<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Developing Professional Linguistic Competence in Multilingual Ship Crews: A Psycholinguistic Approach</title>
      <link>https://trid.trb.org/View/2720278</link>
      <description><![CDATA[In multilingual crews of seagoing vessels, English functions as a lingua franca, and the security of communication depends to a large extent on the use of standardized IMO SMCPs. However, communicative failures occur not only due to insufficient language competence but also due to psycholinguistic limitations of speech processing under conditions of navigational load, attention switching, and stress. The purpose of the study is to identify psycholinguistic mechanisms that increase the risk of professional communication disorders on the bridge. The study has an integrated analytical design and is based on a secondary analysis of empirical data: the results of surveys of seafarers on the use of SMCPs and on hull-based studies of ship-based radio communications. To interpret the discrepancies between the normative model of communication and actual practice, a psycholinguistic model is applied, considering three key factors: processing load, attention switching between communication channels, and stress-induced interference. The analysis showed that the regulatory status of SMCPs is perceived differently by seafarers depending on the communicative context: they are more often considered mandatory in external communication, while they are seen as recommended in internal one. Corpus data show uneven use of protocol elements: the phonetic alphabet is almost always used, while message and exchange termination structural markers are much less used. This indicates the degradation of metacommunicative elements under the influence of operational load. The study confirms that communicative failures in mixed crews are due not only to language competence but also to psycholinguistic limitations of speech activity. A model of professional language competence of seafarers is proposed, combining language repertoire, protocol-procedural competence, and cognitive control.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720278</guid>
    </item>
    <item>
      <title>Sailing into the future with periodically unmanned bridges—a viable concept for mitigating seafarer shortages?</title>
      <link>https://trid.trb.org/View/2701438</link>
      <description><![CDATA[The maritime industry, particularly deep-sea operations, is facing increasing challenges related to crew shortages, fatigue, and compliance with rest and work-hour regulations. One proposed solution is the concept of a periodically unmanned bridge (B0), in which the bridge may remain unattended under certain operational conditions (e.g. open sea, clear weather, no technical defects). However, safe implementation of B0 requires addressing human, technological and regulatory challenges.This exploratory study presents one of the first empirical evaluations of B0 operations using a full-mission bridge simulator. Eight experienced navigators were interviewed after completing four realistic operational scenarios under two conditions: continuous bridge manning and B0. Post-scenario interviews were triangulated with data on navigator performance, workload ratings, and Situational Awareness (SA) measures.Participants highlighted opportunities and concerns related to B0, particularly regarding trust in automation, failure detection and the need for rapid re-engagement following alarms. They also noted that the concept may require new forms of training, information presentation, and decision-support systems. Results for performance, workload, and situational awareness were broadly similar between the two bridge types. Although tentative due to the limited sample size, the findings indicated a potential advantage for anticipatory situational awareness (projection) in the B0 condition.Overall, the findings suggest that B0 may be feasible within constrained operational envelopes, if alarm strategies, training, and human-automation interaction are carefully designed. The study contributes early empirical evidence to inform the development of decision-support requirements and regulatory adaptations in ongoing discussions regarding the potential implementation of periodically unmanned bridges.]]></description>
      <pubDate>Wed, 20 May 2026 09:10:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701438</guid>
    </item>
    <item>
      <title>Developing behavioural markers of high-speed workboat crews’ competencies</title>
      <link>https://trid.trb.org/View/2672731</link>
      <description><![CDATA[This study defines the competencies, structured as behavioral markers, that lead to an excellent performance by high-speed workboat crews in cockpit work and can promote maritime safety and operational efficiency. A need to better understand crew performance in cockpit work has been identified in this maritime specialty. The behavioral marker taxonomy is based on aviation standards, further reasoned by human factor models and maritime knowledge. It was formed utilizing content analysis and validated at the prototype level using observation data from actual cockpit work. The tested behavioral markers modelled crew behaviors in eight competency areas. This study contributes to improving crew and operative performances and safety, and to developing socio-technical systems in the field. The study also reveals further research topics for supporting cockpit and bridge crews in safety-critical high-speed maritime environments.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672731</guid>
