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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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      <title>Transport Research International Documentation (TRID)</title>
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      <title>The Accessibility of Public Electric Vehicle (EV) Charging Infrastructure: Evidence from the Cities of Nottingham and Frankfurt</title>
      <link>https://trid.trb.org/View/2512469</link>
      <description><![CDATA[The distribution of public electric vehicle (EV) charging infrastructure is a widespread approach for promoting EV adoption and decarbonising transportation. A significant amount of literature explores the distribution of EV charging points at a country scale, but there is a lack of studies focusing on a district scale. This study aims to contribute to this gap by gaining insights into the distribution of EV charging points per district within cities, such as Nottingham and Frankfurt. The study investigates the current distribution of EV charging points across 38 postcode districts in Frankfurt and 9 postcode districts in Nottingham, using geographical data analysis and a linear regression approach. The following factors in response to the number of EV charging points per postcode district (ZIP code) are examined: the percentage of apartment buildings/floor area ratio, the availability of amenities, population, charging capacity (kW), area size, strategic approaches, including policy goals and principles. The results reveal disparities in access to EV charging infrastructure across districts and underscore the importance of expanding EV charging networks not only in districts located near urban centres or those with high availability of amenities but also ensuring that users without home charging options are not left behind.]]></description>
      <pubDate>Tue, 25 Feb 2025 11:41:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2512469</guid>
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    <item>
      <title>Retrofitting existing rolling stock for wire-free travel: Exploring energy storage solutions for partial catenary-free light rail vehicle</title>
      <link>https://trid.trb.org/View/2481734</link>
      <description><![CDATA[This paper investigates the retrofitting possibilities of equipping existing rolling stock with a catenary-free system for tramways and light rail networks. In this paper, the term 'tramway' includes light rail vehicle (LRV) as defined in EN17343. Installation, ongoing maintenance, and replacement of electric traction systems is a major cost for light rail operators. Installing visible overhead line equipment (OLE) in historical cities has always been a challenge. Past records have shown that the significant capital cost and the time it takes to approve a transport scheme are major barriers to the implementation of light rail vehicle proposals. This paper shows that adopting a catenary-free (wire-free) system can reduce the capital costs of light rail system design and construction, especially in the city centre. Battery-powered transport, once considered economically unfeasible, now shows promise even for large vehicles including urban and main line rail. A thorough analysis of various energy storage options has been investigated, including parameters such as maximum C-rate (the rate of time in which it takes to charge or discharge a battery), specific energy, energy density, safety, lifespan, and cost comparison. Findings have shown that the state-of-the-art solution using Lithium-ion Capacitors (LiC) increases the energy storage weight of the light rail vehicle by just 2.1 tons, equivalent to 3.5% of the light rail's total weight, making it a feasible option to retrofit. The hybrid energy solution contributes to higher energy and higher power densities, as well as longer cycle life compared to pure lithium-ion batteries. It's also more environmentally friendly. This work has implications for other all mass transit systems. The paper provides an innovative solution that bridges the gap between energy storage technology and rail transport design.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:56:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2481734</guid>
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    <item>
      <title>Look, No Cables! An Interview Study into Guiding the Practical Implementation of Wireless Chargers for Electric Taxis</title>
      <link>https://trid.trb.org/View/1974899</link>
      <description><![CDATA[Wireless charging could facilitate the transition from diesel powered taxis to low/zero emission alternatives. The WiCET project aims to install five wireless chargers and retrofit nine taxis with wireless power transfer (WPT) capabilities, to study the impacts of enabling smaller but more frequent in-rank charging. Semi-structured interviews with 8 taxi drivers from Nottingham, UK were run. The results found that all drivers were in favour of in-rank wireless charging, citing the convenience and potential to complete more fares. Furthermore, most drivers recommended placing the chargers sequentially and away from the front of the taxi rank, to maximise their charging time (when the minority of vehicles are WPT-enabled). This study provides evidence for wireless charging as an enabler of electric taxis in medium-sized cities, such as Nottingham, as well as provide insights into the practical realities of installing in-rank wireless chargers and highlights areas for future study.]]></description>
      <pubDate>Tue, 07 Feb 2023 09:16:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1974899</guid>
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    <item>
      <title>The importance of understanding perceptions of accessibility when addressing transport equity: A case study in Greater Nottingham, UK</title>
