<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>Human Systems Integration</title>
      <link>https://trid.trb.org/View/1624511</link>
      <description><![CDATA[Human Systems Integration (HSI) is a discipline in which human capabilities and limitations across various dimensions are considered in the context of the design and evaluation of a dynamic system of people, technology, environment, tasks, organization, and other systems with the ultimate goal of achieving system resilience and adaptation, approaching joint optimization. An HSI perspective is described in the context of the Two Eagles mission, in which two pilots crossed the Pacific Ocean in a gas balloon. The two pilots set both the record for the longest duration and for the longest distance in a gas balloon. The system extended far beyond the balloon and the two pilots. It was complex and distributed around the world. There were many challenges associated with HSI issues, which are detailed in this paper and exemplify the value of a systems perspective.]]></description>
      <pubDate>Tue, 16 Jul 2019 16:32:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1624511</guid>
    </item>
    <item>
      <title>The National Academies Board on Human System Integration Panel: Integrating Social and Behavioral Sciences Within the Weather Enterprise</title>
      <link>https://trid.trb.org/View/1625148</link>
      <description><![CDATA[The National Academies Board on Human-Systems Integration (BOHSI) has organized this session. An initial presentation by the Staff Director and the Chair of BOHSI will provide an overview of the Academies and BOHSI. Then the panel chair will present the findings of the 2017 National Academies consensus study entitled “Integrating Social and Behavioral Sciences Within the Weather Enterprise”, a collaborative effort overseen by the Board on Atmospheric Sciences and Climate and the Board on Human-Systems Integration. The presentation will include discussion of the critical need for integrating social and behavioral sciences into the weather enterprise. It will also include a summary of relevant research, private sector activities, current research to operations progress, data collection activities, funding support and barriers to progress. It will summarize research gaps and present a framework to sustainably use social and behavioral science research in the weather enterprise. Panelists will address issues related to future opportunities for human factors researchers and practitioners and will engage the audience in a discussion of these issues.]]></description>
      <pubDate>Tue, 09 Jul 2019 11:27:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1625148</guid>
    </item>
    <item>
      <title>Computer-Aided Dispatch–Traffic Management Center Field Operational Test Final Evaluation Plan: State of Utah</title>
      <link>https://trid.trb.org/View/1588934</link>
      <description><![CDATA[Reducing traffic related fatalities and improving emergency response capabilities are two primary goals of the U.S. Department of Transportation’s (USDOT’s) Intelligent Transportation Systems (ITS) Public Safety Program. The current Federal Highway Administration (FHWA)- funded Computer-Aided Dispatch – Traffic Management Center (CAD-TMC) integration and data exchange Field Operational Test (FOT), is one of many initiatives intended to meet the program goals. Most major metropolitan areas in the United States rely on some type of advanced traffic management system(s) (ATMS) to help manage mobility, congestion, and incident response. Many states have installed an extensive infrastructure of remote cameras, loop detectors, and other ITS applications that provide traffic management services. These systems are operated from centralized TMCs, where traffic-related information is received and processed and appropriate remedial actions are deployed and coordinated. However, to date, many of these systems are not integrated with the CAD systems used by public safety and law enforcement agencies. To demonstrate how the integration of CAD and TMC systems can improve incident response capabilities and how institutional and technical barriers can be overcome, the USDOT is sponsoring two FOTs that will integrate CAD-TMC systems in Utah and Washington State, respectively. This document presents the Evaluation Team’s plan for conducting the evaluation of the FOT in the state of Utah.]]></description>
      <pubDate>Mon, 11 Mar 2019 18:12:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1588934</guid>
    </item>
    <item>
      <title>Improving efficiency of traffic management and safety based on integration of local ATMS</title>
      <link>https://trid.trb.org/View/1577312</link>
      <description><![CDATA[A task of integrating local automated traffic management systems (ATMS), established and operating in regions of Russia, as exemplified by the Saint Petersburg agglomeration, is considered. An analysis of the experience in integration of individual ATMS shows that the main area is identification of common functions. Functional integration can be performed most efficiently within the architecture of intelligent transportation systems (ITSs). Objectives of integrating local ATMS with regard to the agglomeration transportation system operation within an ITS are determined. Main tasks to be solved to provide integration spheres, in which management decision quality in the transportation industry will be improved, are described. Expected results, in particular, increasing the transport availability in the agglomeration territory, improving population health and safety due to reduction of the accident rate related to motor vehicles, improving environmental conditions in the city, and increasing the operational efficiency of special and emergency response units, are considered.]]></description>
