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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ia2V5d29yZHMiIHZhbHVlPSImcXVvdDtUcmFmZmljJnF1b3Q7IGFuZCAmcXVvdDtpbnZlc3RpZ2F0aW9uJnF1b3Q7IGFuZCAmcXVvdDtjb250cm9sJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iVHJhZmZpYyBpbnZlc3RpZ2F0aW9uIGFuZCBjb250cm9sIiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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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>Investigation of Low Friction on Asphalt Pavements</title>
      <link>https://trid.trb.org/View/2694540</link>
      <description><![CDATA[This study explores low-friction issues in specific asphalt pavements utilizing dolomite aggregates within an Indiana Department of Transportation district. It examines the frictional characteristics of these aggregates, concentrating on initial friction (PSV0) and long-term friction retention (PSV10). Employing a mix of laboratory tests, field data analysis, and statistical modeling, the research assesses how mechanical, physical, and chemical properties influence the overall friction behavior of dolomite aggregates. The evaluation of Design Mix Formulas (DMFs) revealed no statistically significant effect on pavement friction, with variations more closely tied to aggregate quality and construction practices rather than the mix design itself. Inconsistent friction results were observed in projects using the same DMF, underscoring the importance of aggregate quality. The transition from Superpave4 to Superpave5 showed no correlation with friction outcomes. Chemical property analyses highlighted magnesium (Mg) content as critical in determining initial and retained friction performance, identifying an optimal Mg range of 11.35%-12.63% (MgO: 18.82%-20.94%) for a balance between initial friction and long-term durability. Field samples were compared with laboratory results, indicating that low PSV0, rather than excessive wear, primarily contributed to low friction in certain road sections. Additionally, a moderate correlation (0.51) between friction loss (ΔPSV) and average annual daily traffic (AADT) suggests that high-traffic roads are more prone to polishing effects. The study also assessed the role of secondary aggregates, such as steel slag, in improving friction retention, proposing that blended aggregates may enhance long-term performance. Recommendations include optimal Mg content thresholds, effective aggregate selection strategies, and enhanced quality control and assurance measures during construction. Emphasizing the need for adequate aggregate angularity and the inclusion of steel slag, these findings provide a foundation for future research and policy development aimed at improving long-term pavement friction performance.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694540</guid>
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    <item>
      <title>Multidimensional causation chain analysis of marine oil spill accidents: based on grounded theory and bow-tie model</title>
      <link>https://trid.trb.org/View/2634067</link>
      <description><![CDATA[Offshore oil transportation is the core link of the global energy supply chain, and its safe transportation is very important. Once a maritime traffic accident occurs, a large amount of oil leaks into the sea, which will pose a major threat to the marine ecological environment. Therefore, it is an important starting point for prevention and control work to analyze the disaster path of marine oil spill accidents and propose accurate risk prevention and control and emergency response plans. Based on the detailed investigation report of 27 marine oil spill accidents in the past two decades, this paper innovatively proposes the ' Grounded Theory-Bow tie-C ′ multi-dimensional cause research method of marine oil spill accidents, sorts out the core disaster-causing model of ship oil spill accidents, and constructs a full-chain framework model from accident cause analysis to barrier design. The results show that the causal chain of marine oil spill accidents presents the coupling effect of four dimensions of ' human factors-environment-management-emergency '. Among them, the problem of illegal operation and safety management is the most prominent. The main disaster-causing path is 'dynamic marine environment → man-machine coordination failure → organizational prevention and control system failure → emergency decision response delay → hull structure damage → oil tank leakage '. According to the main accident consequences summarized in the case, a total of 7 human barriers, 13 management barriers, 5 environmental barriers and 14 emergency barriers were designed. Finally, the related barriers are further evaluated by barrier contribution.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2634067</guid>
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    <item>
      <title>Full-scale experimental research on wave shielding effect of RV Gunnerus for offshore operations</title>
      <link>https://trid.trb.org/View/2660833</link>
