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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Adapting Crew Resource Management for Training in Unmanned Operations</title>
      <link>https://trid.trb.org/View/2689019</link>
      <description><![CDATA[As automation is increasingly used on the flight deck and in unmanned aerial operations, the concept of “automation as a team member” becomes increasingly important. In addition to taking over certain aviation tasks there is a need to plan and train for the roles taken by automation. While training does exist to teach the flight crew how to interact with automation, the concept of automation as a team member is ill defined. In this work, we used the framework provided by Crew Resource Management (CRM) to begin addressing the needs for developing scenario-based training that address this gap.]]></description>
      <pubDate>Sat, 02 May 2026 16:57:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689019</guid>
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    <item>
      <title>Supporting high-speed workboat crew performance with blunt-end human factors</title>
      <link>https://trid.trb.org/View/2655696</link>
      <description><![CDATA[Work and organisational factors (blunt-end factors) have been recognised as key features of maritime crew performance. In the case of high-speed workboats (HSWs), evidence of how blunt-end human factors (HF) are managed is lacking. This paper examined the HFs that particularly need addressing to enhance crew performance support. We obtained data from operators (n = 281) at four levels of Finnish HSW organisations (n = 5) using a questionnaire created by utilising observed phenomena affecting crew performance and the HF Tool. Results show that despite the current availability of HF knowledge, a practical shift is needed from Safety-I perspectives to the proactive and effective use of crew resources, enhanced crew competencies, unified technical solutions and procedures, and a fairer operating culture. All organisational levels in HSW organisations agreed on the areas that will need development in the future. The study's results contribute to improving the mastery of HF in the high-speed maritime sector.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655696</guid>
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    <item>
      <title>Benders Decomposition for Robust Tactical Railway Crew Scheduling</title>
      <link>https://trid.trb.org/View/2646849</link>
      <description><![CDATA[We consider robust tactical crew scheduling for a large passenger railway operator that aims to inform crew early on about their work schedules while also maintaining the ability to respond to changes in the daily timetables. To resolve this conflict, the operator considers a template-based planning process, templates being time windows during which duties can later be scheduled. The goal is to select a cost-efficient set of templates that is robust with respect to uncertainty in the work to be performed in the operational phase. A set of templates is deemed robust when few excess duties are required to cover all work in the operational planning phase. To enable the construction of efficient template-based rosters, we impose several template rostering constraints that proxy the actual rostering rules of later planning steps. We propose a two-phase accelerated Benders decomposition algorithm that can incorporate these restrictions. Computational experiments on real-life instances from Netherlands Railways featuring up to 948 tasks per day show that historical planning information can be used to obtain robust templates and that sparse solutions can be obtained at negligible extra costs. Compared with a literature benchmark, our Benders decomposition method solves three times as many instances without rostering constraints to optimality. © © 2025, INFORMS.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646849</guid>
    </item>
    <item>
      <title>A comparative study of crew pairing optimization formulations: Preparing for quantum computing</title>
      <link>https://trid.trb.org/View/2666088</link>
      <description><![CDATA[Quantum computing is widely discussed for its potential to solve challenging optimization problems much faster. However, real-world airline problem sizes currently exceed the capabilities of existing quantum hardware. Preparing for larger quantum hardware requires developing and benchmarking problem formulations most suitable for quantum implementation. In this study, we use the crew pairing problem from aviation as an use case to benchmark different problem formulations: a set partitioning model and two compact formulations, a constrained flow assignment problem and a satisfiability problem (SAT). For classical benchmarking we solve these formulations using mixed integer programming and SAT solvers. For quantum benchmarking we translate the formulations into quadratic unconstrained binary optimization and Ising formulations. Our benchmarking shows that the problem formulations lead to different classical and quantum properties. Among the formulations considered, the SAT formulation emerges as the most promising candidate for future implementation on quantum hardware with the lowest share of non-zero elements and highest spectral gap, despite its larger ratio of linear term coefficients.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:15:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666088</guid>
    </item>
    <item>
      <title>Flightcrew alerting: History, research, regulation, and successes</title>
      <link>https://trid.trb.org/View/2572710</link>
