<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>Serving Passengers with Hearing Loss</title>
      <link>https://trid.trb.org/View/1926611</link>
      <description><![CDATA[For travelers with hearing loss, moving through a transportation terminal can be very challenging. Background noise and spotty quality of public address systems can stymie speech comprehension, leading to confusion and even missed travel connections. A “hearing loop” is an assistive listening system connected to a venue’s public address (PA) system that allows people who are hard of hearing to understand public announcements. This article discusses the adoption of hearing loops by airports, rail terminals, buses, and taxicabs.]]></description>
      <pubDate>Wed, 16 Mar 2022 10:19:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1926611</guid>
    </item>
    <item>
      <title>Compensation and coordination mechanisms on China's railway public transportation service</title>
      <link>https://trid.trb.org/View/1891648</link>
      <description><![CDATA[The State Railway Administration (SRA) of the People's Republic of China and the China Railway Cooperation (CRC) were established as a result of the Ministry of Railways reform in 2013, the aim of which was to separate the functions of administration management and business operations. Due to the lower profitability of the public transportation service offerings, it was of vital importance to increase the operational incentives of the CRC while satisfying to a larger extent the demands of public transportation service. However, under the current separation mode, there is a lack of efficiency in the provision of public transportation services. Establishing a subsidiarity pricing mechanism for railway transportation serving the public welfare, subsidiarity methods, and appropriate compensation plans targeting the loss caused by delivering public welfare services is necessary to deepen railway transport reform. To solve this issue, the authors establish a game-theoretical framework where the CRC decides on the wholesale price and the SRA determines how much to procure. They obtain the optimal wholesale price and the corresponding procurement quantity decisions. They show how revenue-sharing contracts can coordinate the government and enterprise relationship when market participants are endowed with different market powers. They find that under a scenario in which the cutting ratio lies in the middle range, both market participants are better off than when under a decentralized scenario. Moreover, the authors provide comparative statics to show the impacts of different parameters on the optimal decisions.]]></description>
      <pubDate>Fri, 10 Dec 2021 11:40:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1891648</guid>
    </item>
    <item>
      <title>Improving Intelligibility of Airport Terminal Public Address Systems: Introduction to ACRP Report 175</title>
      <link>https://trid.trb.org/View/1496281</link>
      <description><![CDATA[ACRP  recently  published  Report  175  which  provides  guidance  to  airports  to  improve  the  speech intelligibility  of  airport  PA  systems  through  design  and  better  operation.  Audible  announcements  in airport terminals are often hard to understand. Given that the airport terminal environment is dynamic, the speech intelligibility of public address systems can decline and people can find it hard to understand announcements due to background noise and/or poor system design. Understanding announcements is even harder for (1) hearing-impaired travelers, (2) people for whom English is not their native language, and (3) distracted travelers. Poor intelligibility in public address systems degrades the efficacy of fire alarm notifications and other public service and emergency announcements that are critical in airport terminals. This paper introduces the new report and discusses case studies provided in the guidance document.]]></description>
      <pubDate>Tue, 27 Mar 2018 11:14:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496281</guid>
    </item>
    <item>
      <title>Improving Intelligibility of Airport Terminal Public Address Systems</title>
      <link>https://trid.trb.org/View/1479284</link>
      <description><![CDATA[This report provides design guidelines to improve public address speech intelligibility for passenger processing interfaces for all types and sizes of airport terminal environments. The guidelines include (1) a summary of data on public address systems, terminal finishes (e.g., walls, floors and ceilings) and background noise levels in a variety of airport terminals, (2) identification of acoustical shortcomings and the results of impacts on existing public address systems; and (3) options for enhancing intelligibility in existing airport terminals as well as ensuring intelligibility in new terminal designs. The design guidelines were developed through field measurements at airports as well as an online questionnaire to collect information from the airport industry (airlines, airports, and consultants) to review how the industry understands factors related to speech intelligibility. A passenger survey was also developed to gain insight on ways airports can conduct their own research on human factors specific to their airports.]]></description>
      <pubDate>Wed, 09 Aug 2017 08:35:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479284</guid>
    </item>
    <item>
      <title>Guidebook for Preparing Public Notification Programs at Airports</title>
      <link>https://trid.trb.org/View/1464355</link>
