<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. 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>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Review of bus rapid transit and branded bus service performance in Australia: From workhorse to thoroughbred</title>
      <link>https://trid.trb.org/View/1693995</link>
      <description><![CDATA[Bus rapid transit on dedicated right-of-way and branded bus services with a distinct visual identity have been implemented in various forms around Australia over the past three decades. A major public policy debate has surrounded the relative success of these bus priority and branding measures as compared with generic route services in attracting patronage. In this paper, we devise a metric known as a (gross) performance ratio to quantify the success for each of 7 bus rapid transit systems and 20 branded bus services as compared with regular route buses across six Australian capitals. A regression analysis is conducted to determine the statistical significance of various bus priority and brand identity initiatives which are used as inputs into a normalisation procedure to determine the net performance ratio of each service offering. This allows an informed comparison between systems and cities, controlling for operating environment and other service characteristics. The results reinforce the merits of upgraded bus services both as standalone initiatives and also as an alternative to expensive, rail-based infrastructure investment. Measures like network legibility and brand identity all help upgrade the image of the bus from workhorse to thoroughbred.]]></description>
      <pubDate>Thu, 19 Mar 2020 10:48:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693995</guid>
    </item>
    <item>
      <title>Tyre design and developments</title>
      <link>https://trid.trb.org/View/1197427</link>
      <description><![CDATA[This paper discusses various changes and developments in the tyre industry which have or will affect bus and coach operators, including tyre technology and items specific to city bus or route bus operations.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:32:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197427</guid>
    </item>
    <item>
      <title>Performance indicator analysis: a management tool for the improvement of bus transit operation in Bangkok</title>
      <link>https://trid.trb.org/View/1169387</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 20:35:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1169387</guid>
    </item>
    <item>
      <title>Best practices in transportation planning</title>
      <link>https://trid.trb.org/View/1151970</link>
      <description><![CDATA[The provision of cost efficient and effective bus transit service is the basic premise upon which transit service is developed and the goal that all public transportations agencies strive to achieve.  To attain this goal, public transit agencies must design their services around clear and defined principles, as well as a process to monitor the results achieved and to respond accordingly.  This requires service design standards, an effective performance measurement system, and a systematic and continuous service evaluation methodology.  This research identifies existing best practices in transit service planning and develops a generic model approach that could be adapted and used by public transit agencies for fixed route bus transit service planning, specifically to include service design standards, service performance measurements, and a standard service evaluation methodology.  This research effort provides a summary of best practices and provides a "template" process tool that can be adapted and customized for use by all sizes public of transit agencies.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:18:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1151970</guid>
    </item>
    <item>
      <title>BUS PERFORMANCE SIMULATION. EARLY RESULTS FROM HEVSIM</title>
      <link>https://trid.trb.org/View/277792</link>
      <description><![CDATA[The HEVSIM (Heavy Vehicle Simulation Model) can estimate changes in fuel economy due to changes in bus design, operating environment, or fuel type.  The model is expected to enable transit managers to evaluate the potential performance characteristics of buses available for purchase, evaluate the fuel consumption impacts of vehicle weight, components and accessories, and route operating profiles. Details of how it works are provided.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:48:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/277792</guid>
    </item>
    <item>
      <title>PHILADELPHIA'S FRANKFORD EL: REJUVENATION UNINTERRUPTED</title>
      <link>https://trid.trb.org/View/270722</link>
