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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Concept of Radiocommunication VHF Support System to Use in Distress Situations for Captains of Sea Yachts and other Small Vessels Operating far from shore</title>
      <link>https://trid.trb.org/View/2489198</link>
      <description><![CDATA[This paper presents the concept of a VHF radio communication system to assist the captain of a seagoing yacht or smaller vessel in an distress situation requiring a call for RCC assistance while sailing far from shore, where there is no chance of quickly reaching a region where direct communication with a shore station can be established. This is an important issue due to the fact that yachts and smaller vessels are often equipped with VHF radios with limited range (for 25-35 Mm). In an distress situation, especially when life and property on a yacht are at risk, calling for RCC assistance using ordinary VHF/MF radio equipment is limited. In such a case, the most important thing is to be able to contact Marine Rescue Centers as soon as possible. The article presents the concept of a model of an intelligent system to assist the captain to facilitate the rapid establishment of communication via the VHF radiostation and develop a proper navigation decision based on the ANN artificial neural network method to call for RCC assistance in a distress situation. The article presents an example of numerical simulation of the operation of the discussed Radio Communication Decision Support system, assuming a certain position of a sea yacht in distress, with reference to existing sea corridors in the Pacific Ocean area. The result of the simulation is related to the calculation of the distance and the value of the new corrected Yacht course to the nearest sea corridor, where it is possible with high probability to meet another larger vessel and by way of establishing VHF radio contact with it achieve the establishment of communication with the marine Rescue Center to distress call.]]></description>
      <pubDate>Tue, 28 Jan 2025 14:52:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2489198</guid>
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    <item>
      <title>Advanced Methodology for Obtaining Early Warning Information and Safety Confirmation Information in Disaster using Drones with Quasi-Zenith Satellite System (QZSS) Receivers and Smartphones</title>
      <link>https://trid.trb.org/View/2394609</link>
      <description><![CDATA[The government emergency radio system is being developed and operated by the local authority for information sharing on disaster prevention, emergency rescue, and disaster recovery in local areas. In recent years, the quasi-zenith satellite system (QZSS) has been introduced to provide this information. This process is expected to be improved using drones with QZSS Receivers, and smartphones.This study analyzes the behavior of the residents and local authorities in past disasters and the characteristics of the region, propose a solution for the lack of information sharing by utilized QZSS, drones and smartphones. Moreover, it also proposes the most efficient method of gathering information about the conditions of disaster victims using techniques such as drones approaching the vicinity of disaster victims with smartphones.]]></description>
      <pubDate>Thu, 08 Aug 2024 16:49:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2394609</guid>
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    <item>
      <title>Advancements in Search and Rescue: Technological evolution in a digital SAR regime</title>
      <link>https://trid.trb.org/View/1537142</link>
      <description><![CDATA[Search and rescue (SAR) is one of the Coast Guard’s oldest, largest missions. Alerting and locating are two key components of search and rescue technologies. Many historical SAR technologies have been upgraded over the last  decade, and several new devices have dramatically changed the way the Coast Guard responds to mariners in distress. Current devices that provide alerting and locating functionality include the Rescue 21 System, distress beacons, and cell phones (recommended as back-up to marine digital selective calling radios). In addition to the devices currently in use, new SAR devices and technologies are continually being refined. Devices under development include: AIS-SART (Automatic Identification System with a Search and Rescue Transmitter), maritime survivor locating devices, digital selective calling, electronic visual distress signal devices, and Meosar (Medium-altitude Earth Orbit Search and Rescue system). Advancing technology has contributed to greater numbers of lives being saved in emergency situations.]]></description>
      <pubDate>Mon, 27 Aug 2018 14:05:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1537142</guid>
    </item>
    <item>
