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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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      <title>Comparative Study and Evaluation of SCRAM Use, Recidivism Rates, and Characteristics</title>
      <link>https://trid.trb.org/View/1355559</link>
      <description><![CDATA[SCRAM (Secure Continuous Remote Alcohol Monitoring) is an ankle bracelet that conducts transdermal readings by sampling alcohol vapor just above the skin or insensible perspiration. It provides continuous monitoring of sobriety. The impact of SCRAM on the rate of repeat drinking and driving offenses (i.e., recidivism) was assessed for the first two years following arrest for 837 offenders in Wisconsin (avg. 85 days on SCRAM) and 672 offenders in Nebraska (avg. 87 days on SCRAM). SCRAM offenders, as compared to a Comparison group, recidivated (i.e. were rearrested for an alcohol offense), at higher rates in both states (7.6% versus 6.2% in WI; 9.8% versus 7.7% in NE, neither of which were statistically significant). However, there was virtually no recidivism while on SCRAM and those SCRAM offenders who did recidivate did so at a later time (360 days from original arrest for SCRAM versus 271 days for the Comparison group in WI, p<.05; 458 versus 333 in NE, p<.01). It was felt that the SCRAM population may represent a particularly high risk group of offenders (not fully controlled for in the current study) thus higher long-term recidivism was expected. However, SCRAM did delay recidivism even for this high risk group.]]></description>
      <pubDate>Fri, 29 May 2015 12:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1355559</guid>
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      <title>Comparative Study and Evaluation of SCRAM Use, Recidivism Rates, and Characteristics</title>
      <link>https://trid.trb.org/View/1354335</link>
      <description><![CDATA[Impaired driving continues to cause hundreds of thousands of alcohol-related crashes each year, many resulting in serious injury or death. Many offenders are repeat offenders despite sanctions and court processes that attempt to dissuade offenders from reoffending. A continuous alcohol monitoring (CAM) device may have a role to play when a repeat offender is court-ordered to maintain a state of sobriety. A CAM device typically consists of an ankle bracelet that conducts alcohol readings by sampling perspiration on the skin. Secure continuous remote alcohol monitoring (SCRAM) refers to a device commercially available from Alcohol Monitoring Systems, Inc. (AMS). While there are other CAM devices, SCRAM is currently the most widely used. Data from more than 3,000 drinking-and-driving offenders in Wisconsin and Nevada were explored to evaluate the impact of SCRAM on rates and speed of recidivism. Some similarities were apparent between the two States. Offenders using SCRAM showed higher percentages of recidivism than the control offenders in both States, though the difference was not statistically significant. Despite the higher percentage of recidivism in SCRAM offenders, recidivists using SCRAM tended to take more days to recidivate than the comparison group recidivists. This was true in both States. The two States also differ in the criteria used for assignment to SCRAM and it may be worth revisiting those conditions. Despite differences in the administration of the SCRAM program, both States showed that SCRAM can have a positive impact, if not regarding the occurrence of recidivism, at least regarding the number of days to recidivate.]]></description>
      <pubDate>Tue, 26 May 2015 16:06:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1354335</guid>
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      <title>National Evaluation of the SafeTrip-21 Initiative: I-95 Corridor Coalition Test Bed, Final Evaluation Report: North Carolina Deployment of Portable Traffic-Monitoring Devices</title>
      <link>https://trid.trb.org/View/1104511</link>
      <description><![CDATA[The purpose of this document is to present the findings of the national evaluation of the deployment of portable traffic monitoring devices (PTMDs) at a variety of locations in North Carolina conducted under the U.S. Department of Transportation's (USDOT’s) SafeTrip-21 Initiative. The North Carolina Department of Transportation (NCDOT) tested the use of PTMDs in work zones. During this testing, the USDOT conducted an evaluation to gain an understanding of the technical and institutional issues associated with using these types of devices. The purpose of the evaluation is both to learn how highly portable, temporary traffic sensors with a small footprint can provide real-time traffic conditions in work zones and to determine how that information can be used effectively by State Departments of Transportation (DOT) to improve safety and mobility in work zones. Based on their experience during this test, NCDOT personnel reported that the PTMDs were easy to install and maintain. The devices enabled them to focus their activities on the areas that needed the most attention while still monitoring areas that needed less active involvement. Based on the findings from NCDOT users interviewed about PTMDs, the devices appear to be a cost-effective, safe, and flexible means for an agency to monitor traffic conditions on their roadways remotely.]]></description>
