<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3ADsbsc" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. 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>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Reducing Greenhouse Gas Emissions from Long-Distance Business Travel: How Far Can We Go?</title><link>http://pubsindex.trb.org/view/1875883</link><description><![CDATA[Long-distance (LD) travel accounts for over 30% of person-trip miles, with important energy and emissions impact. LD business travel can often be replaced by remote participation, so targeting such trips for cost, time, and emissions savings may be a wise strategy for protection of the climate, budgets, and human health. To appreciate Americans’ LD travel choices better, a 73-question online survey was conducted in 2019 that captured 2,327 LD (over 100?mi each way) trips made by 929 respondents during the previous 12 months, of which 490 round trips were for business purposes. Predictive models for LD trips per adult per year, overnights, LD travel times, and willingness to participate remotely and/or purchase carbon offsets for those trips were developed using respondents in Austin only. As expected, those educated to degree level tend to travel more often, for both business and nonbusiness purposes; everything else is constant. People who undertake LD travel more frequently are more likely to spend less time in transit/en route. Single people or those from large households educated to degree level are more likely to be willing to pay for the carbon emissions produced by their flights. Out of the 298 LD business trips made by Austinites, remote participation is possible for approximately a quarter, and the respondents involved are willing to participate remotely in 44% of those trips. In other words, Austinites appeared willing to participate remotely in slightly over 10% of their business trips overall, at least before the COVID-19 pandemic. This is definitely not enough to address climate change concerns as a result of carbon emissions from LD travel.]]></description><pubDate>Thu, 02 Sep 2021 10:02:29 GMT</pubDate><guid>http://pubsindex.trb.org/view/1875883</guid></item><item><title>NEW PARTNERSHIP BETWEEN UNIVERSITIES AND STATE DEPARTMENTS OF TRANSPORTATION IN THE ROCKY MOUNTAIN AREA: THE TEL8 SYSTEM</title><link>http://pubsindex.trb.org/view/575500</link><description><![CDATA[In 1995, the Mountain-Plains Consortium in the Rocky Mountain area initiated TEL8.  TEL8 is a satellite-based telecommunications system serving 10 sites in the Federal Highway Administration's Region 8.  Each site consists of in-room audio and video equipment that receives and transmits live sound and picture, coding/decoding compression equipment, and a satellite transmission system.  Each site is capable of sending and receiving signals from other sites in several modes of conferencing ranging from broadcast to multipoint two-way conferencing.  The goals of TEL8, its development, and lessons learned are presented along with cost data for this cutting-edge technology.  The many applications, including formal graduate course work, informally scheduled learning opportunities, and open communication forums, are also discussed.  The system provides a network for interaction among the six departments of transportation and four regional universities.  A user assessment of this form of distance learning is compared with more traditional forms using results of several client-based surveys.]]></description><pubDate>Tue, 29 Jul 1997 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/575500</guid></item><item><title>PROSPECTS FOR U.S. MAJOR AIRLINES -- 1995 THROUGH 1999</title><link>http://pubsindex.trb.org/view/461864</link><description><![CDATA[In this workshop presentation, the author considers the economic outlook for the major U.S. airlines for the years 1995 through 1999.  First, a table showing the history of operating income and change in key variables for the years 1978 through 1995 is presented and discussed.  Periods of improving earnings, periods of declining earnings, and neutral periods are shown.  Next, a table which gives a projection of the five-year (1995-1999) earnings of the major airlines is presented and discussed. Problems that might interrupt a positive earnings trend in the next several years are discussed.  They concern recession, fuel prices, labor, new low-fare airlines, and teleconferencing.]]></description><pubDate>Mon, 13 May 1996 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/461864</guid></item><item><title>THE FUTURE OF BUSINESS AIR TRAVEL</title><link>http://pubsindex.trb.org/view/453047</link><description><![CDATA[Recent data indicate that business travel is slowing, and most business travelers are aggressively pursuing travel management policies that include limits on travel and negotiations with airlines for lower fares.  Some analysts find that business air travel may be further adversely affected from the proliferation of communications technologies, including teleconferencing. Four findings are discussed:  Statistically significant changes in the relationship of business air travel to gross domestic product (GDP) occurred in the late 1980s; recovery of business travel is likely to be less robust compared with previous business cycles.  Econometric analysis of business and total passenger enplanements in the U.S. domestic air system indicate that a significant decline in the elasticity of demand with respect to GDP occurred in the late 1980s and early 1990s. About 40 industrial sectors account for 80% of business air travel.  Median job and output growth for many of these sectors are below the national average.  Many companies now turn to travel managers or travel service organizations and third-party firms to manage travel.  Business air travelers are no longer willing to pay substantially higher air fares than personal travelers pay and have the skills to counter the airlines' yield management programs.  Most industries are familiar with telecommunications technologies and anecdotal evidence indicates many companies are currently substituting teleconferences for travel, at least for intracompany meetings.  Future advances in telecommunications and electronic communications offer additional convenient and less expensive alternatives to air travel.]]></description><pubDate>Thu, 04 Jan 1996 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/453047</guid></item><item><title>AN EVALUATION OF VIDEOCONFERENCING WITH ACTIVE AND PASSIVE SITES AS A MEANS FOR TECHNOLOGY TRANSFER</title><link>http://pubsindex.trb.org/view/272096</link><description><![CDATA[In an effort to broaden dissemination of the information presented at the Annual Meeting of the Transportation Research Board (TRB), TRB's Executive Committee approved an experimental videoconferencing session for the January 1984 Annual Meeting.  The objective of this session was to gain experience with this communication medium in order for TRB to make appropriate decisions about its future uses for technology transfer.  The session's effectiveness was evaluated by 180 respondents at 4 active sites and 186 respondents at 6 passive sites.  The evaluation involved such things as demographics, environmental conditions at the remote sites, the presentations, and the session's general format.  The effectiveness of a videocommunication session was compared with the effectiveness of a face-to-face meeting.  In addition, some preliminary cost data for this type of program were obtained.  In general, the program was very well received.  Some specific findings can be reported: (a) it reached a considerably different audience than would have been present at the TRB Annual Meeting; (b) the environmental characteristics at the sites were satisfactory; (c) the speakers, as a group, were well received by the respondents; (d) participants reported a significant increase in knowledge as a result of attending the program; (e) there were minimal differences between the responses from the respondents at the active sites and those at the passive sites; and (f) on an individual-participant basis, the cost of the program was within acceptable limits. As a result of these and other findings, videoconferencing was determined to have a place in the technology transfer activities of TRB and should be incorporated in appropriate areas to increase the communication to field personnel.]]></description><pubDate>Tue, 30 Sep 1986 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/272096</guid></item></channel></rss>