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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Electronic Security Screening: Its Origin with Aviation Security 1968-1973</title>
      <link>https://trid.trb.org/View/1090417</link>
      <description><![CDATA[Electronic Security Screening (ESS), in addition to preventing a major disruption to the aviation industry after 1970, has produced social changes by providing positive protection for people and assets throughout the world. The sustained wave of hijackings in 1968-1972, which morphed into criminal extortion and political terrorism, could have disrupted or even destroyed the passenger airline business (as well as worldwide tourism). After five years, the Federal Aviation Administration was finally able to resolve this new social phenomenon (aviation security) by a series of security measures required of the airlines and airports, of which ESS of airline passengers was the primary element. Historically, there are two individuals to thank, George W. Shepherd Jr. of Philips Government Systems, who invented and built the Saferay, the first low-dose x-ray system for screening articles (handbags, luggage), and Malcolm Schwartz of Infinetics, who built the first aviation walk-through metal detectors for passengers. Citizens of the United States (and the world) voluntarily submitted themselves to ESS (searches) in 1973 in order to resolve the aviation security issue. Today, forty years later, ESS remains basically unchanged—people still walk through metal detectors and hand-carried articles are still x-rayed.]]></description>
      <pubDate>Wed, 16 Feb 2011 13:41:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1090417</guid>
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      <title>A Field Verification Instrument to Assess the Placement Accuracy of Dowel Bars and Tie Bars in PCCP</title>
      <link>https://trid.trb.org/View/772997</link>
      <description><![CDATA[This report describes the design and construction of a prototype instrument for location of steel dowel bars and tie bars in highway concrete. The instrument consists of a non-metallic (wooden) wheeled platform which carries a commercially available metal detector known as a covermeter, specially modified for this project. The covermeter is designed to be held in the hand and swept over a concrete wall or road, displaying the distance to steel within the concrete. The modified covermeter, mounted on the platform together with a notebook computer, outputs a serial data stream which is converted by the included software into information about the location and orientation of an array of dowel bars. Operation of the instrument consists of pushing it slowly across the road surface along a saw cut. The output display consists of three-dimensional color depictions of the dowel array, showing the calculated positions and displacements.  The instrument is able to detect dowel bars to a depth of about 30 cm. It is able to resolve a 10-mm horizontal and a 5-mm vertical displacement at a depth of 15 cm. Bar orientation is described in pitch (rotation about a horizontal axis normal to the bar) and yaw (rotation about a vertical axis). The instrument can readily resolve a 7-degree misalignment in both pitch and yaw. This represents a one-diameter rotation about the center of a bar. Although these resolutions can be improved, the cart would have to be moved at an impractically slow rate over the road. In 2001, a German firm introduced a device called MITScan (marketed in the US in late 2002), which it claims would scan roadbed automatically and output three-dimensional position information about the dowels in pavement. Initial tests of this device have been conducted by CalTran and Gomaco; results to this date, while promising, are not conclusive. With our experience, the KSU team could design a device equivalent to MITScan. This would require the use of multiple sensors, a stronger excitation signal, and custom-designed electronics and control circuitry. Of course, this would defeat the purpose of using an off-the-shelf sensor unit. If the manufacturer’s performance claims can be substantiated, and if this resolution is necessary to the application, we would recommend the purchase of the MITScan for high-resolution measurements. The present apparatus may be useful for lower resolution measurements. Applications might include surveys of known good pavement for the purpose of determining acceptable limits for displacements and misalignments of dowel bars and tie bars. The data collected could be used to support or to revise the established dowel bar placement standards. Additionally, the unit provides a low-cost approach to timely monitoring of contractor performance, and may be used to troubleshoot suspect pavement sections. If these applications are of interest, we would recommend that the instrument we have developed based on an off-the-shelf covermeter be hardened for field use and refined with software enhancements as described in the Future Work section of this report.]]></description>
