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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>
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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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>IMPLEMENTATION OF DRIVER INFORMATION SYSTEM USING DEDICATED SHORT RANGE COMMUNICATION MEDIA</title>
      <link>https://trid.trb.org/View/464618</link>
      <description><![CDATA[In Thessaloniki, Greece, and in the framework of DRIVE II project ADEPT (Automatic Debiting and Electronic Payment for Transport), a multilane electronic toll collection system, based on roadside microwave communication and in-vehicle transponder with smart card, has been successfully implemented (1992-1995). This electronic system has been in commercial operation since March 1994 for technical and economic evaluation involving users from trucks and buses companies. In addition to the basic payment functionality of the system, the microwave communication is used to transmit messages to the drivers. These messages are of the following types: General information about weather conditions, temperature, etc.; Traffic congestion in the city center; Accident locations and severity in the city traffic network; Parking availability in the main parking areas; and Specific types of messages which are mainly free text from the fleet operators to their drivers. The users' opinions about the implementation of the driver information system were analysed in the framework of MIRO project (Mobility Impacts Responses and Opinions) (1994-1995). In this project, roadside survey was carried out with the drivers using the electronic payment and the information system. The results revealed that more than 86% of the drivers were in favour of such implementation and considered it important.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464618</guid>
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      <title>THE ORGANISATION OF THE EVALUATION OF IN-CAR TRAFFIC INFORMATION SERVICES WITHIN THE CONTEXT OF A PUBLIC/PRIVATE PARTNERSHIP</title>
      <link>https://trid.trb.org/View/464619</link>
      <description><![CDATA[The paper presents the approach adopted by the technical committee in order to define a common framework for the evaluation of in-car information services (the CARMINAT field tests in France), involving many different partners aiming at different objectives, often divergent, sometimes contradictory. This general framework includes the general requirements for the evaluation plan. The evaluation objectives have been selected, classified and ranked among the partners. Then, the relevant criteria have been identified. For the implementation, the follow-up, the validation and the quality assessment of the evaluation plan, a specific organisation has been set up, involving public and private partners. The paper describes in particular the reasons for setting up such an organisation and its day to day functioning. Taking into account the results obtained, recommendations for future organisation are presented as well.  (A) For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464619</guid>
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    <item>
      <title>A TELECOMMUNICATION NETWORK ARCHITECTURE FOR THE SUPPORT OF MOBILE COMMUNICATIONS IN A MOTORWAY ENVIRONMENT</title>
      <link>https://trid.trb.org/View/464620</link>
      <description><![CDATA[The main features of a motorway telecommunication network are examined, and its structure, protocol architecture and functionalities are briefly discussed, also in relation to the services to be supported. A hierarchical structure of the network is evidenced, where high-, medium- and low-level nodes carry different traffic aggregations, and contribute to transfer information at different levels of abstraction to the traffic control system. In this context, a particular aspect of the network is then considered in greater detail, regarding the dynamic sharing of the mobile radio channel for vehicle-to-infrastructure and vehicle-to-vehicle communications. Two different, overlaid, cooperating systems are proposed: i) a cellular packet network, characterized by the presence of "base stations", one for each cell, interconnected through the infrastructure ground network; ii) a dynamically reconfigurable network, realizing limited interactions among adjacent vehicles within a cell, in order to support cooperative driving functions. With a specific choice of the multiple access protocol to be used by the cellular network, simulation results are presented of the vehicle-to-infrastructure communication, in the presence of mixed voice and data traffic.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464620</guid>
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    <item>
      <title>FORECASTING OF TRAFFIC FLOWS IN FREEWAY SECTIONS ACCORDING TO ESTIMATED IN-FLOWS AND TRAVEL TIMES</title>
      <link>https://trid.trb.org/View/464621</link>
      <description><![CDATA[This paper deals with a three steps forecasting model, useful to support real-time traffic management on a freeway network. The proposed approach combines an in-flow predictive model and a distributive one with an assignment model based on the speed distribution of the freeway flow, which allows to describe the different behaviour of the drivers. Results of an application to an Italian freeway are also discussed.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464621</guid>
    </item>
    <item>
      <title>SOME APPROACHES TO ROAD TRAFFIC FORECASTING</title>