      <link>https://trid.trb.org/View/1756369</link>
      <description><![CDATA[To deal with issues of equity in transport, increasing attention is being paid to addressing inequalities in accessibility. Existing approaches to measuring accessibility tend to focus on objective measurement, often using journey time as an indicator of spatial separation of people from places. However, using objective measures of spatial accessibility could obscure inequities in accessibility that occur due to differences in perceptions of accessibility among (groups of) individuals. This paper uses data from a case study in Greater Nottingham, UK, to demonstrate that there are differences between self-reported and objective measures of journey time access to destinations. Self-reported journey times to a number of destinations by walking, public transport, and car are compared with a nationally available dataset of accessibility indicators. Then, factors associated with self-reported journey times are investigated to understand what accounts for differences between individual’s self-reported understanding and objective measures of journey time accessibility. Results show that there is a difference between self-reported and objective measures, and that objective measures usually underestimate journey time accessibility. These differences occur because of demographic factors (e.g., age), trip familiarity, and destination definition. If accessibility metrics are to be used to address issues of social inequity related to transport, then there is a need to consider how diverse perceptions of accessibility relate to objective measures and to develop approaches that can account for social as well as spatial variation in accessibility.]]></description>
      <pubDate>Wed, 26 May 2021 11:20:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1756369</guid>
    </item>
    <item>
      <title>History on the 35</title>
      <link>https://trid.trb.org/View/1701017</link>
      <description><![CDATA[Robert Howard helped Nottingham City Transport prepare a history guide to encourage the public to explore landmarks and amenities along a semi-circular route introduced nearly 40 years ago to link some garden suburbs with a then new hospital.]]></description>
      <pubDate>Thu, 23 Apr 2020 12:10:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1701017</guid>
    </item>
    <item>
      <title>An adaptive scaled network for public transport route optimisation</title>
      <link>https://trid.trb.org/View/1651565</link>
      <description><![CDATA[We introduce an adaptive network for public transport route optimisation by scaling down the available street network to a level where optimisation methods such as genetic algorithms can be applied. Our scaling is adapted to preserve the characteristics of the street network. The methodology is applied to the urban area of Nottingham, UK, to generate a new benchmark dataset for bus route optimisation studies. All travel time and demand data as well as information of permitted start and end points of routes, are derived from openly available data. The scaled network is tested with the application of a genetic algorithm adapted for restricted route start and end points. The results are compared with the real-world bus routes.]]></description>
      <pubDate>Mon, 28 Oct 2019 10:31:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1651565</guid>
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    <item>
      <title>Comparing Drivers’ Visual Attention at Junctions in Real and Simulated Environments</title>
      <link>https://trid.trb.org/View/1627497</link>
      <description><![CDATA[Driving simulation is widely used to answer important applied research questions, however, it is vital for specific driving tasks to undergo appropriate behavioural validation testing. Many previous validation studies have used simple driving tasks and measured relatively low-level vehicle control. The purpose of the current study was to investigate whether drivers’ visual attention at intersections with different levels of demand, are similar in the simulator and on the road. Unlike simpler driving tasks, crossing intersections requires complex interactions with other vehicles governed by sequences of head and eye movements that may not be accurately captured in a simulated environment. In the current study the authors directly compare performance at simulated junctions with the same participants' behaviour in a real car. The authors compared drivers’ visual attention in a high-fidelity driving simulator (instrumented car, 360-degree screen) and on-road in both low and medium demand driving situations. The low and medium demand driving situations involved the same motor movements, containing straight on, right turn and left turn manoeuvres. The low demand situations were controlled by the road environment and traffic lights, whereas medium demand situations required the driver to scan the environment and decide when it was safe to pull out into the junction. Natural junctions in Nottingham were used for the on-road phase and the same junctions were recreated in the simulator with traffic levels matched to those that were encountered on the real roads.The frequency and size of drivers' head movements were not significantly different between manoeuvres performed in the simulator and those conducted when driving on real roads. This suggests that drivers' broad search strategies in the simulator are representative of real-world driving. These strategies did change as a function of task demand - compared to low demand situations, behaviour at the medium demand junctions was characterised by longer junction crossing times, more head movements, shorter fixation durations and larger saccadic amplitudes. Although patterns of head movements were equivalent on road and in the simulator, there were differences in more fine-grained measures of eye-movements. Mean fixation durations were longer in the simulator compared to on-road, particularly in low-demand situations. The authors interpret this as evidence for lower levels of visual engagement with the simulated environment compared to the real world, at least when the task demands are low. These results have important implications for driving research. They suggest that high fidelity driving simulators can be useful tools for investigating drivers’ visual attention at junctions, particularly when the driving task is of at least moderate demand.]]></description>
