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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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    <item>
      <title>DEVELOPMENT AND OPERATION OF DUAL-MODE BUS SYSTEMS IN GERMANY</title>
      <link>https://trid.trb.org/View/271264</link>
      <description><![CDATA[For several years special efforts have been made in Germany to develop integrated bus transit systems.  Within the scope of dual-mode bus developments special attention has been paid to track guidance, propulsion systems and busway components.  Bus guidance technology and dual-propulsion systems have been developed and tested since the mid-seventies and are in passenger operation in several German cities.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/271264</guid>
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    <item>
      <title>NEW VEHICLE OPTIONS FOR LOWER-COST RAIL MOBILITY: USING DIESEL OR DUAL-POWERED LIGHT RAIL CARS AS A TRANSFER OF TECHNOLOGY</title>
      <link>https://trid.trb.org/View/577329</link>
      <description><![CDATA[An exciting opportunity exists to transfer innovative transit technology and operating scenarios from Europe to North America. There is a need to demonstrate a range of mobility options using efficient and cost-effective new technologies to maximize the use of available rail rights of way.  The use of a new generation of self-propelled diesel multiple unit cars (DMUs) or dual-powered electric light rail vehicles (LRVs) combined with changes in operations and organization can provide a low-cost way to operate efficient rail service on marginal lines.  Two types of DMUs and two applications of dual-powered LRVs are described, both of which have been demonstrated in North America.  These demonstrations represent commitment by the manufacturer and the operator to seek new solutions from overseas.  Whereas each type of DMU fits a specific niche, they both offer a clear indication of the potential for this type of vehicle.  Also suitable for technology transfer are dual-powered electric light rail cars now used in Karlsruhe and Amsterdam. The Karlsruhe system extends a city tramway system out into the region on standard rail lines.  The Amsterdam operation brings a suburban light rail line into the city center by sharing the existing subway.  Cleveland's Shaker Heights Light Rail Line also reaches the city center by sharing tracks with a rapid transit line.  Each combines the use of existing infrastructure into a cost-effective package.  Planning in New York and Philadelphia includes a potential application of light rail dual-powered technology and track sharing.  Although outside the scope of this study, both Japan and Korea have demonstrated the feasibility of similar track sharing for heavy rail services. Strategies for operating these new vehicle concepts are identified:  (a) track sharing with freight railroads or metros, (b) providing separate time windows for non-FRA-compliant vehicles, (c) FRA compliance, (d) Americans with Disabilities Act compliance, (e) fare collection, and (f) other institutional and labor issues.]]></description>
      <pubDate>Fri, 03 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577329</guid>
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      <title>TRANSIT SYSTEM PLANNING: TECHNOLOGY YES, BUT MARKETS ALSO</title>
      <link>https://trid.trb.org/View/464330</link>
      <description><![CDATA[This paper reviews transit developments in the last twenty years, draws on that experience base and suggests ways to improve transit planning.  Examples are discussed, including bus rapid transit; High Occupancy Vehicles (HOV); light-rail transit; dual-powered and/or guided bus; and rail rapid transit. The future will see fewer regular highway projects and more multi-modal corridor programs, incorporating HOV and transit elements.  In urban areas, existing rights-of-way may be the key to realizing integrated transportation improvements.  Transit planners will need to look less from a "technology mode" viewpoint and more from a "transportation market" basis.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464330</guid>
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    <item>
      <title>DOWNTOWN SEATTLE TRANSIT TUNNEL. FIFTH NATIONAL HIGH-OCCUPANCY VEHICLE (HOV) FACILITIES CONFERENCE, HOV FACILITIES--COMING OF AGE, CONFERENCE PROCEEDINGS, APRIL 28 - MAY 1, 1991, SEATTLE, WASHINGTON</title>
      <link>https://trid.trb.org/View/364325</link>
      <description><![CDATA[This conference presentation provides a brief overview of the Downtown Seattle Transit Project, referred to as Seattle's bus tunnel.  Background information is provided on why the tunnel was developed rather than a surface treatment, followed by a discussion of the major components of the project (the tunnel, the surface circulation system, surface improvements, and the dual-powered bus technology). At the tunnel's north portal there is a direct connection to the I-5 HOV lanes and at the southern most station there is a connection to an exclusive busway.  By early 1992 there will also be a connect to the I-90 HOV lanes.  Seattle Metro is currently operating 13 routes in the tunnel with about 15,000 passengers a day.]]></description>
      <pubDate>Wed, 31 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364325</guid>
