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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>GRADE CROSSING ACCIDENTS AND HUMAN FACTORS ENGINEERING</title>
      <link>https://trid.trb.org/View/270610</link>
      <description><![CDATA[This paper analyses the problem of collisions between vehicles and trains in the light of relevant human factors principles and suggests ways in which knowledge of behavioral, sensory, and perceptional principles can help in the understanding and amelioration of the problem. The problem of collision between trains and vehicles (which cause 650 fatalities annually) is considered, and the crossing environment and the bases for a driver's decision are examined.  The sensory and perceptional factors involved are discussed, as are also the role of the train crew and the tasks they must perform.  The most effective of the variety of measures that could be taken are described, and it is noted that effective human factors engineering should be based on a multidisciplinary approach in which the behavioral science may be expected to play a prominent role. prominent role.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:59:04 GMT</pubDate>
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      <title>FLYING AND DRIVING AFTER THE SEPTEMBER 11 ATTACKS</title>
      <link>https://trid.trb.org/View/663010</link>
      <description><![CDATA[The article describes a study that calculated the risks involved in flying and driving, taking into account the latest statistics, after the terrorist attacks of September 11, 2001. The scheduled domestic passenger operations of 10 major U.S. airlines were considered in gathering statistics for flying, combined with data compiled by the National Transportation Safety Board for the ten year period  from 1992-2001. including the 232 aboard the four hijacked flights.  To calculate the probability of fatality per kilometers of driving, the number of driver fatalities on rural interstate highways in 2000 was divided by the estimated distance traveled on those roads by cars, light trucks, vans and SUVs.  The risk estimates obtained for driving and for flying were then compared specifying the indifference distance, the distance at which the two modes are equally risky.  The article determines, that for any distance that is long enough for flying to be an option, driving even on the safest roads is far more risky than flying with the major airlines.  The article further concludes that, without diminishing the tragedy of September 11th which also involved many deaths on the ground, from the perspective of personal safety, it is vital to consider the annual number of fatal traffic accidents in the United States which is enormous in comparison.  The article also points out the relative safety of domestic flying on the major airlines over driving is extremely strong, and the direction of the advantage would remain unchanged unless the toll of terrorism in the air became many times worse than it has been or that seems possible.]]></description>
      <pubDate>Fri, 22 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/663010</guid>
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      <title>LE PONT DE NORMANDIE</title>
      <link>https://trid.trb.org/View/451337</link>
      <description><![CDATA[The author, the Aleksandar S. Vesic Professor of Civil Engineering and chairman of the Department of Civil and Environmental Engineering at Duke University, examines in detail the Pont de Normandie which is the longest cable-stayed bridge in the world. French policy regarding bridge building and design and the design goals and career of the bridge's architect, Michel Virlogeux, are examined.]]></description>
      <pubDate>Tue, 10 Oct 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/451337</guid>
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      <title>THE ECONOMICS OF TRAFFIC CONGESTION</title>
      <link>https://trid.trb.org/View/414779</link>
      <description><![CDATA[Traffic congestion has become one of the plagues of modern life in a big city. Time spent ensnarled in traffic is not simply time wasted; for most drivers, it is time miserably wasted. Transportation researchers have identified three paradoxes in which the usual remedy for congestion--expanding the road system--is ineffective or even counter-productive. The resolution of these paradoxes employs the economic concept of externalities to identify and account for the difference between personal and social costs of using a particular roadway. This not only clarifies the economics of traffic congestion, but it also points to ways in which the congestion problem can be solved with clever applications of the standard pricing tools of economics.]]></description>
      <pubDate>Fri, 06 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414779</guid>
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      <title>THE COUNTERINTUITIVE IN CONFLICT AND COOPERATION</title>
      <link>https://trid.trb.org/View/289989</link>
      <description><![CDATA[Conflicts and cooperation offer two kinds of surprises.  The first, those generated by a participant, are familiar, while the second, those generated by the situation, lead to an outcome that surprises everybody.  In this article, recent examples of the second type or structural surprise are drawn from idealized models of conflict and cooperation.  The models selected include communication networks under attack, pursuit and evasion, negotiations for consensus, and congested traffic networks.]]></description>
