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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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      <title>USCG GROUP CONTROL AND COMMUNICATIONS SYSTEM STUDY</title>
      <link>https://trid.trb.org/View/89417</link>
      <description><![CDATA[The results of this study include a survey of the current means used at the Group Office and Station levels for operational communications and control. Also included are current administration and management procedures employed at the Group and Station level. It was concluded that a need exists for a computer-based control and communication system capable of storing and processing information related to Search and Rescue (SAR) missions. Projection of SAR workloads in the 1978-86 time period indicates the need for improving operational effectiveness of SAR operations. A requirements study for a Control and Communications System was performed. A system concept is presented that involves development of a real-time Group SAR data base that would be for operational management of SAR resources, and for preparation of record messages and administration reports. A system concept for Search Planning and Contgrol of 41' and 44' station boats is described. The boat position is monitored by rebroadcast of digitized LORAN-C coordinates to Group Operations Center. The boat position and track history are used by the Group Operations Center to direct the execution of search operations.]]></description>
      <pubDate>Fri, 07 Nov 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/89417</guid>
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    <item>
      <title>INTERFACE DEFINITION DABS ENGINEERING MODEL/ATC (NAFEC). DIGITAL SIMULATION FACILITY DATA FORMATS. VOLUME II. SERIES 3</title>
      <link>https://trid.trb.org/View/42526</link>
      <description><![CDATA[This document describes the formats of the simulated surveillance and communications messages for the interface between the Digital Simulation Facility (DSF) and the Air Traffic Control (ATC) facilities at NAFEC. The facilities which will be interfaced with the DSF are the NAS Enroute System in the System Support Facility (SSF) and the ARTS 3 System in the Terminal Automation Test Facility (TATF). These interfaces will be made available for use for IPC Phase 2 testing and other advanced ATC system test activities requiring the simulation of the Discrete Address Beacon System in the DSF. (Author)]]></description>
      <pubDate>Sun, 13 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42526</guid>
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    <item>
      <title>AUTOMATIC TRAFFIC ADVISORY AND RESOLUTION SERVICE (ATARS) MULTI-SITE ALGORITHMS. REVISION 1</title>
      <link>https://trid.trb.org/View/162797</link>
      <description><![CDATA[This document presents detailed computer algorithms for programming the Automatic Traffic Advisory and Resolution Service (ATARS), formerly known as IPC, within a multi-site Discrete Address Beacon System (DABS) network. This document is to be used by Federal Aviation Administration to specify and define the ATARS portion of the integrated DABS/ATARS system. The FAA has directed that the Conflict Indicator Register (CIR) be replaced by the Resolution Advisory Register (RAR) as the avionics mechanism for coordinating resolution advisories between ATARS sites and between ATARS and BCAS. Since it will be some time before the RAR can be fully incorporated into the ATARS algorithms, a number of modifications have been made to the ATARS logic which will permit testing of the rest of the ATARS design, while eliminating the special CIR message requirements, now obsolete, upon the DABS sensor. These modifications constitute Revision 1 to the original MITRE technical report on the ATARS multi-site algorithms. (Author)]]></description>
      <pubDate>Wed, 21 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162797</guid>
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    <item>
      <title>NATIONAL AIRSPACE DATA INTERCHANGE NETWORK (NADIN) COMMUNICATIONS SUPPORT FOR FLIGHT SERVICE AUTOMATION SYSTEM</title>
      <link>https://trid.trb.org/View/162752</link>
      <description><![CDATA[The FSAS service was analyzed to determine NADIN enhancements required to support FSAS data communications. The analysis yielded the following conclusions: (1) The NADIN backbone architecture fits FSAS needs and requires no change; however, the NADIN switch to concentrator line speeds need to be increased from 4.8 to 9.6 Kbits/second; (2) The FSAS file transfers may cause relatively long delays to Service B and AFTN messages. By having the switches systematically intersperse frames of messages going to different concentrator input circuits, the delay effects of these file transfers can be minimized; (3) Control of AWP message transmissions is recommended. Flow control will result in a more efficient use of the processing and memory resources of NADIN switches; and (4) The AWP and FSDPS software should be designed to enable the AWPs to interrupt large weather file transmissions to send shorter messages. (Author)]]></description>
      <pubDate>Tue, 15 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162752</guid>
    </item>
    <item>
      <title>NATIONAL AIRSPACE DATA INTERCHANGE NETWORK (NADIN) SUPPORT OF REMOTE MAINTENANCE MONITORING SYSTEM (RMMS)</title>
      <link>https://trid.trb.org/View/171705</link>
      <description><![CDATA[National Airspace Data Interchange Network (NADIN) architectural enhancements necessary to support the Remote Maintenance Monitoring System (RMMS) and MMS programs are described. Several alternative approaches are formulated. These alternatives are compared and recommendations are made. It is found that: The NADIN backbone has sufficient capacity to handle initial RMMS traffic at adequate performance levels; An X.25 compatible interface for the NADIN and MPS connection is recommended; Additional frame routing capabilities at the NADIN concentrator and front end processors are required; and Future MPS communications will be best served by a fully distributed packet switched NADIN capable of supporting complete X.25 functions. (Author)]]></description>
