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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>EVALUATION OF SHERWOOD SCUBA REGULATORS FOR USE IN COLD WATER; TECHNICAL REPT</title>
      <link>https://trid.trb.org/View/454204</link>
      <description><![CDATA[NEUD tested the breathing effort and susceptibility to freeze-up of two models of Sherwood SCUBA regulators, the Blizzard and the Maximus. Both regulators were teated in -2% (28F) salt water, at depths to 6O.7 mew (19F few). Five examples of each model were tested. The probability of regulator failure was computed from the number of cold induced incidents, and the time to failure for each incident. Under these rigorous conditions, the probability of failure for the Sherwood Blizzard was approximately half that of the Maximus. Furthermore, the Blizzard's breathing effort was consistently lower than the Maximus, especially at low supply pressures. The Sherwood Blizzard should be adequate for dives of up to 40 min duration in sea water temperature to 28F. Deeper than 100 few, only moderate work (RMV no greater than 40 L-min) should be accomplished.]]></description>
      <pubDate>Mon, 08 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454204</guid>
    </item>
    <item>
      <title>A TALE OF TWO PRESSURES</title>
      <link>https://trid.trb.org/View/446095</link>
      <description><![CDATA[A new technique has been developed to more effectively commingle wells flowing at different pressures, using the energy from higher pressure wells to drive its low pressure counterpart.  This will increase production from many marginal fields and prolong field life.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/446095</guid>
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    <item>
      <title>DEEP OPERATING MONITOR AND DESTRUCT DEVICE; PATENT</title>
      <link>https://trid.trb.org/View/406153</link>
      <description><![CDATA[An interdiction system to be placed upon the floor of the ocean includes a target detection and classification system which is cooperatively connected to a hollow enclosure containing a predetermined volume at one atmosphere or less pressure. Upon target acquisition and classification, the detection and classification system actuates a mechanism to rupture the wall of the hollow enclosure. The resultant implosion caused by the ambient ocean pressure creates a high intensity shock wave in the vicinity of the system to damage the intruding vessel. The instant invention overcomes the disadvantages of the prior art by providing a shock wave producing system which is lethal at pelagic depths but relatively harmless in a surface environment. This system employs a frangible wall container having a predetermined volume at low atmospheric pressure which is moored on or near the ocean bottom. A target detection and classification device is attached to the frangible vessel and ruptures it when a predetermined target signal has been acquired and classified.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406153</guid>
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      <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>
    </item>
    <item>
      <title>HIGH-EFFICIENCY BRAYTON-CYCLE ENGINES FOR MARINE PROPULSION</title>
      <link>https://trid.trb.org/View/392756</link>
      <description><![CDATA[This study considers the development and introduction of a high- efficiency prime mover for marine propulsion. In particular, the study is based on the U.S. fishing industry, which faces some efficiency problems and fierce foreign competition. The prime mover is a low-pressure-ratio, highly-regenerative Brayton-cycle engine. The performance of this engine at design point and at off-design points was calculated. At design point, the thermal efficiency is about 55%. At off-design points, the thermal efficiency remains higher than the respective thermal efficiency of diesel engines. The resulting performance is predicted to be better than the performance of the most efficient prime mover available for this application, the diesel engine.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/392756</guid>
    </item>
    <item>
      <title>LOW PRESSURE GROUTING OF POLYETHYLENE PIPE</title>
      <link>https://trid.trb.org/View/301878</link>
      <description><![CDATA[A method for rehabilitation of old sewers with minimal excavation and cost is described: an high density polyethylene liner is pulled or jacked into place, and the annular space between the old liner and the new pipe is filled with low-density cellular foam concrete grout to protect the liner from future damage.  The specially developed grout, and details of its successful use in Washington are described.  The successful backfilling of high density polyethylene sewer liners using cellular foam concrete grout depends on careful control of all aspects of the operation.]]></description>
      <pubDate>Tue, 31 Oct 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/301878</guid>
    </item>
    <item>
      <title>DETERMINING FEASIBILITY OF WEST VIRGINIA OIL AND GAS FIELD BRINES AS HIGHWAY DEICING AGENTS -- PHASE II. FINAL REPORT</title>
      <link>https://trid.trb.org/View/280992</link>