      <description><![CDATA[Most airports are relatively new to the use of public notification programs, and their current public address systems are often inflexible and difficult to adapt for this use. In addition, public notification programs comprise more than just their technological components, and must be tailored to meet the unique needs of airports. This report offers standards and practices to help airport industry practitioners develop and implement effective programs for delivering both routine notifications as well as incident and emergency-related notifications. The guidance allows readers to customize their programs to match their unique circumstances. The research began with a review of literature related to airport and similar industry emergency, non-emergency, incident, public information, and notification methods. This was followed by a comprehensive survey of more than 50 airports of various sizes and types across the United States to determine the status of public notification programs and their use. A parallel survey was also distributed to similar industries, such as universities and large school districts, utility companies, entertainment venues, and hospitals, to discover practices, tools, policies, and procedures that could be applicable and beneficial to public notification programs at airports. Next, detailed case studies of four airports and two similar industries were undertaken to understand their overall notification program as well as how notifications were handled during a specific event. The contractor then developed their guidance based on their expertise and their research findings. The guidebook provides a process for developing a stand-alone program to fit the unique needs of airports. Key topics include conducting a needs assessment, reviewing alternatives, and developing and implementing a program tailored to an airport’s size and activity level. The guidebook also offers supplemental information in its appendices, including a review of tools and methods, a matrix comparing benefits with their associated level of effort for implementation, sample notification templates and scripts, and a National Incident Management System (NIMS)-formatted notification program template.]]></description>
      <pubDate>Tue, 18 Apr 2017 15:04:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1464355</guid>
    </item>
    <item>
      <title>A Study of the Guidance Announcements for General Passengers with the Exception of Passenger Ships</title>
      <link>https://trid.trb.org/View/1415284</link>
      <description><![CDATA[There are many ships open to the public during port festivals. The training ship “Toba Maru” (gross tonnage 244t, length 40m) has been open to the public every year for port festivals since 1997. However, guidance announcements have never been put into effect on the ship. The authors researched the guidance announcements on public transportation and verified the announcement system which is easy to use on ships. The announcements on public transportation are made by automatic broadcasting equipment, or are manually broadcast by the crew. The announcements of the automatic method are spoken slower than those of the manual. The authors proposed that the announcement system consists of a public address system and an audio playback device. A CD player is easiest to use for mariners. It is presumed necessary to announce slowly, and that technical words in the announcement script be simple for the onboard environment such as strong winds and loud noises. The onboard crew are able to use these methods. However, officers still have problems communicating accurate information in their announcements. Effective, good announcements are expected to improve communication within a ship.]]></description>
      <pubDate>Wed, 27 Jul 2016 09:48:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1415284</guid>
    </item>
    <item>
      <title>Speaking the same language</title>
      <link>https://trid.trb.org/View/1085410</link>
      <description><![CDATA[Subtitle: Phoneme-based technology makes passenger announcements clearer.]]></description>
      <pubDate>Thu, 30 Dec 2010 10:18:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1085410</guid>
    </item>
    <item>
      <title>NJ Transit Centralizes Passenger Communications Operation</title>
      <link>https://trid.trb.org/View/917417</link>
      <description><![CDATA[This article examines New Jersey Transit’s efforts to improve its passenger communications operation, which includes adding computer-generated visual displays at stations and improving public address systems so customers can more easily hear announcements. The author reports that the agency is migrating away from proprietary server platforms and vendor contracts toward a self-owned, standardized operation aimed at disseminating better quality audio and visual information. The agency chose to centralize its data in order to provide clear and up-to-the-minute details about commute time. The agency chose the Loquendo Text-to-Speech software engine to convert database information for public address. Passengers can access train and bus information via BlackBerry devices or iPhones.]]></description>
      <pubDate>Sun, 30 May 2010 07:44:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/917417</guid>
    </item>
    <item>
      <title>Fire and Life Safety System Devices, Design, Inspection, Testing and Maintenance Program</title>
      <link>https://trid.trb.org/View/917494</link>
