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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>The lonely sailor; how ports can do more for crews : the Mission to Seafarer's Ben Bailey speaks with the IAPH's Patrick Verhoeven about seafarer wellbeing, mental health, and why technology can be a double-edged sword</title>
      <link>https://trid.trb.org/View/1663678</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Nov 2019 11:16:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1663678</guid>
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      <title>Breaking boundaries : seeing potential for organisational growth, Stuart Rivers, CEO of seafarer charity Sailors' Society, used technology to make it happen</title>
      <link>https://trid.trb.org/View/1387423</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Jan 2016 15:53:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1387423</guid>
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      <title>Chaplain helps seafarers cope with life, connect with home, shop for necessities</title>
      <link>https://trid.trb.org/View/1386820</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Jan 2016 15:09:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1386820</guid>
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      <title>Expanding a Municipal Bikeshare System into an Urban National Park Through Community Partnerships: City of San Antonio, Texas, and San Antonio Missions National Historical Park</title>
      <link>https://trid.trb.org/View/1287360</link>
      <description><![CDATA[San Antonio Missions National Historical Park is in the urban outskirts of downtown San Antonio, Texas. Since the mission was established as a National Park Service site, visitors have arrived at the park primarily by personal vehicle. Reducing the number of motorized vehicles near the historic missions and promoting alternative transportation options for visitors will help protect resources and enhance the visitor experience. The first bikesharing system in Texas, San Antonio B-Cycle, was launched in 2011 in downtown San Antonio. Shortly afterward, partners in the city of San Antonio’s Office of Sustainability, San Antonio Bike Share, and the National Park Service’s Rivers, Trails, and Conservation Assistance program proposed a linear expansion of the bikeshare system from downtown, south along the San Antonio River and a newly built recreation trail, to connect to the park. A successful project proposal was developed for an FTA grant; in 2012 the city was awarded $324,000 and the following year received an additional $295,774. This case study documents the process for expanding the San Antonio urban municipal bikeshare system in a nontraditional linear way, within a national park, by leveraging community partnerships. The study presents contextual information on the local setting and its transportation challenges, identifies relevant strategic initiatives prompting citywide improvements, summarizes the bikesharing concept, and details project development steps. The study concludes with analysis of usage data, which indicates project success and distills project challenges and key findings into a useful tool for other bikeshare implementation or expansion efforts.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:18:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1287360</guid>
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      <title>EXEMPLE D'INTERVENTION DES LABORATOIRES DES PONTS ET CHAUSSEES A L'ETRANGER.</title>
      <link>https://trid.trb.org/View/1075170</link>
      <description><![CDATA[LE PRESENT ARTICLE RETRACE UNE INTERVENTION DES INGENIEURS ET TECHNICIENS  DES LABORATOIRES DES PONTS ET CHAUSSEES FRANCAIS DANS LE CADRE D'UNE ETUDE EFFECTUEE PAR LE BCEOM POUR LA DEUXIEME TRANCHE DE MODERNISATION DU RESEAU ROUTIER TUNISIEN. IL S'AGISSAIT D'UNE ETUDE D'AVANT-PROJET ET QUI COMPORTAIT : UNE ETUDE GEOLOGIQUE ET UNE ETUDE GEOTECHNIQUES DES TRACES DE CHAUSSEES NEUVES ET DES PLATE-FORMES DE CHAUSSEES EXISTANTES ; DES SONDAGES MANUELS ET DES SONDAGES MECANIQUES PAR TARIERE HIGHWAY ; DES PRELEVEMENTS D'ECHANTILLONS ET DES ESSAIS D'IDENTIFICATION DES SOLS AU LABORATOIRE DE TUNIS ; UNE PROSPECTION DE MATERIAU DE VIABILITE DE ROCHES MASSIVES ET ALLUVIONNAIRES ; UNE ETUDE DE FORMULATION AU LABORATOIRE D'AUTUN SUR LES GRANULATS PRELEVES EN TUNISIE ; UNE ANALYSE COMPARATIVE DE DIFFERENTES SOLUTIONS, TANT POUR LES CHAUSSEES NEUVES QUE POUR L'AMENAGEMENT DES ITINERAIRES EXISTANTS. LES INTERVENTIONS DE CE TYPE PERMETTENT DE DIFFUSER LES METHODES DE TRAVAIL DES LABORATOIRES DES PONTS ET CHAUSSEES A L'ETRANGER. ELLES SONT L'OCCASION DE CONTACTS ET D'ECHANGES FRUCTUEUX AVEC DES ETABLISSEMENTS ETRANGERS SIMILAIRES. CES MISSIONS ONT ENFIN L'AVANTAGE DE FAIRE CONNAITRE D'AUTRES PAYS ET D'AUTRES PROBLEMES AUX INGENIEURS ET TECHNICIENS FRANCAIS  ET DE FAVORISER L'ETABLISSEMENT AVEC LES COLLEGUES ETRANGERS DE CONTACTS  HUMAINS ESSENTIELS POUR LE DEVELOPPEMENT DE LA COOPERATION ET LA PROMOTION DES TECHNIQUES FRANCAISES.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1075170</guid>
