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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>
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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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>HOURS OF SERVICE RULES: WHAT'S DOWN THE ROAD?</title>
      <link>https://trid.trb.org/View/539938</link>
      <description><![CDATA[A 1995 report by the National Transportation Safety Board (NTSB) estimates that 50% of fatalities each year involving truck drivers is partly due to fatigue, making it a bigger problem than either drugs or alcohol.  Fatigue slows reaction times, impairs judgment, and increases the risk of injury to everyone.  Some safety groups say that fatigue-related crashes may be underestimated by two to four times.  The Federal Highway Administration (FHWA) may be about to address the problem by changing the rules that regulate how many hours truckers can drive.  The current hours of service rules say that for every 8 consecutive hours a trucker is off duty, he can drive a maximum of 10 hours.  These hours are more likely to cause fatigue than relieve it, since research shows humans need adequate rest in a 24-hour period versus an 18-hour period.  The FHWA has received several recommendations from the NTSB, along with over 1,600 invited comments.  Another change being considered by the FHWA is to require installation of computerized monitors that automatically record the number of hours truckers drive.  Drivers admit they violate the present hours-of-service rules.  Though there has been no comprehensive study of how often this occurs, the FHWA charges approximately 1,000 companies each year for such transgressions.  Since truckers are usually paid by the mile, the trip, the load, or a percentage of the value of the load, there is a financial incentive to drive as long as possible.]]></description>
      <pubDate>Thu, 29 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539938</guid>
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    <item>
      <title>WEATHER INFORMATION SYSTEM SAVES MONEY AND IMPROVES SERVICE</title>
      <link>https://trid.trb.org/View/476586</link>
      <description><![CDATA[Accurate weather and pavement condition reports are helping to determine the best strategy for keeping roads safe and clear during winter storms in the Kansas City area.  The road weather information system (RWIS) applies technology to decision making.  Specialized equipment and computer programs to monitor air and pavement temperatures and predict whether precipitation will freeze on pavements.  By using portable computers linked by modem to the central computer, maintenance managers can monitor conditions and advise motorists and dispatch crews as required. The benefits of RWIS include safer winter driving conditions, savings on labor and equipment for winter maintenance operations and substantial reductions in chemical usage thereby saving money and wear on bridge decks and equipment.]]></description>
      <pubDate>Thu, 26 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/476586</guid>
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      <title>WEATHER NETWORK COMPUTER TO CONTROL DECK-HEATING SYSTEM</title>
      <link>https://trid.trb.org/View/482098</link>
      <description><![CDATA[The Oklahoma Turnpike Authority is ready to go with a new twist in bridge salt-free deicing technology.  On an upcoming redecking project, the agency will fit an Interstate 44 bridge with a deck-heating system that draws heat from the ground and is controlled automatically by the state weather network.  The idea for ground source heating is not new but what is new is that the technology will be combined with the Oklahoma's weather forecasting system.  Weather data, such as temperature, wind direction and velocity, humidity, will be transmitted to a central computer location.  That data, along with the National Weather Service forecasts, will then be fed to software which will "fire-up" the bridge-heating system when conditions require it.]]></description>
      <pubDate>Wed, 09 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482098</guid>
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    <item>
      <title>POLICE SPEED ON DATA HIGHWAY</title>
      <link>https://trid.trb.org/View/481155</link>
      <description><![CDATA[Computers save officers time and provide quick access to vehicle and criminal records.  From California to North Carolina, automated citation and crash reports are saving time.  At a minimum, officers are spending less time writing reports.  The ultimate goal is for data to flow over radio frequencies or cellular networks from patrol cars into other agency databases. The trip to traffic-safety analysts will take seconds not months.  The technology offers several advantages: it saves police time, makes citations and collision reports more accurate, prevents traffic offenders from slipping through the system and helps police and transportation officials identify problem areas.]]></description>
      <pubDate>Fri, 07 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481155</guid>
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      <title>COMPUTERIZED SIGN INVENTORY FEASIBILITY STUDY</title>
      <link>https://trid.trb.org/View/454724</link>
      <description><![CDATA[The objective of this research was to evaluate Kansas Department of Transportation's (KDOT's) need for a computerized sign inventory of currently installed highway signs.  The following four tasks were considered during the project: 1) needs assessment of computerized sign inventory systems (CSIS); 2) evaluation of existing CSIS; 3) development of a framework for a proposed CSIS for KDOT; and 4) prepare cost estimates.  The study concluded that the need for a CSIS exists, however, no suitable existing CSIS was found.  Agencies are available who have the expertise and are interested in developing a CSIS to meet KDOT's needs.  Cost estimates were not prepared because the software does not exist in the form that can be assigned a cost and most of the hardware already exists within KDOT.]]></description>
