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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Equity of Cooperative-ITS deployment: research challenges</title>
      <link>https://trid.trb.org/View/2431466</link>
      <description><![CDATA[Ensuring social equity is crucial for providing equitable access to resources, services, and infrastructure, encompassing the fulfillment of basic needs and opportunities for active social participation. Transportation plays a pivotal role in social inclusion by enabling individuals to access economic opportunities. However, the integration of new technologies in transportation has significant implications for social equity. Disproportionately, vulnerable road users (VRUs), as well as regions and rural/remote areas, bear an unfair burden of road crashes resulting in fatalities and injuries (NRSS, 2023). Assessing the fairness and appropriateness of deploying Cooperative Intelligent Transport Systems (C-ITS) infrastructure in these areas presents considerable challenges, necessitating the consideration of diverse equity factors, impact metrics, and demographic groupings. This paper aims to identify research challenges that road safety stakeholders must tackle when designing and implementing sustainable and equitable C-ITS programs. It proposes the adoption of a framework to guide the fair distribution of transportation safety and mobility benefits to all road users, regardless of their geographic location and demographic characteristics.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:48:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431466</guid>
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    <item>
      <title>A national overview of current and emerging road safety technologies</title>
      <link>https://trid.trb.org/View/2431418</link>
      <description><![CDATA[This study is a national overview of current Australian road safety technologies. The project was conducted in three stages: 1) review of the scientific literature, 2) in-depth interviews with key stakeholders (government and/or Police) and 3) a debrief in the Northern Territory (NT). Using the PRISMA protocol 48 scientific papers identified the evidence base for the road safety technologies. This review identified a scientific basis for a range of established technologies (e.g. road safety cameras (speed, fixed, mobile), random breath/drug test, alcohol interlocks) and some evidence for new technologies (e.g. drones, MAC sniffers). The interviews identified the utility of these technologies and the role of other factors in the effectiveness (e.g. hypothecation, community attitudes) and barriers to implementation (e.g. system barriers, legislative delays). Insights provide a national overview of technologies in use and the potential for new and emerging technologies.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:47:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431418</guid>
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    <item>
      <title>A comparative assessment of C-ITS technologies</title>
      <link>https://trid.trb.org/View/2427478</link>
      <description><![CDATA[The two competing C-ITS technologies are Dedicated Short-Range Communications (DSRC) and Cellular Vehicle-to-Everything (C-V2X). The big mark of difference between the two is that DSRC is wi-fi based and is used in shorter communication distances (usually 100-400 metres), while C-V2X uses cellular technology, is suitable for longer communication distances, and, additionally, has both direct communication and non-direct communication modes. The task of this research was primarily to review the standards suites of the two competing short-range communication technologies, DSRC and C-V2X. It also provides an overview of the considerations that the Government should take into account with regard to a consistent nationwide approach to C-ITS short-range communications. The questions considered by the research were: 1. Which technology provides the preferable technical performance, and more suitable deployment practices? 2. Which technology provides the most support, has had the most use cases, the most field tests, and shows a promising future development? 3. Which other factors, not necessarily intrinsic to the technology, should the government take into account?]]></description>
      <pubDate>Tue, 10 Sep 2024 14:14:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427478</guid>
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    <item>
      <title>Integrated public transport systems: a compendium of good practices from Asia and the Pacific</title>
      <link>https://trid.trb.org/View/2427425</link>
      <description><![CDATA[Rapid urbanization and population growth have put increasing pressure on existing public transport systems in Asian cities. While growing motorization is the main culprit behind congestion, traffic jams are also exacerbated by the lack of integration of the public transport system. Each transport mode competes for limited road space, while travellers must make inconvenient transfers and navigate the complexities of multiple fare payment systems. Even when new transit systems are built, transport planners and engineers design them without considering the physical and virtual connectivity between modes. To ensure that passengers are not faced with difficult transfers between modes, it is recommended that public transport systems be planned and operated in an integrated manner. This is achieved by bringing together agencies and transport operators to coordinate planning and operations, integrate their ticketing systems, and provide comprehensive transport information. The current report, Integrated Public Transport Systems: A Compendium of Good Practices from Asia and the Pacific, presents a selection of good practices of integrated public transport from the region. Readers are encouraged to read this report in conjunction with the publication,   Integrated Public Transport Systems: A Guidebook for Policymakers, a guide on how to integrate urban and transport planning and incorporate digital technologies.]]></description>
      <pubDate>Mon, 09 Sep 2024 17:01:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427425</guid>
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    <item>
      <title>Transport beyond certainty: NTRO International Technical Conference, Melbourne, 25-27 October 2023</title>
      <link>https://trid.trb.org/View/2404174</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 18 Jul 2024 10:48:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404174</guid>
    </item>
    <item>
      <title>Integrated public transport systems: a guidebook for policymakers</title>
      <link>https://trid.trb.org/View/2404130</link>