      <description><![CDATA[All transit facilities require proper fire life safety (FLS) systems and devices, designed & specified per code, installed properly, inspected, monitored and tested routinely, so that they are available instantaneously for emergency use. The FLS system include fire alarm system – panel and pull stations, annunciation devices, strobes, sprinkler system (sprinkler heads and piping), fire department connection, smoke and heat detectors, sensors,, dampers, sprinkler valve assembly, stand pipes, fire extinguishers etc. Additionally, other associated items are intrusion detection & annunciation system, public address system, exit signs, exiting & evacuation plan, maintenance & testing program etc.]]></description>
      <pubDate>Mon, 24 May 2010 14:08:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/917494</guid>
    </item>
    <item>
      <title>Speech Transmission Index- Public Address (STIPA): Objective Assessment of Intelligibility</title>
      <link>https://trid.trb.org/View/813684</link>
      <description><![CDATA[This paper describes how the speech transmission index (STI) has shown to be a valuable tool for the objective assessment the speech intelligibility. From the first presentation in 1971, the method has been refined and diversified for various applications. Recently the International Electrotechnical Commission, IEC, has launched the third revision of the International Standard specifying the method for calculating the index: IEC 60268-16. A brief discussion of STIPA was presented in the Spring of 2004 at DAGA.]]></description>
      <pubDate>Thu, 26 Jul 2007 09:55:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/813684</guid>
    </item>
    <item>
      <title>Voice over IP for Light Rail Communications Systems</title>
      <link>https://trid.trb.org/View/811012</link>
      <description><![CDATA[This paper describes how the growth of broadband packet-switched communications networks and applications over the last decade has been phenomenal. As a result, enterprises and public agencies alike have embraced the need to streamline their backbone networks, eliminate disparate analog and circuit switched interfaces, and completely transform end-to-end services for TCP/IP transport over simple and ubiquitous Ethernet network connections. Most transit agencies have responded accordingly, installing these networks and either replacing, augmenting, or upgrading older circuit switched networks in an effort to deliver all communications services, even voice and video, over a single integrated high-speed data network. Public address and visual message signs, SCADA, CCTV, and fare collection systems are all commonly using these networks today to transmit data to and from a central control site. But until recently, light rail system voice traffic has been almost exclusively switched by traditional PABX systems and carried by fixed bandwidth, circuit switched TDM networks, which add inefficient and costly cable distributions and analog to digital conversion processes between the main switching site and each field site that contributes to high maintenance and administration costs. Now, thanks to maturing technology and standards, agencies can leverage their new or existing high speed data networks and integrate packetized voice traffic through the use of the Voice over Internet Protocol (VoIP) suite of services. With smart planning and implementation, agencies can even combine all of their voice services, operational and administrative, onto a single VoIP, or IP telephony, system to more cost effectively serve the needs of the entire transit agency. This paper briefly summarizes VoIP technologies and the communications networks needed to support them, presents best practice suggestions, offers case studies of existing and planned light rail transit implementations, and closely examines the broader challenges of designing a VoIP system over an operational light rail communications system – including convincing agency technology staffs that the viability and benefits of VoIP justifies its deployment over traditional voice systems.]]></description>
      <pubDate>Tue, 19 Jun 2007 08:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/811012</guid>
    </item>
    <item>
      <title>Next Stop... Better Communications</title>
      <link>https://trid.trb.org/View/759594</link>
      <description><![CDATA[Passenger information systems are helping customers plan trips and react to changing operating conditions.  Providing high quality information has been shown to improve customer service and can lead to increased ridership.This article provides a snapshot of some that go beyond the traditional customer service hotlines.  Among them: In-station sign and PA systems; Onboard sign and PA systems; Web-based technology; Multimodal travel planners; Radio/television; and, Customer service representatives.]]></description>
      <pubDate>Thu, 01 Sep 2005 07:57:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/759594</guid>
    </item>
    <item>
      <title>SPEECH-PROCESSING: SNCF APPLICATIONS</title>
      <link>https://trid.trb.org/View/277519</link>
      <description><![CDATA[This article which analyses speech processing and its applications on SNCF, examines in turn speech synthesis (installed systems:  passenger announcements in stations, train phones) and speech recognition (installed systems: telephone call speech composers for regulators:  electronic secretary).]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/277519</guid>
    </item>
    <item>
      <title>NYCT PUBLIC ADDRESS: CUSTOMER INFORMATION SCREEN PHASE II PROJECT</title>