    </item>
    <item>
      <title>Pilot Research of AI-Generated Scenarios in Nautical Simulator Training Using ChatGPT Plus</title>
      <link>https://trid.trb.org/View/2572932</link>
      <description><![CDATA[This study presents a pilot research into the use of artificial intelligence (AI) for generating training scenarios in nautical simulators, focusing on their potential to support competency-based maritime training. AI-generated scenarios were created using ChatGPT Plus, following the guidelines of IMO Model Course 1.22 and STCW Convention A-II/1. These scenarios were developed by three scenarists with different levels of maritime expertise and subsequently evaluated by five MET experts. The evaluation process incorporated Multi-Criteria Analysis (MCA) and Intraclass Correlation Coefficient (ICC) to assess scenario complexity, assessment methodology, and compliance with maritime training standards. The study explores the strengths and limitations of AI-generated scenarios and considers the role of expert feedback in refining AI-assisted content. The findings contribute to the ongoing discussion on the applicability of AI in maritime education and highlight directions for further research, particularly in validating AI-generated training scenarios in real-world simulator environments.]]></description>
      <pubDate>Wed, 10 Sep 2025 09:23:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572932</guid>
    </item>
    <item>
      <title>Seafarer Mental Workload Assessment Using a Hybrid Deep Learning Model</title>
      <link>https://trid.trb.org/View/2572903</link>
      <description><![CDATA[Human errors in maritime operations are closely linked to seafarers' mental workload; however, traditional assessment methods lack real-time neurocognitive resolution. This study introduces a novel psychophysiological framework that integrates electroencephalography (EEG) analysis with deep learning to objectively quantify seafarers' mental workload during onboard operations. A high-fidelity bridge simulator was utilized to generate critical maritime scenarios, including ship encounters, narrow channel navigation, poor visibility, and emergency responses. High-density EEG signals were analyzed to extract spectral features (Gamma, Beta, Alpha, Theta, Delta). A hybrid Convolutional Neural Network-Bidirectional Long Short-Term Memory (CNN-BiLSTM) model was proposed to classify workload states of seafarers, combining Convolutional Neural Network (CNN)-extracted frequency patterns with Bidirectional Long Short-Term Memory (Bi-LSTM)-captured temporal dynamics, which achieves 96% accuracy. Furthermore, SHAP interpretability analysis indicated that Theta and Alpha frequencies are key indicators in distinguishing between high and low workloads for seafarers. These results provide a quantitative tool for cognitive assessment of seafarers in maritime training and serve as a guideline for workload allocation in ship bridge teams for shipping companies and maritime authorities.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:06:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572903</guid>
    </item>
    <item>
      <title>Analysis of complex reliability, case study</title>
      <link>https://trid.trb.org/View/2528593</link>
      <description><![CDATA[Complex systems are systems that consist of multiple components or subsystems that work together to achieve a common goal. The reliability of complex systems can be a challenge, as the failure of one component can have serious consequences for the functioning of the entire system. To ensure the reliability of complex systems, it is therefore necessary to apply a number of measures and procedures. One way of ensuring the reliability of complex systems is to regularly check and maintain the individual components. This includes regularly checking the condition and functionality of individual components and replacing parts that show signs of wear or deterioration. Another measure to ensure the reliability of complex systems is the use of redundant components and systems. This means that multiple copies of key components are built into the system to ensure continuous operation and reduce the possibility of failure. This paper examines the effects of the Graetz bridge as a single component on the reliability of an electrical generator system on board the ship. Common reliability theory behind this case study and simple approach like this can (should) be applied in many other cases, as well as in many other areas of industry.]]></description>
      <pubDate>Tue, 13 May 2025 17:11:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2528593</guid>
    </item>
    <item>