      <description><![CDATA[Philadephia's Frankford El has the highest passenger loading of any regional line with ridership exceeding 100,000 daily. Because of the deteriorated structure, it became necessary to rebuild this double-track rail line to modern standards while maintaining full weekday service.  The project involves 5.25 miles of elevated structure, repair of three major bridges and rehabilitation of 11 stations. Examinations had shown major structural defects such as corrosion, fatigue cracks and deteriorated concrete. While a completely new superstructure was considered, the $300 million project has subsequently been projected in terms of major rebuilding.  This minimized costs and assured continued service during the work, while assuring structural safety, reducing noise and vibration, and achieving a visually attractive structure.  The 8-year project calls for new track structure, replacement of the third rail, reconstruction of stations to contemporary standards, and remote control of all interlockings.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:59:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/270722</guid>
    </item>
    <item>
      <title>METAL BRIDGES</title>
      <link>https://trid.trb.org/View/216542</link>
      <description><![CDATA[This issue, which deals mainly with problems of resistance, protection, repair and reinforcement, contains a series of articles including: fatigue strength of are-welded assemblies in steels for metal construction work; anti-corrosion protection of metal structures; development of technology and regulations; anti-corrosion protection of metal bridges on the SNCF; repair and reinforcement by weding of puddled iron structures; reconstruction of the Fourmies viaduct.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216542</guid>
    </item>
    <item>
      <title>CNG BUS DEMONSTRATION PROGRAM DATA ANALYSIS REPOORT</title>
      <link>https://trid.trb.org/View/369918</link>
      <description><![CDATA[As part of the Clean Air Program (CAP) the CNG Bus Demonstration continued the Federal Transit Administration's (FTA) effort to collect data on introducing alternative fuel use in the transit industry. Two demonstration sites were selected to study the development of the Cummins Engine Company's L10G-240 CNG engine. Two Flxible/Cummins CNG fueled buses were studied for this study from February 1990 to October 1991.  Tests performed were the following: fuel economy; acceleration; top speed; gradeability; steady-state cornering; transient cornering; obstacle avoidance; and exterior noise.]]></description>
      <pubDate>Thu, 20 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369918</guid>
    </item>
    <item>
      <title>FEASIBILITY STUDY ON THE INTRODUCTION OF HYBRID BUSES</title>
      <link>https://trid.trb.org/View/536561</link>
      <description><![CDATA[The purpose of this research is to design pilot projects for introducing hybrid buses into the public transportation sector. This research also covers contents regarding hybrid buses with a trolley-collector motor and diesel engine, to identify technical and economical problems and to analyze cost benefits of using hybrid buses.  The trolley parallel hybrid system has been employed for the feasibility study.  This system has abundant operation results in Europe and the USA.  Its battery is small or is not necessary, and the maintenance cost is also low.  As a result of the feasibility study, reduction effects of CO2 emission were found out.  The cost benefit was investigated for cases using trolley system surrounding a medium-scale terminal among large-scale housing development, tourist resort, and stations.  The annual income is estimated to be larger than the annual payment in each case.]]></description>
      <pubDate>Sun, 30 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536561</guid>
    </item>
    <item>
      <title>TRUCK AND BUS NATIONAL SAFETY CODE TRANSPORTATION REGULATION IN ONTARIO - REV. AND UPDATED. REVISED EDITION</title>
      <link>https://trid.trb.org/View/465917</link>
      <description><![CDATA[This booklet describes how the National Safety Code for truck and bus operation has been implemented in Ontario.  Sections of the booklet explain requirements of driver's licenses, certification, testing, medical standards, and hours of work; the requirements for commercial vehicle operators; and regulations pertaining to load security, vehicle maintenance and inspection, and faculty audits.  This revision has been updated to incorporate new material relevant to the Ontario graduated licensing system, the Periodic Vehicle Inspection Program, and amendments to the Hours of Work Regulation, and other regulations.]]></description>
      <pubDate>Fri, 26 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465917</guid>
    </item>
    <item>
      <title>ALCOA FORGED ALUMINUM WHEELS FOR LOW FLOOR BUS APPLICATIONS</title>
      <link>https://trid.trb.org/View/576548</link>
