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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>PRELIMINARY ANALYSIS OF WAVE ENERGY CONVERSION AT AN OFFSHORE STRUCTURE</title>
      <link>https://trid.trb.org/View/177642</link>
      <description><![CDATA[A study of the feasibility of utilizing wave energy to provide the electrical power to operate the Buzzards Bay Light Tower has been carried out. It was concluded that a pneumatic buoy attached to the light tower would be the best solution. Experiments were conducted in the MIT Towing Tank to estimate the performance of such a device. The loads imposed by the wave energy device on the tower during an extreme storm were estimated and were predicted to be very large. Theoretical and experimental studies have indicated a possible method of reducing the size of the wave energy device by controlling the air pressure in the buoy. (Author)]]></description>
      <pubDate>Tue, 30 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177642</guid>
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      <title>FEASIBILITY STUDY FOR AN ADVANCED LIGHTED AID TO NAVIGATION</title>
      <link>https://trid.trb.org/View/171506</link>
      <description><![CDATA[This report discusses a Coast Guard advanced aid to navigation network. Various light sources, positioning systems, and radio links are investigated for suitability to solar powered marine aids. A modular microprocessor-based aid, capable of self diagnostic monitoring and differential LORAN-C positioning, is described. A communication system between the aids and shore stations, using conventional or meteor burst VHF or a GOES satellite link, is examined, showing the first and last options to be most viable. Inter-aid flash synchronization schemes, and data transmission formats, polling methods, and system performance analysis are discussed. Having established the technical feasibility of the advanced aid concept, cost and reliability estimates are performed on the proposed systems. Finally, recommendations on areas requiring further study are presented. (Author)]]></description>
      <pubDate>Wed, 29 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171506</guid>
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    <item>
      <title>TRANSPORTATION MARKINGS: A STUDY IN COMMUNICATION MONOGRAPH SERIES. VOLUME 1. PARTS C AND D. INTERNATIONAL MARINE AIDS TO NAVIGATION. SECOND EDITION</title>
      <link>https://trid.trb.org/View/572747</link>
      <description><![CDATA[This monograph is the second edition of Volume I, Parts C and D of what was formerly termed Transportation Markings: A Study in Communication.  The second edition is more than a reprinting of the 1980-1981 monograph.  It includes updating of statistics, rearrangement of materials, expansion of some topics and replacement of buoy and topmark illustrations which are joined by illustrations of light phase characteristics and of daybeacons. International marine aids to navigation cover a broad range of devices and mechanisms ranging from the primitive to the sophisticated, from the ancient to current technologies. This study surveys the general rules and guidelines and attempts to suggest differences.  Part C includes floating aids to navigation.  Part D examines all types of fixed marine aids: visual, sound, end electronic.]]></description>
      <pubDate>Sat, 26 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572747</guid>
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    <item>
      <title>CONSPICUITY OF AIDS TO NAVIGATION: TEMPORAL PATTERNS FOR FLASHING LIGHTS; FINAL REPT</title>
      <link>https://trid.trb.org/View/411221</link>
      <description><![CDATA[Mariners frequently have trouble picking out lighted aids to navigation in harbors and other areas that have a high density of background lights. The U.S. Coast Guard is seeking ways to enhance the conspicuity, or likelihood of being noticed, of these aids. Literature has shown that a flashing light is more conspicuous than a light that is not flashing. This investigation sought to improve conspicuity by finding the optimal flash characteristics for a light on a background of steady lights. Twenty observers searched for a flashing point source of light among backgrounds of steady lights of various numerosities on a computer controlled CRT screen. They indicated which of the five screen sectors contained the flashing target, and the computer recorded the accuracy and response time. Targets were flashed at the rates of 1, 2 and 3.85 Hz, each at duty cycles of 0.3, 0.5, and 0.8 (proportion of total time on). After a brief practice period, each observer completed 360 trials in a single one-hour session. An analysis of variance (ANOVA) showed significant effects of frequency, duty cycle, and background light density. Search time increased as the number of background lights increased. Conspicuity improved as frequency increased and as duty cycle decreased. Aids to navigation, Flash rate, Conspicuity, Visual displays, Target detection, Visual search, Flashing stimuli, Vision.]]></description>
      <pubDate>Wed, 11 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411221</guid>
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      <title>DETECTING BUOY LIGHTS: EFFECTS OF MOTION AND LANTERN DIVERGENCE; FINAL REPT</title>
      <link>https://trid.trb.org/View/406225</link>
