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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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>WINDSCREEN GLASS INJURIES TO THE HEAD IN FRONT SEAT OCCUPANTS OF CARS AND LIGHT VANS</title>
      <link>https://trid.trb.org/View/46133</link>
      <description><![CDATA[A brief review of research on the injury potential of toughened and laminated glass in windscreens is presented. The objectives of this report are to determine the risks of receiving windscreen-related head injury in vehicles fitted with toughened or high penetration resistant (HPR) laminated glass windscreens, and to study the types and severities of injury sustained and the mechanisms responsible for these injuries, an analysis is also made of the risks of receiving head injury due to the windscreen in unbelted and belted front seat occupants and as between unbelted drivers and unbelted front seat passengers. This paper was presented to the 5th International Conference of the International Association for Accident and Traffic Medicine and the 3rd International Conference on Drug abuse of the International Council and Alcohol and Addiction, London, 1-5 September, 1975. /TRRL/]]></description>
      <pubDate>Wed, 13 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46133</guid>
    </item>
    <item>
      <title>THE COMPLETE SHIPBOARD SATELLITE TERMINAL</title>
      <link>https://trid.trb.org/View/20381</link>
      <description><![CDATA[This paper discusses the pre-design studies of a commercial satellite communications system relating to present and future generation satellites, terminal specifications and features, safety and distress capability, position fixing and worldwide service problems.  Trade-off studies leading to maximum reliability consistent with cost and operation are covered in some detail.  These studies have resulted in the design and prototyping of a unique shipboard terminal to be manufactured in 1974 for use with the MARISAT and succeeding satellites.  The specifications, features, operation, and installation problems of this terminal are fully discussed.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20381</guid>
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      <title>EXPERIMENTAL RESULTS OF THE MARITIME SATELLITE NAVIGATION/ COMMUNICATION (MARSCAN) SYSTEM</title>
      <link>https://trid.trb.org/View/20382</link>
      <description><![CDATA[AII systems under contract to the Maritime Administration has recently completed the development, installation and evaluation of an experimental Maritime Satellite Navigation/Communication (MARSCAN) System to obtain technical and general maritime user information involving the utilization of synchronous satellites to improve maritime operations.  This paper presents a brief technical description of the experimental system configuration encompassing the MCC, Earth station, and ship terminal hardware and software.  The balance of the paper summarizes the comprehensive test results obtained during the six-month experimental phase.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20382</guid>
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    <item>
      <title>SATELLITE TELECOMMUNICATIONS-MARISAT</title>
      <link>https://trid.trb.org/View/20383</link>
      <description><![CDATA[The Marisat telecommunications satellite will make available automatic high speed communications services to ships at sea.  The two satellites, one over the Pacific Ocean, the the other over the Atlantic Ocean, will provide coverage over most major shipping routes.  The shipboard terminal, will allow ships to pass voice, teletype, facsimile or data messages over the satellite circuit in a completely unattended automatic mode, at high speed and with high quality.  On shore, the signals will be automatically processed or switched into shore management offices, again at high speed and high quality.  It is anticipated that enough pre-operational design and evaluation work will be conducted through 1974 such that full commercial service, with tried and proven equipment and designs, will be available in January 1975.  The availability of this new telecommunication service will provide new opportunities and facilities to control, automate or otherwise improve the efficiency of ships at sea.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20383</guid>
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    <item>
      <title>A LOW COST AUTOMATIC SATELLITE NAVIGATION SYSTEM</title>
      <link>https://trid.trb.org/View/20384</link>