      <description><![CDATA[The investigation of wave shielding effects holds significant importance for practical offshore operations. Utilizing the calm area on the lee side of the vessel enables operations to enhance safety and efficiency. Optimized vessel heading control reduces the relative motions in crane operations, thereby increasing the operational window. To achieve this, we conducted full-scale field experiment research with the research vessel Gunnerus, delivering more reliable and credible results to bridge the gap from simulations to real-world conditions. A detailed examination of experimental data and analysis reveals that when the ship encounters two short-crested waves with nearly 90° directional difference, the largest crane motion and optimal shelter effects occur when the vessel is beam-on to the stronger wave. Crane motion was more sensitive to wave attack angles than to the amplitude of the shielded wave. Specifically, positioning the vessel between 165° and 180° relative to the stronger wave minimized wave elevation in the sheltered zone and reduced vertical crane movements. Additionally, headings between 90° and 120° created a sufficiently calm area for efficient operations. These insights provide practical implications for optimizing vessel positioning and enhancing operational efficiency in challenging marine environments.]]></description>
      <pubDate>Thu, 23 Apr 2026 09:12:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2660833</guid>
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    <item>
      <title>Oscillation Growth in Mixed Traffic of Human-Driven and Automated Vehicles in Both Experimental Study and Simulation</title>
      <link>https://trid.trb.org/View/2646853</link>
      <description><![CDATA[This paper aims to study how automated vehicles (AVs) impact traffic oscillation growth in a mixed platoon of human-driven vehicles (HVs) and AVs. To this end, we perform an experimental investigation complemented by extended simulation studies. In the experiment, the leading vehicle moves with a constant speed as a moving bottleneck, whereas the following vehicles consist of six programmable AVs implementing a constant-time-gap car-following policy, uniformly distributed among various numbers of HVs. Thus, the market penetration rate (MPR) of AVs decreases as the platoon size increases. The experimental results indicate that at high MPRs, AVs effectively suppress the growth of oscillations. However, the dampening effect diminishes abruptly and almost vanishes as the MPR decreases from 67% to 50%. In contrast, traffic throughput exhibits an approximately linear relationship with MPR. A simulation study is conducted to reproduce these findings. A good agreement with the experimental results validates the simulation study. The simulation study is then extended to a broader range of scenarios, yielding several insights: (i) the position of AVs within mixed platoons has subtle effects on the overall flow rate but significantly impacts oscillation growth, (ii) fine-tuning upper-level control parameters can potentially reduce oscillations while also enhancing throughput, and (iii) the synergy between automated driving and vehicle-to-vehicle communication has the potential to further attenuate traffic oscillations. © © 2025, INFORMS.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646853</guid>
    </item>
    <item>
      <title>Comparative analysis of touchscreen inceptors and traditional sidesticks on flight decks: flight performance, visual behaviours and situation awareness</title>
      <link>https://trid.trb.org/View/2657039</link>
      <description><![CDATA[The concept of touchscreen primary control device is a novel approach of touchcreen implentation. The objective of this study is to investigate differences in flight performance and attention allocation between a touchscreen inceptor and a traditional sidestick. Twenty-one participants flew four simulated instrument landing system (ILS) approaches – with the touchscreen inceptor or traditional sidestick – during flight scenarios where an aircraft attitude disturbance was either present or absent. Results demonstrated that participant performance scores were worse with the touchscreen inceptor compared to the sidestick during attitude disturbance scenarios. Interestingly, participants exhibited reduced attention to external visual cues with the touchscreen inceptor compared to the sidestick. In addition, use of the touchscreen inceptor resulted in lower performance and lower self-reported situation awareness. Overall, the touchscreen inceptor demonstrated poorer performance compared to the traditional sidestick, highlighting limitations in its current design that warrant cautious consideration and further investigation.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657039</guid>
    </item>
    <item>
      <title>Highway Investigation Report: Fatal Crashes Between Vehicles Operating in Hands-Free Partial Automation Mode and Stationary Vehicles in San Antonio, Texas, and Philadelphia, Pennsylvania</title>
      <link>https://trid.trb.org/View/2692370</link>