      <pubDate>Mon, 11 Feb 2019 16:33:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1577312</guid>
    </item>
    <item>
      <title>An Acquisition Approach to Adopting Human Systems Integration in the Railroad Industry</title>
      <link>https://trid.trb.org/View/1503276</link>
      <description><![CDATA[This report provides guidance on how the railroad industry can develop safer systems by acquiring new equipment based on human-centered design practices, or Human Systems Integration (HSI). If a railroad’s system design approach is focused on properly integrating people with technology, it can greatly enhance safety and system efficiency by reducing the risk of human error and improving overall system performance. The report explains how to transform general HSI guidance into specific requirements statements in contract format; these requirements can be included in requests for proposals issued by railroads for new equipment. The system and human performance requirements guidance focus on (a) Program Management and Control, (b) Analysis, (c) Design, and (d) Test and Evaluation (T&E).]]></description>
      <pubDate>Mon, 16 Apr 2018 20:46:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1503276</guid>
    </item>
    <item>
      <title>ARP4754A/ ED-79A - Guidelines for Development of Civil Aircraft and Systems - Enhancements, Novelties and Key Topics</title>
      <link>https://trid.trb.org/View/1432095</link>
      <description><![CDATA[ARP4754A/ED-79A guidelines addresse the development cycle for aircraft and systems that implement aircraft functions. The current trend in system design is an increasing level of integration between aircraft functions and the systems that implement them. While there can be considerable value gained when integrating systems with other systems, the increased complexity yields increased possibilities for errors, particularly with functions that are performed jointly across multiple systems. Following the Aviation Rulemaking Advisory Committee (ARAC) recommendations to respond to this increased integration which referenced ARP4754/ED-79 in advisory materials for compliance to 14CFR/CS 25.1309 (see AMC 25.1309, published in 2002 and AC25.1309-Arsenal draft) the use of ARP4754A/ED79A in aircraft certification has become increasingly widespread.         This presentation constitutes a comparison between the documents SAE [1] / EUROCAE [2] and SAE [3] / EUROCAE [4]; it highlights ARP4754A/ED79A enhancements, novelties and key topics (e.g. Development Assurance Level Assignment FDAL & IDAL).       ]]></description>
      <pubDate>Mon, 09 Jan 2017 11:11:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1432095</guid>
    </item>
    <item>
      <title>Multi-sensor integration in the vehicular system using the IEEE1451 Std.: A case study</title>
      <link>https://trid.trb.org/View/1365588</link>
      <description><![CDATA[The integration of the electronic equipments into the vehicular system has become a necessity to enhance safety in road transportation. The information and communications technologies (ICT) make this integration possible. The IEEE Std. 1451 standardizes the interface and communication protocol between networked electronic equipments. This paper proposes the architecture to integrate the existing electronic equipments into the vehicular system using the IEEE 1451 standard. The vehicle propulsion module is used as a case example.]]></description>
      <pubDate>Wed, 26 Aug 2015 10:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1365588</guid>
    </item>
    <item>
      <title>Making the Case for New Research to Support the Integration of Small Unmanned Aircraft Systems into the National Airspace System</title>
      <link>https://trid.trb.org/View/1323192</link>
      <description><![CDATA[This paper describes the current state of small Unmanned Aircraft Systems (sUAS) regulation, their technical capabilities and the latest technologies that will allow for sUAS National Airspace System (NAS) integration. The research that is needed to demonstrate sUAS NAS integration capability is identified, and recommendations for conducting this necessary research are suggested.]]></description>
      <pubDate>Thu, 18 Sep 2014 09:42:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323192</guid>
    </item>
    <item>
      <title>UAS-Systems Integration, Validation, and Diagnostics Simulation Capability</title>
      <link>https://trid.trb.org/View/1323181</link>
