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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Assessing Railway Track Embodied Carbon: Life Cycle Inventory Literature Review</title>
      <link>https://trid.trb.org/View/2701139</link>
      <description><![CDATA[Efforts to reduce carbon emissions have intensified across the transportation sector, yet life cycle inventory (LCI) data describing the global warming potential (GWP) of railway infrastructure remain limited in the U.S. context. Existing literature is dominated by non-U.S. studies and often aggregates track infrastructure GWP with other civil structures, limiting transparency and applicability. This study synthesized LCI data from 116 case studies reported across 53 sources and isolated at-grade railway track infrastructure. Foreground and background inventory data were compiled for track components, construction and maintenance equipment, material transportation, and end-of-life (EOL) treatment. Case studies were harmonized to a common track-kilometer-per-year functional unit to enable cross-comparison of track GWP. More than 75% of case studies originate from Europe, with concrete-tie and slab-track systems accounting for 74% of all cases, while wooden-tie tracks are underrepresented (10%). EOL treatment data are reported in only 10 studies, and maintenance-cycles are included in approximately half of the sources. The Ecoinvent database is used in 26 studies, while only four incorporate U.S. LCI datasets. Material-level inventories show substantial variability in GWP factors, particularly for steel (0.4–5.7 kg CO₂e/kg), whereas aggregates exhibit the lowest impacts (∼10 g CO₂e/kg). Fuel emissions from maintenance-of-way equipment and material transportation are regarded minor contributors (2%–10% of track GWP). After normalization, overall track GWP converges to a narrow range (21.6–25.7 t CO₂e/km/year) across track systems, indicating that system boundaries and background data choices influence results more than track type. The review also highlighted a critical need for U.S.-specific LCI datasets and environmental product declarations.]]></description>
      <pubDate>Tue, 12 May 2026 16:57:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701139</guid>
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    <item>
      <title>Logistics Operations Management in the Industry 4.0 Era: A Case Study for Transition of an Automotive Company'S Operations to Fourth-Party Logistics Structure</title>
      <link>https://trid.trb.org/View/2686201</link>
      <description><![CDATA[In recent years, the understanding of minimum inventory and customer satisfaction in the flow of goods and services from manufacturers to end-users is of great importance among the factors that make businesses more interested in outsourcing logistics activities. Additionally, technological transformation and customer requests for complicated technology and services caused the appearance of new circumstances, which is progressively altering the industry. In this regard, choosing, managing and coordinating between multiple vendors become very difficult and time consuming so, companies outsource more functions while supply chain operations getting more complex. Companies generally preferred 3PL providers for their logistics functions in-cluding packaging design and management of company-owned assets. On the other hand, with technological transformation in logistic sector, businesses are looking to outsource 4PL more than ever. 4PL system transitions are difficult processes since it requires comprehensive system integration and should be well understood by the company's supply chain team. Today, although the importance of 4PL systems is more understood and this struc-ture is becoming more widespread, many companies still face similar adaptation problems. From this point of view, it is believed that this study creates important insights into the business world. In this study, the transition process of an automotive company is examined which successfully completed after a 5-month project period. As a detailed case study, the Transportation Management Module (TTM) is selected since the whole transition process was very comprehensive and included many dimensions. Study revealed that adaptation of the new system, developed by the partnership of the automotive company and 4PL company, provided several benefits. In this sense, with the transition of Transportation Management (TM), TTM is reduced by 2 days, almost 10% savings are reported in the whole company and only in the Turkey branch, 243311 € cost saving is achieved in the 1st year. The study proves that focusing on the core business via outsourcing supply chain activities not only increases efficiency in the selected automotive company but also increases supply chain quality as well.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686201</guid>
    </item>
    <item>
      <title>Modelling Solutions for Cost Optimization in Multimodal Transports Considering the Operational Risk Variables</title>
      <link>https://trid.trb.org/View/2686200</link>
