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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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      <title>SYSTEMS-ERGONOMIC APPROACHES TO DESIGN AND OPERATION OF TODAY'S RAILROADS</title>
      <link>https://trid.trb.org/View/159980</link>
      <description><![CDATA[This paper describes the systems-ergonomic approaches which have contributed to the design and operation of the Shinkansen and mass-transport narrow-gage railroad lines operated by the Japanese National Railways (JNR).  According to the JNR's research and operational results, man-machine matching at component levels is not sufficient in large complex man-machine systems.  Of importance are the recognition of the hierarchy in man-machine matching and system design based on this recognition, the philosophy of analyzing man's involvement with the system functions and assigning roles to man, and thorough ergonomic study of the information system governing the system activities.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159980</guid>
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      <title>MICROELECTRONICS FOR HIGH SPEED RAILWAY TRAFFIC</title>
      <link>https://trid.trb.org/View/154421</link>
      <description><![CDATA[The article describes the modification of the structure of operating procedures on the DB, and the areas of use of microcomputers.  In connection with requirements for operating at speeds of 200 km/h, the microcomputer system (SISMIS) is described.  Continuous control of train running and remote control of train routing are two essential fields of application for the microcomputer.  For functions of monitoring railway operating where safety is not included, the microcomputer does not appear to be an economic proposition at the present time.  Due to fundamental changes in methods of operating, particular importance is given to man/machine interfaces.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154421</guid>
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      <title>HOW SAFE IS THE DB'S TRAIN CONTROL SYSTEM?</title>
      <link>https://trid.trb.org/View/80807</link>
      <description><![CDATA[The main theme is the development of signal box techniques, from the mechanically to the electronically controlled box, with special reference to technical reliability.  Reports are also included of technical safety installations for locomotives and at level crossings, along with information concerning the limits of human reliability.  The probability of human error determines incontrovertibly the degree of safety of the overall system in which man is combined with technology.  The aim is to reduce the number of auxiliary operations depending on human reliability.]]></description>
      <pubDate>Sat, 03 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80807</guid>
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      <title>USE OF ELECTRONIC COMPONENTS IN SIGNALLING. PROCEDURES FOR THE SAFE DISPLAY OF INFORMATION ON COLOUR VIDEO DISPLAY UNITS FOR COMPUTER SYSTEMS</title>
      <link>https://trid.trb.org/View/15458</link>
      <description><![CDATA[This report contains a comparison of different suggested solutions to the problem of the safe display of information originating from computing systems, using colour video display units (VDUs).]]></description>
      <pubDate>Sat, 29 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15458</guid>
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      <title>CONTINUOUS VERSUS INTERMITTENT DISPLAY OF INFORMATION</title>
      <link>https://trid.trb.org/View/47103</link>
      <description><![CDATA[It is common in systems in which humans and machines continually interact for the human to have to comprehend an informational display in a fixed amount of time.  If information is displayed for a fixed amount of time, it is usually presented continuously rather than intermittently. Although there is some literature to support this practice, it is scarce.  This paper suggests that a continuous display is optimal in certain instances only, while in other cases, repeated presentations of the same information leads to a higher retention rate.  The paper also proposes an equation relating the number of items reported to the total time the information is displayed and to the number of presentations. To reconcile the apparent contradiction in optimal methods of presentation, the paper identifies three stages in the processing of visually presented information.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47103</guid>
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      <title>RECENT DEVELOPMENTS AFFECTING RAIL SECTION UNITS FOR COMPUTER SYSTEMS</title>
      <link>https://trid.trb.org/View/18806</link>
      <description><![CDATA[Report is made of measurements of the actual loss in height due to wear of rail being removed from main line tangent track during 1957.  Data is furnished for rail section, year rolled, approximate annual traffic density in gross tons, measured height of rail to the nearest 1/32-inch at the mid-width of the rail and away from rail end batter or wheel burns, and the loss in height of rail. Twenty railroads with annual traffic of 20 MGT or more furnish data from a measured location.  It is noted that if rail head wear on main line tangent track follows the mean curve for traffic densities, then for varying traffic densities and a total rail life in its original tangent position varying from 150 to 500 MGT of traffic, the total head wear is expected to vary from 0.100 to 0.140-inch for the conditions tabulated.]]></description>
