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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>Towards Automated Monitoring of Ground Instability Along Pipelines</title>
      <link>https://trid.trb.org/View/870888</link>
      <description><![CDATA[This chapter on automated monitoring of ground instability along pipelines is from the proceedings of an international conference on the terrain and geohazard challenges facing onshore oil and gas pipelines (June 2004, London, United Kingdom).   The authors describe three main concerns that pipeline operators have: third party interference with the pipeline network, ground instability below the pipes due to subsidence or landslip, and leaks that may arise from such phenomena.  They use the European network of 200,000 km of high-pressure pipes as an example and describe the development of an automated monitoring technique to help protect this network for both economic and environmental reasons.  They focus on the need for automated monitoring of ground movements, noting that monitoring for threats from third party interference can be achieved by using target recognition techniques similar to those used in the military.  Topics include the detection of ground instability, subsidence (bulk vertical motions), interferometric mapping, landslides, and topographic differencing.  A test site in the region of Cawood in Yorkshire is used to demonstrate the use of the ground monitoring system for subsidence; a site at Holly Hill, in Kent in the south east of England is used to demonstrate monitoring for landslides.  The authors conclude that their study demonstrates that ground instability can be detected along pipelines from remotely-sensed data and thus it is possible to develop an automated monitoring approach.]]></description>
      <pubDate>Wed, 24 Sep 2008 10:38:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/870888</guid>
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      <title>The Development of an Automatic Method of Safety Monitoring at Pelican Crossings</title>
      <link>https://trid.trb.org/View/760338</link>
      <description><![CDATA[Pelican crossings are signal controlled crossing points where a pedestrian is able, through the use of a button,  to call a red signal to halt the traffic.  Such crossing, commonplace in the United Kingdom, have a good overall safety record.  Still, accidents occur at such crossings, and in the UK there were 1,584 reported pedestrian injury accidents on Pelican crossings in 2002.  This paper reviews and evaluates a method for an automatic monitoring of safety at Pelican crossings.  The study determined that when involved in conflicts at a Pelican crossing, both pedestrians and drivers took evasive action.  It was also shown that it is possible to develop a fully automatic method of safety monitoring at Pelican crossings using standard loop configurations.  Further development of the methods and the models needs to be undertaken, so that they can be used in a more general situation, and as a complement to existing monitoring techniques using accident frequencies.]]></description>
      <pubDate>Wed, 28 Sep 2005 10:15:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/760338</guid>
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      <title>Visual Monitoring of Railroad Grade Crossing</title>
      <link>https://trid.trb.org/View/759124</link>
      <description><![CDATA[According to the Federal Railroad Administration's Railroad Safety Statistics Annual Report '98, there were 75 highway-rail grade crossing incidents in Florida in 1998, resulting in 7 fatalities.  Therefore, it is important to explore the use of innovative technologies for solving the railroad grade crossing safety problem.  The aim of this research project was to develop a video camera based automated surveillance system that can detect moving objects like pedestrians, vehicles, etc.  The system developed is able to detect, track, classify and analyze the movement and location of objects by video.  It can also detect if someone is in a danger zone, trigger an audio alarm, and also relay this information through the wireless data link to log into a remote database where an operator can take appropriate action in near real-time.  The developed computer vision algorithms are able to automatically handle varying lighting, weather, and camera positions at different locations.  The system is delivered in a portable model which is powered through solar panels and has cellular data link capability for data communication.  The data from the system is also transmitted to a remote database which can be published through the Internet.  The performance evaluation of the system has shown very encouraging results with a high detection rate.  The Florida Department of Transportation can benefit from this research project in the areas of security, surveillance, operations, survey and more.]]></description>
      <pubDate>Fri, 12 Aug 2005 15:20:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/759124</guid>
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      <title>MONITORING DURING CONSTRUCTION IN URBAN AREAS</title>
      <link>https://trid.trb.org/View/723678</link>
      <description><![CDATA[Construction as well as deep excavation and tunnelling in urban areas have to be executed with the utmost care to avoid damage to persons and structures.  The monitoring of displacements in the soil and at the adjacent buildings is an important tool for the project engineer to minimise risks and to optimise the constructional measures.  Examples of automatic and visualised monitoring in Zurich and Berlin are reported.]]></description>
      <pubDate>Mon, 09 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/723678</guid>
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      <title>DISPOSITION OF EMPTY VEHICLES IN A PERSONAL RAPID TRANSPORTATION</title>
      <link>https://trid.trb.org/View/21174</link>
      <description><![CDATA[A basic vehicle management function, associated with operation of a Personal Rapid Transit (PRT) System, is that of continually redistributing empty vehicles throughout the system. In this report a procedure for performing this function is developed and evaluated. The procedure, carried out periodically (e.g. every few minutes) consists of three steps: (a) estimation of the surplus or deficit of empty vehicles at each station; (b) allocation of surpluses to deficits; and (c) preparation of a dispatch list for each station, based on the allocations, the list giving the disposition of successive empty vehicles as they become available. Two computer simulations were constructed to evaluate the procedure. Simulation runs demonstrated that the procedure worked well.]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/21174</guid>
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    <item>
      <title>MONITORING TRAIN MOVEMENTS AT PARIS-NORD</title>
      <link>https://trid.trb.org/View/154196</link>
      <description><![CDATA[The automated system described is based on the identification and localization of trains, and it repeats the information, together with the train number, on display panels and geographical screens, while at the same time entering relevant details in the register automatically. The controllers are relieved of most verbal exchanges and telephone messages, and of making entries in the registers; when traffic incidents occur they can more easily reflect on the measures that should be taken so that normal working can be resumed as quickly as possible.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154196</guid>
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      <title>CHICAGO TRANSIT AUTHORITY INSTALLS BUS-MONITOR SYSTEM</title>
      <link>https://trid.trb.org/View/11808</link>
      <description><![CDATA[Chicago Transit Authority has installed an electronic control facility to improve operations of its 500-bus owl fleet running between midnight and 5 A.M.  Known as Monitor-CTA, the facility consists of a computerized vehicle identity system that will monitor bus schedules, a silent radio alarm system that will instantly transmit the location, bus and run number of an operator in need of help, and a two-way radio system that will provide communications between the bus operator and the dispatcher.  At various points between bus routes there are low-powered radio transmitters.  Each is assigned an identification number, which is constantly being transmitted at sufficient power to reach a passing bus.  The bus receives this radio signal and stores the identity number.  Meanwhile, at CTA's headquarters a computer interrogates a different bus every 83.33 milliseconds via a central radio transmitter.  The individual bus receiving its specific interrogation code will respond via its radio with its identity (bus and run number) and location (number of the last wayside low-powered radio transmitter passed) and elasped time since passing that transmitter.  The computer checks the bus message against the schedule.  If out of schedule, a message is printed out on the central dispatcher's CRT display unit.]]></description>
      <pubDate>Sat, 09 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11808</guid>
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