<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>Land Use Management and Airport Controls: A Further Study of Trends and Indicators of Incompatible Land Use</title>
      <link>https://trid.trb.org/View/2114992</link>
      <description><![CDATA[This follow-on study of land use and noise complaint patterns near airports was conducted in order to better understand the dynamics of land use management, public concerns, and annoyance related to aviation noise. In Phase 1 of the project, Fort Lauderdale-Hollywood International Airport, Orlando-Sanford International Airport, and Denver International Airport were selected for in-depth study. In this one-year, follow-on project, Manassas Regional Airport, Norman Y. Mineta San José International Airport, and Hopkins Cleveland International Airport were studied. These additional airports provide three more exemplary profiles: one is a general aviation airport seeking to expand, another is a medium hub airport located in a densely populated residential area. The third airport is surrounded by suburban cities which are scrutinizing its operation and expansion. This report offers insight into issues that may affect public opinion regarding incompatible land use in airport vicinities. Recommendations are also provided for further study to explore the dynamics and drivers of public concerns in order to more effectively address noise complaint issues and associated land use problems.]]></description>
      <pubDate>Mon, 06 Mar 2023 11:54:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2114992</guid>
    </item>
    <item>
      <title>En Route Traffic Optimization to Reduce Environmental Impact</title>
      <link>https://trid.trb.org/View/2114991</link>
      <description><![CDATA[Air traffic delays due to congestion in the National Airspace System (NAS) are a source of unnecessary cost to airlines, passengers, and air transportation dependent businesses. Congestion is estimated to cost the aviation industry, passengers, and shippers approximately $10 billion per year [Deehan, 2006]. This cost can be further segregated into a $6 billion impact upon direct airline operating costs and a $4 billion impact upon the value of collective passenger time. Delays also have an environmental cost. Because of congestion, aircraft are often forced to fly far from the cruise altitude and/or the cruise speed for which they are designed. Such sub-optimality results in unnecessary fuel burn and gaseous emission that give rise to environmental concerns both globally and locally at ground level. The significant magnitude of air traffic delays presently observed is an indication that the current air traffic control infrastructure is not capable of handing current traffic levels. Given the forecast growth in aviation over the next decade there is an urgent need for air traffic control decision-support or automation tools to address the problem of congestion in the NAS. In this report, the authors propose methods to investigate and quantify the economic and environmental benefits of optimization tools that en route air traffic controllers could use. More specifically, the authors develop mathematical models for conflict-free optimal trajectories over a volume of airspace and for continuous descent arrivals. The authors present computational studies and demonstrate savings due to proposed algorithms using traffic through Cleveland Air Route Traffic Control Center (ARTCC), one of the most congested airspaces in the US. The authors also determine the environmental benefits in terms of the change in the amount of emissions that are produced by aircraft. The fuel burn is determined using data for aircraft performance and fuel burn that has been made available through an on-going nondisclosure agreement with Boeing, and using Base of Aircraft Data (BADA) in the case of other aircraft where these data are not available. Overall, prototype algorithms for a tool that air traffic controllers could use to optimally control aircraft are developed. This also enables the quantification of the economic and environmental benefits of optimization in en route airspace. The two main sections of this report are structured as follows: In Section 2, the authors study en route traffic optimization and develop static and dynamic conflict resolution algorithms to optimally route aircraft. In Section 3, the authors consider arriving aircraft only, and describe a speed-change based optimization procedure for use in a continuous descent arrival context.]]></description>
      <pubDate>Mon, 06 Mar 2023 11:54:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2114991</guid>
    </item>
    <item>
      <title>Evaluation of Enhanced Visual Cues for Runway Approach and Runway Safety Areas</title>
      <link>https://trid.trb.org/View/1405283</link>