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    <item>
      <title>SEATTLE METRO TUNNEL: STATE-OF-THE-ART MAINTENANCE</title>
      <link>https://trid.trb.org/View/348092</link>
      <description><![CDATA[To alleviate further traffic congestion, the most sophisticated tunnel project thus far in North America, has been constructed in Seattle, Washington.  The $435 million project will begin service this month serving some 35 routes during rush hour.  By the year 2000, it is expected that the use of the tunnel will save commuters some 60 hours in yearly commuting and serve a fleet of 290 dual powered buses.  State-of-the-art security systems as well as the art work and design of stations create a pleasant and safe environment to attract riders.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/348092</guid>
    </item>
    <item>
      <title>DUAL ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/300475</link>
      <description><![CDATA[Traction and signalling problems which developed along the North London extension and how engineers handled them are described.  Problems involved trying to install alternating current (ac) electrification along direct current (dc) lines and trying to handle ac equipment over dual-electrified systems.]]></description>
      <pubDate>Mon, 31 Jul 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300475</guid>
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      <title>A SWEDISH DUO-BUS CONCEPT</title>
      <link>https://trid.trb.org/View/290174</link>
      <description><![CDATA[This report investigates a new duo-bus concept.  A standard diesel bus is equipped with an electric drivetrain consisting of a three-phase induction motor working at a constant number of revolutions and a hydrostatic transmission for the velocity control of the bus.]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290174</guid>
    </item>
    <item>
      <title>STAGING AREA SIMULATION MODEL FOR SEATTLE METRO BUS SUBWAY</title>
      <link>https://trid.trb.org/View/290542</link>
      <description><![CDATA[Documented in this paper is the development of a staging area simulation model for the Municipality of Metropolitan Seattle Transit Department (Metro) bus subway.  The bus subway, currently under construction, will use dual-powered buses that can operate on diesel engines above ground and from DC electric traction power from an overhead trolley wire in the tunnel.  Before construction of the bus subway took place, Seattle's Metro planners wished to analyze the operation of staging areas at each end of the subway.  These staging areas provide locations for changeover of traction power for the dual-powered buses and for dispatching buses into the subway in "platoons."  It was believed that these areas could present capacity constraints and might introduce delay into the proposed subway operations.  An interactive simulation model was developed for use on an IBM-PC.  This simulation model operated in real time, featuring graphic displays of the proposed staging area.  The model allowed planners to measure schedule delays and throughput at the proposed staging areas.  The model also allowed planners to evaluate the performance of bus dispatchers and automatic dispatching at these locations.]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290542</guid>
    </item>
    <item>
      <title>SEATTLE'S DUAL-POWER BUSES</title>
      <link>https://trid.trb.org/View/289045</link>
      <description><![CDATA[In an effort to solve downtown traffic congestion, Seattle's Metro director recommended the construction of an underground tunnel system which would use a fleet of dual-power buses.  These buses, which are built by Breda Costruzioni Ferroviarie in Pistoia, Italy, will be the most technologically complex buses ever built for transit use employing diesel power on freeways and electric power in tunnels.  The development of the system thus far, as well as detailed discussions on the search for a bus manufacturer who could produce the needed type vehicle is given.]]></description>
      <pubDate>Fri, 30 Sep 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/289045</guid>
    </item>
    <item>
      <title>ELECTRIFYING TRENDS IN U.S. TRANSIT</title>
      <link>https://trid.trb.org/View/288233</link>
      <description><![CDATA[Several U.S. cities are opting for low maintenance alternating current motors on rail cars, but the debate continues over whether transit cars have become more complicated than necessary.]]></description>
      <pubDate>Wed, 30 Sep 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288233</guid>
    </item>
    <item>
      <title>DOE HYBRID TEST VEHICLE--RESULTS OF FUEL ECONOMY EMISSIONS AND ENGINEERING CHARACTERIZATION TESTING</title>
      <link>https://trid.trb.org/View/217271</link>
      <description><![CDATA[A parallel-configuration, microprocessor-controlled Hybrid Test Vehicle (HTV) has been designed and developed by the General Electric Company for the U.S. Department of Energy.  It has successfully demonstrated on/off internal combustion engine (ICE) operation and dual (electric and ICE) power-system blending.  Results of testing the HTV at the Jet Propulsion Laboratory show that the HTV is capable of saving significant amounts of petroleum while maintaining standard ICE vehicle performance.  The HTV program operational experience has shown the need for design simplification and special battery considerations in future hybrid vehicles.]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217271</guid>