      <description><![CDATA[The motion of a buoy may affect the probability that a navigational light signal is detected. Buoy motion is studied to quantify the effect it has on the detection range of a buoy's light signal. Buoy motion data were taken from video recordings of standard USCG buoys in a variety of sea conditions. It became evident during the study that buoy motion is a combination of both list and roll. Properties of a buoy signal light were mathematically combined with the buoy motion data to calculate detection ranges under various conditions. The detection ranges used in the analyses correspond to the distance at which a mariner has an 80% probability of detecting the buoy signal. Results show that buoy motion is a problem. The present buoy lanterns provide an 80% probability of detection range which is only about half of the commonly accepted and published nominal range. This is true for most combinations of weather, buoy size, and flash characteristic. The effect of list alone contributed substantially to buoy signal degradation. Further calculations showed that increasing the vertical divergence of a lens from the currently used 4.2 deg to between 8.3 and 10.0 deg (full-width, half maximum) will increase the detection range by approximately 40%. Keywords: Buoy motion, Signal effectiveness, Lantern divergence, Probability of detection. (JHD)]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406225</guid>
    </item>
    <item>
      <title>EVALUATION OF THE VERTICAL SECTOR LIGHT REQUIREMENTS FOR UNMANNED BARGES; FINAL REPT</title>
      <link>https://trid.trb.org/View/406133</link>
      <description><![CDATA[A study was conducted to determine whether or not navigation safety is affected by the size of the vertical sector of navigation lights on unmanned barges. Off-the-shelf equipment was purchased and tested to ascertain the performance of existing lighting equipment against COLREGS requirements. The purpose served by vertical sector was defined, and a 'minimum' luminous intensity distribution was created as a standard against which off-the-shelf and COLREGS lights could be judged. An analysis was performed to determine the power requirement for a COLREGS light. None of the off-the-shelf equipment tested met the COLREGS specification. Some exceeded the 'minimum' luminous intensity distribution with up to a 1.5 degree margin for error. The COLREGS luminous intensity distribution provided a 4.5 degree margin for error.  The power needed to meet all the requirements of the COLREGS is feasible, but not easy to produce with batteries.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406133</guid>
    </item>
    <item>
      <title>STUDY OF THE PLACEMENT OF MASTHEAD LIGHTS ON VESSELS LESS THAN 50 METERS; FINAL REPT</title>
      <link>https://trid.trb.org/View/406195</link>
      <description><![CDATA[A study was conducted to determine whether or not navigation safety is affected when the masthead light is placed aft of amidships and aft of the sidelights light on power driven vessels less than 50 meters in length that have a single masthead light. Computer simulation was used to display oncoming vessels to observers. Vessels were represented only by their navigation lights, which were not always placed in compliance with current regulations. Observers were not informed of the actual navigation light placements, which is akin to the situation on the open water. Two different situations were simulated. In one situation, observers had to judge aspect after a brief look at an oncoming vessel, simular to the situation when an oncoming vessel is first noticed. In the other situation, observers were given a long period of time to watch an oncoming vessel. These observers were asked to judge the vessel's course. In both situations there was no statistically significant difference between the responses given when vessels complied with current regulations and responses given when the masthead was free to vary forward and aft of the sidelights. Keywords:  Navigational, lights, Computerized stimulation, Naval vessels,merchant vessels, surface navigation. (rwj)]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406195</guid>
    </item>
    <item>
      <title>EVALUATION OF MARKERS ON HUDSON RIVER BRIDGES</title>
      <link>https://trid.trb.org/View/390447</link>
      <description><![CDATA[On New York's Hudson River, many public and private organizations strive to enhance maritime safety. A significant part of their efforts is devoted to the improvement of lights and other signals that guide the mariner around river obstacles. The Hudson, in particular, poses its own set of challenges. Dense, clinging winter fog often sweeps in suddenly and cuts visibility to virtually zero. Even though most of the bridges are well lit at night, driving rain and snow can blur lights into obscurity, making it difficult for mariners to locate the bridge supports or discern the safe mid-channel waters. To help the mariner and minimize the potential for accidents, the New York State Bridge Authority installed Lite-Pipes supplied by automatic Power Inc. LitePipes are long stripes of light that stand out very well against the hundreds of competing point light sources on and around the bridge. The bridge authority has placed green Lite-Pipes to mark the channel centerline under Mid-Hudson's main span, while red LitePipes designate the channel margins. The Coast Guard is evaluating this system with a view toward implementing similar bridge markings elsewhere.]]></description>