      <description><![CDATA[The recent evaluation of the TRANSIM low cost satellite navigation system showed that it meets the high seas navigation requirements of the U.S. Merchant Marine through the 1980's and beyond as outlined in the Department of Transportation National Plan for Navigation.  When the system was evaluated,  it was neither continuous nor automatic.  Recent development of a similar system for Antarctic use has shown that the TRANSIM system can be implemented as an automatic, continuously Dead Reckoned system for an increase of less than $5000 in hardware costs, giving a total cost of approximately $15,000.  Fully automatic satellite navigation systems are easily within the state of the art of today's technology at production costs of well under $5000 if a data processor is available aboard ship, or available ashore through an appropriate communications link.  Thus, use of the low cost approach for navigation with the Navy Navigation Satellite System and a single communications satellite is significantly less expensive than a communications/ navigation system in which the same satellites provide both navigation and communication.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20384</guid>
    </item>
    <item>
      <title>MEETING THE MARITIME REQUIRMENTS IN UNITED STATES WATERS WITH LORAN-C</title>
      <link>https://trid.trb.org/View/20385</link>
      <description><![CDATA[In the United Sates, the responsibility for aids to navigation is assigned to the U. S. Coast Guard by Statute 14 USC 81.  Established aids to navigation provide the user with positional data so as to assist in hazard avoidance, reaching this destination or to maintain a fixed location. The major area of concern, which requires priority treatment to provide it an adequate radionavigation aid, is the region which we call the Coastal Confluence Region (CCR) - Waters of the United States.  The Department of Transportation has determined that the LORAN-C system of radionavigation is best suited to provide service to this region, taking into account accuracy, coverage, availability of equipment and cost.  The Coast Guard, is now prepared to move forward in this effort in a phased program, with the goal of providing the waters of the United States, including the Great Lakes, full LORAN-C coverage at the earliest possible date.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20385</guid>
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    <item>
      <title>SHIPBOARD AREA NAVIGATION AND GUIDANCE SYSTEMS USING LORAN-C</title>
      <link>https://trid.trb.org/View/20386</link>
      <description><![CDATA[The Applied Physics Laboratory (APL) of Johns Hopkins University, under contract by the U. S. Coast Guard, recently developed two Loran-C area navigation/guidance systems for shipboard use.  The two systems, COGLAD and C-LAD, are presently undergoing extensive testing aboard Coast Guard cutters along the east coast of the United States.  COGLAD was developed primarily to prove the feasibility of precisely guiding a vessel through restricted waterways in real-time and to allow for accurate positioning of navigational aids when visual references are not available.  C-LAD is a less complex, inexpensive version of COGLAD designed for large quantity production.  This paper deals with the development and field tests of COGLAD and C-LAD.  Proposed applications of the equipment are discussed and related to design capabilities and measured performance.  A short discussion of recently developed low-cost Loran-C receivers is included since they form a part of the complete system.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20386</guid>
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    <item>
      <title>THE ROLE OF TELECOMMUNICATIONS IN THE BAY OF FUNDY VESSEL TRAFFIC MANAGEMENT SYSTEM</title>
      <link>https://trid.trb.org/View/20387</link>
      <description><![CDATA[The Ministry of Transport of the Government of Canada is establishing a comprehensive Radar surveillance and radio communications system in the Bay of Fundy area as part of the Ministry's overall Vessel Traffic Management Program. Two shore based remotely controlled Radar sites, each with hot standby, will provide overlapping coverage of the traffic separation zones.  These Radars will operate in "X" Band with a minimum 25 KW output, and will use narrow beam horn fed CSC2 antennae with circular polarization for the required poor weather performace.  Personnel at the operations center will monitor scan converted bright displays, and will have the use of computerized measurement equipment, real time Radar recording and comprehensive area communications.  Marine VHF/FM channels will be designated for each sector, and additional channels for safety communications, MF ship-shore, and Ministry Helicopter or ship operations will be included.  All remote transmitters receivers will be operated and monitored from the central direct visual identification of transmitting targets by interfacing with Radar displays.  This paper outlines the integration of these systems into the overall Vessel Traffic Management Program.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20387</guid>
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    <item>
      <title>TELECOMMUNICATIONS REQUIREMENTS FOR THE SUPER PORT - ATLANTIC VESSEL TRAFFIC MANAGEMENT SYSTEMS (VTMS)-</title>