      <description><![CDATA[Efficient public transport is no longer a choice but an imperative for modern cities striving to address challenges like traffic congestion, greenhouse gas emissions, air pollution, and other negative externalities. Integrated services offer seamless travel and smooth operations. When cities are planned as transit-oriented and inclusive, accessibility is greatly enhanced. Digital technologies can also further enhance the operational efficiency of urban public transport systems. However, many Asian cities operate a combination of different public transport systems without due consideration to interoperability or connectivity between modes. Due to the multiplicity of agencies with functional overlaps, urban and transport planning processes are pursued in an unintegrated manner, leading to misalignments of travel demand and public transport infrastructure and operations. Furthermore, there is wide variation in the utilisation of intelligent transport technology among Asian countries and cities. A lack of awareness among policymakers and limited institutional capacities limit the wider application of digital technologies in urban transport. Many cities are planning to expand their public transport systems through network expansions and introducing a new high-demand public transport mode. The transition to green mobility is also taking place at a rapid pace. Given these opportunities, cities should integrate their public transport systems to provide seamless travel for customers as an alternative to private modes. Policymakers, municipal officials, and transport operators must work together to plan and operate these public transport systems. While integrated public transport systems are a critical part of any strategy to improve urban mobility, there is no single model of an integrated public transport system. This Guidebook discusses the different approaches which policymakers and transport operators can choose from to achieve integrated public transport systems.]]></description>
      <pubDate>Thu, 18 Jul 2024 10:28:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404130</guid>
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    <item>
      <title>The struggle applying standard solutions to unique railways</title>
      <link>https://trid.trb.org/View/2350611</link>
      <description><![CDATA[Railway systems face a pressing need for enhanced capacity, shorter journey times, improved safety, performance, and sustainability. To meet these multifaceted demands, a technological revolution is imperative, transcending the capabilities of conventional signalling and control systems. In the pursuit of cost-effective solutions, suppliers offer digital alternatives like CBTC and ETCS systems, often drawing from their proven service records elsewhere. However, these solutions are typically adaptations of prior projects and may not account for the unique intricacies of each client's railway network, leading to a misalignment of expectations between client and supplier. The supplier possesses a profound understanding of their product but may lack full insight into the client's specific operational context and "ways of working." Conversely, the client boasts in-depth knowledge of their railway system but may not fully comprehend the nuances of the solution they are procuring, occasionally harbouring mistaken beliefs that certain elements are customizable to their preferences. Regrettably, these discrepancies often remain unaddressed until after contracts are awarded, creating a situation where the client and supplier find themselves at odds when deciding whether to adapt the railway infrastructure or modify the product to resolve the issues at hand.]]></description>
      <pubDate>Fri, 08 Mar 2024 09:53:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350611</guid>
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    <item>
      <title>AusRAIL PLUS 2023, 13-16 November 2023, Sydney, NSW, Australia</title>
      <link>https://trid.trb.org/View/2350608</link>
      <description><![CDATA[Conference covering entry]]></description>
      <pubDate>Fri, 08 Mar 2024 09:53:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350608</guid>
    </item>
    <item>
      <title>New York's 25-year CBTC Journey</title>
      <link>https://trid.trb.org/View/2350601</link>
      <description><![CDATA[The CORE2023 motto of “25 years in motion” coincides with the time New York City Transit has spent to introduce and roll out Communications-Based Train Control (CBTC) on their renowned Subway. What makes the New Yorker approach special is their quest to force multiple, originally proprietary and non-interoperable, CBTC products into an interoperable solution for the highly entangled network that characterises the New York Subway. The initial planning to accomplish CBTC interoperability in New York appeared logical and well-conceived but later turned out to have severe shortcomings that led to much longer implementation timelines than ever anticipated. Subsequent interventions many years later managed to get New York’s interoperability initiative back on track, eventually leading to a much delayed but successful outcome. Bringing New York’s CBTC journey into perspective with current CBTC initiatives in Australia allows to see any parallels and lessons to be learned for local CBTC projects, including for interoperability needs within the emerging CBTC networks at Sydney Metro, in Melbourne and in Perth.]]></description>
      <pubDate>Fri, 08 Mar 2024 09:53:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350601</guid>
    </item>
    <item>
      <title>Smart parking: a technology-enabled parking system that transforms the way we commute for work</title>
      <link>https://trid.trb.org/View/2350568</link>
      <description><![CDATA[The Carparks for Commuters (CPC) Program is investing in car park facilities for commuters. The Victorian Department of Transport and Planning (DTP) has been working with the Research and Innovation team at the Level Crossing Removal Project (LXRP) to explore how smart parking systems can be deployed at station car parks to enhance the overall commuter experience with rail travel. Parking at stations is usually a first mile decision of a commuter’s journey plan, and as such, the beginning of their overall travel experience. Moreover, the nature of level crossings work involves disruptions at station car parks which impacts the commuter journey in many ways. It was agreed to conduct a short duration trial using multiple smart parking technologies at Berwick station and Beaconsfield station car parks to evaluate their effectiveness and assess their impact on rail journey during normal and disrupted operations. This trial included using bay sensors and cameras for occupancy detection for parking bays and launching a smart parking mobile app to help commuters access real-time data on how many car parks are available at each station. With the mobile app, commuter can plan their journeys before leaving home, thereby reducing congestion on streets and within car parks and making train travel easier. To provide for digital equity for those not using the app, electronic signage near the station showed live updates on the number of parking spots available. Pre-trial and post-trial surveys were conducted to seek commuter feedback about various aspects of smart parking, which corroborated the team’s research, that there exists a strong public desire to see such technologies help commuters make simple, connected journeys on Victoria’s transport network. The trial was completed in July 2022 and proved the value of smart parking technologies towards creating more sustainable, accessible, and efficient car parks for commuters, especially during the times of high level of disruptions due to the level crossing removal activities.]]></description>
