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    <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" />
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    <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>
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    <item>
      <title>STRUCTURAL ICE CONTROL: A REVIEW</title>
      <link>https://trid.trb.org/View/487065</link>
      <description><![CDATA[This paper reviews the state of the art in structural ice control, addressing the ranges as well as the limitations of ice retention methods in use today.  Structural techniques are grouped according to the main purposes of ice formation and breakup ice control.  The objectives and performance of a range of existing ice retention structures are discussed, with special attention given to innovative methods.  Typical hydraulic conditions of application for different types of structures are considered, and possible future directions in structural ice control research and development are discussed.]]></description>
      <pubDate>Sat, 27 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487065</guid>
    </item>
    <item>
      <title>MECHANICAL PROTECTION GUIDELINES</title>
      <link>https://trid.trb.org/View/412504</link>
      <description><![CDATA[This manual provides guidance to Area Committee members on how best to employ mechanical protection methods, such as booms and barriers, when designing workable protection strategies. It gives guidelines for identifying and prioritizing areas with sensitive habitats, fish and wildlife resources, and human-use resources, including sample formats for mapping and describing sensitive areas that optimize maps' operational usefulness. The manual describes the types of shoreline protection measures available to protect sensitive resources, emphasizing the limits and requirements of each protection measure. Guidance is also given for developing site-specific protection strategies, including equipment and logistics needed, operational constraints, and physical conditions at the site. This manual is a planning rather than a response tool.]]></description>
      <pubDate>Tue, 04 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/412504</guid>
    </item>
    <item>
      <title>OHMSETT TEST OF NOFI VEE-SWEEP AND NOFI 600S OILBOOM; FINAL REPT</title>
      <link>https://trid.trb.org/View/411244</link>
      <description><![CDATA[A NOFI Vee-Sweep and a NOFI 600S Oilboom, both manufactured by NOFI TROMSO A/S of Norway, were tested at the Ohmsett test tank in Leonardo, NJ. The V-Shaped Sweep is an oil boom designed for use with a skimmer at the apex of the V-Shaped configuration. Oil is funneled back to the skimmer by the converging sides of the V and concentrated for more efficient skimming. The 60 meter length of the sweep is doubled over to form the V and held in this shape by cross netting at the bottom of the skirt. The bottom netting is claimed to help stabilize the oil in the sweep. The sweep was towed with a 700mm skirt depth and mouth opening of 16 meters. The mouth opening was reduced from the designed 19.8 meters to fit in the tow tank without causing excess blockage. The limiting towing speeds of the sweep were determined with and without oil present, in calm water and in small waves. The sweep's ability to conform to waves was also determined. Towing forces were measured.  Limited data on oil loss rates were obtained. Testing confirmed the manufacturer's claim that the sweep can be towed at 1.0 and 1.4 knots with oil in calm water, based on the first loss of oil. The critical tow speed was found to be 3.4 to 3.6 knots in calm water. Oil booms, Tow tank testing.]]></description>
      <pubDate>Wed, 11 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411244</guid>
    </item>
    <item>
      <title>SUBMARINE DRONE FOR CARRYING A BARREL STAVE-TYPE TRANSDUCER ARRAY; PATENT</title>
      <link>https://trid.trb.org/View/406165</link>
      <description><![CDATA[A submarine drone has special hydrodynamic performance features for operating as a moving underwater platform for underwater transport of a barrel stave type sonar receiving transducer and a pole type sonar transmitting transducer with highly precise vertical alignment. The body of the submarine comprises a generally spherical pressure hull for containing propulsion plant and electronic components. The barrel stave transducer is affixed about the upper half of the pressure hull. An acoustically transparent false walls form a spherical hydrodynamic wall over the pressure vessel and transducer. The false wall also forms a tail cone projecting from the rear side of the submarine. The tail cone contains an annular channel which takes in boundary layer water from the spherical portion of hydrodynamic wall and conducts it back to a pump jet at the extreme rear of the tail cone. A fixed tail boom emerges from the center of the pump jet structure and extends rearwardly. Cruciform control surfaces append from the tail boom. The pole transducer projects from the top of the spherical body and has a freely pivoting fairing made of acoustically transparent material there about.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406165</guid>
