<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>FUNCTIONAL EVOLUTION OF AUTOMATED HIGHWAY SYSTEM FOR INCREMENTAL DEPLOYMENT</title>
      <link>https://trid.trb.org/View/542033</link>
      <description><![CDATA[A combination of market forces, cost constraints, and other factors necessitates incremental evolution of a fully automated highway system (AHS) rather than instantaneous deployment. Thus, an understanding of the interdependencies among required AHS functional capabilities is essential for planning.  In this paper a set of three AHS functional evolution reference models is proposed that include essential as well as supplemental functions.  The reference models include lateral motion handling, longitudinal motion handling, obstacle handling, and selected infrastructure support functions.  This family of three models is used to present the needs of baseline autonomous tactical vehicle operation, the benefits of adding inter-vehicle communications, and the benefits of adding infrastructure support.  The reference models reveal a critical need for vehicle motion prediction capability and suggest that both communications and infrastructure support are beneficial but not mandatory for achieving an AHS.  Furthermore, there appear to be a number of safety and efficiency benefits that can be realized with only partial automation and in some cases no automation. These results could help set priorities and guide strategies for incremental introduction of AHS technology into vehicles and roadways.]]></description>
      <pubDate>Fri, 18 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542033</guid>
    </item>
    <item>
      <title>THE ECONOMICS OF TRANSPORT</title>
      <link>https://trid.trb.org/View/572812</link>
      <description><![CDATA[This two volume set contains papers about the economics of transport, written by 41 contributors. The papers are subdivided into 9 section headings across the two volumes.  These include: Volume I - Two Seminal Contributions and a Recent Survey of the Field; The Transport Demand Schedule and What Lies Behind It; Behind the Transport Supply Schedule: the Value of User-Supplied Inputs; Behind the Transport Supply Schedule: Production and Cost Function Models; Behind the Transport Supply Schedule: the Technology of Congestion; and First- and Second-Best Pricing and Investment Policies;  Volume II - Taxis and Buses; Transport and Urban Structure; and Regulation and Deregulation.]]></description>
      <pubDate>Tue, 22 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572812</guid>
    </item>
    <item>
      <title>A REFERENCE MODEL FOR THE APPLICATION OF TELEMATICS IN TRANSPORT AND LOGISTICS</title>
      <link>https://trid.trb.org/View/463503</link>
      <description><![CDATA[This paper describes a basic model with which the application of telematics in production, logistics, transport, and traffic (PLTT) can be investigated.  To adequately develop these applications, insight in PLTT processes and their interactions, as well as in the possible telematics services and their interactions, is indispensible.  Therefore, the model consists of a PLTT part and a telematics part.  The model also supports the a priori assessment of economical, organizational, and social aspects of the application of telematics in PLTT. The approach is to start analyzing PLTT processes, to reveal their information flows and to guide their possible re-design to optimally deploy new telematics opportunities.  From there, the authors define functional specifications for the telematics services required and structure the interworking between applications through an architectural framework.  In addition, the model supports the derivation of a structure of implementation components, from which an infrastructure can be built, based on the principles of maximum share, openness, and extendability.  An essential property of the model is that it starts from a functional perpective.  Organizations are viewed as being responsible for executing clusters of functional processes.]]></description>
      <pubDate>Sat, 31 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463503</guid>
    </item>
    <item>
      <title>ON THE FUNCTIONAL FORM OF THE SPEED-DENSITY RELATIONSHIP--II: EMPIRICAL INVESTIGATION</title>
      <link>https://trid.trb.org/View/452475</link>
      <description><![CDATA[In this part the authors applied the theory developed in Part I. Some speed-density curves having the functional form proposed in Part I are fitted to traffic data. The goodness of fit is excellent, except in the case of the left lane detectors. A procedure for isolating stationary traffic periods is also explained. This procedure satisfactorily eliminates the dispersion of the individual measurements.]]></description>
      <pubDate>Thu, 07 Dec 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452475</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF THE FUNCTIONAL CAPACITY INDEX (FCI)</title>
      <link>https://trid.trb.org/View/412420</link>
      <description><![CDATA[The objective of this study was to develop a multi-attribute index that maps anatomic descriptions of the nature and extent of injury into scores that reflect the likely extent of functional limitations or reduced capacity at one year post-injury.  The development of the Functional Capacity Index (FCI) involved three steps: Development of a comprehensive definition of functional capacity; Assigning relative severity values to the levels within each dimension and to the dimensions themselves; Assigning dimension specific severity levels and whole body scores to the injury descriptions included in the 1990 version of the Abbreviated Injury Scale Dictionary (AIS). The development of FCI will facilitate the use of routinely available information on the nature and extent of injury for classifying injuries according to expected levels of reduced functional capacity.]]></description>
