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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>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Analysis of Transport Conditions for Frozen Food on the Way from the Shop to Home</title>
      <link>https://trid.trb.org/View/2186028</link>
      <description><![CDATA[The transport of temperature sensitive products takes place under special conditions defined by specific agreements and international standards. The only exception to this rule is consumer transport. This transport is carried out by the consumer and takes place on the way home from the shop. The study examined consumers' awareness of the consumer transport of frozen food and analysed this type of transport in terms of the continuity of the cold chain. Such situation affects the deterioration of frozen food quality especially in case of its later storage in the home freezer. It was found that the average distance that customers cover from shop to home was 4.98 km. They usually used a car and covered this distance in an average of 12.85 minutes. During the summer months, this time is sufficient to partially thaw a package of frozen vegetables. Only 33% of the respondents used insulated bags to protect frozen food on the way home. When analysing the transport of frozen raw material carried out by consumers in real conditions, the use of insulated bags was found to be justified. These bags are able to keep the temperature of the packed raw material below-5°C. It was found that the legal imposition of the necessity to use such bags or the introduction by the manufacturer of frozen food of appropriate packaging protecting the food against transport at inappropriate temperatures in the summer months is necessary.]]></description>
      <pubDate>Thu, 01 Jun 2023 09:31:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2186028</guid>
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    <item>
      <title>A wavelet approximation method for solving nonlinear ship roll damping equations: An operational matrix of derivative approach</title>
      <link>https://trid.trb.org/View/2027963</link>
      <description><![CDATA[The effect of roll damping on ship dynamics is more significant. Here, an efficient Lucas wavelet method is applied to estimate the parameters of ship roll motion models. For the first time, a learning model was approached for forecasting over ship roll angle with damping and restoring moments where the results are obtained from Lucas wavelet method. A barge-like vessel fitted with two spherical tank models and FPSO tank model equations with different damping and restoring coefficients are investigated to estimate the validity and applicability of the proposed LWM for different loading conditions. With the help of operational matrices of derivatives, the nonlinear differential equations are converted into a system of algebraic equations using an appropriate collocation point. The proposed wavelet approximation results are compared with experimental data, frozen cargo, Runge-Kutta method of 4th order (RKM) and Homotopy Perturbation Method (HPM) results. Moreover, numerical experiments are provided to show that the proposed wavelet method is an effective and convenient method for solving nonlinear differential equations in ship dynamics.]]></description>
      <pubDate>Mon, 21 Nov 2022 16:21:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2027963</guid>
    </item>
    <item>
      <title>Cold chain management in hierarchical operational hub networks</title>
      <link>https://trid.trb.org/View/1765705</link>
      <description><![CDATA[This paper proposes a multi-objective mixed-integer linear programming to model a cold chain with complementary operations on a hierarchical hub network. Central hubs are linked to each other in the first level of the network and to the star network of the lower-level hubs. As for a case study, different hub levels provide various refreshing or freezing operations to keep the perishable goods fresh along the network. Disruption is formulated by the consideration of stochastic demand and multi-level freshness time windows. Regarding the solution, a genetic algorithm is also developed and compared for the competing large-sized networks.]]></description>
      <pubDate>Mon, 10 May 2021 18:30:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765705</guid>
    </item>
    <item>
      <title>Evaluation of Container Closure System Integrity for Storage of Frozen Drug Products: Impact of Capping Force and Transportation</title>
      <link>https://trid.trb.org/View/1630020</link>