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    <item>
      <title>OIL RECOVERY SYSTEMS FOR COAST GUARD COASTAL BUOY TENDERS. VOLUME 1. TECHNICAL REPORT; FINAL REPT</title>
      <link>https://trid.trb.org/View/406170</link>
      <description><![CDATA[Available oil spill recovery systems were investigated for their applicability to be deployed from existing and proposed U.S. Coast Guard buoy tenders. These systems for use in ocean environments and coastal regions, included containment boom and skimming devices. Storage for the recovered fluid and possible separation of oil and water from the recovered fluids were investigated. It was found that the limited low speed maneuvering capability of the buoy tenders restricted the overall efficiency of the recovery process and the selection of the recovery systems. Additionally, the buoy tenders will have to be deployed with a barge or utilize floating dracones for storage as onboard tankage is not available for use. Suggestions for deployment are provided as well as recommendations for further investigations.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406170</guid>
    </item>
    <item>
      <title>LABORATORY MODEL TESTING OF BRIDGE PROTECTIVE SYSTEMS AND DEVICES (FENDERING)</title>
      <link>https://trid.trb.org/View/171550</link>
      <description><![CDATA[This report presents investigations and descriptions of a computer and laboratory model study of bridge protective systems and devices. Eight bridge protective systems were run by computer analysis to ascertain their effectiveness as a protective system. In addition, two bridges: the Benjamin Harrison Bridge and the Berwick Bay Bridge were analyzed by the computer and by hydraulic model testing. Based upon the analysis of these ten bridges and their respective protective systems, design standards and criteria were developed for AREA and AASHTO.  (Author)]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171550</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A HIGH CURRENT OILBOOM/SKIMMER</title>
      <link>https://trid.trb.org/View/162441</link>
      <description><![CDATA[A low drag oil spill recovery device has been developed to retain and recover floating oil slicks in currents up to 3.0 m/sec (6 knots) and low wave conditions typically encountered in small lakes and harbors, smooth flowing streams and other inland waterways. The streamlined oil boom/skimmer utilizes a slightly submerged slotted hydrofoil to skim a thin layer of oil and water into an attached sump where the kinetic energy of the high speed flow is dissipated and the oil and water are separated by gravity. The excess water is discarded and the oil is retained in the sump under conditions similar to a conventional low speed oil boom. The retained oil is recovered as required by a built-in secondary skimmer. Because of the system's simplicity and low drag, it can be deployed as a high speed skimmer supported by a catamaran or as high current boom with several adjacent sections spanning a high current area. The development effort focused on bow, sump and stability control system design and the testing of the complete streamlined oil boom system at OHMSETT. Thruput efficiencies as high as 99+ percent and 87 percent were measured under calm surface conditions at 2.0 and 3.0 m/sec (4 and 6 knots) respectively. Performance degraded in test with waves.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162441</guid>
    </item>
    <item>
      <title>SAINT LAWRENCE RIVER ALL-YEAR NAVIGATION ICE CONTROL SYSTEM</title>
      <link>https://trid.trb.org/View/150937</link>
      <description><![CDATA[The objective of this study was to prepare designs and specifications for an ice control system which would allow all-year navigation in the Brockville to Cardinal section of the international portion of the St. Lawrence River. The study involved operation of a distorted scale (horizontal scale, 1:150; vertical scale, 1:60) hydraulic model of the section of the river extending from Stillwells Point, New York to Red Mills, New York. Three alternative ice control systems were tested under varying river flowrates and stages and under varying ice conditions which included ice cover formation, consolidated ice covers, and spring breakup.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150937</guid>