      <link>https://trid.trb.org/View/464622</link>
      <description><![CDATA[In this consideration of road traffic forecasting the author first makes a distinction between the explanation of the behaviour of a system and its forecasting. He suggests that better results can be obtained if a series of models are designed adapted to a) the type of traffic (urban, interurban), b) the availability of delayed and real time data, c) the frequency of data acquisition and d) the horizon of forecasting. Two models using a static approach, ATHENA and ATHENA NET, are considered. Stages in their application are outlined and results presented of the application of the method to traffic in the French town of Beaune.  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464622</guid>
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    <item>
      <title>PROSPECTIVES FOR ELECTRIC VEHICLE USE IN GERMANY AND CALIFORNIA - A COMPARISON</title>
      <link>https://trid.trb.org/View/464623</link>
      <description><![CDATA[This paper considers mobility patterns in Europe and the USA and assesses the potential market for electric vehicles. Their uptake is seen as particularly likely in households with 2 or more cars. The disadvantages of electric vehicles compared to conventional ones are listed and measures suggested to overcome them. These include incentive schemes, the inclusion of electric vehicles in an integrated transport strategy and priority for electric vehicles. The availability of electricity, fuel consumption and emissions are discussed.  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464623</guid>
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    <item>
      <title>THE FUTURE OF THE ELECTRIC CAR</title>
      <link>https://trid.trb.org/View/464624</link>
      <description><![CDATA[The author believes that the car of the future will be a hybrid electric vehicle particularly if heat recovery systems can be developed. Four systems are compared - a) thermal engine, b) pure electric, c) hybrid electric and d) fuel cell electric. The way in which they are likely to develop over the next few years is examined. Hybrid cars using 0.5-1.0 litres/100km are envisaged together with thermal engines with low loss platforms. The reduction of vehicle auxilliary supplies and air conditioning loads will also need to be addressed.  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464624</guid>
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    <item>
      <title>THE ROLE OF A DUAL MODEL ELECTRO VEHICLE SYSTEM IN A SCENARIO OF SUSTAINABLE DEVELOPMENT</title>
      <link>https://trid.trb.org/View/464625</link>
      <description><![CDATA[This paper considers the energy consumption and emissions involved in the production and distribution of different kinds of vehicles. The modes considered include walking, cycling, moped, motorcycle, conventional car, small car, small electric car, bus, tram, metro and rail. Aspects considered include the production and recycling of the different materials involved, transportation characteristics, distance travelled and number of occupants carried. A total energy demand is calculated. With an electric car and the use of recycling a considerable amount of energy is saved but this is still far more than that used by public transport and cycling.  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464625</guid>
    </item>
    <item>
      <title>THE RUF AUTO/TRANSIT DUAL-MODE SYSTEM</title>
      <link>https://trid.trb.org/View/464626</link>
      <description><![CDATA[This paper discusses the RUF system which comprises small electric vehicles riding on a triangular monorail, typically 4m above existing traffic corridors. The system is considered to be the solution to congestion and pollution whilst maintaining mobility. The advantages of the system are described. RUFs are rented or privately owned and operated by smart card. They can drive either on the road or transfer to the rail where they link up to form trains and switch to the control system. A larger version, the MAXI-RUF, takes 10 passengers and moves between stations. Details are given of the operation of the system.  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464626</guid>
    </item>
    <item>
      <title>CAPACITY AND COST EFFECTIVENESS OF AUTOMATED PEOPLE MOVERS</title>
      <link>https://trid.trb.org/View/464627</link>
      <description><![CDATA[Automated people mover (APM) systems consist of automated, electric-powered, driverless vehicles operated singly or in multi-car trains on steel or concrete guideways. APM systems provide a high quality of service and are capable of moving between 2,000 to 25,000 passengers per hour per direction. Over the past two decades, APM technology has been used primarily for circulation service in airports, recreational parks and downtowns. APM technology is also used for trunk line transit service, such as the VAL system in Lille, France, and the SkyTrain in Vancouver, Canada, both of which are significantly successful. This paper attempts to investigate the capacity and cost effectiveness of line-haul APM systems to identify their role in intermodal guideway transit systems. Comparison of the capacity and cost effectiveness is made between rapid rail transit (RRT), light rail transit (LRT) and line-haul APM systems. It was found that the capital costs of line-haul APM systems fall in the cost range of LRT systems or between LRT and RRT systems. Comparison of passenger-km per employee ratios shows that line-haul APM systems studied have significantly higher productivity than both LRT and RRT systems in the US. It may be concluded that line-haul APM systems can be used as a cost-effective medium-capacity transit mode with a high quality of service.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464627</guid>