      <pubDate>Wed, 10 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454724</guid>
    </item>
    <item>
      <title>NEW INFORMATION SYSTEMS DRIVE MICHIGAN INTO THE 21ST CENTURY</title>
      <link>https://trid.trb.org/View/390471</link>
      <description><![CDATA[This article looks at Michigan DOT's computerized management systems, unveiled in September 1993. Mandated by the ISTEA of 1991, which requires state transportation departments to develop management systems in six areas such as pavement management, traffic congestion, and intermodal transportation, M-DOT added three more systems in the areas of maintenance, construction, and real estate. The systems are: Project Information (PINS); Construction Project Record Keeping System (CPRKS); Road Quality Forecasting System (RQFS); M-DOT Architecture Map (MAP); and Financial Obligation System (FOS). The first three support actual road improvements. The final system improves the ability to obligate financial resources.]]></description>
      <pubDate>Fri, 20 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390471</guid>
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      <title>CHARACTERISTIC OF POSITION DETECTION AND METHOD OF POSITION CORRECTION BY ROTATING AXLE</title>
      <link>https://trid.trb.org/View/389873</link>
      <description><![CDATA[CARAT (Computer And Radio Aided Train ) control system is designed with the major aim of increasing the efficiency of train operation at low cost.  It detects the train position - the basic element of control - utilizing the train itself instead of the traditional track circuit.  There are several methods of position detection available on board the train. At present, CARAT is being developed on the principle of utilizing the method of axle rotation.  This paper describes the train control method utilizing the rotating axle for position detection; summarizes the results of the vehicle tests done to grasp the actual state of vehicle slip and slide which is the inherent weakness of this method relying on the rotating axle; and presents the results of position error correction, based on these vehicle tests, thereby testifying to the possibility of realizing a sufficiently effective train control function.]]></description>
      <pubDate>Thu, 07 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/389873</guid>
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      <title>USING COMPUTER OPEN SYSTEMS CONCEPTS TO IMPLEMENT A HIGHWAY VIDEO MONITORING SYSTEM</title>
      <link>https://trid.trb.org/View/385866</link>
      <description><![CDATA[This paper presents a prototype video system to monitor and manage High Occupancy Vehicle lanes near San Diego, CA. The objective of the study was to develop a system using off the shelf hardware, and to use software and/or compuer systems based on Open Systems concepts (OSF). This paper discusses the overall structure of the video system, and then discusses how various hardware and software modules were selected and integrated into the system. Finally, it discusses how the Open Systems concepts aided and simplified the implementation of the system and the need for standardized interfaces and development methodology.]]></description>
      <pubDate>Fri, 25 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/385866</guid>
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      <title>A REVIEW OF INTERSECTION TRAFFIC SIGNAL TIMING PROGRAMS</title>
      <link>https://trid.trb.org/View/383509</link>
      <description><![CDATA[There are three basic methods of controlling highway traffic at intersections: priority rules, roundabouts and signals.  This paper compares several computer programs which calculate signal timings at isolated intersections.  Before introducing them in an international comparison, the terminology is defined.  This is followed by a list of features which may be desirable in a program and an assessment of the treatment of the features programs.  A numerical example is tried for three of the programs.  In reaching a conclusion on the programs, some improvements which might be considered for them are discussed.]]></description>
      <pubDate>Wed, 10 Nov 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/383509</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A NEW GENERATION OF ELECTRONIC TRIP RECORDER, THE SILENT 2000</title>
      <link>https://trid.trb.org/View/380251</link>
      <description><![CDATA[The Centrodyne on-board computer technology, a vehicle monitoring system, consists of an on-board computer that is mainly an electronic tachograph; a data transfer device that takes the data from the on-board computer to a personal computer (PC); and the TRIP software, used to analyze the data on the PC. This report describes 20 improvements to the three pieces of equipment, including the addition of a log book, interfaces to communicate with instruments using the new SAE protocols J1708 and J1587, the possibility of transferring data between the on-board computer and the PC via cable, and improved performance of the software and added functions.]]></description>
      <pubDate>Wed, 27 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/380251</guid>
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    <item>
      <title>M.V. "ARCTIC" INSTRUMENTATION AND DATA COLLECTION SYSTEM FOR SHIP OPERATIONS IN ICE. SYSTEM OPERATING AND USER'S MANUAL. VOLUME I</title>
      <link>https://trid.trb.org/View/163608</link>
