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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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      <title>Selection of meteorological and road surface features with highest impact on speed limit compliance</title>
      <link>https://trid.trb.org/View/2627773</link>
      <description><![CDATA[This study is based on the data collected by various traffic, road surface, and meteorological sensors at the Zagreb-Karlovac section of the A1 highway. The main goal of this study is to determine which number and combination of the features have the highest impact on speed limit compliance. A univariate feature selection method is used to select the meteorological and road surface conditions that are considered precursor features with the highest impact on traffic state where more vehicles comply with the speed limit. Furthermore, the models based on machine learning such as Random Forest are used to make predictions for each selected configuration of features. This introduces the causation evaluation of behavioral patterns within collected datasets defined by specific combinations of meteorological and road condition features. Results have shown that the selected configuration which includes 4 features achieves the most accurate predictions regarding speed limit compliance. Those features are the freezing points of the road surface, air temperature, water layer thickness, and road surface temperature.]]></description>
      <pubDate>Tue, 27 Jan 2026 16:16:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627773</guid>
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    <item>
      <title>Decision-Making Cues and Triggers in Proficient Pilots During Inadvertent Encounters with Instrument Meteorological Conditions</title>
      <link>https://trid.trb.org/View/2647193</link>
      <description><![CDATA[This study investigates the cues and triggers proficient pilots use when inadvertently encountering instrument meteorological conditions under visual flight rules. Given the high fatality rate associated with such scenarios, identifying these cues and triggers and understanding how proficient pilots use them are essential for developing targeted training programs and flight deck support systems. A scoping literature review was conducted, followed by research interviews with seven proficient pilots to verify and expand upon the findings. Identified visual cues included horizontal and surface visibility, cloud ceilings, and terrain clearance, followed by cloud proximity and cloud type. Meteorological cues such as temperature-dew point spread and wind shifts also influenced diversion decisions. Decision triggers included forecast mismatches, rapid weather changes, and local weather trends. These unexpected in-flight weather changes, which conflicted with pilots’ planned conditions, were influential, as proficient pilots conducted thorough preflight weather briefings. Additional decision triggers included personal minimums and terrain awareness, which indicate the importance of risk assessment. They employed multi-cue integration strategies, cross-checking observations with flight deck weather tools to maintain situational awareness. These findings support the development of scenario-based training and decision-support systems grounded in naturalistic decision-making, enhancing pilots’ information acquisition and integration skills.]]></description>
      <pubDate>Mon, 26 Jan 2026 08:41:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647193</guid>
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    <item>
      <title>Operation decision using the latest weather forecasting technology - Consideration from marine accident cases -</title>
      <link>https://trid.trb.org/View/2096193</link>
      <description><![CDATA[In this study, the meteorological knowledge necessary for deciding the operation of a ship was examined from the marine accident survey and the previous studies. By the comparison with the mariner examination, the authors considered the meteorological education that mariners should newly acquire to prevent marine accidents. In the marine accidents, some were caused by phenomena on the mesoscale γ to β and some were caused by mariners’ misinterpretation of meteorological information. On the other hand, in the mariner examination, most of the questions were on the synoptic scale, and also there were no questions about the latest weather forecasting technology such as satellite images and numerical weather prediction. Based on the above results, it was concluded that maritime officer needs the knowledge of the latest meteorological observation and forecasting technology as well as the uncertainty of meteorological information based on numerical weather prediction models.]]></description>
      <pubDate>Wed, 22 Feb 2023 09:41:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2096193</guid>
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    <item>
      <title>Improving the tactical scanning of student pilots: A gaze-based training intervention for transition from visual flight into instrument meteorological conditions</title>
      <link>https://trid.trb.org/View/1942453</link>
      <description><![CDATA[Eye tracking has been applied to train novice drivers and clinicians; however, such applications in aviation are limited. This study develops a gaze-based intervention using video-based, expert commentary, and 3M (Mistake, Mitigation, Mastery) training to instruct visual flight rule student pilots on an instrument cross-check to mitigate the risk of losing aircraft control when they inadvertently enter instrument meteorological conditions (IMC). Twenty general aviation student pilots were randomized into control and experimental groups. Dwell time, return time, entropy, Kullback-Leibler divergence, and deviations from flight paths were compared before and after training to straight-and-level-flight (LF) and standard left level turn (LT) scenarios. After the training, the experimental pilots significantly increased dwell time on primary instruments (PIs), reduced randomness in visual search, and fixated on the PIs in shorter times (in the scenario of LT). In terms of piloting, all experimental pilots successfully kept the aircraft control while five control pilots lost control in IMC; significant differences in altitude and rate of climb deviations were observed between groups (in the scenario of LF).]]></description>