      <title>Emergency Communications: Improved Procurement of Land Mobile Radios Could Enhance Interoperability and Cut Costs</title>
      <link>https://trid.trb.org/View/1425732</link>
      <description><![CDATA[Public safety personnel across the nation rely on land mobile radio (LMR) to share information and coordinate their emergency response efforts. LMR systems are intended to provide secure, reliable, mission-critical voice communications in a variety of environments, scenarios, and emergencies; however, LMR interoperability—the ability to communicate across agencies—has been a long-standing challenge at all levels of government. The U.S. Government Accountability Office (GAO) was asked to examine federal agencies’ LMR interoperability and procurement practices. GAO examined (1) LMR equipment used by federal agencies and the state of LMR interoperability among these agencies; (2) factors that help and hinder LMR interoperability among agencies; and (3) agencies’ LMR procurement practices. GAO surveyed civilian federal agencies, identified through their membership in the Emergency Communications Preparedness Center (57 agencies fully responded to the survey and one agency provided a partial response); reviewed Department of Homeland Security planning documents related to interoperability; and interviewed federal agency officials with responsibilities related to emergency communications and procurement of LMR equipment. GAO also reviewed Office of Management and Budget (OMB) initiatives to improve federal procurement. GAO recommends that OMB examine the feasibility of including LMR in its category management initiative. OMB generally agreed with GAO’s recommendations.]]></description>
      <pubDate>Fri, 21 Oct 2016 16:35:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1425732</guid>
    </item>
    <item>
      <title>All Stations—Distress: Radio communications from the time of the Titanic</title>
      <link>https://trid.trb.org/View/1212646</link>
      <description><![CDATA[Though the RMS Titanic possessed - for its time - a state of the art radio communications system, a series of mishaps reduced its implementation and efficacy.  The radio transmitter was designed to operate at a range up to 250 miles; however communications could generally be maintained as far away as 400 miles during the day and 2,000 miles during night hours.  It should be noted, though, that the tuning was rudimentary so only one ship could transmit at a time.  If the Titanic was transmitting, other vessels had to wait until the Titanic's transmission was done if they also wanted to transmit a message.  It is known that the Titanic received a message in the form of an ice report at 7:50 pm on April 14, 1912.  In addition, the nearby ship, Californian was also aware of the ice field, and its captain told his radio operator to communicate that information to the Titanic.  One circumstance prevented the information from being received by the Titanic in a timely manner.  Though radio navigational warnings were typically preceded by an MSG prefix, for some reason the ice report sent at 7:50 pm did not have these call letters listed.  Since the Titanic's radio operators had to contend with a large backlog of passenger telegrams, and since the navigational warning was not flagged with MSG, they radio operators missed seeing that important radio communication. In addition, another unforeseen circumstance involving a radio communication employee failed the Titanic with its first distress call.  That distress call was made at 12:15 am, April 15.  Other ships were too far away to have been able to respond, but the Californian was near enough to do so.  However, its radio operator had retired for the night, before the distress call was transmitted, so he missed hearing and responding to the call. The radio communication shortfalls that became obvious with the sinking of the Titanic have since been addressed.  Procedure and technology have been updated over the intervening years.  Mobile satellite communicates networks have been instituted, and a global maritime distress and safety system has been developed.]]></description>
      <pubDate>Mon, 08 Oct 2012 08:46:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1212646</guid>
    </item>
    <item>
      <title>Emergency Preparedness: Current Emergency Alert System Has Limitations, and Development of a New Integrated System Will Be Challenging</title>
      <link>https://trid.trb.org/View/810215</link>