      <description><![CDATA[As part of the Phase 1 efforts of NASA’s Unmanned Aircraft System in the National Airspace System  (UAS-in-the-NAS) Project a task was initiated to explore the merits of developing a system simulation capability for UAS to address airworthiness certification requirements. The core of the capability would be a software representation of an unmanned vehicle, including all of the relevant avionics and flight control system components. The specific system elements could be replaced with hardware representations to provide Hardware-in-the-Loop (HWITL) test and evaluation capability. The UAS Systems Integration and Validation Laboratory (UAS-SIVL) was created to provide a UAS-systems integration, validation, and diagnostics hardware-in-the-loop simulation capability. This paper discusses how SIVL provides a robust and flexible simulation framework that permits the study of failure modes, effects, propagation paths, criticality, and mitigation strategies to help develop safety, reliability, and design data that can assist with the development of certification standards, means of compliance, and design best practices for civil UAS.]]></description>
      <pubDate>Mon, 15 Sep 2014 18:59:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323181</guid>
    </item>
    <item>
      <title>Using Cognitive Task Analysis to Inform Issues in Human Systems Integration in Railroad Operations</title>
      <link>https://trid.trb.org/View/1257066</link>
      <description><![CDATA[U.S. Railroad operations are undergoing rapid changes involving the introduction of new technologies such as positive train control (PTC), energy management systems (EMS), and electronically controlled pneumatic (ECP) brakes in the locomotive cab. To help ensure these and other new technologies are optimally designed for safe and efficient use, the Federal Railroad Administration (FRA) is interested in introducing Human Systems Integration (HSI) to the railroad industry. HSI is a systematic, organization-wide approach to implementing new technologies and modernizing existing systems that can increase the likelihood of successful deployment as well as user acceptance. This report provides guidance to the industry pertaining to the need for HSI in the technology acquisition process, and more specifically, how to use Cognitive Task Analysis (CTA) methods and results as part of the HSI process. It draws on examples from prior FRA-sponsored CTAs for locomotive engineers, conductors, dispatchers, and roadway workers to illustrate the kinds of insights that can be drawn from performing a CTA when introducing new technologies into railroad operations. The report also provides a starting point for the industry with respect to identifying likely emerging issues that need to be explored as part of the technology introduction process.]]></description>
      <pubDate>Wed, 24 Jul 2013 16:53:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1257066</guid>
    </item>
    <item>
      <title>Improving PMS by Simultaneous Integration with MMS</title>
      <link>https://trid.trb.org/View/1135492</link>
      <description><![CDATA[Pavement management systems (PMSs) have been in use since 1975. Most US states and many of the world’s countries including Chile use PMSs. A Maintenance Management System (MMS) is the set of data and computer tools that make it possible for an agency to track its assets and apply its maintenance funds correctly and effectively for all its assets. Since pavements make up 70 – 80% of the value of typical agencies’ assets, the PMS/MMS interface is critical to good decision making and cost savings. Information must flow both ways between the two systems. For example: 1) maintenance decision trees and models should be integrated into the PMS, and 2) pavement maintenance activities should be accessible to the PMS database or from the MMS interface. In the other direction, life-cycle cost calculations, plans, and program predictions should be fed to the MMS to insure that maintenance work is properly budgeted, scheduled, and accomplished to fulfill the performance predictions covering all activities, including construction, maintenance, rehabilitation and preventative maintenance actions. This paper defines these concepts and gives examples of current application of integration methods under actual conditions. The interface is equally applicable to national level, state level, concessions (PPP), and city level pavement management and maintenance activities. This paper attempts to present the benefits and effects of integrating PMS and MMS within the limitations of paper length. As a result, the details given for PMS and MMS individually must be minimized. The goal is to illustrate for the reader the general benefits of simultaneous integration. The reader should concentrate on that goal while reading rather then get sidetracked by the details or lack thereof provided for each individual system. If need be, the reader can obtain those from the references.]]></description>
      <pubDate>Tue, 03 Apr 2012 07:58:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1135492</guid>
    </item>
    <item>
      <title>Best Practices for the Effective Integration of Historic Trolley and Modern Urban Rail Transit Systems</title>
      <link>https://trid.trb.org/View/967824</link>