    </item>
    <item>
      <title>MATHEMATICAL AND PHYSICAL MODEL STUDIES OF THE COPELAND CUT TEST ICE BOOM</title>
      <link>https://trid.trb.org/View/150531</link>
      <description><![CDATA[The objective of this study was to assess the feasibility of predicting, with mathematical and physical models, the behavior of ice booms and their retained ice field in the Saint Lawrence River when these booms are modified to permit transiting by ships. The study reviews available mathematical theories on the subject and applies a finite element method of analysis to predict loads on a prototype test ice boom installed in the Copeland Cut of the St. Lawrence River.  A complete and consistent set of hydro-mechanical scaling laws are developed for undistorted and distorted scale models for ship, ice and ice boom interactions in a river. A set of modeling criteria are also developed and applied to the design of two scale models of the Copeland Cut Test Ice Boom. Results from these two models (one undistorted with a scale of 1:60, and the other distorted with a horizontal scale of 1:60 and vertical scale of 1:24) are compared with prototype data. It is concluded that mathematical theories alone cannot presently predict all information needed in the design of navigable ice control structures but that properly designed physical models should be able to predict almost all of the needed design data.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150531</guid>
    </item>
    <item>
      <title>SAINT LAWRENCE RIVER ICE BOOM MODIFICATION STUDY</title>
      <link>https://trid.trb.org/View/144100</link>
      <description><![CDATA[The objective of this study was to prepare designs and specifications for improvements to existing ice booms in the international portion of the Saint Lawrence River to allow extended season navigation through 31 December of each year. The study involved the construction and operation of a distorted scale (horizontal scale 1:150, vertical scale 1:60) hydraulic model of the section of the river extending from Stillwells Point, New York downstream to Red Mills, New York. The design and construction of the model are described. The model was used to develop and test concepts for improving the booms to permit navigation while maintaining or improving the stability of the ice cover and the hydraulic integrity of the river. These tests involved model ship passages through consolidated and unconsolidated ice conditions with and without simulated high winds. Results from the model were used to design structural components and to assess the impact on levels and flows of the river and Lake Ontario due to ice passing downstream of the booms.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144100</guid>
    </item>
    <item>
      <title>ST. MARYS RIVER ICE BOOMS - DESIGN FORCE ESTIMATE AND FIELD MEASUREMENTS</title>
      <link>https://trid.trb.org/View/49109</link>
      <description><![CDATA[A set of two ice booms with a 250-ft (76-m)-wide navigation opening between them was designed to stabilize the ice cover in the harbor at Sault Ste. Marie, Michigan and Ontario, and to reduce the ice losses associated with winter navigation of ships on the St. Marys River. The forces from natural effects on the ice cover were predicted using existing theory and physical data for the area. The forces in the boom structure resulting from ice cover and boom interaction were estimated. When the ice booms were installed, force measurement systems were put into selected anchor cables. These systems were operated all winter in conjunction with a modest program of supplemental data gathering. The force data exhibited periods when the force distribution was in good agreement with predictions and periods when the effect of the ice on the booms differed substantially from predictions. Sometimes passing ships had a substantial effect on the ice cover and the boom loads, and at other times, the effect was negligible. The direction of travel made little difference on average peak loads. The maximum loads on the booms resulted from natural occurrences.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49109</guid>
    </item>
    <item>
      <title>AN IN-SITU INVESTIGATION OF OIL BARRIER SHAPE AND DRAG COEFFICIENTS</title>
      <link>https://trid.trb.org/View/30032</link>
