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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>New Aspects of Progress in the Modernization of the Maritime Radio Direction Finders (RDF)</title>
      <link>https://trid.trb.org/View/1856586</link>
      <description><![CDATA[This paper as an author contribution introduces the implementation of the new aspects in the modernization of the ships Radio Direction Finders (RDF) and their modern principles and applications for shipborne and coastal navigation surveillance systems. The origin RDF receivers with the antenna installed onboard ships or aircraft were designed to identify radio sources that provide bearing the Direction Finding (DF) signals. The radio DF system or sometimes simply known as the DF technique is de facto a basic principle of measuring the direction of signals for determination of the ship's position. The position of a particular ship in coastal navigation can be obtained by two or more measurements of certain radio sources received from different unspecified locations of transmitters on the coast. In the past, the RDF devices were widely used as a radio navigation system for aircraft, vehicles, and ships in particular. However, the newly developed RDF devices can be used today as an alternative to the Radio – Automatic Identification System (R-AIS), Satellite – Automatic Identification System (S-AIS), Long Range Identification and Tracking (LRIT), radars, GNSS receivers, and another current tracking and positioning systems of ships. The development of a modern shipborne RDF for new positioning and surveillance applications, such as Search and Rescue (SAR), Man over board (MOB), ships navigation and collision avoidance, offshore applications, detection of research buoys and for coastal vessels traffic control and management is described in this paper.]]></description>
      <pubDate>Fri, 27 Aug 2021 14:56:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1856586</guid>
    </item>
    <item>
      <title>Radio Direction Finding in Air Traffic Services</title>
      <link>https://trid.trb.org/View/767895</link>
      <description><![CDATA[Radio Direction Finding is one of the oldest electronic navigation systems. It is used by aircraft and ships in coastal waters. This paper examines the uses of the Radio Direction Finding principle in for navigation and surveillance systems.]]></description>
      <pubDate>Tue, 27 Dec 2005 09:02:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/767895</guid>
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    <item>
      <title>ANSWERING THE CALL FOR BETTER COMMUNICATIONS</title>
      <link>https://trid.trb.org/View/686308</link>
      <description><![CDATA[The U.S. Coast Guard is preparing to improve boating safety by modernizing its short-range communications system to better hear boaters' distress calls.  The new system is known as Rescue 21. This article describes how and why Rescue 21 was developed, and the benefits of the new system. Rescue 21 will allow Coast Guard watchstanders to record, play back and index distress calls and view them in a user-friendly digital format.  The most obvious improvement of the new system will be filling in coverage gaps in the current VHF-FM system.  Rescue 21 will enable the Coast Guard to receive a call from a one-watt radio as far as 20 miles from the territorial sea baseline.  The new system will also have increased channel capacity, which allows for simultaneous communications on six channels.  Another Rescue 21 improvement is the use of direction-finding technology that will detect a distressed vessel's bearing with a great deal of accuracy.  The system will allow asset tracking so that operation centers will know where Coast Guard assets are at any given time. Because the project encompasses over 95,000 miles of coastline, deployment was segmented into manageable areas centered around Coast Guard Groups. The first systems are planned to be in place by September 2003, and deployment should be completed in all regions by the end of September 2006.]]></description>
      <pubDate>Fri, 09 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/686308</guid>
    </item>
    <item>
      <title>PERFORMANCE TESTS RESULTS OF AUTOMATIC DIRECTION FINDER RECEIVER INTERFERENCE SUSCEPTIBILITY</title>
      <link>https://trid.trb.org/View/177526</link>
      <description><![CDATA[The intent of this effort was to measure the interference susceptibility of present-day ADF equipment and to determine if RTCA and ICAO documents dealing with this subject are still representative. The results of these tests show that the equipment tested meet the specifications of DO-142 Category A. Recent works had indicated that the interference susceptibility characteristics of ADF receivers may be dependent primarily on the absolute level of the undesired signal, and secondarly on the ration of the desired to the undesired signal. The data presented in this report, however, demonstrated that the interference characteristics of the aircraft ADF system are a funciton of the ratio of the desired to the undesired signal levels present at the antenna, and are not correlated to the absolute undesired signal levels. (Author)]]></description>
