{"title":"Personal radio from a social perspective","authors":"F. Shoemaker","doi":"10.1109/VTC.1978.1622548","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622548","url":null,"abstract":"Citizens band (CB) radio has risen from an obscure hobby to a public mania in the United States in just a few brief years. This represents perhaps the biggest explosion of communication technology in the U.S. since the advent of television. CB's cultural impact may not be as pervasive as TV's, but, in an odd way, it is a creative one in which every individual can write his own script. Much anecdotal evidence exists in the U.S. mass media of the societal impacts of this new technology, but little empirical data are available on the topic. One important consequence of this lack of hard data is that public policy on CB communication has been largely reactive, rather than planned. The investigation by Denver Research Institute will develop baseline data to help answer important policy-related issues concerning the behavioral and social consequences of the adoption and use of CB radio in the U.S. The answers to this and other questions concerning the diffusion, adoption, and use of CB radio will be highlighted in the DRI study which began in July 1977, with a grant from the National Science Foundation, and which will conclude in October 1978. Such answers will assist telecommunication policymakers, including the FCC and OTP, in a long-range evaluation of citizens band radio and will contribute to research knowledge of the diffusion of innovations and the impact of personal communication technology in the United States.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"195 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123656913","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Alaska tanker simulation experiments with new precise navigation displays","authors":"W. Mcilroy","doi":"10.1109/VTC.1978.1622568","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622568","url":null,"abstract":"The demands for accurate navigation and safety become increasingly more stringent in travelling from the open waters into confined and congested harbor areas. This has dictated a need for an efficient all-weather precise navigation system using Loran-C and mini-computers to process the basic position information with minimum human intervention. As the development and field testing of such a new concept can be an extended process, the human was introduced into the evaluation process at the earliest opportunity by testing out the principle on the CAORF real time Simulator. This evaluation was incorporated in a series of experiments concerned with the safety of large tankers operating in the Valdez Narrows, Alaska. One of the objectives of the experiment was to compare the performance of a number of pilots when using an ideal precise navigator against that with an ideal radar system. The precise navigator proved to be more effective in allowing the pilot to maintain the ship's position within a prescribed tolerance zone. The use of the Simulator at this stage is both economical and effective as it allows the human operator to make judgments after experience with a \"real-life\" situation as to what information, at what rate, and in what form of display would best help him to navigate most safely.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"671 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117121195","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Alternator energized electric towing dynamometer","authors":"T. Jones, H. Stewart, D. Wilson","doi":"10.4271/780152","DOIUrl":"https://doi.org/10.4271/780152","url":null,"abstract":"The national goals of more fuel efficient automobiles are being achieved in part by smaller and lighter vehicles resulting in demands for smaller and compatible instrumentation. Previously designed towing dynamometers for regular-sized vehicles were unable to provide adequately low drawbar levels for small cars like the Chevette. The dynamometer trailer provides a controllable retarding force on the passenger car to simulate hill climbing. This paper describes electrical and mechanical characteristics and operation of a dynamometer specifically designed for contemporary vehicles. An improved method is outlined for supplying controlled electrical power to eddy-current retarders used on the dynamometer. The improved system uses a 24 volt production alternator to supply controlled direct current to the eddy-current retarder. The current delivered to the eddy-current retarder is controlled by adjusting the alternator's field current. Rotational energy to turn the alternator is derived from forward motion of the dynamometer trailer. The improved system eliminates the need for the previously used gasoline-powered generator and silicon-controlled rectifier system. The improved method greatly reduces initial hardware cost, operating and maintenance cost, and noise level.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"54 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117223497","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"15-KHz channel spacing tests in the 150-MHz band IMTS","authors":"R. A. Christie","doi":"10.1109/VTC.1978.1622531","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622531","url":null,"abstract":"","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129362634","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"National bureau of standards time and frequency services","authors":"G. Kamas","doi":"10.1109/VTC.1978.1622588","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622588","url":null,"abstract":"Frequency and time signals from the National Bureau of Standards are widely used to calibrate electronic devices, perform navigation experiments such as vehicle location and for setting of digital clocks. This talk will review the presently available NBS services. The present status of WWV and WWVB will be discussed and new NBS services using television signals and a 468 MHz satellite will be described. Telephone accessible services for voice and computer time setting will also be included. A recently published NBS Technical note entitled \"Time and Frequency User's Manual\" will be made available free to conference attendees.