traffic control managers in this study fill a gap in aviation management literature.]]></description>
      <pubDate>Thu, 23 Jul 2026 09:14:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692290</guid>
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      <title>Use of Trajectory Option Sets to Support Collaborative Constraint Propagation</title>
      <link>https://trid.trb.org/View/2680964</link>
      <description><![CDATA[Air traffic flow management is supported by a highly distributed work system in which airline dispatchers and Federal Aviation Administration (FAA) traffic managers must coordinate. To support asynchronous coordination between a dispatcher and a traffic manager, the FAA has developed software that allows the flight operators to submit multiple, prioritized alternative flight plans. This set of alternative flight plans, submitted along with a filed route, is referred to as a Trajectory Option Set (TOS). And some airlines have now developed initial versions of software capable of generating and submitting such TOSs. This paper reports on cognitive walkthroughs with 5 dispatchers and 3 traffic managers on 5 scenarios designed to evaluate the operational concept, procedures and supporting FAA and airline software. The findings provide guidance for application of the concept of collaborative constraint propagation to support distributed work, as well as 42 recommendations for enhancing associated procedures and supporting software designs.]]></description>
      <pubDate>Sat, 02 May 2026 15:47:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680964</guid>
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      <title>Perceptions of change context in traffic management: An explorative study using expectancy theory</title>
      <link>https://trid.trb.org/View/2666951</link>
      <description><![CDATA[This study contributes to an increased understanding of how managers and employees perceive the change context in the field of traffic management, and what the behavioral implications are. Expectancy theory is adopted to explore how context influence the motivations of these actors. The findings reveals that motivation, being one contextual factor for change, is influenced by other contextual factors present on an individual, organizational and external level. Given that managers and employees often perceive these factors differently, and are therefore motivated by distinct drivers, effective change management should be tailored to reflect these diverse perspectives. To improve and align motivation for managers and employees in the change process, three propositions are suggested: (1) High expectancy is supported when project goals and scope align with project prevalence, and when adequate resources are perceived as available at the operational level. (2) High instrumentality requires that operative employees feel empowered to participate and be heard, while top-level managers and employees who lead project perceive the context as enabling leadership in changes. (3) High valence is achieved when the change is perceived as beneficial on all contextual levels (individual, organizational, and external).]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666951</guid>
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    <item>
      <title>Vehicle Re-Identification and Tracking: Algorithmic Approach, Challenges and Future Directions</title>
      <link>https://trid.trb.org/View/2553680</link>
      <description><![CDATA[Vehicle re-identification and tracking play a vital role in intelligent transportation systems as they enhance traffic management, improve safety, and optimize flow by precisely monitoring and analyzing vehicle movements across various locations. This technology enables the collecting of data in real-time, which allows for effective identification of incidents, enforcement of laws, and decision-making in urban planning. Deep learning techniques used in vehicle re-identification extract distinct characteristics to identify and match a vehicle across different camera perspectives. This bridges the non-overlapping field of camera views and forms a relationship between the detected vehicles. Tracking enhances this process by assigning a distinct identifier to the recognized vehicle, allowing for the creation of a continuous trajectory across the network for further analysis. Vehicle re-identification and tracking have made substantial progress in recent years as a result of the accelerated development of deep learning. Consequently, it is imperative to conduct a thorough examination of these chores. To provide a detailed picture of the research towards vehicle re-identification and tracking, this study provides the recent advancements of various datasets, and frameworks and strategies undertaken to perform these tasks. Specifically, the paper provides a comprehensive review of the different modes of re-identification of vehicles and further analysis. The paper also discusses the challenges and directions that can be taken in future for vehicle re-identification and tracking.]]></description>
      <pubDate>Thu, 10 Jul 2025 16:39:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2553680</guid>
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    <item>
      <title>Improved Incident Response through Coordinated, Interoperable Communications</title>
      <link>https://trid.trb.org/View/2536111</link>
