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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>CASCADE ORIFICIAL RESISTIVE DEVICE; PATENT</title>
      <link>https://trid.trb.org/View/412497</link>
      <description><![CDATA[A cascade orificial resistive device for throttling fluid flow which minimizes acoustic noise and internal vibrations is described herein. The device has a hollow body defining a fluid passageway, a plurality of perforated plates mounted within the passageway, a fixed end ring adjacent one end of the perforated plates, and a threadable end ring adjacent an opposite end of the perforated plates to place the plates in compression. Each of the perforated plates is a single piece molded plate having an integral outer ring and an integrally formed center keying mechanism as well as a plurality of orifices. The keying mechanism formed on each plate is designed so that adjacent ones of the plates have their orifices misaligned. In this manner, a pressure drop across each plate is created and the fluid flow through the device is throttled. The device of the present invention has utility in a number of onboard marine vessel systems wherein reduced acoustic noise and internal vibrations are particularly desirable.]]></description>
      <pubDate>Tue, 04 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/412497</guid>
    </item>
    <item>
      <title>MORE ON PROPULSION THROTTLES</title>
      <link>https://trid.trb.org/View/390877</link>
      <description><![CDATA[Based on information available from casualty reports, common causes of automated propulsion throttle runaways have been identified and are listed.  Recommendations to ship operators for detecting and correcting design flows that could lead to such failures are included.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390877</guid>
    </item>
    <item>
      <title>AEROMARINE SYSTEM AS INSTALLED ON M/V HOOSIER STATE</title>
      <link>https://trid.trb.org/View/392220</link>
      <description><![CDATA[A prototype vessel performance system to improve fuel efficiency is described. The test installation was on the twin-screw towboat M/V HOOSIER STATE. The system not only controlled the amount of fuel used, but also incorporated a rate control steering device. The vessel operator had only to match needles to achieve the desired result, as is done with aviational navigational instrumentation. No data entry or data analysis was required of vessel personnel. Full control of the system and vessel remained in the wheelhouse. Performance data could be recorded and forwarded to the office for analysis. Fuel savings as high as 40% were achieved.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/392220</guid>
    </item>
    <item>
      <title>AN INVESTIGATION OF THE FACTORS REDUCING THE PUMPING LOSS OF A GASOLINE ENGINE</title>
      <link>https://trid.trb.org/View/204320</link>
      <description><![CDATA[The gasoline engine's load is controlled by varying the amount of intake air-fuel mixture.  Throttling, which is used for this purpose, gives rise to pumping loss, and this is one of the factors that prevent improvement in the fuel economy of gasoline engines.  This pumping loss is particularly large during partial load condition.  With a view to improving fuel economy, an analysis of the factors reducing pumping loss, as well as their respective degree of influence, was done using both experiments and calculations. From this analysis, the degrees of reducing pumping loss by means of an increase in the EGR rate, a reduction in the number of working cylinders and a shortening of the intake stroke length were clarified. Furthermore, it was also found that it is possible to estimate the reduction effect mathematically.  This paper also discusses the secondary effects on combustion characteristics and other losses which accompany the reduction in pumping loss as well as their influence on fuel economy.  (Author/TRRL)]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204320</guid>
    </item>
    <item>
      <title>EVALUATION OF GASTELL: A DEVICE TO MODIFY DRIVING HABITS</title>
      <link>https://trid.trb.org/View/171475</link>
      <description><![CDATA[In general, the EPA testing of the Gastell Device did not show a positive benefit from its use. None of the Phase I chassis Dynamometer tests with the device installed showed a positive fuel economy effect. Four vehicles of varying size and power-to-weight ratio were road tested in San Antonio (with from one to two drivers each) and only one vehicle/driver combination showed a fuel economy improvement (5%). It is concluded from the test data available that only drivers with aggressive driving behavior (or other driving habits that involve excessive throttle manipulation) could benefit from use of this device and then only if: (1) their vehicle happened to have the fuel economy response characteristics that favorably matched the activation setting of the device, and (2) the driver consistently responded to the device signal and refrained from such aggressive driving.]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171475</guid>
    </item>
    <item>
      <title>EMISSIONS AND FUEL ECONOMY OF A VEHICLE EQUIPPED WITH THE EATON VALVE SELECTOR</title>
      <link>https://trid.trb.org/View/162435</link>
      <description><![CDATA[The deactivation of one or more engine cylinders is a method that has been proposed as offering potential for vehicle fuel economy improvements. At low power outputs the throttle is nearly closed. This introduces a "throttling loss", which is the energy that the engine must expend to draw the fuel/air mixture through the carburetor throtte opening. By operating an engine on a reduced number of cylinders, and operating these cylinders at higher power levels, the throttling losses are appreciably reduced. A cylinder deactivation system is being considered for use in several 1981 Cadillac models. Other cylinder deactivation systems are currently under development in the United States. Since EPA had not recently tested a cylinder deactivation system designed for current vehicles, EPA contacted the Eaton Corporation and requested the loan of a vehicle with the Eaton Valve Selector System installed. Eaton made available a system installed in a development vehicle.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162435</guid>