      <description><![CDATA[The general risk assessment usually has the potential of setting a viable ground for pursuing a complex mathematical model based on an objective function, defined by several variables and constraints, which can be further applied for the specific analysis of multimodal transport. In order to assess the operational risks in multimodal transports, the authors have formulated an objective function with the aim of minimizes the sum of total cost of transportation on route components depending on the risk variables, respectively for road, maritime and railway subsystems of multimodal transport, in different combinatorial perspectives. The main objective of this study is to provide a method to value the overall risk assessment based on the defined objective function, considering both the variables that may influence the cost effectiveness and the relevant probabilities for each route component of multimodal transport. In this perspective, the authors have sought to provide practical solutions for decision-making process in multimodal routing, to optimize the costs on different routes and to contribute for decision-making process in routing and transports mode selection. The main contribution is residing from the novelty of decision-making process approach, considering the risk variables in different combination, facile to be applied professional in multimodal transportation in routing process, when risks are to be considered as significant for process reliability.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686200</guid>
    </item>
    <item>
      <title>Assessing Sustainability in Bri Railway Projects with a Novel Integrated Fuzzy Methodology</title>
      <link>https://trid.trb.org/View/2686198</link>
      <description><![CDATA[China's Belt and Road Initiative (BRI) and South–South cooperation have received universal concern over sovereignty and debt issue, despite their goal to promote development. In Africa, the rapid expansion of Chinese-funded railway projects has overtaken the development of systematic methods for evaluating sustain­ability, producing a serious gap in decision-making. To address this challenge, this study proposes an integrated methodological approach, i.e., Delphi, PIvot Pairwise RElative Criteria Importance Assessment (PIPRECIA), Loga­rithmic Percentage Change-Driven Objective Weighting (LOPCOW), and Evaluation Based on Distance from Av­erage Solution (EDAS) methods within the p, q Rung Orthopair Fuzzy Sets (p, q ROFSs) to assess sustainability performance under high uncertainty. The findings indicate that trade facilitation, job creation, debt sustainability, accessibility and connectivity, and safety and security are the most significant criteria for sustainability. Among the projects assessed, the Nairobi – Mombasa Standard Gauge Railway (SGR) project exhibits greatest sustain­ability performance, followed by the Addis Ababa – Djibouti railway while others indicated weakened outcomes because of restricted freight integration. These findings recommend that future projects should prioritize power­ful trade and freight connections, guarantee employment creation and skills transfer, and implementing financ­ing models that safeguard debt sustainability. In doing so, policymakers, managers, and planners can reinforce regional integration, improve the long-term socio-economic advantages, and obtain the operational and financial viability of extensive railway investments in Africa.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686198</guid>
    </item>
    <item>
      <title>Multi-Bus-Line Joint Operation Strategy of Optimizing Bus Speed and Intersection Signal Priority to Minimize Passengers Waiting Time</title>
      <link>https://trid.trb.org/View/2686199</link>
      <description><![CDATA[The rapid increase in the number of vehicles reduces the efficiency of transportation networks in modern big cities. Thus, minimizing passengers waiting time by bus has become an inevitable approach. Through intelligent bus systems and Dedicated Bus Lanes (DBLs), jointly optimizing bus speed and intersection signal priority has become a feasible research objective for multi-bus-lines. Moreover, the length of Beijing (China) DBLs will be 1020 km in 2022. Considering the requirements of the Beijing Bus Group, a problem model is formulated, including multi-bus-lines, time-varying passenger flow, bus-speed-control only on DBLs, and intersection signal control. In this study, the real-time framework of the multi-bus-line joint operation strategy with the Transformable Salp Swarm Algorithm (TSSA) is proposed. Moreover, the small optimization interval effectively reduces the impact of bus-speed-control inaccuracy and the errors between the joint optimization scheme and actual operation states. In the real-time framework, only the speed of the bus traveling on DBLs could be guided in the form of real-number speed, and this bus-speed scheme is safe. Additionally, the strategy could compensate for the travel time in the non-priority direction after buses pass through intersections, and this is effective to avoid traffic congestion. As the online optimization algorithm, TSSA simulates the grouping activity of salp swarms. Based on actual data from Beijing Bus Group, 6 test problems are constructed, and the joint operation strategy outperforms others.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686199</guid>