      <pubDate>Thu, 01 Aug 2019 09:18:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1627497</guid>
    </item>
    <item>
      <title>Mass transit aims of Trent city : Nottingham plans further extensions to its tram network and has been advising other urban areas on how to introduce a workplace parking levy</title>
      <link>https://trid.trb.org/View/1597091</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 02 Apr 2019 09:55:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1597091</guid>
    </item>
    <item>
      <title>A dynamic two-dimensional (D2D) weight-based map-matching algorithm</title>
      <link>https://trid.trb.org/View/1576646</link>
      <description><![CDATA[Existing map-Matching (MM) algorithms primarily localize positioning fixes along the centerline of a road and have largely ignored road width as an input. Consequently, vehicle lane-level localization, which is essential for stringent Intelligent Transport System (ITS) applications, seems difficult to accomplish, especially with the positioning data from low-cost global positioning system (GPS) sensors. This paper aims to address this limitation by developing a new dynamic two-dimensional (D2D) weight-based MM algorithm incorporating dynamic weight coefficients and road width. To enable vehicle lane-level localization, a road segment is virtually expressed as a matrix of homogeneous grids with reference to a road centerline. These grids are then used to map-match positioning fixes as opposed to matching on a road centerline as carried out in traditional MM algorithms. In this developed algorithm, vehicle location identification on a road segment is based on the total weight score which is a function of four different weights: (i) proximity, (ii) kinematic, (iii) turn-intent prediction, and (iv) connectivity. Different parameters representing network complexity and positioning quality are used to assign the relative importance to different weight scores by employing an adaptive regression method. To demonstrate the transferability of the developed algorithm, it was tested by using 5,830 GPS positioning points collected in Nottingham, UK and 7,414 GPS positioning points collected in Mumbai and Pune, India. The developed algorithm, using stand-alone GPS position fixes, identifies the correct links 96.1% (for the Nottingham data) and 98.4% (for the Mumbai-Pune data) of the time. In terms of the correct lane identification, the algorithm was found to provide the accurate matching for 84% (Nottingham) and 79% (Mumbai-Pune) of the fixes obtained by stand-alone GPS. Using the same methodology adopted in this study, the accuracy of the lane identification could further be enhanced if the localization data from additional sensors (e.g. gyroscope) are utilized. ITS industry and vehicle manufacturers can implement this D2D map-matching algorithm for liability critical and in-vehicle information systems and services such as advanced driver assistant systems (ADAS).]]></description>
      <pubDate>Fri, 25 Jan 2019 10:34:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1576646</guid>
    </item>
    <item>
      <title>An Integrated Planning Framework for the Development of Sustainable and Resilient Cities – The Case of the InSMART Project</title>
      <link>https://trid.trb.org/View/1482658</link>
      <description><![CDATA[The European Commission has acknowledged the significance of local and regional communities in its effort to tackle climate change. In this respect a number of initiatives and programmes (e.g. Covenant of Mayors, Covenant of Mayors for Climate and Energy, CONCERTO, CIVITAS, etc.) have been set up in order to engage European cities in the effort towards a low carbon future and an improved quality of life through sustainable economic development. These initiatives have been generally successful and have resulted in the commitment of an increasing number of European cities towards sustainable development goals. At the same time, however, it has been revealed that there is a critical need for improved comprehensive city planning driven by an integrated and strategic approach, focused on cost benefit assessment towards sustainable energy use.  This paper presents an innovative city planning approach developed within the EU FP7 project InSMART. It brings together four European municipalities – Evora (Portugal), Nottingham (UK), Trikala (Greece) and Cesena (Italy) –, academics, industries and technical consultants in order to establish a common methodology for enhancing sustainable planning for both the current and future city needs through an integrative and multidisciplinary approach. The methodology develops and employs a number of tools to assess the optimum mix of medium term measures (up to 2030) for a sustainable energy future, addressing the efficiency of energy flows across various city sectors with regards to economic, environmental and social criteria and paving the way towards actual implementation of priority actions.  This paper presents the key concepts around this methodology and some selected results of the project (still ongoing). The results refer to the four city partners, all actively involved in developing a more sustainable energy system. Further on, the proposed approach may be replicable to other cities.]]></description>
