<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>VACUUM FOR THE SECURING OF CARGO</title>
      <link>https://trid.trb.org/View/685761</link>
      <description><![CDATA[The cost of cargo securing on vehicles is relatively high in proportion to total transportation costs, particularly if the distances involved are short. Consequently the methods employed for cargo securing in such transports, usually are those which are easiest to implement and place least demand on equipment and personnel, even if the chosen methods fail to wholly fulfil appropriate regulations. Reliable cargo securing equipment that can be applied and dismounted with a single grip has long been requested, but as yet no cost-effective technical solution has been found. This report describes studies of a new, quick and simple method of cargo securing by use of vacuum. The securing of cargo by use of vacuum has been studied in theoretical calculations as well as in practical tests, based on loads of paper rolls and paper sheets. Tests have been conducted by inclining the load carrying platforms laterally and longitudinally. Thus far the results have been encouraging and indicate that the use of a vacuum is a viable method for securing cargo. (A) The report is available as a PDF file: http://www.tfk.se/publik/2000_3E.pdf.]]></description>
      <pubDate>Tue, 13 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/685761</guid>
    </item>
    <item>
      <title>DETERMINANTS OF CARGO DAMAGE RISK AND SEVERITY: THE CASE OF CONTAINERSHIP ACCIDENTS</title>
      <link>https://trid.trb.org/View/481580</link>
      <description><![CDATA[This study investigates determinants of the risk and the severity of cargo damage of containership accidents, utilizing microdata of individual vessel accidents that occurred in U.S. waters for the time period 1981-1989. The empirical results suggest that this risk and severity (per ship gross ton) are less if the ship is manned by a licensed (versus an unlicensed) operator at the time of the accident, less for larger-sized (versus smaller-sized) ships, and greater for collision and fire/explosion (than for grounding) ship accidents. The severity is also greater for adrift than for docked or moored ships.]]></description>
      <pubDate>Fri, 07 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481580</guid>
    </item>
    <item>
      <title>SHAKE, RATTLE &amp; ROLL</title>
      <link>https://trid.trb.org/View/470799</link>
      <description><![CDATA[Like the weather, everyone talks about the unique environment railroad cargo has to survive in, but, unlike the weather, railroads are doing something about it.  Preventing damage is a never ending battle in which railroads are registering some victories and some setbacks.  One of the most important functions of the Association of American Railroads' Damage Prevention and Loading Services Department is the development and evaluation of freight loading methods.  AAR is taking a closer look at the open-top loads on its vibration test unit at the Transportation Technology Center at Pueblo, CO.  The unit takes a full-size rail car and shakes it to duplicate the motion of a car moving over the road.  AAR has been studying closed cars on the test unit since the early 1980s, but this past year it has expanded working with open-top equipment.  While not suited for all types of commodities and load patterns, testing on the vibration unit will provide answers on some proposals. Recent tests include two flat cars with lumber and one with steel I-beams.  In addition, the vibration unit is being used to evaluate performance of some securement materials such as synthetic strapping used to package lumber and forest products.]]></description>
      <pubDate>Tue, 18 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/470799</guid>
    </item>
    <item>
      <title>ROUGHNESS MODEL DESCRIBING HEARY VEHICLE-PAVEMENT INTERACTION</title>
      <link>https://trid.trb.org/View/452997</link>
      <description><![CDATA[The pavement roughness characteristics that affect interaction between pavement and heavy vehicles are addressed.  A roughness model describing the pavement roughness attributes affecting heavy vehicles is presented.  Dynamic vehicle response data from two sources were analyzed, namely, experimental data obtained with the instrumented vehicle developed by the National Research Council of Canada and simulated data obtained with a quarter-vehicle simulation.  It was found that the vehicle response parameter of interest in this interaction is the sprung mass vehicle acceleration because it relates to both pavement and vehicle damage as well as to ride quality and cargo damage. This was demonstrated by analyzing the transfer functions of both the dynamic axle load and the vertical sprung mass acceleration over a range of pavement roughnesses and vehicle speeds.  The sprung mass vertical acceleration transfer function showed sensitivity to a pavement roughness excitation frequency of 3.5 Hz.  A pavement roughness statistic was proposed that is calculated as follows:  (a) calculate the spectral density of the pavement roughness profile, (b) multiply this spectral density by the square of a transfer function to obtain the spectral density of the vertical sprung mass acceleration of the reference quarter vehicle selected, and (c) calculate the integral of the spectral density of the vertical sprung mass acceleration over the full frequency spectrum and take the square root.  The resulting statistic has units of energy per unit mass per unit length of pavement traveled and represents the energy input from the road to the vehicle and vice versa.]]></description>
