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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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>TIME DIFFERENCE SURVEY SYSTEM (TDSS)</title>
      <link>https://trid.trb.org/View/177400</link>
      <description><![CDATA[A primary concern of the U.S. Coast Guard is the development of a system of using Loran=C to enable vessels to accomplish precision navigation in harbors, harbor entrances (HHE), and restricted waterways. The need for this system is especially great during periods of low visibility or when more conventional aids to navigation are not available. A visual survey method is the basic approach for a Loran-C Time Difference (TD) grid survey in restricted waterways. The shipboard visual navigation approach relates the surveyed Time Differences (TD's) to the world of the mariners. The results is a set of waypoints (i.e., intersection of two visual ranges) measured in TD's which relate to the actual location of channel edges, shoals, buoys, and other aids to navigation. This report describes the Time Difference Survey System (TDSS) which was developed at the U.S. Coast Guard R&D Center to accurately and efficiently measure, record, and process the TD information. (Author)]]></description>
      <pubDate>Tue, 30 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177400</guid>
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    <item>
      <title>QUANTIFICATION OF ST. MARYS RIVER LORAN-C TIME DIFFERENCE GRID INSTABILITY. VOLUME I. TEMPORAL INSTABILITY</title>
      <link>https://trid.trb.org/View/171658</link>
      <description><![CDATA[Time Difference (TD) data collected in the St. marys River Loran-C chain coverage area between May 1979 and May 1980 are analyzed to quantify previously-reported temporal TD grid instability. The data included TD samples, nominally recorded every 15 min. at three fixed site monitors and the System Area Monitor (SAM), Local Phase Adjustment (LPA) data, and meteorological data from the National Weather Service Station at Sault Sainte Marie, Michigan. Assorted non-parametric data analyses, including spectral and correlation analyses, are conducted to separate diurnal and seasonal components of grid instability and identify relationships among the various TDs. The relative magnitude of the seasonal TD variations and the correlation of pairs of TDs are not consistent with expected weather-related variations in signal propagation time, thereby suggesting that the grid instability may be partially transmitter and/or receiver-related. The Loran-C data are also employed to evaluate the U.S. Coast Guard low-density (five 15-min. samples, twice daily) data analysis approach. The low-density approach is found to be adequate for monitoring seasonal TD variations, but inadequate for monitoring diurnal variations. An increase in the sampling rate is recommended for low-density Loran-C data collection in harbors. (Author)]]></description>
      <pubDate>Thu, 27 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171658</guid>
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    <item>
      <title>BARGE TRAFFIC FORECAST AND CONSTRAINT ANALYSIS FOR GREAT II</title>
      <link>https://trid.trb.org/View/155601</link>
      <description><![CDATA[The primary objective of this report to the Commercial Transportation Workgroup are threefold: (1) To develop a forecast of the magnitude and nature of barge traffic in the GREAT II area, (2) To forecast needs, such as barge fleeting, that will be necessary to support future barge traffic, (3) To identify alternative means of meeting these needs. Additional objectives of the report are to review the existing literature related to forecasts of barge traffic and needs in the GREAT II area and to summarize problems involved with the commercial development of the river.]]></description>
      <pubDate>Mon, 16 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155601</guid>
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    <item>
      <title>AIDS TO NAVIGATION PRINCIPAL FINDINGS REPORT ON THE CHANNEL WIDTH EXPERIMENT: THE EFFECTS OF CHANNEL WIDTH AND RELATED VARIABLES ON PILOTING PERFORMANCE</title>
      <link>https://trid.trb.org/View/177164</link>