      <description><![CDATA[This article reports on an evaluation of a container closure system for the storage and transportation of frozen drug projects, such as live viral vaccines.  When these items are stored in glass vials with stoppers, the elastomer of the stopper needs to be flexible enough to seal the vial at the target's lowest temperature to ensure container closure integrity and thus both sterility and safety of the drug product.  The authors evaluated the impact of processing and shipment on container closure integrity (CCI) in the frozen state.  They applied the ThermCCI method to evaluate the impact of shipping stress and variable capping force on CCI of frozen vials as well as to evaluate the temperature limits of rubber stoppers.  They found that enabling CCI during cold storage is primarily a function of the combination of vial and stopper.  Temperatures below 40 degrees C were found to pose a rise to the container integrity.  They also discuss the effects of variable capping forces used to seal the containers.  In addition, following the standard ASTM 7386/TS-4, shipping stress should not create a permanent impact on or damage to the container closure system.]]></description>
      <pubDate>Wed, 20 Nov 2019 09:42:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1630020</guid>
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    <item>
      <title>Marine Accident Brief: Sinking of Commercial Fishing Vessel Katmai</title>
      <link>https://trid.trb.org/View/1122780</link>
      <description><![CDATA[About midnight on October 21–22, 2008, during a severe storm, the U.S. commercial fishing vessel Katmai sank in the Bering Sea. The vessel was carrying about 120,000 pounds (53.57 long tons) of frozen cod—twice the maximum weight addressed in the Katmai’s 1996 stability report. Of the 11 crewmembers on board, 4 were rescued, the bodies of 5 were recovered, and 2 remain missing and are presumed dead. National Transportation Safety Board (NTSB) investigators participated in a formal U.S. Coast Guard Marine Board of Investigation into the sinking, conducted on October 27–28, 2008, in Anchorage, Alaska, and on November 3 and December 10, 2008, in Seattle, Washington. Before the marine board convened, NTSB and Coast Guard investigators examined one of the vessel’s two liferafts, which had been taken to Anchorage after it was recovered. The marine board published its report in April 2010. This NTSB marine accident brief includes some of the 31 recommendations made to the Coast Guard by the Marine Board of Investigation, and these recommendations are noted in their respective subject areas. The NTSB determined that the probable cause of the sinking of the Katmai was the loss of the vessel’s watertight integrity because watertight doors from the main deck to the processing space and the lazarette were left open by the crew at a time when the vessel was overloaded and navigating in severe weather, which allowed water to enter the vessel resulting in progressive flooding and sinking. Contributing to the accident was the master’s decision to continue fishing operations during the approach of severe weather rather than seeking shelter and to load twice the amount of cargo addressed in the vessel’s stability report. Also contributing to the accident was the owner’s failure to ensure that the stability information provided to the master was current and that the master understood it and operated the vessel accordingly.]]></description>
      <pubDate>Fri, 18 Nov 2011 16:07:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1122780</guid>
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    <item>
      <title>Effects of antenna position on readability of RFID tags in a refrigerated sea container of frozen bread at 433 and 915 MHz</title>
      <link>https://trid.trb.org/View/1118489</link>
      <description><![CDATA[Perishable foods are frequently exposed to temperature abuse during transportation and distribution. The use of traditional data loggers do not permit the instantaneous data transmission that radio frequency technology offers. Temperature has a major impact on food quality and safety, particularly when long transit times are imposed. Consequently, using radio frequency identification (RFID) to track and monitor temperature in perishable shipments will bring significant benefits to the cold chain. The goal of this study was to determine the optimal RF antenna placement to achieve full RFID tag readability inside a sea container. Testing was made at two different frequencies (915 and 433 MHz) while the refrigeration unit was running at -25°C and the container was fully loaded with frozen bread. The sea container was instrumented with eight RFID antennas, three of which were tuned for 433 MHz and five for 915 MHz. All antenna wires exited the container via the forward drain holes. The RFID readers were outside the container and connected to their respective antennas, one at a time. Thirty eight RFID tags were evenly distributed onto the pallets of frozen bread. All RFID tags were active tags capable of reading and recording temperature. Results at 915 MHz showed readability levels between 47% and 79%, with an average of 68.4%, whereas 433 MHz demonstrated 100% readability at all antenna positions. In conclusion, the 433 MHz RFID system appears suitable for real time temperature monitoring of frozen bread inside a sea container. This technology could be applied to other food items similar to frozen bread.]]></description>