      <title>Assessment of navigators’ ergonomic awareness and working conditions on navigation bridges</title>
      <link>https://trid.trb.org/View/2398014</link>
      <description><![CDATA[Background: Merchant ships, despite huge technological progress, are still operated by qualified navigators. According to ergonomics principles, human is a part of the whole system and is affected by the surrounding environment. Objective: The purpose of the paper was to assess the ergonomic awareness of professional navigators, to understand their expectations towards navigation bridges and to check if they obtain enough support from their workplace. Methods: A special questionnaire was developed and 200 responses were obtained from seafarers with license of Officer Of the Watch or higher. Statistical analysis were carried out to find out relationships and differences between answers and groups of respondents. Results: Improper ergonomics and less than optimal working conditions were not isolated incidents and occurred to be rather common problem of the industry. The results suggest that ergonomic awareness is at relatively high level, however this knowledge is frequently not used in practice. Conclusions: Poor design and lack of proper ergonomics training might contribute to commonly experienced signs of fatigue, pain episodes and therefore reduced performance of seafarers. Navigators find ergonomics important, however navigation bridges often do not meet ergonomics and comfort standards, therefore there is still a room for improvement in this area.]]></description>
      <pubDate>Tue, 02 Jul 2024 14:14:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2398014</guid>
    </item>
    <item>
      <title>From integrated bridge system to marine bridge domain: A computational perspective</title>
      <link>https://trid.trb.org/View/2347701</link>
      <description><![CDATA[With the progressive advancement of ship intelligence, there has been a corresponding augmentation in the sensory, control, and other equipment within ship bridge systems. The accelerated expansion of both hardware and software components in ships poses formidable challenges to the existing bridge systems. The prevalent deployment format of ship bridge systems adheres to a traditional decentralized structure, limiting the system's computational prowess, equipment compatibility, and data fusion capabilities. Addressing these constraints and augmenting the ship bridge system's information processing, equipment compatibility, and functional integration represent pivotal objectives. Thus, this paper embarks on an analysis of the developmental trajectory, challenges, and predominant trends characterizing the current Integrated Bridge System (IBS) in ships. Subsequently, harnessing the inherent advantages of software and hardware decoupling, centralized computational capabilities, and seamless integration of data and functions, the authors propose a comprehensive maritime bridge domain architecture. This proposed architecture is meticulously delineated, encompassing aspects such as overall scheme design, hardware and software subsystems, and the mechanism of data service. In conclusion, the paper advocates a systematic approach to system development, encompassing implementation, testing, and evaluation of the proposed architecture. Rigorous testing and evaluation of the architecture, focusing on data collection, network transmission performance, functional availability, data distribution efficiency, and task processing capabilities, affirm its marked enhancements in computational proficiency, data service efficiency, and functional integration within the IBS. These results lay a robust foundation for the intelligent design of ship systems, paving the way for the evolution of intelligent ships.]]></description>
      <pubDate>Tue, 19 Mar 2024 15:18:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2347701</guid>
    </item>
    <item>
      <title>A novel machine-learning based prediction model for ship manoeuvring emissions by using bridge simulator</title>
      <link>https://trid.trb.org/View/2304827</link>
      <description><![CDATA[Emissions from ships in ports have primary adverse impacts on human health and the regional environment, as ports are close to residential areas. This study investigates the emissions originated from own ship and tugs assisting the manoeuvres. More than 300,000 row main engine rpm data of the own ship and tugboats used in the berthing manoeuvre to a fictitious port executed by 92 actual maritime pilots in a full mission bridge simulator were exported from the system. Based on the rpm data, emission values were calculated by bottom-up methodologies where resulting emissions are differ up to 1.85 times. A significant correlation between the emission results and pilots’ demographics and experience-based backgrounds are observed. By utilising MATLAB Machine Learning Toolbox, a manoeuvring emission footprint prediction model is developed for the pilots with a consistency of 73%. The proposed model provides a solution that can support strategic planning in determining emission footprints and developing mitigation measures in a cost-effective manner.]]></description>