      <link>https://trid.trb.org/View/705210</link>
      <description><![CDATA[The New York City Transit (NYCT) Public Address/Customer Information Screen (PA/CIS) Phase II project will implement the software to enable up to 550 locations, i.e., the entire existing system plus future additions, to be served by a single platform that will provide several passenger station functions. These functions include Public Address announcements, Customer Information Screen (variable message sign) messages, CCTV, Station Device Management (SDM) and Help Point Intercom (HPI), which is a passenger assistance feature. The hardware for this system will be implemented at the new NYCT Rail Control Center. The Public Address and Customer Information Screen hardware aspects will be installed at 156 passenger stations over the IRT Division (Subdivision A). The hardware capability for inclusion of CCTV, HPI and SDM, will be implemented at ten of those passenger stations. The PA/CIS Phase II project is one of several major system projects currently under construction at NYCT. Of particular relevance to the PA/CIS Phase II project are the SONET/ATM fiber-optic backbone and the Automatic Train Supervision - A (ATS-A) projects. The ATS-A project will bring train control of Subdivision A to the Rail Control Center. Both of these projects include complete build-out over the IRT territory. Thus PA/CIS Phase II will use the SONET/ATM system as its backbone and interface with the ATS-A system to obtain train location data. This latter feature is one of the highlights of the system. It will enable the system to automatically display and update train arrival information on the CIS units located in the platform and mezzanine areas of all 156 stations within the contract. NYCT anticipates that those messages will be displayed at all times, unless superseded by exception messages that address specific operational conditions. Public address announcements will for the most part be limited to exception messages. The CCTV capability will include the ability to call up station video from remote locations. The SDM aspect will provide the ability to monitor and turn on or off station equipment from the RCC. The HPI subsystem will provide customers with the ability to call a transit agent for travel information, or by pushing a separate button, call into the Rail Control Center to report an emergency.]]></description>
      <pubDate>Tue, 03 Aug 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/705210</guid>
    </item>
    <item>
      <title>ITS COMPONENTS OF THE T-REX PROJECT IN DENVER, CO</title>
      <link>https://trid.trb.org/View/701226</link>
      <description><![CDATA[TREX stands for Transportation Expansion and it's a 1.7 billion dollar design/build freeway widening and light rail expansion project currently under construction in the Denver, Colorado area. The project includes an extensive Intelligent Transportation System (ITS) component, designed to provide public information, traveler information and incident management functions from a web site available to the public.  The project includes numerous ITS components which communicate to a central Transportation Management Center (TMC). These ITS components include freeway entrance ramp meters, Closed Circuit Television (CCTV) cameras, Dynamic Message Signs (DMS), Highway Advisory Radio (HAR), Arterial Vehicle Detection Systems (AVDS), Freeway Vehicle Detection Systems (FVDS), and Transit Related ITS. The technologies being used include radar detection, video detection, Light Emitting Diode (LED) signs, fiber optic communications, and Cellular Digital Packet Data (CDPD) cell phone technology communications.  The ITS components are designed to provide full video surveillance of the freeway to detect incidents. A special password protected portion of the web site is available to local police, fire, and traffic management agencies to view live incident CCTV images. The contractor operates a temporary TMC which can post messages on the DMS and HAR systems to alert motorists of incidents and potential delays.  The web site available to the public includes real time color coded maps of the freeway indicating the current traffic congestion, similar to the Washington State Department of Transportation (WSDOT) web site. Color coded congestion maps will also be available for approximately 300 local arterial intersection approaches, based on real time volume, and occupancy and data collected from the AVDS component. This allows the public to make informed decisions about possible alternate routes to avoid incidents or other congestion.  The Transit Related ITS component includes real time Variable Message Signs (VMS) and a Public Address (PA) system which inform the public when the next Light Rail Transit (LRT) train and connecting busses will be arriving. Signs are also planned to provide real time status on whether the Park-n-Ride lots are full.  Bus traffic signal priority systems are also planned to give priority to busses exiting the LRT stations. Construction of the TREX project is well underway with completion expected by 2006. The project includes 19 miles of freeway widening and an adjacent light rail line which will connect downtown Denver to the Denver Tech Center. The project was approved by Denver area voters in 1999. The project includes a mix of Federal, State, Local, and Transit Agency funding.]]></description>
      <pubDate>Fri, 07 May 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/701226</guid>
    </item>
  </channel>
</rss>