      <description><![CDATA[Heritage and modern systems clearly have distinct purposes, but as cities grow, more of them are realizing a desire for both types of systems. Smaller cities with a heritage trolley operation are growing to the point where modern light rail transit is also viable, and larger cities with modern systems recognize the tourism benefits of a heritage trolley system. Despite the recognized differences, it is desirable in many cases to consider how these two distinct types of passenger rail operations can work together to meet the unique goals of each system while making efficient use of available rail infrastructure. Joint use of rail track, stations, and other infrastructure potentially could enable a significant cost savings over having completely independent heritage and modern systems. However, the differences in heritage and modern operations go well beyond whether the vehicle looks “old” or “new.” There are numerous challenges that must be overcome to ensure the compatibility of heritage and modern equipment, including safety assurances, vehicle design considerations, station and track design challenges, operational issues, systems and communications concerns, maintenance facility considerations, and institutional and administrative issues. These challenges are exacerbated as modern light rail systems continue to grow, as a higher level of service often means reduced opportunities for joint track usage by heritage vehicles. Recognizing the unique nature of heritage trolley equipment as compared to modern light rail vehicles, the American Public Transportation Association's (APTA’s) Streetcar and Heritage Trolley Subcommittee developed a Standard for Vintage/Heritage Trolley Equipment. This standard describes appropriate characteristics of operating heritage trolley equipment in an urban transit environment. Safety assurance for any potential service integration concepts is of utmost importance, and this standard sets the stage for a broader discussion concerning related issues related to the integration of heritage and modern vehicles.]]></description>
      <pubDate>Fri, 08 Oct 2010 10:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/967824</guid>
    </item>
    <item>
      <title>Integration von Faehrfahrplaenen in co-modale Autorouten- und Reiseplaner / Integration of ferry timetables into co-modal car route and travel planners</title>
      <link>https://trid.trb.org/View/938497</link>
      <description><![CDATA[Bei heutigen Autoroutenplanern werden weder Verkehrstage der Faehren, Faehrabfahrtszeiten noch Ein- und Ausschiffzeiten in der Routenbeschreibung beruecksichtigt. Zudem fehlt die Information darueber, welches Unternehmen eine Faehrverbindung bedient etc. Der potenzielle Nutzer ist somit gezwungen, weitere Informationsquellen zu nutzen. Daher wurde die Initiative zum Aufbau eines Faehrdatenpools von den entsprechenden Ministerien und Strassenbaubehoerden des europaeischen Telematikprojektes "Viking" ergriffen. Der Faehrdatenpool, derzeit auf den Ostseeraum und Teile der Nordsee begrenzt, traegt zur Vernetzung der Verkehrstraeger Strasse, Schiene und Wasser bei. Der Beitrag gibt einen Ueberblick ueber den Aufbau und die Funktionsweise des Faehrdatenpools. ABSTRACT IN ENGLISH: In car route and travel planners in the Internet ferry timetables are not included. The main reason for this was the fact that there was no ferry data pool with ferry timetables and port information existing that service providers could derive data from. However, the ferry transport plays an important role between Scandinavia and Germany. It is therefore desirable to integrate valid timetables into the car route planner and timetable information systems. Since no other institution was willing to set up the ferry data pool and a combined car and ferry route planner for the Internet, the Transport Ministries and Road Administrations in VIKING started the project and set up the ferry data pool. The ferry data pool is supposed to contribute to a better connection of the transport modes road, rail and sea, a faster development of co-modal traveller information services on the trans-European road network (TERN) and to offer service providers, car route and travel planners an easy access to the ferry data. (A)]]></description>
      <pubDate>Wed, 06 Oct 2010 16:30:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/938497</guid>
    </item>
    <item>
      <title>Framework for the Intelligent Transportation System (ITS) Evaluation: ITS Integration Activities</title>
      <link>https://trid.trb.org/View/899752</link>
      <description><![CDATA[Intelligent Transportation Systems (ITS) represent a significant opportunity to improve the efficiency and safety of the surface transportation system. ITS includes technologies to support information processing, communications, surveillance and control, and more; typically performing these functions more quickly, efficiently, and reliably or providing a function that was not previously performed. A critical aspect of ITS which provides much of its capability is the integration of individual technologies or components of the ITS infrastructure to form a unified transportation management system. The purpose of this investigation was to evaluate the experiences of the Texas Department of Transportation’s (TxDOT's) South Texas Regional Advanced Transportation Information System (STRATIS) - a recently developed traffic management center (TMC) in the Laredo District - in integrating existing field equipment including closed circuit television (CCTV) cameras, loop detectors/video identification vehicle detection systems (VIVDS), dynamic message signs (DMS), highway advisory radio (HAR), and train monitoring systems.]]></description>