    </item>
    <item>
      <title>EMISSIONS AND FUEL ECONOMY OF A CADILLAC PROTOTYPE WITH MODULATED DISPLACEMENT ENGINE</title>
      <link>https://trid.trb.org/View/162442</link>
      <description><![CDATA[The deactivation of one or more engine cylinders is a method that has been proposed as offering potential for vehicle fuel economy improvements. At low power output, the throttle is nearly closed. This introduces a throttling loss, which is the energy that the engine must expend to draw the fuel/air mixture through the carburetor throttle opening. By operating an engine on a reduced number of cylinders and operating these cylinders at higher power levels, the throttling losses are appreciably reduced. The operating cylinders are therefore run at a high brake-mean-effective pressure (BMEP) and therefore potentially more efficiently. A cylinder deactivation system is being considered for use in several 1981 Cadillac models. Other cylinder deactivation systems are currently under development in the United States. Because EPA had not recently tested a cylinder deactivation system designed for current vehicles, EPA contacted the Cadillac Motor Division of GM and requested the loan of a vehicle with a cylinder deactivation system installed. Cadillac made available a system installed in a prototype vehicle.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162442</guid>
    </item>
    <item>
      <title>A STUDY OF SHIPBOARD UPTAKES AND GAS TAKE-OFFS FOR INERT GAS SYSTEMS (IGS)</title>
      <link>https://trid.trb.org/View/162445</link>
      <description><![CDATA[An experimental study was conducted using scale models of flue gas uptakes with inert gas take-offs to determine the design and operational conditions that could lead to a deterioration of inert gas oxygen content between the economizer (boiler) and the scrubber in a flue gas inerting system (IGS). Simulated operational conditions were established by a design and operation survey. A comprehensive set of experiments was performed on three models that represent recent uptake designs originally outfitted with IGS and older designs with retrofitted IGS installations. Experimental results are presented for the static pressure distribution in the uptake and take-off, velocity profiles in the uptake, and for the conditions that permit fresh air recirculation in the uptake.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162445</guid>
    </item>
    <item>
      <title>FUEL EFFICIENCY IMPROVEMENT IN RAIL FREIGHT TRANSPORTATION: MULTIPLE UNIT THROTTLE CONTROL TO CONSERVE FUEL</title>
      <link>https://trid.trb.org/View/69924</link>
      <description><![CDATA[During tests performed in conjunction with the Burlington Northern and Union Pacific railroads and AMTRAK, significant fuel savings were realized by using a semi-automatic throttle control device or fuel saver system to take one or more units of the locomotive consist off-line when the available power and tractive effort exceeded the demand. This procedure effectively lowered the horsepower per ton ratio of the train, improved power management in various terrains, and decreased the rate of fuel consumption.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69924</guid>
    </item>
    <item>
      <title>SURVEY OF DRIVER AID DEVICES FOR IMPROVED FUEL ECONOMY</title>
      <link>https://trid.trb.org/View/47900</link>
      <description><![CDATA[This report presents a brief summarization of available information pertaining to devices offered to aid the driver in improving his driving habits in order to reduce fuel consumption. Principal emphasis is placed on characterizing the available devices in terms of their features and operating principles. When appropriate, possible side effects (e.g., safety considerations) occasioned by the use of such devices are examined. The available fuel economy test data for drivers who had received training only (no auxiliary or aid devices) are reviewed for comparison purposes.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47900</guid>
    </item>
    <item>
      <title>DOUBLE-WHEEL AUTOMOTIVE HAND CONTROL SYSTEM</title>
      <link>https://trid.trb.org/View/47557</link>
      <description><![CDATA[The patent application describes an automotive control system for use by handicapped drivers who have lost the functional mobility of the lower extremities. A second wheel concentric with the steering wheel is added such that it is reachable by either the thumb or fingertips when hands are on a steering wheel in normal driving fashion. Movement of this second control wheel in a direction away from the driver actuates the automotive braking system through an electro-hydraulic servo system. Pulling the second wheel towards the driver actuates the throttle of the automobile through a similar servo system. The brake and throttle servos interface with existing automotive control systems such that little additional 'add on' mechanisms are necessary.]]></description>
      <pubDate>Wed, 30 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47557</guid>
    </item>
    <item>
      <title>AN EXPERIMENT TO DETERMINE RELATIVE PERFORMANCE OF BOAT OPERATORS IN EMERGENCY MANEUVERS USING HAND AND FOOT THROTTLES</title>
      <link>https://trid.trb.org/View/29060</link>
      <description><![CDATA[Obstacle avoidance in emergency situations is dependent on a boat driver's ability to respond to the situation in a safe manner. What is safe quite often depends on responses taken by the driver. This report describes the investigation undertaken into the driver responses to a simulated emergency situation. The particular scope is interdependences of maximum roll angle change and initial roll angle changes, initial yaw angle change, success/failure rate, initial rate of motor angle change, and time for maximum roll change with the type of throttle control used.]]></description>
      <pubDate>Fri, 05 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29060</guid>
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