<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>Improving the LA County Metro Orange Line Bus Rapid Transit Service</title>
      <link>https://trid.trb.org/View/2612917</link>
      <description><![CDATA[In October 2005, the Los Angeles County Metropolitan Transportation Authority (Metro) launched the Metro Orange Line (MOS), a bus rapid transit (BRT) service in the San Fernando Valley sub-region. The MOL is one of Metro's busiest bus lines, serving more than 24,000 passengers and offering premium bus service on a dedicated busway. Headways on the busiest section of the MOL are as frequent as every four minutes during peak periods. Demand for the MOL is projected to increase in the coming years as Metro expands transit service in the area. At the same time, the MOL experiences traffic delays at intersections and crowding on buses during peak periods. Metro is currently studying the feasibility of grade separations and other operational improvements. This report makes recommendations on how to improve the MOL from passenger, technical, and technological perspectives. I conducted surveys on MOL buses in order to analyze passengers' perspectives on MOL service, how they use the MOL, and what specific improvements they think Metro should implement. Respondents are mostly satisfied with MOL service but less satisfied with aspects such as service frequency, comfort, capacity, and real-time information. Most trip origins and destinations appear to occur along the MOL in the San Fernando Valley and appear to be commute trips, but I recommend further study on trip patterns and purposes. I used the Institute for Transportation Development and Policy's (ITDP's) BRT Standard as a model for premier BRT service and examined case studies of such services around the world. The MOL contains many elements of what ITDP requires of high-quality BRT service, but the case studies were useful in learning what measures Metro could take to elevate the MOL above and beyond typical BRT service. The survey results and case studies allow me to determine what types of improvements would be most valuable and feasible to implement on the MOL. Therefore, I recommend that Metro make the following improvements: Introduce longer vehicles; Expand Metro Bike Share to the San Fernando Valley; Implement short-line, express, and limited-stop services; Allow passengers to TAP out at MOL stations; and Allow multiple routes on the busway. By implementing these improvements on the MOL, Metro can increase passenger satisfaction, improve service operation, increase capacity, and increase ridership.]]></description>
      <pubDate>Mon, 08 Dec 2025 15:37:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612917</guid>
    </item>
    <item>
      <title>Digitally enabled collaborative governance for sustaining bus reforms on the EDSA Busway in Metro Manila</title>
      <link>https://trid.trb.org/View/2596926</link>
      <description><![CDATA[The Epifanio de los Santos Avenue or EDSA is a major arterial road in Metro Manila, Philippines which connects several Central Business Districts (CBDs) and major shopping malls of the metropolis with an average daily vehicle traffic reaching more than 400,000 plying its 23.8-km stretch. EDSA serves as a major public transport corridor due to the alignment of other mass transit systems. Over the years, serious attempts were made to increase the quality of bus services, but these were not sustained. In 2021, the city bus routes passing along EDSA were revamped and around 150 bus operators were consolidated into two consortia to operate the EDSA Busway during the COVID-19 pandemic. Originally intended to provide an augmentation service to the EDSA-MRT3 which was undergoing repairs along with passenger capacity restrictions to curb the spread of the virus, the government is trying to improve bus operations and infrastructure yet again. This paper describes the collaborative digital twin model, giving a detailed explanation of its development, components, and validation process, providing an analytical tool to improve governance and operations for the EDSA Busway.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:22:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596926</guid>
    </item>
    <item>
      <title>Reforms in Metro Manila's bus transport system hastened by the Covid-19 pandemic: A policy capacity analysis of the EDSA busway</title>
      <link>https://trid.trb.org/View/2198032</link>
      <description><![CDATA[In response to the health and mobility issues caused by the Covid-19 pandemic, the Philippine government took advantage of opportunities to expedite public transport reforms by converting a portion of Epifanio delos Santos Avenue (EDSA), Metro Manila's busiest thoroughfare, into a dedicated busway. This deserves a closer look since historically, solutions catering to EDSA have been bereft with challenges given the overlapping powers of various authorities and multitude of interests that benefit from the status-quo. Through semi-structured interviews with key actors followed by a policy capacity analysis, the authors found that the pandemic provided opportunities for the key institutions to gain political legitimacy and authority that pushed its stakeholders to cooperate. However, this new solution forced them to take on tasks that are outside their regular responsibilities so while they were able to provide measures to make EDSA Busway succeed in the short-term, much work needs to be done to sustain the gains achieved.]]></description>
      <pubDate>Mon, 02 Sep 2024 11:59:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2198032</guid>
    </item>
    <item>
      <title>Delivering Network Mobility for Brisbane Through Integrated Busways and Transitways</title>
      <link>https://trid.trb.org/View/1739033</link>
