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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>PERFORMANCE TESTING AND SYSTEM EVALUATION OF THE SOLQEVCORT ELECTRIC VEHICLE</title>
      <link>https://trid.trb.org/View/305139</link>
      <description><![CDATA[This report presents the results of tests performed on a direct current (dc) powertrain in a test bed vehicle (EVCORT) developed by the Soleq Corporation of Chicago, Illinois. The tests were performed by EG&G Idaho, Inc. at the Idaho National Engineering Laboratory (INEL).  The purpose of the INEL testing was to provide test results from which an evluation of the performance capabilities of the Soleq DC powertrain could be made and compared with other vehicle propulsion systems.  The propulsion system efficiency was found to be comparable to the Chrysler/GE ETV-1, which is considered to have one of the most efficient propulsion systems.  On a power-to-weight basis, the acceleration performance of the Evcort is essentially equivalent to that of the highest performance electric vehicles tested at the INEL.  The range of the Evcort compares favorably with the majority of the electric vehicles tested at the INEL, due to both its large battery mass fraction, and its low specific energy consumption (per unit vehicle mass).  The Evcort was equipped with air conditioner and heater/defroster systems, designed and manufactured by Soleq Corporation, which are powered from the main traction battery pack.  The effect of operating the air conditioner on vehicle energy consumption and range was determined from dynamometer test data, and the effectiveness of the air conditioner and heater/defroster systems were assessed by conducted field tests of the vehicle under both summer and winter conditions.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/305139</guid>
    </item>
    <item>
      <title>HEATING SYSTEM UTILIZING EXHAUST HEAT WITH EMPHASIS ON DEFROSTING PERFORMANCE</title>
      <link>https://trid.trb.org/View/270163</link>
      <description><![CDATA[A new heating system for the micro minivan (0.55 liter engine) has now been developed incorporating a heat exchanger with a gas flow control valve for recovering and using exhaust heat.  The system has improved heating capacity and defrosting performance comparable to those of minivans (1.5 to 1.8 liter engines). This practical system, providing greater safety and passenger comfort in cold weather, is reported here.]]></description>
      <pubDate>Tue, 31 Dec 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270163</guid>
    </item>
    <item>
      <title>KEEPING YOUR CAR HEATER HOT</title>
      <link>https://trid.trb.org/View/204699</link>
      <description><![CDATA[This article describes some common heater-defroster problems and gives tips on how to troubleshoot and repair them.  The article also includes a drawing of the heater-defroster system, and airflow-system schematics.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204699</guid>
    </item>
    <item>
      <title>SJ DEFROSTING HALL AT ALVSJO</title>
      <link>https://trid.trb.org/View/196661</link>
      <description><![CDATA[Coaches are defrosted by blowing warm air on underframes and frontal parts.  To save energy every unit has its own equipment for defrosting.  The hall has the capacity to defrost 38 motor coaches simultaneously.  Every coach carries a ton of ice.  Defrosting and drying of the units demand a total time of 6 hours.]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196661</guid>
    </item>
    <item>
      <title>DETERMINATION OF WATER CONTENT OF PLASTIC CONCRETE USING A MICROWAVE OVEN</title>
      <link>https://trid.trb.org/View/82569</link>
      <description><![CDATA[Until now there has not been a simple test that could be performed in the field to accurately determine the water content of a plastic concrete mix. Oven or hot plate drying is unsatisfactory because the heat involved hastens cement hydration which makes a portion of the water non-evaporable. In our laboratory tests, drying by microwave oven on the defrost mode has been found to essentially overcome this problem. The time interval between introduction of the mixing water and start of the test did not affect the results up to the maximum time interval tested of one hour. The accuracy of the test is such that 95% of the time the true water content can be determined to within .06 gallons/sack of cement. It takes about one hour to perform the test. Field trials on four construction projects were successfully accomplished which proved its practicality and value. (Color illustrations reproduced in black and white)]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82569</guid>