    </item>
    <item>
      <title>Busy, busy business</title>
      <link>https://trid.trb.org/View/888414</link>
      <description><![CDATA[Subtitle: Bi-national Seaway Trade Missions have a mission to increase trade.]]></description>
      <pubDate>Mon, 04 May 2009 13:27:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/888414</guid>
    </item>
    <item>
      <title>An 6-Year Analysis of German Emergency Medical Services Helicopter Crashes</title>
      <link>https://trid.trb.org/View/844312</link>
      <description><![CDATA[For patients in Germany, there are about 80,000 helicopter emergency medical services (HEMS) missions annually. Aviation crash risk increases during rescue operations, in comparison with commercial passenger transportation. The study's aim was helicopter crash evaluation related to German HEMS in the six-year period of 1999-2004 as well as contributing factor analysis. Flight crash identification was made using annually published Federal Agency for Flight Accident Investigation flight crash reports. Internet information and telephone interviews with operators provided data. Fisher's exact test was used for statistical analysis, with p < 0.05 considered significant. Within the six years, 24 German HEMS helicopter crashes (n = 22 during day, n = 2 at night) were identified. Two caused nonfatal injuries and another three were fatal. Four persons were injured slightly, four severely, and seven killed. Within the analyzed period, patients were not hurt. Compared with previously published data, there was no significant reduction in crash rate per 100,000 flight hours, while the crash rate per 10,000 missions sank signficantly (p < 0.05). Of all crashes, 54% (n = 13) were reported during approach and landing. Twenty-nine percent  (n = 7) of crashes occurred during the takeoff and cruise flight phases, while 17% (n = 4) of the crashes occurred during ground run. Study findings showed a signficiantly lower crash rate per 10,000 missions in comparison to previous data. This trend was not evident through analysis of the same data per 100,000 flying hours.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:42:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/844312</guid>
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      <title>Station Duty Standing: New Missions Necessitate a New Approach</title>
      <link>https://trid.trb.org/View/838700</link>
      <description><![CDATA[Over the past two centuries, Coast Guard watch rotations and schedules have been developed to ensure the best readiness possible for all duties, including search and rescue (SAR) and ports, waterways, and coastal security (PWCS) at the given unit. A new approach to Coast Guard station duty readiness has been necessitated by new missions. Balanced staffing and both traditional and modified watchstanding (port/starboard) duty rotations are discussed in the article. A box highlights Coast Guard Station Seattle's staffing and rotation structure.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:26:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/838700</guid>
    </item>
    <item>
      <title>Administrative Breakdowns in the Governmental Response to Hurricane Katrina</title>
      <link>https://trid.trb.org/View/813945</link>
      <description><![CDATA[Governmental response to natural disasters normally follows a well-established, fairly long-standing mobilization process. While it is too early for definitive answers, the author examines reasons for failure in early governmental response to the widespread devastation caused by Hurricane Katrina. Lack of focus, unclear mission, personnel problems, and faltering mobilization are some of the challenges posed in Katrina's wake.]]></description>
      <pubDate>Thu, 23 Aug 2007 13:00:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/813945</guid>
    </item>
    <item>