      <description><![CDATA[Vehicle load carrying ability has increased over the past 50 years that Alcoa has been supplying forged Aluminum wheels to the North American marketplace.  The braking capacity has also increased to accommodate the higher loads.  Generally this resulted in larger brakes which needed a larger brake envelope. Thus the space available for the valve was reducing until, in the late 1980s, the valve which had typically been positioned in the base of the rim well on the Alcoa wheel, had to be moved to its current position in the side of the rim well.  European wheels had to accommodate the disc brake earlier than in the U.S. and the 1990 redesign of the European wheel increased the diameter under the wheel well to 493mm to ensure sufficient clearance for the brake caliper.  In 1995 Mercedes and RVI had some concerns around exposure of the valve to debris which could get caught against the caliper.  These concerns, which were primarily directed at steel wheels, also affected the Alcoa wheel.  Mercedes-Benz then issued a directive that all wheels purchased would have a "protected" valve.  This necessitated a radical modification to the current wheel shape but the redesign incorporated many improvements.]]></description>
      <pubDate>Thu, 11 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576548</guid>
    </item>
    <item>
      <title>ELECTRIC BUS OPERATION AND EVALUATION IN CALIFORNIA</title>
      <link>https://trid.trb.org/View/453003</link>
      <description><![CDATA[This study evaluated the performance, energy consumption, range, and costs of electric buses recently deployed around the campus of the University of California at Berkeley.  These electric buses have a relatively low curb weight and purchase price compared with electric buses in operation elsewhere.  The series-wound direct current motors of the electric buses result in poor hill-climbing ability.  This study presents results of vehicle tests under controlled conditions, statistical models for hill-climbing speed, energy consumption in revenue service, and estimated vehicle range.  It also compared capital, energy, and battery-replacement costs of the electric buses and diesel buses.]]></description>
      <pubDate>Sun, 29 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453003</guid>
    </item>
    <item>
      <title>DOT FUEL-CELL-POWERED BUS FEASIBILITY STUDY</title>
      <link>https://trid.trb.org/View/349608</link>
      <description><![CDATA[Purpose of the study is to evaluate and document the feasibility of powering standard size and small buses with fuel cells.  Major conclusions are that: a functional, hybrid fuel-cell/battery-powered bus can be built with currently available technology; technology projections of 5 years suggest that many of the disadvantages can be minimized with substantial improvements in performance; fuel cell costs in mass production will have to reach the $500/kwh level to be competitive with diesel engines.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/349608</guid>
    </item>
    <item>
      <title>BUS INDUSTRY SUMMIT PROCEEDINGS</title>
      <link>https://trid.trb.org/View/448782</link>
      <description><![CDATA[This Bus Industry Summit Proceedings contains the results of the Federal Transit Administration sponsored Bus Industry Summit that was held in Washington, DC on September 22, 1995.  The Summit brought together more than 35 representatives of bus manufacturers, suppliers, consultants, transit operators, and Federal officials.  The goal was to stimulate dialogue on the issues and challenges faced by the bus industry and to identify actions to address them.  The report summarizes the discussions and outcomes of the Summit.  Chapter one presents remarks from the Secretary and Deputy Secretary of the US Department of Transportation, and from the Administrator of FTA.  Chapter two includes presentations made by four representatives of the bus industry.  Chapter three provides a summary of discussions that resulted from the presentations.  Chapter four includes the papers presented at the Summit.  Chapter five contains the conclusions. The Summit agenda and a list of participants are included in appendices.   This report is also available at the FTA Internet address: http://www.dot.gov/dotinfo/fta/index.html.]]></description>
      <pubDate>Tue, 23 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/448782</guid>
    </item>
    <item>
      <title>FEDERAL ALTERNATIVE MOTOR FUELS PROGRAM - LIGHT DUTY FEDERAL VEHICLES, TRUCKS, AND BUSES: THIRD ANNUAL REPORT TO CONGRESS FOR FISCAL YEAR 1993</title>
      <link>https://trid.trb.org/View/448549</link>
      <description><![CDATA[This annual report to Congress details the Federal light-duty alternative fuel vehicle operations from October 1992 through September 1993.  Also included are results of the first year of the Alternative Fuels Bus Program activities.  The research that is associated with these projects is coordinated by the US DOE, Office of Transportation Technologies, through the National Renewable Energy Laboratory (NREL).  Significant expansion of the Alternative Motor Fuels Program data collection efforts occurred during fiscal year 1993 with the addition of more alternative fuel vehicles, test sites, and Federal agency involvement.  In addition, the heavy-duty and bus projects required by the Energy Policy and Conservation Act have developed to the point where data are available for reporting. The locations of the Federal light-duty, heavy-duty truck, and bus vehicles that are participating in the data collection program are identified.]]></description>
      <pubDate>Sat, 02 Dec 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/448549</guid>
    </item>
  </channel>
</rss>