    </item>
    <item>
      <title>EVALUATION OF FMVSS 103 IDLE TEST VS. ROAD LOAD TEST</title>
      <link>https://trid.trb.org/View/49042</link>
      <description><![CDATA[Eight vehicles with a wide range of characteristics were tested in both the idle and road load test modes of FMVSS 103 for evaluation and comparison of the test modes. Four, six and eight cylinder engine models as well as one wankel and one diesel were included. The comparison of the data taken leads to a conclusion that the two test modes are not equivalent and that all vehicles will defrost faster in the road load test mode. It is further concluded that the road load test mode leads to operation of some vehicles in a mode which would not be safe for highway operation. To correct these conditions, it is recommended that the road load test mode be deleted from FMVSS 103 and the nominal rpm of vehicles with engines of less than 100 cubic inch displacement be increased to 2000 rpm. Other changes to the test procedures are also recommended in the areas of air flow, voltage control, and soak time requirements.]]></description>
      <pubDate>Fri, 17 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49042</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A PROCEDURE FOR MEASURING VEHICLE DEFOGGING ABILITY</title>
      <link>https://trid.trb.org/View/30994</link>
      <description><![CDATA[The object of the program was to develop a laboratory test procedure which could be used to evaluate the effectiveness of vehicle defrost/defog systems in removing condensation from the interior glazing surfaces of the vehicles. Five automobiles were tested according to a basic procedure partially based on the results of work done by earlier investigations. Results of these tests were used in preparing a recommended test procedure for evaluating defogging systems.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30994</guid>
    </item>
    <item>
      <title>ELECTRICALLY HEATED WINDSHIELD AND BACKLITE SYSTEM</title>
      <link>https://trid.trb.org/View/136373</link>
      <description><![CDATA[A new quick-defrost system for automotive use has been developed as an option for the 1974 T-Bird and Mark IV carlines. It can defrost the heated area of the windshield and backlite within 3.5-5 minutes under standard test conditions at 0 degree F. The system evolved from aircraft defrost applications. A summary of the development work required in power sources, power levels, product and process requirements, and quality standards is presented.]]></description>
      <pubDate>Thu, 09 Jan 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/136373</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF THE SIERRACIN ELECTRICITY HEATABLE SAFETY GLASS INTERLAYER</title>
      <link>https://trid.trb.org/View/136376</link>
      <description><![CDATA[A new concept for providing electrically heatable automotive safety glass for rapid, silent removal of ice and fog condensation has been developed, based upon continuous deposition of a transparent conductive coating on plastic substrates. This concept is embodied in an electrically heatable interlayer.  The technical foundations and antecedents of this product are discussed. The major components of the interlayer are described, and the use of the interlayer in subsequent lamination is illustrated, as well as special design features of the interlayer particular to its use in current production automobile windshields and backlites.]]></description>
      <pubDate>Thu, 09 Jan 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/136376</guid>
    </item>
    <item>
      <title>ADSYM A FORTRAN MODEL OF AN AUTOMOBILE DEFOG/DEFROST SYSTEM</title>
      <link>https://trid.trb.org/View/112292</link>
      <description><![CDATA[BASIS AND USE OF THE FORTRAN 4 PROGRAM ADSYM (AUTOMOBILE DEFOG/DEFROST SYSTEM MDOEL) ARE DESCRIBED. THE SCOPE AND LIMITATIONS OF THE MODEL AND THE USE OF THE PROGRAM ARE ILLUSTRATED BY EXAMPLES. POSSIBILITIES FOR FUTURE DEVELOPMENT ARE BRIEFLY DISCUSSED. A COMPLETE LISTING OF THE PROGRAM IS GIVEN IN AN APPENDIX. /AUTHOR/]]></description>
      <pubDate>Tue, 24 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/112292</guid>
    </item>
    <item>
      <title>AUTOMOBILE DEFROSTER PERFORMANCE DURING A CANADIAN WINTER</title>
      <link>https://trid.trb.org/View/108860</link>
      <description><![CDATA[CONSIDERABLE DISSATISFACTION HAS BEEN EXPRESSED BY DRIVERS REGARDING THE PERFORMANCE OF DEFROSTER SYSTEMS IN CANADIAN WINTER DRIVING CONDITIONS. A GROUP OF SIX TYPICAL AUTOMOBILES WAS SUBJECTED TO A STANDARDIZED TEST OF DEFROSTER PERFORMANCE AND, SUBSEQUENTLY, MONITORED DURING NORMAL DRIVING. /CGRA/]]></description>