      <description><![CDATA[The report provides a detailed description of an Instrumentation System which was installed in the motor vessel "Arctic" during the period July 1977 to July 1979. This sytem is designed to provide a record of the ship's operational experience when navigating in ice, both in terms of the prevailing environmental conditions and the ship's performance and response.  The system includes an array of strain gauges permanently attached to the ship's hull at the bow and amidships.  Signals in analog form are relayed from these gauges and other special sensors to the CPU, then recorded in digital form on 9 track mag tape for subsequent analysis.  Records of hull strains due to ice impact and frequency of impact, together with ship machinery parameters (such as shaft RPM, fuel rack setting, torque, thrust and propeller pitch) and ship speed, direction and motions are obtained with this system, in automatic, semi-automatic or fully supervised modes.  The report contains complete user information for operating the system and for carrying out routine maintenance of the various elements.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163608</guid>
    </item>
    <item>
      <title>OFFSHORE LNG AND LPG TRANSFER SYSTEM</title>
      <link>https://trid.trb.org/View/160448</link>
      <description><![CDATA[In the future development of offshore gas fields, the problem of transferring the liquefied gas from the platforms to the carriers is of critical importance, both from an economical and from a reliability point of view.  FMC and PMS have designed and developed a unique transfer system based upon the use of the cryogenic Chiksan swivel joints combined with straight pipe lengths within a double diamond shaped articulated loading arm. The main features of the overall system are as follows: - all metal arm composed of rigid pipe sections and swivel joints, - the use of service proven cryogenic swivel joints that include double product seals with means to monitor seal performance, - the use of a computerized sensing and control system allowing continuous monitoring and display of the relative position of the LNG carrier being loaded, - a dry break disconnect system in case of emergency, - a tensioning guidance system for ease of connecting/disconnecting - simplified on site maintenance.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160448</guid>
    </item>
    <item>
      <title>HEAVY WEATHER MONITORING AND GUIDANCE SYSTEM ON THE S.S. LASH ITALIA (SECOND PHASE OF TEST AND EVALUATION)</title>
      <link>https://trid.trb.org/View/156910</link>
      <description><![CDATA[The major emphasis of this program is the test and evaluation of the Heavy Weather Damage Avoidance System (HWDAS) installed on the barge-carrying vessel LASH ITALIA. Phase II is primarily aimed at detailed analysis of software long term system performance evaluation, design review and initial interaction with the user on-board.  The results of Phase II test and evaluation are presented in this report along with recommendations for future work.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156910</guid>
    </item>
    <item>
      <title>COMPUTER "SPLITS" ON TANKER FAILURES</title>
      <link>https://trid.trb.org/View/160028</link>
      <description><![CDATA[Engineers in a ship repair yard in Singapore and a London firm of marine consultants may have an answer to the mystery of why 10 large tankers carrying crude oil have been lost in the past year.  The engineers, during a routine check discovered small cracks in the hull of a very large oil tanker and promptly informed two naval architects working for Fraser & Co.  They recently completed a computer simulation of the way one 10-year old VLCC was loaded with various grades of oil.  They concluded that changes in the way this ship is now used--to carry different densitites of oil rather than just one grade as was the practice 10 years ago--have caused it to be unevenly loaded, seriously weakening its structure.  This conclusion is disturbing for operators and crews of other large tankers built at the same time; the Betelgeuse and the Ocean Concentration (which broke in two in Rotterdam harbour recently) were nearly identical ships of the same age.  The two naval architects, David Jones and David Adam, have made known the results of their study.  The most serious result was that during one "normal" loading of oil the tanker was overstressed along its length by 58 per cent for a short period.  When the loading was complete, the crude instruments built into the ship indicated that everything was back to normal.  No one on the ship--including the chief officer responsible for loading the different grades of oil around the seven main tanks--could possibly have had a precise idea of what was happening to the ship's structure.  One way to prevent the insidious weakening of these older ships, Jones and Adams say, is to equip them with a simple and relatively cheap computer.  The computer could also continuously monitor the position of the loads on board, sounding a warning when overstressing seemed imminent, and providing a "black box" record of every time the ship was loaded.  Such a computer might cost about 13000 pounds sterling.  No further information in article.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160028</guid>
    </item>
    <item>
      <title>COMPUTER ASSISTED MONITORING SYSTEM TO CUT REPAIR COSTS</title>
      <link>https://trid.trb.org/View/159862</link>
      <description><![CDATA[Until recently, the management of container inspection and repair procedures has been based on concepts which were not rigorously scientific and which, above all, rendered the job of verifying damage statistics extremely laborious and insufficiently accurate.  In order to offer container owners a greater degree of control over inspection and repair management, Tecnomar, the Genoa-based consultant, has devised a computer-assisted monitoring system which differs substantially from traditional methods.  The system conceived can be utilised both by leasing companies and shipping lines, as well as other carriers, and by insurance companies.  In this article Captain Sergio M Crovato, president and founder of Tecnomar outlines the system, describes its functioning and highlights some of its advantages for container operators and lessors particularly in the area of cost savings.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159862</guid>
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