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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>SOIL - ROCK DRILLING AND ROCK LOCATING BY ROCK INDICATOR</title>
      <link>https://trid.trb.org/View/121027</link>
      <description><![CDATA[A NEW METHOD IS PRESENTED OF DETERMINING THE LEVEL OF BEDROCK SURFACE, WHEN IT IS COVERED BY SOIL. THE METHOD COMPRISES DRILLING THROUGH SOIL INTO ROCK /SOIL-ROCK DRILLING/, IN COMBINATION WITH MONITORING THE DRILLING SOUND FROM THE WORKING OF THE DRILL BIT IN THE ROCK. FOR SOUND MEASUREMENT A MICROPHONE IS PLACED IN A BOREHOLE INTO SOLID ROCK. THE SOUND IS LISTENED TO BY HEAD-PHONES AND READ ON A METER, AND CAN BE RECORDED. THE SOUND MEASUREMENT CAN DISTINGUISH BETWEEN BOULDERS AND ROCK EVEN WHEN LARGE BOULDERS LIE CLOSE TO THE ROCK SURFACE. WITH ONE LISTENING POINT AN AREA ABOUT 100 METERS IN RADIUS CAN BE COVERED. THE REACH IS DEPENDENT ON THE SIZE OF THE ROCK DRILL AND QUALITY OF THE ROCK. GOOD RESULTS HAVE BEEN ACHIEVED IN BOTH ERUPTIVE /GRANITE AND GNEISS/ AND SEDIMENTARY /LIMESTONE AND SANDSTONE/ ROCKS. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:37:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/121027</guid>
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    <item>
      <title>WIND SHEAR SYSTEMS IMPLEMENTATION PLAN, BENEFIT/COST STUDY</title>
      <link>https://trid.trb.org/View/162792</link>
      <description><![CDATA[Since July 1973 there have been eight U.S. air carrier accidents attributed to encounters with strong low-level wind shears during terminal flight operations. The FAA research and development effort has taken a threefold approach to the wind shear problem: (1) developing and implementing improved forecasting techniques and procedures for predicting and reporting low-level wind shear in the terminal area; (2) placing wind shear detection equipment on the ground and transmitting information to the pilot; and (3) installing equipment aboard the aircraft that would provide the pilot with wind shear information in 'real time'. The results of the latter effort, i.e., airborne wind shear systems and techniques are evaluated as to their relative benefits and costs both to the user and to the FAA. Ground speed is a major input variable to many of the candidate airborne wind shear systems. Eight techniques for providing ground speed are evaluated and cost comparisons are documented. Also evaluated are three self contained wind shear systems that do not rely on ground speed as a reference and a head-up display for displaying wind shear data. (Author)]]></description>
      <pubDate>Wed, 21 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162792</guid>
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    <item>
      <title>COORDINATED RADAR AND AIRCRAFT OBSERVATIONS OF TURBULENCE</title>
      <link>https://trid.trb.org/View/177359</link>
      <description><![CDATA[Interim results of a program to measure and correlate radar-and aircraft-sensed turbulence in rainstorms are presented. The dissipation factor of a turbulent air mass can be measured by an aircraft and a weather radar. Comparisons are made between precipitation reflectivity and spectral width measurements as indicators of turbulence. The instrumentation and data processing procedures are described. Examples of turbulence observations made with a storm-penetrating aircraft and the weather radar are given. The relationship between the radar observations and the physical properties of the turbulent atmosphere are derived. The relationship of radar spectral width (variance) to turbulence intensity is discussed. (Author)]]></description>
      <pubDate>Fri, 30 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177359</guid>
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    <item>
      <title>REPORT ON PAVEMENT RESEARCH PROJECT IN INDIANA</title>
      <link>https://trid.trb.org/View/104956</link>
