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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Cabin Temperature (Sec 323)</title>
      <link>https://rip.trb.org/View/2582996</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) needs to assess the impacts of unusually high and low aircraft cabin air temperatures, and related ambient conditions such as humidity levels, on the health and safety of the passengers and cabin crew of commercial airlines. This study was directed in Section 323 of the 2024 FAA Reauthorization Act, with the study commencing not later than 120 days after the date of enactment of the Act. SEC. 323. STUDY ON IMPACTS OF TEMPERATURE IN AIRCRAFT CABINS. (a) STUDY.— (1) IN GENERAL.—Not later than 2 years after the date of enactment of this Act, the Secretary shall seek to enter into appropriate arrangements with the National Academies of Sciences, Engineering, and Medicine under which the National Academies shall conduct a 1-year study on the health and safety impacts of unsafe cabin temperature with respect to passengers and crewmembers during each season in which the study is conducted. (2) CONSIDERATIONS.—In conducting the study required under paragraph (1), the National Academies shall review existing standards produced by recognized industry organizations on safe air temperatures and humidity levels in enclosed environments, including onboard aircraft, and evaluate the validity of such standards as it relates to aircraft cabin temperatures. (3) CONSULTATION.—In conducting the study required under paragraph (1), the National Academies shall consult with the Civil Aerospace Medical Institute of the FAA, air carriers operating under part 121 of title 14, Code of Federal Regulations, relevant Federal agencies, and any applicable aviation labor organizations. (b) REPORTS.— (1) REPORT TO SECRETARY.—Not later than 180 days after the date on which the study under subsection (a) is completed, the National Academies shall submit to the Secretary a report on the results of such study, including any recommendations determined appropriate by the National Academies. (2) REPORT TO CONGRESS.—Not later than 60 days after the date on which the National Academies submits the report under paragraph (1), the Secretary shall submit to the appropriate committees of Congress a report describing the results of the study required under subsection (a), including any recommendations for further action determined appropriate by the Secretary. ]]></description>
      <pubDate>Tue, 05 Aug 2025 18:03:56 GMT</pubDate>
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      <title>Using Automated Low-Cost Track Monitoring Technologies for Rail Thermal Buckling Prevention</title>
      <link>https://rip.trb.org/View/2445325</link>
      <description><![CDATA[Safety is the principal concern of the railway industry, and track alignment irregularities pose risks to the safe operation of trains. According to the Federal Railroad Administration (FRA) accident database, "Track alignment irregular (buckled/sun kink)" is the most severe accident cause. include improving rail safety by developing accurate rail neutral temperature (RNT) measurement technology. The proposed research will contribute to further improvement and verification of the machine learning (ML)-RNT predictive tool, which can support nondestructive and non-disrupting RNT measurement without the need for baseline measurement. The proposed long-term data collection system and machine learning models will contribute to stress-sensitive information extraction and a better understanding of wave propagation in rails.]]></description>
      <pubDate>Sun, 27 Oct 2024 13:24:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2445325</guid>
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      <title>Automated Construction Quality Monitoring and Inspection Protocols using Uncrewed Aerial Vehicles
</title>
      <link>https://rip.trb.org/View/2363911</link>
      <description><![CDATA[Achieving in-place density of asphalt pavements is among the key indicators of construction quality, durability, and long-term performance. Therefore, quality assurance protocols used by many different agencies include in-place density as one of the key acceptance criteria. Mat temperature and its uniformity are accepted as one of the key factors contributing to achieving in-place density. Differential thermal readings, also known as thermal segregation, and lack of uniformity in the mat temperature were identified as one of the key factors hindering target densities uniformly and affecting construction quality. With the increase in the availability of sensor technology, monitoring mat temperature and identifying thermal segregation have been made possible using thermal infrared cameras. In this study, development of an automated thermal performance monitoring protocol with use of uncrewed aerial vehicle (UAV) equipped with a thermal camera is proposed. The developed protocol with the use of UAVs provides a ubiquitous platform that can be used as an aid to be monitoring mat temperatures over wide paving areas and identifying various temperature non-uniformity patterns such as thermally segregated areas.]]></description>
      <pubDate>Fri, 05 Apr 2024 12:08:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2363911</guid>
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    <item>
      <title>Research for AASHTO Standing Committee on Highways. Task 427. Developing a Recommended AASHTO Standard Practice for Selection of Temperature-Measuring Devices</title>
      <link>https://rip.trb.org/View/1628589</link>
      <description><![CDATA[Many AASHTO standard methods of test require the measurement of temperature. Some of these methods have specified a means for temperature measurement depending upon the application. Liquid-in-glass thermometers as specified by ASTM E1, Standard Specification for ASTM Liquid-in-Glass Thermometers, has often been specified and used by testing laboratories. Generally, these liquid-in-glass thermometers use mercury or a mixture of mercury and thallium, or dyed ethyl alcohol for measurements at extremely low temperatures. Mercury and thallium are considered materials hazardous to human health and the environment; their use in such applications is of concern. There are alternatives to liquid-in-glass thermometers that provide different levels of accuracy, precision, response time, ease of calibration, and practicality of use. Among potential alternatives are platinum resistance thermometers, thermistors, thermocouple devices, and infrared (non-contact) thermometers. There was a need to identify such alternatives and evaluate their appropriateness for use in AASHTO standard methods of test that require the measurement of temperature, and to develop a recommended AASHTO standard practice for the selection of temperature-measuring devices. Such a standard practice will help test laboratories identify and use temperature-measuring devices that are well suited for the test and pose no potential health hazard.
The objective of this research was to develop a recommended AASHTO Standard Practice for Selection of Temperature Measuring Devices. These devices are intended for use, in lieu of liquid-in-glass thermometers, in conducting tests on transportation materials in accordance with AASHTO standard methods of test.]]></description>
      <pubDate>Fri, 07 Jun 2019 13:10:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/1628589</guid>
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      <title>Rail Neutral Temperature Monitoring for Rail Transit</title>
      <link>https://rip.trb.org/View/1352303</link>
      <description><![CDATA[The project will further develop and test unique Intelligent Rail Integrity System (IRIS) to determine the conditions leading to changes in Rail Neutral Monitoring Temperature (RNT), and provide the means to continuously monitor RNT in critical curve and abutment locations, to measure this effect, and communicate the condition to an IRIS website for remote access. This program will result in safer rail transit operations by more definitive continuous reporting of rail conditions and allow for verification of field welds, distressing curves, and any rail cuts. Continuous welded rail at curves and at abutments experience changes in rail neutral temperature (RNT) over time as stiff supports inhibit redistribution and equalization of longitudinal rail force. Significant changes in neutral temperature contribute to rail buckling and derailments. The Maryland Transit Administration (MTA) will be participating with staff, equipment and facility for testing on their transit facilities. The project will be performed in the following two contingent stages. Stage I- Program Initiation and Stage II- System Implementation.]]></description>
      <pubDate>Thu, 30 Apr 2015 01:00:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/1352303</guid>
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