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"100 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127113657","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Computer models for AGT system operations studies","authors":"T. Dooley, A. Priver, L. Yuan","doi":"10.1109/VTC.1978.1622536","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622536","url":null,"abstract":"Abstmcr-pe major functions, inputs, and outputs of the seven computer models developed during the Automated Guideway Transit (AGT) System Operations Studies (SOS) project are described. The models were designed to provide tods to enable the transportation community to analyze the operation of AGT systems in the complete spectrum of deployments. Three analytic models are described: the feeder system model, which determines the cost and service characteristics of the non-AGT components of the door-todoor trip; the system cost model, which calculates annual and life cycle costs and environmental impacts; and the system availability model, which calculates the impact of failures and recovery times on passenger and vehicle delays in the network. Four simulation models are described: the discrete event simulation model, which models individual trips and vehicles on AGT networks for a wide range of management algorithms, service policies, and network configurations; the system planning model, which models vehicle and passenger flows on AGT networks; the detailed station model, which models individual vehicle and passenger movement in a station; and the detailed operational control model, which is a time step simulation that models individual or strings of vehicles on links, merges, or intersections.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129177494","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Simo-transmit systems... A solution to wide area coverage","authors":"G. Cannalte","doi":"10.1109/VTC.1978.1622573","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622573","url":null,"abstract":"A small but significant number of simulcast systems now exist and have been operational for some time. While the basic concept is not really new, the applications of it are. System designers were faced with a promising technique which was backed by some promising theory, but very little proven performance. Therefore the first system designs were understandably both cautious and conservative. Through experience gained from these existing systems, larger, higher performance and more sophisticated systems are now being made operational. Caution and care have not been abandoned, but rather are now focused in the now better known and understood problem areas. These areas have been distilled to a point where they can be categorized and predicted with reasonable certainty. Of equal importance some anticipated problems failed to materialize as problems and actually turned out to be blessings in disguise.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"20 7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130195559","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"The reliability history of airtrans","authors":"C. Watt, D. M. Elliott","doi":"10.1109/VTC.1978.1622539","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622539","url":null,"abstract":"The totally automated AIRTRANS system, bought by the Dallas/Fort Worth Airport Board and designed and built by the Vought Corporation, Dallas, Texas went into revenue service on the day the giant new airport opened in January, 1974. Since that day, it has served as a generally convenient and rapid connector between the airport's widely spaced passenger and employee stations. Over 13 miles of concrete guideway, 51 totally automatic and driverless passenger vehicles and four automatic utility vehicles circulate 24 hours a day over several loops and through 14 passenger and 13 employee stations. The system is controlled by a central computer and several regional computers. At a maximum speed of 17 mph, the longest trip time for any passenger between any two terminals, including wait time, is 20 minutes (30 minutes from a terminal to a remote parking lot). Most trips are much shorter - except when equipment failure occurs. Records kept by the central control operators - currently two persons per shift, 24 hours per day - have indicated generally a high level of availability after the initial system bugs were eliminated. In one good period the system performed for almost 200 days without a failure-induced delay long enough to justify calling out the backup busses. To permit other automated system specifiers and designers to benefit from the lessons learned in the AIRTRANS experience, the Urban Mass Transportation Administration has sponsored two assessments of the system at different stages of its life. These were performed by the Transportation Systems Center, and the most recent of them collected and analyzed the reliability, maintainability, availability and safety information on the system as it was recorded in the central operators logs over a period of three years. A sampling of the data was done for each of the six periods of the system's life, which were arbitrarily defined as being periods of operation during which the stable condition of the system differed from that of previous periods. Thus the first period of 147 days saw passenger service for 15 hours per day; the second of 217 days saw passenger service for 24 hours per day; the third period of 56 days saw both passenger and utility service for 24 hours per day; during the fourth period of 182 days Vought maintained the system on contract to the Airport Board. During the fifth period of 70 days the Airport Board took over maintenance itself. The sixth and final period of 238 days saw the system expand to include an employee transport service, using dedicated vehicles. An adequately large sample was taken to give good confidence that the various indices of performance system reliability, availability, mean miles between system failures, mean time to restore the system, and many others - were representative and meaningful for each period. Dennis Elliot of the Dallas/Fort Worth Airport Board extracted the raw data from the logs and maintenance records in accordance with a plan developed by","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125621624","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"The electric phoenix an illustrated history of electric cars, motors, controllers, and batteries","authors":"E. Wakefield","doi":"10.1109/VTC.1978.1622512","DOIUrl":"https://doi.org/10.1109/VTC.1978.1622512","url":null,"abstract":"The development of the modern, high performance electric car with speeds of 65 mph, accelerations of 0 - 30 mph in 8 seconds, and urban driving range on a single charge of over 60 miles represents a blending of a succession of improvements in mechanical, in electrical, in chemical, and in mathematical sciences.","PeriodicalId":264799,"journal":{"name":"28th IEEE Vehicular Technology Conference","volume":"48 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1978-03-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131406727","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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