      <pubDate>Thu, 23 Jun 2011 09:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104511</guid>
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      <title>Alcohol Monitoring Technologies: Applications for Youth and Young Impaired Drivers</title>
      <link>https://trid.trb.org/View/894524</link>
      <description><![CDATA[Technologies to reduce impaired driving may provide one opportunity to reduce offending among youth impaired drivers. Technologies designed to reduce and prevent alcohol-impaired driving have long been used to incapacitate, deter, and control alcohol consumption and drinking and driving among adult offenders. Two important examples of such technologies that are widely used are continuous alcohol monitoring, based on transdermal measures of alcohol consumption, and alcohol ignition interlocks, based on breath alcohol measures. The former involves a bracelet that is attached to offenders and monitors drinking behavior. It was introduced in 2003 and today is in use in more than 43 states in the U.S. The latter is a breath testing device linked to a vehicle’s ignition or other on-board system so as to require a zero or low BAC test before the vehicle can be started or operated. Alcohol interlocks are designed to separate drinking and driving as well as to monitor alcohol consumption. Interlocks have been in use for more than two decades and are applied in almost all jurisdictions in North America to drunk driving offenders as well as to a range of drivers in other jurisdictions around the world. This paper presents a brief discussion regarding ways in which these two important yet distinct technologies are beginning to be applied to youth.]]></description>
      <pubDate>Mon, 20 Jul 2009 08:53:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/894524</guid>
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    <item>
      <title>Application of Image Analysis to Monitor Very Early Age Shrinkage</title>
      <link>https://trid.trb.org/View/784329</link>
      <description><![CDATA[Digital image analysis is introduced as a way to monitor the shrinkage of fresh cementitious materials for approximately thirty minutes after adding water to the mixture.  There is not a large amount of documentation for very early-age shrinkage of concrete, and this method might reduce the number of difficulties related to placing shrinkage monitoring devices on fresh cementitious mixtures that have not set.  The authors report that shrinkage strains monitored while using image analysis are higher than those measured using laser sensors, possibly due to a higher moisture loss from the specimens when the trowelled surface is exposed.]]></description>
      <pubDate>Wed, 23 Aug 2006 07:58:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/784329</guid>
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    <item>
      <title>THE EMPLOYMENT OF DATA PROCESSING TECHNOLOGY IN LONG-DISTANCE AND SUBURBAN TRAFFIC SYSTEMS</title>
      <link>https://trid.trb.org/View/217596</link>
      <description><![CDATA[Data processing equipment in telematic, which is used for controlling and monitoring railway operations, is instrumental in improving the efficiency and quality of a transport service.  Such equipment is particularly advantageous where traffic systems are highly complex. Process computers, which are used both for train control and for the supply of traction current, are connected to the process by intelligent data transmission equipment. Computer installations on the railway system are organized in hierarchical form.  On the line, they take over the monitoring of train routes and in the traffic control centres, the management of resources.  Fail-safe microcomputer systems which are based on the SIMIS principal, a development of Siemens, are already being used in electronic interlockings of railway signalling systems for the logical processing of data.  Equipment of automation of control and monitoring of traction current supply networks offers a wide operational range. Thereby, the power supply equipment in the local interlocking cabins is connected with the process computers in the traffic control centre and thus is remote-controlled by the centre.  Remote control systems, using microcomputers, are used for this purpose, e.g. the SINAUT remote control system designed specifically for railways.  To achieve higher availability, multiple computer systems are installed for controlling rail traffic and for supplying traction current.]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217596</guid>
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    <item>
      <title>RAIL VEHICLE PERFORMANCE MONITOR FOR ACCELERATION, VELOCITY AND DISTANCE</title>
      <link>https://trid.trb.org/View/200063</link>