      <description><![CDATA[The experiment described here is one of a series done for the U.S. Coast Guard to quantify the relationship between variables related to aids to navigation and piloting performance in narrow channels and, potentially, safety in such channels. This is one of several experiments restricted to visual piloting, and further to buoys only. It was done on a simulator built for the U.S. Coast Guard at Eclectech Associates in North Stonington, Connecticut. The variables evaluated were: straight channel marking (staggered versus gated buoys), spacing (5/8 versus 1-1/4 nm), channel width (500 versus 800 feet), and intended track (center versus right-hand quarter). Tasks and current effects were varied within the scenario. The findings are presented as the means and standard deviations of crosstrack position of transits under each condition. They are interpreted in terms of their implications both for the design of channel making and for an understanding of the piloting task. A secondary purpose of the experiment was the comparison of performance on the USCG/EA simulator and on CAORF, the Maritime Administration's Computer Aided Operations Research Facility. (Author)]]></description>
      <pubDate>Sun, 30 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177164</guid>
    </item>
    <item>
      <title>INTEGRATED AIRPORT SURFACE OPERATIONS</title>
      <link>https://trid.trb.org/View/538730</link>
      <description><![CDATA[The current air traffic environment in airport terminal areas experiences substantial delays when weather conditions deteriorate to Instrument Meteorological Conditions (IMC). Research activity at NASA has culminated in the development, flight test and demonstration of a prototype Low Visibility Landing and Surface Operations (LVLASO) system.  A NASA led industry team and the FAA developed the system which integrated airport surface surveillance systems, aeronautical data links, DGPS navigation, automation systems, and controller and flight deck displays.  The LVLASO system was demonstrated at the Hartsfield-Atlanta International Airport using a Boeing 757-200 aircraft during August, 1997.  This report documents the contractors role in this testing particularly in the area of data link and DGPS navigation.]]></description>
      <pubDate>Tue, 05 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538730</guid>
    </item>
    <item>
      <title>SHIPBOARD PILOTING EXPERT SYSTEM. VOLUME 3. SPES SHIPBOARD EVALUATION PLAN; FINAL REPT. OCT 89-OCT 93</title>
      <link>https://trid.trb.org/View/411237</link>
      <description><![CDATA[This document is the SPES Shipboard Evaluation Plan report for the Shipboard Piloting Expert System (SPES) project, MARAD contract DTMA 91-89-C-90031. The SPES project had three phases, with Phase 1 (0-15 months after contract start) activities centering on the requirements, design, and development of a standalone SPES. Phase 2 activities focused on Shipboard Integration and Test (15-32 months after contract start), and Phase 3 activities focused on an Operational Evaluation and Final Delivery of the SPES (27-47 months after contract start). In Phase 1, the initial SPES prototype was developed and documented. In Phases 2 and 3, the SPES prototype was verified and validated, transitioned to a shipboard configuration, and evaluated as a standalone system, and as a node in the Sperry Marine ExxBridge Integrated Bridge Project for Exxon Shipping Company. In August 1992, the SPES was installed aboard the Exxon Benicia, an Exxon tanker in the Valdez trade. This document is the Final Report for the SPES project.  Volume 1 of this report describes the SPES, its knowledge representation and reasoning, and its integration and installation aboard the Exxon Benicia. Volumes 2 and 3 of this report, the appendices, contain the Phase 1 Report and the SPES Shipboard Evaluation Plan, respectively. This is Volume 3.]]></description>
      <pubDate>Wed, 11 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411237</guid>
    </item>
    <item>
      <title>SHIPBOARD PILOTING EXPERT SYSTEM (SPES). VOLUME 1; FINAL REPT</title>
      <link>https://trid.trb.org/View/411239</link>
      <description><![CDATA[This document is the Final Report for the Shipboard Piloting Expert System (SPES) project, MARAD contract DTMA 91-89-C-90031. The SPES project had three phases, with Phase 1 (0-15 months after contract start) activities centering on the requirements, design, and development of a standalone SPES. Phase 2 activities focused on Shipboard Integration and Test (15-32 months after contract start), and Phase 3 activities focused on an Operational Evaluation and Final Delivery of the SPES (27-47 months after contract start). In Phase 1, the initial SPES prototype was developed and documented. In phases 2 and 3, the SPES prototype was varified and validated, transitioned to a shipboard configuration, and evaluated as a standalone system, and as a node in the Sperry Marine ExxBridge Integrated Bridge Project for Exxon Shipping Company. In Augst 1992, the SPES was installed aboard the Exxon Benicia, and Exxon tanker in the Valdez trade. This document is the Final Report for the SPES project. Volume 1 of this report describes in the SPES, its knowledge representation and reasoning, and its integration and installation aboard the Exxon Benicia.]]></description>