      <pubDate>Thu, 15 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18806</guid>
    </item>
    <item>
      <title>THE MAN-MACHINE SYSTEM IN THE CONTROL OF TRANSPORT PROCESSES</title>
      <link>https://trid.trb.org/View/15662</link>
      <description><![CDATA[Transport undertakings must, like all other commercial concerns, be organized in such a way that demand is met at minimum production cost by providing a service of quality. However, as they are public service undertakings in which the customer is directly involved in the production process, they must take special and more extensive measures to eliminate the element of risk in the transport process. This objective can be pursued by taking measures in the following spheres: (1) increase in reliability; (2) technical monitoring of failures; and (3) technical automation.  In all, it can be stated that the quality of the solution to the task of safeguarding increases with the degree of automation applied to the safety system.  The conditions for the safeguarding of transport processes merely serve to determine certain inviolate limits to the possibilities of movement in a transport network.  There still remains a wide margin within which the actual optimization of production, i.e., the most profitable adaptation of the offered services to the demand, must be achieved.  In solving the task of optimization, it is obviously necessary to select from among a multiplicity of possible solutions the one which meets a given criterion in the best possible way.  It follows that the prospective results of a number of alternative decision options must be compared with each other.  Depending on the nature of the task and on the speed at which a decision must be arrived at, the human brain can only deal with a very limited number of alternatives; on the other hand, relying on his knowledge of basic inter-relations and on his experience, the human decision-maker is able to eliminate from the outset a number of theoretically conceivable variants as being unsuitable. In contrast, electronic data processing plants are able to simulate in advance, at an extremely rapid speed, the consequences of certain decisions; but, especially in the case of transport optimization problems, the number of possible alternative decisions is so great that a sufficiently prompt decision cannot be obtained even with the aid of computers of the highest known capacity.  While, in regard to the safeguarding of transport processes, it was possible to state that the basic task could best be solved by applying the highest possible degree of automation, it cannot be expected that the human operator can be completely replaced by the machine in the sphere of transport optimization.]]></description>
      <pubDate>Sat, 17 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15662</guid>
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      <title>INTEGRATED APPLICATION OF INFORMATION TECHNIQUES ON THE RAILWAYS</title>
      <link>https://trid.trb.org/View/15642</link>
      <description><![CDATA[The railway system as a whole is an integrated system.  It consists of a systematically organised medley in which work is divided between men and technical equipment.  As railway systems are complex, the application of computers can only be fully successful if the railway information problems are solved as parts of an integrated and complete cybernetic model.  Commands applicable to transport are in the last analysis mass, space and time instructions (MST instructions).  Their safe and reliable implementation has to be practiced with a cybernetic system with the aid of information techniques.  In parallel with the movement of masses, the accounts have also to be moved, i.e. the commercial functions have to be taken care of.  From this standpoint, the DB has undertaken extensive cybernetic studies and experiments.  As an example of computer controlled handling of production and sales, i.e. of the movements of the respective mass and accounts, the author has developed an integrated transport control system, the functional capability of which was proved by representative trials in the greater Hanover area, by the setting up of the "Cybernetic Island".  All the systems developed by the DB should be regarded as parts of a comprehensive cybernetic railway model describing an integrated transport system. Bearing in mind the gigantic computer hierarchy required for the solution of cybernetic tasks arising from production and sales in a railway system the idea suggests itself that all other fields of railway activities should also be integrated into the whole computer system.  Of course adequate analytical methods have to be provided to ensure that all fields are apparent.  For this purpose a functional block diagram is established.  For the exchange of data between men and machines a suitable information technique is required which merges conventional telecommunications with modern data handling techniques.  This will permit the creation of electronic computer systems within a hierarchical structure which, in association with up-dated data-banks, are suitable for both real-time and batch processing.]]></description>
      <pubDate>Wed, 17 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15642</guid>
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