      <description><![CDATA[Brisbane, capital of Australia’s Sunshine State of Queensland, is one of the world’s most liveable cities. It is a growing city, but also a city facing a growing challenge, delivering effective mobility. Brisbane has grown rapidly from country town to new world city and, at times, the transport network has struggled to keep pace with the rate of change. Between 2000 and 2012 the State Government of Queensland invested $AUS 2.54Bn (AED 6.88Bn) in three new world class busways for Brisbane. Since their opening the busways have enjoyed unbridled success, providing a step change in the city’s public transport offering and helping to break the nexus between a growing city and growing congestion. Brisbane’s busways provide customers with over 27km of segregated bus infrastructure. Modern purpose-built stations and interchanges are interspersed along the corridors providing customers with the highest standards of accessibility and amenities. Today the busways carry more than 70 million customers per annum with peak services every 12 seconds at the busiest point on the network. The busways have enabled Brisbane to achieve many of the social, economic and liveability outcomes which have underpinned the city’s rapid and continued growth. Today as Brisbane’s population continues to grow, so does customer expectations and the demand for increased mobility. Government’s ability to provide this mobility is circumscribed by continued population growth and congestion and Brisbane’s busways have become somewhat of a victim of their own success, operating at peak capacity and beyond original expectations. Today’s infrastructure budgets are more fiscally constrained, and whilst there are planned extensions to the busway network, other contemporary and more affordable solutions are also required. This paper will focus on how the Queensland Government’s Department of Transport and Main Roads (TMR) is responding to current network challenges by planning contemporary targeted on-road bus priority (Transitways) to not only leverage off the benefits of the busways, but deliver high levels of customer mobility in their own right. TMR’s Transitways will be customer focused, data informed, and technology enabled, delivering urban mobility balanced with local urban contexts. Through the blending of technology, infrastructure, policy and services, Transitways will elevate TMR’s public transport offering by improving journey times, reliability and, network productivity. TMR recognise that to enable Brisbane’s future mobility ecosystem, the network will require a highly efficient mass transit backbone. Transitways are part of the department’s suite of tools to ensure this outcome becomes a reality.]]></description>
      <pubDate>Tue, 29 Sep 2020 11:19:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1739033</guid>
    </item>
    <item>
      <title>Impact of Exclusive Bus Lane on Urban Arterial Performance Measures</title>
      <link>https://trid.trb.org/View/1697124</link>
      <description><![CDATA[The introduction of an exclusive bus lane can be one of the operational measures that will improve the quality of public transport, especially on urban arterials with intense traffic flows. By using an exclusive traffic lane, buses can reduce their travel time and increase speed, resulting in a more efficient public transport, better level of service and satisfied passengers. However, the change of an existing traffic lane into a bus lane may have an impact on the quality of traffic on the adjacent lanes and the arterial as a whole. So, it is necessary to analyse and evaluate this impact before implementing a new mode of traffic regulation. This paper presents a traffic analysis of the possibilities of changing the curb traffic lane into a bus-only lane on an arterial street in Split. Using the calibrated simulation model, the average speeds, travel times and average intersection delays were compared for variants with and without a bus lane. Field data were used for performing simulations, and additionally, variants with increased traffic volume were also tested. Based on the obtained results, i.e. the performance measures of arterial and intersections level of service, comments and a conclusion were provided regarding the possibility and purpose of introducing the bus lane in terms of the impact on the traffic flow quality.]]></description>
      <pubDate>Mon, 27 Apr 2020 14:39:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1697124</guid>
    </item>
    <item>
      <title>Inter-modal competition in an urbanised area: Heavy rail and busways</title>
      <link>https://trid.trb.org/View/1575695</link>
      <description><![CDATA[This paper investigates inter-modal competition in an urbanised area by modelling passengers' travel patterns through revealed preference data - the smart card transaction records extracted from the automated fare collection system. In South East Queensland, Australia, public transport is provided by both busways and heavy rail. In some places these two modes run parallel so that they are effectively in competition with each other. The results indicate that busways are more competitive than heavy rail due to their more frequent service and higher accessibility to stations. A simulation analysis investigates policy in terms of inter-modal competition between these two modes.]]></description>
      <pubDate>Wed, 02 Jan 2019 09:34:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575695</guid>
    </item>
    <item>
      <title>Concessions of Busways to the Private Sector: The São Paulo Metropolitan Region Experience</title>
      <link>https://trid.trb.org/View/1493023</link>
