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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>Design and construction of twin track Dudley Street bridge</title>
      <link>https://trid.trb.org/View/1468062</link>
      <description><![CDATA[The new Dudley Street Bridge is a 74m long structure supporting the Up and Down Regional Rail Link tracks to provide access to Platforms 1 to 8 at Southern Cross Station. The bridge is part of the $3.65 billion Regional Rail Link project in Victoria, section being delivered by the City to Maribyrnong River Alliance (Regional Rail Link Authority, V/Line, Metro Trains Melbourne, John Holland, Lend Lease, Coleman Rail, AECOM and GHD). Although the Bridge was not part of the reference design, providing the bridge resulted in a major project wide benefit. The bridge removed extensive crossover works and associated rail occupations thereby achieving complete separation of the regional trains from the metropolitan network. Major challenges encountered in developing the final design solution include locating the bridge foundation directly on top of the underlying Melbourne Underground Rail Loop tunnel, working under rail occupations and road closures, allowing for close proximity of existing buildings including Festival Hall, and major in-ground services including a high pressure gas main on top of the tunnel roof. A number of innovative design solutions including precast piers and headstocks and prefabricated steel concrete composite deck units were adopted to overcome the above challenges and to minimise the impact on adjacent operational rail. Also, given the high profile location of the bridge, significant urban design elements were incorporated in the design. This paper presents the design and construction challenges and state-of-the-art solutions adopted by the project team. Major bridgeworks were successfully completed in August 2013 with minor elements completed in early 2014.]]></description>
      <pubDate>Wed, 24 May 2017 14:08:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1468062</guid>
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      <title>Evaluating accessibility provisions for existing rail station platforms in Melbourne, Australia</title>
      <link>https://trid.trb.org/View/1457953</link>
      <description><![CDATA[This paper documents current measures to understand and address station platform accessibility compliance for Melbourne’s metropolitan rail network. Compliance is set by the Australian Disability Standards for Accessible Public Transport (DSAPT, 2002). In particular, this paper focuses on the maximum allowable provision under the standards of a platform to door gap of 40 mm horizontal length x 12 mm vertical step height. Beyond these dimensions, driver assistance is required.  A boarding simulation rig replicating the platform and train door threshold was constructed and mobility impaired users from the local community invited to participate in testing a range of gap variables. Data collected improved Melbourne’s rail operator Metro Trains Melbourne (MTM) and Victoria’s statutory authority Public Transport Victoria (PTV) understanding of a current design. Alongside the DSAPT legislation and the limitations in capability and confidence of mobility impaired passengers. Multiple simulations confirmed that the present platform design is a significant improvement in both accessibility and disability compliance but factors such as modern mobility scooters and wheelchair design and their operation still presented challenges.  This research has been undertaken in a design practice based PhD which seeks to address some of the operational obstacles revealed through the trials. Invited by the trial organisers, the author’s observations and response to the trials through design interventions are briefly discussed.]]></description>
      <pubDate>Mon, 27 Feb 2017 10:11:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1457953</guid>
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      <title>A comparative study of the CPTED design quality of train stations based on crime rate in Melbourne</title>
      <link>https://trid.trb.org/View/1457921</link>
      <description><![CDATA[Crime on public transport is a longstanding issue that negatively impacts the perceptions of passengers.  Although much research has occurred on this topic, little has examined transit using the framework of Crime Prevention Through Environmental Design (CPTED).  This paper presents a comparative study of train stations in terms of design quality for personal safety and security. Three types of train stations are considered for comparison: stations with high, low and moderate crime rate, located in Melbourne. Three sets of stations from each category are assessed in this research. The design quality of the train stations are quantified with a scale using CPTED principles to quantify five dimensions of design quality. Results compare the scores across the three types of stations, statistical analysis between the scores have identified the factors and the design features contributing to the difference in scores.]]></description>
      <pubDate>Mon, 27 Feb 2017 10:07:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1457921</guid>
    </item>
    <item>
      <title>Measuring station design quality for personal safety: preliminary results</title>
      <link>https://trid.trb.org/View/1395142</link>
      <description><![CDATA[Crime on public transport is a major concern for society and authorities; and many security measures have been adopted in public transport facilities like stations to reduce crime and improve the perception of safety of passengers. However a scale to measure the design quality of the public transport facilities using Crime Prevention Through Environmental Design (CPTED) principles has not yet been developed. This paper presents preliminary results of a research program to develop a unified measure of the overall design quality of train stations in terms of surveillance, access control/target hardening, maintenance, territoriality and activity support, which are the main underlying elements of CPTED. In this study a preliminary scale has been developed and applied to 4 stations in suburban Melbourne. The scores illustrate the overall station design quality and highlight elements of the stations to address to enhancing safety in future. Areas for future research and implications for practice are explored.]]></description>