      <link>https://trid.trb.org/View/20388</link>
      <description><![CDATA[The movement of marine traffic including VLCC vessels off the Atlantic Coast and the need for their registration has established the requirement for the development of telecommunications and electronics equipment complexes termed Vessel Traffic Management Systems (VTMS).  Several of these systems are being employed in Canada and this paper deals with those employed and under development on the Atlantic coast by the Ministry of Transport.  There are presently fully operational systems at Eddy Point (Canso Strait, Nova Scotia) and Chebucto Head (Halifax, Nova Scotia) and construction and installation of systems are in process for Placentia Bay, Newfoundland, and Bay of Fundy, New Brunswick.  These systems, which are comprised of integrated radar, VHF/HF communications, VHF direction-finding and collision-avoidance computing equipments, enhance the safe navigation and provide means for regulation of all marine traffic in these control areas.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20388</guid>
    </item>
    <item>
      <title>GAO AND THE RF SPECTRUM</title>
      <link>https://trid.trb.org/View/20389</link>
      <description><![CDATA[The RF spectrum is a vital natural resource to the United States.  Currently, the U. S. has an investment of over $90 billion in RF spectrum dependent equipment, of which about 55 percent represents investment by the Federal Government. GAO recently conducted a study of RF spectrum use and management in the U. S. to obtain information on its impact on current and planned Federal programs.  GAO found that: 1) Demands for spectrum space are increasing more rapidly than technology can supply it.  2) Parts of the RF spectrum are extremely congested, while others are relatively unused. 3) There is currently no spectrum crisis like our energy crisis, but positive action is needed today if we are to avert future difficulties.  4) New and innovative measures are needed if we are to ensure availability of this resource for future and new uses of radio.  Such measures could take the form of "paying for airwaves" or increased regulation or both.  New legislation would be required for any such measures.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20389</guid>
    </item>
    <item>
      <title>AN EXPERIMENT WITH MARITIME SATELLITE MULTIMODE COMMUNICATIONS AND POSITION FIXING</title>
      <link>https://trid.trb.org/View/20390</link>
      <description><![CDATA[The National Aeronautics and Space Administration generously provided the use of the ATS-1 and ATS-3 satellites to Exxon and General Electric for one hour each working day over a seven mouth period so that they could evaluate the use of satellite links for maritime users.  Voice, teletype, facsimile and video voice communications were conducted between the New York City office of Exxon and the ESSO BAHAMAS, a 32,000 ton tanker in service between Florida and the General Electric Radio-Optical Observatory near Schenectady, New York, and through the ATS-3 satellite between the Observatory and the ship.  Exxon tested the link for three types of messages: 1) normal operational messages that comprise all the information exchange that usually takes place using HF telegraphy; 2) new operational messages, information usually sent by air mail either directly to or from the ship or to or from the agent in the ship's next port of call; 3) experimental messages that contain information available on ship or on shore that had never been exchanged between the two points.  Examples would be the exchange of pictures from the ship, drawings, etc. Exxon concludes that satellite communications potentially offer a significantly better communications medium than anything presently available to ships at sea.  There were no outstanding technical difficulties and the shipborne equipment was operated by the crew with a minimum of training and without the presence of GE or Exxon engineering personnel aboard, after an initial orientation period.  User reactions were completely favorable and no problems could be envisioned on the acceptability of an operational system on ships of this kind.  Ship positions were determined by two-satellite ranging using NASA's ATS-1 and ATS-3 satellites.  The average difference was 1.3 nmi. between the satellite determined fixes and fixes determined by radar sightings of landmarks on voyages between East Coast ports as far north as Philadelphia and the ports of Aruba and Amuay in Venezuela.  Factors affecting the accuracy are known and it is reasonable to expect approximately 1 nmi. accuracy for a VHF system if the satellites are tracked at a higher frequency band, and 0.1 nmi. accuracy for an L-band operational system.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20390</guid>
    </item>
    <item>
      <title>SUPER TELECOMMUNICATIONS OF ENVIRONMENTAL PREDICTION SERVICES FOR SUPER SHIPS AND SUPER PORTS</title>
      <link>https://trid.trb.org/View/20391</link>