      <pubDate>Thu, 30 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177526</guid>
    </item>
    <item>
      <title>APPLICATION OF SEMI-EMPIRICAL TD GRID CALIBRATION TO THE WEST COAST LORAN-C CHAIN</title>
      <link>https://trid.trb.org/View/171290</link>
      <description><![CDATA[This study demonstrates the utility of semi-empirical Loran-C time difference (TD) grid calibration techniques. Theory is employed to determine the functional dependence of TDs on range and bearing from the Loran-C chain stations. TD measurement data are then utilized to calibrate the unknown coefficients incorporated in the semi-empirical TD model. A semi-empirical model is presented for the West Coast Loran-C chain where at-sea TD measurement data in Southern California revealed large discrepancies between U.S. Coast Guard original predictions and measurements. A significant reduction in the TD errors is achieved with the semi-empirically-calibrated model relative to the U.S. Coast Guard original grid. The accuracy of the calibrated West Coast Loran-C grid is further evaluated by comparing the calibrated grid with measurements which are not used in model calibration. Results are also presented which show the sensitivity of the model accuracy to the quantity and distribution of measurement data used to calibrate the model. Guidelines are formulated to aid in the design of data collection requirements for future semi-empirical grid calibration efforts. (Author)]]></description>
      <pubDate>Wed, 29 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171290</guid>
    </item>
    <item>
      <title>EXPERIMENTAL BCAS PERFORMANCE RESULTS</title>
      <link>https://trid.trb.org/View/77744</link>
      <description><![CDATA[The results of the (Litchford) Beacon-based Collision Avoidance System concept feasibility evaluation are reported. Included are a description of the concept, analysis and flight test results. The system concept is based on the range and bearing measurements for detecting and resolving a threat. The experimental hardware, developed under Contract No. DOT-TSC-1103, Task 1-8, did not implement the automatic radar selection and lock-on mode and the capability to compute target range and bearing in real time which the concept requires. These enhancements are currently being implemented. All three generic modes of the BCAS were evaluated. These are: the passive (listen-in), the active (interrogate by on-board transmitter), and the combined (active-passive). Also, reported are results are results of the comprehensive in-house study effort conducted on the azimuth signal requirements and on single-site feasibility. It is concluded that the BCAS is a technically feasible concept and that the passive mode with an azimuth reference signal would be more accurate and less troublesome than other BCAS alternatives. For each operating mode there are geometries in which system performance fails or is degraded to some degree. System reliability may therefore require the implementation of various operating modes. (Author)]]></description>
      <pubDate>Sun, 29 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77744</guid>
    </item>
    <item>
      <title>APPLICATION OF ADVANCED SIGNAL PROCESSING TECHNIQUES TO ANGLE OF ARRIVAL ESTIMATION IN ATC NAVIGATION AND SURVEILLANCE SYSTEMS</title>
      <link>https://trid.trb.org/View/177523</link>
      <description><![CDATA[This report focuses on the mitigation of multipath and/or incoherent (cochannel) interference on receiving antenna arrays since these phenomenon represent a principal challenge to many existing ATC systems. The improved signal processing techniques considered explicitly assume that interfering signals may be present and estimate the interference parameters (e.g., power and angle of arrival) as well as the desired signal parameters. By thus identifying the nature of the interference, it is then possible to reduce its effects on the desired signal angle of arrival estimates.]]></description>
      <pubDate>Wed, 30 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177523</guid>
    </item>
    <item>
      <title>POWER LINE CARRIER RADIATION AND THE LOW-FREQUENCY AERONAUTICAL RADIO COMPASS</title>
      <link>https://trid.trb.org/View/155861</link>
