<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>SHERIFFS USE TRACKERS FOR OFF-ROAD LAW ENFORCEMENT..</title>
      <link>https://trid.trb.org/View/530835</link>
      <description><![CDATA[8 ASUBTITLE: WHEN THE LOS ANGELES SHERIFF'S DEPARTMENT GETS A CALL TO PATROL THE BEACH OR HIT THE MOUNTAIN TRAILS, THE VEHICLE USED IS LIKELY TO BE ONE OF FOUR GEO TRACKER SPORT/UTILITIES RECENTLY ADDED TO ITS FLEET.]]></description>
      <pubDate>Thu, 26 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/530835</guid>
    </item>
    <item>
      <title>PRIVATIZING SNOW REMOVAL EFFORTS</title>
      <link>https://trid.trb.org/View/365172</link>
      <description><![CDATA[Article discussing the snow removal program utilized by Toledo, Ohio incorporating the services of private contractors. In 1989, Toledo contracted with 10 private small snow plow vehicles for snow removal. These include four-wheel drive vehicles and jeeps which are equipped with small plows.]]></description>
      <pubDate>Thu, 30 Apr 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365172</guid>
    </item>
    <item>
      <title>A COMPARISON OF THE CRASH EXPERIENCE OF UTILITY VEHICLES, PICKUP TRUCKS AND PASSENGER CARS</title>
      <link>https://trid.trb.org/View/355890</link>
      <description><![CDATA[This study focuses on the three leading utility vehicles -- the AMC Jeep CJ-5, the Ford Bronco and the Chevrolet Blazer -- that represent well over half of the utility vehicles currently in use. For the Jeep CJ-5 the model years studied were 1972 to 1978; for the Chevrolet Blazer, 1973 to 1978 (prior to the 1973 model the Blazer was smaller); and for the Ford Bronco, 1972 to 1977 (the 1978 and later model Broncos were larger). The overall crash experience of these vehicles in Maryland and in North Carolina, together with the national fatal crash experience as recorded by the Fatal Accident Reporting System (FARS), were studied.]]></description>
      <pubDate>Wed, 31 Jul 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355890</guid>
    </item>
    <item>
      <title>APPLICATION FOR CERTIFICATION 1989 HEAVY-DUTY VEHICLES - JEEP/EAGLE EMISSION CONTROL</title>
      <link>https://trid.trb.org/View/350976</link>
      <description><![CDATA[Every year, each manufacturer of passenger cars, light-duty trucks, motorcycles, or heavy duty engines submits to EPA an application for certification. The application for 1989 Jeep/Eagle Emission Control gives a detailed technical description of the vehicles or engines one intends to market during the upcoming model year.  These engineering data include explanations and/or drawings which describe engine/vehicle parameters such as basic engine design, fuel systems, ignition systems and exhaust and evaporative emission control systems.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/350976</guid>
    </item>
    <item>
      <title>ESTIMATES OF THE POTENTIAL BENEFIT OF EXTENDING SELECTED PASSENGER CAR SAFETY STANDARDS TO LIGHT TRUCKS, VANS AND MULTIPURPOSE VEHICLES</title>
      <link>https://trid.trb.org/View/331674</link>
      <description><![CDATA[ESTIMATING INJURY REDUCTION DUE TO THE EXTENSION OF FMVSS 214 (SIDE DOOR STRENGTH), 216 (ROOF CRUSH RESISTANCE), 208 (OCCUPANT CRASH PROTECTION), 212 (WINDSHIELD MOUNTING) AND 219 (WINDSHIELD ZONE- INTRUSION)]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/331674</guid>
    </item>
    <item>
      <title>AUTONOMOUS LAND NAVIGATION IN A STRUCTURED ENVIRONMENT</title>
      <link>https://trid.trb.org/View/310072</link>
      <description><![CDATA[This paper describes a hardware and software system developed to perform autonomous navigation of a land vehicle in a structured environment.  The vehicle used by the development and testing of the system was the Jeep Cherokee Mobile Robotics Testbed Vehicle developed at Sandia National Laboratories in Albuquerque.  Since obstacle detection and avoidance have not yet been incorporated into the system, a structured environment is postulated that presumes the paths to be traversed are free of obstacles.  The system performs path planning and execution based on maps constructed using the vehicle's onboard navigation system and mapmaker.  The system software, hardware, and performance data are discussed.]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/310072</guid>
    </item>
    <item>
      <title>RECREATIONAL EQUIPMENT: ENGINEERING THE WINNING EDGE</title>
      <link>https://trid.trb.org/View/307770</link>
      <description><![CDATA[Advanced analytical techniques are improving the durability and performance of everything from tennis rackets to motorcycles.  Among the recreational equipment discussed in this article are bicycles, motorcycles, and four wheel drive vehicles.  CAD/CAM is being used to eliminate design-related errors and reduce development time, as well as to solve production problems for bicycle and motorcycle manufacturers.  The Elite USA bicycles from Huffy Corporation were designed on a McDonnell Douglas CAD/CAM system.  The engine, suspension, chassis, and component parts of the Harley-Davidson Company, Incorporated, Softail motorcycle were designed using a GE Calma CAD/CAM system. The American Motors Corporation has replaced the popular Jeep CJ-7 with the new Wrangler.  The chassis and suspension system of the Wrangler were designed to provide off-road stability and a smooth highway ride.  For corrosion resistance, exterior body panels are constructed of galvanized steel.  In addition, all bolt-on assemblies such as hood, fenders, grille guard, and windshield are cathodic electrocoated.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/307770</guid>
