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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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    <item>
      <title>LOCALIZED FIRE EXTINGUISHING SYSTEM (LFES): LOW PRESSURE CARBON DIOXIDE AGENT TESTS (HORN AND PROJECTION NOZZLES) WITH LARGE AND SMALL MACHINERY MOCKUPS; FINAL REPT</title>
      <link>https://trid.trb.org/View/406110</link>
      <description><![CDATA[Two trends in merchant vessel design have generated interest in the localized fire extinguishing system (LFES) concept: the increasing volumes of machinery spaces aboard the larger vessels, and the greater amounts of automation being incorporated into vessels of all sizes.  This report describes fire tests with two mockups of machinery space equipment: a small semi-enclosed machinery with an internal fire and a main propulsion unit with an external fire. In both mockups, the fuel was Number 2 fuel oil. The extinguishing system was a low pressure carbon dioxide LFES. In the small semi- enclosed machinery with an internal fire mockup, tests were conducted with projection nozzles and conventional horn nozzles. The fire was extinguished in seven out of thirteen tests. In one of the unsuccessful tests, the carbon dioxide discharge rate dropped due to either clogging or freeze-up inside the piping. In the main propulsion unit with an external fire mockup, only projection nozzles were used. The fire was extinguished in four out of nine tests. LFES using horn nozzles and projection nozzles are a feasible fire protection system. Projection nozzles permit the nozzles to be placed further from the machinery being protected. This facilitates maintenance and inspection of the machinery.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406110</guid>
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      <title>DETERMINING THE CEMENT CONTENT OF CONCRETE AND MORTAR</title>
      <link>https://trid.trb.org/View/98640</link>
      <description><![CDATA[THE POSSIBILITIES OF DETERMINING THE CEMENT CONTENT OF CONCRETE AND MORTAR ARE INVESTIGATED. GOOD RESULTS ARE OBTAINED IF THE CEMENT AND SAND FROM WHICH THE CONCRETE OR THE MORTAR WAS MADE CAN BE ANALYZED TOGETHER WITH THE SAMPLE OF CONCRETE OR MORTAR. THE CALCULATIONS ARE CARRIED OUT ON THE BASIS OF THE QUANTITIES OF SILICON DIOXIDE AND CALCIUM OXIDE WHICH ARE RESPECTIVELY SOLUBLE IN HYDROCHLORIC ACID AND IN SODA SOLUTION. FOR SLAG CEMENTS THE DATA AS TO THE CONTENT OF SOLUBLE MANGANESE OXIDE ARE EMPLOYED. IN THIS CASE THE RELATIVE ERROR IS NOT MORE THAN PLUS OR MINUS 5 PERCENT. THE COARSE AGGREGATE IS SEPARATED AND DOES NOT AFFECT THE RESULT. IF THE SAND OR THE CEMENT IS NOT AVAILABLE, AVERAGE VALUES FOR THE CONTENT OF SOLUBLE SILICON DIOXIDE OR CALCIUM OXIDE, BASED ON VARIOUS ANALYSES OF A PARTICULAR CEMENT OR A SAND DEPOSIT, ARE EMPLOYED. THE CALCULATIONS ARE, IN THAT CASE, AFFECTED BY SOME DEGREE OF ERROR, ESPECIALLY IF THE CEMENT IS NOT KNOWN. THIS IS MORE PARTICULARLY TRUE OF COUNTRIES WHERE THE CEMENT IS ALLOWED TO CONTAIN VARIOUS ACTIVE MINERAL ADMIXTURES. /AUTHOR/]]></description>
      <pubDate>Sun, 20 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98640</guid>
    </item>
    <item>
      <title>IMPACT OF URBAN TRAFFIC ON MAN AND ENVIRONMENT. CARCINOGENIC SUBSTANCES IN VEHICLE EXHAUST</title>
      <link>https://trid.trb.org/View/54647</link>
