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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>
    <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>TRACTOR AND TRAILER HANDLING. DIRECTIONAL STABILITY AND CONTROL OF A TRACTOR AND TRAILER COMBINATION IN A FLAT TURN</title>
      <link>https://trid.trb.org/View/107591</link>
      <description><![CDATA[THE SUBJECTS FURNISHED FOR THIS DOCUMENT BY HSRI ARE: CURVE, GEOMETRICS, WAYS: TRAILER, CARGO MOTOR VEHICLES, VEHICLE: TRACTOR, CARGO MOTOR VEHICLES, VEHICLE: VELOCITY/ RATE, OPERATING CONDITIONS, PHYSICAL ASPECT: DIRECTIONAL/ STEERING, CONTROL, HANDLING, VEHICLE PERFORMANCE, PHENOMENA, PHYSICAL ASPECT: STABILITY, HANDLING, VEHICLE PERFORMANCE, PHENOMENA, PHYSICAL ASPECT: MODELS AND MODELING, SYSTEMS ANALYSIS/OPERATIONS RESEARCH, METHODS: RESEARCH, NATURE OF STUDY, STUDY-REPORT TYPE: TABLES/GRAPHS, CONTENTS, STUDY- REPORT TYPE.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107591</guid>
    </item>
    <item>
      <title>BOEING DESIGNS LIGHT MASS TRANSIT VEHICLE</title>
      <link>https://trid.trb.org/View/17874</link>
      <description><![CDATA[This light rail vehicle is designed to operate in mixed traffic on city streets or in subways, at a mass transit volume of 8000 to 24,000 passengers per hour.  Each motorized truck has a resiliently mounted 210-hp (continuous) at 1135 rpm separately excited d-c traction motor, and incorporates a pneumatic - hydraulic friction brake system as a reserve to dynamic braking.  High/low steps allow passenger use in subways or streets.]]></description>
      <pubDate>Thu, 22 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/17874</guid>
    </item>
    <item>
      <title>LUCAS FUEL INJECTION</title>
      <link>https://trid.trb.org/View/168170</link>
      <description><![CDATA[Lucas electrical claims to have produced the first digital petrol injection system for cars. The system matches fuel requirements over the engine speed and load range more closely than conventional petrol injection systems, says Lucas.  The injection equipment is controlled by a micro-processor also used to control a new type of electronic ignition. Together they will form the nucleus of comprehensive vehicle management systems being developed for the 1980s. The new Lucas digital system provides a more continuous match of speed and load, on a "curve" rather than by "steps". The injectors are then programmed to deliver the leanest fuel needed for optimum economy. Savings of between five and 25 per cent in petrol are claimed.  (Author/TRRL)]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168170</guid>
    </item>
    <item>
      <title>COMPREX MAY BENEFIT SMALL AUTOMOTIVE DIESELS</title>
      <link>https://trid.trb.org/View/165863</link>
      <description><![CDATA[Development work on the comprex pressure-wave machine for supercharging small, high-speed diesel engines with outputs up to about 450 kW (600 kp) has continued for more than a decade at Brown, Boveri.  The device's advantages are expected to be most pronounced where flexible engine behavior is expected, combined with frequent transient operations, i.e., accelerations or load changes. Automobiles thus represent ideal applications.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165863</guid>
    </item>
    <item>
