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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>RAILROAD TECHNOLOGY: L&amp;D PREVENTION. FORGING NEW WEAPONS FOR THE WAR AGAINST WASTE</title>
      <link>https://trid.trb.org/View/155020</link>
      <description><![CDATA[Loss and damage prevention has been given new status at AAR and a data base for analyzing L&D has been established. Technology, from improved equipment and component design to improved train-handling techniques and training, is playing a role in controlling payouts that reached more than $300 million in 1979.  Almost a third of this loss is accounted for by automobiles and auto parts and special attention is being paid to this segment of traffic.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
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      <title>PORTS OF THE WORLD, A GUIDE TO CARGO LOSS CONTROL (TENTH EDITION) (ANALYSIS)</title>
      <link>https://trid.trb.org/View/82198</link>
      <description><![CDATA[The Guide provides data on significant changes in various ports and the cargo transportation industry in the past few years.  It includes information on ports and port conditions and facilities.  Specifically, the contents are broken down by country/region: U.S., Canada, Central America, the Caribbean Islands, South America, Europe, Africa, Near and Middle East, Far East, and Australasia.  The ports in each region are listed with the facilities available at each, the cargo handling equipment on hand, and an assessment of whether or not the facilities and equipment are adequate for the port's traffic.  It also provides climate information where it is a factor and the pilferage rate/security facilities.  Section 2 gives data on the principal causes of losses for the years 1951-1975; a breakdown of preventable losses, 1969-1975; data on different types of containerized shipping; dimensions and capacities of intermodal containers; and dimensions and capacities of dry cargo lighters/barges.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82198</guid>
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      <title>SECURITY: THE UNKNOWN PROBLEM</title>
      <link>https://trid.trb.org/View/79327</link>
      <description><![CDATA[The theft of Full Container Load's has become a rarity in the UK, and the port of New York has only lost one during the first half of 1978.  Action by police authorities and terminal operators has resulted in a reduction of thefts of LCL cargo, but the extent of losses in the UK is unknown. As the author learned when he looked at security arrangements, a higher awareness of the importance of observing theft prevention techniques is essential and some shippers seem unaware of the problem.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
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      <title>THE BOX ASHORE</title>
      <link>https://trid.trb.org/View/71359</link>
      <description><![CDATA[The law of loss and damage and carrier liability (related mainly to USA) after the container reaches the land or before it leaves it.  The first copy of this publication is available free of charge to Corporate members.  Additional copies and those for private and Library members are priced at 1 pound and the price to non-members is 2 pounds.]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71359</guid>
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      <title>CARGO SECURITY IN TRANSPORT SYSTEMS</title>
      <link>https://trid.trb.org/View/58426</link>
      <description><![CDATA[The report is in two parts: pilferage and cargo security, and major theft and cargo security.  The physical and administrative factors contributing to pilferage are outlined, and some recommendations are made for counteracting their effect.  Major theft in terminal areas is then considered, in particular the indirect effects of cargo loss, as opposed to the direct financial loss.  Theft of and from containers is discussed.]]></description>
      <pubDate>Tue, 07 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58426</guid>
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      <title>A REPORT TO THE PRESIDENT ON THE NATIONAL CARGO SECURITY PROGRAM</title>
      <link>https://trid.trb.org/View/51101</link>
      <description><![CDATA[The report describes the activities of the various elements of government and the transportation industry in a cooperative national program dedicated to the prevention of cargo theft.  The highlights are: Cargo losses in the motor carrier industry have stabilized.  Further effort by the national's truckers in this Program will improve that trend. The airlines are continuing to make good progress in reducing the trend of air cargo losses.  Railroads face unique difficulties in protecting freight from theft-related losses and damage. New procedures are proposed for shared responsibility by rail shippers.  The lack of maritime data remains a significant deficiency in the National Cargo Security Program, but a workable solution is emerging.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51101</guid>
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      <title>PHYSICAL SECURITY GUIDELINES FOR THE PREVENTION OF LOSS AND THEFT OF CARGO IN THE TRANSPORTATION SYSTEM, DRAFT FOR COORDINATION</title>