      <description><![CDATA[This study aimed to conduct a needs assessment and performance evaluation of Traffic Incident Management (TIM) in Louisiana and identify areas for TIM improvement. The study also aimed to assess interoperability as a solution to communication gaps. The research team achieved this by performing evaluations and assessments of Louisiana’s TIM and communications during traffic incident response. The evaluation revealed several communication gaps and TIM needs. It was found that the Traffic Management Center (TMC) systems are not fully integrated with law enforcement Computer Aided Dispatch (CAD). As a result, TMCs sometimes rely on public CAD information to detect incidents and update their incident response plans. It was also found that dispatchers are responsible to receive information from on-scene first responders and coordinate interagency communication. While this arrangement functions well for small incidents, it may lead to delays and the loss of critical information for larger events. Additionally, the evaluation suggested that there is no direct communication between the TMC and other on-field first responders. Given the crucial role that TMCs play in TIM, this could lead to problems. The TMC relies on Motorist Assistance Patrol (MAP), or the dispatchers who operate at Public Safety Answering Points (PSAPs), to obtain and pass information. This means that in locations where MAP does not operate, the TMC may have to rely on one or more dispatchers for information sharing. This may in turn lead to delays in receiving updates on incident response and the subsequent update of traveler information systems relied upon by the general public. Receiving and passing information through multiple dispatchers may result in information loss and delays in receiving accurate messages. Several of these identified gaps are due to regulations and institutional arrangements that prohibit TMC operators from directly speaking to on-scene first responders or accessing law enforcement systems.]]></description>
      <pubDate>Mon, 21 Apr 2025 12:03:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536111</guid>
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    <item>
      <title>A Reliability-Based Network Equilibrium Model with Electric Vehicles and Gasoline Vehicles</title>
      <link>https://trid.trb.org/View/2370930</link>
      <description><![CDATA[With the popularity of electric vehicles, they have become an indispensable part of traffic flow on the road network. This paper presents a reliability-based network equilibrium model to realise the traffic flow pattern prediction on the road network with electric vehicles and gasoline vehicles, which incorporates travel time reliability, electric vehicles’ driving range and recharge requirement. The mathematical expression of reliable path travel time is derived, and the reliability-based network equilibrium model is formulated as a variational inequality problem. Then a multi-criterion labelling algorithm is proposed to solve the reliable shortest path problem, and a column-generation-based method of the successive average algorithm is proposed to solve the reliability-based network equilibrium model. The applicability and efficiency of the proposed model and algorithm are verified on the Nguyen-Dupuis network and the real road network of Sioux Falls City. The proposed model and algorithm can be extended to other road networks and help traffic managers analyse traffic conditions and make sustainable traffic policies.]]></description>
      <pubDate>Wed, 22 May 2024 10:28:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2370930</guid>
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    <item>
      <title>Zoning and Conduits for Railways</title>
      <link>https://trid.trb.org/View/1970127</link>
      <description><![CDATA[This document gives guidance on building zones and conduits for a railway system. To do so, first the methodology is described. This approach is based on the recently published CENELEC Technical Specification 50701 (CLC/CLC/TS 50701:2021). The approach is complemented with additional practical information and hints on how to make the implementation of zoning easier for a railway operator. It gathers the experience of the European Railway Information Sharing and Analysis Center and its members, i.e. European infrastructure managers and railway undertakings. Each of the steps of the zoning process is explained in detail. The document shows what standards are required in each step and what processes should be performed. Additionally, the document discusses the documentation that should be created during each step and guidance in the form of a ‘cookbook’ is given. During the zoning process, zoning models are developed over three iterations: 1. “Proposal railway zoning model”: it is used in the first steps, ranging from first collecting information and designing initial zones (ZCR 1) up to the stage where zones, conduits, communication lines and security levels (SL) get verified briefly for the first time (ZCR 3). The proposal zone model is generic. It can be aligned with but need not fit the corporate structure. 2. “High-level railway zoning model”: it contains a concrete and defined risk verified architecture (ZCR 4) and is implemented via cybersecurity measures (ZCR 5). The company specific high-level zone model should be orientated to the corporate structure. 3. “Final railway zoning model”: it is a detailed and verified version of the high-level model, reflecting the corporate structure within all zones, conduits and communication lines, the SL ZC and other information (ZCR 6 to ZCR 7). At the end of this document, the phases after zoning is complete are discussed, i.e. Migration (ZCR 8) and Operation (ZCR 9). Finally, the issue of legacy systems is commented on briefly.]]></description>
      <pubDate>Thu, 21 Jul 2022 11:32:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1970127</guid>
    </item>
    <item>
      <title>Preparing for Virtual Operation of Traffic Management Systems</title>
      <link>https://trid.trb.org/View/1957082</link>
      <description><![CDATA[The ability to virtually manage and operate traffic management systems (TMSs) is no longer a luxury; it needs to be a capability of the system and core capacity of an agency’s operations program. It has become a necessity for agencies to work toward developing and sustaining these capabilities and having the resources necessary to remotely manage and operate their own or another agency’s TMS. Agencies continue to explore what organizational policies, procedures, capacity, resources, and capabilities may be needed to virtually manage and operate their TMSs to support day-to-day traffic management, planned (e.g., concerts, festivals) and unplanned (e.g., during COVID-19 pandemic, weather emergency) special events.