      <title>THE ERREN COMBUSTION CYCLE: A NEW METHOD OF UTILISING GASEOUS FUEL</title>
      <link>https://trid.trb.org/View/53291</link>
      <description><![CDATA[A method for adapting diesel engines to burn hydrogen gas is described, along with early tests of such prime movers.  In addition to highway vehicles, the use of hydrogen-fueled diesels in locomotives and railcars is discussed.]]></description>
      <pubDate>Thu, 04 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53291</guid>
    </item>
    <item>
      <title>KEEPING LEAD IN THE CAR</title>
      <link>https://trid.trb.org/View/26269</link>
      <description><![CDATA[THIS ARTICLE REVIEWS RECENT PROGRESS IN THE DEVELOPMENT OF A DEVICE, BASED ON FILTRATION PRINCIPLES, WHICH SIGNIFICANTLY REDUCES VEHICLE LEAD EMISSIONS: IN PARTICULAR THE COSTS OF SUCH DEVICES, THEIR LONG TERM DURABILITY AND EFFICIENCY AND THEIR FUTURE POTENTIAL ARE DISCUSSED. THE FILTRATION SYSTEM INVOLVES REPLACING THE NORMAL SOUND ABSORBING MATERIALS IN THE RESONATOR AND SILENCER WITH ALUMINA-COATED STAINLESS STEEL WOOL. IT IS ACCEPTED THAT SUCH SYSTEMS DO REDUCE VEHICLE LEAD EMISSIONS. ASPECTS OF FILTER SYSTEMS AFFECTING (A) THE MOTOR INDUSTRY, WHICH INCLUDE EFFECTS ON VEHICLE PERFORMANCE AND NOISE ABATEMENT AND (B) THE ENVIRONMENTALIST WHICH INCLUDE LONG-TERM RETENTION OF LEAD, ARE DISCUSSED. THE POTENTIAL OF FILTER SYSTEMS HAS NOT BEEN FULLY EXPLOITED AS SOME PROBLEMS MUST FIRST BE SOLVED. THE COST EFFECTIVENESS OF KEEPING LEAD IN THE CAR AND IN PETROL MAKES ECONOMIC SENSE.  /TRRL/]]></description>
      <pubDate>Tue, 08 Apr 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26269</guid>
    </item>
    <item>
      <title>NOISE MEASUREMENT</title>
      <link>https://trid.trb.org/View/138503</link>
      <description><![CDATA[This article is designed to help the automobile engineer to become familiar with the techniques, units, and language of acoustics and noise control for use in implementing legislation that limits the amount of noise a vehicle may emit.  Regulation 23 of the Motor Vehicles (Construction and Use) Regulations 1969 is an example of such legislation in the UK.  Under these regulations, the noise emitted by vehicles must be measured in accordance with the method prescribed in B.S. 3425:1966 and the sound levels must not exceed the specified limits, expressed in dBA.  The test site for this full throttle acceleration test is described in the article along with the conditions for measurement.]]></description>
      <pubDate>Tue, 22 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138503</guid>
    </item>
    <item>
      <title>HEADLAMP FOR THE FUTURE</title>
      <link>https://trid.trb.org/View/107628</link>
      <description><![CDATA[HEADLIGHT DEVELOPMENTS ARE REVIEWED AND THE ADVANTAGES OF USING SEALED BEAM LAMPS WITH TUNGSTEN-HALOGEN LIGHTING ELEMENTS ARE DISCUSSED. DETAILS ARE GIVEN OF TWIN FILAMENT TUNGSTEN-HALOGEN UNITS BEING DEVELOPED AND THEIR FUTURE APPLICATION TO REQUIREMENTS IN BRITAIN AND EUROPE. /RRL/]]></description>
      <pubDate>Sun, 02 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107628</guid>
    </item>
    <item>
      <title>HEADLAMPS FOR THE FUTURE</title>
      <link>https://trid.trb.org/View/113199</link>
