<?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%3AQbd" 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>Design of a Cost Effective Spatial Image Registration System for Augmented Reality in Vehicular Applications</title><link>http://pubsindex.trb.org/view/2553200</link><description><![CDATA[The paper describes the design and validation of a spatial image registration algorithm for a vehicular Head-Mounted Augmented Reality (AR) system. AR can considerably improve the driving experience by increasing the driver’s situational awareness. AR can only work if stable and realistic holograms are generated. The process of generating the holograms so that they appear in a specific position in the world is also known as image registration. Since AR devices employ see-through Head-Mounted Displays, realistic image registration requires high-accuracy head tracking. Solutions exist in static environments where state-of-the-art simultaneous localization and mapping algorithms suffice. Vehicles are more challenging. In aerospace, costly optical-inertial tracking systems are regularly employed. This paper focuses instead on low-cost ground vehicles and proposes a solution that does not require aerospace-grade Inertial Measurement Units and is easily integrable on cars. The proposed solution, tested on a racing circuit, is based on passive markers and on the stereoscopic detection of the road plane on which the AR features are anchored.]]></description><pubDate>Fri, 31 Oct 2025 14:24:47 GMT</pubDate><guid>http://pubsindex.trb.org/view/2553200</guid></item><item><title>Development of Deceleration-Based Friction Prediction Models and Methods on Semiprepared Runway Surfaces</title><link>http://pubsindex.trb.org/view/2119071</link><description><![CDATA[Both civilian and military airfield managers require the safe operation of aircraft on runway surfaces. This includes the operation of ground traffic on airfield operating surfaces as well as connecting road infrastructure. Often times in austere environments, this road infrastructure is unpaved and consists mostly of either semiprepared or unbound soils. It has been shown in numerous research efforts that surface friction is an excellent indicator of safe operating conditions. Although a great deal of work has been done to quantify safe surface conditions for landing and takeoff operations on rigid and flexible pavement structures, limited research exists to extend such efforts to soil-based or semiprepared surfaces. The objective of this research was to develop deceleration-based surface friction prediction models on unpaved surfaces with varied moisture conditions and soil types. Surface friction, in this study, was quantified using the Findlay Irvine Mk2-D GripTester. Deceleration was measured using four smartphone inertial measurement units (IMUs), one Bowmonk IMU, and one Xsens IMU. Tests were conducted in three ground vehicles: a high-mobility multipurpose wheeled vehicle, a civilian ½-ton pickup truck, and a civilian full-size sport utility vehicle. The various deceleration-based devices tested here adequately correlated (coefficient of determination &gt;0.6) with Mk2-D GripTester measurements collected on unpaved soil runways. The models and measurement methods detailed here are of considerable use to both semiprepared runway and ground vehicle operations managers around the world needing to measure safe surface conditions following inclement weather.]]></description><pubDate>Wed, 22 Feb 2023 09:21:40 GMT</pubDate><guid>http://pubsindex.trb.org/view/2119071</guid></item><item><title>Evidence-Based Challenges for Hyperloop Deployment: A Taxonomy of Research Issues based on Bibliographic Research</title><link>http://pubsindex.trb.org/view/1759072</link><description><![CDATA[Hyperloop is a new surface mode of passenger and freight transport that gained much visibility in the last years. Even though it has been introduced as a concept relatively recently, significant progress has been made so far, with several hyperloop promoters involved in research and development of hyperloop systems around the world. Nevertheless, considering the system complexity, and the absence a of a full-scale-full-capacity demonstration project so far, there are concerns that need to be addressed for what regards the safety and serviceability performance. This study leverages the status of hyperloop development, identifies issues and challenges, and provides policy insights towards testing and implementation. To this end, it builds a taxonomy of issues from scientific research, by analyzing all hyperloop technology developments in literature, applying the methodology developed for the European Commission’s Transport Research and Innovation Monitoring and Information System (TRIMIS).]]></description><pubDate>Thu, 04 Feb 2021 10:54:38 GMT</pubDate><guid>http://pubsindex.trb.org/view/1759072</guid></item><item><title>Alternative Fuels in Airport Fleets</title><link>http://pubsindex.trb.org/view/1482521</link><description><![CDATA[Airports own and contract fleets to transport passengers, staff, and goods by on- and off-road vehicles. Although most transportation fuels are consumed by aircraft, using alternative fuels in airport fleets is one opportunity airports have to control emissions and fuel costs and potentially reduce maintenance. Because of complex procurement, operational, and environmental decision making associated with alternative fuels, airport operators can be challenged when analyzing the options.  This synthesis of current airport practice compiles information on eight alternative fuels:  biodiesel, renewable diesel, compressed natural gas (CNG), renewable natural gas, liquefied natural gas, liquefied petroleum gas, hydrogen, and electricity. Information used in this study was acquired through a review of the literature, an online survey completed by 33 airports (80% response), and 16 follow-up interviews with respondent airport operators.  