      <pubDate>Sat, 31 Dec 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/289989</guid>
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      <title>BRIDGES AND THE NEW ART OF STRUCTURAL ENGINEERING</title>
      <link>https://trid.trb.org/View/202107</link>
      <description><![CDATA[This article holds that good bridge design exemplifies the three criteria of structural art: minimum use of materials, minimum cost, and maximum aesthetic expression.  An attempt is made to define the new art form and is shown that it has been consciously practiced since the late 18th century. It is shown that it is parallel to and independent from architecture, and that numerous modern engineers are creating such works of art in the 20th century.  The art of structural engineering appears most clearly in bridges, tall buildings and long-span roofs.  The new art is illustrated by describing some works of four of the leading bridge designers in the modern tradition: Gustave Eiffel, John Roebling, Robert Maillart and Christian Mena.]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202107</guid>
    </item>
    <item>
      <title>MAKING FLUID FLOWS VISIBLE</title>
      <link>https://trid.trb.org/View/87687</link>
      <description><![CDATA[This paper deals with the various methods of making the flows of fluids (i.e. liquids and gases) applications, and the information that be gained from a visible flow field. Fluid flows become visible in one of two ways:  introduction of a foreign substance into the medium (e.g.  smoke in air) or measuring optical properties that change while the fluid is flowing (e.g. the optical index of refraction of a gas is a function of its density).  Photographs are included which illustrate both methods and their applications, for example for reducing aerodynamic drag in automobile designs.]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87687</guid>
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      <title>MALLEABILITY OF HUMAN MEMORY</title>
      <link>https://trid.trb.org/View/87688</link>
      <description><![CDATA[Considerable research has been done which indicates that new information about an experienced event may supplement and even alter the recollection of that event (e.g. subjects would be shown some pictures of an event and then asked questions about it, some of which were misleading by suggesting the existence of objects which had not actually appeared in the pictures).  This article reviews the literature of this phenomenon and then describes experiments which tried to determine under what circumstances misleading information will be incorporated in recollections.  If the person has a strong recollection of a given detail (either because of close attention or recent exposure to it), false information about it is less likely to be accepted.  The opposite is true in the case of little attention to it or a long interval of time passing before the "new information" is presented.  Not surprisingly, it is easier to get a witness to accept a detail that is plausible in its context than one that is not.  Timing is also a factor.  Misleading information introduced subsequent to an event has greater impact if it is introduced just prior to the test rather than immediately after the event.]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87688</guid>
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      <title>RNAV WAYPOINT CHARTING EFFECTS ON PILOT PROCEDURES, TRAINING AND WORKLOAD</title>
      <link>https://trid.trb.org/View/87773</link>
      <description><![CDATA[The analysis included in this paper begins with a summary of an analytical effort which was performed to establish waypoint charting requirements.  From this theoretical base, the paper introduces several RNAV Standard Instrument Departure and Standard Terminal Arrival Routes which are in use today.  Finally, the paper quantifies the advantages to be gained by both the pilot and the air traffic control system through the proper use of pilot procedures.  This quantification is accomplished by using detailed flight test results from the Miami, Denver and Chicago terminal areas and flight simulator results from the University of Illinois and the National Aviation Facilities Experimental Center.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87773</guid>
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      <title>JEPPESEN CHARTING FOR AREA NAVIGATION</title>
      <link>https://trid.trb.org/View/87774</link>
      <description><![CDATA[The most sophisticated NVAV systems in existence today are the ones which can utilize either latitude and longitude or bearing and distance from the station as inputs for navigation.  These Automated Airborne Navigation Systems offer a means of placing some information in the cockpit in a manner such that its application can be automated to a high degree.  The heart of the system for the pilot is the Control Display Unit, or CDU, with a complete alpha/numeric keyboard.  Contained within the Automated Navigation System is a Flight Data Storage Unit, or FDSU, which contains all the navigational data in computer language on a magnetic tape or disc.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87774</guid>