      <description><![CDATA[THE LOCATION, DESIGN, MATERIALS, CONSTRUCTION, TRAFFIC, AND EARLY PERFORMANCE ARE DESCRIBED OF AN EXPERIMENTAL CONCRETE PAVEMENT BUILT IN INDIANA TO STUDY THE EFFECTIVENESS OF SUBBASES IN THE CONTROL OF PUMPING. THE PROJECT IS LOCATED ON US 41 IN THE NORTHWEST CORNER OF INDIANA, BEGINNING APPROXIMATELY 4.5 MILES SOUTH OF COOK AND TERMINATING AT THE SOUTH EDGE OF COOK. EXPERIMENTAL SECTIONS, WHICH HAVE A TOTAL NET LENGTH OF 4 MILES, SERVE AS THE SOUTHBOUND OR WEST PAVEMENT OF A DIVIDED HIGHWAY. EACH MILE OF THE CAREFULLY CONTROLLED TEST ROAD HAS EIGHT SUBBASE SECTIONS AS FOLLOWS: (1) TWO OF SOIL-CEMENT MIXTURES WITH THICKNESSES OF 3 AND 5 INCHES, (2) THREE OF OPEN-GRADED CRUSHED STONE, WITH THICKNESSES OF 3, 5, AND 8 INCHES, AND (3) THREE OF DENSE-GRADED CRUSHED STONE, WITH THICKNESSES OF 3, 5, AND 8 INCHES. THE NINTH SECTION IN EACH MILE WAS DESIGNATED AS A CONTROL SECTION WITH THE CONCRETE PAVEMENT PLACED DIRECTLY ON THE FINE-GRAINED SOIL. THE CONCRETE PAVEMENT HAS A 9-8-9-INCH THICKENED-EDGE SECTION AND IS 24 FEET WIDE. THE FIRST AND THIRD MILES HAVE PLAIN CONCRETE WITH CONTRACTION JOINTS SPACED 15 FEET. THE SECOND AND FOURTH MILES HAVE CONTRACTION JOINTS SPACED 40 FEET. THE SOILS IN THE UPPER 3 FEET OF THE SUBGRADE ARE IN THE A-6 AND A-7-6 GROUPS. THE SOILS IN THE UPPER 6 INCHES ARE PREDOMINATELY IN THE A-6 GROUP, WITH GROUP INDICES GREATER THAN 6. DETAILED TESTS WERE MADE TO CAREFULLY CONTROL ALL PHASES OF CONSTRUCTION. UNDISTURBED TRIAXIAL SPECIMENS WERE TAKEN FROM THE SUBGRADE JUST PRIOR TO PAVING. IN-PLACE CBR'S WERE RUN IN EACH SECTION ON BOTH THE SUBGRADE AND SUBBASE. THE PROJECT HAS 72 BOUYOUCOS MOISTURE ELECTRODES INSTALLED IN THE SUBGRADE AND SUBBASE AND 2,000 PRECISE LEVEL PLUGS IN THE CONCRETE PAVEMENT. PAVEMENT ROUGHNESS INDICES FOR EACH LANE OF EACH SECTION HAVE BEEN DETERMINED AT VARIOUS TIMES. DETAILED TRAFFIC STUDIES CLASSIFY VEHICLES BY TYPES AND WEIGHTS AND DETERMINE VARIATIONS IN TRAFFIC VOLUMES. A SPEED AND PLACEMENT STUDY OF TRUCKS WAS MADE IN 1950. THE PAVEMENT SECTIONS HAVING PLAIN CONCRETE, 15-FT JOINT SPACING, AND NO SUBBASE HAVE SHOWN DISTRESS DUE TO PUMPING. THERE HAS BEEN NO PUMPING OR EXTUSION OF MATERIAL IN THE SECTIONS HAVING OPEN-GRADED SUBBASE. /AUTHOR/]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104956</guid>
    </item>
    <item>
      <title>SONAR SYSTEM UNSNARLS KINKS IN MIXING CEMENT AT THE PLANT</title>
      <link>https://trid.trb.org/View/97147</link>
      <description><![CDATA[A CEMENT-MIXING PLANT HAS INSTALLED AN AUTOMATIC, ULTRASONIC MEASURING SYSTEM TO SOLVE A MEASUREMENT PROBLEM CREATED BY EFFECTS OF WEATHER EXTREMES. HEAT AND COLD, RAIN AND SNOW AGGRAVATED THE CAKING OF MATERIALS ON PADDLE WHEELS USED TO CHECK MATERIAL LEVELS IN THE CONCRETE-BATCH- MIXING FACILITY. THE ULTRASONIC MEASURING SYSTEM'S SOLID- STATE ELECTRONIC EQUIPMENT IS PACKAGED SO IT IS UNAFFECTED BY MOISTURE AND TEMPERATURE CHANGE. THIS ELIMINATES THE PROBLEM OF CAKING AND THE CATWALK CLIMB IS NO LONGER NEEDED BECAUSE THE NECESSARY PERIODIC INVENTORY READINGS OF MATERIAL LEVEL ARE NOW TAKEN AT THE CONTROL ROOM ON THE GROUND. THE SYSTEM CONSISTS OF A TRANSDUCER AND A SOLID- STATE ELECTRONICS UNIT CONNECTED BY COAXIAL CABLE. THE TRANSDUCER IS MOUNTED ABOVE THE MATERIAL TO BE MEASURED AND THE ELECTRONICS CONTROL UNIT WITH A READ-OUT METER IS IN A CONTROL ROOM. THE TRANSDUCER PROJECTS AN ULTRASONIC SIGNAL AND RECEIVES AN ECHO FROM THE TOP OF THE MATERIALS. A PRECISE TIMING CIRCUIT MEASURES THE TIME IT TAKES THE SIGNAL TO TRAVEL FROM THE SENSOR AND BACK. THIS TIME VALUE IS CONVERTED INTO VOLTAGE DISPLAYED ON A METER IN UNITS OF SPECIFIC APPLICATION. THE SYSTEM INCLUDES SIX TRANSDUCER HEADS WITH A MANUAL SELECTOR SWITCH THAT ALLOWS THE OPERATOR TO SELECT ANY OF SIX BINS FOR A LEVEL READING. THE LEVEL MONITOR SAMPLES EACH BIN TO DETERMINE WHICH IS FULL AND WHICH NEEDS ADDITIONAL INGREDIENTS. COMPLETE CONTROL OF EMPTYING AND REFILLING THE BINS CAN BE MAINTAINED FROM THE CONTROL ROOM.]]></description>
      <pubDate>Thu, 26 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97147</guid>
    </item>
    <item>
      <title>AN ADVANCED ELECTROTHERMAL SENSOR FOR AUTOMOTIVE LEVEL MEASUREMENT</title>
      <link>https://trid.trb.org/View/189667</link>
      <description><![CDATA[This paper describes a fuel level sensor, which basically consists of thin-film resistors encapsulated in Kapton foils. The thin-film elements are heated by constant current pulses and the immersed part is cooled by the liquid to be measured. This results in a change in resistance which can be detected by various types of evaluation circuitry discussed in the paper. This electrothermal principle has a number of advantages compared to conventional methods: (1) long life due to absence of mechanical moving parts or contacts; (2) high media compatibility including ethanol or methanol containing fuels; (3) high resolution in the "empty region"; and (4) easy shaping of output characteristics with unusual tank shapes. A status report on development progress is given including test results with first prototypes and a discussion of the achieved errorband.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189667</guid>