The online survey and phone interviews produced the following key observations:  1) the use of alternative fuels has risen steadily in airport vehicle fleets since the early 1990s, in both the total number of airports using alternative fuels and the diversity of the fuel types used; 2) Airports purchase alternative fuel vehicles for a variety of reasons, most notably to maintain an environmentally friendly image and to reduce greenhouse gas (GHG) emissions; 3) Airports vary significantly in their willingness to try new fuels; 4) CNG is used at the greatest number of airports surveyed; however, the fastest-growing fuel type in the past 5 years is electricity; and 5) buses and shuttle buses are often the first vehicle types that an airport considers good candidates for alternative fuels, but a key concern airports expressed about the use of alternative fuels in buses and shuttle buses is the negative publicity that could be created if vehicles become inoperable or are out of service for extended periods.  Most airports undertake the same three-step process when considering the use of a new alternative fuel: (1) identify available vehicle options that use a given fuel, (2) determine the costs and benefits of the alternative versus petroleum-based fuels, and (3) examine options for external and internal financing of vehicles, fuels, and infrastructure.  Airports reported receiving a great amount of value from bi-fuel vehicles, such as vehicles that can use CNG or diesel/gasoline. The use of certain low-carbon fuels such as renewable natural gas and renewable diesel is limited in airport fleets, but the fuels are promising because of their competitive costs and their ability to dramatically decrease GHG emissions.]]></description><pubDate>Mon, 18 Sep 2017 08:43:30 GMT</pubDate><guid>http://pubsindex.trb.org/view/1482521</guid></item><item><title>Evaluating Skidding Risk of a Road Layout for All Types of Vehicles</title><link>http://pubsindex.trb.org/view/1393267</link><description><![CDATA[This paper represents an update to earlier research by the authors on a new method for analyzing the friction of road vehicles. With the third criterion of Lamm as a starting point, the new concept of "friction capital"  was introduced in previous work as the performance limit of the road in terms of friction. This method was named the friction diagram method; its output is the friction diagram, which represents the percentage of friction capital that a vehicle uses traveling on a given road. During the design step, the friction diagram could be used to quantify the risk of skidding related to a given road layout. In this paper, the authors investigate the influence of vehicle type on the friction diagram, because it was observed that the type of vehicle used in analyzing a road segment affects the values of friction capital when the boundary conditions and the road geometry change. This finding led the authors to identify the vehicle to be used in detecting skidding risk. This vehicle has been named the "design critical vehicle."  Use of the design critical vehicle enables faster detection of the road sections with high skidding risk by using a single friction diagram and avoiding the need to perform the same analysis for various vehicles. Determining the design critical vehicle could be useful in the application of the friction diagram method both in designing roads and in checking existing roads.]]></description><pubDate>Thu, 25 Feb 2016 10:15:08 GMT</pubDate><guid>http://pubsindex.trb.org/view/1393267</guid></item><item><title>Improving Ground Support Equipment Operational Data for Airport Emissions Modeling</title><link>http://pubsindex.trb.org/view/1395311</link><description><![CDATA[Although airport ground support equipment (GSE) can provide significant contributions to an airport’s overall emissions, little guidance is available to help airports accurately capture actual GSE activity at their facilities in a manner suitable for the Federal Aviation Administration’s (FAA’s) approved emissions models, Emissions and Dispersion Modeling System (EDMS) and the Aviation Environmental Design Tool (AEDT). This can result in inaccurate predictions of air quality impacts because staff may use insufficient or inconsistent data collection, analysis, and reporting methods. Conversely, airports often choose not to collect specific GSE activity data and instead use default values established in EDMS and AEDT. However, these default values are widely acknowledged to be conservative and may overestimate an airport’s air quality impacts. This report is a guidance document that provides a potential update to the current set of default GSE fleet and activity data used for passenger and cargo aircraft and a protocol to improve the accuracy and consistency of data collection for airport GSE activity compatible with EDMS and the AEDT. This guidance document can be used by airport operations, environmental and planning personnel, and other stakeholders for the purpose of understanding and improving local air quality. The updated set of default GSE fleet and activity values address the number and type of vehicles by aircraft code; difference between type of operations; time in operational mode; and gate deicing vehicles. The airport-specific data-gathering protocol includes the parameters to be collected; recommendation of statistically valid sample sizes; operational considerations for start-up and mobilization of equipment; coordination with airlines; and safety considerations. The guidance is tailored to airports of different sizes; airports of different climates; limitations of the current default GSE fleet; various fueling methods; availability and utilization of aircraft parking position utilities; and is applicable to newer aircraft.]]