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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>OF LAND, LEISURE AND ENERGY</title>
      <link>https://trid.trb.org/View/46255</link>
      <description><![CDATA[Replanning land use to include accessible recreation areas for all will require coordination of park and transportation policies and a change in American life style.  Public transit systems have been geared to getting commuters to and from their jobs and tend to stop functioning at times when recreation demands could be made on them.  Walk-to parks are of great importance to inner city residents because regional parks have been designed to serve the mobile middle and upper classes.  Federal and state policies can make regional parks available to urban dwellers with preferential funding, setting top priority on projects with transportation resources.  /DCK/]]></description>
      <pubDate>Sun, 23 Aug 1981 00:00:00 GMT</pubDate>
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      <title>KENTUCKY'S COAL TRANSPORTATION: A SPECIAL SITUATION REPORT; COAL MARKETS, DISTRIBUTION, AND MOVEMENT</title>
      <link>https://trid.trb.org/View/46251</link>
      <description><![CDATA[An inadequate coal transportation system has kept Kentucky's coal production profits down.  In order to meet increased demands on coal, some coal had to be bought at spot market prices to fill obligations from long-term contracts. Although railroads are second only to waterways as the most desirable way of hauling coal, shortages of railroad cars and reallocation of remaining cars to service new coal producers have caused an increase in trucking and serious damage to roads.  The best transportation system would include the use of waterways and railroads for long hauls, conveyors and cable belts for short-range, high volume, and trucks for short-haul, small volume.  An improved capital outlook and technical improvements in the transportation system are crucial.  State and Federal agencies can be helpful by providing information and forecasts and by developing a regional approach to coal transportation. /DCK/]]></description>
      <pubDate>Mon, 23 Aug 1976 00:00:00 GMT</pubDate>
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      <title>EFFECT OF THE FUEL SHORTAGE ON TRAVEL AND HIGHWAY SAFETY</title>
      <link>https://trid.trb.org/View/46252</link>
      <description><![CDATA[The basic objective of this report is to bring together the information which has become available on the effect of the most recent fuel shortage.  The report summarizes the most important background events and presents fairly detailed data describing the effects of the fuel shortage on the amount and characteristics of automotive travel.  Estimates of the derived safety benefits and fuel conservation are presented in the report and are based on a large body of data for both years 1973 and 1974.  Major emphasis is placed in assessing the safety and conservation effects of the 55 mph national speed limit.  A limited list of both qualitative and quantitative conclusions are also included. /GRA/ conclusions are also included   (GRA)  11.8/33]]></description>
      <pubDate>Mon, 23 Aug 1976 00:00:00 GMT</pubDate>
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      <title>EFFECTS OF ENERGY SHORTAGES ON THE WAY WE LIVE</title>
      <link>https://trid.trb.org/View/46253</link>
      <description><![CDATA[Major changes in patterns of energy use are expected to alter the life styles of people in highly industrialized societies like the U.S.  To cope with more costly and scarcer energy supplies, consumers have three options: use energy more effieiently; reduce energy consumption; and switch to cheaper, more abundant energy sources.  Trends in energy consumption are examined for the transportation and building sectors. Transportation uses 25% of all energy consumed, and more than 50% of all petroleum consumed.  The humber of cars has grown an average of 4% annually in recent years.  At the same time, average fuel economy has desreased at a slow but constant rate.  It is predicted that consumers will shift to smaller, more efficient cars; reduce nonessential driving; own fewer cars and live closer to work and shopping areas. Considering energy consumption in buildings, space heating is the biggest end use.  The homeowner can reduce the energy used for space conditioning by altering operating procedures; changing equipment; and modifying the building itself.  Home energy use can be curbed by 27% by upgrading thermal efficiencies and resetting thermostats; these changes do not cause decreases in the standard of living or significant alterations in life style.  Government policy alternatives are discussed, including advisory, incentive, and mandatory policies.  It is concluded that consumers can reduce their total energy consumption by 20 to 30% without major hardships or changes in patterns of living.  /BYB/]]></description>
      <pubDate>Mon, 23 Aug 1976 00:00:00 GMT</pubDate>
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      <title>ENERGY AND LABOR INTENSITY OF WALKING</title>
      <link>https://trid.trb.org/View/46254</link>
      <description><![CDATA[Walking (in 1971) has an energy intensity of 1,380 Btu/passenger mile (PM) and a labor intensity of 0.75 jobs/million PM.  Additional food requirements to sustain the body while walking account for the direct energy cost and 10.4% of the total energy cost.  An average walker, for purposes of this study, weighs 130-150 lbs., walks on a level surface at 2.17 mph, and consumes 3.3 calories or 13.2 Btu's per minute.  Indirect costs include shoes, which measure 345 Btu/PM and .75 jobs/million PM.  Walkways and the complexities of the human body cannot be meaningfully measured in this context.  Bicycles, because of increased physiological efficiency, are a slightly more efficient (1, 340 Btu/PM) transportation system than walking. Appendixes include calorimetric measurements and analyses of footwear costs.  (DCK)]]></description>
      <pubDate>Mon, 23 Aug 1976 00:00:00 GMT</pubDate>
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