    </item>
    <item>
      <title>DEMONSTRATION OF RETRO-TRAVERSE USING A SEMI-AUTONOMOUS LAND VEHICLE</title>
      <link>https://trid.trb.org/View/291502</link>
      <description><![CDATA[A Jeep Cherokee has been modified by Sandia National Laboratoies  to allow remote control either by teleoperation or through computer generated commands (autonomy).  This vehicle has been used for development of hardware and software and in the demonstration of concepts for computer augmentation of remote controlled vehicles.  As part of this activity, a system has been configured which allows an operator to teleoperate the vehicle from one location (home base) to another (destination).  At the completion of teleoperation, the operator can instruct the vehicle to return to the starting position.  The vehicle then autonomously performs a retro-transverse, reversing the path by which it reached its desination.  During teleoperation, operator commands are given through an operator control interface consisting of a steering wheel, brake and throttle pedals, and a video display.  Commands are transmitted to the vehicle and video returned from the vehicle over RF communication links.  Periodic way points are automatically recorded for later use by the vehicle system.  Navigation duing retro-traverse utilizes dead-reckoning inputs from an odometer, compass and steering angle potentiometer.  Way points (previously identified during teleoperation of the vehicle) are linked by short, straight line segments.  Along each path segment, the control system generates the steering and speed commands necessary to direct the vehicle towards the next way point.  Retro-traverse has been demonstrated over open terrain at Sandia National Laboratories.  Path following accuracy and final positional control is a function of dead-reckoning system limitations and control system design.  These limitations are discussed, and an improved system is proposed.]]></description>
      <pubDate>Fri, 31 Mar 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/291502</guid>
    </item>
    <item>
      <title>A KINEMATIC AND DYNAMIC ANALYSIS OF OCCUPANT RESPONSES TO LAP ONLY RESTRAINT FORCES. DISCUSSION</title>
      <link>https://trid.trb.org/View/283214</link>
      <description><![CDATA[In a discussion on the paper by Biss,DJ and Pompa,JA about a kinematic and dynamic analysis of occupant responses to lap only restraint forces, the author upbraids them for giving only a partial view of the issues relating to lap belt fitting and use in the rear seats of passenger cars.  By doing so they ignore a number of important issues and distort the evolving state of knowledge in biomechanics and seat belt effectiveness over the last 20 years.  The author also claims that the computer modelling of the rear seat occupant, restrained by a lap belt, conducted by Biss and Pompa is unrealistic in its general validity.  (TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283214</guid>
    </item>
    <item>
      <title>DEVELOPMENT AND TESTING OF EXPERIMENTAL FLYWHEEL ENERGY STORAGE SYSTEM FOR A DJ-5E POSTAL VEHICLE. FINAL REPORT</title>
      <link>https://trid.trb.org/View/274875</link>
      <description><![CDATA[As a result of federal government-sponsored programs to replace internal combustion engined vehicles with electrically powered vehicles, the US Postal Service purchased approximately 350 battery-powered vehicles identified as the DJ-SE Electruck.  These were basically the AM General jeep postal vehicle with a battery-powered electric drive in place of the conventional internal combustion engine.  These vehicles, in use at several post ofices throughout the country, had several performance characteristics which were less than desired for general postal delivery service.  In order to improve the vehicle in these performance areas, a joint US Department of Energy and US Postal Service development contract was initiated to modify one of these vehicles by adding an energy storage flywheel to the propulsion system.  This final report describes the development and test program as implemented by AiResearch Manufacturing Company of California in response to the US Department of Energy Contract No. AC04-77CS03748.]]></description>
      <pubDate>Sun, 31 May 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/274875</guid>
    </item>
    <item>
      <title>SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES APRIL 1, 1985 TO JUNE 30, 1985</title>
      <link>https://trid.trb.org/View/267187</link>