      <description><![CDATA[Flightcrew’s responses to alerts save lives multiple times a day. The proper design of the alert ensures correct detection, interpretation, and timely response. This paper explores the many factors of successful flightcrew alerting through the history, human factors research, regulations, and successes. By the 1970s transport aircraft had become complex, resulting in an increase in alert states (e.g., Boeing 747 with 455 alerts). Research revealed that the lack of prioritization, differentiation, and aggregation of flight deck alerts was a safety issue. The qualities of effective alerting were known: quickly orient, explain action needed, convey priority, minimize false positives/negatives, and indicate adequacy of resolution. In 1981, based on their human factors research, three large transport aircraft manufacturers compiled voluntary standards for alerting systems for the next generation of transport aircraft. Regulations and advisory materials followed for effective and standardized alerting (e.g., EASA CS 25.1322). These standards define the priority and appearance of warnings, cautions, and advisories. To comply, aircraft must have integrated alerting systems with complex logic, centralized data busses, sensors, and displays. Alerts for external hazards such as terrain, windshear, and traffic must also be integrated. These regulations continue to be harmonized across regulatory agencies. Guided by standardization, many human factors issues apply, including appropriate sensory modality, task saturation, crew coordination, and basic user-interface principles. Human factors science advises on what to alert, when to alert, where to alert, and how to alert effectively. All these factors are explained here. The relative criticality balanced with urgency leads to the priority of any alert being properly activated, given the current conditions. Even critical alerts are inhibited during high-workload moments in the flight. The flight deck systems must promote accurate flight crew response and immediate feedback when the non-normal condition no longer exists. The ability to reduce distraction by suppressing an alert is also important but must be accompanied by a salient indication that it has been suppressed. Naturally, nuisance occurrences reduce the effectiveness of alerts and must be minimized. Proper alerting requires continual improvement. The human factors work is not complete. Flight data and incident/accident reports are an important source of alerting successes and failures. These data show us that alerts fail to be properly activated, properly responded to, and properly trained. Two areas that show promise in this area are training for response to the startle effect and to loss of control.]]></description>
      <pubDate>Mon, 08 Dec 2025 15:19:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572710</guid>
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    <item>
      <title>Impact of CRM on Trust and Conflict Between Civil Aviation Pilots and Cabin Crew</title>
      <link>https://trid.trb.org/View/2567018</link>
      <description><![CDATA[This study investigates the impact of Crew Resource Management (CRM) training on trust and conflict between civil aviation pilots and cabin crew. The aim is to understand if shared perception of CRM training affects trust enhancement and conflict reduction among these two professional groups. CRM training emphasizes non-technical skills vital for operational efficiency and aviation safety, including leadership, situational awareness, and teamwork. Prior research has established that human factors contribute significantly to aviation accidents, and CRM training targets these by improving communication and collaborative skills among flight teams. The study utilized a survey distributed to civil aviation pilots and cabin crew within several domestic airlines. Respondents rated their perceptions of CRM training and its impact on trust and conflict in their professional interactions. Statistical analyses, including multiple regression, were employed to interpret the survey data, focusing on the mediating effect of age. Findings revealed that positive perceptions of CRM training significantly correlate with increased trust and reduced conflict between pilots and cabin crew. Older participants showed stronger positive correlations, indicating age as a significant moderator in the effectiveness of CRM training. CRM training plays a crucial role in enhancing trust and reducing conflict among aviation professionals, with age significantly influencing these outcomes. Continuous focus on CRM’s role in fostering teamwork can further support safety and operational efficacy in civil aviation.]]></description>
      <pubDate>Mon, 20 Oct 2025 09:36:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567018</guid>
    </item>
    <item>
      <title>Locomotive Team Productivity as a Criterion for Optimal Locomotive Fleet Management</title>
      <link>https://trid.trb.org/View/2407936</link>
      <description><![CDATA[The problem of the transportation process technological regulation within the framework of extraterritorial models for managing locomotive fleets can include solving the complex problem of finding the optimal parameters for controlling the work of locomotive crews serving the train operation of freight traffic within the specific territory boundaries. The purpose of this study was to substantiate the feasibility of including such basic criteria for solving this problem as the average daily productivity of the locomotive fleet, labor productivity indicators of locomotive crews, as well as to develop an approach to modeling the crews’ working time. It is proposed to consider the maximum labor productivity of the locomotive crews’ workers contingent at the specific territory in freight and passenger traffic and the value of their hourly output as one of the criteria for the train operation management quality. It is possible to control the characteristics of the locomotive crews’ labor productivity through the cycle time of their work. It is shown that the choice of a rational cycle time allows the alignment and synchronization of the production operations’ duration for performing gross ton-kilometer work. In this regard, the opportunities for modeling the value of the locomotive crews’ operating time on the basis of the study of factors that have both a random and constant influence on the takt time appear.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407936</guid>
    </item>
    <item>
      <title>Metro crew scheduling with fairness consideration in the fully automated operating environment</title>
      <link>https://trid.trb.org/View/2564187</link>