      <pubDate>Fri, 08 Mar 2024 09:52:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350568</guid>
    </item>
    <item>
      <title>Communication Based Train Control (CBTC): train controller and dynamics</title>
      <link>https://trid.trb.org/View/2350547</link>
      <description><![CDATA[Communication Based Train Control (CBTC) is an advanced railway signalling system and widely regarded as the future of all railway signalling systems. Depending on the communication architecture and aggressiveness in headway reductions, CBTC includes two models: Moving Block and Virtual Coupling. The minimum headway of the former is based on the absolute brake distance and that of the latter is based on the relative brake distance. This paper presents a scalable adaptive multi-train controller and a train dynamics model for system validation of CBTC systems including Moving Blocks and Virtual Coupling. The controller has a scalable feature which allows new trains to join the platoon and existing trains to leave the platoon. The adaptive feature adaptively suppresses the effects caused by the nonlinear resistance forces and uncertainties without re-calculating its gain parameters. The train model considers various nonlinearities of the system including wheel-rail contact, suspensions, intervehicle connections, traction system, brake system, track grades, track irregularities, etc. The utilisation of nonlinear train models allows better representations of the operational scenarios of CBTC systems and provides a better validation tool. Three six-carriage metro trains operating under the Virtual Coupling mode on a real-work track section are simulated to demonstrate the capability of the CBTC controller and train dynamics model.]]></description>
      <pubDate>Fri, 08 Mar 2024 09:52:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350547</guid>
    </item>
    <item>
      <title>Migration strategy: GSM-R T to FRMCS</title>
      <link>https://trid.trb.org/View/2350546</link>
      <description><![CDATA[The GSM-R standard has supported railway mission-critical operations in railway networks across the world since the turn of the century. Three decades later, and with significant advances in mobile radio technologies, the industry is gearing up to replace aging GSM-R equipment with its standardised designated successor. This paper intends to present, at a very high level, the network architecture changes that will be necessary to transition from a legacy GSM-R network to an FRMCS system based on a 5G mobile radio infrastructure. We will explore the different components of the legacy and the new networks and identify significant differences between them. We will then explore the first of the main topics that need to be addressed when planning this complex migration: the different frequency alternatives currently available to an Australian operator to deploy new 5G Radio Access Network equipment while GSM-R equipment is still running. This paper is expected to be followed by future papers that will explore additional topics related to the migration from GSM-R to FRMCS, such as the timeline for the availability of FRMCS products, the use of dual mode terminals and the number of additional 5G in-fill sites required.]]></description>
      <pubDate>Fri, 08 Mar 2024 09:52:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350546</guid>
    </item>
    <item>
      <title>AusRAIL 2022, 5-7 December 2022, Brisbane. Queensland, Australia</title>
      <link>https://trid.trb.org/View/2350514</link>
      <description><![CDATA[Conference covering entry]]></description>
      <pubDate>Fri, 08 Mar 2024 09:52:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350514</guid>
    </item>
    <item>
      <title>Can I Stop? Considering Opportunities to Influence Multidisciplinary Factors That Result in Crashes</title>
      <link>https://trid.trb.org/View/2306732</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 07 Dec 2023 14:49:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306732</guid>
    </item>
    <item>
      <title>Dynamic assessment of regulation and policy framework in the cybersecurity of Connected and Autonomous Vehicles</title>
      <link>https://trid.trb.org/View/2239941</link>
      <description><![CDATA[CAVs (Connected and Autonomous Vehicles) technology will transform the current Intelligent Transportation System (ITS). However, the most significant challenge is keeping up the criminal justice system, particularly the Regulation and Policy Framework (R&PF) in ITS, because ubiquitous CAVs connectivity expands the scope of criminal activity in both the physical and cyberspace realms. This article developed a Causal Loop Diagram-based System Dynamic model that incorporates critical inter-disciplinary parameters and dynamically evaluates the impact of R&PF on CAVs cybersecurity. Two loops are envisioned: "balancing loops" demonstrate how R&PF can facilitate cyber-attacks prevention, whereas "reinforcing loops" reveal how imposing R&FP can negate its potential benefits by creating a detrimental parallel circle. Based on the feedback loops, a "shifting the burden" system archetype is postulated in which governments combat cyber-threats by strengthening R&PF while also reducing CAVs adaptation through imitation and induction. Recommendations for R&PF formulation include a balanced approach to the trade-off between: i) protection of CAV users' privacy and freedom, ii) operational and data accessibility constraints on CAV automakers and service providers, as well as their business investment protection, and iii) state regulators command and control thresholds.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:05:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239941</guid>
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