      <description><![CDATA[Roughly 16,000 buses serve the 16 million inhabitants of the São Paulo Metropolitan Region; 12,000 of them serve the São Paulo municipality itself, where 8.5 million people live. Congestion, is heavy at peak travel times, and traffic signal timing logic favors the flow of automobiles. Bus operations are also hampered by obsolete ticket collection systems and by poor access for bus passengers, which lengthens boarding and alighting times. Average bus speed is about 13 kilometers per hour, headways vary greatly, and service is unreliable. But conditions are expected to improve soon as the private sector becomes involved in "trunk-line bus corridors." Tender documents for ten bus corridors (one state and nine municipal) have recently been issued, defining rules for private concerns to bid for implementing and operating trunk-line services. All costs to implement each service, including improvements in street systems and facilities such as transfer terminals, are to be born by the winning firm. Ten bids have now been awarded and contracts signed. This document examines the privatization program, aspects of the bidding process, and highlights of the concession contract.]]></description>
      <pubDate>Mon, 25 Jun 2018 17:18:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1493023</guid>
    </item>
    <item>
      <title>Estimation of travel time variability for cars, buses, metro and door-to-door public transport trips in Santiago, Chile</title>
      <link>https://trid.trb.org/View/1440011</link>
      <description><![CDATA[The analysis of travel time variability (TTV) is attracting attention among policy makers due to the increasing awareness that users assign a high value to level-of-service attributes. In this paper, the TTV of cars and public transport trips is analysed. The authors estimate the effect of each trip stage on the TTV for complete door-to-door public transport trips, including access, waiting, transfer and in-vehicle time. The authors employ data from Santiago, Chile, in which surveyors performed predetermined trips and recorded each stage on several days between 2007 and 2011, which were complemented by recorded bus global positioning systems (GPS) data. The authors found that (i) bus waiting and in-vehicle times are highly significant in explaining total (door-to-door) TTV relative to metro (subway) travel times, whereas walking time is not significant; (ii) metro travel time is generally more stable but may be more skewed compared with the travel time of buses on a segregated right-of-way; and (iii) buses that travel in mixed traffic have not only a larger mean travel time but also a larger variability than buses that travel in bus lanes and segregated busways. Formal cost-benefit analysis should consider the effect of (total or partial) segregation of public transport operation on reducing travel time variability.]]></description>
      <pubDate>Tue, 24 Jan 2017 15:15:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1440011</guid>
    </item>
    <item>
      <title>FHWA Project R05 IAP Funded Project Case Study: New Britain Bus Pads Precast Concrete Pavement Demonstration Project</title>
      <link>https://trid.trb.org/View/1440491</link>
      <description><![CDATA[The production and use of precast concrete pavement (PCP) has come a long way over the last 15 years. The technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements as well as for heavily trafficked asphalt concrete pavements and intersections. Several U.S. highway agencies have implemented the PCP technology, and other agencies have constructed demonstration projects. In the U.S., the PCP technology is being used for intermittent repairs (full-depth joint repairs or full panel replacement) and for continuous applications (longer length/wider area rehabilitation) with service life expectations of at least 20 years for intermittent repairs and at least 40 years for continuous applications, without significant future corrective treatment. Strategic Highway Research Program 2 (SHRP2) Project R05 was conducted from 2008 to 2012 to develop technical information and guidelines that would encourage the rapid and successful adoption of PCP technology. In 2013, the SHRP2 Implementation Assistance Program (IAP) was created to help State highway agencies, metropolitan planning organizations, and other interested organizations deploy SHRP2-developed products to deliver more efficient, cost-effective solutions to meet the complex challenges facing transportation agencies. On August 7, 2015, the Federal Highway Administration—in partnership with the American Association of State Highway and Transportation Officials—announced the selection of 21 transportation agencies receiving implementation and technical assistance awards as part of Round 6 of the SHRP2 IAP. The Connecticut Department of Transportation, one of the agencies selected as a lead adopter of Project R05 technology, received an award of $150,000 to help offset the cost of constructing a PCP project. Connecticut also received user-incentive funds, in the amount of $75,000, for the development of plans, specifications, and estimates (PS&E) related technology transfer activities leading to agency-wide adoption of PCP technology. This case study report provides details of the 2016 PCP use for rehabilitation of two distressed asphalt concrete bus pads along a section of the busway of CTfastrak, a bus rapid transit system in New Britain, Connecticut.]]></description>
      <pubDate>Tue, 27 Dec 2016 18:11:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1440491</guid>
    </item>
    <item>
      <title>Estimating the bus user time benefits of implementing a median busway: Methodology and case study</title>
      <link>https://trid.trb.org/View/1396064</link>