    </item>
    <item>
      <title>Extended Security Control and Delay Propagation in Air Cargo Transport Operations: Implications for Supply Chain Continuity</title>
      <link>https://trid.trb.org/View/2686204</link>
      <description><![CDATA[Prior research on security controls in air cargo terminals has primarily focused on protecting passengers, crews, and airport infrastructure, while largely overlooking the maintenance of supply chain continuity. The present study addresses this gap by analysing how the configuration, spatial placement, and scheduling of screening procedures affect the stability of cargo flows, as well as the incidence and propagation of delays in air freight operations. Evidence was collected at 2 terminals – a regional facility in southern Poland and a large international terminal in southern Europe, which enabled a comparative assessment that accounts for organisational and structural differences. The analysis mapped screening procedures onto the operational timeline of cargo-handling. Standard screening consisted of radiographic inspection of palletised consignments using an X-ray system. A negative result triggered an extended screening path comprising, in sequence, canine inspection, chemical screening using reactive swabs, and manual inspection of the load unit after opening by a qualified specialist. The total delay was computed as the sum of the times associated with the additional screening steps and the waiting time for the substitute uplift. Findings for 2022–2024 indicate pronounced differences between terminals in both the scale and effectiveness of controls. At the regional terminal, 3…6% of shipments were rout-ed to extended screening, the average duration of additional actions was 1…2 h, and the final delay was 14…20 h. At the international terminal, the corresponding values were 12…15%, 5…7 h, and 84…95 h. The most significant delays were generated by procedures requiring external specialists, such as crate-opening technicians, and by the organisation of replacement transport. Where specialist support was provided periodically, the waiting time for inspection could reach up to 7 days, whereas smaller facilities operated with near-immediate response times. Based on these results, several operational improvements are indicated. Recommended actions include maintaining specialists on-call, issuing immediate notifications of adverse X-ray outcomes to planning teams, and selectively automating repetitive steps. Implementing these measures is expected to reduce inspection-related delays, improve on-time delivery performance, and enhance the resilience of air cargo supply chains.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686204</guid>
    </item>
    <item>
      <title>Location of Urban Logistics Distribution Centers Considering Cargo Transportation Services of a Public Transportation System</title>
      <link>https://trid.trb.org/View/2686203</link>
      <description><![CDATA[Urban logistics distribution accounts for a large proportion of CO₂ emissions generated by urban transportation. Reducing CO₂ emissions in the process of logistics distribution is one of the urgent urban problems to be solved. This article investigates the location of urban logistics distribution centers considering cargo transportation services of a public transportation system. Considering one or several bus lines for representing a public transportation system, several collaborative distribution scenarios are studied, and 2 mixed integer linear programming models are established to explore the impact of the public transportation system on the location of distribution centers in urban logistics. Numerical experiments show the influence of different bus lines on the location of distribution centers, collaborative distribution and truck carbon emissions in Dalian (China). In any case, the possibility of establishing distribution centers in blocks 5 and 42 of Dalian is very high. When bus lines are used, the highest bus line utilization can reach 47.83%, and the CO₂ emission can be reduced by up to 36.3%. In terms of different bus lines, line 2002 is more suitable to participate in the collaborative distribution in Dalian compared with other bus lines.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686203</guid>
    </item>
    <item>
      <title>Stable Hierarchy, Dynamic Composition: Sectoral Evolution in Hong Kong Shipping Hub from an Ecosystem Perspective</title>
      <link>https://trid.trb.org/View/2694885</link>