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    <item>
      <title>PROBING THE AIRBORNE OMEGA ENVIRONMENT</title>
      <link>https://trid.trb.org/View/87775</link>
      <description><![CDATA[Prospective users have begun to request the Federal Aviation Administration (FAA) to certify the Omega Navigation System over oceanic jet routes and over the routes of off-shore oil-lease areas.  The FAA has sampled the quality and coverage of Omega signals in many of these areas.  Data recorded during a number of probe flights has been consistent with forecasts of coverage as well as with predicted gaps due to large discontinuities along the propagation pathway, such as the dielectric ice mass on Greenland.  The paper proposes to extend in-flight data collection all around the world during the imminent rising portion of the next sun spot cycle.  It outlines a plan to develop a bank for the data and to publish a running account of the findings under a cooperative industry-government effort.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87775</guid>
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    <item>
      <title>AIRCRAFT NAVIGATION WITH THE LIMITED OPERATIONAL PHASE OF THE NAVSTAR GLOBAL POSITIONING SYSTEM</title>
      <link>https://trid.trb.org/View/87776</link>
      <description><![CDATA[In 1980, the NAVSTAR Global Positioning System (GPS) will be in the limited operational phase.  During this phase, a GPS user will not generally be able to determine his position using satellite measurements only.  This paper describes the simulation of an aircraft navigation technique which uses the limited operational phase GPS and barometric altimeter measurements.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87776</guid>
    </item>
    <item>
      <title>HELICOPTER OFFSHORE OPERATIONS</title>
      <link>https://trid.trb.org/View/87777</link>
      <description><![CDATA[Helicopter operations in offshore areas in instrument weather conditions require an air traffic control system and a navigation capability that will extend to 300 miles from shore, and provide guidance down to 200 ft above sea level. Accuracy and reliability must be at least equal to that available with VOR-DME.  The overall offshore situation is described and FAA and industry efforts to meet the helicopter offshore navigation requirements are explained.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87777</guid>
    </item>
    <item>
      <title>VLF PULSE TIMING: LIMITATIONS AND POTENTIAL AS A COMPANION TO OMEGA</title>
      <link>https://trid.trb.org/View/87778</link>
      <description><![CDATA[The potential accuracy of VLF pulse (envelope) timing is severely limited by vagaries of the propagation medium and atmospheric noise due to spherics.  These limitations are discussed in depth.  The conclusion is that VLF pulse-timing accuracy corresponding to about 5 n. mi. should be possible over very long ranges up to 5000 n. mi.  A hypothetical system employing pulse transmitters co-located at the Omega sites is explored.  It is proposed that such a pulse system and the present phase-only Omega system could serve to complement each other as a coarse-fine system.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87778</guid>
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    <item>
      <title>DETECTION OF SOIL MOISTURE BY REMOTE SURVEILLANCE</title>
      <link>https://trid.trb.org/View/35330</link>
      <description><![CDATA[Three general regions of the electromagnetic spectrum are being used in feasibility studies of remote sensing of soil moisture - the short-wave region, the thermal of long-wave region, and radar or micro-wave region. Simple solarimeters have been used to correlate albedo values (ratio of reflected incoming solar radiation depends on the amount of water in surface soil) gravimetrically measured water-content values of soil layers. Albedo values could also be used to delineate the three classical stages of soil drying. Studies have suggested that a thermal inertia concept could be used to monitor soil moisture, i.e. soil temperatures are measured when they are maximum and minimum and the difference between them is related to water content. The governing principle of microwave radiation techniques derives from the fact that the dielectric constant of water at microwave frequencies is quite large (80) whereas that of dry soil is typically less than 5. A wide range of wavelengths has been used in feasibility studies of soil-moisture detection by microwave techniques - from fractions of a centimeter to tens of centimeters - and the depth of the soil layer monitored has varied from a few millimeters to a few centimeters.  Microwave techniques however, suffer from the need to know surface temperatures in order to resolve moisture-induced emittance changes, and albedo techniques always require specific knowledge of the soil type viewed. Cloud-cover (encountered in satellite based programs), salinity, and the presence of vegetation also create problems for these techniques. Some of the primary benefits of remote detection of soil moisture include the ability to predict crop yields, pest outbreaks, plant disease. It could also be an aid in the management of crops and rangelands.]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35330</guid>
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