      <pubDate>Sun, 30 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171705</guid>
    </item>
    <item>
      <title>COMPUTER B (NAS-NAS) COMMUNICATIONS SUPPORT</title>
      <link>https://trid.trb.org/View/171295</link>
      <description><![CDATA[An analysis has been performed to determine the feasibility and desirability of incorporating into NADIN the message traffic currently serviced by the Computer B (NAS-NAS) Network. The use of NADIN to support NAS-NAS communications was found to be feasible and cost-effective. The most attractive approach to such support was found to be the enhancement of the NADIN architecture, using packet-switching technology, to provide virtual circuit and alternate routing capabilities between all NADIN backbone modes. The results of this analysis are to serve as inputs to other tasks under this contract that will investigate a consolidated NADIN enhancement approach for supporting future FAA data communications requirements, including enhancements to support the replacement of FAA's enroute computer system, and the Remote Maintenance Monitoring System. (Author)]]></description>
      <pubDate>Wed, 29 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171295</guid>
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      <title>DEPARTMENT OF TRANSPORTATION DATA COMMUNICATIONS REQUIREMENTS ANALYSIS</title>
      <link>https://trid.trb.org/View/171392</link>
      <description><![CDATA[Data communications requirements are documented for eight Department of Transportation (DOT) administrations and offices; data communications and data transmission characteristics have been identified. Results are presented as: summarized agency requirements which profile the total DOT environment; individual administration requirements which profile, in detail, each administration environment; codified terminal information presented in a machine readable data base format for all agency requirements. (Author)]]></description>
      <pubDate>Wed, 29 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171392</guid>
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    <item>
      <title>DISSEMINATION OF WEATHER INFORMATION IN THE AIR TRAFFIC CONTROL SYSTEM</title>
      <link>https://trid.trb.org/View/170522</link>
      <description><![CDATA[This report addresses the present day methods of disseminating weather information in the Air Traffic Control System. The report is based on the information gathered during visits to various air traffic control facilities by a Federal Aviation Administration Technical Center team. The team responsibility was to observe and analyze weather dissemination methodologies and to interview involved personnel. Based on the data gathered and the problems identified, recommendations are made which can be implemented in the near-term (9 to 12 months). These recommendations, if adopted, may require some modification or redirection of current orders defining weather dissemination procedures. Also included are recommendations for purchase of new, but off-the-shelf, automating equipment which should aid in the timely deliverance of needed weather products to the users. A trip report, noting observed facility-by-facility dissemination problems, is included as appendix A. (Author)]]></description>
      <pubDate>Mon, 28 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170522</guid>
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    <item>
      <title>RADAR BEACON TRANSPONDER (RBX) FUNCTIONAL DESCRIPTION</title>
      <link>https://trid.trb.org/View/170419</link>
      <description><![CDATA[The Radar Beacon Transponder (RBX) is a ground-based transponder used to control the threat detection sensitivity level of BCAS aircraft operating in high density terminal airspace. The RBX is also used to deliver displayed resolution advisories from BCAS to the ATC facility. The normal DABS interrogation waveforms and message formats are used for communication between the RBX and BCAS aircraft. The appropriate BCAS sensitivity level is selected by comparing the BCAS aircraft position with an internally stored sensitivity level map of the surrounding airspace volume. This document provides a functional description of the RBX and shows that reliable performance is achievable in the presence ofinterference from ATCRBS and BCAS air-to-air interrogations. (Author)]]></description>
      <pubDate>Mon, 28 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170419</guid>
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    <item>
      <title>AUTOMATED VHF FREQUENCY ASSIGNMENT SYSTEM (FAS) FOR FAA AIR TRAFFIC CONTROL COMMUNICATIONS</title>
      <link>https://trid.trb.org/View/41492</link>
      <description><![CDATA[An automated frequency assignment system (FAS) was developed as a means of providing frequency assignment plans for FAA Air Traffic Control (ATC) VHF communications facilities. The FAS consists of a series of computer models (described herein). Examples are included of how the model inputs can be varied to investigate the advantages of different assignment procedures. The system can be used for assignment gaming, including partial and complete assignments, detecting violators, statistical analyses, and plots of service volume.]]></description>
      <pubDate>Sat, 13 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41492</guid>
    </item>
    <item>
      <title>A STUDY OF THE COMMUNICATIONS REQUIREMENTS FOR A 1985-2000 OPERATIONAL AERONAUTICAL SATELLITE SYSTEM. VOLUME III. EXAMINATION OF SELECTED OPERATIONAL ISSUES FOR AEROSAT EVALUATION</title>
      <link>https://trid.trb.org/View/42535</link>