      <description><![CDATA[In an effort to increase situational awareness among pilots and vehicle operators at U.S. civil airports, the Federal Aviation Administration (FAA) Office of Safety and Standards Airport Engineering Division has proposed updating its standards for runway approach hold position signage and marking based on recommendations proposed by the FAA Approach Hold Workgroup. The Airport Safety Research and Development Branch at the William J. Hughes Technical Center was tasked with evaluating the safety and effectiveness of the recommended signs and markings. Operational evaluations were then conducted at three airports: Chicago O’Hare International Airport, Nashville International Airport, and Cleveland-Hopkins International Airport. It was found that a majority of aircraft and ground vehicle operators agreed that inclusion of the departure runway increased situational awareness and that the signs were understandable at an adequate distance. However, some aircraft and ground vehicle operators did report the additional information made the signs more difficult to understand. This indicates the meaning of the proposed signage and surface marking may not be intuitive for some aircraft and ground vehicle operators without additional training and familiarization. It was found that the level of air traffic control (ATC) workload initially increased at the Chicago O’Hare International Airport after the signage was installed but decreased over time as aircraft and ground vehicle operators became more accustomed to the changes. The survey data show the proposed signage and Pattern B marking increased awareness that stopping at approach hold locations was conditional on explicit ATC instructions rather than mandatory. It is recommended that this signage be installed as a pair of separate sign units with full-sized legend text. The energy and maintenance costs for airport operators are projected to be proportional to the size of the proposed signs installed. It is advised that extensive pilot and vehicle operator education and outreach be conducted prior to the proposed changes going into effect.]]></description>
      <pubDate>Sun, 08 May 2016 19:24:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405283</guid>
    </item>
    <item>
      <title>AeroMACS System Characterization and Demonstrations</title>
      <link>https://trid.trb.org/View/1258433</link>
      <description><![CDATA[The Aeronautical Mobile Airport Communications System (AeroMACS) is being developed to provide a new broadband wireless communications capability for safety critical communications in the airport surface domain, providing connectivity to aircraft and other ground vehicles as well as connections between other critical airport fixed assets. AeroMACS development has progressed from requirements definition through technology definition, prototype deployment and testing, and now into national and international standards development. The first prototype AeroMACS system has been deployed at the Cleveland Hopkins International Airport (CLE) and the adjacent National Aeronautics and Space Administration (NASA) Glenn Research Center (GRC). During the past 3 years, extensive technical testing has taken place to characterize the performance of the AeroMACS prototype and provide technical support for the standards development process. The testing has characterized AeroMACS link and network performance over a variety of conditions for both fixed and mobile data transmission and has included basic system performance testing and fixed and mobile applications testing. This paper provides a summary of the AeroMACS performance testing and the status of standardization activities that the testing supports.]]></description>
      <pubDate>Tue, 03 Sep 2013 12:24:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1258433</guid>
    </item>
    <item>
      <title>Travel Behavior of U.S. Domestic Airline Passengers and Its Impacts on Infrastructure Utilization</title>
      <link>https://trid.trb.org/View/906625</link>
      <description><![CDATA[Unexpected and unannounced delays and cancellations of flights have emerged as a quasinormal phenomenon in recent months and years. The airline unreliability has become unbearable day by day. The volume of airline passengers on domestic routes in the United States has risen despite the devastating terrorist acts of September 11, 2001 while the level of service has gone down in recent years. Some speculate that this increased ridership has caused extra pressure on available infrastructure such as airports. This study investigates the nature of domestic air passenger travel demand at the airports. It also investigates the level of service provided at the airports that are explained by different measuring units. The study includes five regional airports: Chicago’s O’Hare International Airport (ORD), Detroit Metropolitan Wayne County International Airport (DTW), Cincinnati-Covington International Airport (CVG), Cleveland Hopkins International Airport (CLE), and Toledo Express Airport (TOL). It finds that ORD, as it stands for the last decade, has been consistently providing unsatisfactory services to the passengers in terms of flight delays (both departure and arrival), luggage handling, passenger complaints, involuntary denial of boarding, etc. However, four other regional airports are doing better than ORD in providing services to the passengers. The report recommends that ORD expand its infrastructure including adding runways, increasing gates, and increasing number of seats for passengers waiting for flights.]]></description>
      <pubDate>Tue, 22 Dec 2009 12:03:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/906625</guid>
    </item>
    <item>
      <title>Going places</title>
      <link>https://trid.trb.org/View/845485</link>