      <description><![CDATA[The research described in this report represents the second phase of a comprehensive research project to determine the feasibility of West Virginia oil and gas field brines as highway deicing agents.  Phase II focused on the development and testing of a portable, truck-mounted spray applicator system powered by the hydraulic system on the truck.  Based on two winters of field testing on a section of state highway, it was concluded that low-pressure application is a viable approach to deicing winter highways.  The applicator, with its ground-speed-control capabilities, proved to be more effective than either the high-pressure or gravity application which had been field tested in earlier work. Since the quality and quantity of brines used on roadways needs to be controlled, a model set of guidelines and conditions relative to the use of oil and gas field brines was prepared.  Any large scale usage of brine for deicing will require written agreements between the highway agency and oil and gas producers.  A typical agreement, outlining the responsibilities of both parties in terms of providing, transporting, and storing brine, was developed and is included in the final report.]]></description>
      <pubDate>Fri, 31 Jul 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/280992</guid>
    </item>
    <item>
      <title>LOW PRESSURE ELECTRONIC FUEL INJECTION SYSTEM FOR TWO-STROKE ENGINES</title>
      <link>https://trid.trb.org/View/217948</link>
      <description><![CDATA[A brief general survey of different fuel injection systems is presented, and a new low-pressure fuel electronic injection system is described that is specially adapted to two-stroke engines.  Due to its design, the two-stroke internal combustion engine has an important drawback, i.e. burnt gases during scavenging are thrown away by partly diluted fresh gases.  It would be more convenient to carry out scavenging with fresh gases rather than with an air-fuel mixture in the crankcase, and this can only be achieved by a direct fuel injection quantity to avoid mixture of fresh gases and fuel particles.  Due to recent trends toward fuel economy and pollution control, the future of the two-stroke engine may be jeopardized despite its positive advantages of robustness, simplicity, low manufacturing costs, and high power-to-weight ratio.  The best solution to maintain requirements of the modern two-stroke engine involves electronic direct fuel injection.  By adopting the capacitive discharge system, energy can be stored slowly for discharging in a very short time.  To adapt a low-pressure injection system to the two-stroke engine encompasses some seemingly incompatible requirements: the system must be independent and not require an external energy source; injected quantities, though small, must be injected accurately and in a short period of time; and the system must be reliable without time draft. General aspects of the low-pressure electronic fuel injection system are described (air-fuel supply, injection time, spraying and distribution of fuel, and fouling and endurance).  The principle of supercharged injection, the electronic control unit, and engine adjustments are detailed.  Two main advantages of the system are fuel economy and pollution control.]]></description>
      <pubDate>Sat, 31 Aug 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217948</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF SPECIFICATIONS FOR PUBLIC LIGHTING</title>
      <link>https://trid.trb.org/View/203938</link>
      <description><![CDATA[The article describes how the standardization of public lighting has developed.  It is concluded that for both visual performance and visual comfort the light of low-pressure sodium lamps compares favourably with that of all other light sources that are suitable for public lighting.  (TRRL)]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203938</guid>
    </item>
    <item>
      <title>FIFTY YEARS LOW-PRESSURE SODIUM LIGHTING. THE PAST, TODAY AND THE FUTURE</title>
      <link>https://trid.trb.org/View/203548</link>
      <description><![CDATA[In 1932 low-pressure sodium lighting was first introduced in a commercial application.  On the occasion of the 50th anniversary of low-pressure sodium lighting this paper deals with past and future lamp development making clear why low-pressure sodium lamps have had and are expected to have the highest luminance efficacy of all lamps.  The relation between spectral properties and visual reliability is dealt with.  Finally the broadening field of application of low-pressure sodium lighting is discussed.  This paper was presented at the Public Lighting Conference 1982, Technical Seminar.  Churchill College Cambridge, 14th-16th September 1982.  (TRRL)]]></description>
      <pubDate>Mon, 30 Jul 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203548</guid>
    </item>
    <item>
      <title>LOW PRESSURE SINGLE POINT INJECTION SYSTEM WITH INTEGRATED HOT WIRE AIR MASS METER FOR GASOLINE ENGINES</title>
      <link>https://trid.trb.org/View/197248</link>
      <description><![CDATA[After a short description of the technical advantages of gasoline injection systems and a short evaluation of multipoint and single point injection systems, a new single point injection system is described.  This is a low pressure closed-loop system with automatic idle speed control.  The fuel pressure is 1 bar.  A hot wire air mass meter is used, which is cleaned every time after switching off the engine by "burn-off".  The central mixture unit is very compact and contains a newly developed fuel injector, a hot wire air mass meter in a bypass to the main stream and several additional components. In the electronic control unit digital technique is applied using a microcomputer 8039 or intel, an external 4k rom memory and a special custom- designed ic.  The new injector has a flat armature and is flushed through by gasoline in order to prevent vapor build up.  It has a very short response time, so that short injection pulses can be obtained using simple switching mode driver stages. The hot wire air mass meter is similar to the one used for multipoint systems.  The idle speed actuator is of the two winding rotational type.  It has a very short response time and a small air leakage.  For the new pump the two stage side channel principle was selected.  Test data shows that stringent emission standards can be met without additional means, i.e. EGR or secondary air.  The new system is no technical alternative to the well known multipoint injection systems, but rather a new fuelling system for applications where up to now mostly carburetors have been used.  (Author/TRRL)]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/197248</guid>