Agencies are looking for resources to explore what planning, development, and training may be needed to successfully position or prepare TMSs with the capabilities and resources needed to allow agencies to transition the operation of a TMS involving highly technical traffic management centers to a virtual operating environment with minimal service disruptions. 

There is a need to develop technical resources to assist agencies in planning, developing, or improving their TMSs to enable virtual operation, and to assist agencies in preparing for, training, testing, and transitioning to remote or virtual TMS operation. 

The objectives of this research are to develop two technical reports: Report No. 1, Assessing and Improving TMSs to Enable Virtual Operation, to assist agencies with planning, developing, or improving their TMSs to enable virtual operation, and Report No. 2, Operation and Implementation of TMSs Virtually, to assist agencies to prepare, plan, design, build, and operate their TMS virtually.]]></description>
      <pubDate>Fri, 27 May 2022 11:35:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957082</guid>
    </item>
    <item>
      <title>Departure efficiency evaluation of a comprehensive transport hub based on Wi-Fi probe data and a multilayer hybrid model</title>
      <link>https://trid.trb.org/View/1926878</link>
      <description><![CDATA[Evaluation of the passenger departure efficiency of a comprehensive transport hub is essential for traffic managers. Through the evaluation, security risks in the hub can be found in time to ensure the safe departure of passengers. The attention of existing studies has focused on the analysis of the overall situation of the hub, and the quantitative description of departure status in different connection areas inside the hub is insufficient. In this study, a multilayer hybrid model based on an analytic hierarchy process and entropy weight method was established. The data collected using Wi-Fi probe technology were clustered by a K-means algorithm. The first level of the model was divided according to the connection areas of the passenger hub, and the second level was based on the number of stranded people, wait time and departure time in each connection area. It was found that the SP index has the greatest impact on departure efficiency. In addition, the impact of passenger flow aggregation on each connection area is different, and the management department should treat it accordingly. The applicability of the proposed multilayer hybrid model was verified in the example of the Chongqing north railway station.]]></description>
      <pubDate>Fri, 18 Mar 2022 12:17:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1926878</guid>
    </item>
    <item>
      <title>An Explorative Context-Aware Machine Learning Approach to Reducing Human Fatigue Risk of Traffic Control Operators</title>
      <link>https://trid.trb.org/View/1693962</link>
      <description><![CDATA[Traffic control operators are usually confronted with a high potential of human fatigue. Existing strategies to manage human fatigue in transportation are primarily by undertaking prescriptive “hours-of-work” regulations. However, these regulations lack certain flexibility and fail to consider dynamic fatigue-inducing factors in the context. To fill this gap, this study makes an explorative first step towards an improved approach for managing human fatigue. First, a fatigue causal network that can adequately represent the context factors and their dynamic interactions of human fatigue is proposed. Moreover, to overcome its problem of high dimension sparse matrix, a novel method based on the artificial immune system and extreme gradient boosting algorithm is introduced. A case study of vessel traffic management showed that the model could predict the fatigue level with high accuracy of 89%. Furthermore, to lower the risk of fatigue occurrence, a novel scheduling algorithm is also provided to adaptively arrange work for operators considering individual differences and work types. The study results showed that 27% of operators could be rearranged to reduce the possibility of human fatigue. Nevertheless, considering that more than half of operator were still fatigue in the case study, human fatigue is still a critical problem. It is hoped this research, as an explorative study, can offer insightful references to traffic management authorities in their safety management process with better operation experience.]]></description>
      <pubDate>Wed, 08 Apr 2020 08:52:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693962</guid>