      <description><![CDATA[With global shipping becoming increasingly complex, port-centric approaches are no longer sufficient to explain how modern shipping hubs evolve. This study pioneers a quantitative ecosystem-level analysis of shipping hubs, providing strategic insights amid market transformations. Based on intersectoral interdependencies, this study innovatively integrates the ecological Lotka-Volterra model with complex network analysis to capture sectoral impacts, connectivity, and resource transmission capabilities over time, thereby revealing sectoral evolution of shipping hubs. Using Hong Kong (2001–2023) as a case study, this study examines the shifting roles and interactions across eleven core sectors. Findings challenge conventional views: Hong Kong’s container terminal serves more as a stabilizing anchor than an active engine, while sea shipping, though vital for revenue and resource flow, has limited sectoral impact. Conversely, cargo forwarding generates greater industry-driven impact by leveraging digital convenience to expand clients’ geographic reach and reconfigure cargo information flows across air-sea and mainland interfaces. Interestingly, even modest-scale sectors (e.g., shipping insurance) can exert influence comparable to that of larger sectors, particularly during financial crises. Results suggest that enhanced integration of port and shipping services, facilitated by growing cargo forwarding and sea shipping connectivity, could transform ports’ limited reach into broader growth opportunities, revitalizing the Hong Kong shipping ecosystem. This study advances knowledge of shipping ecosystems through empirical evidence and a replicable methodology, informing policy and industry decision-making.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694885</guid>
    </item>
    <item>
      <title>Breaking connectivity barriers: Does China’s Belt and Road Initiative affect global logistics performance?</title>
      <link>https://trid.trb.org/View/2698805</link>
      <description><![CDATA[We investigate whether China’s Belt and Road Initiative (BRI) improves global logistics performance by analyzing its impact on the World Bank’s Logistics Performance Index (LPI) and its components. Exploiting variation in the timing of BRI adoption across 105 countries from 2013 to 2023, we implement a staggered difference-in-differences framework. We find that BRI participation leads to improvement in logistics infrastructure, but does not translate into gains in other logistics dimensions, including customs efficiency, tracking capabilities, quality of logistics services or delivery timeliness. The results are robust to extensive robustness checks. Consistent with these results, LPI improvements are associated with substantial increases in container port traffic and liner shipping connectivity, while governance indicators show no significant changes over the same period. Heterogeneity analysis reveals larger benefits for early adopters and middle-income countries. Our findings inform policymakers that large-scale infrastructure investments should be accompanied by institutional and technological reforms to extend infrastructure gains into broader logistics performance.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698805</guid>
    </item>
    <item>
      <title>A Novel MDP Decomposition Framework for Scalable UAV Mission Planning in Complex and Uncertain Environments</title>
      <link>https://trid.trb.org/View/2698630</link>
      <description><![CDATA[This paper presents a scalable and fault-tolerant framework for unmanned aerial vehicle (UAV) mission management in complex and uncertain environments. The proposed approach addresses the computational bottleneck inherent in solving large-scale Markov Decision Processes (MDPs) by introducing a two-stage decomposition strategy. In the first stage, a factor-based algorithm partitions the global MDP into smaller, goal-specific sub-MDPs by leveraging domain-specific features such as goal priority, fault states, spatial layout, and energy constraints. In the second stage, a priority-based recombination algorithm solves each sub-MDP independently and integrates the results into a unified global policy using a meta-policy for conflict resolution. Importantly, we present a theoretical analysis showing that, under mild probabilistic independence assumptions, the combined policy is provably equivalent to the optimal global MDP policy. Our work advances artificial intelligence (AI) decision scalability by decomposing large MDPs into tractable subproblems with provable global equivalence. The proposed decomposition framework enhances the scalability of Markov Decision Processes, a cornerstone of sequential decision-making in artificial intelligence, enabling real-time policy updates for complex mission environments. Extensive simulations validate the effectiveness of our method, demonstrating orders-of-magnitude reduction in computation time without sacrificing mission reliability or policy optimality. The proposed framework establishes a practical and robust foundation for scalable decision-making in real-time UAV mission execution.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698630</guid>
    </item>
    <item>
      <title>Joint decision-making and subsidy design for vehicle-to-grid: Facility scale and discharge pricing</title>