      <description><![CDATA[The fully automatic operation mode within the metro system is esteemed for its heightened operational efficiency and enhanced environmental sustainability, with trains being fully automated without any on-train staff. However, during the initial stage of implementing fully automatic operations, crew members are still required to perform on-train supervision tasks for certain minimum required time to ensure safety. In this flexible supervision mode, crew members prioritize the equitable distribution of workload throughout the day, leading to the emergence of a new crew scheduling problem with fairness considerations (CSPwFC) under the flexible mode. This poses a challenge, as the solution space has significantly expanded. The authors' work represents an initial effort to tackle this CSPwFC. For this problem, the authors have developed both sequential and integrated modeling and solving frameworks. In the sequential framework, the authors first model and solve the crew scheduling problem (CSP) with the primary objective of minimizing costs. This approach utilizes a path-based model on a customized time-space network, which is solved using a column generation heuristic. Subsequently, the authors design an insertion heuristic to address the secondary objective of ensuring fairness in workload distribution. In the integrated framework, the CSPwFC is formulated as an integer program on the same time-space network and solved using a newly developed branch-and-price algorithm. To validate the effectiveness of the proposed methods, computational experiments were conducted using randomly generated test instances that reflect the characteristics of Hefei Metro Lines 1 and 5. The results demonstrate that the proposed methods can generate high-quality crew schedules.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2564187</guid>
    </item>
    <item>
      <title>Barriers to in-flight communication effectiveness: a qualitative inquiry with pilots in Türkiye</title>
      <link>https://trid.trb.org/View/2540040</link>
      <description><![CDATA[Effective communication is crucial for pilots, ensuring flight safety, teamwork, and informed decision-making. Piloting presents significant challenges due to high stress, rapid decision-making, and extensive training. Clear communication in flight operations reduces errors, enhances crew performance, and improves responses to critical situations. This study explores factors that hinder effective cockpit communication through semi-structured interviews with 14 pilots. Findings reveal key barriers: personal factors (stress, fatigue, emotional regulation), environmental challenges (cockpit noise, adverse weather), language barriers among non-native English speakers, and hierarchical differences limiting open communication. Additionally, perceptual differences in attitudes, values, and non-verbal cues further complicate interactions, affecting situational awareness and flight safety. Addressing these barriers is essential to improving crew resource management (CRM) and operational efficiency. The study emphasises the need for enhanced training and policies to ensure effective pilot communication, contributing to aviation safety.]]></description>
      <pubDate>Wed, 30 Apr 2025 16:58:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2540040</guid>
    </item>
    <item>
      <title>Revisiting the richness of integrated vehicle and crew scheduling</title>
      <link>https://trid.trb.org/View/2483254</link>
      <description><![CDATA[The last decades have seen a considerable move forward regarding integrated vehicle and crew scheduling in various realms (airline industry, public transport). With the continuous improvement of information and communication technology as well as general solvers it has become possible to formulate more and more rich versions of these problems. In public transport, issues like rostering, delay propagation or days-off patterns have become part of these integrated problems. In this paper the authors aim to revisit an earlier formulation incorporating days-off patterns and investigate whether solvability with standard solvers has now become possible and to which extent the incorporation of other aspects can make the problem setting more rich and still keep the possible solvability in mind. This includes especially issues like delay propagation where in public transport delay propagation usually refers to secondary delays following a (primary) disturbance. Moreover, they investigate a robust version to support the claim that added richness is possible. Numerical results are provided to underline the envisaged advances.]]></description>
      <pubDate>Mon, 13 Jan 2025 09:14:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2483254</guid>
    </item>
    <item>
      <title>A decomposition approach to solve the individual railway crew Re-planning problem</title>
      <link>https://trid.trb.org/View/2453658</link>
      <description><![CDATA[Crew re-planning is an important and difficult task in railway crew management. In this paper, the authors establish a path-based model solving the Individual Crew Re-planning Problem (ICRP). The individual indicates that the authors focus the problem on specific (non-anonymous) crew members, considering their roles (leader and cabin crew) and qualifications. This problem is inspired by the crew planning problem faced in Chinese high-speed railway operations. To generate feasible paths, the authors construct a multi-layer time-space connection network and develop a heuristic algorithm. To decrease the complexity and scale of the model, the authors decompose the ICRP into two sub-problems (for leaders and for cabin crew members respectively) which can be solved in sequence. In addition, the authors develop a Lagrangian relaxation (LR) algorithm to get valid paths quickly for both sub-problems. The authors combine the LR algorithm with solving the restricted decomposed models to get a good quality solution for the studied ICRP problem. The authors test their methods on several real-world instances from Chinese high-speed railways. The computational experiments show that the authors' LR algorithm with a decomposition strategy can solve the decomposed models in a relatively short computation time compared to solving the original model directly, while obtaining (near-)optimal solutions for all instances.]]></description>