      <pubDate>Fri, 29 Dec 2023 09:32:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2304827</guid>
    </item>
    <item>
      <title>Safety culture of navigators in terms of bridge operations on high-speed crafts</title>
      <link>https://trid.trb.org/View/2226098</link>
      <description><![CDATA[Maritime safety is important for all stakeholders. On the other hand, maritime accidents occur despite rapid advances in technology. One of the most important aspects necessary to realise safety at sea is the safety of navigation. Navigating high-speed craft (HSC) is a more challenging and risky task than other types of ship navigation. A HSC navigator with insufficient safety culture (SC) may lead to wrong decisions in challenging physiological and psychological conditions. In this study, an analysis of HSC navigators’ SC in terms of bridge operations has been carried out. Nordic Occupational Safety Climate Questionnaire (NOSACQ-50) and pairwise comparison of the effects of Electronic Chart Display and Information System (ECDIS), Automatic Radar Plotting Aid (ARPA), Automatic Identification System (AIS) and autopilot on SC have been applied to 38 Turkish HSC navigators. Navigation operations according to SC, factors that mostly influence SC and suggestions that will improve SC have been identified and discussed in accordance with navigators’ perceptions. The results show that the overall average level of HSC navigators’ SC is low. Therefore, considerations are introduced to improve SC in HSCs.]]></description>
      <pubDate>Mon, 28 Aug 2023 09:19:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2226098</guid>
    </item>
    <item>
      <title>Bridge Ergonomic Design: A Review</title>
      <link>https://trid.trb.org/View/2150903</link>
      <description><![CDATA[Human error remains the most common cause of marine incidents and it is worth emphasizing that navigator’s performance is directly affected by ergonomic factors on the bridge. Studies regarding influence of bridge design and work environment on the operator are rare, thus the main purpose of this paper is to fill in this gap. Documents issued by recognized organizations, research publications and additional sources were reviewed to check if navigators obtain enough support in this area and what should be improved. It was found that present ergonomic guidelines for the bridge design require revision and there is a need for making the regulations more meaningful and direct. The main documents that require reworking include Guidelines on Ergonomics Criteria for Bridge Equipment and Layout, International Convention of Standards of Training, Certification and Watchkeeping (STCW) as well as selected parts of SOLAS V/15 regulation.]]></description>
      <pubDate>Tue, 25 Apr 2023 09:49:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150903</guid>
    </item>
    <item>
      <title>Revision of the IMO’s Performance Standards for ECDIS. Three Versions of Performance Standards in Use</title>
      <link>https://trid.trb.org/View/2150902</link>
      <description><![CDATA[Traditional marine navigation methods are replaced by new solutions that use computers. Electronic Chart Display and Information Systems (ECDIS) are mandatory almost on every vessel [24],[25]. ECDIS not complying with regulations is an existing problem and a hazard for seafarers and the marine environment. But unfortunately, there is a deficit or even lack of procedures for checking whether ECDIS meets related performance standards. Regulatory bodies of the maritime industry are now contemplating how to tackle this blunder [1]. SOLAS regulations V/18 and V/19 [24], requires that in order to achieve chart carriage requirements (in terms of SOLAS Convention), the ECDIS equipment must conform to the relevant IMO performance standards. ECDIS units on board of the ships are required to comply with one of three performance standards (either IMO resolution A.817(19) [18], as amended [19],[20], or resolution MSC.232(82)) [21], or resolution MSC.530(106) [23], depending on the date of their installation. In this article, the author tries to explain the differences in these three documents. Along with technological progress, the equipment becomes more and more advanced and technologically sophisticated. This applies to both hardware, software and databases. ECDIS software developers should use the right tools, including incorporate automated self-tests into their products and shipping companies should employ maintenance strategies to improve ECDIS compliance [1], taking into account that time is running quickly.]]></description>
      <pubDate>Tue, 25 Apr 2023 09:49:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150902</guid>
    </item>
    <item>
      <title>Development of a Shakemap-Based, Earthquake Response System within Caltrans</title>
      <link>https://trid.trb.org/View/2149307</link>