      <pubDate>Mon, 31 Oct 2011 09:52:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1118489</guid>
    </item>
    <item>
      <title>Canadians fill french-fry void as Mexican levy hits U.S. goods</title>
      <link>https://trid.trb.org/View/915384</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 01 Apr 2010 11:09:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/915384</guid>
    </item>
    <item>
      <title>Real-World Demonstration of Grid-Powered Electric Trailer Refrigeration Unit Technology</title>
      <link>https://trid.trb.org/View/801086</link>
      <description><![CDATA[Diesel-engine-driven trailer refrigeration units (TRUs) have often been the standard means for keeping fresh and frozen foods cool in transport.  These engines are reliable and fairly efficient, but are also high emitters of noise and air pollutants.  They consume a large amount of diesel fuel and add to the nation?s dependence on imported petroleum.  They must also be sized to produce much more power than is typically required, to be able to rapidly ?pull down? the temperature of a trailer load of perishable cargo. An alternative to using a diesel engine full-time is to use an electric Trailer Refrigeration Unit (eTRU), which has primarily electrical components and can be powered by either a on-board diesel engine and generator, or a shorepower connection.  Smaller versions of these units have been available in Europe; however, eTRUs built to U.S. specifications were not produced because of market penetration barriers.  The lack of perceived benefits, higher initial purchase prices, unknown maintenance costs, and the requirement for high-power electrical connections were identified as issues preventing eTRUs from entering the U.S. marketplace. 	To overcome these barriers, a team of experts was assembled to demonstrate a pre-commercial version of a U.S.-spec eTRU.  The team, consisting of Shurepower, LLC, New York State Energy Research and Development Authority, U.S. Environmental Protection Agency, Carrier Transicold, New West Technologies, LLC, Maines Paper & Food Service Inc., and New York State Electric and Gas, is demonstrating and collecting real-world data on the fuel and emissions impact of eTRUs in New York State.]]></description>
      <pubDate>Wed, 25 Apr 2007 08:09:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/801086</guid>
    </item>
    <item>
      <title>WHERE'S THE BEEF?</title>
      <link>https://trid.trb.org/View/723765</link>
      <description><![CDATA[The refrigerated freight service was introduced on the railways 145 years ago.  The first ice-cooled car was sent out in 1857 by a Chicago meatpacker.  By the 1960s and 1970s, truckers had demonstrated that they were able to deliver the goods much faster than railroads, and by the end of the 1970s, the railroads had retained only a miniscule piece of the traffic, 2% to 8%, depending on the season and the availability of competing modes. This article looks at how Burlington Northern Santa Fe (BNSF) is bringing back to rail not only the beef but frozen fries, apples and cheese among other perishables as well.  To keep its frozen perishables moving fast and relatively seamlessly, BNFS has partnered not only with other railroads - including short lines, which are vital and efficient partners -but with truckers.]]></description>
      <pubDate>Fri, 06 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/723765</guid>
    </item>
    <item>
      <title>NO-EXCUSES RAILROADING</title>
      <link>https://trid.trb.org/View/720203</link>
      <description><![CDATA[The Union Pacific Chairman Dick Davidson's prediction last October that UP/CSX Transportation's joint venture Express Lane would remove 75,000 truckloads from the nation's highways in 2001 was wrong: the Express Lane handled 105,000 truckloads of perishable foods from California and the Pacific Northwest, a 9% increase in carloads and an 11% increase in revenues over 2000. The article reviews the way the company is accomplishing this growth in both loads and dollars for the foreseeable future, and finds that the customers of UP/SCX perishables service are gladly paying a  premium price for the premium service they are getting.]]></description>
      <pubDate>Sun, 16 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/720203</guid>
    </item>
    <item>
      <title>DETERMINING OPTIMAL TRAILER DUTY AS A FUNCTION OF USE AND AGE</title>
      <link>https://trid.trb.org/View/707249</link>