      <pubDate>Mon, 16 Dec 2024 11:59:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2453658</guid>
    </item>
    <item>
      <title>Low-Carbon Multiobjective Optimization for Repetitive Projects Based on Crew-Based Scheduling Strategy</title>
      <link>https://trid.trb.org/View/2445122</link>
      <description><![CDATA[Repetitive projects represent a significant proportion of the construction industry. Effectively reducing carbon emissions from such projects plays an important role in mitigating climate change. This study employs the Line-of-Balance (LOB) method as a scheduling tool to explore the trade-offs among carbon emissions, duration, and costs in repetitive projects. Initially, this study addresses the limitations of traditional LOB scheduling strategies and proposes a new scheduling strategy from the perspective of crews. Moreover, the “controlled acceleration” routine is extended within the LOB framework. Subsequently, this study elucidates a calculation method for total carbon emissions during the construction phase of repetitive projects and establishes a trade-off model among carbon emissions, duration, and costs based on the proposed strategy. The NSGA-II algorithm was then devised to solve the Pareto set. Finally, the effectiveness of the proposed strategy was validated through a highway project. The research findings demonstrate that adopting the Crew-based Scheduling Strategy significantly reduces project carbon emissions and costs while shortening the duration when compared with traditional strategies. Furthermore, the controlled acceleration routine enhances resource utilization and achieves superior project performance. This study provides robust support for advancing the construction industry toward low-carbon and sustainable development.]]></description>
      <pubDate>Wed, 13 Nov 2024 13:16:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2445122</guid>
    </item>
    <item>
      <title>The Bionic Model of Knowledge Supply Chain of Enterprise Human Resources in Crew-Manning Companies</title>
      <link>https://trid.trb.org/View/2282894</link>
      <description><![CDATA[For enterprise human resources, knowledge is just like trophic substance for human cells. This paper, by imitating the mechanism of trophic substance transporting process in human body, and employing the principal of bionics and the method of analogy, advances a bionic model of knowledge supply chain in an enterprise, and with which, makes a research on knowledge supply chain of enterprise human resource in crew-manning companies, in favor of the human resource development in crew-manning companies.]]></description>
      <pubDate>Thu, 19 Sep 2024 09:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2282894</guid>
    </item>
    <item>
      <title>Weekly scheduling for freight rail engineers &amp; trainmen</title>
      <link>https://trid.trb.org/View/2368243</link>
      <description><![CDATA[Standard practice in the freight rail industry has been used to provide only short-term crew schedules for a day or two at a time. This essentially means that the engineers and other trainmen function on a “just-in-time” basis with as little as two hours notice to report to work. This approach offers the greatest flexibility for management but plays havoc with the work-life balance of the crew. The purpose of this paper is to show that it is possible to construct robust weekly schedules that satisfy the full range of legal regulations and company policies without greatly enlarging the size of the workforce. This is done with a 3-phase algorithm that relies on the logic of column generation and local improvement procedures. Additional features include the option to generate cyclic schedules and a parametric approach to account for random trip times. To demonstrate the effectiveness of the methodology, computational experiments and statistical analysis are conducted using data sets from a Class I railroad. The robustness of the derived schedules is confirmed through simulation with varied parameter settings by comparing each of the baseline schedules produced by the 3-phase algorithm with 100 random instances.]]></description>
      <pubDate>Thu, 16 May 2024 16:37:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2368243</guid>
    </item>
    <item>
      <title>The development of the helicopter non-technical skills (HeliNOTS) behavioural marker systems</title>
      <link>https://trid.trb.org/View/2334559</link>
      <description><![CDATA[Behavioural marker systems (observational frameworks geared towards the assessment of non-technical skills by way of behavioural markers) exist across a variety of high-risk occupations, however, no identifiable system currently exists developed from rotary operative data. In this study, discussion groups (𝘯 = 9) were undertaken with subject matter experts (𝘯 = 20)—including pilots and technical crew operating across search and rescue and offshore transport environments—with the objective of identifying role-specific behavioural markers. Systems were reviewed on an iterative basis by the academic team and received final reviews by additional subject matter experts (𝘯 = 6). Two behavioural marker systems were constructed: HeliNOTS (O) for offshore transport pilots and HeliNOTS (SAR) for search and rescue crews; each with domain-specific behavioural markers. Both represent a significant step towards a nuanced approach to training and assessment of helicopter flight crews’ non-technical skills and are the first publicly available systems tailored to these distinct mission types.Practitioner summary: There is no publicly available behavioural marker system based on data from rotary operatives. Across this study, two prototype systems were developed: HeliNOTS (SAR) for helicopter search and rescue, and HeliNOTS (O) for helicopter offshore transport. Both HeliNOTS systems represent a nuanced approach towards rotary CRM training and assessment.]]></description>
      <pubDate>Thu, 29 Feb 2024 15:54:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2334559</guid>
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