      <title>Organization and Mission of the Emergency Preparedness and Response Directorate: Issues and Options for the 109th Congress</title>
      <link>https://trid.trb.org/View/761506</link>
      <description><![CDATA[On July 13, 2005, Department of Homeland Security (DHS) Secretary Michael Chertoff released an assessment of departmental functions known as the second stage review, or 2SR. The recommended changes, planned for implementation on October 1, 2005, include one to dismantle the Emergency Preparedness and Response (EPR) Directorate of DHS, also referred to as the Federal Emergency Management Agency (FEMA). FEMA would remain within DHS but become a smaller entity reporting directly to the Secretary and would be responsible for consequence management. The Secretary’s recommendation is consistent with mission shifts and gaps evident since the establishment of DHS (and EPR) in 2003. Certain functions and tasks of EPR are no longer administered in the directorate. Some authorities originally transferred into EPR have few resources. In short, EPR has administered a portfolio of authorities more limited than authorized by Congress. By congressional direction and tradition, FEMA’s mission comprises four broad areas — preparedness, response, recovery, and hazard mitigation. Secretary Chertoff identifies response and recovery as the “core” operations of FEMA that will be retained in the agency. Preparedness functions would be transferred to a new directorate. No information is available concerning plans for the disposition of hazard mitigation activities. Congress might elect to evaluate the Administration’s 2SR proposal by reviewing whether authorities set out in the Homeland Security Act for EPR (Title V of P.L. 107-296) should remain the focus of one DHS entity or be integrated into other DHS units as proposed by the Secretary. Congress might also broaden the debate by considering the scope and reach of federal authorities that are missions for entities other than DHS. Options that might be considered include strengthening EPR/FEMA, endorsing the Secretary’s proposal, or reassessing the range of homeland security missions and emergency authorities in departments or agencies other than DHS. Congress would have to amend the Homeland Security Act of 2002 (P.L. 107-296) if all aspects of the Secretary’s recommendation were to be implemented. Several bills pending before Congress might serve as legislative vehicles. H.R. 1817, which would authorize appropriations and establish new preparedness authorities, might be considered appropriate legislation for such changes. H.R. 3477 would direct the DHS Secretary to establish regional offices, an important element in coordinating federal and state activities. Perhaps of greatest significance, some Members of Congress are reportedly considering new legislation in the wake of the tragic events at the end of August, 2005, that occurred after Hurricane Katrina. For example, S. 1615, the text of which is not currently available, would establish FEMA as an independent agency.]]></description>
      <pubDate>Thu, 06 Oct 2005 14:30:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/761506</guid>
    </item>
    <item>
      <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>
    </item>
    <item>
      <title>OFFSHORE INSTALLATIONS AND THEIR RELEVANCE TO THE COAST GUARD THROUGH THE NEXT TWENTY-FIVE YEARS. VOLUME III. APPENDICES</title>
      <link>https://trid.trb.org/View/170423</link>
      <description><![CDATA[This three-volume study forecasts the universe of offshore installations (OSI) in waters proximate to U.S. territory out the year 2005, and assesses the impact of the growth in numbers and types of these installation on the Coast Guard. Volume III contains appendices for each of the key chapters of Volume II; the data and rationale supporting the forecasts of Volume II are presented. The conclusions of the study are summarized: By the year 2005 the population of oil and gas OSI will have expanded very significantly; OTEC installations will be a distant second; all other types of OSI will be a still farther distant third. The expansion of the OSI universe will increase the operating load on the Coast Guard enormously by the year 2005; there will be a strong need for decision to either expand Coast Guard capability or to reduce Coast Guard load. The study recommends that the Coast Guard opt to move in a direction that makes maximum use of its unique operational capability, if necessary at the expense of its regulatory and other nonoperational roles. (Author)]]></description>