      <description><![CDATA[The power line carrier is a telecommunication technique widely used by the power utilities for communication and telemetry. This system uses the power lines as a propagation medium and operates largely in the LF band. Potential for interference to an aeronautical radio compass operating in the 190-535 kHz aeronautical radio-navigation band exists. The purpose of this work was to examine that potential for interference. Laboratory measurements of radio compass receivers were made. These results indicate that 44 to 54 dBu of undesired signal or an undesired-to-desired signal ratio of 4 to 10 dB was required to cause measurable radio compass bearing errors, depending on the type of receiver. An airplane equipped with a spectrum analyzer/data recording system was used to make power line carrier radiation measurements over two selected power lines in Tennessee. The results indicate that, for the limited measurements taken, radio compass bearing errors could be caused by power line carrier radiation for an injected carrier power of 4 W. The distance and height dependence of the power line carrier radiation is discussed. (Author)]]></description>
      <pubDate>Sun, 27 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155861</guid>
    </item>
    <item>
      <title>3D/4D AREA NAVIGATION SYSTEM DESIGN, DEVELOPMENT AND IMPLEMENTATION. VOLUME II. SUPPORT DATA AND PROGRAM LISTINGS</title>
      <link>https://trid.trb.org/View/75426</link>
      <description><![CDATA[This volume presents the detailed support data for the 4D time control and localizer software definitions. Program listings for the final design are also presented. (Author)]]></description>
      <pubDate>Sat, 12 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75426</guid>
    </item>
    <item>
      <title>FAA VHF AIR/GROUND DATA LINK AND FLIGHT SERVICE SYSTEM COMMUNICATIONS ANALYSIS</title>
      <link>https://trid.trb.org/View/41490</link>
      <description><![CDATA[This report documents the procedures and rationale used to produce overlays which depict line-of-sight coverage diagrams for Federal Aviation Administration (FAA) sites within the conterminous United States and printouts which indicate minimum reception altitudes for selected areas. The overlays and diagrams were submitted to the FAA in support of its Air/Ground Data Link and Flight Service System modernization programs.]]></description>
      <pubDate>Sat, 13 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41490</guid>
    </item>
    <item>
      <title>THE SUSCEPTIBILITY OF REPRESENTATIVE TACAN AND DME EQUIPMENTS TO A PROPOSED, MLS L-BAND PRECISION DME SIGNAL FORMAT</title>
      <link>https://trid.trb.org/View/162930</link>
      <description><![CDATA[Measured data are presented that show the susceptibility of representative Tactical Air Navigation/Distance Measurement Equipments (TACAN/DME) to the proposed, Microwave Landing System (MLS) L-Band Precision DME (PDME) signal format. The interrogator data are examined to determine the most susceptible equipments, and the desired and undesired signal relationships that permit range and azimuth acquisition. Comments are made on the transponder data. (Author)]]></description>
      <pubDate>Wed, 12 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162930</guid>
    </item>
    <item>
      <title>COMPARISON BETWEEN THE SURVEILLANCE PERFORMANCES OF THE AIR TRAFFIC CONTROL RADAR BEACON SYSTEM MODE OF THE MODE S AND THE AUTOMATED RADAR TERMINAL SYSTEM</title>
      <link>https://trid.trb.org/View/177190</link>
      <description><![CDATA[A test and evaluation was conducted at the Federal Aviation Administration Technical Center to compare the surveillance performance and the range and azimuth accuracy of the Air Traffic Control Radar Beacon System (ATCRBS) mode of the Mode S (formerly the Discrete Address Beacon System (DABS)) to that achieved with the existing Automated Radar Terminal System (ARTS) III. Targets of opportunity and ATCRBS-equipped Technical Center test aircraft were used in this evaluation. The 5-foot ATCRBS antenna at the Technical Center Mode S terminal sensor was used to collect data at both the Mode S and the ARTS III sensors. Data reduction and analysis tools developed by the Technical Center were used to determine sensor performance characteristics and to highlight areas for further analysis. It was concluded that the ATCRBS mode of the Mode S sensor provided improved blip scan ratio, Mode A code, and altitude reliability performance when compared to the ARTS III. The Mode S sensor also provided better range and azimuth accuracy than the ARTS III. (Author)]]></description>
      <pubDate>Tue, 28 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177190</guid>
    </item>
    <item>
      <title>ACOUSTIC LOCALIZATION OF IN-VEHICLE CRASH AVOIDANCE WARNINGS AS A CUE TO HAZARD DIRECTION</title>
      <link>https://trid.trb.org/View/474030</link>