      <description><![CDATA[During emergencies, the public needs accurate and timely information. Through the Emergency Alert System (EAS), the media play a pivotal role, assisting emergency management personnel in communicating to the public. The U.S. Government Accountability Office (GAO) reviewed (1) the media’s ability to meet federal requirements for participating in EAS, (2) stakeholder views on the challenges facing EAS and potential changes to it, and (3) the progress made toward developing an integrated alert system. GAO reviewed the Federal Communications Commission’s (FCC) proposed rulemaking on EAS and interviewed media outlets, state emergency management officials, and federal agencies responsible for EAS, including FCC and the Federal Emergency Management Agency (FEMA), within the Department of Homeland Security (DHS).  According to stakeholders, the media are generally prepared to participate in EAS as required, but EAS has limitations that could affect its performance. Broadcast radio and television, cable operators, and satellite radio operators are required to participate in national EAS alerts, and satellite television will be required to participate in May 2007. Participation in state and local alerts is voluntary. While these media outlets appear generally prepared to participate, FCC has limited measures for ensuring compliance. In addition, stakeholders cited limitations, including an unreliable method for relaying national EAS messages to the public. GAO found a lack of ongoing testing of this relay method. In a national test, three primary relay stations failed, and in one state test, a state representative reported that the message was not received beyond an area roughly 50 to 70 miles from the state capital. Problems with equipment and software caused these failures, which, in a real emergency, could have prevented the public from receiving critical information. Another cited limitation was inadequate training of EAS personnel.  FEMA officials and other stakeholders told GAO that the current EAS faces a range of technical, cultural, and other challenges, such as interfacing with newer communications technologies and issuing alerts in multiple languages. FEMA said the alerting system should provide various means to reach the greatest number of people, and FCC reported that a wide-reaching public alert system is critical to the public safety. In November 2005, FCC proposed changes to improve EAS and address some of the challenges facing it. Stakeholders GAO contacted anticipated positive results from some of the potential changes, such as expanding EAS alerts to additional media, but expressed mixed views on other potential changes. For example, the emergency managers GAO contacted generally favored making the transmission of state and local alerts mandatory, whereas the broadcasters GAO interviewed expressed concern about over alerting, which they said could lead the public to ignore EAS messages.  Several efforts to develop an integrated alert system—one that would provide effective warnings over all broadcast media devices available to the public—are underway. FEMA is conducting various pilots under a public-private partnership called the Integrated Public Alert and Warning System. One such pilot, the Digital Emergency Alert System, uses the digital capabilities of the nation’s public television stations to provide public alerts. Another effort, the Warning, Alert, and Response Network Act, is aimed at integrating emergency alerts and enables the participation of wireless providers in EAS. However, FEMA officials and others identified challenges to the implementation of an integrated system, including achieving cooperation among federal, state, and local emergency management organizations on the use of a standardized technology for disseminating alerts. Coordination and collaboration among a variety of stakeholders will be critical to ensure that all elements of the system can work together and produce accurate, timely alerts for all Americans.   To improve the media’s ability to issue emergency alerts, GAO recommends that DHS and FCC develop a plan to verify (1) the dependability and effectiveness of the EAS relay system, and (2) that EAS participants have the training to issue effective EAS alerts. Also, DHS and FCC should establish a forum for stakeholders to address the challenges of implementing an integrated alert system.]]></description>
      <pubDate>Thu, 14 Jun 2007 11:55:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/810215</guid>
    </item>
    <item>
      <title>The Integrated Supervision and Control System of the Gran Sasso Mountain</title>
      <link>https://trid.trb.org/View/763578</link>
      <description><![CDATA[A high safety and security level of a complex system is very difficult to reach, guarantee and manage if the system is characterized by a peculiar complexity and physical extension, because of the elevated number of parameters to be checked and controlled.  The use of human resources needs an elevated number of personnel members that could not only be unable to reach the desired goal but could also be exposed to severe risks in the presence of dangerous and emergency situations.  For this reason, it is necessary to use integrated supervision and control systems that are capable of managing the elevated number of parameters involved, reducing the number of personnel members and increasing their functionalities and operability.  This paper integrated supervision and control systems of the Gran Sasso Mountain (Italy), characterized by a high and unique complexity from the international point of view is also illustrated.]]></description>