      <description><![CDATA[Detailed information is presented on defect recall campaigns conducted by domestic and foreign automobile, equipment, and tire manufacturers during the second quarter of 1985.  Automobiles, jeeps, trucks, motor homes, vans, buses, motorcycles, recreational vehicles, motorscooters and mopeds, T-bar roof glass panels, truck engines, safety helmets, auxiliary transmission units, jacks, slide-in campers, aluminum hubs, push-bar controllers, tires, and rims are included.]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/267187</guid>
    </item>
    <item>
      <title>INSURANCE LOSSES, THEFT COVERAGES. PASSENGER CARS, VANS, PICKUPS, AND UTILITY VEHICLES 1984 MODELS DURING THEIR FIRST YEAR, 1983 MODELS DURING THEIR FIRST TWO YEARS, AND 1982 MODELS DURING THEIR FIRST THREE YEARS</title>
      <link>https://trid.trb.org/View/267328</link>
      <description><![CDATA[This Highway Loss Data Institute report describes variations in both the frequency and size of insurance theft losses involving 1982, 1983, and 1984 model year passenger cars, vans, pickups, and utility vehicles. Principal findings include the following: The theft loss experience of different cars varies enormously.  Average theft loss payments per insured vehicle year ranged from less than $0.50 to nearly $350.  Luxury cars and sports cars have the highest overall theft losses.  Among the individual makes and models summarized, the 1982 Chevrolet Corvette has the highest average loss payment per insured vehicle year.  European imports, led by the Volkswagen Rabbit convertible, have the highest frequency of theft claims.  An easily accessible radio is considered a major cause of the high frequency of theft claims for these models.  Other Volkswagen models, certain Audi, BMW, and Saab models, and the 1982 Chevrolet Corvette also have particularly high theft claim frequencies.  Small domestic models have the lowest claim frequencies.  The 1982 Porsche 911 Coupe has the highest average loss payment per theft claim, nearly $8,000. Other models with average claim payments exceeding $5,000 are the 1984 Chevrolet Corvette and 1982 Mercedes Benz 380SL Coupe.  In each model year, sports and specialty cars account for less than 20 percent of the total insurance exposure but are responsible for over 50 percent of the dollar paid in theft claims.  The generally consistent pattern of theft results for 1982-1984 models of the same make and series indicates that 1985 models of these cars are likely to have similar theft losses, although relatively minor design changes, such as the introduction of an easily removable radio on recent model Volkswagens, can have a major impact on the insurance theft loss experience. Small utility vehicles, principally the Jeep CJ-5 and CJ-7, have extremely high theft claim frequencies and average loss payments per insured vehicle year.  Small pickup trucks have the lowest claim frequencies and average loss payments per insured vehicle year.  The 1983 full-size Chevrolet Blazer has the highest average loss payment per theft claim ($5,746), which is over three times the all-passenger-car average.]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/267328</guid>
    </item>
    <item>
      <title>SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES JANUARY 1, 1985 TO MARCH 31, 1985</title>
      <link>https://trid.trb.org/View/214527</link>
      <description><![CDATA[Detailed information is presented on defect recall campaigns conducted by domestic and foreign automobile, equipment, and tire manufacturers during the first quarter of 1985.  Automobiles, jeeps, trucks, motor homes, vans, buses, motorcycles, recreational vehicles, motorscooters and mopeds, T-bar roof glass panels, truck engines, safety helmets, auxiliary transmission units, jacks, slide-in campers, aluminum hubs, push-bar controllers, tires, and rims are included.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/214527</guid>
    </item>
    <item>
      <title>SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES. JANUARY 1, 1984 TO DECEMBER 31, 1984</title>
      <link>https://trid.trb.org/View/214679</link>
      <description><![CDATA[Detailed information is presented on defect recall campaign conducted by domestic and foreign automobile, equipment, and tire manufacturers during 1984. Automobiles, Jeeps, trucks, motor homes, vans, buses, motorcycles, recreational vehicles, motor scooters and mopeds, T-bar roof glass panels, truck engines, safety helmets, auxiliary transmission units, jacks, slide-in campers, aluminum hubs, push-bar controllers, tires, and rims are included.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/214679</guid>
    </item>
    <item>
      <title>SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES JANUARY 1, 1984 TO MARCH 31, 1984</title>
      <link>https://trid.trb.org/View/213778</link>
      <description><![CDATA[Detailed information is presented on defect recall campaign conducted by domestic and foreign automobile, equipment, and tire manufacturers during first quarter of 1984.  Automobiles, Jeeps, trucks, motor homes, vans, buses, motorcycles, recreational vehicles, motor scooters and mopeds, T-bar roof glass panels, truck engines, safety helmets, auxiliary transmission units, jacks, slide-in campers, aluminum hubs, push-bar controllers, tires, and rims are included.]]></description>
      <pubDate>Sat, 31 Aug 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/213778</guid>
    </item>
  </channel>
</rss>