      <pubDate>Mon, 16 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390447</guid>
    </item>
    <item>
      <title>RULES AND REGULATIONS FOR UNINSPECTED VESSELS</title>
      <link>https://trid.trb.org/View/150848</link>
      <description><![CDATA[This edition replaces the previous edition, dated 1 May 1970, and is a direct reprint of Parts 24-26 of Title 46 of the Code of Federal Regulations. The CFR text of 1 October 1976, which was used for this printing, remains in effect without amendment as of this date.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150848</guid>
    </item>
    <item>
      <title>AID TO NAVIGATION CONFIGURATIONS AND THE PHYSICAL CHARACTERISTICS OF WATERWAYS IN 32 MAJOR U. S. PORTS</title>
      <link>https://trid.trb.org/View/150772</link>
      <description><![CDATA[This report is the result of extensive research into the physical characteristics of channel design and the present aids to navigation of 32 prominent U.S. ports. The findings show trends in the interactions of the variables: width, length, depth, turn radius, aid configuration, aid spacing, flash rates, and others for both day and night. These findings present a general analysis of what actually exists in the major U.S. shipping lanes. (Author)]]></description>
      <pubDate>Tue, 22 Jul 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150772</guid>
    </item>
    <item>
      <title>ANTI-COLLISION AT SEA</title>
      <link>https://trid.trb.org/View/86954</link>
      <description><![CDATA[Increasing numbers of deep draft vessels and fixed and semifixed subsurface structures represent a growing hazard towards the world's Fleets of military and commercial submersibles.  In this paper, the hazard is defined, and the Submarine's ability to avoid is investigated.  The Submarine is found to be lacking.  A proposed solution of "acoustic sidelights" is proposed.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86954</guid>
    </item>
    <item>
      <title>A STUDY CONCERNING THE VISUAL TRANSMISSION FOR NAVIGATORS FROM THE VIEWPOINT OF SAFE NAVIGATION--A STUDY ON BACKGROUND LIGHTS--</title>
      <link>https://trid.trb.org/View/87813</link>
      <description><![CDATA[Little study has been made in the past on background lights, which are one of the factors which hinder the navigator's vision during night coastal navigation.  We have made an on-the-spot investigation of the background light situation, and conducted an indoor experiment, based on the findings of that investigation, to see how lights that must be recognized by the navigator look in relation to background lights.  This experiment has provided useful data. Furthermore, we were able to grasp quantitatively how the navigator's vision is affected by the angular deflection of background lights from his line of sight, convert the quantity of background lights to an absolute value, and obtain useful suggestions for safe navigation in the process of the study.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87813</guid>
    </item>
    <item>
      <title>COAST GUARD LIGHT LIST. DIRECTORY</title>
      <link>https://trid.trb.org/View/78132</link>
      <description><![CDATA[The five volumes include a listing of lights, fog signals, buoys, and day beacons maintained by or under the authority of the Coast Guard along the coast line and inland waterways.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/78132</guid>
    </item>
    <item>
      <title>PHOTOMETRIC MEASUREMENTS OF NAVIGATIONAL LIGHTS FOR BOATS</title>
      <link>https://trid.trb.org/View/29844</link>
      <description><![CDATA[This report presents the photometric data taken on 19 different navigational lights for recreation boats. Most of the lights were a red and green combination light. The data includes chromaticity values and the intensity over both horizontal and vertical arcs. (Author)]]></description>
      <pubDate>Fri, 03 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29844</guid>
    </item>
    <item>
      <title>A TELEPHONE SURVEY TO DETERMINE THE EFFECTS OF NAVIGATION LIGHTS ON NIGHTTIME COLLISIONS</title>
      <link>https://trid.trb.org/View/29044</link>
      <description><![CDATA[A telephone survey was made of victims of nighttime collisions. The major thrust of the survey concerned the navigation lights on the boats involved and the role the lights might have played in the collision. Most boaters that were interviewed felt that the lights were adequate, but certainly could be improved. The glare produced by a 360 degree stern light was identified as a common problem. There appear to be many boaters out without lights in the evening. The subjects' knowledge of the lighting system was limited. Less than 50 percent of them could correctly identify which side of their boat their red light was on. Alcohol, carelessness, and excessive speed were identified as frequent causes of nighttime collisions. Many of these problems could be handled through educational programs, although some modifications to the navigation lighting system are suggested.]]></description>
      <pubDate>Fri, 05 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29044</guid>
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