      <description><![CDATA[The purpose of warning sounds is to alert a driver of potential roadway hazards detected by an in-vehicle crash avoidance warning device.  This study investigated acoustical localization of the warning sound as a means of indicating hazard location. The research focused on several factors: speed and accuracy of responses, the effects on performance of sound type, speaker location, and using speaker pairs to provide directional cues. The study involved subjects responding to alarms of various types and from various locations within a Ford Taurus while they performed an auxiliary task.  Under the conditions of this experiment, subjects were able to localize the direction of a warning signal with reasonable speed and accuracy.  This indicates that directional acoustic cues have the potential to speed driver response to hazards.  However, there was meaningful variation among alternative warning sounds and speaker locations.  Auditory warnings should not be viewed as generally adequate for localized warnings without consideration of the signal and source.  The better-performing sound/speaker combinations of this study led to broadly correct, though imprecise, orientation, with relatively few perceptual reversals.  Performance appears promising, though generalizability of the implications is reserved until validation and additional vehicle types and environmental conditions can be confirmed.]]></description>
      <pubDate>Wed, 07 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474030</guid>
    </item>
    <item>
      <title>POTENTIAL OF PROCEDURAL KNOWLEDGE TO ENHANCE ADVANCED TRAVELER INFORMATION SYSTEMS</title>
      <link>https://trid.trb.org/View/577369</link>
      <description><![CDATA[The closure of a portion of the Santa Monica Freeway following the 1994 Northridge earthquake afforded the opportunity to study the behavior of motorists as they found their way around the collapsed bridges along alternate and detour routes.  In this study, 502 motorists, many of whom were displaced from the damaged Santa Monica Freeway, responded to a mailed questionnaire asking about changes in travel patterns, factors affecting alternate route choice, way-finding strategies used, difficulty in following alternate routes, attitudes toward the neighborhoods containing alternate routes, and attitudinal changes regarding the risk of traveling city freeways.  A factor analysis of the responses revealed a procedural knowledge factor, indicating that motorists found landmarks, street signs, and written directions to be helpful aids in following alternate and detour routes.  Procedural knowledge, the stored sequence of decisions about how to get from one place to another, is part of the spatial knowledge acquisition process.  It is suggested that cues supporting a procedural level of knowledge could be used to enhance Advanced Traveler Information Systems (ATISs). Alternate and detour route information could include more emphasis on landmarks and street signs and be conveyed in the form of written or verbal directions.]]></description>
      <pubDate>Thu, 16 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577369</guid>
    </item>
    <item>
      <title>CAN WE PROTECT OUR NEIGHBORHOOD FROM "INTELLIGENT RAT-RUNS"?</title>
      <link>https://trid.trb.org/View/463419</link>
      <description><![CDATA[Although it is unquestionable that intelligent transportation systems (ITS) will be effective in improving traffic problems, including congestion and safety, some concerns must be addressed about the serious problem of ITS rat-runners that invade neighborhood streets with vehicles that are equipped with car navigation systems.  Because drivers of such vehicles can easily identify their locations and direction to their destinations, they may use local streets when, for example, arterial streets are congested and without any concern about losing their way in neighborhoods.  This problem should be solved from the viewpoint of neighborhood safety.  To study the problem of "intelligent rat-runners," the authors dealt with this problem as the "way-finding problem" in cognitive-psychology in terms of car drivers.  To this end, a psychological experiment was conducted. Subjects were asked to drive from an origin to a destination within an urban area, where they had never been, with a map of the area.  They were asked to drive four times per subject, searching for "better" routes.  In the experiment, using the protocol and cognitive-map methods, the mechanism of finding and choosing routes was analyzed.  In the experiment, both conventional cars and cars with car navigation systems were used to compare the drivers' behavior.  Through comparative analysis, it was found that drivers with car navigation systems tended to choose routes of which direction is as direct as possible to the destination, and that they would use local streets to follow the direction, which normal drivers would never use.]]></description>
      <pubDate>Tue, 06 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463419</guid>
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