      <description><![CDATA[Subtitle: Robin Stone reports on the development plans of Cleveland Hopkins International Airport.]]></description>
      <pubDate>Mon, 28 Jan 2008 10:17:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/845485</guid>
    </item>
    <item>
      <title>Cleveland's Stepped-up Snow Control</title>
      <link>https://trid.trb.org/View/806235</link>
      <description><![CDATA[This article looks at the snow control efforts undertaken by Cleveland Hopkins International Airport. Key to the revamped snow removal operations plan is the purchase of six new multi-function equipment units (MFE) and a new strategy to the deploy them. Under the old system, using brooms and plows, the airport staff has noted that snow removal work well when done properly. However, clearing the two 9,000-foot airport runways would often cause operational disruptions as the process usually took 60 minutes for each. Once funding became available from Cleveland Hopkins’ dominant carrier, Continental Airlines, the airport decided that a MFE purchase would be the best way to improve efficiency and maintain effective runway clearing. After testing several demo machines, the airport purchased six Oshkosh H2726-series pieces at a cost of $453,000 per piece. Each piece is equipped with a 24-foot plow and tows an M-B Companies 4622-TTB-DB broom. Together, the entire equipment purchase has replaced at least 12 front-mounted plows and brooms. Results from the purchase have been dramatic in terms of timesaving. Snow removal that previously took 60 minutes per runway is now taking 12 minutes. Moreover, Cleveland Hopkins reports using five of the new snow-removal machines simultaneously, while the sixth is reserved as a spare. The airport expects 10-15 years of useful service from each piece.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:45:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/806235</guid>
    </item>
    <item>
      <title>ACQUISITION MANAGEMENT</title>
      <link>https://trid.trb.org/View/747633</link>
      <description><![CDATA[When Cleveland International Airport (CLE) initiated the Brook Park Land Acquisition Program, the officials recognized that their needs could not be met efficiently using a paper based management system.  Their search for a software system led them to a Geographic Information System (GIS) based system that has played an integral role in the Park Land Acquisition Program. The software system, LandTrack, has been used by CLE for just over one year and the acquisition program is running smoothly and on schedule.  LandTrack has simplified and streamlined both day to day and long term program activities and the airport is very satisfied with the application.]]></description>
      <pubDate>Tue, 18 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/747633</guid>
    </item>
    <item>
      <title>PUBLIC TRANSPORTATION TO AIRPORTS</title>
      <link>https://trid.trb.org/View/12277</link>
      <description><![CDATA[With the forecast limitations on highway access and parking facilities, an alternative for handling congestion and increasing demand is the use of public transit systems.  The Highway Research Board's Committee on Passenger Transportation Economics and Special Committee on International Cooperative Activities held a day-long symposium during the 49th Annual Meeting of the Highway Research Board to examine the potentials of public transportation to airports.  Seven speakers from different parts of the world were asked to address the symposium regarding their current plans for public transportation to airports.  The presentations and informal notes of several of the speakers are included in this RECORD.  The conferees discussed current transit facilities at airports in the United States, Europe, and Asia.  In Tokyo there is a separate monorail facility running from downtown Tokyo to Tokyo International Airport.  In Cleveland, Boston, and London and at a number of airports throughout the world there are existing subway and railroad links connecting the airport to the rest of the transit and railroad systems. For a number of airports, there are downtown check-in terminals, and buses are used on existing streets and arterials to get to the airport; and for several airports, consideration is being given to separate bus rights-of-way between the central business district and the airport.]]></description>
      <pubDate>Thu, 01 Jun 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12277</guid>
    </item>
    <item>
      <title>AIRPORT AND AIR SERVICES ACCESS</title>
      <link>https://trid.trb.org/View/130016</link>
      <description><![CDATA[The problems of airport and air service access are discussed.  Airport access, primarily an urban transportation system problem, is investigated using data obtained from the Cleveland-Hopkins Airport Access Study and other surveys.  The nature of airport access and of passenger behavior with regard to it is studied to determine what governmental policies might be appropriate. Airport access is a subset of air service access; attention to problems of the latter can improve service for the air passenger.  The study investigates two aspects of the air service access problem:  air network configuration and the use of satellite airports.  Using aggregate delay time as a measure of effectiveness, the most efficient network appears to be one in which traffic is concentrated, reducing network connectivity.  Satellite or reliever fields will be used significantly by air carriers with some form of governmental control.]]></description>