    </item>
    <item>
      <title>GAS-CHARGED SHOCKS</title>
      <link>https://trid.trb.org/View/195064</link>
      <description><![CDATA[This article discusses the development and performance of low-pressure gas shocks, a new type of shock absorber that uses nitrogen gas as well as hydraulic oil to control and damp the motions of a car's suspension.  These low-pressure gas shocks are a combination of conventional double-tube hydraulic shocks used on American cars and more exotic, expensive high-pressure gas single-tube shocks used on European performance cars.  The improvements claimed for these new shock absorbers include better handling, reduced body roll, quieter ride, more consistent control on different road surfaces, less fading and loss of control during extended operation, and prices competitive with existing heavy-duty shock absorbers and replacement struts.  An insert included with this article addresses the topic "How shocks work, and why double-tube gas shocks work better."]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195064</guid>
    </item>
    <item>
      <title>FUTURE SHOCK. NEW DOUBLE-TUBE GAS SHOCKS PROMISE THE PERFORMANCE OF EXPENSIVE EUROPEAN GAS DESIGNS AT A PRICE YOUR CUSTOMERS CAN LIVE WITH</title>
      <link>https://trid.trb.org/View/187238</link>
      <description><![CDATA[A new type of shock absorber that promises to improve the ride and handling of small cars and which is about to be introduced by American Companies is discussed. These new low-pressure gas shocks, as they are called, deal with motion better than the hydraulic shocks of the past. The design and working of hydraulic shocks are first described followed by a description of gas pressure shocks, both single tube gas design and double tube gas shocks. Driving impressions and design problems are noted. Both performance improvements and price benefits are expected from low-pressure gas shocks.]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187238</guid>
    </item>
    <item>
      <title>THE ECONOMICS OF INSTALLATION DESIGN</title>
      <link>https://trid.trb.org/View/186673</link>
      <description><![CDATA[The paper summarises some information on world road lighting costs, examines the benefits of past and future technical developments and discusses the cost implications of the proposals of the BSI Review Panel.  There appeared to be a wide variability in the cost of road lighting with Japan paying far more than anywhere else, and Britain paying less than most.  Mercury systems were usually the most expensive; low pressure sodium, although the most efficient was not always the least expensive.  As the development of low pressure sodium and mercury lamps now appears to be over, high pressure sodium lamps could soon be the most efficient. The author claimed that the present BS5489 British code of practice with its specified lantern spacing prevents the most effective use being made of recent improvements in lantern utilisation factors and lamp lumen output.  Examples are given to show how a relaxation of the controls on lantern distribution can be used to produce a wide range of installation performances at less capital and operating cost than could be achieved by the existing code. This paper was presented at the Conference of the Institution of Public Lighting Engineers held in Brighton in 1981.  For abstracts of other papers presented see TRIS 368902 and 368904. (TRRL)]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186673</guid>
    </item>
    <item>
      <title>SON SETS A NEW STANDARD</title>
      <link>https://trid.trb.org/View/179917</link>
      <description><![CDATA[High efficiency and a long working life have led to the increased use of the high pressure sodium lamp (son) in the field of exterior lighting.  Also the net trade price of the son lamp has steadily reduced compared with that of the low-pressure sodium lamp (sox).  Recent developments of the efficacy of the son lamp have made it a serious challenger to the sox for group a lighting, and the life of a son lamp is shown to be 16000 hours, twice that of the sox.  The present range of high-pressure sodium lamps, 70w, 150w and 250w will enable any scheme from 5 M to 12 M to be planned to meet code of practice recommendations. The acceptable colour and increased efficiency of the son lamp has led to its use in the replacement of high-pressure mercury and fluorescent tubes in city centres.  The colour discrimination increases safety and assists in the prevention of crime.  Savings in inventory charges should be possible because only two types of lantern need to be stocked.  Future developments outlined make it probable that the son lamp will gradually supersede the present ranges of filament and mercury lamps.  (TRRL)]]></description>
      <pubDate>Fri, 30 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/179917</guid>
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