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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>New rail freight traffic for 2015</title>
      <link>https://trid.trb.org/View/888186</link>
      <description><![CDATA[This article discusses new technologies, dimensions and productions systems for rail freight traffic illustrated with real-life examples from Germany. Solutions are required for the problem of predicated growth in rail freight which is soon to exceed the capacity of today's railway system. One possibility is enlarging train dimensions, as it is possible to use longer trains as freight trains as light goods rarely reach their load limit before reaching their length limit. Other suggestions include use of different coupling systems and change of railway gauge. More flexible operations in railway sidings such as the use of self-propelled freight wagons are also suggested to enhance freight carrying efficiency. The vision of the authors is a productive freight railway which runs extra-long trains with double-stack container cars and high capacity wagons with at least 25 tonnes load per axle, powered by multiple traction.]]></description>
      <pubDate>Mon, 04 May 2009 07:51:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/888186</guid>
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    <item>
      <title>Study on lateral dynamic characteristics of vehicle/turnout system</title>
      <link>https://trid.trb.org/View/770428</link>
      <description><![CDATA[Based on Chinese No. 12 high speed, single-way swing nose rail concrete sleeper turnout, a comprehensive vehicle/turnout system coupling dynamic model has been established in this paper, and the lateral and vertical dynamic characteristics of vehicle/turnout systems have been simulated while the car passes through the turnout zone on divergence. These dynamic characteristics show that the lateral impact and vibration of the systems caused by the wheel/rail contact and irregularity are very intensive, especially at the switch zone and nose area of the turnout, and the lateral dynamics of the turnout system, such as lateral stability, vibrating responses, impacting and the allowable passing velocity force between the wheelsets and the switch rails are much more complicated than that of the vertical ones. (A)]]></description>
      <pubDate>Thu, 22 Dec 2005 11:19:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/770428</guid>
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      <title>EUROTUNNEL'S RAIL FREIGHT ASPIRATIONS</title>
      <link>https://trid.trb.org/View/685999</link>
      <description><![CDATA[Channel Tunnel rail freight business has been much lower than hoped. This is of concern to Eurotunnel, as in 2006, the Railway Usage agreement that puts a state-guaranteed floor under the company's revenues from rail services expires. Rail freight through the Channel Tunnel has declined because of the poor quality service offered by the railways, with unrealistic pricing, a lack of customer focus and poor marketing. The illegal immigrant problem has been solved by improved security measures. Eurotunnel intends to use its sales force to garner traffic for freight services and to transfer the quality principles applied in the operation of the lorry shuttles to long-distance rail freight. It is seeking joint venture partners to operate the trains. A terminal to UIC-B1 gauge is expected to open in Folkestone.]]></description>
      <pubDate>Tue, 13 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/685999</guid>
    </item>
    <item>
      <title>ELECTRICALLY POWERED PUBLIC TRANSPORTATION SYSTEMS</title>
      <link>https://trid.trb.org/View/75984</link>
      <description><![CDATA[In December 1977 a seminar was conducted at the University of Linkeoping on the subject of electrically powered public transportation systems.  During this seminar a general discussion took place on the various aspects of such systems, and the resulting report deals with the following topics: demand specification for public transportation systems in medium sized cities; energy and environmental aspects on city traffic; the Gothenburg tramcar study; tramcar traffic in Norrkoeping (a report); development of light railway vehicles; the Linkoeping case - light railway system; the uppsala case - a trolleybus study; trolleybus system in Linkoeping - cost estimation.  In the last three chapters of the report, a detailed economic comparison is made with other conventional bus systems, in regard to fixed costs, running cost of the various vehicles, depreciation of assets etc.  Finally, a detailed technical description is given of some of the vehicles discussed at the seminar. /TRRL/]]></description>
      <pubDate>Sat, 14 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75984</guid>
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    <item>
      <title>TROLLEY BUSES RUN OFF THE LINES</title>
      <link>https://trid.trb.org/View/46005</link>