      <pubDate>Thu, 14 Jan 2016 11:49:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395142</guid>
    </item>
    <item>
      <title>An analysis of station infrastructure design to improve accessibility between the platform and suburban train carriages</title>
      <link>https://trid.trb.org/View/1286936</link>
      <description><![CDATA[This paper presents research supported by the CRC for Rail Innovation to establish guidelines for best practice in station design and infrastructure within Australia. One key consideration in this process is the Disability Standards for Accessible Public Transport 2002 (DSAPT) which seeks to eliminate discrimination in public transport access around infrastructure by 2022.  Within railway station design it is accepted by operators and governing bodies that the interface between train and platform, &lsquo;the gap&rsquo; is a major impediment to accessibility compliance. It remains problematic in achieving &lsquo;unassisted&rsquo; access in &lsquo;boarding from, or alighting to&rsquo; the platform surface particularly for passengers with impaired mobility.  Using Melbourne&rsquo;s Metropolitan rail network as a case study it is revealed that there are several contributing factors which do not enable independent access from the platform to the train. This is evident in current industry practice of driver assisted boarding, multiple rolling stock designs and the impact of a station design legacy throughout Melbourne&rsquo;s rail network.  In this paper ensuing operational constraints in and around infrastructure are analysed in order to redefine &lsquo;the gap&rsquo; issue from a design perspective towards enabling user independence. The aim of this research is to scope the extent of infrastructure issues and operator response to inform the approach of a new design solution around &lsquo;cross-gap&rsquo; accessibility.]]></description>
      <pubDate>Thu, 23 Jan 2014 09:54:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1286936</guid>
    </item>
    <item>
      <title>Designing a public train station shelter to minimise anti-social behaviour and crime in Melbourne's metropolitan rail environment</title>
      <link>https://trid.trb.org/View/1097021</link>
      <description><![CDATA[The Melbourne metropolitan train network has experienced incidents of anti-social behaviour and crime across the network over recent years.  Identification of this problem has led to design research aimed at exploring ways to minimise anti-social behaviour, improve passenger security and the perceptions of Melbourne's railway system.  A literature review has revealed that good sightlines and visibility, minimised obstructions, sufficient lighting solutions, and controlled access are the principal factors that contribute to a safe and successful station environment.  The key findings, used as guidelines, are intended to inform a design process in developing a potential design solution that is novel and adaptable.  This paper examines the design and function of a shelter system design concept emerging from the research, and how it might be implemented into Melbourne's train network in the near future.  It is proposed that the system not only deters anti-social behaviour and crime, but also improves the quality of life of patrons at varying railway stations.]]></description>
      <pubDate>Tue, 15 Mar 2011 11:13:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097021</guid>
    </item>
    <item>
      <title>DIMENSIONING PASSAGES USED BY PASSENGERS IN STATIONS</title>
      <link>https://trid.trb.org/View/277525</link>
      <description><![CDATA[Method for determining the width of passenger traffic installations, taking into account the different types of traffic (business, long and short distance, tourist traffic) and the passenger flows to be catered for following train arrivals.  Use of the method for calculating dimensions.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/277525</guid>
    </item>
    <item>
      <title>MEASURING STATION CAPACITY FOR SEATTLE'S BUS TUNNEL</title>
      <link>https://trid.trb.org/View/277274</link>
      <description><![CDATA[A discussion of the passenger system capacity of the Downtown Seattle Transit Project is presented in this paper. The purpose of this paper is to analyze the design of the subway stations associated with the Downtown Seattle Transit Project with regard to the levels of service experienced under estimated passenger volumes using the facility. Level of service and capacity methodology for pedestrians are reviewed for individual components of the transit project. Primarily, this analysis is based on observed data and levels of service research conducted by Fruin (1) and Pushkarev and Zupan (2). Estimated station passenger volumes for the years 1990, 2000, and far into the 21st century are analyzed with respect to levels of service. System components examined are the station entrance, mezzanine levels, and station platforms. Presented are examples of Fruin's and Pushkarev's methodology applied to several specific design components of the subway stations.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/277274</guid>
    </item>
    <item>
      <title>TIMES SQUARE SUBWAY COMPLEX PEDESTRIAN MOVEMENT ANALYSIS</title>
      <link>https://trid.trb.org/View/277270</link>
      <description><![CDATA[Reconstruction of the Times Square Station is an integral part of the 42nd Street Development Project. The new development, planned for the sites above and adjacent to the subway station, creates the opportunity for complete reconstruction of the station. An analysis of pedestrian flows within the station was conducted to assist in selecting the design concept. The movement analysis task takes on a special significance because of the size, the number of possible entrance and exit points, and the number of alternative paths available to get from place to place within the station. The complexity of the station area is such that it precludes the use of existing station area models, including the UMTA Transit Station Simulation (USS) program. Highway network and assignment techniques were adapted and the Urban Transportation Planning System (UTPS) was used to simulate pedestrian networks and to project pedestrian volumes on discrete station elements. UTPS has proved to be valuable for analyzing alternatives and for providing pedestrian flow data that are needed to refine the design concepts. Information generated by UTPS helped to evaluate the overall performance of the alternatives with respect to each other and the existing station. It also pinpointed the location of the problem areas within each alternative.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/277270</guid>