      <description><![CDATA[This report documents the National Transportation Safety Board (NTSB) investigations into two fatal, rear-end collisions with stationary vehicles at highway speeds. In both crashes, the striking vehicle was a 2022 Ford Mustang Mach-E sport utility vehicle (SUV) operating in hands-free partial driving automation mode, which Ford refers to as BlueCruise. Partial driving automation systems are designed to provide steering and control of acceleration/deceleration, with an understanding that the driver performs the rest of the driving task and is responsible for monitoring the environment, including detecting hazards and automation failures. One of the crashes occurred in San Antonio, Texas, on February 24, 2024, and the other occurred in Philadelphia, Pennsylvania, on March 3, 2024. In the San Antonio crash, the Ford was traveling east in the center lane of Interstate 10 and collided with a stationary 1999 Honda CR-V SUV that was also in the center lane. The Honda driver died and the Ford driver sustained minor injuries. In the Philadelphia crash, the Ford was traveling north in the left lane of Interstate 95 and collided with two stationary vehicles that were also in the left lane, a 2012 Hyundai Elantra and a 2006 Toyota Prius. The impact caused both the Prius and the Elantra to strike a passing Toyota Corolla. The Prius and Elantra drivers died, the Ford driver sustained minor injuries, and the Corolla driver was uninjured. In both the San Antonio and Philadelphia crashes, neither driver-applied nor system-applied braking or steering were recorded in the moments before the crash. Safety issues identified in these investigations include: (1) alcohol-impaired driving; and (2) limitations and insufficient federal oversight of partial driving automation systems, including: (a) lack of federal requirements for data recording and inadequate manufacturer awareness of crash events involving vehicles operating with partial automation, (b) driver monitoring system limitations, (c) deficiencies in Ford’s implementation of its partial vehicle automation system, and overall lack of federal guidelines for partial driving automation system implementation and advanced driver assistance systems integration. The NTSB issues new safety recommendations to the US Department of Transportation (USDOT), the National Highway Traffic Safety Administration (NHTSA), and the Ford Motor Company. The NTSB also reiterates a previously issued safety recommendation to NHTSA and classifies previously issued recommendations to the USDOT, NHTSA, and SAE International.]]></description>
      <pubDate>Tue, 21 Apr 2026 16:23:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692370</guid>
    </item>
    <item>
      <title>Evaluating Traffic Control Strategies for Autonomous Shuttle in Different AV Penetration, Using SUMO Traffic Simulation</title>
      <link>https://trid.trb.org/View/2579218</link>
      <description><![CDATA[The rapid growth of autonomous vehicles (AVs) and traffic strategies promises to transform urban mobility, necessitating a comprehensive investigation of their impacts on traffic. This study assessed the effects of different traffic control strategies on a network with an autonomous vehicles shuttle and varying levels of AV penetration. The simulation of Urban Mobility (SUMO) software was utilized as an open-source and flexible traffic microsimulation, creating a realistic simulation environment. Three traffic control strategies for shuttle movements were examined in a section of Turin, Italy: mixed traffic, dynamic lane, and separated lane strategies within the network. Each strategy was evaluated across five AV penetration levels. The simulation results demonstrated that increasing the AV integration leads to reduced travel times and greater road efficiency. Both the separated lane and dynamic lane strategies improve travel times for the shuttle but have negative effects on other vehicles. However, the dynamic lane offers improvement for the shuttle while causing a lower negative impact on other vehicles compared to the separated lane strategy. Dynamic lanes offer a flexible and effective solution for modern traffic management, helping cities improve their mobility and reduce congestion. The findings highlight the importance of developing various control strategies and AV-compatible infrastructure to achieve traffic efficiency, reduced congestion, and an updated urban mobility framework.]]></description>
      <pubDate>Tue, 31 Mar 2026 16:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579218</guid>
    </item>
    <item>
      <title>Investigating the effects of changing departure times on controlling secondary traffic peaks during the implementation of a congestion charge zone</title>
      <link>https://trid.trb.org/View/2652403</link>
      <description><![CDATA[Transportation demand management policies have the potential to significantly alter individuals’ routine travel behavior. One of the key responses of private car passengers to the implementation of congestion plans is the adjustment of trip departure times. If the management of changing trip departure time shifts is not effective, the emergence of traffic peak periods before and after the plan may exceed current peak traffic levels. A literature review reveals that the investigation of trip departure time adjustments has received limited attention, and behavior regulation strategies to mitigate peak period formation have not been explored. The primary aim of this paper is to develop scenarios integrating transportation demand management strategies to prevent the