      <pubDate>Thu, 22 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130016</guid>
    </item>
    <item>
      <title>CLEVELAND/ST. LOUIS EXPAND TERMINALS</title>
      <link>https://trid.trb.org/View/85165</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85165</guid>
    </item>
    <item>
      <title>LOOKING OFFSHORE AT THE AIRPORT FUTURE</title>
      <link>https://trid.trb.org/View/79115</link>
      <description><![CDATA[Increases in the volume of air traffic is expected to present a critical problem for U.S. and world airports during the 1980s.  Solving the problem of the trailing vortex behind aircraft, together with the Microwave Landing System (MLS), should ease the crunch somewhat.  New airports, however, will still be needed.  This paper discusses the feasibility of locating airports off-shore, with attention to cost and population density factors.  The Honolulu International Airport is presented as an example of an operational off-shore facility.  Off-shore airports in Hong Kong, using land fill from excavations; and for Cleveland, using land reclaimed from Lake Erie by a polder (DIKE), are considered for the near future.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79115</guid>
    </item>
    <item>
      <title>NEW TERMINAL GOES UP AROUND OLD ONE AT CLEVELAND AIRPORT</title>
      <link>https://trid.trb.org/View/66088</link>
      <description><![CDATA[The Cleveland Hopkins Airport has become overcrowded with vehicular and pedestrian traffic that warrants a new design to update its facilities.  The project, which will cost $44 million, will double the size of the airport.  One of the problems associated with the facelifting plan will be working around people in order to avoid shutting down the airport during the construction period.  Some of the design features include the separation of pedestrian and vehicular traffic, two levels of traffic involving a collector/connector system, new parking lots, and facilities for handicapped persons.  The project is in the contract bidding state at the present, and is moving along ahead of schedule.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66088</guid>
    </item>
    <item>
      <title>ANALYSIS OF DUAL LANE RUNWAYS</title>
      <link>https://trid.trb.org/View/17095</link>
      <description><![CDATA[An interservice ad hoc Dual Lane Runway (DLRW) Committee was established in January 1971 to develop, evaluate and demonstrate dual lane runway design criteria, modes of operation and site selection criteria. In support of this effort, data was collected on dual lane runway operations at Cleveland Hopkins, Boston Logan, Los Angeles International, and Atlanta Hartsfield International Airports. The Lincoln Laboratory of MIT was employed to conduct real time (man-in-the-loop) and fast time (canned program) computer simulations of dual lane runway configurations and operation strategies. The bulk of their work dealt with using one runway for arrivals only and one runway for departures only. The dual lane analysis was extended by the Airport Design Branch of the Systems Research and Development Service (SRDS) to include modes of operation where both runways were used for arrivals and one or more runways for departures. A model predicting potential missed approaches was used for this effort. (Modified author abstract)]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/17095</guid>
    </item>
    <item>
      <title>CLEVELAND-HOPKINS AIRPORT ACCESS STUDY: SURVEY RESULTS</title>
      <link>https://trid.trb.org/View/8658</link>
      <description><![CDATA[The impact of providing rapid rail transit service between the Cleveland central business district and Hopkins Airport is assessed with reference to modal split and ridership characteristics.  Two separate surveys of airport users were correlated, representing characteristic ridership profiles by mode both before and after the transit link became operational.  The report outlines data collected concerning: overall airport activity and transit ridership; characteristics of air passengers, air trips, and ground trips to the airport; passenger-related visitors; airport employees; and casual visitors.  Findings include: (1) Nearly 58% of all transit riders were air passengers, and only 1/4 of this group began their trips in the Cleveland central business district.  (2) Approximately 14.5% of all air passengers at Hopkins Airport used the rapid transit for airport access.  More significantly, at least 25% of all air passengers with origin or destination in the rapid transit service area used the system.  (3) All modes of travel indicated some ridership diverted to the rapid transit.  (4) Transit use rose to more than 30% among air passengers traveling to or from terminals of the rapid transit system.  (5) Ridership among airport employees rose from 8% to 18%.  (6) Transit was also used by small percentages of passenger-related and casual airport visitors.]]></description>
      <pubDate>Sat, 15 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/8658</guid>
    </item>
  </channel>
</rss>