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    <item>
      <title>SURVEY ON THE STATE OF THE ART OF THE PLANNED DUO-BUS DEMONSTRATIONAL OPERATION IN ESSLINGEN/AM NECKAR</title>
      <link>https://trid.trb.org/View/208626</link>
      <description><![CDATA[The purpose of the planned DUO-Bus demonstrational operation is to demonstrate the operational capabilities of this new drive technology on a large scale once the test phase has been successfully concluded.  The traffic and route planning for the DUO-Bus network in demonstration operation has been completed.  This will make it possible to introduce a DUO-Bus system in five stages.  For this, sixty-two 2-axle DUO-Buses will be required.  As the procurement cost of the DUO-Buses is so high, it is in the interest of the Esslingen transit operators to consider purchasing articulated DUO-Buses.  Preliminary planning results have shown that a maximum of 16 articulated buses could be put into service.  In this case the above-mentioned figure for 2-axle DUO-Buses would be reduced accordingly.  The only problem facing the DUO-Bus trial operation is that of vehicle procurement.  The mains/battery version cannot be considered for demonstrational operation within the foreseeable future.  This also applies to the current version of the mains/diesel bus with automatic transmission.  In this area, further research must be carried out into the degree to which improvements can be effected by electronically controlled and more efficient automatic transmission with a possibly broader transformation function.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/208626</guid>
    </item>
    <item>
      <title>FIRST RESULT OF ACCOMPANYING INVESTIGATIONS, FINAL ASSESSMENT OF THE TROLLEY-/BATTERY-DUO-BUSES</title>
      <link>https://trid.trb.org/View/208627</link>
      <description><![CDATA[The SNV Studiengesellschaft Nahverkehr mbH has been commissioned to monitor the organisational and scientific aspects of the small scale trial operation of DUO-buses in Esslingen which began on 1.1.1980.  The operational data for the buses with the trolley/diesel engine system is still being collected and evaluated as the tests have not yet been finished.  However the buses with the trolley/battery combination have already been evaluated as the operational trails with these vehicles were concluded on 31.7.1981.  Taking the knowledge gained from the data on the buses with the trolley/battery system, and especially on the battery drive technology, the following assessment has been made: From an environmental point of view and considering that it does not rely on petrol, the trolley battery concept is still an advantageous and significant concept which is liked by driver and passenger alike.  From a cost point of view, however, it cannot be recommended to the operators at the moment as it is not economical alternative.  The traction batteries are too large, too heavy, require too much maintenance, are not powerful enough, break down too often and the life of the batteries is too short.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/208627</guid>
    </item>
    <item>
      <title>EVALUATION OF AVAILABLE OPERATIONAL EXPERIENCES WITH DUO-BUSES AND DEDUCED MEASURES FOR IMPROVEMENT: SYSTEMS ANALYSIS POWER CONSUMERS</title>
      <link>https://trid.trb.org/View/208625</link>
      <description><![CDATA[During 2 1/2 years of small-scale trial operation in Esslingen with 5 DUO-buses, valuable knowledge has been gained for the further development of the DUO-bus system. It has already been planned to carry out a large-scale demonstrational operation, but the chances of realising this differ considerably depending on the supply and propulsion systems to be used.  The electrical propulsion system uses energy from the catenary system and the battery and does not emit exhaust fumes and requires no petrol.  Despite the satisfactory state-of-the-art of the mains/battery combination, economical operation is not expected in the near future.  However, the DUO-bus with the mains/diesel combination, which emits less exhaust fumes in the area in which it operates than other conventional buses, and is partly independent of petrol, will very probably be able to be produced in series and operated economically in the near future.  Before series production can begin, however, the development of the mains/diesel system on a broader basis is considered necessary.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/208625</guid>
    </item>
    <item>
      <title>THE TROLLEY COACH IN EUROPE AND OTHER PARTS OF THE WORLD</title>
      <link>https://trid.trb.org/View/203144</link>
      <description><![CDATA[This is a brief presentation of the status of the trolley bus in Europe and to a certain extent the remainder of the world outside of North America.  It shows that the trolley bus mode is receiving serious consideration throughout the world and that its renaissance is not a passing phase.]]></description>
      <pubDate>Wed, 30 May 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203144</guid>
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