      <link>https://trid.trb.org/View/2697103</link>
      <description><![CDATA[Vehicle-to-grid (V2G) enables bidirectional charging and discharging, offering flexible power dispatching to reduce peak load pressure on the power system, providing economic benefits to users, and generating social advantages. Nevertheless, the extensive implementation of V2G faces numerous practical challenges, primarily stemming from the inadequate development of V2G facility scale and the lack of pricing incentives for the discharge market. Consequently, the design of effective subsidy policies to promote V2G has emerged as a critical issue requiring urgent attention. This study constructs a Stackelberg game model to analyze the joint decision-making of discharge pricing and the V2G facility scale under three scenarios of no subsidy, facility subsidy, and discharge price subsidy. The research results indicate that: (1) With the increase in government subsidies, the discharge price decreases; however, as the opportunity cost rises, the discharge price increases. (2) The gap in optimal facility scale under different subsidy policies narrows with the rise of V2G station cost, while the gap in optimal discharge price shows a U shape. (3) Facility subsidy promotes V2G station expansion, while the effect of discharge price subsidy on EV owners is limited by a threshold. (4) Facility subsidy is more effective in areas with low travel frequency but discharge price subsidy proves most effective in high travel frequency area. (5) By extending the analysis to a competitive market, we reveal that competition reduces per-firm infrastructure incentives and lowers optimal subsidy intensity, potentially leading to underinvestment during early development stages. Under such conditions, facility subsidy provides a more stable instrument for sustaining coordinated V2G expansion. This study contributes to a more systematic understanding of subsidy design in emerging energy markets and provides evidence-based guidance for policymakers and industry stakeholders.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697103</guid>
    </item>
    <item>
      <title>Location-routing problem for robot deliveries with customer choices and hybrid facilities</title>
      <link>https://trid.trb.org/View/2697109</link>
      <description><![CDATA[To model an innovative last-mile delivery system, we study a location-routing problem for robot deliveries with customer choices and hybrid facilities (LRP-RD-CC-HF). This system integrates two types of facilities with partial functional overlap for delivery services, namely, unattended parcel lockers and multi-functional delivery stations. Customer preferences are characterized by their service choices: home delivery within specific time windows, package pickup at designated facilities, or a flexible option that allows for either. We develop a modified variable neighborhood search heuristic for the LRP-RD-CC-HF based on problem-specific operators and several key search features. We evaluate our methodology both on LRP (Location-Routing Problem) and LoRP (Location or Routing Problem) benchmark instances. Results demonstrate that our algorithm is competitive against nine state-of-the-art algorithms on LRP benchmarks and outperforms the branch-and-price and adaptive large neighborhood search methods on LoRP benchmarks. We further validate the effectiveness of the proposed algorithm components using real-life delivery context instances. An extensive computational study also indicates the effectiveness of combining hybrid facilities. Finally, several valuable managerial insights are obtained for advancing the last-mile delivery system.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697109</guid>
    </item>
    <item>
      <title>LNG multimodal transport resilience assessment from Russia to mainland China: Resilience measure with an international LNG transport connectivity</title>
      <link>https://trid.trb.org/View/2697043</link>
      <description><![CDATA[LNG is a vital green fuel for replacing traditional fossil fuels in a green economy. This study assesses the resilience of LNG multimodal transport across two main modes: international pipeline and maritime shipping, using a new international LNG transport connectivity (ILTC) index. To do this, we first propose monetary- and time-based international LNG transport connectivity (ILTC) through the two main modes of LNG transport: international pipeline and maritime shipping. Next, we analyze the path-choice behavior of LNG shippers using the nested logit model and provide measures of both monetary- and time-based ILTCs based on monetary and time costs throughout the entire LNG multimodal transport process via pipeline and shipping. Finally, using empirical data on LNG transport from Russia to China's Yangtze River Delta (YRD) region, we analyze the resilience of international LNG multimodal transport and identify key factors influencing it. The results suggest that LNG multimodal transport resilience via maritime shipping is generally higher than