    </item>
    <item>
      <title>Shipping Container Chassis in the U.S. December 2017 to December 2019</title>
      <link>https://trid.trb.org/View/1689753</link>
      <description><![CDATA[The international chassis system in the U.S. is unique compared to global chassis utilization where the motor carriers, the freight customers, or off-site terminals provide chassis. However in the U.S., the divestment of international chassis by ocean carriers, which began in 2009, resulted in three major international chassis leasing companies linked to the foreign carriers. These lessors are the American shippers’ predominant provider of international chassis. The extra cost associated with the lack of international chassis lessor competition profits the foreign ocean carrier lines while raising costs for domestic consumers. This situation is compounded by the fact that Direct Chassis Leasing International (DCLI) acquired the domestic fleet of one of the other two major international chassis lessors, TRAC Intermodal in January of 2018. Since then DCLI has also been investing in data analytics to improve chassis repositioning to meet demand. This means that chassis are located where they are needed rather than idling. The company has also added 11,000 more pieces to its chassis pools (DCLI 2018), further consolidating the chassis provision and limiting competition. The lack of true market competition in chassis pricing, where truckers would be able to choose based upon a combination of cost and availability, has led to artificially high rates for motor carriers as well as unnecessary congestion at marine terminals. This report is an effort to expose the challenges associated with this unique U.S. chassis provision. First, the authors outline key chassis regulations, focusing on those associated with the Ocean Carriers Equipment Managers Association (OCEMA), a U.S. association of 15 main ocean carriers who oversee the operational safety of U.S. intermodal ocean freight transportation. Second, the authors discuss the anti-trust issues related to the chassis legacy contracts. Third, the authors consider the topic of environmental sustainability as it relates to the current chassis dilemma. Fourth, the authors examine the subject of chassis regarding disaster resilience. Fifth, the authors review the concerns of time and money involved with chassis as it presently operates in the U.S. Finally, the operations of chassis globally and in the U.S. are compared. To understand how this situation came into being, it is necessary first to understand the history of containerized shipping.]]></description>
      <pubDate>Wed, 25 Mar 2020 09:20:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1689753</guid>
    </item>
    <item>
      <title>Financing Infrastructure Upgrading &amp; Renewals and Common Definitions</title>
      <link>https://trid.trb.org/View/1629807</link>
      <description><![CDATA[The Conference of European Directors of Roads (CEDR) and European Rail Infrastructure Managers (EIM) call for an appropriate level and allocation of the European Commission’s Proposal for a Connecting Europe Facility (CEF) 2021-2027 with an earmarked budget for infrastructure upgrades and renewals. Focusing on investments for new infrastructure only will have catastrophic consequences in Europe, especially if the new infrastructure is connected to ageing existing infrastructure. Therefore CEDR and EIM call on the European Union to prioritise investments in upgrading and renewing existing infrastructure. CEDR and EIM remain committed to raising awareness of the serious implications old infrastructure can have on the safety and security of people. Moreover, CEDR and EIM call for an increase of the EU budget on digitalisation, namely predictive maintenance and innovative solutions, research and development for new materials, capacities for use and smart technologies. Recognising that in many cases there is a lack of clarity and precision in the terminology employed in assessing infrastructure needs and investments, CEDR and EIM include common definitions in this position paper.]]></description>
      <pubDate>Wed, 18 Sep 2019 17:13:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1629807</guid>
    </item>
    <item>
      <title>Developing an Optimized UI for Traffic Incident Managers</title>
      <link>https://trid.trb.org/View/1624812</link>