      <pubDate>Mon, 23 Nov 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108860</guid>
    </item>
    <item>
      <title>STORAGE OF SAMPLES OF FRESH CONCRETE BY RAPID FREEZING</title>
      <link>https://trid.trb.org/View/96611</link>
      <description><![CDATA[AN INVESTIGATION HAS BEEN MADE TO DETERMINE WHETHER IT IS POSSIBLE TO KEEP FRESH CONCRETE IN AN UNHYDRATED CONDITION BY RAPID FREEZING. DETAILS ARE GIVEN OF THE METHODS OF FREEZING AND STORAGE EXAMINED, AND THE SETTING TIMES OF CONCRETE STORED AT LOW TEMPERATURES FOR SOME DAYS ARE COMPARED WITH THOSE OF CONTROL SAMPLES. RESULTS INDICATE THAT NO SERIOUS HARMFUL EFFECTS ARE PRODUCED WHEN FRESH CONCRETE IS STORED AS DESCRIBED BUT THAT CONSIDERABLE CARE MUST BE TAKEN WHEN DEFROSTING TO PREVENT LOSS OF MOISTURE. /AUTHOR/]]></description>
      <pubDate>Mon, 28 Sep 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96611</guid>
    </item>
    <item>
      <title>DEFOG AND DEFROST SYSTEMS</title>
      <link>https://trid.trb.org/View/109184</link>
      <description><![CDATA[PERFORMANCE REQUIREMENT WERE DEVELOPED FROM WHICH FEDERAL PERFORMANCE STANDARDS CAN BE ESTABLISHED FOR MOTOR VEHICLE DEFOG-DEFROST SYSTEMS, AND THE DEVELOPMENT OF A TEST PROCEDURE AND CORRESPONDING PERFORMANCE TEST CRITERIA FOR DETERMINING COMPLIANCE WITH ESTABLISHED REQUIREMENTS. THE WORK INCLUDED A DETAILED LITERATURE SURVEY FOR RELEVANT INFORMATION. THE COLLECTED INFORMATION AND BRIEF ABSTRACTS FOR EACH ENTRY ARE PRESENTED IN THE BIBLIOGRAPHY IN THE APPENDIX OF THIS REPORT. A THERMODYNAMIC MODEL CONSISTING OF FIVE SUBSYSTEMS WAS DEVELOPED. THIS MODEL REPRESENTS BOTH THE TRANSIENT AND STEADY-STATE PERFORMANCE OF THE DEFOG-DEFROST SYSTEM AS FUNCTIONS OF VEHICLE CHARACTERISTICS AND AMBIENT AND OPERATING CONDITIONS AND SERVES AS A BASIS FOR THE DEVELOPMENT OF PERFORMANCE REQUIREMENTS AND TEST CRITERIA. AN EXPERIMENTAL APPARATUS WAS CONSTRUCTED AND A LIMITED TEST PROGRAM WAS CARRIED OUT TO VERIFY THE THERMODYNAMIC MODEL, TO PROVIDE DATA ABOUT THE DEFOGGING AND DEFROSTING CAPABILITIES OF PRESENTLY MANUFACTURED VEHICLES, AND TO FURNISH INFORMATION FOR THE DEVELOPMENT OF PERFORMANCE REQUIREMENTS. USING THE TEST RESULTS, THE ABILITY OF THE MODEL TO PREDICT WITHIN REASONABLE ACCURACY THE DEFOG-DEFROST PERFORMANCE AT AN AMBIENT TEMPERATURE FROM TEST RESULTS OBTAINED AT ANOTHER TEMPERATURE WAS CONFIRMED. USING THE THERMODYNAMIC MODEL, THE SEVERITY OF DEFOG-DEFROST REQUIREMENTS UNDER DIFFERENT AMBIENT TEMPERATURES AND OPERATING CONDITIONS WAS EXAMINED AND COMPARED, AND PERFORMANCE REQUIREMENTS WERE ESTABLISHED. THE EFFECTS OF CLIMATIC CONDITIONS ON PERFORMANCE REQUIREMENTS HAVE BEEN DISCUSSED AND RECOMMENDATIONS FOR EXEMPTIONS HAVE BEEN MADE. PERFORMANCE TEST CRITERIA FOR THE ESTABLISHMENT OF COMPLIANCE WITH PERFORMANCE REQUIREMENTS, BASED ON TEST DATA OBTAINED AT AN ARBITRARY AMBIENT TEMPERATURE HAVE BEEN DEVELOPED. A TEST PROCEDURE THAT PERMITS THE TESTING OF THE DEFOG-DEFROST SYSTEM AT ARBITRARY AMBIENT TEMPERATURES HAS BEEN DEVELOPED; THEREBY THE NECESSITY OF EXPENSIVE, TEMPERATURE-CONTROLLED INDOOR FACILITIES IS ELIMINATED. THE APPLICABILITY OF THE DEVELOPED PERFORMANCE REQUIREMENTS, TEST PROCEDURE AND TEST CRITERIA TO MULTI-PURPOSE PASSENGER VEHICLES AND LIGHT TRUCKS WAS DISCUSSED./SRIS/]]></description>
      <pubDate>Tue, 14 Jul 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109184</guid>
    </item>
    <item>
      <title>DEFOG AND DEFROST SYSTEMS</title>
      <link>https://trid.trb.org/View/114427</link>
      <description><![CDATA[THE WORK DESCRIBED INVOLVED THE DEVELOPMENT OF PERFORMANCE REQUIREMENTS FROM WHICH FEDERAL PERFORMANCE STANDARDS CAN BE ESTABLISHED FOR MOTOR VEHICLE DEFOG-DEFROST SYSTEMS. A THERMODYNAMIC MODEL CONSISTING OF FIVE SUBSYSTEMS WAS DEVELOPED. THIS MODEL REPRESENTS BOTH THE TRANSIENT AND STEADY-STATE PERFORMANCE OF THE DEFOG-DEFROST SYSTEM AS FUNCTION OF VEHICLE CHARACTERISTICS AND AMBIENT AND OPERATING CONDITIONS AND SERVES AS A BASIS FOR THE DEVELOPMENT OF PERFORMANCE REQUIREMENTS AND TEST CRITERIA. AN EXPERIMENTAL APPARATUS WAS CONSTRUCTED AND A LIMITED TEST PROGRAM WAS CARRIED OUT TO VERIFY THE THERMODYNAMIC MODEL, TO PROVIDE DATA ABOUT THE DEFOGGING AND DEFROSTING CAPABILITIES OF PRESENTLY MANUFACTURED VEHICLES, AND TO FURNISH INFORMATION FOR THE DEVELOPMENT OF PERFORMANCE REQUIREMENTS. /AUTHOR/]]></description>
      <pubDate>Mon, 01 Jun 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114427</guid>
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