      <description><![CDATA[A futuristic look is made to determine the telecommunication needs and capability for providing environmental monitoring and prediction services for super ships and super ports. Telecommunication of meteorological and oceanographic data from automated observing systems aboard super ships via satellite to processing centers is examined.  Also, a possible configuration of relaying processed data in the form of forecasts and warnings from shore to ship by satellite is developed.  A description is given for satellite telecommunication from environmental data buoys in support of operations of ports and ships, and as part of contingency plans for hazardous material spills that may occur.  The use of high frequency over-the-horizon radar used for measuring sea state is discussed with the added feature of tracking transponder equipped ships out to 2500 miles offshore.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20391</guid>
    </item>
    <item>
      <title>MANUFACTURER/DEALER RELATIONSHIP IN SELLING AND SERVICING MARINE ELECTRONIC EQUIPMENT</title>
      <link>https://trid.trb.org/View/20392</link>
      <description><![CDATA[A discussion of:  New product introduction; rush to market; inadequate field testing; reliance on dealer to correct deficiencies.  Inadequate or complete lack of adequate warranty recompense to the dealer; Unethical merchandising; direct sales to users; lies to the dealer; dealer agencies appointed at whim and caprice of manufacturer with complete disregard of common business ethics; Poor equipment and/or design; Unavailability of schematics and/or service data. Examples of all of the above to be presented with no DIRECT reference to the NAME of the companies involved.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20392</guid>
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    <item>
      <title>OPERATIONAL REQUIREMENTS FOR A SHIP TRANSPONDER SYSTEM</title>
      <link>https://trid.trb.org/View/20393</link>
      <description><![CDATA[Collision prediction, whether manual or automated, is done by linear extrapolation of radar data.  For non-linear cases, knowledge of the other vessel's planned change of course or speed is needed and this must be communicated by the maneuvering vessel to all other vessels.  When the maneuver is made to avoid a collision, communication must be immediate, reliable, and relatable to the vessel's radar blip.  This is best done with a transponder system.  The transponder reply should contain the vessel's identity code a simple current maneuver status code such as "Turning Port", "Turning Starboard", "Maintaining Course and Speed", "Anchoring", etc.  Insertion and removal of the maneuver code should preferably be automatic, such as by the Collision Avoidance System (CAS) or other instrumentation. For most effective utilization the interrogator should operate in a single mode having continuous, non-selective interrogations to assure timely identification of targets observed on the radar scope for positive correlation with transmissions heard on bridge-to-bridge radio and unimpeded flow of maneuver communication from them.  An effective ship-to-ship transponder system would need national and international standardization of its signal format.  This paper is offered with the hope that it will provide a basis for further discussion and eventual agreement on operational requirements and signal format.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20393</guid>
    </item>
    <item>
      <title>EVOLUTION OF RACONS FROM NAVIGATION TO SHIPBOARD TRANSPONDER SYSTEMS</title>
      <link>https://trid.trb.org/View/20394</link>
      <description><![CDATA[The more we analyze ship system applications, techniques, equipment and parameters, the more we are apt to become confused.  For example, take these terms:  Radar, Sonar, B2B, PPI, ID, Navigation, Docking, Oil Pollution, Racons, Transponders, Interrosponders, Interrogators, HAR, RIHANS, and CAS.  Proposed solutions appear as an inverted funnel leading to complex and costly solutions for each ship, for each application and for each country.  In this paper, Radar/Racon and Radar Interrosponder/Transponder requirements and systems are proposed for Ship Identification and Collision Avoidance.  The systems evolve from simple to complex without total maritime industry involvement.  The evolution includes simply modified RACONS, Ship Radars with encoders and decoders; Ship Radars with Beacon Modes; Ship Radars with Data Links; and Ship Radar with Interrosponder/Transponder Systems.  These systems operate within present RCC restrictions for frequencies and bandwidths.  They may be used by ship owners and operators for survival now in a congested real world environment of other friendly but sometimes hostile ships.]]></description>
      <pubDate>Fri, 16 Aug 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20394</guid>
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