      <pubDate>Thu, 03 Sep 2009 16:05:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/899752</guid>
    </item>
    <item>
      <title>Coast Guard: As Deepwater Systems Integrator, Coast Guard Is Reassessing Costs and Capabilities but Lags in Applying Its Disciplined Acquisition Approach</title>
      <link>https://trid.trb.org/View/898841</link>
      <description><![CDATA[The Deepwater Program includes efforts to build or modernize ships and aircraft and to procure other capabilities. In 2002, the Coast Guard contracted with Integrated Coast Guard Systems (ICGS) to manage the acquisition as systems integrator. After a series of project failures, the Coast Guard announced in April 2007 that it would take over the lead role, with future work on individual assets bid competitively, and a program baseline of $24.2 billion was set. In June 2008, the U.S. Government Accountability Office (GAO) reported on the Coast Guard’s progress and made several recommendations, which the Coast Guard and the Department of Homeland Security (DHS) have addressed. In response to a Senate report accompanying the DHS Appropriations Bill, 2009, GAO addressed (1) efforts to manage Deepwater, (2) changes in cost and schedule of the assets, and (3) efforts to build an acquisition workforce. The Coast Guard has assumed the role of systems integrator for the overall Deepwater Program by reducing the scope of the work on contract with ICGS and assigning these functions to Coast Guard stakeholders. As part of its systems integration responsibilities, the Coast Guard has undertaken a fundamental reassessment of the capabilities, number, and mix of assets it needs and expects to complete this analysis by the summer of 2009. At the individual Deepwater asset level, the Coast Guard has improved and begun to apply the disciplined management process contained in its Major Systems Acquisition Manual (MSAM),but did not meet its goal of complete adherence to this process for all Deepwater assets by the end of March 2009. For example, key acquisition management activities—such as operational requirements documents and test plans—are not in place for assets with contracts or orders recently awarded (such as the Fast Response Cutter and C4ISR) or in production, placing the Coast Guard at risk of cost growth or schedule slips. In addition, the MSAM does not appear to be consistent with recent DHS policy that requires entities responsible for operational testing to be independent of the system’s users. Due in part to the Coast Guard’s increased insight into what it is buying, the anticipated cost, schedules, and capabilities of many Deepwater assets have changed since the $24.2 billion baseline was established in 2007. Coast Guard officials have stated that this baseline reflected not a traditional cost estimate, but rather the anticipated contract costs as determined by ICGS. As the Coast Guard has developed its own cost baselines for some assets, it has become apparent that some of these assets it is procuring will likely cost more than anticipated—up to $2.7 billion more based on information to date. This represents approximately 39 percent cost growth for the assets with revised cost estimates. As more cost baselines are developed and approved, further cost growth is likely. Updated baselines also indicate that schedules have slipped for several of the assets. In addition, the current structure of the Coast Guard’s budget submission to Congress does not include details at the asset level, such as estimates of total costs and total numbers to be procured, as do those of the Department of Defense, which acquires similar systems. One reason the Coast Guard hired a contractor as a systems integrator was because it recognized that it lacked the experience and depth in workforce to manage the acquisition internally. The Coast Guard acknowledges that it still faces challenges in hiring and retaining qualified acquisition personnel and that this situation poses a risk to the successful execution of its acquisition programs. According to human capital officials in the acquisition directorate, as of April 2009, the acquisition branch had 16 percent of positions unfilled, including key jobs such as contracting officers and systems engineers.Even as it attempts to fill its current vacancies, the Coast Guard plans to increase the size of its acquisition workforce significantly; the fiscal year 2010 budget request includes funding for 100 new acquisition workforce positions. In the meantime, the Coast Guard has been increasing its use of support contractors. GAO recommends that the Coast Guard bring certain assets into compliance with its acquisition processes before exercising additional contract options, consult with DHS regarding an apparent inconsistency between their acquisition policies, and better present asset costs to Congress in its budget submissions.]]></description>
      <pubDate>Mon, 31 Aug 2009 09:25:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/898841</guid>
    </item>
  </channel>
</rss>