      <pubDate>Mon, 27 Feb 2006 08:42:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/772997</guid>
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    <item>
      <title>DEVELOPMENT OF A TRUCK CLASSIFICATION COUNTER</title>
      <link>https://trid.trb.org/View/118651</link>
      <description><![CDATA[A SPECIALIZED TRAFFIC COUNTER THAT WILL FACILITATE THE CLASSIFICATION OF HIGHWAY TRAFFIC BY COUNTING THE NUMBER OF AXLES ON A VEHICLE WAS DEVELOPED. THIS IS ACCOMPLISHED BY SENSING THE PRESENCE OF A VEHICLE BY MEANS OF A LOOP DETECTION SYSTEM AND OBTAINING AN AXLE COUNT BY THE USE OF A PNEUMATIC TUBE LOCATED WITHIN THE LOOP AREA. THE SCHEMATICS, DRAWINGS AND PHOTOGRAPHS INCLUDED IN THE REPORT ARE ADEQUATE FOR DUPLICATION OF THE EQUIPMENT.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:00:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/118651</guid>
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    <item>
      <title>SAFE CORING AND DRILLING AREAS FOUND QUICKLY, EFFICIENTLY</title>
      <link>https://trid.trb.org/View/662397</link>
      <description><![CDATA[Metal-locating devices are useful tools for avoiding steel when coring and drilling into reinforced concrete.  However, most metal-locating devices are expensive and require specialized training.  This article describes a new inexpensive model and evaluates its accuracy and ease-of-use in detecting safe coring and drilling areas.  The device was used in a series of laboratory experiments with 13, 19, and 32 mm reinforcement at known locations.  These results showed that the device was accurate in horizontal location to a depth of 1/2 inch.  In field tests, students with little experience in using the device sought to locate a safe area to core or drill on a variety of reinforced concrete elements.  When the areas marked as safe for drilling were compared to as-built sketches of the reinforcement positioning, findings showed that the students using the metal-locating device had accurately located the steel reinforcement within a 1-inch accuracy in both horizontal and vertical directions.  These results suggest that the metal-locating device tested in this study offers a way to quickly and accurately locate coring and drilling areas in concrete members.]]></description>
      <pubDate>Wed, 09 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/662397</guid>
    </item>
    <item>
      <title>SHOCK MITIGATION WITH LIGHTWEIGHT VERMICULITE CONCRETE</title>
      <link>https://trid.trb.org/View/95720</link>
      <description><![CDATA[THE IMPACT CUSHIONING CHARACTERISTICS OF LIGHTWEIGHT VERMICULITE CONCRETE ARE PRESENTED IN THE FORM OF ACCELERATION-TIME AND STRESS-STRAIN CURVES. DATA ARE INCLUDED WHICH SHOW THE EFFECT OF IMPACT VELOCITY AND MATERIAL THICKNESS ON THE CUSHIONING PROPERTIES. THE MEASUREMENT TECHNIQUE USED IS A VARIATION OF THE ONE USED AT THE DROP-TEST FACILITY FOR THE DETERMINATION OF THE PROPERTIES OF CUSHIONING MATERIALS, THE ESSENTIAL DIFFERENCE BEING THAT THE FORCE SENSING DEVICE, AN ACCELEROMETER, IS ALLOWED TO MOVE. ALSO, IMPACT ENERGY IS PROVIDED BY A PROJECTILE FIRED FROM AN AIR GUN, INSTEAD OF A FREELY FALLING MASS.]]></description>
      <pubDate>Mon, 21 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95720</guid>
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    <item>
      <title>TRAFFIC CONTROL TOOLS IN EUROPE</title>
      <link>https://trid.trb.org/View/538898</link>
      <description><![CDATA[The need for traffic control creates an ongoing development of complicated systems for a variety of applications such as vehicle detection, identification and parameter measurements. Countries in Europe have developed their own radar systems, which usually include photographic identification.  Technological advances in microwaves, electro-optics, and signal and image processing have resulted in a diversity of equipment for detecting and measuring vehicles and for identifying offenders. This new equipment based on radar principles includes photo and video monitoring, red-light cameras, and the like.  The aim of this paper is to present a tutorial survey of the most important features and problems concerning traffic control within the European communities, including some of the latest developments.]]></description>
      <pubDate>Sun, 15 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538898</guid>
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    <item>
      <title>LOOKING FOR TROUBLE: DEFECT DETECTION UPDATE</title>
      <link>https://trid.trb.org/View/543026</link>
