<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>COLD WEATHER TRANSIT TECHNOLOGY PROGRAM. VOLUME 7: LIGHTWEIGHT TRANSIT VEHICLE TRACTION PERFORMANCE ON ICE AND SNOW</title>
      <link>https://trid.trb.org/View/177540</link>
      <description><![CDATA[This report describes traction tests of a lightweight transit test vehicle performed as part of the Cold Weather Transit Technology (CWTT) program of the Urban Mass Transportation Administration. The objective of the program is to develop new and more effective methods for assuring the dependable operation of urban mass transit systems in severe winter weather conditions. The findings of this program are intended to assist administrators, designers, planners, operators, suppliers, and others involved in the design, implementation, and operation of mass transit systems which operate in cold weather environments. This report documents the performance of a half-scale, lightweight vehicle operated over a range of ice and snow conditions on rubber tires and steel wheels and performed under Phase I of the CWTT program.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177540</guid>
    </item>
    <item>
      <title>COLD WEATHER TRANSIT TECHNOLOGY PROGRAM. VOLUME 8: DEVELOPMENT OF TRANSITWAY COUNTERMEASURES FOR COMBATTING ICE AND SNOW PROBLEMS</title>
      <link>https://trid.trb.org/View/177541</link>
      <description><![CDATA[The objective of the transitway countermeasures task was to develop and evaluate energy efficient, practical methods of combatting the effects of snow and ice on vehicle operation. Transitway investigations in this program included: traction improvements, power and signal collection improvements, guideway switch improvements, and guideway design. The full-scale AGT vehicle component and subsystem testing was satisfactorily completed.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177541</guid>
    </item>
    <item>
      <title>COLD WEATHER TRANSIT TECHNOLOGY PROGRAM. VOLUME 9: DEVELOPMENT OF VEHICLE COUNTERMEASURES FOR COMBATTING ICE AND SNOW PROBLEMS</title>
      <link>https://trid.trb.org/View/177546</link>
      <description><![CDATA[This report describes the development of vehicle countermeasures for combatting ice and snow problems as part of the cold weather transit technology (CWTT) program of the Urban Mass Transportation Administration. The objective of the program is to develop new and more effective methods for assuring the dependable operation of urban mass transit systems in severe winter weather conditions. The findings of this program are intended to assist administrators, designers, planners, operators, suppliers, and others involved in the design, implementation, and operation of mass transit systems which operate in cold weather environments. The objective of the vehicle countermeasure tasks was to develop and evaluate energy efficient, practical methods of combatting the effects of snow and ice on vehicle operation. The vehicle used in this program was the prototype vehicle P40 which was built during the AIRTRANS Urban Technology program. The developments discussed in this volume address the vehicle subsystems and components of the P40 which had previously been identified as susceptible to ice and snow problems.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177546</guid>
    </item>
    <item>
      <title>DALLAS AIRPORT'S AUTOMATED TRANSIT SYSTEM</title>
      <link>https://trid.trb.org/View/195144</link>
      <description><![CDATA[The Airtrans system of automated guideway transit at the Dallas-Fort Worth Airport is described.  Airtrans is regarded as an essential element in proper functioning of DFW and, although the fares charged cover almost half the costs, it is not expected to be self supporting. Daily approximately 16,500 train miles are operated over 13 miles of single-track guideway with 16,000 riders being carried.  Details of the rubber-tire vehicles and their guidance system, the concrete guideways, switches, automatic operation, traction power and signaling are given.  Passenger station platforms are separated from the guideway by a glass screen with sliding doors matching the doorways of the cars when they have stopped.  Five different routes are operated with up to 35 one- or two-car trains running at peak hours.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195144</guid>
    </item>
    <item>
      <title>SUPPLEMENT IV COST EXPERIENCE OF AUTOMATED GUIDEWAY TRANSIT SYSTEMS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/189982</link>