      <description><![CDATA[Traffic Incident Managers (TIMs) coordinate first responders and help resolve traffic-related incidents. Currently, some use over fifteen different software applications with unique functionalities across three monitors to manage incidents, leading to redundant data entry, unnecessary task switching, and delayed responses. 40 hours of TIMs’ screens were recorded during their normal work hours at the Iowa Department of Transportation (DoT). The resulting task analysis from these videos greatly influenced the design of a simplified, web-based, user interface (UI) prototype. The new UI offers a 42.9% reduction in the steps required to manage an incident by combining the functionality of the fifteen different applications used in the existing system into a single, structured UI. This research approach offers a UI model to other DoTs that can lead to faster and more effective incident management.]]></description>
      <pubDate>Mon, 17 Jun 2019 12:31:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1624812</guid>
    </item>
    <item>
      <title>Light-Duty Vehicle Operator Survey: Summary of April 1996 Data Collection Period</title>
      <link>https://trid.trb.org/View/1593732</link>
      <description><![CDATA[The primary objective of the light-duty vehicle operator survey is to collect performance and driveability data on alternative fuel vehicles (AFVs) and comparable gasoline vehicles. The data are collected through telephone surveys, which are conducted by Dwights Energydata for the U.S. Department of Energy's (DOE's) National Renewable Energy Laboratory (NREL). Four survey rounds are planned this year—each will be conducted during a different season to capture any seasonal differences. This report summarizes the second survey, which was conducted during the spring. Dwights Energydata supplied the data to NREL, where the information was analyzed. Data were collected on compressed natural gas (CNG) vehicles, flexible-fuel ethanol (E85) vehicles, and flexible-fuel methanol (M85) vehicles, along with gasoline control vehicles from the original equipment manufacturers (OEM). Data were also collected from gasoline vehicles that have been converted to operate on CNG (most are bi-fuel after conversion). The survey was conducted with federal government fleet managers and drivers who operate AFVs or gasoline vehicles as a regular part of their work assignments in various cities and states across the country. Most of the AFVs and gasoline vehicles are leased from the General Services Administration (GSA), except for the vehicles converted to operate on CNG. The converted vehicles evaluated in this survey were owned by the federal agency that operates the vehicles. Fleet managers surveyed were selected randomly from a fleet contact list provided by the GSA. All the fleet managers in the GSA contact list had AFVs in their fleet. Contacts at fleets operating CNG conversions were randomly selected from sites involved in the DOE/NREL vehicle conversion project. Drivers surveyed were randomly selected from a contact list developed by contacting fleet managers from the GSA and CNG conversion fleet manager lists. The drivers contacted are not necessarily associated with the fleet managers who participated in the survey during this period. Although fleet managers and drivers were contacted randomly, the authors did focus on conducting surveys with operators located in areas of the country where alternative fuels were available. A summary of the fleet and driver survey results is provided in this report.]]></description>
      <pubDate>Tue, 02 Apr 2019 17:49:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593732</guid>
    </item>
    <item>
      <title>Innovative Contracting for Major Transportation Projects</title>
      <link>https://trid.trb.org/View/1515820</link>
      <description><![CDATA[This report summarizes the development and delivery of a workshop for state highway agency Chief Executive Officers (CEOs) and senior managers responsible for highway construction contracting. The workshop was held at the AASHTO 2005 annual meeting in Nashville, Tennessee. It provided information concerning innovative contracting practices for transportation projects, focusing specifically on design-build delivery, best-value procurement, and construction warranties. It discussed recent trends in the industry, and provided state highway agency CEOs and managers with information needed to identify projects and implement innovative contracting methods to reduce construction time and life-cycle costs, improve quality, and enhance customer satisfaction.]]></description>
      <pubDate>Tue, 26 Jun 2018 17:02:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515820</guid>
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