      <description><![CDATA[Details are given of an experimental bus which has been operating in Esslingen, Germany, since 1975. The bus has nearly 3 tonnes of batteries and can run up to 10 km off the wire. The batteries and electric motor of the trolley bus are in parallel, so that the batteries can be recharged while the bus is running on the wire. There is regenerative braking to save up to 20% of the energy, thus extending off-wire mileage. The trolley poles can be automatically raised and lowered; when the driver presses a button to indicate whether the wire is above, to the right or to the left of the bus. The pole automatically raises and shifts to the correct side until a special sensor touches the wire. The sensor aligns the electrical contact shoe of the pole on the wire. The entire operation takes 15 seconds and can be done while the bus is picking up passengers. This leads to an important saving in the wiring at junctions, which is the most unsightly and expensive part of a trolley bus system to maintain. With the German bus no junctions are needed, the poles are lowered before the bus leaves one set of wires and are raised again at the next stop. /TRRL/]]></description>
      <pubDate>Tue, 06 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46005</guid>
    </item>
    <item>
      <title>AN INVESTIGATION OF A BATTERY-TROLLEY BUS SYSTEM</title>
      <link>https://trid.trb.org/View/70899</link>
      <description><![CDATA[A feasibility study of a combined battery and trolley bus system has been carried out.  The double-decked 80-passenger electric bus has a performance compatible with modern traffic.  It is powered from overhead wires for only part of its route.  For the remainder of its journey, it uses lead-acid batteries which are re-charged from the overhead supply when the bus next reaches a powered route section. The likely cost and weight of the bus components were investigated and possible technical, environmental, and safety problems were considered.  Systems studies were carried out for two urban areas.  It was concluded that the system could be made to work satisfactorily in most towns which now have an urban bus system, without significant changes to existing timetables.  There would be some improvement in air pollution and noise over diesel buses, but no saving in primary energy or running costs.  The capital cost of the system would be much higher than that for a diesel bus fleet.(a) /TRRL/]]></description>
      <pubDate>Sun, 27 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/70899</guid>
    </item>
    <item>
      <title>AUTOMATIC TRAFFIC CONTROL SYSTEM APPLIED TO URBAN ELECTRIC TRANSPORT</title>
      <link>https://trid.trb.org/View/31499</link>
      <description><![CDATA[In the cities of the USSR, electric transport (tram, trolleybus) is one of the principal means of passenger transportation. The control of its functioning is complicated by a number of factors such as the existence of tram tracks, a contact wire network, etc. The synthesis of the control system is performed on the basis of the object of control analysis, including: passenger flows, electric vehicles, route networks. From the point of view of its functioning the automated traffic control system solves problems of two types: 1. Distribution by routes of limited resources of vehicles and drawing up of their service timetables; 2. Operational control of vehicles movement on routes, elaboration of recommendations for the operator in case of service disturbances and communication of the operator's orders to vehicle drivers. The matter under discussion is the control of vehicles running according to A timetable or to service schedules, that is according to intervals between vehicles. As a criterion for the choice of one or another method a minimum passenger waiting time is taken. In conclusion certain considerations of the economic efficiency of the system are given. (a) the covering abstract for the conference is IRRD no. 215903. /TRRL/]]></description>
      <pubDate>Tue, 10 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31499</guid>
    </item>
    <item>
      <title>THE PROBLEM OF AIR POLLUTION BY TRAFFIC IN TOWNS SHOULD BE CONSIDERED MORE</title>
      <link>https://trid.trb.org/View/80525</link>
      <description><![CDATA[Up to now there have been only limited possibilities of decreasing the emissions of otto engines or diesel engines by technical improvements.  If the reduction of one component of the emissions is attempted, new components of exhaust fumes arise or there is an increase of other components.  The only way at present is to decrease the traffic in urban and residential areas and to promote electric public transport.  In this paper a review is presented of the problems of air pollution caused by traffic.  /TRRL/]]></description>
      <pubDate>Tue, 03 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80525</guid>
    </item>
    <item>
      <title>AN ENERGY COUNTER FOR ELECTRICALLY POWERED VEHICLES (TROLLEY BUSES) DEVELOPED BY ATM MILAN</title>