      <pubDate>Mon, 27 Jun 2022 17:16:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1942453</guid>
    </item>
    <item>
      <title>The Single-board Computer As a Tool to Measure the Weather Parameters in the Marine Areas</title>
      <link>https://trid.trb.org/View/1877468</link>
      <description><![CDATA[This paper is an analysis of the possibilities of using a Raspberry Pi microcomputer on a ship. The paper is an introduction characterizing the project goal and its main assumptions. It includes a brief history of shipping development and the current use of computer systems on board merchant ships. Also meteorological devices have been characterized that can be used on the ship to obtain weather data. The paper also includes description of the Raspberry Pi microcomputer, its specification and operating systems on which the device works. The project of a station is designed to measure the value of air and water temperature, humidity and atmospheric pressure.]]></description>
      <pubDate>Wed, 29 Dec 2021 14:43:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1877468</guid>
    </item>
    <item>
      <title>Analysis of airflow around Sapran Nak Airfield using meteorological balloon system and computational fluid dynamics program</title>
      <link>https://trid.trb.org/View/1593705</link>
      <description><![CDATA[This study was conducted to characterize air flow over the study areas through simulation using a commercial computational fluid dynamics (CFD) software, ANSYS Fluent 15.0 and validating them with the actual air measurements using a meteorological balloon system. The study has found that the appropriate setting for upstream aerodynamic surface roughness (z0) was at 0.5 m (90% accuracy) for the sunflower vegetated area and at 0.1 m (85% accuracy) for the area on the mountain covered with small plants and sparse trees. The study, has also demonstrated that the use of CFD and a meteorological balloon system could improve operational parameterizations of z0, suggesting that they are applicable for use to carry out full scale atmosphere-surface simulation models for characterizing air flow over a mountain and nearby areas. Additionally, the use of CFD predicted values were also discussed in identifying unsafe areas for maneuvering helicopters.]]></description>
      <pubDate>Thu, 27 Jun 2019 13:58:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593705</guid>
    </item>
    <item>
      <title>Practical Use of Meteorological Satellite Images for Safety Navigation</title>
      <link>https://trid.trb.org/View/1444287</link>
      <description><![CDATA[Recently, the authors can obtain easily the meteorological satellite images by using the internet on the shipboard. However, most of navigational officers have not knowledge and use experience about the satellite images. Actually, the meteorological satellite images indicate some weather conditions cannot be predicted in a weather chart or the latest forecast before the departure on a voyage. Then a purpose of this study is to propose a guideline for use of meteorological satellite images for the navigational officers. In this study, from the meteorological satellite images, the authors were able to classify some characteristics of the cloud condition when the phenomenon such as the freak waves or the gusts that might cause the obstacle to the safety navigation occurs. Thus the authors arranged the result in this paper, and proposed a guideline when a navigation officer uses a meteorological satellite image.]]></description>
      <pubDate>Fri, 26 May 2017 09:08:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1444287</guid>
    </item>
    <item>
      <title>Integration of Aviation Automated Weather Observation Systems (AWOS) with Roadside Weather Information Systems (RWIS): Phase II</title>
      <link>https://trid.trb.org/View/1403626</link>
      <description><![CDATA[In 2008, the Western Transportation Institute (WTI) at Montana State University (MSU), in partnership with the Mineta Transportation Institute (MTI) at San Jose State University, conducted a research and development study of the proof-of-concept system for integrating Automated Weather Observing System (AWOS) with Roadside Weather Information System (RWIS). That was the first phase. The goal of this multi-phase project is to provide airport managers, air traffic controllers, pilots, and related operators of air ambulance services with more comprehensive and accurate meteorological data by integrating currently used weather systems with systems used by related agencies. Data from aviation AWOS, ASOS (Automated Surface Observing Systems) and surface transportation RWIS have been integrated along with data from third-party providers National Oceanic and Atmospheric Administration (NOAA) Meteorological Assimilation Data Ingest System (MADIS) and MesoWest into the Aviation WeatherShare System to provide greater coverage for multiple agencies. Treating these independent systems as a larger, integrated system provides greater spatial coverage while using existing resources compared to the use of AWOS-ASOS alone. The second phase of the project, developed a business case to help Caltrans to determine whether and how to proceed with full deployment. In addition further system development, to expand the coverage area; improve usability, effectiveness, reliability and scalability; and enhance the system with useful functionality. Promote system usage and awareness through on-going outreach, training and support to multi-agency disciplinary, including those involved with emergency management. Evaluate the system over multiple seasons and with a wider audience of prospective users, and upgrade/update system based upon test user recommendation.]]></description>