></description><pubDate>Fri, 15 Jan 2016 13:26:25 GMT</pubDate><guid>http://pubsindex.trb.org/view/1395311</guid></item><item><title>Reduction of Collisions Between Aircraft and Surface Vehicles: Conflict Alerting on Airport Surfaces Enabled by Automatic Dependent Surveillance-Broadcast</title><link>http://pubsindex.trb.org/view/1253444</link><description><![CDATA[Automatic dependent surveillance–broadcast (ADS-B) will be the basis of future surveillance systems in the United States as well as in many other countries. The more frequent and more accurate information available with ADS-B could improve the performance of conflict-alerting systems for vehicles operating on airport surfaces. Ten years of National Transportation Safety Board (NTSB) and Aviation Safety Reporting System (ASRS) airport surface accident reports were reviewed, and four encounter scenarios representing the most commonly observed interactions between aircraft and airport surface vehicles were created. A concept of operation was then defined for how an ADS-B–based alerting system could take advantage of ADS-B–specific information to generate alerts in each of those four encounter scenarios. Through the use of historical ADS-B data from the Boston, Massachusetts; Philadelphia, Pennsylvania; and Louisville, Kentucky, airports, proof of concept was established. The concepts show promise in reducing the uncertainty in alerting systems that is present because of lack of knowledge of the intent of the operator. Instead of guessing at future states by propagating trajectories, an alerting system would compare expected behavior to actual behavior and alert personnel if a deviation were observed.]]></description><pubDate>Mon, 24 Jun 2013 11:24:39 GMT</pubDate><guid>http://pubsindex.trb.org/view/1253444</guid></item><item><title>Airport Ground Support Equipment (GSE): Emission Reduction Strategies, Inventory, and Tutorial</title><link>http://pubsindex.trb.org/view/1222352</link><description><![CDATA[To help the industry assess and mitigate the contribution of ground support equipment (GSE) to air quality impacts at airports, this report (1) presents an inventory of GSE at airports, (2) identifies potential strategies to reduce emissions from powered GSE, and (3) provides a tutorial that describes GSE operations and emission reduction technologies for use by GSE owners and operators.  The tutorial, which is on the accompanying CD-ROM, CRP-CD-123, is a user-friendly, interactive, self-paced, stand-alone tool that provides stakeholders a better understanding of GSE, their operations, and applicable federal environmental regulations and potential approaches to reduce GSE emissions.  The tutorial is structured in three modules:  GSE Basics; Emissions Reduction Approaches and Case Studies; and Converting to Cleaner GSE.]]></description><pubDate>Thu, 08 Nov 2012 11:51:44 GMT</pubDate><guid>http://pubsindex.trb.org/view/1222352</guid></item><item><title>Low-Velocity, High-Mass, Wide-Area Blunt Impact on Composite Panels</title><link>http://pubsindex.trb.org/view/1091217</link><description><![CDATA[Impact damage caused by ground vehicles and equipment colliding with the structural components of aircraft is a significant source of damage to commercial aircraft that may go unreported. Most common are blunt impacts from ground maintenance and service vehicles and equipment with attached elastomeric bumpers that protect the aircraft to some degree but may not leave externally visible evidence of an impact. This research examines the types of impact threats to a composite airplane fuselage, impact testing of composite specimens that simulate airplane fuselage specimens, and the visible detectability of the damage. The test program has two distinct aspects: (a) prediction through analysis and (b) small- and large-scale quasistatic indentation testing.]]></description><pubDate>Mon, 25 Apr 2011 07:04:52 GMT</pubDate><guid>http://pubsindex.trb.org/view/1091217</guid></item><item><title>Low-Cost Tightly Coupled GPS, Dead-Reckoning, and Digital Elevation Model Land Vehicle Tracking System for Intelligent Transportation Systems</title><link>http://pubsindex.trb.org/view/1092635</link><description><![CDATA[This paper aims to develop an enhanced tightly-coupled LVT system by integrating data from GPS, low-cost dead-reckoning (DR) sensors and a Digital Elevation Model (DEM). Three different configurations are considered: (1) integrating GPS with low-cost DR sensors resulting in an integrated GPS/DR system, (2) integrating GPS with a Digital Elevation Model (DEM) resulting in an integrated GPS/DEM system and (3) integrating GPS with both DR sensors and a DEM resulting in an integrated GPS/DR/DEM system. An Extended Kalman Filter (EKF) is employed to integrate data in each of the three integrated systems. The accuracy performance of each of the three LVT systems has been evaluated using both real-world and simulated data. Simulated data have been created to replicate a relatively harsh operational environment where the performance of a LVT system is expected to degrade rapidly with low GPS satellite visibility. The results suggest that the GPS/DR/DEM system, as expected, outperforms the other two systems (GPS/DR and GPS/DEM). This is because the positioning error in the GPS/DR/DEM system is compensated by the GPS measurements, DR measurements and DEM height data even with only one satellite in view. If no satellite is available (e.g., within a tunnel), the positioning error in GPS/DR/DEM is reduced by DR measurements and DEM height data. The accuracy offered by the GPS/DR/DEM system has been found to be 1.83m (95%) for the GPS dataset collected in Nottingham (UK) and the maximum horizontal error at the end of 30sec continuous GPS outage has been found to be 6.6m (with three satellites in view) and 31.3m (with only one satellite in view). The overall cost of the GPS/DR/DEM system would be low given that the only additional sensor needed here is a low-cost gyroscope along with a GPS receiver. Therefore, the LVT system has capability to satisfy the accuracy requirements of many intelligent transport systems operating in dense urban areas and has high potential to be implemented by the industry.]]></description><pubDate>Wed, 20 Apr 2011 14:03:05 GMT</pubDate><guid>http://pubsindex.trb.org/view/1092635</guid></item></channel></rss>