      <link>https://trid.trb.org/View/80406</link>
      <description><![CDATA[In order to compare the operating costs of trolley buses with that of the ordinary bus, it was found necessary to measure the energy consumption of the former.  This paper describes and illustrates an on-board electronic device for measuring the direct current consumed on the trolley bus. The low-cost apparatus works on the basis of two input signals proportional to the current absorbed and to the line voltage.  These two analog signals (the current signal from the shunt, and the voltage signal from the divider), are converted to digital signals and multiplied to produce a sequence of impulses whose number per second is proportional to the power consumed.  An automatic count of the impulses indicates the amount of electricity used. /TRRL/]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80406</guid>
    </item>
    <item>
      <title>BUSES AND TROLLEYBUSES</title>
      <link>https://trid.trb.org/View/80217</link>
      <description><![CDATA[This issue contains the following articles: The engine of the bus of tomorrow, Bigey, M; Research on the electric bus in Rhine-Westphalia, Cupsa, A and Muller, HG; A new future for the trolleybus, Malterre, P; the trolleybuses in Solingen, Bonhomme, P.  /TRRL/]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80217</guid>
    </item>
    <item>
      <title>THE "DUO-BUS" (DUAL MODE VEHICLE) - AN EVOLUTIONARY CONTRIBUTION FOR AN ENVIRONMENTALLY SATISFACTORY PUBLIC TRANSPORT SYSTEM</title>
      <link>https://trid.trb.org/View/79948</link>
      <description><![CDATA[The usual trolleybus, a satisfactory vehicle from the environmental viewpoint and an effective means of public transport, has lost its importance to the diesel bus because of its enforced track and the absence of a tax rebate.  The duo-bus eliminates the technical deficiency of the enforced track.  The drive is by means of batteries, and in heavily trafficked central city areas by means of overhead trolley wires with simultaneous battery charging.  The operation of the driving motor on two energy sources, the vehicle itself and the trolley arm control, are described.  A practical test with the duo-bus is in operation is Esslingen.  /TRRL/]]></description>
      <pubDate>Fri, 29 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79948</guid>
    </item>
    <item>
      <title>DIESEL BUS OR TROLLEYBUS</title>
      <link>https://trid.trb.org/View/43458</link>
      <description><![CDATA[It is shown that the costs of a trolleybus system compared with a diesel bus system are more expensive or cheaper dependent on local or regional circumstances. While the kilometer-costs of the trolleybus will probably be lower than the kilometer-costs of the diesel bus, the exploitation of the trolleybus will only be feasible on economic grounds, if the advantage of the lower kilometer costs more than offset the costs of the network of overhead lines. The trolleybus, however, causes less pollution and will save more energy. With new technical improvements it is envisaged that the trolleybus will have a new future. /TRRL/]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/43458</guid>
    </item>
    <item>
      <title>SIXTH SYMPOSIUM ON THE FUTURE OF CONURBATION TRANSPORT I. THE DEVELOPMENT OF THE RAPID TRANSIT SYSTEM IN TORONTO AND ITS LAND USE IMPACT</title>
      <link>https://trid.trb.org/View/37455</link>
      <description><![CDATA[The municipality of metropolitan Toronto was established in 1954, and now has a population of over 2 million in 240 square miles on the northern shore of lake Ontario. Public transportation is supplied by the Toronto transit commission through subways, buses, street-cars and trolley-buses, and 330 million passengers were carried in 1971. The first subway, 4 1/2 miles long, was opened in 1954 to replace A heavily-congested street-car line, and was immediately successful in providing effective and attractive transportation into the city centre, in promoting "park-and-ride" travel, and in influencing land-use and real-estate values. Since then a further 16 miles of subway have been opened, and a 5-mile extension is being built. Over the years financing of this construction has changed from entirely coming out of fares to 100 percent community finance from provincial subsidies and property taxes. Development of rapid transit has emphasized the need for co-ordinated land-use transportation planning. Rapid transit lines permit a concentration of office, commercial and high-density residential facilities adjacent to the stations with the resultant high personal convenience.  There is a need for a systems approach to urban transport planning with the provision of integrated road/rail/rapid transit services through suitable interchanges and "park-and-ride" facilities.  /TRRL/]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/37455</guid>
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