      <description><![CDATA[Dragging equipment, stuck brakes, flat wheels, overheated bearings can cause serious problems ranging from an unnecessary train stop to a serious derailment.  Railroads have invested in a variety of devices to detect problems with rolling stock, and research is under way to find new and better ways to uncover defects.  Some of the new methods for detecting rolling stock problems are discussed.]]></description>
      <pubDate>Wed, 13 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/543026</guid>
    </item>
    <item>
      <title>AVERTING EXCAVATION DISASTER</title>
      <link>https://trid.trb.org/View/475434</link>
      <description><![CDATA[The Construction Automation and Robotics Laboratory (CARL) at North Carolina State University has developed a tool to detect underground utilities.  The instrument, named the Buried Utility Detection System (BUDS), is capable of scanning a work site for utilities that contractors can attach directly to digging equipment, acting as a second-tier system that can be deployed after local utility company personnel have marked all known underground lines.  The system consists of an active metal detector, a controller, an analog-to-digital converter, and PC-based software to process and analyze the controller signals. The analog output of the controller is digitized and plotted on the computer screen, and the detector is initialized to filter out the effect of existing metal.  If special sensors are added, the system has the potential to expand from basic metal detection to the ability to locate and detect tracer wires and distinguish between different utilities.  The developers hope to make a marketable prototype for a variety of applications by 1999.]]></description>
      <pubDate>Mon, 12 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475434</guid>
    </item>
    <item>
      <title>HIGHWAY TRAFFIC DETECTORS AND DETECTION. (LATEST CITATIONS FROM THE NTIS BIBLIOGRAPHIC DATABASE)</title>
      <link>https://trid.trb.org/View/461620</link>
      <description><![CDATA[The bibliography contains citations concerning techniques and equipment used in the detection of highway traffic.  Incident detection and the development of algorithms, specific systems descriptions and evaluations, sensor location strategies, and total system design considerations are among the topics discussed.  Vehicle detection and counting on freeways, ramps and in urban traffic are considered.  The use of detector output in traffic control systems is reviewed.  (Contains 50-250 citations and includes a subject term index and title list.)]]></description>
      <pubDate>Thu, 05 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461620</guid>
    </item>
    <item>
      <title>DETECTION OF ADJACENT VEHICLES' MOTION USING OPTICAL FLOW</title>
      <link>https://trid.trb.org/View/463680</link>
      <description><![CDATA[This paper describes a new approach to detect adjacent vehicles' motion using optical flow and implementation on an on-board vision system that monitors the motions of adjacent vehicles to help fully-automated vehicles take safer and smoother maneuvers. CCD cameras are placed under both side rear-view mirrors for getting rear-view images.  The 3-D translational motion parameters are effectively estimated using optical flow vectors generated by vehicles approaching from behind.  In general, optical flow calculation imposes heavy computational loads on an image processor, while precise estimation of motion parameters requires usually many exactly-calculated flow vectors over a whole image.]]></description>
      <pubDate>Fri, 23 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463680</guid>
    </item>
    <item>
      <title>AVIATION SECURITY: DEVELOPMENT OF NEW SECURITY TECHNOLOGY HAS NOT MET EXPECTATIONS. REPORT TO CONGRESSIONAL REQUESTERS</title>
      <link>https://trid.trb.org/View/454957</link>
      <description><![CDATA[This report examines the FAA efforts to develop new equipment for detecting explosives and methods to improve aircraft survivability as mandated by the Aviation Security Improvement Act of 1990.  Recommendations are made to ensure that 1) FAA's process for approving new explosive detection equipment can provide the aviation community and the flying public with effective and reliable technology and 2) FAA's research efforts are properly managed to meet the threats to aviation.  Several issues are identified that need to be resolved before Airport Improvement Program funds can be used for such purposes.]]></description>
      <pubDate>Thu, 23 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454957</guid>
    </item>
    <item>
      <title>DETECTABLE WARNINGS: DETECTABILITY BY INDIVIDUALS WITH VISUAL IMPAIRMENTS, AND SAFETY AND NEGOTIABILITY ON SLOPES FOR PERSONS WITH PHYSICAL IMPAIRMENTS</title>
      <link>https://trid.trb.org/View/410763</link>