    </item>
    <item>
      <title>LARGE POWER TRAINS FOR ELECTRIC AND HYBRID BUSES</title>
      <link>https://trid.trb.org/View/464628</link>
      <description><![CDATA[Westinghouse Electric Corporation has developed and fielded high-power Electric Vehicle (EV) power trains capable of 185 kW (250 hp) peak power and 130 kW (175 hp) continuous power. A single 100 kg motor has proven to be suitable for buses weighing 15,000 kg (without gear shift). The motor and controller share production components with power trains produced by Westinghouse for other automotive EV applications. The motor, controller, and speed reducer are cooled (and lubricated) with synthetic oil. The speed reducer is designed for a life of over 800,000 km and the motor design is patterned after aircraft generators which have a service life of 20 years using the same lubricant. The liquid cooling technique used in the motor allows it to operate at 1.33 kw/kg (0.8 hp/lb) continuously. Testing has confirmed performance and range simulations and shows that the acceleration and braking performance is generally better than that of a diesel-powered counterpart. The AC power train draws about 770 Wh/km (at the battery) for the operation of a 15,000 kg bus and 570 Wh/km for a 10,000 kg bus.  (A) For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464628</guid>
    </item>
    <item>
      <title>DEDICATED CONTROL TECHNIQUES FOR DRIVING SYSTEM OF ELECTRIC CARS</title>
      <link>https://trid.trb.org/View/464629</link>
      <description><![CDATA[The authors describes an energy-saving algorithm which can be applied to electric cars driven by asynchronous motors. This is obtained by utilising the maximum electromagnetic torque for each set of armature currents. The evaluation of the algorithm is outlined and numerical simulations given to illustrate the energy savings possible. Comparisons are made with the traditional field-oriented technique. Finally it is shown that the feeding technique can be easily obtained by a fully-digitised control system.  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464629</guid>
    </item>
    <item>
      <title>ULTRA LIGHT EV GLOBAL DESIGN CHARACTERISTICS</title>
      <link>https://trid.trb.org/View/464630</link>
      <description><![CDATA[During the period from 1990 to 1995, the automobile manufacturers of Europe, America, and Japan have been responsive to the need to re-evaluate the battery electric vehicle (EV), and have released key design specifications and vehicle performance characteristics for more than thirty electric vehicles displayed at the 55th IAA International Motor Show in Frankfurt, NAIAS'95 North American International Auto Show in Detroit, and the 30th International Motor Show in Tokyo. This paper includes a comparative parametric correlation analysis of these key design parameters which include: vehicle test mass, tire coefficients, overall aerodynamic drag and skin friction drag coefficients, equivalent flat plate frontal area, length to hydraulic diameter ratio, peak tractive force, peak traction motor power, and battery energy storage capacity. The conclusions show that the automobile manufacturers have achieved dramatic improvements in many of these key design parameters, and as a result the battery electric vehicle now promises to have a brighter future.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464630</guid>
    </item>
    <item>
      <title>REFORMER/FUEL CELL/BATTERY/ELECTRIC MOTOR DRIVE TRAIN FOR ELECTRIC VEHICLES; SYSTEM INTEGRATION AND TEST RESULTS</title>
      <link>https://trid.trb.org/View/464631</link>
      <description><![CDATA[An experimental electric drive train based on fuel cells and batteries is being developed and a number of tests (including drive cycles) will be imposed to this system. This new drive train consists of: Methanol Reformer, Gas Clean-Up System, Fuel Cell System, Battery Pack, Electric Motor, and a Supervisory Control Unit. Results of the tests are shown. The system has advantages over battery drive trains and internal combustion engines, in that it does not need recharging of batteries and it is almost free of emissions. Although the system still has to be improved before it can be implemented in an electric vehicle, the project shows a way towards a clean and efficient drive train.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464631</guid>
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    <item>
      <title>ZEBRA BATTERIES, A VIABLE SOLUTION FOR ELECTRIC VEHICLES</title>
      <link>https://trid.trb.org/View/464632</link>
      <description><![CDATA[Electric Vehicles (EV), the only possible Zero Emission Vehicles (ZEV), are presently under development. The battery as the energy storage device is the key component of the EV. The battery has to fulfill requirements not only directed to performance data but also to costs, safety and environmental compatibility. ZEBRA batteries have already been tested on the bench as well as in EVs on the road. It turned out from these tests that ZEBRA batteries show high energy and power densities and with 105,000 km permanent operation in a car, an excellent service life. Therefore ZEBRA is regarded as a viable candidate for EVs.  (A)  For the covering abstract see IRRD 882109.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464632</guid>
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