      <description><![CDATA[THIS REVIEW CONSIDERS HOW DEVELOPMENTS IN LIGHT SOURCES ENABLE HEADLIGHT UNITS TO PRODUCE MORE ILLUMINATION WHERE REQUIRED, WITHOUT INCREASING GLARE EITHER FROM ONCOMING VEHICLES, OR FROM THOSE BEHIND REFLECTED IN THE DRIVING MIRROR. NOTABLE ADVANCES IN THE LAST FEW YEARS ARE DEVELOPMENTS IN SEALED-BEAM HEADLAMPS AND TUNGSTEN HALOGEN LAMPS, WHICH ARE FINDING INCREASING APPLICATION TO VEHICLE LIGHTING. MANUFACTURE IS NOW UNDER WAY OF A SEALED BEAM UNIT HAVING A TWIN-FILAMENT TUNGSTEN-HALOGEN INNER CAPSULE, INCORPORATING THE ADVANTAGES OF THE BRIGHTER TUNGSTEN HALOGEN LIGHT SOURCE WITH THE PRECISION FOCUSING OF THE SEALED BEAM CONSTRUCTION. /AUTHOR/]]></description>
      <pubDate>Sun, 03 Oct 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113199</guid>
    </item>
    <item>
      <title>OPTIMIZING RIDE COMFORT</title>
      <link>https://trid.trb.org/View/113453</link>
      <description><![CDATA[BY USING ANALOG COMPUTERS TO SOLVE THE DIFFERENTIAL EQUATIONS OF MODELS REPRESENTING VEHICLE SUSPENSIONS, OR BY TESTING VEHICLES ON ROADS OR DEVICES THAT SIMULATE ROAD CONDITIONS, RIDE COMFORT CAN BE IMPROVED. THE FIRST ARTICLE PRESENTS THE BASIC THEORETICAL APPROACH; PART TWO DESCRIBES THE EFFECTS OF THE ENGINE MASS AND GIVES SOME RESULTS OBTAINED ON THE SIMULATOR. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Jul 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113453</guid>
    </item>
    <item>
      <title>NOISE REDUCTION. A SERIES OF ARTICLES DEVOTED TO CURRENT DEVELOPMENTS IN ALL SECTIONS OF VEHICLE DESIGN</title>
      <link>https://trid.trb.org/View/107615</link>
      <description><![CDATA[CONTENTS: ENGINE STRUCTURAL VIBRATIONS AIR INTAKE SILENCING EXHAUST SYSTEMS ISOLATION OF ENGINE AND TRANSMISSION SYSTEM ENGINE MOUNTINGS ROAD NOISE STRUCTURAL VIBRATION IN CAR BODIES THE REDUCTION OF NOISE IN CABS INSULATION,DAMPING AND ABSORPTION. /RRL/]]></description>
      <pubDate>Mon, 14 Sep 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107615</guid>
    </item>
    <item>
      <title>NOISE MEASUREMENT</title>
      <link>https://trid.trb.org/View/113396</link>
      <description><![CDATA[IN BRITAIN FROM APRIL 1, 1970, ALL MOTOR VEHICLES WILL HAVE TO BE CONSTRUCTED TO COMPLY WITH REGULATIONS ON LIMITS EXTERNAL NOISE. THIS ARTICLE CONSIDERS THE EXACT NATURE OF PRESCRIBED TEST PROCEDURE AND THE PERFORMANCE OF THE SPECIFIED MEASURING APPARATUS. DURING THE TEST, THE VEHICLE ACCELERATES AT FULL THROTTLE OVER A DISTANCE OF 20 METERS, FROM AN ENGINE-SPEED OF THREE-QUARTERS OF THAT FOR MAXIMUM B.H.P., OR THREE-QUARTERS OF THE GOVERNED SPEED, IN A GEAR SUCH THAT, DURING ACCELERATION, THE MAXIMUM ENGINE-SPEED CLOSELY APPROACHES, BUT DOES NOT EXCEED, THE SPEED FOR MAXIMUM B.H.P., OR THE GOVERNED SPEED. OBSERVATIONS OF VERIATIONS OF NOISE WITH TIME, DURING THE TEST, CAN BE USEFUL IN THE DIAGNOSIS OF THE PREDOMINANT SOURCE OF NOISE. /AUTHOR/]]></description>
      <pubDate>Mon, 17 Aug 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113396</guid>
    </item>
    <item>
      <title>SUBJECTIVE ASPECTS OF BRAKING</title>
      <link>https://trid.trb.org/View/113685</link>