      <description><![CDATA[In-situ experimentation on a moored 100 foot section of commercially procured oil barrier was carried out. The objectives of this study were three-fold: To study oil barrier shape and tensions as influenced by current and wave action, to analyze data on the barrier shape with existing analyses and to compare results of tension and drag coefficient data with previous investigations. Actual barrier shape, measured by transit, was compared to a theoretical catenary drawn through the barrier end points. Shape, load, current, and wave data were used to calculate various drag coefficients for the boom. Two techniques were used to calculate drag coefficients for the barrier and results of each were compared. The effects of wave action on barrier loading were determined by the analysis of two previous investigators and the results compared. Values of drag coefficient were reduced to a basic drag coefficient, independent of barrier shape configuration as well as wave effects. Results of the investigation showed that the catenary curve is a good approximation to barrier shape.]]></description>
      <pubDate>Wed, 29 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30032</guid>
    </item>
    <item>
      <title>CHEMICAL ADDITIVES FOR IMPROVEMENT OF OIL SPILL CONTROL</title>
      <link>https://trid.trb.org/View/23811</link>
      <description><![CDATA[Chemical additives for improving oil spill control were studied. A state of art report, bibliography and evaluation were prepared. Drum and belt driven oil flow simulation tanks for oil control study were developed. Sixteen oils tested showed initial dropletting and entrainment for oil slicks on water at 0.3 to 0.6 knots, with no correlation between viscosity, density or interfacial tension. Most effective additives were non-toxic oil soluble hydrocarbon polymers, polyethylenes and ethylene-propylene copolymers, useful at low concentrations, raising initial entrainment speeds to 2 knots, short of 10 knot objective. Surface active agents did not inhibit dropletting or promote coalescence of oil or oily drops.]]></description>
      <pubDate>Tue, 10 Jun 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23811</guid>
    </item>
    <item>
      <title>AT-SEA TESTING OF A HIGH SEAS OIL RECOVERY SYSTEM</title>
      <link>https://trid.trb.org/View/23638</link>
      <description><![CDATA[This report summarizes the at-sea tests of the 2000 gpm Ocean Systems, Inc., Weir-Basin Oil Recovery System (ORS) conducted at Port Hueneme, California, and at Point Conception, California. These tests were conducted without oil, with the purpose being to qualify the ORS with respect to strength, stability, operational function, ease of handling, compatibility with the Coast Guard lightweight oil containment barrier, and compatibility with Coast Guard buoy tenders. The tests showed that the 2000 gpm ORS was compatible with the barrier in both of the deployment configurations tested. Conformance to waves was very good, indicating that a high probability of obtaining high oil recovery efficiencies (percent oil in the recovered stream) could be expected. Launch and recovery from a buoy tender were successful, although a shorter length for the ORS was indicated to be desirable. Design modifications to minimize fabric wear and to increase the structural adequacy in certain areas are recommended.]]></description>
      <pubDate>Thu, 29 May 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23638</guid>
    </item>
    <item>
      <title>SURVEY STUDY TO SELECT A LIMITED NUMBER OF HAZARDOUS MATERIALS TO DEFINE AMELIORATION REQUIREMENTS. VOLUME I</title>
      <link>https://trid.trb.org/View/23562</link>
      <description><![CDATA[This study is directed toward the foundation of a planned research and development program which, when initiated on a priority basis, would result in a significantly improved capability to ameliorate spills of hazardous chemicals. Once available, the amelioration equipment would provide the U.S. Coast Guard On-Scene Coordinator with an inventory of response equipment and systems that would permit effective countermeasure action against accidental discharges of hazardous chemicals into waterbodies. The work entailed the categorization of hazardous chemicals according to physical and chemical characteristics that were perceived to be amenable and important to the development of amelioration techniques. A total of 400 hazardous chemicals deemed to encompass most of the more critical chemicals in terms of quantity shipped and the severity of the hazards presented were associated with each of approximately 30 amelioration categories. A representative chemical was then selected for each category with the intent that it would provide the basis for searching for, evaluating, and developing amelioration methods from each category. The representative chemicals were chosen by assessing the chemical and physical behavior of the chemicals, their risk indices, and other practical considerations.]]></description>
      <pubDate>Tue, 22 Apr 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23562</guid>
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