      <pubDate>Fri, 11 Nov 2005 14:15:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/763578</guid>
    </item>
    <item>
      <title>SAN ANTONIO'S LIFELINK PROGRAM GETS UNDERWAY</title>
      <link>https://trid.trb.org/View/542705</link>
      <description><![CDATA[San Antonio, Texas, recently launched its LifeLink system, which sends video and other signals from vehicle crash sites back to the University of Texas Health Science Center in that city. Using radiowave technology originally developed by the Army, along with the Texas Transguide intelligent transportation system's 26 mi (42 km) of fiber-optics communications lines beneath San Antonio freeways, LifeLink allows ambulances to be dispatched more quickly and efficiently to crash locations.  It then permits paramedics on board the ambulances to talk directly with and send videotape of the crash and crash victims to the hospital, as well as transmit vital-signs data like electrocardiograms and respiratory measures.]]></description>
      <pubDate>Tue, 26 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542705</guid>
    </item>
    <item>
      <title>LESSON PLAN: MONITOR TRAINING PROGRAM FOR CB RADIO EMERGENCY MONITORS</title>
      <link>https://trid.trb.org/View/459195</link>
      <description><![CDATA[The National Emergency Aid Radio (NEAR) program has been developed for the purpose of coordinating the activities of volunteer and public safety agency Emergency Channel 9 Monitors with the activities of the established emergency response system and to provide training.  This document has been developed as an instructor's guide and lesson plan for training NEAR CB Channel 9 monitors.  Much of the course is based on a 30-minute training film dramatizing typical emergency situations and demonstrating proper monitoring techniques, attitude and reporting procedures. The contents of this document are as follows:  (I) Introduction; (II) Purpose of Course; (III) Instructor Qualifications; (IV) Training Resources; and (V) NEAR Monitor Training Course.]]></description>
      <pubDate>Mon, 06 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459195</guid>
    </item>
    <item>
      <title>COURSE GUIDE: NEAR MONITOR TRAINING PROGRAM FOR CB RADIO EMERGENCY MONITORS</title>
      <link>https://trid.trb.org/View/459194</link>
      <description><![CDATA[The National Emergency Aid Radio (NEAR) program has been developed to provide training and coordinate the activities of volunteer and public safety agency Emergency Channel 9 Monitors with the activities of the established emergency response system.  This document is a Course Guide to help course administrators, coordinators and instructors in setting up and administering a NEAR/CB Channel 9 monitor training program. Much of the content of this training course is presented in a 30-minute training film, "Help is NEAR", which dramatizes several common highway related emergency situations and demonstrates how the Channel 9 monitor can cut response time. The contents of this Course Guide are as follows:  (I) Purpose of the Course; (II) Objectives and Scope of the Course; (III) Instructor Qualifications; (IV) Student Qualifications; (V) Class Size; (VI) Training Resources; and (VII) Scheduling Considerations.]]></description>
      <pubDate>Mon, 06 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459194</guid>
    </item>
    <item>
      <title>STUDENT STUDY GUIDE: MONITOR TRAINING PROGRAM FOR CB RADIO EMERGENCY MONITORS</title>
      <link>https://trid.trb.org/View/459196</link>
      <description><![CDATA[The National Emergency Aid Radio (NEAR) program has been developed for the purpose of coordinating the activities of volunteer and public safety agency Emergency Channel 9 Monitors with the activities of the established emergency response system and to provide training.  This document is a Student Study Guide for a NEAR CB Channel 9 monitor training program course.  Much of this course is based on a 30-minute training film dramatizing typical emergency situations and demonstrating proper monitoring techniques, attitude and reporting procedures.  The contents of the Student Study Guide are as follows:  (I) Introduction; (II) Purpose of Course; (III) Student Qualifications; and (IV) NEAR/CB Channel 9 Monitor Course.]]></description>
      <pubDate>Mon, 06 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459196</guid>
    </item>
    <item>
      <title>SATELLITES FOR DISTRESS ALERTING AND LOCATING</title>
      <link>https://trid.trb.org/View/150628</link>