      <pubDate>Fri, 22 Apr 2016 10:42:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403626</guid>
    </item>
    <item>
      <title>Road condition discrimination using weather data and camera images</title>
      <link>https://trid.trb.org/View/1354597</link>
      <description><![CDATA[An intelligent way of determining the road condition is needed to perform an effective road maintenance that results in high accessibility of the road network and high traffic safety. The hypothesis is that data from existing meteorological sensors and camera images from Road Weather information Systems (RWiS) could be used to improve the road condition classification. Previous research has found that an image analysis alone can estimate the road condition. This paper aims to evaluate if an extensive dataset retrieved from a RWiS site is sufficient to give a more accurate road condition classification than one obtained with an image analysis alone. The study reveals that RWiS data gives additional information for discrimination of the road conditions compared to image analysis only.]]></description>
      <pubDate>Fri, 26 Jun 2015 13:41:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1354597</guid>
    </item>
    <item>
      <title>Redundant Communications
Solutions for PORTS® Acoustic
Current Profiler Installations</title>
      <link>https://trid.trb.org/View/1212989</link>
      <description><![CDATA[The Center for Operational Oceanographic Products and Services (CO-OPS) oversees an extensive network of instruments that collect, analyze, and disseminate integrated oceanographic and meteorological data. These data result in products that contribute to safer shipping and boating, more efficient port operation, more thorough emergency planning to ensure the safety of coastal residents, and improved environmental planning and protection. Several of these data products offer real-time, 24/7 data to shippers, port operators, emergency planners, coastal managers, and others throughout the U.S. and are part of the CO-OPS Physical Oceanographic Real-Time System (PORTS®). PORTS® consists of a suite of instruments that measure and disseminate observations of water levels, currents, salinity, and meteorological parameters (winds, atmospheric pressure, air and water temperatures). Current measurement systems are among those at greatest risk for data delivery failure because they often lack redundant communications. Fifteen acoustic current profilers mounted on aids to navigation (ATONs) provide current data within the PORTS® network. An additional 23 cabled systems also provide current measurements for PORTS® at some of the more than 200 National Water Level Observation Network (NWLON) stations. ATON acoustic current profilers generate large and frequent data messages, (every six minutes), making redundant communications prohibitively expensive, depending upon the telemetry method used. Also, the PORTS® interface board (Sprenke board) cannot manage more than one method of communication. If communication from the acoustic current profiler fails at any single point along the data transmission path, data transmitted during that time are lost. Determining the specific failure point can be difficult; however, implementation of a redundant (or at least a secondary) communication path seems to be the best way of preserving valuable PORTS® data.]]></description>
      <pubDate>Fri, 14 Sep 2012 11:14:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1212989</guid>
    </item>
    <item>
      <title>Effects of Pilot Experience on Recall of Information From Graphical Weather Displays</title>
      <link>https://trid.trb.org/View/1131515</link>
      <description><![CDATA[Good weather-related decision making is critical for the safe conduct of general aviation flights. A number of tools have been developed in recent years to help pilots visualize the actual and forecast weather for their planned flight. In this study the authors compare the effectiveness of a graphic weather visualization tool designed for preflight decision making with conventional coded reports and plain English translations. Qualified pilots from several aero clubs were asked to view 4 hypothetical cross-country flights. Departure and destination weather reports (METARs) were provided for each flight in 1 of 4 formats--code, plain English, graphic, or both graphic and plain English. Following a short interference task, the pilots were asked to recall as much of the weather information as possible. Results showed that pilots correctly recalled most information from the dual graphic and plain English display but this was largely attributable to the additional time required to process the 2 displays. Although the formats were rated as equally interpretable, experienced pilots were able to recall much more from the traditional coded METARs than less experienced pilots. Implications for the design and acceptance of novel display formats of meteorological information for pilots are discussed.]]></description>
      <pubDate>Tue, 28 Feb 2012 07:19:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1131515</guid>
    </item>
    <item>
      <title>Managing Carbon Monoxide Pollution in Meteorological and Topographical Problem Areas</title>
      <link>https://trid.trb.org/View/900210</link>