      <description><![CDATA[THE MANNER IN WHICH THE DRIVER BRAKES TO REST WAS STUDIED BY OBSERVING SEVERAL DRIVERS UNDER VARIOUS CONDITIONS AND PUTTING A RECORDING DECELEROMETER IN THE CAR. THE BEHAVIOR AMONG DRIVERS WAS QUITE DIFFERENT ALTHOUGH MOST HAD A DECELERATION CURVE (A) WITH A SINGLE MAXIMUM AND (B) BEGINNING AND ENDING AT ZERO. SOME DRIVERS HAD A CURVE WHICH, WHEN NORMALIZED, WAS ALMOST THE SAME FOR ALL CONDITIONS. SOME EFFORTS WERE MADE IN THE ANALYSIS TO CORRELATE THE BEHAVIOR OF THE CURVES WITH HYPOTHESES ABOUT ERROR CORRECTION ON THE PART OF THE DRIVER. THESE WERE NOT FRUITFUL. MEASUREMENTS WERE ALSO MADE TO DETERMINE HOW ACCURATELY DRIVERS COULD ESTIMATE SPEEDS. THESE ESTIMATES WERE FOUND TO BE RATHER ACCURATE, IN APPARENT CONTRAST WITH RESULTS OBTAINED BY THE ROAD RESEARCH LABORATORIES. HOWEVER, THE EXPERIMENTAL CONDITIONS WERE DIFFERENT ENOUGH SO THEY ARE NOT DIRECTLY COMPARABLE. EXPERIMENTS WERE PERFORMED ABOUT COMPARING DISTANCES (RATHER THAN ESTIMATING THEM) AND THE SUBJECTS WERE FOUND TO BE QUITE ACCURATE IN COMPARING DISTANCES. IT WAS HYPOTHESIZED THAT AN UNDERSTANDING OF BRAKING BEHAVIOR WOULD THROW LIGHT ON OTHER ASPECTS OF DRIVING BEHAVIOR. THEREFORE EXPERIMENTS WITH CAR FOLLOWING WERE CARRIED OUT AND SIMILARITIES SUGGESTED THAT THE DRIVER USES ESSENTIALLY THE SAME CRITERIA WHEN BRAKING TO A STOP AND WHEN FOLLOWING A CAR. MEASUREMENTS OF REACTION TIMES, BOTH VISUAL AND MANUAL, WERE MADE. THERE WAS SOME CORRELATION BETWEEN THE TWO AND WITH STOPPING TIME. /BPR/]]></description>
      <pubDate>Mon, 15 Jun 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113685</guid>
    </item>
    <item>
      <title>VEHICLE PERFORMANCE IN CROSSWINDS</title>
      <link>https://trid.trb.org/View/116341</link>
      <description><![CDATA[THE EFFECTS OF CROSSWINDS ON A VEHICLE CAN BE ANALYZED IN TERMS OF STEADY-STATE RESPONSES RATHER THAN IN TERMS OF TRANSIENTS. THE DRIVER'S INPUTS ARE HIS OBSERVATIONS OF THE EFFECT OF THE CROSSWIND ON THE CAR; HIS OUTPUTS ARE WHAT HE DOES TO CORRECT FOR THOSE DEVIATIONS. THE MODEL HAS TWO DEGREES OF FREEDOM AND IS ADEQUATE TO ILLUSTRATE THE EFFECTS. THE CROSSWIND IS PRESUMED TO ACT AT THE CENTER OF LATERAL PRESSURE. THE RESULTING EQUATION CAN BE PUT IN TERMS OF VEHICLE CHARACTERISTICS (GEOMETRICAL), ITS UNDER- STEER, SPEED, AND REAR SUSPENSION CORNERING STIFFNESS. OTHER FORMULATIONS ARE ALSO POSSIBLE IN VIEW OF THE MANY RELATIONSHIPS BETWEEN THE SEVERAL PARAMETERS. IT IS SHOWN THAT HIGH VALUES OF UNDER-STEER ARE HELPFUL IN PRACTICAL PROBLEMS WITH CROSSWINDS. THE YAW-RATE RESPONSE IS NOT THE MOST IMPORTANT PARAMETER FOR THE DRIVER. /BPR/]]></description>
      <pubDate>Wed, 13 May 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116341</guid>
    </item>
    <item>
      <title>STEADY-STATE VEHICLE HANDLING</title>
      <link>https://trid.trb.org/View/113366</link>
      <description><![CDATA[UNDER CONSTANT SPEED AND ROAD CONDITIONS THE IMPORTANT FACTOR IN CAR HANDLING IS THE CHANGE IN STEERING WHEEL ANGLE WITH A CHANGE IN CURVATURE OF THE CAR HEADING. THE UNDERSTEER VALUE IS DEFINED AND SHOWN TO BE DERIVABLE IN TWO WAYS (WHICH ARE BASED ON CHARACTERISTICS OF DRIVER AND VEHICLE RESPECTIVELY). THE UNDERSTEER VALUE IS A FUNCTION OF THE CAR SPEED AND THE LATERAL ACCELERATION. THE STEERING CONTROL OF THE VEHICLE IS ACCOMPLISHED BY CORRECTING ERRORS, AND THE UNDERSTEER VALUE OF A CAR IS AN IMPORTANT VARIABLE IN THIS PROCESS. /BPR/]]></description>
      <pubDate>Wed, 13 May 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113366</guid>
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