      <description><![CDATA[This report discusses the background behind the congressional legislation that led to the requirement for the Emergency Locator Transmitter (ELT) and the Emergency Position-Indicating Radio Beacon (EPIRB) to be installed on certain types of aircraft and inspected marine vessels respectively. The distress alerting and locating (DAL) problem is discussed for existing ELT and EPIRB equipped aircraft and ships. Alternative concepts to improve the current situation did not address other facets of Search and Rescue (SAR) operations such as communications with SAR forces through geosynchronous satellites. It is recognized that the DAL requirement for Continental United States (CONUS) and Alaska and the maritime regions are not identical. In order to address the serious DAL problem which currently exists on CONUS and Alaska, a low-orbiting satellite system evolves as the most viable and cost effective alternative that satisfies the overall SAR system design requirements. A satellite System designed to meet the needs of the maritime regions could be either low orbiting or geostationary. The conclusions drawn from this report support the recommendation to proceed with the implementation of a SAR orbiting satellite system. (Author)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150628</guid>
    </item>
    <item>
      <title>AN EVALUATION OF RADIO DIRECTION FINDING FOR COAST GUARD SHORE STATIONS</title>
      <link>https://trid.trb.org/View/148425</link>
      <description><![CDATA[This paper describes an evaluation of Radio Direction Finding (RDF) techniques for shore-based position location performed by the Transportation Systems Center (TSC).  The evaluation consisted of the following three phases: (1) a preliminary survey to identify and classify available direction-finding techniques which could meet Coast Guard requirements; (2) an analytical modeling and error analysis of the equipment types identified in (1); (3) field testing and demonstration of representative equipment.  Major system characteristics considered in the study were:  1. Operational utility of such a system.  2. Cost to implement the system throughout the USCG.  3. Operational impact on the group level-manning and maintenance.  4. Compatibility with existing land lines and VHF-FM remoting capability.  5. Operation in a VHF-FM maritime mobile band.  6. Location of the DF antenna.  7. Ability to home on both voice and EPIRB. 8. Interference effects.  It was concluded that shore-based DF is a valuable potential tool in the accomplishment of SAR Mission requirements.  Properly implemented shorebased DF can improve reliability and safety of the SAR function by reducing the number of off shore hours necessary to fulfill the mission requirements without increasing station manning requirements.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148425</guid>
    </item>
    <item>
      <title>DESIGN OF A NEW GENERATION EPIRB FOR THE SARSAT PROGRAM</title>
      <link>https://trid.trb.org/View/148420</link>
      <description><![CDATA[An effective search and rescue program has two basic requirements: First, it must provide for an effective and reliable alert to the rescuer.  Second, it must provide a means of notifying the rescuer of the distress location and/or guiding the rescuers to the scene of the distress. This paper describes the design of a new EPIRB which operates through a satellite to provide essentially global coverage of distress situations.  Equipment aboard the satellite will detect the EPIRB signal, measure its Doppler component and store this information for periodic transmission as digital data to a central ground station. Processing of the Doppler component will yield the distress location; in addition, the EPIRB will radiate a low-level signal in the VHF-FM Maritime Mobile band for use as a homing beacon.  The EPIRB radiates a high power burst of signal at 406 MHz, with a low duty cycle.  Each RF transmission is modulated by a stream of data, to provide for such functions as identification and nature of the distress.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148420</guid>
    </item>
    <item>
      <title>A SATELLITE-BASED SYSTEM FOR REDUNDANT MARITIME DISTRESS SIGNALING</title>
      <link>https://trid.trb.org/View/77696</link>
      <description><![CDATA[The loss of life and property in sudden maritime disasters represent a significant global problem. In many such disasters, no radio distress call is received. Emergency alerting via satellite is perceived as a cost-effective means of reducing the loss of life and property at sea. The suggested implementation combines the use of satellites in low polar orbit and geosynchronous satellites. This approach exhibits the advantages of immediate alerting (via geosynchronous satellite) with independent position determination (via low-orbiting satellite).]]></description>
      <pubDate>Sat, 29 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77696</guid>
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