      <description><![CDATA[This report presents the results of research on human performance on detectable warning surfaces.  The first portion of the report presents an evaluation of the underfoot detectability of nine detectable warning surfaces for persons having varied physical disablities.  In the first study, thirteen detectable warning surfaces were evaluated for underfoot detectability by twenty-four persons who are blind, in association with four transit platform surfaces varying in roughness and resiliency. In the second study, forty participants having a wide range of physical disabilities, who traveled either with no aid, aids having wheels, or aids having tips, traveled up and down 4-foot-by-6-foot ramps having a slope of 1:12.  All trials were videotaped; the videotapes were then rated, by three independent raters, for observable incidents indicating decreased safety and negotiability.  Given the moderately increased level of difficulty which detectable warnings on slopes pose for persons with physical disabilities, it is desirable to limit the width of detectable warnings to no more than that required to provide effective warning for persons with visual impairments.]]></description>
      <pubDate>Tue, 28 Nov 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/410763</guid>
    </item>
    <item>
      <title>DETECTABLE WARNING SURFACES: COLOR, CONTRAST, AND REFLECTANCE</title>
      <link>https://trid.trb.org/View/422496</link>
      <description><![CDATA[The visual contrast of ten detectable warning surface/platform pairs was measured on an interior platform illuminated at 20 foot-candles, as recommended by the Americans with Disabilities Act Accessibility Guidelines (ADAAG) A4.429.2, by 24 persons having very low vision.  Tests included objective and subjective measures of visual detectability.  Objective measures were accuracy (correct identification in the presence of a warning surface) and response time.  Subjective measures were each participant's choice of three most visually detectable contrasts, the one most visually detectable contrast, and the least visually detectable contrast.]]></description>
      <pubDate>Thu, 13 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/422496</guid>
    </item>
    <item>
      <title>SHOULDER USE ON AN URBAN FREEWAY</title>
      <link>https://trid.trb.org/View/93662</link>
      <description><![CDATA[THE EXTENT OF A SHOULDER USAGE ON AN URBAN FREEWAY AND THE TYPICAL CHARACTERISTICS OF THIS USAGE WERE STUDIED BY DETERMINATION OF' /1/ THE AMOUNT OF SHOULDER USAGE ON SOME RATE BASIS, /2/ USE BY TYPE OF VEHICLE, /3/ LENGTH OF STAY, /4/ REASON FOR USING THE SHOULDER, /5/ ASSISTANCE RECIEVED, /6/ OTHER VEHICLES INVOLVED IN THE SAME INCIDENT, AND /7/ THE FINDINGS IN RELATION TO OTHER SHOULDER USAGE STUDIES. THE STUDY WAS CONDUCTED ON THE JOHN C. LODGE FREEWAY IN MIDTOWN DETROIT. IT IS A DEPRESSED FACILITY WITH FULL CONTROL OF ACCESS. SHOULDER USAGE WAS STUDIED BY CONTINUOUS OBSERVATION OF TRAINED OBSERVERS USING 14 CLOSED-CIRCUIT TELEVISION CAMERAS SPACED FROM 800 TO 1800 FEET APART ON THE FREEWAY. TRAFFIC VOLUME INFORMATION WAS OBTAINED BY ULTRASONIC DETECTING EQUIPMENT LOCATED OVER EACH LANE OF THE FREEWAY AT TWO LOCATIONS. THE FINDINGS SHOW THAT' THERE WAS AN INCIDENT INVOLVING ONE OR MORE VEHICLES USING THE SHOULDER FOR EVERY 5,300 VEHICLE MILES OF TRAVEL DURING THE OVERALL STUDY PERIOD, SHOULDER USAGES FOR REASONS NOT EVIDENT TO THE TELEVISON OBSERVER CONSTITUTED THE GREATEST NUMBER OF CASES, AND THE MOST FREQUENT SINGLE REASON FOR STOPPING THAT COULD BE DETERMINED WAS BECAUSE OF, OR TO ASSIST, ANOTHER SHOULDER USER, AND MOTOR AND TIRE TROUBLE WERE THE NEXT MOST FREQUENT VISIBLE REASONS.]]></description>
      <pubDate>Mon, 07 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93662</guid>
    </item>
    <item>
      <title>DETECTION AND LOCATION OF METALLIC OBJECTS IMBEDDED IN NONMETALLIC STRUCTURES</title>
      <link>https://trid.trb.org/View/106785</link>
      <description><![CDATA[THE PROBLEM IS TO DETECT AND LOCATE, EASILY AND RELIABLY, METAL OBJECTS IMBEDDED IN THE NONMETALLIC WALLS, FLOORS, OR CEILINGS OF A BUILDING OR OTHER STRUCTURE. PRESENT METHODS USE BULKY AND HEAVY MINE DETECTORS WHICH ARE NOT SUITABLE IN CONFINED AREAS. A SOLUTION IS THE USE OF A SMALL BATTERY OPERATED EDDY CURRENT PROXIMITY MEASURING DEVICE THAT WILL DETECT METAL OBJECTS THE SIZE OF A DIME AT DISTANCES UP TO ONE FOOT WITHIN NONMETALLIC STRUCTURAL MEMBERS. SUCH A DEVICE IS BASED ON THE DESIGN OF AN EDDY CURRENT PROXIMITY MEASURING DEVICE DESIGNED TO MEASURE NONDESTRUCTIVELY THE THICKNESS OF SPRAY-ON FOAM INSULATION. THIS DEVICE WEIGHS APPROXIMATELY TWO POUNDS, OCCUPIES APPROXIMATELY 60 CUBIC INCHES, AND IS BATTERY POWERED. /AUTHOR/]]></description>
      <pubDate>Fri, 16 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106785</guid>
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