      <pubDate>Mon, 25 Sep 2017 14:10:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1482658</guid>
    </item>
    <item>
      <title>Evaluating the impact of a workplace parking levy on local traffic congestion: The case of Nottingham UK</title>
      <link>https://trid.trb.org/View/1482314</link>
      <description><![CDATA[A Workplace Parking Levy (WPL) scheme raises a levy on private non-domestic off street parking provided by employers. In April 2012 Nottingham became the first UK City to implement such a scheme with the revenue generated hypothecated for funding transport improvements.  The lag between the introduction of the WPL and the opening of related public transport improvements represents an opportunity to study the impact of a WPL on congestion as a standalone measure. In order to achieve this it is necessary to consider changes to variables external to the WPL, which also impact on congestion, which may obscure any beneficial impact of the scheme. An autoregressive time series model which accounts for the impact of these exogenous variables is used to evaluate the impact of the introduction of the WPL on congestion. Delay per Vehicle Mile is used as the dependent variable to represent congestion while the number of Liable Workplace Parking Places (LWPP) is used as a continuous intervention variable representing the introduction of the WPL. The model also contains a number of economic, transportation and climatic control variables.  The results indicate that the introduction of the WPL as measured by the number of LWPP has a statistically significant impact on traffic congestion in Nottingham. Additionally, external explanatory variables are also shown to impact on congestion, suggesting that these may be masking the true impact of the scheme. This research represents the first statistical analysis of the link between the introduction of a WPL and a reduction in congestion.]]></description>
      <pubDate>Mon, 25 Sep 2017 14:10:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1482314</guid>
    </item>
    <item>
      <title>Gas for Nottingham</title>
      <link>https://trid.trb.org/View/1479469</link>
      <description><![CDATA[Nottingham City Transport has taken delivery of its first of 53 biogas-fuelled double-deckers and remains committed to owning at least 120 if the funding for them becomes available. Alan Millar has been looking closely at how these have been designed to provided maximum passenger appeal.]]></description>
      <pubDate>Wed, 09 Aug 2017 10:50:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479469</guid>
    </item>
    <item>
      <title>An evaluation of the economic and business investment impact of an integrated package of public transport improvements funded by a Workplace Parking Levy</title>
      <link>https://trid.trb.org/View/1470497</link>
      <description><![CDATA[Hypothecated revenue from the Nottingham Workplace Parking Levy (WPL) is being used to fund additional tram lines, refurbish the Nottingham Railway Station and to sustain the supported Linkbus network. This strategy aims to constrain congestion, cater for future economic growth and make Nottingham a more attractive location for business investment and to live, visit and work.  Literature reveals that the Nottingham WPL forms a relatively small proportion of a business’ turnover and that the availability of an efficient public transport system is an important factor in business location decisions. Consequently, central to the WPL package is the expectation that an improved public transport network will prove sufficiently attractive to the business community to offset any perceived negativity of the WPL and hence make Nottingham an attractive business location relative to other UK and European Cities.  This paper aims to evaluate the economic and inward investment impact of the Nottingham WPL package.  The Theory of Change approach is used to analyse the impact complemented by benchmarking against comparator Cities. A range of available indicators are used including economic output, employment, net business value-added tax (VAT) registrations, the level of investment enquiries and successes and investment case studies.  The paper concludes that there is strong evidence that the WPL is not having a significantly negative impact on inward investment. Additionally, strong growth in employment and output, combined with a positive movement of inward investment indicators, suggests that Nottingham remains relatively attractive to investors. There is emerging evidence from investment case studies that the public transport improvements are playing a role in this.]]></description>
      <pubDate>Fri, 30 Jun 2017 19:44:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1470497</guid>
    </item>
    <item>
      <title>NCT's dash for gas</title>
      <link>https://trid.trb.org/View/1458596</link>
      <description><![CDATA[Nottingham City Transport has adopted biogas to meet tough new emission standards and hopes never to buy another diesel. Alan Millar finds out why it is following this course and how it plans to make it work.]]></description>
      <pubDate>Tue, 07 Mar 2017 14:54:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458596</guid>
    </item>
    <item>
      <title>Plugged in</title>
      <link>https://trid.trb.org/View/1458572</link>
      <description><![CDATA[Nottingham has the biggest council-owned electric bus fleet in Europe and has introduced thirteen 12m Chinese-built BYD on to routes based on the city's park-&-ride facilities. Alan Millar reports on this development and the policy decisions that have made it possible.]]></description>
      <pubDate>Tue, 07 Mar 2017 14:54:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458572</guid>
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