      <description><![CDATA[The distribution of fresh and frozen foods requires the user of refrigerated trailers.  In addition, Reliability and Maintainability (RAM) is an important issue in the operation of refrigerated trailer fleets.  Often, as trailers age, their reliability decreases.  This study explores the optimization of refrigerated trailer retirement and job assignment under consideration of container aging and usage.  By achieving this objective, organizations that operate refrigerated transportation systems know when to retire the trailers and how to assign trailer duty.  Also, a better understanding of RAM performance of refrigerated trailer fleets is obtained.  The authors began by collecting maintenance history for 195 trailers operated by Tyson Foods, inc. from January 1, 1994 to March 2, 2001.  They categorized the trailers as a series system comprised of five major subsystems: refrigeration, engine, tire, wheel assembly, and structure.  Next, from the maintenance history data, time between failure data for each subsystem for each trailer was collected.  Given the time between failure data, they used the Weibull ++ software package and maximum likelihood estimation to model the reliability performance of refrigerated trailers. Where appropriate, consecutive failure numbers (1st failure, 2nd failure, ...) were combined into a single probability distribution model.  For each set of failure numbers, either a Weibull or exponential probability distribution was fitted to the data.  Finally, a discrete-event simulation model was developed and used to evaluate Tyson's trailer retirement policy and trailer duty.  The trailer retirement policy analysis was based on total maintenance costs, salvage value, and purchase costs for a trailer.  Results show that the total annual cost is minimized if the trailer is retired after 7 years of service.  Retirement policies 8 years and beyond were not considered in this research because the probability distributions used to model trailer reliability was limited to the 7-year data collection period.  In the trailer duty analysis, analysis tables were created to be used as a guideline for the fleet manager to compare trailers of any age based on total maintenance costs and the total number of failures.  Also, using the raw data, the actual number of trailers in each percentile was created.]]></description>
      <pubDate>Tue, 09 Apr 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/707249</guid>
    </item>
    <item>
      <title>GROUND FREEZING FOR TUNNEL FACE STABILIZATION</title>
      <link>https://trid.trb.org/View/677228</link>
      <description><![CDATA[The Central Artery/Tunnel Project in Boston requires three tunnels below active railroad tracks leading to South Boston. It was determined that frozen ground provided a stable material for tunnel jacking and groundwater control.  This paper describes the laboratory testing performed to provide frozen soil parameters, freeze pipe construction, and analysis of heave and stability of the mined tunnel face.]]></description>
      <pubDate>Wed, 25 Apr 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/677228</guid>
    </item>
    <item>
      <title>SCHOENER - YSSEL-VLIET COMBINATIE B.V. COMPLETES SOPHISTICATED REEFER FOR JACZON B.V</title>
      <link>https://trid.trb.org/View/438371</link>
      <description><![CDATA[The refrigerated cargo vessel Schoener was handed over to her owners Jaczon Schoener B.V. by Yssel-Vliet Combinatie B.V. of the Netherlands in February 1991. The vessel is intended for the transport of all kinds of frozen cargoes, with emphasis on the transport of bananas. Principal particulars are: length o.a.    137.88 m length b.p.    130.22 m breadth mid.   18.50 m depth mid.     12.57 m draught   8.12 m dwt  9,109 t speed 20 knots]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438371</guid>
    </item>
    <item>
      <title>CHANGES IN STOWAGE FACTORS WHEN FROZEN BULK CARGOES THAW</title>
      <link>https://trid.trb.org/View/395146</link>
      <description><![CDATA[This article describes an experiment demonstrating changes in stowage factors of bulk mineral cargoes as they thaw after being frozen.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395146</guid>
    </item>
    <item>
      <title>ENERGY SAVING WITH ADJUSTABLE FANS FOR CARGO COOLING UNITS</title>
      <link>https://trid.trb.org/View/401064</link>
      <description><![CDATA[A refrigeration system with adjustable-speed air cooling fans was simulated in order to study the behavior and dynamics of the system while cooling perishable cargo. The unit was operated with two air change rates per hour: 80 air changes for fruit and 40 air changes for deep-frozen cargo. It was found that electrical energy consumption can be reduced with the speed-controlled electric motors for the fans as well as for the seawater cooling pumps.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401064</guid>
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