    </item>
    <item>
      <title>LIQUID LEVEL COMPUTING SYSTEM</title>
      <link>https://trid.trb.org/View/148028</link>
      <description><![CDATA[The demands of total reliability, high accuracy, and resistance to corrosive and hostile environments pose special problems for level measuring systems in marine and offshore applications.  A new microcomputer-controlled liquid level, temperature and volume computing system developed by NEBB, The Norwegian member of the Brown Boveri Group, is described.  At the heart of the system is a vibrating wire sensor which is claimed to offer accurate and reliable operation even in chemical tanker installations.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148028</guid>
    </item>
    <item>
      <title>RADIO FREQUENCY LIQUID LEVEL GAUGING IN PROPANE TANK CAR SAFETY TESTS - A FEASIBILITY STUDY</title>
      <link>https://trid.trb.org/View/88914</link>
      <description><![CDATA[Selected radio frequency (rf) resonances of an empty 30,300 liter (8,000 gallon) tank car have been measured to determine whether rf can be used to gauge the propane liquid levels during tank car fire safety tests. The change of resonant frequencies of a small horizontal cylindrical tank as a function of liquid volume has been tested in order to estimate the precision to which the amount of propane in a tank car can be measured. The technique is applicable to routine tank car gauging.]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88914</guid>
    </item>
    <item>
      <title>WIND SHEAR CHARACTERIZATION</title>
      <link>https://trid.trb.org/View/56634</link>
      <description><![CDATA[A brief review of the major causes of severe low-level wind shear indicates that the thunderstorm gust front is the most dangerous source of potential aircraft accidents. The study contains the analysis of several gust-front events in detail using meteorological tower, acoustic echo sounder, and pressure sensor data. The results were compared with theoretical models and laboratory studies. Analyses show that gust fronts can probably be detected reliably with a suitable array of different ground-based sensors. However, the determination of wind-shear severity is a more difficult problem. The results thus far show a promising relationship between the gust-front speed of motion and maximum shear.]]></description>
      <pubDate>Sun, 29 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56634</guid>
    </item>
    <item>
      <title>MEASUREMENTS OF LIQUEFIED NATURAL GAS IN COMMERCE</title>
      <link>https://trid.trb.org/View/75793</link>
      <description><![CDATA[The Cryogenics Divisions of the NBS Institute for Basic Standards is currently involved in a number of programs dealing with liquefied natural gas (LNG).  The objective of these NBS programs is to bring to bear over 20 years of cryogenic experience on certain selected LNG problem areas. A description of the programs is given as well as a summary of progress of this five-year effort.  In addition, the objectives of past, present and projected LNG programs at NBS will be related to one specific LNG problem area, custody transfer, and suggestions will be made about maximum utilization of present and expected research results.]]></description>
      <pubDate>Thu, 12 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75793</guid>
    </item>
    <item>
      <title>SHIPBOARD LNG MEASUREMENT AND CONTROL</title>
      <link>https://trid.trb.org/View/69110</link>
      <description><![CDATA[The transportation of liquefied natural gas (LNG) requires special systems and instruments generally not found in other liquid product carriers.  These systems and devices are necessary if the carrier is to comply with the various safety standards, and also, to remain commercially competitive.  A general discussion of the total control system with a more detailed look at the unique instruments used in the cryogenic environments is presented in this paper.]]></description>