      <description><![CDATA[This paper presents a general framework to estimate the bus user time benefits of a median busway including the effects on travel time and access time. Unlike previous models, the authors take into account the effects of geometry and the interaction with the demand structure. Models for predicting the bus in-vehicle time benefits of a median dual carriageway busway against mixed traffic condition on 2 and 3 lanes roads are estimated using data from a case study in Santiago (Chile), using a bus travel time model empirically estimated and considering different base case situations, including mixed traffic operations and bus lanes. Results of the application show that the expected in-vehicle time savings of a median busway might be reduced by access time losses due to increased walking distances and road crossing delays. Also, that net time benefits can vary significantly according to the base situation and the structure of demand considered. These findings point out to the need of including a wider set of impacts when studying the benefits of median busways, beyond in-vehicle time savings only. The empirical work presented here is completely based on passive data coming from global positioning system (GPS) and smartcards, what makes easier and cheaper to conduct this type of analysis as well as to do it with a comprehensive scope at an early stage of the development of a bus rapid transit (BRT) project. This framework can be extended to other types of dedicated bus lanes provided that a corresponding bus travel time savings model is available.]]></description>
      <pubDate>Mon, 29 Feb 2016 16:57:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1396064</guid>
    </item>
    <item>
      <title>Express Busways and Economic Development: Case Study of the South Miami-Dade Busway</title>
      <link>https://trid.trb.org/View/1394057</link>
      <description><![CDATA[A growing body of literature is showing important associations between several forms of fixed- guideway public transit systems and economic development. These include heavy- or fifth-rail, light rail, street car, and bus rapid transit systems. Yet, there exists no assessment of the economic development contributions of express bus service. Using the Longitudinal-Household Employment Database, the authors evaluate the change in jobs and share of jobs within 0.50 mile of the express bus stations comprising the South Miami-Dade Busway over the period 2002 through 2011. Their analytic method is shift-share analysis which compares change and share of change of jobs with respect to the central county of Miami-Dade. In addition, to control for the counter- factual -- that is, that development (or lack thereof) would have occurred anyway -- the authors devised an algorithm to identify 10 alternative locations having comparable attributes to each existing station at the beginning of their study period. They again used shift-share analysis to assess development outcomes before and after the recession with respect to these counter-factual locations and compared outcomes to Express Bus stations. They find important economic development outcomes with respect to the South Miami-Dade Busway. Planning and policy implications are offered.]]></description>
      <pubDate>Wed, 24 Feb 2016 17:07:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1394057</guid>
    </item>
    <item>
      <title>Analyzing busway Station Potential Capacity under Mixed and Non-Stopping Operation</title>
      <link>https://trid.trb.org/View/1338346</link>
      <description><![CDATA[Busway stations are the interface between passengers and services. The station is crucial to line operation as it is typically the only location where buses can pass each other. Congestion may occur here when buses maneuvering into and out of the platform lane interfere with bus flow, or when a queue of buses forms upstream of the platform lane blocking the passing lane. Further, some systems include operation where express buses do not observe the station, resulting in a proportion of non-stopping buses. It is important to understand the operation of the station under this type of operation and its effect on busway capacity. This study uses microscopic simulation to treat the busway station operation and to analyze the relationship between station potential capacity where all buses stop, and Mixed Potential Capacity where there is a mixture of stopping and non-stopping buses. First, the micro simulation technique is used to analyze the All Stopping Buses (ASB) scenario and then statistical model is tuned and calibrated for a specified range of controlled scenarios of dwell time characteristics. The marginal difference between Transit Capacity and Quality of Service Manual (TCQSM) and ASB potential capacities is caused due to bus-bus interference proposed in this research which depends on average dwell time and coefficient of variation of dwell time. Subsequently, a mathematical model is developed for Mixed Stopping Buses (MSB) Potential Capacity by introducing different proportions of express (or non-stopping) buses. The proposed models for a busway station bus capacity provide a better understanding of operation and are useful to transit agencies in busway planning, design and operation.]]></description>
      <pubDate>Fri, 06 Feb 2015 08:39:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1338346</guid>
    </item>
    <item>
      <title>Luton Dunstable Busway- Realising the Dream</title>
      <link>https://trid.trb.org/View/1340384</link>