      <description><![CDATA[By the end of 1982, automated guideway transit (AGT) systems will have carried over 500 million passengers since their first commercial operation of the Tampa International Airport in 1971. To keep abreast of the domestic use of AGT systems in the U.S., UMTA has sponsored studies on the cost experience of selected domestic AGT systems. Presented in these documents are the capital costs, operations and maintenance (O&M) costs, and system characteristics of selected AGT systems currently operating in the U.S. Evaluation of trends and comparisons with other transportation modes are also presented. This report provides cost information about 15 domestic AGT systems. Capital costs, in 1981 dollars, for 13 systems are provided. O&M data for calendar year 1981 is provided for all 15 systems. Additional information about numbers of passengers, system availability and system characteristics is also provided. The 15 AGT systems examined in this report are: Busch Gardens, Williamsburg; Dallas-Fort Worth Airport (AIRTRANS); Duke University Medical Center; Fairlane Shopping Center; Hartsfield Atlanta International Airport; Houston Intercontinental Airport; King's Dominion Amusement Park; Miami International Airport; Minnesota Zoological Gardens; Orlando International Airport; Pearlridge Center; Seattle-Tacoma International Airport; Tampa International Airport; Walt Disney World; and Morgantown West Virginia University System.]]></description>
      <pubDate>Tue, 30 Aug 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189982</guid>
    </item>
    <item>
      <title>AIRPORT PEOPLEMOVERS PROVE THAT UNMANNED TRAINS REALLY DO WORK</title>
      <link>https://trid.trb.org/View/194203</link>
      <description><![CDATA[As airports expand there is a growing need for small tracked vehicles to transfer passengers between scattered buildings forming the terminal.  In a protected environment there has been little difficulty in winning public acceptance for unmanned operation, but the need for reliability is high as disruption of flight schedules through failure of the airport peoplemover can be very costly.  With 99.9 per cent availability achieved by Atlanta's airport peoplemover during 1982, it is clear that an acceptable product has been developed, but experience with the more complex system at Dallas-Fort Worth where fares are charged suggests that transfer of airport experience to the urban environment will not be without problems.]]></description>
      <pubDate>Thu, 30 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194203</guid>
    </item>
    <item>
      <title>AIRTRANS URBAN TECHNOLOGY PROGRAM - PHASE II VOLUME 6: SEVERE WEATHER</title>
      <link>https://trid.trb.org/View/184908</link>
      <description><![CDATA[AIRTRANS, an Automated Guideway Transit (AGT) system built by the Vought Corporation, has provided transit service for passengers at the Dallas/Fort Worth Airport since January 1974. This successful deployment of AGT technology prompted the U.S. Congress, the Department of Transportation, and Vought to investigate the extension of this technology. Independent assessments were made by the Transportation Systems Center and by Vought to determine what changes or improvements would be required to operate AIRTRANS in an urban application. The recommendations were: higher operating speeds; better passenger acceptance; reduced capital and operating costs; increased reliability; enhanced all-weather capability; and increased energy efficiency. This report describes the severe weather part of the AIRTRANS Urban Technology Program (AUTP). The objective of this task was to identify changes through analysis and test that would allow the AIRTRANS system to be used in urban locales with severe weather environments. These activities included analysis, study, and testing of the vehicle and guideway components and systems which would be exposed to severe weather in urban AGT systems. Many cold and ice tests were performed in the laboratory with components and subsystems installed on test fixtures or on the new vehicle fabricated as a part of the Phase II program. Some items tested satisfactorily, either initially or after changes; others did not. Even though significant progress has been made toward a severe weather capable AIRTRANS, more development is recommended.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/184908</guid>
    </item>
    <item>
      <title>AIRTRANS URBAN TECHNOLOGY PROGRAM, PHASE II. VOLUME 5: SYSTEMS OPERATION</title>
      <link>https://trid.trb.org/View/184909</link>
      <description><![CDATA[The AIRTRANS system at the Dallas/Fort Worth (D/FW) Airport has been operating successfully since the airport's opening in January 1974. The AIRTRANS Urban Technology Program (AUTP) was structured in a two-phase program. Phase I was completed in 1977, and it covered the development and demonstration of the improvements necessary for higher speed operation, while maintaining or improving reliability, availability, cost and performance characteristics of the overall system. An engineering test vehicle (T365) was used to demonstrate baseline and improved performance of the system. This report describes the systems operation portions of the Phase II AUTP. The objective of this system operation study was to determine the effects of several improvements on AIRTRANS operation. Among the improvements investigated and reported herein were increased speed, increased system capacity, additional bypasses and sidings, additional failure management strategies and demand mode operation. Much of this analysis was performed using ASIM, the AIRTRANS simulation model. Additional simulation work was performed using Vought's demand-responsive automated transit simulation model (DRATS) and the Transportation Systems Center's discrete event simulation model (DESM). This study has significantly expanded the understanding of the complex interrelations of AIRTRANS and other AGT systems of similar complexity. Several findings are significant and documented in this report.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/184909</guid>