      <description><![CDATA[This work is a summary of documented knowledge in the area of carcinogens, considering the chemical and physical properties as well as the ambient concentrations and effects of these substances.  This documentation is meant as a basis for a scientific technical discussion of possible measures in order to reduce the exposure to carcinogenic substances, primarily carcinogenic polynuclear aromatic hydrocarbons, in the urban environment.  Among the primary conclusions reached, the following may be mentioned: (1) the difficulties in measuring cpah components must be considered when evaluating single measurements, (2) a series of parallel influences must also be considered, e.g. Exposure to asbestos, nitrogen dioxide, aldehydes, or sulphur oxides, (3) exposure to cpah in the urban environment may be considerable and even at the same level as from smoking, (4) the exposure to carcinogenic substances may result in cancer disease also in other areas besides the lung, (5) auto exhaust and asphalt wear are the dominant sources of cpah levels in urban areas and (6) diesel powered vehicles, e.g. Trucks and buses, may in certain areas contribute to the majority of cpah emissions. /TRRL/]]></description>
      <pubDate>Fri, 13 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54647</guid>
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    <item>
      <title>RISK OF TRANSPORTING PLUTONIUM DIOXIDE AND LIQUID PLUTONIUM NITRATE BY TRUCK AND RAIL</title>
      <link>https://trid.trb.org/View/48968</link>
      <description><![CDATA[Results are summarized of the risk assessments of shipping PuO sub 2 powder and liquid Pu nitrate by truck and rail in the U.S. In the analysis method used, the system is described, potential release sequences are identified and evaluated (fault tree used), and the system risk is assessed. It is concluded that: there is little difference in risk in shipping PuO sub 2 by rail and by truck; there also is little change in risk in shipping PuO sub 2 by rail and by truck; there also is little change in risk for liquid shipment; the vermiculite loss is somewhat less important in rail shipment; and the response of the L-10 container to crush is more important in rail transport. (ERA citation 02:009235)]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48968</guid>
    </item>
    <item>
      <title>COMPUTING THE IMPACT OF ROAD TRAFFIC ON THE ENVIRONMENT</title>
      <link>https://trid.trb.org/View/46469</link>
      <description><![CDATA[A description of the impact program of the Nordisk Planeringskonsult is given. The input consists of data concerning traffic flows and road networks.  The output gives calculations of noise levels and air pollution in eight components; carbon monoxide, nitrogen-dioxide, hydrocarbons, benspyren, aldehyds, sulphur dioxide, lead and oxidants.]]></description>
      <pubDate>Wed, 06 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46469</guid>
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    <item>
      <title>A COMPREHENSIVE METHOD FOR THE CHEMICAL ANALYSIS OF CONCRETE</title>
      <link>https://trid.trb.org/View/99102</link>
      <description><![CDATA[A METHOD IS DEVELOPED TO GIVE THE AGGREGATE-CEMENT RATIO AND THE WATER-CEMENT RATIO FOR AN UNKNOWN CONCRETE WITH REASONABLE ACCURACY. IT IS BASED UPON THREE MAIN CONSTITUENTS, VIZ. SOLUBLE SILICON DIOXIDE, SOLUBLE CALCIUM OXIDE AND INSOLUBLES, WHILE THE LOSS ON IGNITION AND CARBON DIOXIDE CONTENTS ARE USED FOR CORRECTIVE PURPOSES. THE METHOD REQUIRES NO KNOWLEDGE OF THE MATERIAL USED FOR THE CONCRETE ALTHOUGH SUCH KNOWLEDGE NATURALLY FACILITATES THE ANALYSIS. THE METHOD CONSISTS OF A TOTAL ANALYSIS OF THE CONCRETE, AS SUCH, COMBINED WITH A THERMAL DECOMPOSITION GIVING TWO AGGREGATE FRACTIONS AND ONE CEMENT FRACTION. THESE FRACTONS ARE USED FOR CORRECTING THE ANALYSES OF THE AGGREGATE AND THE CEMENT, I.E. THE AGGREGATE ANALYSIS IS CORRECTED FOR CEMENT PRESENT IN THE AGGREGATE FRACTION AND THE CEMENT ANALYSIS IS CORRECTED FOR AGGREGATE PRESENT IN THE CEMENT FRACTION. ALTHOUGH THIS METHOD IS INTENDED TO BE USED FOR TOTALLY UNKOWN CONCRETES IT MUST BE EMPHASIZED THAT ALL ADDITIONAL DATA ABOUT THE AGGREGATE, CEMENT, ETC. SHOULD BE USED AS FAR AS POSSIBLE. THIS WILL NOT ONLY MAKE THE ANALYSIS EASIER AND FASTER TO PERFORM, BUT IT WILL ALSO MAKE THE RESULTS MORE ACCURATE. /AUTHOR/]]></description>
      <pubDate>Mon, 08 Feb 1971 00:00:00 GMT</pubDate>
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