      <description><![CDATA[This executive summary is provided by the National Academies as part of their mission to educate the world on issues of science, engineering, and health. The regulation of carbon monoxide has been one of the great success stories in air pollution control. While more than 90 percent of the locations with carbon monoxide monitors were in violation in 1971, today the number of monitors showing violations has fallen to only a few, on a small number of days and mainly in areas with unique meteorological and topographical conditions. The publication describes how a primary objective of air quality management in the United States has been to reduce human exposure to carbon monoxide (CO) and other pollutants produced from incomplete combustion. Elevated ambient CO concentrations are due mainly to incomplete combustion of gasoline by light-duty vehicles, such as passenger cars and pickup trucks. CO controls are working. Problems with ambient CO were widespread when automobile emissions regulations began in the 1960s. When the health-based National Ambient Air Quality Standards (NAAQS) for CO were promulgated in 1971, more than 90% of ambient monitors indicated violations. Since then, motor-vehicle emissions controls have greatly reduced ambient CO concentrations. Over the last 5 years, the number of monitors showing CO violations has fallen to only a few, and the monitors that continue to show violations do so much less frequently. For example, Denver, Colorado, which had a persistent CO problem and registered as many as 200 days with violations in the 1960s, has not had a violation since 1995. Fairbanks, Alaska, reduced the number of days with violations from well over 100 per year in the early 1970s to zero over the last 2 years. Thus, CO regulation has been one of the greatest success stories in air pollution control, reducing the problem, once widespread, to a few difficult areas. As a result, the focus of U.S. air quality management has shifted to characterizing and controlling other pollutants, such as tropospheric ozone, fine particulate matter (PM2.5), and air toxics.]]></description>
      <pubDate>Fri, 18 Sep 2009 07:07:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/900210</guid>
    </item>
    <item>
      <title>Analysis of Urban Surface Ozone Based on a Structural Equation Model with State Dependence and Serial Correlation in Jakarta City</title>
      <link>https://trid.trb.org/View/887357</link>
      <description><![CDATA[This paper describes how surface ozone is very high in Jakarta and largely caused by transportation activities and favorable surface meteorological conditions. The relationships between precursor pollutants and ozone, thus, depend on the emissions, meteorology and atmospheric chemistry. In this paper, analysis of surface ozone patterns are conducted based on data collected by five air quality monitoring stations installed near the roadway of five major roads in Jakarta City. Accordingly, a time series data model is proposed to analyze weekdays and weekend data during April to May and September to October 2005. In this study, the model gives results supporting the existence of influence of traffic heterogeneity on the diurnal of surface ozone variations. To do so, this paper attempts to apply a structural equation model with latent variables, which are used to represent the above-mentioned state dependence and serial correlation of the complex cause-effect relationships. The effectiveness of the established surface ozone models is empirically confirmed in the sense that the goodness-of-fit indices are around 0.807 for daily diurnal variations. The models give a better way to analyze the surface ozone behavior in roadside areas in Jakarta City. However, because of the limited data sources, some model results cannot be explained clearly, and further development of the model is needed.]]></description>
      <pubDate>Fri, 17 Apr 2009 09:56:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/887357</guid>
    </item>
    <item>
      <title>Road Weather Information System Environmental Sensor Station Siting Guidelines, Version 2.0</title>
      <link>https://trid.trb.org/View/887392</link>
      <description><![CDATA[FHWA initiated an effort in 2007 to evaluate and update, as necessary the ESS Guidelines first published in 2004 (FHWA-HOP-05-026). This effort is summarized in a companion report “Implementation and Evaluation of RWIS ESS Siting Guidelines”. The consensus of the project was that the original Guidelines covered most of the major issues in the siting of ESS and provided the necessary information in a concise manner. The major change made to this version of the Guidelines involved an update to the metadata table that was included in the original report. Since the original Guidelines were developed a major effort was conducted as part of the Clarus project to define a standard set of metadata for ESS. An expanded metadata table was thus included in the Guidelines showing Clarus metadata in three categories; required, recommended and optional. Other than the modification to the metadata table, most of the additions were limited, and designed to highlight areas of concern noted by DOT’s with ESS experience. The feedback from most of the DOT’s interviewed was positive and they expressed an interest in using the document for future deployments. Several noted that they would require their contractors to use it.]]></description>
      <pubDate>Tue, 14 Apr 2009 11:53:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/887392</guid>
    </item>
    <item>
      <title>Reducing the costs and increasing the reliability of runway and visibility systems : case studies of comparative trials of new and existing sensors and the implications for airport installation and maintenance costs</title>
      <link>https://trid.trb.org/View/871938</link>
      <description><![CDATA[Subtitle: In this adaptation of his ATC Global 2008 presentation, Alan Hisscott, Chief Meteorological Officer at the Isle of Man Airport, discusses his recent research into reducing costs and improving the reliability of runway visibility systems.]]></description>
      <pubDate>Wed, 08 Oct 2008 07:45:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/871938</guid>
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