      <description><![CDATA[After almost 20 years of planning/development and three years of detailed design and construction, the Luton Dunstable Busway the longest urban busway in the world opened on 24th September 2013 and services started operating the following day. In the early stages of development, five scheme-specific objectives were set, together with an overarching objective to ensure Value for Money, which formed the basis of the scheme throughout its development, construction and operational phases. A Benefits Realisation Strategy and Evaluation Plan published in 2009 set out how the key benefits during the development, construction and operational phases of a scheme’s implementation would be achieved set against the 6 objectives. These formed the basis of a Monitoring and Evaluation Programme intended to demonstrate the performance of the scheme development and implementation. The paper will present results of that work. A paper presented to this conference in October 2004 on the Luton Dunstable Busway summarised the preparatory work to date in developing the scheme. This paper therefore focuses on how the objectives have been applied during the construction and operational phases of the project. By the time of the conference the Busway will have been in operation for nearly a year. The paper will therefore also include a review of the first year’s operations, its impact on the local economy, as well as successes and points for learning. The paper will also provide an overview of the construction process and lessons learned.]]></description>
      <pubDate>Mon, 02 Feb 2015 10:27:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340384</guid>
    </item>
    <item>
      <title>Median Busways versus Mixed-Traffic: Estimation of Bus Travel Time under Different Priority Conditions with Explicit Modelling of Delay at Traffic Signals</title>
      <link>https://trid.trb.org/View/1337012</link>
      <description><![CDATA[In this paper the authors present a model for the estimation of bus travel time disaggregated into its three components: cruising time, delays at junctions and delays at bus stops. The model has three distinctive features: it is fed only with passive data, includes a detailed modelling of delays at traffic signals and is able to capture differences in bus circulation among right-of- way types. The authors use data from automatic vehicle location devices plus smart card fare collection transactions from the public transport system in Santiago, Chile and traffic signals settings from the city traffic control centre. As a case study, a road stretch of around 10 kilometres is analysed, encompassing both segments with a high standard median busway and segments with mixed traffic on 2 and 3 lanes. The approach to intersection delay modelling enabled the authors to estimate also bus travel time savings due to traffic signal coordination for different sections and periods, and found that these savings are negatively affected by bus stops. The model allows them to identify and analyse all sources of delays with a high temporal and spatial resolution. They find that the median busway (i) saves traffic signal overflow delays completely, (ii) reduces significantly bus cruising time, (iii) saves part of the uniform delay and (iv) increases delays due to braking and accelerating at bus stops, with a total effect that depends upon the combination of the aforementioned impacts.]]></description>
      <pubDate>Tue, 27 Jan 2015 11:21:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1337012</guid>
    </item>
    <item>
      <title>Cambridgeshire Guided Busway – User Research</title>
      <link>https://trid.trb.org/View/1329980</link>
      <description><![CDATA[Cambridgeshire Guided Busway, the longest in the world with almost 25km of segregated guideway, opened in August 2011, providing high quality bus services on core routes in the corridor connecting Huntingdon, St Ives, Cambridge City Centre, Addenbrooke’s Hospital and Trumpington Park and Ride site. The Busway was built as part of a package of measures to address congestion problems in the Cambridge to Huntingdon corridor and support the continued economic growth of the Cambridge sub-region. The Busway enables bus services to avoid congestion on the A14 between Huntingdon and Cambridge, one of the most congested sections of all-purpose dual carriageway road in the United Kingdom (UK). The opening of the Busway resulted in an immediate near doubling of bus patronage being reported by the main operator in the corridor, with patronage at a level not expected until 2 years after opening. The service frequency, operated commercially, has been enhanced considerably since opening to cope with the passenger numbers, peak departures from St. Ives rising from 10 at opening to 17 in October 2012, a 70% increase in 14 months. Cambridgeshire County Council (CCC) and Atkins recognised that the opening of the Busway provided an opportunity to gain better understanding of the impacts of a high quality bus system in the UK context. This was considered of particular importance given the lack of any previous detailed monitoring of such systems. Thus CCC and Atkins have jointly funded research examining the Busway usage to identify the characteristics of Busway users and the transport effects of the Busway. Passenger interview surveys were undertaken over two days in Spring 2012, collecting a total of 855 responses, exceeding the target of 800 interviews required to achieve high levels of statistical confidence. The analysis provides a unique insight into the travel effects of very high quality bus services and demonstrates the importance of delivering high quality in all aspects of a bus system. Some unexpected results are revealed, including very high numbers of users who had a car available for their journey and also a high proportion of former car users with free parking available in Cambridge. This paper provides an overview of the research results with comparison to other data sets where available. This unique research provides vital information to enhance the successful delivery of high quality bus systems throughout the UK and overseas. Further analysis of the data is ongoing and will form part of this paper.]]></description>
      <pubDate>Wed, 26 Nov 2014 16:01:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1329980</guid>
    </item>
  </channel>
</rss>