      <pubDate>Wed, 11 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411239</guid>
    </item>
    <item>
      <title>ANALYSIS OF DGPS MSK RECEIVERS IN A NON-GAUSSIAN NOISE ENVIRONMENT. 1993 INSTITUTE OF NAVIGATION NATIONAL TECHNICAL MEETING</title>
      <link>https://trid.trb.org/View/406052</link>
      <description><![CDATA[A summary of ongoing research analyzing the atmospheric noise environment and various structures of minimum shift keying (MSK), receivers for differential GPS (DGPS) signals is presented. The purpose of the study is to assist in the Coast Guard's planning of the future DGPS broadcast system in the United States. The purpose is not necessarily to develop the optimum receiver but to determine how well typical high quality receivers operate in the atmospheric noise environment. The information is intended for use in the development of minimum performance specifications and in establishing parameters for determining coverage limits. Issues considered include how to define signal to noise ratio with noise probability density functions (pdf's) that suggest infinite noise variance, and comparative performance of various receiver structures, techniques for handling impulse noise, and bandwidths.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406052</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>MERCHANT MARINE EXAMINATION QUESTIONS. RULES OF THE ROAD</title>
      <link>https://trid.trb.org/View/406101</link>
      <description><![CDATA[The publication makes the rules of the road questions in the merchant marine examination question bank available to the public. The public has the opportunity to review and comment on the questions' clarity and accuracy. Other publications in this series contain the questions found in the remaining subject areas of the merchant marine examinations. The questions in this series of publications reflect those in the data bank as of 31 July 1991. The Coast Guard will continue to develop new questions and use them in merchant marine examinations prior to releasing them to the public. New questions and illustrations will be released through periodic supplements and the question books will be reprinted when the volume of new questions makes supplements impractical.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406101</guid>
    </item>
    <item>
      <title>SHIPBOARD PILOTING EXPERT SYSTEM. VOLUME 3. SPES SHIPBOARD EVALUATION PLAN; FINAL REPT. OCT 89-OCT 93</title>
      <link>https://trid.trb.org/View/405943</link>
      <description><![CDATA[This document is the SPES Shipboard Evaluation Plan report for the Shipboard Piloting Expert System (SPES) project, MARAD contract DTMA 91-89-C-90031. The SPES project had three phases, with Phase 1 (0-15 months after contract start) activities centering on the requirements, design, and development of a standalone SPES. Phase 2 activities focused on Shipboard Integration and Test (15-32 months after contract start), and Phase 3 activities focused on an Operational Evaluation and Final Delivery of the SPES (27-47 months after contract start). In Phase 1, the initial SPES prototype was developed and documented. In Phases 2 and 3, the SPES prototype was verified and validated, transitioned to a shipboard configuration, and evaluated as a standalone system, and as a node in the Sperry Marine ExxBridge Integrated Bridge Project for Exxon Shipping Company. In August 1992, the SPES was installed aboard the Exxon Benicia, an Exxon tanker in the Valdez trade. This document is the Final Report for the SPES project.  Volume 1 of this report describes the SPES, its knowledge representation and reasoning, and its integration and installation aboard the Exxon Benicia. Volumes 2 and 3 of this report, the appendices, contain the Phase 1 Report and the SPES Shipboard Evaluation Plan, respectively. This is Volume 3.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/405943</guid>
    </item>
    <item>
      <title>SHIPBOARD PILOTING EXPERT SYSTEM (SPES). VOLUME 1; FINAL REPT</title>
      <link>https://trid.trb.org/View/405945</link>