      <pubDate>Sat, 28 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452997</guid>
    </item>
    <item>
      <title>VEHICLE/PAVEMENT INTERACTION AT THE PACCAR TEST SITE. FINAL REPORT</title>
      <link>https://trid.trb.org/View/454487</link>
      <description><![CDATA[The condition of the U.S. highway system has been and continues to be a major concern of both the highway and trucking communities.  This is understandable given the fact that in 1990, combination vehicles with five or more axles accounted for 91% of the 18,000 pound equivalent axle loads (ESALs) on rural Interstate highways.  This heavy vehicle traffic and the pavement system it travels on combine to generate a perpetual cycle of pavement deterioration and rehabilitation.  Increasing truck traffic leads to predictable pavement damage that in turn contributes to potentially increasing dynamic loading of the pavement.  This cycle continues until some form of pavement rehabilitation is undertaken.  The trucking community alters the design and operation of their vehicles largely due to economic considerations (profit) but also in response to the ride quality (or lack thereof) of the infrastructure to which they are bound. On the other hand, the pavement community is constantly updating design and construction practice to improve pavement performance.  Unfortunately, both parties develop a form of "technical tunnel vision" and work to resolve some of the same concerns without the benefit of a possible mutual effort.  As such it was recognized that there was a need to improve our mutual understanding of truck pavement interaction.  Often, but not always, a beneficial change in one community (such as smoother pavements) benefits the other (less truck/cargo damage).  This report is part of a multiphased research project entitled "Truck/Pavement Interaction" conducted jointly by the University of Washington, University of California-Berkeley, Washington State Department of Transportation (WSDOT), California Department of Transportation (Caltrans), and PACCAR, Inc.  This is an attempt to promulgate a mutually beneficial dialog between the pavement and trucking communities.  The objective of the research is to investigate how different truck suspensions, tire/axle combinations, tire loads, and tire pressures affect pavement response and conversely how pavement condition affects truck performance and damage.  These objectives will be accomplished by operating instrumented trucks over an instrumented pavement section.]]></description>
      <pubDate>Tue, 09 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454487</guid>
    </item>
    <item>
      <title>A ROUGHNESS MODEL DESCRIBING HEAVY VEHICLE-PAVEMENT INTERACTION. FINAL RESEARCH REPORT</title>
      <link>https://trid.trb.org/View/423098</link>
      <description><![CDATA[This study deals with the pavement roughness characteristics that affect pavement-heavy vehicle interaction.  Dynamic vehicle response data from two sources were analyzed, namely experimental data obtained with the instrumented vehicle developed by the National Research Council of Canada (NRCC) and simulated data obtained with a quarter-vehicle simulation.  It was found that the vehicle response parameter of interest in this interaction is the sprung mass vehicle acceleration because it relates to both pavement/vehicle damage as well as to ride quality/cargo damage.  The sprung mass vertical acceleration transfer function showed a distinct sensitivity to a pavement roughness excitation frequency of 3.5 Hz.  A pavement roughness statistic was proposed based on the vertical sprung acceleration of the sprung mass.  It is calculated by multiplying the spectral density of the roughness profile by the square of a reference transfer function and integrating the result.  This procedure was implemented into a PC-based computer software program called TRRI (Truck Response to Roughness Index).]]></description>
      <pubDate>Thu, 31 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/423098</guid>
    </item>
    <item>
      <title>MARITIME TRANSPORT SERIES, "COMMERCIAL OPERATIONS OF THE MERCHANT FLEET"</title>
      <link>https://trid.trb.org/View/398383</link>
      <description><![CDATA[This document contains two articles. The first discusses the format and content of Soviet standard bills of lading; the second deals with Soviet arbitration practice in cases involving liability for cargo loss or damage.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/398383</guid>
    </item>
    <item>
      <title>MASTER'S ROLE IN COLLECTING EVIDENCE</title>
      <link>https://trid.trb.org/View/396858</link>