      <pubDate>Wed, 03 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69110</guid>
    </item>
    <item>
      <title>CARGO TANKS, BOTTOM LOADING OF FLAMMABLE LIQUIDS. VOLUME II. REVIEW AND ANALYSIS OF LIQUID LEVEL CONTROL SYSTEMS USED IN BOTTOM LOADING OF FLAMMABLE LIQUIDS INTO CARGO TANKS</title>
      <link>https://trid.trb.org/View/56695</link>
      <description><![CDATA[Bottom loading systems of flammable liquids into cargo tanks are investigated with two overall objectives: (1) Review the mechanical aspects of bottom loading of cargo tanks with regard to devices or procedures for removing liquid products from loading lines under tanks and protection of loading lines from underride accidents; (2) Review liquid level sensing systems presently available, with special emphasis placed on: safety characteristics, compatibility and adaptability of systems used as they differ from tank vehicle to loading terminal, failsafe features built into the systems, and longevity of these systems with a view to possible retest criteria. The volume summarizes the work performed on the second objective. This includes a review of available design, an analysis of the safety features of each design, a review of existing standards and recommended procedures, and recommended performance criteria.]]></description>
      <pubDate>Wed, 09 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56695</guid>
    </item>
    <item>
      <title>TANKER OFFLOADING METERS REQUIRE FREE AIR REMOVAL</title>
      <link>https://trid.trb.org/View/51489</link>
      <description><![CDATA[Measurement system for tanker offloading at Sun terminal in Texas described features meters with automatic pressure lubrication, highly effective air-elimination control.]]></description>
      <pubDate>Wed, 22 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51489</guid>
    </item>
    <item>
      <title>CANADIAN PRODUCT PREVENTS SPILLS</title>
      <link>https://trid.trb.org/View/65805</link>
      <description><![CDATA[Four years of research and development by Honeywell Ltd. of Toronto have resulted in a new safety device for the petroleum industry: the Optic Liquid Level Sensor (OLLS). The new product is designed to detect fluid levels in tank trucks or storage tanks during filling by means of a signal received from the control monitor transmitted via fibre optic cable to the sensor's probe, which protrudes into the storage tank or each of the product compartments on a tank truck.  When an overfill condition occurs, a glass prism at the tip of the sensor's probe is submerged in the petroleum product, and at this time the pulsed light is refracted from the prism base into the product, causing a loss of electronic signal.  The control monitor senses the loss and automatically ends the filling operation.    The OLLS is safe and can be used for Class I, II and III petroleum products.  As optic technology is used in the OLLS, no electrical power is present inside the product compartment. Safety features include an automatic shutdown system with any component failure; an intrinsically safe 24-volt DC, maximum 60 milliamp barriered control monitor, and an all solid state design to preclude mechanical failures.  In addition to these, the control monitor also monitors ground faults.  Thus, if resistance to ground is 10,000 ohms or greater, the control monitor will not alow a filling operation.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65805</guid>
    </item>
    <item>
      <title>MARINE TANK GAUGING - A NEW CONCEPT</title>
      <link>https://trid.trb.org/View/40895</link>
      <description><![CDATA[The purpose of this paper is to analyze the function of each part of a tank gauging system and present a reasonable program for selecting components that relate to the system as a whole.  At the same time it must be recognized that the maintenance necessary to keep a gauging system in top condition often will not be provided, thus selection of components is directed towards those that will be most likely to survive with the least practical maintenance. Nevertheless, it must be accented that no piece of mechanical equipment can be ignored for months, or even years, and continue to give completely satisfactory service.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/40895</guid>
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