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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>GUIDE TO THE USE OF PORTABLE FLAMMABLE GAS DETECTORS</title>
      <link>https://trid.trb.org/View/162402</link>
      <description><![CDATA[This guide on the use of portable flammable gas detectors is intended particularly for those concerned with estimating flammable gas or vapor concentrations, (managers, engineers, Fire Service, etc.) either on a regular basis or in emergencies. Its aim is to provide a broad background to the use and limitations of portable gas detectors. It in no way seeks to replace existing documentation either from the instrument manufacturers or from regulatory authorities. (Copyright (c) British Crown Copyright.)]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162402</guid>
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      <title>A FEASIBILITY STUDY OF THE STATE-OF-THE-ART OF PERSONNEL MONITORS</title>
      <link>https://trid.trb.org/View/89448</link>
      <description><![CDATA[This report presents the findings of a study of the state of the art of personal hazard monitoring for acute chemical hazards. The ultimate objective of the study was to provide basic information to guide the Coast Guard in its efforts to develop a system of monitoring devices to protect the health and safety of emergency response personnel. Hazards for which monitoring devices are needed include: (1) oxygen insufficiency, (2) flammable vapor concentrations, (3) toxic vapors and gases, and (4) damage to protective clothing and equipment. Possibilities for combination of various monitors into a single comprehensive warning system were investigated. The Coast Guard's requirements for personal hazard monitoring were investigated and defined. An important finding of this subtask was that the requirements for a toxic vapors monitor ought to be defined on the basis of infrequent and short-term exposure, a condition for which there are as yet few generally accepted standards. Availability of practical monitoring devices and/or technologies was established for each of those chemicals in the U.S.C.G. 'Chris Phase I' list whose vapor concentrations in air at 40 C was found to exceed a short-term exposure standard. Recommendations for further research and development were presented. (Author)]]></description>
      <pubDate>Fri, 19 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/89448</guid>
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      <title>CRANE BARGE C.L. DILL 10 FIRE, GARDEN ISLAND BAY, MISSISSIPPI RIVER DELTA, JUNE 5, 1979. MARINE ACCIDENT REPORT</title>
      <link>https://trid.trb.org/View/155943</link>
      <description><![CDATA[About 0930, on June 5, 1979, a buried 4-inch-diameter, high-pressure, natural gas pipeline was separated at a collar by a mooring spud dropped from the crane barge C. L. DILL 10 as the barge was being maneuvered by a tugboat alongside tank battery No. 205 in a channel of the Texaco, Inc., oil field in the Garden Island Bay section of the Mississippi River Delta.  Gas, escaping under 700-psig pressure, was ignited by an unknown source and set the barge, tugboat, and tank battery on fire.  Four of the six persons on the barge drowned in their attempt to escape. The fire was extinguished about 1030; damage was estimated at $500,000.  The National Transportation Safety Board determines that the probable cause of the accident was the dropping of a mooring spud without first surveying the channel near the tank battery to determine if active pipelines crossed beneath the channel to and from the oil wells.  Contributing to the accident were the absence of posted signs prohibiting anchoring at the tank battery, and the decision of the crane operator to deviate from the planned work schedule.  The failure of some of the crewmen to use available lifesaving equipment contributed to the loss of life.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155943</guid>
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      <title>UNCONFINED VAPOR CLOUD EXPLOSIONS. A PRESTUDY</title>
      <link>https://trid.trb.org/View/158405</link>
      <description><![CDATA[The current knowledge on unconfined vapor cloud explosions is reviewed in the light of the hazard such an explosion represents especially to offshore installations and with the purpose of identifying the need for future research.  The damage potential of an unconfined vapor cloud is determined by the rate of energy release during the explosion, or the flame speed.  Unless strong acceleration mechanisms are present, the maximum pressure will be of the order of magnitude of 0.1 bar or less.  Factors that accelerate the flame increase the damage potential of the cloud. Quantitatively, little is known about such mechanisms, and more research is needed on flame accelerations.  On offshore platforms vapor cloud explosions may be strongly coupled to confined vented explosions.  Research is needed on situations where a confined explosion propagate to an external vapor cloud and ignites this strongly.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158405</guid>
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      <title>IGNITION OF FLAMMABLE GASES IN CRUDE OIL TANKERS AS A RESULT OF METAL FRACTURE</title>
      <link>https://trid.trb.org/View/147057</link>