that via pipeline transportation from Russia to China's YRD region, as measured by monetary-based ILTC. When resilience is measured by time-based ILTC, resilience via international pipeline exceeds that via maritime shipping from Russia to China. However, pipeline transport does not show a significant resilience advantage. The results on the spatial distribution of ILTCs to different destination cities imply that the multimodal transport resilience of these cities via pipeline transportation is mainly determined by international long-haul pipeline transportation, as measured by monetary-based ILTC. Furthermore, the analysis of LNG shippers' preferred transport mode indicated that international pipeline transportation is the primary choice for most LNG importers in the YRD region. Based on these findings, we propose policy recommendations to enhance the resilience of LNG multimodal transport. Our study provides theoretical support for advancing research on transport resilience and connectivity and offers guidance to decision-makers on developing policies that support the sustainable growth of LNG transport.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697043</guid>
    </item>
    <item>
      <title>Examining inland river port-city interactive development from a value-added perspective: A system dynamics approach</title>
      <link>https://trid.trb.org/View/2697026</link>
      <description><![CDATA[Effective port-city interactions have become a critical focus for promoting the continued development of port cities. To address this issue, this study adopts a value-added perspective to examine these interactions, overcoming traditional port throughput metric limitations in capturing the actual economic contribution of the port. Using a system dynamics approach to analyze Huai'an Port, an inland river hub port, the main results are as follows. First, the growth of the tertiary industry enhances inter-regional freight transport, moderately increases port throughput, and boosts port value-added. Second, increasing the share of waterway cargo freight volume significantly boosts cargo throughput and contributes to a certain degree of growth in port value-added, thereby supporting urban economic development. Third, while increased investment in water transport improves port capacity and throughput, its contribution to port value-added remains limited. Finally, among port-related industries, an increase in employment in the port derivative service industry has the most substantial impact on enhancing port value-added. These results highlight the necessity to prioritize industrial transformation and upgrading, enhance the planning and development of the inland river network, optimize port resource utilization, and improve inland river shipping services.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697026</guid>
    </item>
    <item>
      <title>Energy-Aware Joint Task Assignment and 3D Path Planning for Cooperative Multi-UAV Networks</title>
      <link>https://trid.trb.org/View/2696992</link>
      <description><![CDATA[Unmanned Aerial Vehicle (UAV) networks have emerged as a pivotal solution for mobile sensing tasks in complex civilian and military environments. Compared with single-UAV systems, multi-UAV collaboration offers significant advantages, including superior robustness against single-point failures and enhanced efficiency in multi-target sensing. However, coordinating such networks in 3D environments with known threats presents significant challenges, particularly due to the complex coupling between high-level task allocation and low-level trajectory planning. To address these challenges, we propose a hierarchical collaborative optimization framework that effectively decouples the spatio-temporal constraints into two interlinked layers. First, we introduce an extended Hungarian algorithm tailored for asymmetric costs to ensure global optimality in task allocation. Second, we develop a novel bio-inspired Self-Evolved Artificial Bee Colony (SE-ABC) algorithm to generate safe, energy-efficient 3D trajectories dynamically. In contrast to many recent hybrid or learning-based planners that typically rely on offline training and extensive parameter tuning, SE-ABC offers a training-free and lightweight evolutionary search with self-adaptive operators, enabling online trajectory refinement under coupled energy–threat costs while remaining easy to implement and interpret. We validated the proposed framework using a DJI Phantom 3 quadcopter prototype and extensive simulations. Experimental results demonstrate that our approach significantly outperforms existing benchmarks, such as Particle Swarm Optimization (PSO), Genetic Algorithm (GA), and the standard Artificial Bee Colony (ABC). On average, the proposed method reduces the total mission cost by 15% (accounting for safety), shortens path length by 23%, and decreases task completion time by 25%.]]></description>
      <pubDate>Mon, 11 May 2026 17:11:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696992</guid>
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