occurrence of a tipping point. To achieve this, the effects of social and economic factors, travel characteristics, and citizens’ attitudes toward transportation demand management policies on private car passengers’ departure time shifts in the congestion zone have been examined. To estimate the probability of departure time adjustments, 2,256 individuals were interviewed in Shiraz, yielding 13,536 observations through Stated-Preference (SP) analysis. The calibration of the binary logit model has demonstrated that congestion pricing policies, parking fees, reductions in public transportation travel time, and enhancements in bus service quality exert significant influence on departure time modifications. Based on extensive policy considerations, 27 out of the 36 defined scenarios—those generating a peak period outside the congestion plan’s implementation timeframe—have been deemed unsuitable for execution. This paper introduces a novel probability-thresholding framework that operationalizes behavioral model outputs to proactively screen Transport Demand Management (TDM) scenarios for secondary congestion risks — a methodological advancement not previously applied in developing-city contexts.]]></description>
      <pubDate>Thu, 26 Mar 2026 16:59:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652403</guid>
    </item>
    <item>
      <title>Investigation on the Cost-Effectiveness of Speed Bumps</title>
      <link>https://trid.trb.org/View/2669875</link>
      <description><![CDATA[This study evaluates the cost-effectiveness of speed bumps in Sri Lanka by analyzing travel time increment costs, driver discomfort costs, and accident costs before and after installation. It examines two case study locations: a residential area and a mixed residential-commercial area aimed at costs of travel time increment, driver discomfort and accidents. Both sites were selected based on their need for traffic calming. Data collection included speed measurements, accident records, stakeholder interviews, and surveys to assess economic and safety impacts. Findings indicate that speed bumps significantly reduce accident costs, with an 86% decrease in the residential area and a 50% decrease in the mixed-use area. However, minor economic burdens were observed, with travel time cost increments and minimal driver discomfort costs. Overall, the study concludes that speed bumps are cost-effective, as accident cost reductions outweigh the additional expenses.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669875</guid>
    </item>
    <item>
      <title>Understanding incorrect seatbelt usage in Queensland, Australia: A multifaceted investigation drawing from deterrence theory and the theory of planned behaviour</title>
      <link>https://trid.trb.org/View/2674362</link>
      <description><![CDATA[Incorrect seatbelt use is a new and emerging safety concern, largely undetected until the recent introduction of seatbelt cameras. While existing literature has predominantly examined seatbelt “non-use”, this self-report survey explored the psychosocial factors underpinning incorrect use (e.g., improper positioning) and perceptions of the effectiveness of deterrence measures such as fines and demerit points. Because few participants reported engaging in incorrect seatbelt use, the study focused on predictors of future intention, a construct known to precede behavior. Drawing on the Theory of Planned Behavior (TPB) and Deterrence Theory, the study measured attitudes, subjective norms, perceived behavioral control (PBC), behavioral and normative beliefs, and perceptions of punishment severity, swiftness, and certainty. An online self-report survey assessed intention to wear a seatbelt incorrectly across both driver and passenger contexts. Hierarchical regressions showed that the TPB variables significantly predicted intention. For drivers, subjective norms (positive) and PBC control (negative) emerged as significant predictors, whereas for passengers, attitudes and subjective norms (both positive) predicted intention. Deterrence variables did not explain additional variance over and above the TPB constructs. MANOVAs further revealed that high intenders differed significantly from low intenders, endorsing more favorable behavioral beliefs and stronger normative approval than low intenders. No significant differences emerged in control beliefs. Participants also demonstrated limited awareness of actual penalties, and low perceived certainty of punishment, likely reflecting punishment avoidance. Overall, incorrect seatbelt use remains underreported and under-researched. These findings provide initial insight into its psychosocial drivers and can inform the development of targeted road-safety interventions.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674362</guid>
    </item>
    <item>
      <title>A theoretically informed investigation of young drivers' intentions to engage in hand-held phone use for video and text messaging in vehicles with and without ADAS</title>
      <link>https://trid.trb.org/View/2661776</link>