      <description><![CDATA[This study has been conducted to support an ongoing effort to define the scope of the test planning required to execute the AEROSAT Test and Evaluation (T and E) Program. It consisted of three areas of examination: (1) Selection of viable operational concepts for evaluation, (2) Capabilities and potential uses of a Mini-ASET and (3) Potential use of an AEROSAT during off-peak periods. Seven basic operational concepts and two expanded uses for an AEROSAT system have been developed to describe the alternative communications services, operating modes, and message types and characteristics that should be considered for evaluation during the T and E program. While the findings are preliminary in nature, the study has identified and begun to clarify a number of issues including: fundamental combinations of services, modes and message types that should be included in the program; technical and operational factors associated with the selection of a preferred concept; reasons for considering Mini-ASET and off-peak services concepts, capabilities and applications of a Mini-ASET concept; application and implementation of an off-peak services concept; problem associated with the Mini-ASET and off-peak services concepts, and operational tests to be conducted during the T and E Program.]]></description>
      <pubDate>Sat, 13 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42535</guid>
    </item>
    <item>
      <title>SINGLE-CHANNEL VOICE-RESPONSE-SYSTEM PROGRAM DOCUMENTATION. VOLUME I. SYSTEM DESCRIPTION</title>
      <link>https://trid.trb.org/View/69735</link>
      <description><![CDATA[This report documents the design and implementation of a Voice Response System (VRS) using Adaptive Differential Pulse Code Modulation (ADPCM) voice coding. Implemented on a Digital Equipment Corporation PDP-11/20,R this VRS system supports a single audio-output channel. Vocabulary size is limited to 900 words or phrases. Input to the system consists of text messages or sentences in ASCII format transmitted to the 11/20 through a 300-baud asynchronous interface. A preliminary design for a VRS for 10 channels is reported.]]></description>
      <pubDate>Fri, 31 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69735</guid>
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    <item>
      <title>SINGLE-CHANNEL VOICE-RESPONSE-SYSTEM PROGRAM DOCUMENTATION. VOLUME III. USER'S GUIDE</title>
      <link>https://trid.trb.org/View/69729</link>
      <description><![CDATA[This report documents the design and implementation of a Voice Response System (VRS) using Adaptive Differential Pulse Code Modulation (ADPCM) voice coding. Implemented on a Digital Equipment Corporation PDP-11/20, this VRS system supports a single audio output channel. Vocabulary size is limited to 900 words or phrases. Input to the system consists of text messages or sentences in ASCII format transmitted to the 11/20 through a 300-baud asynchronous interface. A preliminary design for a VRS for 10 channels is reported.]]></description>
      <pubDate>Fri, 31 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69729</guid>
    </item>
    <item>
      <title>INITIAL DESIGN AND EXPERIMENTAL IMPLEMENTATION OF THE TRAFFIC ADVISORY SERVICE OF ATARS</title>
      <link>https://trid.trb.org/View/162867</link>
      <description><![CDATA[The FAA Automatic Traffic Advisory and Resolution Service (ATARS) is a ground-based collision avoidance system which utilizes surveillance data from the Discrete Address Beacon System (DABS). It computes traffic advisories and collision warnings using a ground computer independent of the ATC computer system, and delivers these messages to aircraft via the DABS data link. ATARS provides both a traffic advisory and a resolution (collision avoidance) service to aircraft equipped with a DABS transponder, an altitude encoder (mode C), and an ATARS display. The objective of the ATARS effort reported was the design of a traffic advisory service that complements the ground based resolution service while being compatible with the other applications being developed for the DABS data link. The main technical issue was the construction of a set of message formats that provides the pilot with all information he requires while minimizing data link loading. Furthermore, this message set had to support a wide spectrum of onboard equipment, from a simple ring of lights to a sophisticated graphics system. (Author)]]></description>
      <pubDate>Tue, 21 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162867</guid>
    </item>
    <item>
      <title>DIFFERENTIAL OMEGA SYSTEM DEVELOPMENT AND EVALUATION</title>
      <link>https://trid.trb.org/View/171654</link>
      <description><![CDATA[This report describes a development and evaluation program for Differential Omega in general aviation. The program was a cooperative venture between the FAA and Transport Canada. SCT performed system design, program management, and flight test on behalf of the FAA. Tracor, Inc. provided modified Omega airborne receivers under subcontract to SCT. Flight tests took place in Alaska aboard a Convair 580 provided by the FAA. Monitor stations were located in Anchorage and at Deadhorse. The most definitive results were obtained from flight tests conducted in October 1980 and February 1981. Important results included: (a) data-link range varied from 44 nm to 198 nm, (b) random component of navigation error was 0.25 nm, 2-D RMS, (c) range decorrelation error was about 2 nm over a distance of 550 nm, (d) transient response of the system-following aircraft procedure turns was characterized by a positional overshoot of about 1.5 nm, followed by a monotonically decreasing error with a two-minute time constant. Recommendations are made for improving system performance. (Author)]]></description>
      <pubDate>Wed, 27 Feb 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171654</guid>
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