    </item>
    <item>
      <title>GUIDELINES FOR THE MAINTENANCE OF DOWNTOWN PEOPLE MOVER (DPM) SYSTEMS</title>
      <link>https://trid.trb.org/View/184920</link>
      <description><![CDATA[The purpose of this document is to provide Downtown People Mover (DPM) planners with a base whereby they may design their specific systems maintenance program. The DPM Demonstration program is intended to implement completely automated transit systems (AGT) within the cores of major cities. In order to apply AGT maintenance experience to the DPM program, similarities and differences between existing AGT systems and projected DPM systems were investigated, including differences between their equipment and environments. Three AGT systems were considered: the Morgantown People Mover, the Satellite Transit System at Seattle-Tacoma (Sea-Tac) International Airport, and AIRTRANS at Dallas-Fort Worth Regional Airport. (Their maintenance programs are included in the appendixes.) This report discusses the general maintenance concepts and the applicability of AGT experience to DPMs. It also provides recommended guidelines for the maintenance of DPM systems, as well as summaries of maintenance procedures followed by the three AGT systems that are similar to DPMs in size or environment (Appendixes A, B, and C). The issue of in-house versus contracted maintenance is discussed in Appendix D. The authors state that, during start-up of the DPM system, a much higher failure rate than is expected or even tolerable for steady-state operations will be experienced.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/184920</guid>
    </item>
    <item>
      <title>DFW AIRTRANS TRANSIT SYSTEM SIMULATION</title>
      <link>https://trid.trb.org/View/49480</link>
      <description><![CDATA[Description of a mathematical model of an intra-airport rapid transit system designed to transport passengers and baggage at the new Dallas-Fort Worth International Airport. The proposed simulation model moves trains and passengers over a guideway by processing time as an independent variable.  All events such as train and passenger movement are associated with a specific simulation time and are processed at that time.  At a particular simulation time, a type of event to occur in the future and the time of occurrence are determined.  When the simulation time is incremented to the event occurrence time the event is processed.]]></description>
      <pubDate>Tue, 28 Sep 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49480</guid>
    </item>
    <item>
      <title>SAFETY AND RELIABILITY OF AUTOMATED GUIDEWAY TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/177296</link>
      <description><![CDATA[The future success of Automated Guideway Transit (AGT) systems is highly dependent upon achieving and maintaining suitable levels of safety and reliability for these systems. Existing AGT systems have much to offer in the way of 'lessons learned' in these areas and can serve as examples for, and provide guidance to, future systems. This study examined the safety and reliability experience of six AGT systems in the United States in a set of four interrelated tasks. The results of this work were reported upon in individual task reports. This is the last and final report in this series and contains an overview of the study along with the resulting conclusions and recommendations for further study.]]></description>
      <pubDate>Fri, 30 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177296</guid>
    </item>
    <item>
      <title>AIRTRANS URBAN TECHNOLOGY PROGRAM. PHASE I. FINAL DESIGN REPORT</title>
      <link>https://trid.trb.org/View/82598</link>
      <description><![CDATA[AIRTRANS is an Automated Guideway Transit (AGT) System which provides inter-terminal transit service for passengers at the Dallas/Ft. Worth Airport. The successful deployment of this system has prompted the investigation of the extension of AGT technology into the urban environment to relieve the congestion and pollution caused by increasing auto and bus transit. Phase I of the AIRTRANS Urban Technology Program (AUTP) covers the activities of the Vought Corporation, which tested the system for operation in an urban application. Independent assessments were made to determine what changes would be required, which were: (1) higher operating speeds; (2) better passenger acceptance; (3) reduced capital and operating costs; (4) increased reliability; (5) better all-weather capability; and (6) increased energy efficiency. The