      <description><![CDATA[A measuring technique for velocity, acceleration and distance of rail vehicles is discussed.  Velocity and distance are derived directly from an optical digitally encoded sensor.  A low noise differentiation method allows very small accelerations of rail vehicles to be obtained from the velocity signal.  Description and design details are given of the major circuit functions.  (Author)]]></description>
      <pubDate>Mon, 30 Jul 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/200063</guid>
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    <item>
      <title>AUTOMATIC MONITORING DEVICE FOR OVERHEAD CONTACT SYSTEM</title>
      <link>https://trid.trb.org/View/203767</link>
      <description><![CDATA[There are ten electric equipment inspection cars for both conventional lines and Shinkansen of JNR.  The data measured by them is useful for the maintenance of electric equipment. Automation and reduction of labor are required increasingly to ensure rational management and to raise the reliability of electric equipment.  But, there are two important problems.  They are establishment of the diagnosing technique for abnormalities and troubles with trolley-wire-supported equipment at high running speeds, and development of diagnosing devices without any measuring pantograph.  So the diagnostics of overhead contact systems by an automatic monitoring device (ITC with shutter) have been researched.  This paper describes the research.]]></description>
      <pubDate>Mon, 30 Jul 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203767</guid>
    </item>
    <item>
      <title>COLD WEATHER TRANSIT TECHNOLOGY PROGRAM. VOLUME 11--PREDICTION OF ICE FORMATION</title>
      <link>https://trid.trb.org/View/200082</link>
      <description><![CDATA[This report is one of a series of reports associated with the Cold Weather Transit Technology (CWTT) program of the Urban Mass Transportation Administration.  The CWTT program is a project to improve transit operations in severe ice, snow, and cold environments.  The program was initially directed to solutions for automated guideway transit system cold weather problems in support of the downtown people mover program (DPM).  However, curtailment of the DPM program in November 1980, caused UMTA to redirect the focus of the program to obtain solutions for cold weather problems of existing transit systems.  Therefore, the objective of the CWTT program is to develop new and more effective solutions for cold weather problems experienced by urban mass transportation systems.  This volume presents results of research on the prediction of ice/frost formation on a local scale through the measurement of site specific metrological parameters.  The objective of this study is to make in-situ measurements of environmental conditions under which ice or frost has formed on an exposed surface such as a rail or electrical bus.  Computerized monitoring systems that are already available will then have access to information that will increase their ability to judge or forecast warnings of probable frost formation and how soon it will occur.  The ice formation studies include the design parameters for a local weather station which monitors ambient conditions and predicts the projected onset of ice accumulation through humidity condensation, freezing precipitation, or freezing surface water.  This data would be transmitted to transit systems and vehicle operators as an aid in planning specific countermeasures.]]></description>
      <pubDate>Mon, 30 Jul 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/200082</guid>
    </item>
    <item>
      <title>RECOMMENDATIONS FOR RESEARCH AND DEVELOPMENT ON ADVANCED RAILROAD BRAKING AND COUPLING SYSTEMS</title>
      <link>https://trid.trb.org/View/169673</link>
      <description><![CDATA[This report presents a set of recommendations for a research and development program on advanced railroad braking and coupling systems.  Programs are developed for the following four systems: (1) a brake condition monitor, (2) a hybrid electropneumatic brake operating valve, (3) a multi-purpose coupler system, and (4) a system that embodies the beneficial features of all three systems previously mentioned.  Estimated R&D costs for these systems range from 2 to 7 million dollars and would require 5 years to perform.  Considerations of institutional factors lead to the conclusion that there are vital roles for government and industry participants.  It is recommended that the Federal Railroad Administration provide overall technical direction, a major portion of the funding, and a limited waiver of certain regulations to facilitate experimentation.  The Association of American Railroads would play a review and advisory role, while a railroad and an equipment supplier would conduct appropriate testing.  A systems contractor would coordinate the R&D, develop hardware, and acquire and analyze test data.]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/169673</guid>
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