      <pubDate>Tue, 28 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170423</guid>
    </item>
    <item>
      <title>TECHNOLOGY SCENARIO FOR THE YEAR 2005. VOLUME I. BASIC REPORT</title>
      <link>https://trid.trb.org/View/177143</link>
      <description><![CDATA[A brief statement of the problem is: The Coast Guard operates in a rapidly changing environment. The demands placed on the Coast Guard originate in this environment; these demands also are changing rapidly in form and increasing in intensity. Technology is a major source of change in the environment; technology also represents a major opportunity for enhancing Coast Guard capability to meet new demands. Technology thus represents both challenge and opportunity to the Coast Guard. In order to meet the challenge of technological change and to exploit its opportunities, the Coast Guard requires a view of technological evolution in the long term future; to be most useful this view should be a spectrum of possibilities rather than a simple forecast.]]></description>
      <pubDate>Mon, 30 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177143</guid>
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    <item>
      <title>TECHNOLOGY SCENARIO FOR THE YEAR 2005. VOLUME II. DETAILED SCENES FOR SCENARIOS</title>
      <link>https://trid.trb.org/View/177144</link>
      <description><![CDATA[This two-volume study forecasts advances in science and technology and their implications to the Coast Guard to the year 2005. Implications include increasing demands for Coast Guard services, and expanding opportunities for the Coast Guard. Volume I describes the forces acting to promote or inhibit growth of science and technology; identifies potential areas in which the Coast Guard could make use of these advances; and describes a set of four 'scenarios' for the year 2005 depicting the potential operational uses of these advances. The central themes of these four scenarios are respectively: command and control, environmental protection, the effects of the impending water shortage in the U.S., and use of an advanced marine vehicle by the Coast Guard. Volume II presents detailed scenes in amplification of the scenarios of Volume I and includes an appendix with a list of references and bibliography. Conclusions: By the year 2005 offshore economic activities will have increased significantly with a concomitant increase in demand for Coast Guard services, particularly service as a law enforcement agency; frequently there will be a requirement for Coast Guard services well beyond 200 miles from the coast. The increase in demand for Coast Guard service can be met only with a quantum increase in Coast Guard capability--an increase which will be difficult to achieve in any foreseeable budget climate. U.S. national interest demands that Coast Guard capabilities be devoted to operational rather than regulatory functions, and that the center of gravity of Coast Guard operations be moved seaward, leaving state and local authorities responsible for the closer inshore activities.]]></description>
      <pubDate>Mon, 30 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177144</guid>
    </item>
    <item>
      <title>IMPACTS OF WATER SCARCITY ON COAST GUARD MISSION REQUIREMENTS AND PERFORMANCE</title>
      <link>https://trid.trb.org/View/171655</link>
      <description><![CDATA[The objectives of the study were to identify the technological impacts of water scarcity, and to assess the impacts of such technology on the Coast Guard's mission requirements and mission performance. Based on the assumption used in this study that water will become a scarce resource in the future, a series of scenarios were developed which identified and analysed the factors leading to water scarcity and the consequences that arise by increasing awareness of that scarcity. The work included detailed investigations into: water supply (iceberg towing, desalination, weather modification, and groundwater); water demand (irrigation, industry use, power plants, and hydropower generation; contributing factors (pollution controls, waste disposal, water conservation devices, water reuse and recycle, and water storage and transfer; Federal, state and local policy and water management programs; and USCG mission and programs. (Author)]]></description>
      <pubDate>Thu, 27 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171655</guid>
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