AUTP was structured into a two-phase program. Phase I was completed in 1977, and includes the development and demonstration of the subsystem improvements necessary for higher speed operations, while maintaining or improving reliability, availability, cost, and performance characteristics of the overall AIRTRANS system. This consisted of baseline tests with the test vehicle at speeds of 17 and 30 mph using the existing AIRTRANS propulsion, collector, steering, and control and communications systems. After a thorough analysis of the data from these tests, design changes were incorporated and new components were acquired or fabricated. This equipment was installed on the vehicle and guideway testing was again conducted. The overall conclusion reached in Phase I is that the existing AIRTRANS AGT system can be improved to make it a viable transit system for urban deployments. The basic design, with improvements expected from AUTP Phase II will provide for the successful deployment of urban AIRTRANS systems.]]></description>
      <pubDate>Mon, 12 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82598</guid>
    </item>
    <item>
      <title>COST EXPERIENCE OF AUTOMATED TRANSIT SYSTEMS. SUPPLEMENT III</title>
      <link>https://trid.trb.org/View/170703</link>
      <description><![CDATA[This report summarizes operations and maintenance (O&M) cost experience for the following AGT systems for the period 1976-1980: Airtrans, Sea-Tac, Tampa, Disneyworld (WEDway), Pearl Ridge, Minnesota Zoo, and Morgantown.  O&M data on the Morgantown system is reported through 1980 (excluding data for the year 1979).  Capital cost data is reviewed on Morgantown, Airtrans, Tampa, Sea-Tac, Miami, Busch Gardens, Disneyworld, King's Dominion, Fairlane, Atlanta and Minnesota Zoological Gardens. Updated data has been reported on Orlando and new data for the refined Houston Airport System.  System characteristics are presented for both the Duke and Pearl Ridge systems, although no cost information is available at this time. In addition to presenting capital and operating and maintenance costs and trends, this report includes analysis of the factors influencing these costs.  A section on the differences between urban and non-urban settings of AGT systems has been included and shows how the costs of existing non-urban systems might relate to a system in an urban development in terms of site conditions and site requirements.  An appendix describing individual systems in detail is also included.]]></description>
      <pubDate>Tue, 30 Mar 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170703</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A SLIP DETECTION TECHNIQUE FOR THE AIRTRANS RUBBER-TIRED VEHICLE</title>
      <link>https://trid.trb.org/View/173938</link>
      <description><![CDATA[At the present time, operation of the Dallas/Fort Worth (DFW) AIRTRANS people-mover system may be curtailed during inclement weather. One of the first steps in developing a vehicle system to operate under adverse adhesion conditions is to identify a means of detecting rubber-tired wheel slip. Background technology surveys of the wheel slip phenomenon provided some surprises in regard to the coefficient of friction versus slip characteristics of rubber tires. Also uncovered were some interesting constraints in the purposes for and means of applying wheel slip detection and control systems to rubber-tired vehicles. Finally, computer-assisted analysis of vehicle response under slip conditions proves and simulates a technique for detecting this slip for a vehicle where all axles are driven.]]></description>
      <pubDate>Tue, 30 Mar 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173938</guid>
    </item>
    <item>
      <title>SYSTEMS AND ENVIRONMENTAL EMC CONTROL PROGRAM FOR THE AIRTRANS AUTOMATED GROUND TRANSPORTATION SYSTEM</title>
      <link>https://trid.trb.org/View/59080</link>
      <description><![CDATA[This paper describes the EMC program implemented for the AIRTRANS ground transportation system installed at the Dallas-Fort Worth Regional Airport.  A review of the EMI techniques applied at the equipment level for the automatic control, propulsion control and surveillance system is provided.  A presentation is made concerning derivation of the limits for radiated and conducted emissions from the vehicles; limits which can be reasonably applied to commercial systems yet provide the necessary control to insure the system is operationally compatible and free from mutual interference.  The system will operate without interference to adjacent aeronautical, safety and special, and broadcast radio services.  Measurement data are provided showing the radiated and conducted emission characteristics of a vehicle operating on-site.  These measurements, compared against the limits established for the system, show that the required conditions of electromagnetic compatibility have been achieved.]]></description>
      <pubDate>Mon, 28 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59080</guid>
    </item>
  </channel>
</rss>