      <description><![CDATA[This document is the Final Report for the Shipboard Piloting Expert System (SPES) project, MARAD contract DTMA 91-89-C-90031. The SPES project had three phases, with Phase 1 (0-15 months after contract start) activities centering on the requirements, design, and development of a standalone SPES. Phase 2 activities focused on Shipboard Integration and Test (15-32 months after contract start), and Phase 3 activities focused on an Operational Evaluation and Final Delivery of the SPES (27-47 months after contract start). In Phase 1, the initial SPES prototype was developed and documented. In phases 2 and 3, the SPES prototype was varified and validated, transitioned to a shipboard configuration, and evaluated as a standalone system, and as a node in the Sperry Marine ExxBridge Integrated Bridge Project for Exxon Shipping Company. In Augst 1992, the SPES was installed aboard the Exxon Benicia, and Exxon tanker in the Valdez trade. This document is the Final Report for the SPES project. Volume 1 of this report describes in the SPES, its knowledge representation and reasoning, and its integration and installation aboard the Exxon Benicia.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/405945</guid>
    </item>
    <item>
      <title>MRIT (MARINE RADAR INTERROGATOR-TRANSPONDER) NAVIGATION AID EXPERIMENT</title>
      <link>https://trid.trb.org/View/162481</link>
      <description><![CDATA[This report describes a simulation experiment in which the track-keeping using a Marine Radar Interrogator-Transponder (MRIT) to fix a ship's position proved to be four times more accurate than track-keeping using conventional systems. The experiment investigated the practical use of MRIT by comparing the navigating capability of mariners using five navigational modes: visual, radar, racom, MRIT with digital display, and MRIT with analog (graphic) display. A MRIT simulation providing very precise (within 50 feet) position information was constructed at the Computer Aided Research Facility (CAORF), as was a simulation of a narrow channel. The performance measures used for analysis were (a) ability to keep prescribed track, (b) number and magnitude of course changes (frequency of course changes increases and magnitude decreases when position data is presented more frequently and accurately), (c) psychological reactions that indicate test subjects' workload.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162481</guid>
    </item>
    <item>
      <title>TANKER SPILLS, COLLISIONS AND GROUNDINGS</title>
      <link>https://trid.trb.org/View/143622</link>
      <description><![CDATA[The basic finding is that collisions are a communication and coordination problem rather than a detection problem. In nearly head-on encounters, with the ships displaced slightly to starboard, the Rules of the Road are ambiguous and the ships are maneuvering into a collision. Almost all past groundings occurred either entering harbor or bays within a very few miles offshore. The data indicates that conning or guidance errors are as important as navigational errors in causing groundings and many of the conning-related groundings are connected with pilot transfers. An estimate was made of the traffic pattern in U.S. continental shelf waters. A comparison of this traffic pattern with the collision and grounding data showed no correlation between the level of tanker traffic and tanker casualties. Simplistic arguments relating tanker traffic and tanker casualties are not supported by the casualty data which indicate that local factors appear to dominate. Therefore, whatever vessel traffic management scheme is adapted should recognize this fact.]]></description>
      <pubDate>Mon, 29 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143622</guid>
    </item>
    <item>
      <title>A CALCULATOR PROGRAM FOR MIXING MERCATOR AND GREAT CIRCLE SAILINGS</title>
      <link>https://trid.trb.org/View/155761</link>
      <description><![CDATA[The Navigation Department, Defense Mapping Agency Hydrographic/Topographic Center (DMAHTC) has developed a calculator program, self-contained on one magnetic card, which automatically determines course, distance, and total run in Mercator and Great Circle Sailings. This program will list Great Circle positions every 10 deg of longitude and then print course and distance for each leg. Labels designating latitudes and longitudes, and program sections are also shown. The entire program is controlled by six label keys and can be shifted between Mercator and Great Circle at will. It is prepared on a programmable TI-59 with Marine Navigation Module software and printer capability. The program is in use at DMAHTC for compiling distance tables, and navigational publications and answering public inquiries. The following data are incorporated in this article: General Information, Mercator Computation, Great Circle Computation, Great Circle Positions, Great Circle Course Computation, Program Data, and Special Considerations. (Author)]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155761</guid>
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