      <pubDate>Thu, 09 Mar 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/412420</guid>
    </item>
    <item>
      <title>RESEARCH EFFORTS IN EIGHT INDUSTRIAL COUNTRIES TO INCREASE THE USE OF COAL</title>
      <link>https://trid.trb.org/View/143977</link>
      <description><![CDATA[During 1977 and 1978 we visited with, discussed coal research with, and reviewed the technical literature of coal research institutes in eight countries, Australia, Federal Republic of Germany, France, Netherlands, New Zealand, Polish People's Republic, United Kingdom, and the United States. We were able to visit utility companies, boiler manufacturers, private research laboratories, government research laboratories, and universities in these countries. Coal is the only fuel other than nuclear power that can satisfy the short term energy needs of the world. Coal resources are adequate to fulfill these energy needs. In the future, as now, most of the coal used will be burned as pulverized coal in large industrial and utility boilers. However, two major problems must be addressed before use of coal can drastically increase. First pollutant emissions from coal-fired boilers must be controlled at levels acceptable to the populace and at costs acceptable to the utility operators. Second, improving the precision with which boilers are designed and the availability of the boiler during operation can improve the competitivity advantage of coal over other fuels. When these problems have been solved, world coal use should increase in proportion to coal resources.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143977</guid>
    </item>
    <item>
      <title>CHARACTERIZATION STUDY OF AN ELECTRIC MOTOR-TRANSMISSION SYSTEM FOR ELECTRIC VEHICLES</title>
      <link>https://trid.trb.org/View/78767</link>
      <description><![CDATA[A unique electric transmission concept, consisting of two traction motors in tandem, for use in automotive vehicles is described. The device does away with the requirement of intermittent current supply at low speeds, and is shown to be superior to conventional electric motor drives with regard to efficiency, flexibility of torque-speed requirements, control, and adaptability to regenerative braking. The electric motor-transmission can operate in either the differential, single-motor, or additive mode, producing both forward and reverse speeds while covering the entire spectrum of torque, speed, and power required by an automotive vehicle. A detailed study of a 7.5 kW model was performed, providing performance data, current drain, output, efficiencies, and other relevant system characteristics. Based on this data, a preliminary design is formulated including estimates of size, weight, and cost. A catalog of specifications for power ratings ranging from 3.7 kW to 15 kW is included, so that the automotive designer may select a unit most appropriate to his vehicle. Recommendations are made for advancing the technology of high-speed dc machinery and a development program for the construction and testing of an appropriate motor-transmission prototype for demonstration purposes. (ERA citation 03:037606)]]></description>
      <pubDate>Fri, 29 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/78767</guid>
    </item>
    <item>
      <title>INDUCTIVE POWER COUPLING FOR AN ELECTRIC HIGHWAY SYSTEM</title>
      <link>https://trid.trb.org/View/75332</link>
      <description><![CDATA[A Dual Mode Electric Transportation (DMET) system is under development in which energy is electromagnetically transferred from a powered roadway to moving vehicles. Energy from the roadway can be used for high-speed, long-range travel and for replenishing energy stored in the vehicle in batteries or flywheels. The stored energy is then available for short-range travel off the powered highway network. The power coupling between roadway and vehicle is functionally similar to a transformer. A source is embedded in the roadway flush with the surface. When the vehicle's pickup is suspended over the source, energy is magnetically coupled through the clearance air gap between pickup and roadway source. The electromagnetic coupling mechanism was extensively studied through computer models, circuit analyses, and by tests of a full-size physical prototype. The results of these tests are described. (ERA citation 03:031293)]]></description>
      <pubDate>Thu, 14 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75332</guid>
    </item>
    <item>
      <title>HYBRID DRIVE WITH KINETIC ENERGY STORE AS VEHICLE DRIVE</title>
      <link>https://trid.trb.org/View/62312</link>
      <description><![CDATA[Conventional motor vehicles have very high fuel consumption when traveling in city traffic. The reason for this lies in the absence of energy regeneration during braking and in uneconomical part-load consumption of the internal combustion engine. Fuel consumption can be reduced considerably by using a hybrid drive with a gyro component. Road tests show that the fuel consumption is reduced by 40 to 45 percent below that of transport vehicles with conventional Otto engines. (ERA citation 01:016450)]]></description>
      <pubDate>Thu, 17 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62312</guid>
    </item>
    <item>
      <title>RISKS AND BENEFITS FROM LEAD IN GASOLINE; EFFECT ON ENERGY USE AND THE ENVIRONMENT</title>
      <link>https://trid.trb.org/View/31116</link>
      <description><![CDATA[The following topics are discussed: cost-benefit techniques; importance of food as source of lead exposure for humans; lack of evidence that airborne lead is human health hazard; use of econometric demand estimation model as a means for deriving the benefits of lead levels in gasoline; and EPA regulations.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31116</guid>
    </item>
  </channel>
</rss>