      <description><![CDATA[Among maritime solicitors, there is a widely held view that there is a wide gap between what testimony and documentary evidence they require to defend their shipowner clients and what is actually forthcoming from the vessel's master and senior officers. This article is an attempt to stimulate interest in bridging that gap. It touches upon the many types of incidents that can occur, the weight of a master's evidence, the types of evidence that should be collected by the master, and the content of the master's report.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/396858</guid>
    </item>
    <item>
      <title>INDEX</title>
      <link>https://trid.trb.org/View/394481</link>
      <description><![CDATA[Papers in this volume are organized under six broad area headings: Losses of ships and cargoes; Safe ship design and operation; Survival capability; Cargo care; Lashing and security; Hazardous cargoes; and Toward a safer future. For selected individual papers, see AN 6525-A1 through AN 6525-A15.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394481</guid>
    </item>
    <item>
      <title>THROUGH BILLS OF LADING PAY OFF</title>
      <link>https://trid.trb.org/View/401252</link>
      <description><![CDATA[Bills of lading are discussed in relation to the apportionment of liability among carriers in the event of cargo damage during an intermodal movement. The advantages to the shipper of contracting with companies that issue through bills of lading governing all legs of intermodal transportation are explained.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401252</guid>
    </item>
    <item>
      <title>LOSSES OF SHIPS AND CARGOES</title>
      <link>https://trid.trb.org/View/397663</link>
      <description><![CDATA[The problem of ship and cargo losses is discussed from the viewpoint of a marine insurance underwriter. In the author's opinion, damage to cargo is increasing and there seems to be a deterioration in the way cargo is being packaged and handled.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397663</guid>
    </item>
    <item>
      <title>ON THE DAMAGE OF CONTAINER CARGOES AT PORT OF KOBE AND SELECTION OF SHIP ROUTE</title>
      <link>https://trid.trb.org/View/400871</link>
      <description><![CDATA[While the use of containers in shipping has led to a decrease in the incidence of many types of cargo damage, there are a few types of damage that are particular to containerization and whose incidence has increased. To prevent these container-specific damages, their causes and degree must be known. This paper reports on an investigation of the stochastic properties of the damage. The study used about 1,000 reports of the Japan Marine Surveys & Sworn Measures Association, which are summarized. Some interesting conclusions are drawn. Morever, a method for selecting a North Pacific ship route that will prevent the occurrence of sweat damage is discussed as a sample application of study results.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400871</guid>
    </item>
    <item>
      <title>DETERMINATION OF CARGO DAMAGE RISK IN BARGE COLLISIONS USING A GENERALIZED MINORSKY MODEL AND MONTE CARLO METHODS</title>
      <link>https://trid.trb.org/View/391702</link>
      <description><![CDATA[This paper presents, in synoptic form, a portion of a larger study prepared for Sandia National Laboratories that examined the risk factors associated with domestic barge transportation of radioactive material (RAM) as a consequence of barge collisions, rammings and groundings. The portion of that larger study presented concerns only domestic barge collision accidents. The objective was to estimate the conditional probabilities for specified levels of RAM cask damage given a barge collision on a specified classification of domestic navigable waters. The problem was approached using a Monte Carlo computer simulator. This simulator was run using a total of 12,500 random barge collision scenarios. State variable measures of collision damage were subjected to statistical analysis to estimate distributions for demand processes.  These were compared with estimates of RAM cask capability to arrive at final estimates of conditional probabilities for specified levels of RAM cask damage. No attempt is made to correlate cask damage with probabilites for release of cask contents.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391702</guid>
    </item>
    <item>
      <title>A COMMENT ON THE LISBON RULES ON COMPENSATION FOR DAMAGES IN COLLISION CASES</title>
      <link>https://trid.trb.org/View/397090</link>
      <description><![CDATA[A commentary upon the evolution and text of the Lisbon Rules on Compensation for Damages in Collision Cases is presented.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397090</guid>
    </item>
    <item>
      <title>RO-RO SHIPS: HOW MANY ARE SUITABLE?</title>
      <link>https://trid.trb.org/View/397666</link>
      <description><![CDATA[The problem addressed by the author is the unsuitability of some ro/ro vessels for trailer transport. In a survey of a large number of ro/ros, it was found that at least 25 vessels had very short rolling periods and therefore, experienced untenable transverse accelerations when loaded with a cargo of trailers, each weighing 25 tons. Methods for avoiding these problems in future ro/ro vessels and for ameliorating the situation in currently unsuitable ro/ros are discussed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397666</guid>
    </item>
  </channel>
</rss>