      <link>https://trid.trb.org/View/43728</link>
      <description><![CDATA[The various hazards to which cargo is exposed - sabotage, arson, pilferage, theft, and organized crime - are described and methods for dealing with such hazards are suggested. There are detailed chapters on the different forms of physical protection, identification and movement control, and guard and alarm systems.  A sample physical security checklist is included.  For completed handbook see NCJ-010059, Guidelines for the Physical Security of Cargo.]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/43728</guid>
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      <title>CARGO THEFT AND ORGANIZED CRIME--A DESKBOOK FOR MANAGEMENT AND LAW ENFORCEMENT</title>
      <link>https://trid.trb.org/View/43729</link>
      <description><![CDATA[Studies indicate that most cargo theft occurs at terminal locations during normal operating hours and involves persons and vehicles authorized by management to be on the facility premises.  Organized criminal activity - which may or may not constitute organized crime - is said to be present when employees act in collusion with fences or other outside receivers.  The steps recommended are management and procedure-oriented, exclusive of physical security measures such as guards, alarms, or lighting.  The objectives of effective management control and procedures are listed with sample counter-measures which could be adopted.  It is suggested that individual companies form or become members of local, regional or National Associations so that what cannot be accomplished individually may be implemented jointly.  It is concluded that the first line of defense against cargo theft is the coordinated management capability of shippers, carriers, consignees, and all others involved in the transportation chain.]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/43729</guid>
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      <title>CONFUSION, CONSPIRACY AND THE COMMON DENOMINATOR IN CARGO THEFT</title>
      <link>https://trid.trb.org/View/46750</link>
      <description><![CDATA[The author states that confusion at all cargo handling sites and terminal facilities is a major factor in cargo thefts. Confusion is defined as the uncontrolled coming and going of personnel, visitors, and equipment.  In the confused climate of a cargo handling facility, conspiracies involving the gathering of truckman, clerks, checkers, laborers, or supervisors to commit cargo thefts may also arise.   The author states that the final link in cargo crime is the dishonest truckman - the common denominator.  It is suggested that good physical security will provide satisfactory entrance and exit points where the terms of entry can be set.  Pre-screening of those entering can be used to reduce confusion.  Time stamps, photo-identification, gate passes, logs, and the careful examination of documentation required for the legitimate transfer of goods should also be used.]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46750</guid>
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      <title>CARGO SECURITY - 'A NATIONAL CRISIS'</title>
      <link>https://trid.trb.org/View/14053</link>
      <description><![CDATA[Pilferage and thefts of cargo in the transportation system has been on the increase since 1967 with losses in 1970 of $1.47 billion. The paper examines the causes for these thefts, possible impacts of these thefts on the economy and national security; actions taken by the Federal Government and industry. Information was obtained from the record of Hearings before the Select Committee on Small Business, the Committee on Commerce U.S. Senate, Government Agencies, and the Transportation Industry. (Modified author abstract)]]></description>
      <pubDate>Thu, 28 Feb 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14053</guid>
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      <title>GUIDELINES FOR THE PHYSICAL SECURITY OF CARGO</title>
      <link>https://trid.trb.org/View/8570</link>
      <description><![CDATA[An analysis of cargo theft and pilferage on a national basis encompassing all modes of transportation shows that about 85 percent of goods and materials stolen go out the "front gates" on persons and vehicles authorized to be in loading and unloading areas of transportation facilities.  Only some 5 percent involves the after-hours break-and-enter burglar.  Although catastrophic and highly publicized, the armed hijack or grand larceny of a tractor-trailer or a complete container amounts to only some 10 percent of the total loss picture.  The main text of this handbook develops the rationale for cargo security measures and provides the basis for establishing and maintaining a cargo security program.  Appendix I, "Cargo Security Standards," is a quick-reference summary of the recommended physical and procedural matters essential to cargo security.  Appendix II, "Cargo Security Chekclist," provides a series of questions to be answered in surveying a facility to ensure comprehensive consideration of the many aspects of cargo security.]]></description>
      <pubDate>Fri, 01 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/8570</guid>
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