      <description><![CDATA[Smartphones now commonly support video messaging. This study extends upon previous research by assessing young drivers' aged 17–25 years intentions to watch a video message while driving and how this behavior compared to reading a text message while driving. Specifically, this study applied an extended Theory of Planned Behavior (TPB), with additional constructs of moral norms, descriptive norms, and anticipated regret, to examine young drivers' intentions to use a smartphone to perform these two behaviors while driving. Further, the study assessed if self-reported intentions to perform these two behaviors differed when driving a vehicle with and without advanced driver assistance systems (ADAS) in an urban or regional environment. A total of 229 Australian young licensed drivers (M = 19.41 years, SD = 1.91 years, 78% female) completed a 20-min online questionnaire. Twenty-nine percent of participants reported sometimes to very often using a handheld smartphone to read a text message, while 4% of participants reported sometimes to very often using a handheld smartphone to watch a video message while driving. Two hierarchical multiple regressions assessed the extent to which the standard TPB constructs of attitudes, injunctive norms, and perceived behavioral control (PBC; Step 1), and moral norms, descriptive norms, and anticipated regret (Step 2) predicted intentions to use a handheld smartphone to (i) watch video messages and (ii) read text messages while driving. Attitudes, injunctive norms, PBC: efficacy, and moral norms were significant predictors of young drivers' intentions to both use a handheld smartphone to watch a video message and read a text message while driving. For reading a text message, descriptive norms was also a significant predictor of intentions. Paired t-tests showed that participants reported significantly higher intentions to use their smartphone to watch a video message and read a text message while driving when the vehicle featured lane keeping assist, autonomous emergency braking, and adaptive cruise control compared to when in the absence of ADAS. However, mean intentions ratings remained low across all conditions, suggesting that despite this significant result, self-reported intentions to use a smartphone while driving were low. These findings highlight that despite being an illegal behavior, some young drivers still report using a handheld smartphone while driving. Therefore, more research is also required to examine the impact of vehicle technologies on driver distraction, particularly for the younger driving cohort.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661776</guid>
    </item>
    <item>
      <title>Network Construction Cost Comparison of Oklahoma and Surrounding States</title>
      <link>https://trid.trb.org/View/2669628</link>
      <description><![CDATA[Keeping abreast of the primary component costs of new construction and the rehabilitation of current roads and highways is a never-ending challenge for transportation departments, including the Oklahoma Department of Transportation (ODOT). ODOT needs to continually assess such primary component costs to ascertain that the expenditures for road construction in Oklahoma are kept at a "reasonable cost"; one where quality work is performed at a rate that is both affordable and comparable to prices and quality in the surrounding states and region. This requires constant research and investigation of such costs and a comparison of costs in surrounding states. This study looked at databases from the ODOT and DOTs in the surrounding states to develop a standardized list of primary components, comparing similar projects in Oklahoma and the surrounding states. Initially, the objectives of the study were to develop a standardized list of primary components of materials, transportation costs, and start-up costs; compare similar projects in Oklahoma and between states based on traffic load, design, rural/urban areas, and length of projects; and  analyze the effect of other items on costs, quality control/quality assurance specifications, and performance specifications. A research study was conducted among the surrounding DOTs and ODOT for the development of such a database. It was found to be a highly complicated endeavor. Highway construction projects are extremely individualistic, much like an individual's fingerprints. It was a rare occasion where two separate projects contained enough similarities for meaningful comparisons. In the final analysis, the research uncovered the fact that Oklahoma's costs were lower in some areas, higher in others, or comparable. A more detailed, extensive study requiring a much broader time limit recommended.]]></description>
      <pubDate>Sat, 14 Mar 2026 18:19:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669628</guid>
    </item>
    <item>
      <title>Aviation Investigation Report: Midair Collision over the Potomac River PSA Airlines Flight 5342, Mitsubishi Heavy Industries (MHI), RJ Aviation CL-600-2C10 (CRJ700), and US Army Priority Air Transport Flight 25, Sikorsky UH-60L, Washington, DC, January 29, 2025</title>
      <link>https://trid.trb.org/View/2672499</link>