      <description><![CDATA[ShakeMap is a system for automatically generating maps of ground motion and intensity in the minutes immediately following an earthquake. Caltrans is beginning to take advantage of the information provided by ShakeMap and currently is test deploying a simplified protocol for its direct use for post-earthquake prioritization of bridge inspection. The current process involves manually retrieving the GIS-formatted, response-spectral acceleration ShakeMaps from a website and employing a GIS spatial analysis to identify the bridges that were most strongly shaken. The simplified protocol sets threshold values for ShakeMap 1-second spectral acceleration that defines GIS map zones that correspond to possible damage states for bridges built during pre- and post-ductile design eras. Output from this operation includes lists of bridges within each zone grouped by route and ordered by postmile for ease of inspection. These lists can be distributed to local maintenance crews to facilitate rapid inspection and response to the most severely shaken areas. To advance and fully automate this process, the authors introduce "ShakeCast" (for "ShakeMap Broadcast"), which will allow Caltrans, and others, to automatically and reliably receive desired ShakeMaps and trigger post-processing tools to initiate an established response protocol. The system will initiate software applications and automatically generate alarms in response to predefined shaking conditions. Currently, USGS "pushes" ShakeMap electronically (using ftp) to utilities and other critical users, but ShakeCast will allow this to be replaced with a subscriber service, providing more robust delivery from redundant ShakeMap generation sites and distributed ShakeCast servers. ShakeCast will also allow agencies such as Caltrans to receive and process ShakeMap at multiple divisions within the agency that require different post-earthquake actions, from bridge inspection and repair to traffic management. Caltrans plans to further develop damage estimation tools including incorporation of more sophisticated bridge fragility relationships along with more detailed bridge information. The authors expect that the lessons learned and tools developed during the implementation of this prototype with Caltrans will facilitate use by other organizations in the lifeline arena.]]></description>
      <pubDate>Fri, 21 Apr 2023 09:49:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2149307</guid>
    </item>
    <item>
      <title>Investigating the introduction of e-navigation and S-100 into bridge related operations: the impact over seafarers</title>
      <link>https://trid.trb.org/View/2138242</link>
      <description><![CDATA[The present work is focused on analyzing how e-navigation will affect the daily work of seafarers involved in bridge-related operations. Within e-navigation, the International Hydrographic Organization (IHO) is currently working in the development of the new standard (S-100) whose role is to guarantee a homogeneous management of the maritime domain data. S-100 is called to act as the Common Maritime Data Structure (CMDS), it represents the technical framework required to guarantee a wider and better use of maritime data. The mission of the standard is to create a common foundation that can be used for multiple purposes; meteorologists, physicists, and whoever is interested in developing maritime related products will refer to the same standard. Not having a homogeneous type of data processed with standardized procedures will allow a better combination and processing of maritime data. Considering the perspective of Hydrographic Offices, the objective of the present document is to analyze the impact which e-navigation will have over seafarers. The study is focused on the evaluation of the risks connected to S-100-based products and on the analysis of specific bridge operations. Considering that e-navigation products are still at their design phase, being aware of the consequences for the final users is essential to make S-100-based products more customer oriented and to allow seafarers who are involved in bridge operations to get familiar with this new technology.]]></description>
      <pubDate>Thu, 30 Mar 2023 13:19:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2138242</guid>
    </item>
    <item>
      <title>Validation of Virtual Command Bridge Training Environment Comparing the VR-Training with Ship Bridge Simulation</title>
      <link>https://trid.trb.org/View/1973064</link>
      <description><![CDATA[In this validation exploration, we have studied a virtual reality ship command bridge against the standards and regulations that maritime training simulators must adhere to. We created a virtual reality replica of a command bridge with limited functionality that underwent user testing with 16 experienced ship officers. The results show that our training application did not meet all simulator criteria, but we point out that each of the shortcomings can be overcome with new generation hardware and expanded virtual reality programming. Our conclusion is that VR is a valid, affordable and efficient tool for command bridge simulator training.]]></description>
      <pubDate>Wed, 22 Feb 2023 09:57:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1973064</guid>
    </item>
  </channel>
</rss>