    </item>
    <item>
      <title>DESIGNERS TRAIN THEIR THOUGHTS ON METRO STATIONS</title>
      <link>https://trid.trb.org/View/276828</link>
      <description><![CDATA[Designers and operators of underground stations are responding to public demands for an acceptable face to underground travel, which has to be matched to the necessity for cost control.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/276828</guid>
    </item>
    <item>
      <title>PASSENGER SAFETY IN METROPOLITAN RAILWAYS</title>
      <link>https://trid.trb.org/View/275982</link>
      <description><![CDATA[To enhance the safety image of rapid transit systems, the responsible agencies must take every opportunity to make clear to the public that the systems are safe and reliable. In the course of minimizing the staff associated with operations the following areas of passenger safety require attention:  Construction and layout of station; full range of communications and monitoring equipment; installation of communications on board trains; attention to the system's appearance; security in keeping of the cash which is generated; automation should be made less intimidating for passengers by the presence of persons in authority--ticket inspectors, mobile staff and police.  An important factor in the passenger's subjective feeling of security and a preventive measure against crime is the presence of police on regular patrols, possibly together with the transit staff, and by the use of the rapid transit system by all uniformed police officers, both on and off duty.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/275982</guid>
    </item>
    <item>
      <title>THE BIG BREAKTHROUGH UNDER THE TRACKS</title>
      <link>https://trid.trb.org/View/275976</link>
      <description><![CDATA[In the early days of the railway, the railway lines only touched the urban area, which is often today the old town. Although the tracks are still where they were then, they now cut through the much larger town of today.  In many large towns an interesting solution has been found to the inconvenience this intersection causes:  the old access tunnel running under the platforms has been converted to a spacious combined booking-hall and pedestrian concourse. Ticket counters are now centrally located, so that travellers have easy access from both sides of the town, while the long-distance and urban train platforms are close to each other.  These decisive improvements in respect of the station and its integration into the urban scene have often been made possible by the construction of an underground where this crosses the path of the surface railway and the construction works can be coordinated.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/275976</guid>
    </item>
    <item>
      <title>NETHERLANDS RAILWAYS INTRODUCE NEW DOUBLE-DECK COACHES FOR PUSH-PULL OPERATIONS</title>
      <link>https://trid.trb.org/View/275975</link>
      <description><![CDATA[The steady growth of local passenger traffic by rail, especially within the range of the large cities in the west of the Netherlands, made it necessary to consider new ways of handling this traffic volume.  Constructional changes at major stations have been or are possible only to a restricted extent, posing the requirement of achieving to let the largest possible number of passengers boarding or leaving the trains within a given platform length at the stations.  A solution suggesting itself is the use of double-deck coaches.  Due to the brief stops at the stations priority has to be given to an optimum passenger flow.  In practice, this means that the provision of wide doorways, large vestibules and wide stairways is highly significant. Another important problem to be overcome is the provision of the largest possible number of seats, because also the short-distance traveller is entitled to a comfortable seat. This feature demands great attention, especially from the point of view of improving the appeal of rail transport as compared to road transport.  It is considered that the double-deck coaches described in the following are suitable for meeting the requirements in respect of operation, servicing as well as running upkeep and maintenance.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/275975</guid>
    </item>
    <item>
      <title>PREDICTIVE ACCURACY OF DISAGGREGATE BEHAVIOURAL MODELS OF NEW RAILWAY STATION'S USAGE</title>
      <link>https://trid.trb.org/View/271316</link>
      <description><![CDATA[The predictability of Nested Logit (NL) models was examined at the aggregate level as well as the disaggregate sample level, using the before-and-after data on a new railway station.  The NL models tested have a three-level structure, containing line-haul mode, station, and access mode choices. We showed (1) the temporal stability of the choice structure, the independent variables and the parameters is very high, and (2) the prediction error on the usage of the new railway station is within 20 percent, using simplified aggregation procedures.  So, we concluded that the NL models have high applicability for the prediction of the station's usage.  (Author abstract)]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/271316</guid>
    </item>
    <item>
      <title>DESIGN AND CONSTRUCTION OF DADE COUNTY METROMOVER</title>
      <link>https://trid.trb.org/View/271062</link>
      <description><![CDATA[The background, funding, design features and system characteristics of the Dade County METROMOVER system, the first automated guideway transit system in a US downtown environment, are described.  Design features include the route alignment, vehicle, guideway superstructure, guideway substructure and the stations.  System characteristics describe the capacity, headways and run time of the system. Some construction-related issues and maintenance of traffic during construction are also addressed.  (Author abstract)]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/271062</guid>
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