      <description><![CDATA[This report discusses the January 29, 2025, midair collision involving a Sikorsky UH-60L helicopter, operated by the US Army under the callsign PAT25, and a Mitsubishi Heavy Industries RJ Aviation (formerly Bombardier) CL-600-2C10 (CRJ700) airplane, N709PS, operated by PSA Airlines as flight 5342, over the Potomac River in southwest Washington, DC, about 0.5 miles southeast of Ronald Reagan Washington National Airport (DCA), Arlington, Virginia. The 2 pilots, 2 flight attendants, and 60 passengers on board the airplane and all 3 crewmembers on board the helicopter died. Both aircraft were destroyed as a result of the accident. Safety issues discussed in this report include: (1) helicopter route design surrounding DCA; (2) the extensive use of pilot-applied visual separation and the inherent limitations of see-and-avoid, including when using night vision goggles; (3) unclear and inconsistent Federal Aviation Administration (FAA) guidance on helicopter route altitudes and boundaries and operators’ misinterpretation of those altitudes; (4) limitations and gaps in the traffic awareness, alerting, and collision-avoidance technologies available to both aircraft; (5) risks associated with separate helicopter and airplane radio frequencies and blocked transmissions; (6) controller workload, position-combining, and communication practices; (7)  deficiencies in FAA safety culture, facility-level oversight, and post-accident drug- and alcohol-testing procedures; and (8) shortcomings in FAA and US Army safety assurance and risk management processes, including lack of proactive data sharing and safety analysis to identify and mitigate midair collision risk in complex terminal environments. As a result of this investigation, the National Transportation Safety Board makes 33 recommendations to the FAA, 8 recommendations to the US Army, 5 recommendations to the Department of War Policy Board on Federal Aviation, 2 recommendations to the Department of Transportation (DOT), 1 recommendation to the DOT Office of the Inspector General, and 1 recommendation to the RTCA.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672499</guid>
    </item>
    <item>
      <title>On the right track: psychosocial hazards and well-being in freight train driving</title>
      <link>https://trid.trb.org/View/2635966</link>
      <description><![CDATA[An in-depth investigation of the freight train industry from the perspective of understanding their interconnected psychosocial work environment for better work design is crucial yet scarce. In this study, we aimed to investigate and identify the psychosocial work environment of freight train drivers and define the key psychosocial hazards they encounter, impacting their well-being and professional domain. The investigation was conducted on a total of 532 German freight train drivers. Corresponding to the theory of healthy work design, exploratory factor analyses of the Copenhagen Psychosocial Questionnaire identified a three-dimensional factor loading. A random forest model was calculated, showing emotional demands, social relations, commitment, and variables of job control to be key factors in the interwoven psychosocial work environment of freight train drivers. Understanding and building scientific understanding of these predictors would explain the impact of each predictor on the factors contributing to and asserting occupational safety. We discuss our findings considering existing literature and consequences for better work design.]]></description>
      <pubDate>Tue, 24 Feb 2026 15:39:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635966</guid>
    </item>
    <item>
      <title>Evaluation of collision risk in the upstream section of a toll plaza using extreme value theory</title>
      <link>https://trid.trb.org/View/2647808</link>
      <description><![CDATA[A gradual increase in the number of lanes and frequent lane-changing behaviour characterizes the approach of the toll plaza. These characteristics significantly increase the propensity of conflicts and collisions. This study assessed the potential risk of traffic conflicts at the approaching section of the toll plaza during morning rush hour. The study involved collecting traffic data from a toll plaza located on National Highway-44 in Haryana, India, using an Unmanned Aerial Vehicle (UAV). The vehicle trajectory data was retrieved using fully automated image processing software. The collision risk was assessed using Extreme Value Theory (EVT) in combination with Time to Collision (TTC), a Surrogate Safety Measures (SSM) indicator. The investigation revealed that the TTC threshold in this particular section of the toll plaza was 1.25 sec. Moreover, a comprehensive assessment of the relationship between collision risk and various vehicle types demonstrated a negative correlation between the collision risks of vehicles and their size. It was noteworthy that commercial vehicles, including trucks, buses, and light commercial vehicles (LCVs), had a reduced likelihood of being involved in collisions compared to two-wheelers and cars. Similarly, the speed of a vehicle had a positive association with collision risk. Therefore, a vehicle with a higher average speed would have a high risk of collision. The study findings are expected to assist engineers and toll plaza operators in selecting suitable traffic control measures to improve safety at the toll plaza.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647808</guid>
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