      <description><![CDATA[A literature search and an energy analysis show that the energies generated and the temperatures developed by metal fracture are not sufficient to ignite a flammable mixture of hydrocarbon vapour and air directly.  It was concluded from this study that if metal fracture were to be a cause of ignition, it would be by an indirect process.  The most likely cause of ignition resulting from metal fracture would be due to frictional impact or friction of fractured-metal structural members with each other or with other objects. It was also concluded that normal impact (without friction) or single rubbings would not generate sufficient energy for ignition of flammable gases in crude-oil tankers unless friction sparks also resulted.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147057</guid>
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      <title>FIRE HAZARD CLASSIFICATION OF CHEMICAL VAPORS RELATIVE TO EXPLOSION-PROOF ELECTRICAL EQUIPMENT</title>
      <link>https://trid.trb.org/View/51093</link>
      <description><![CDATA[At the request of the U.S. Coast Guard, a detailed study of flammability has been made by the Electrical Hazards Panel of the Committee on Hazardous Materials in order to assign tentative classifications to 388 chemicals of commerce according to the classification groups given in the National Electrical Code, NEC 500.  The method used was based on available physical and flammability properties, and chemical structure as an adjunct (by homology and analogy) where data were limited.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51093</guid>
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      <title>GRAVITY SPREADING AND ATMOSPHERIC DISPERSION OF LNG VAPOR CLOUDS</title>
      <link>https://trid.trb.org/View/28860</link>
      <description><![CDATA[Present methods for estimating the extent and location of flammable vapors as a function of spill and weather conditions, assuming that ignition does not occur. Although various Gaussian dispersion models developed for describing the behavior of pollutants in the atmosphere are available, these models are for neutrally buoyant effluents and are only valid for describing LNG vapor dispersion at distance far enough downwind of the source so that details of the source behavior are unimportant.]]></description>
      <pubDate>Wed, 05 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/28860</guid>
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      <title>IGNITION TEMPERATURE OF GASES AND VAPORS AS APPLIED TO ELECTRICAL EQUIPMENT FOR USE IN HAZARDOUS LOCATIONS</title>
      <link>https://trid.trb.org/View/20364</link>
      <description><![CDATA[In order to design electrical equipment which is safe for use in flammable atmospheres, it is necessary to know the ignition temperature of the flammable atmospheres.  The test methods for determining ignition temperature are presented and compared with the possible sources in an electrical system.]]></description>
      <pubDate>Tue, 07 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20364</guid>
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      <title>ODOR WARNINGS FOR SAFETY</title>
      <link>https://trid.trb.org/View/20369</link>
      <description><![CDATA[The human nose has a well-deserved reputation as a detector with high sensitivity to many chemicals at extremely low concentrations.  It has been estimated that by sniffing, man can detect more than 10,000 odorous chemicals.  Although instruments are available today with sufficient sensitivity to detect concentrations of some odorants (such as methanol) that are below the odor threshold, it is generally accepted that the nose is at least 1000 times more sensitive than currently available instrument detectors.]]></description>
      <pubDate>Tue, 07 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20369</guid>
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      <title>CARGO TANK CLEANING AND VAPOR CONCENTRATION STUDIES, S.S. RALPH B. JOHNSON</title>
      <link>https://trid.trb.org/View/8536</link>
      <description><![CDATA[The results of vapor concentration tests taken during a ballast voyage are presented.  Sampling occurred before, during and after tank cleaning, done either by Butterworthing or the "Yo-Yo" procedure.  The tank vapor concentrations were expressed in terms of flammability levels at 50, 30 and 10 foot levels.  One hour after stripping, the atmosphere at the 50 and 30 foot level was within the flammable range.  Forty hours after stripping all sampling levels tended toward homogeneity above the upper flammability limits.  Ballasting left vapor concentrations in the flammable range at the 30 and 10 foot level while the vapor concentration at the 50 foot level remained above the upper flammability level.  In time, the tank atmosphere became uniform throughout and concentrations remained around the middle of the flammable range. Butterworthing reduced the vapor concentrations slightly and tended to make the tanks homogeneous.  The Yo-Yo procedures succeeded in cleaning the tank for clean ballast but did not gas-free the tank to a level considered safe for man to enter.  Gas-free tanks were then accomplished by ventilation after ballasting.]]></description>
      <pubDate>Fri, 04 May 1973 00:00:00 GMT</pubDate>
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