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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Flexible facility requirements for strategic planning of airport passenger terminal infrastructure</title>
      <link>https://trid.trb.org/View/2614551</link>
      <description><![CDATA[Facility requirements determine how and when the capacity of airport passenger terminal facilities is adjusted over time to meet expected demand. Given high levels of uncertainty inherent in long-term airport planning, under and over provision of capacity is a recurrent risk, as conventional strategic planning methods fail to adapt dynamically to changing circumstances. This paper introduces a novel flexible capacity expansion model for airport terminals that considers simultaneously real options ‘on’ and ‘in’ systems. The model is validated for the provision of check-in facilities at Zurich Airport. Results confirm suggestions in the literature that incorporating flexibility creates planning and financial advantages over conventional alternatives. Indeed, for the case of Zurich, the financial value of the flexible alternative is approximately 5% higher than the best conventional phased plan. This also suggests that phasing developments can be carefully devised to produce satisfactory outcomes that enable ex-post application of flexibility ‘on’ systems.]]></description>
      <pubDate>Wed, 28 Jan 2026 14:41:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614551</guid>
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    <item>
      <title>Experiences from the international frontlines: An exploration of the perceptions of airport employees during the COVID-19 pandemic</title>
      <link>https://trid.trb.org/View/2146944</link>
      <description><![CDATA[The aviation industry is one of the sectors that has been heavily impacted by the pandemic. While the major body of literature has focused on passenger experience and behaviour, this study focuses on airport employees instead—their experiences, perceptions, and preferences following the emergence of COVID-19. More than 1000 participants from 4 major airports—Amsterdam Airport Schiphol, Singapore Changi Airport, Taipei Taoyuan Airport, and Zurich Airport—representing over 10 different occupations, have provided a variety of sentiments about the airport as an employment ecosystem in the wake of COVID-19. Quantitatively and qualitatively surveying four different airports enabled a cross-border analysis of the results to identify interesting geographic contrasts, as well as global themes, among the responses. Regional differences regarding, the feeling of preparedness, confidence in measures, and optimism are presented. A significant difference in confidence in non-pharmaceutical measures between employees from Asian and European airports is shown. Wants and needs such as better physical/IT workplace infrastructure and more flexibility regarding job scope and hours are pointed out. The results of this research provide insights for future airport employee experience research by outlining areas to study in greater detail. Furthermore, practical implications for airport stakeholders and companies arising from the challenges experienced by the workforce are laid out to provide guidance to prepare for similar circumstances in the future and navigate the aftermath of and recovery from the pandemic.]]></description>
      <pubDate>Thu, 20 Apr 2023 17:18:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2146944</guid>
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    <item>
      <title>Statistical indicators of compliance with anti-COVID-19 public health measures at European airports</title>
      <link>https://trid.trb.org/View/1897139</link>
      <description><![CDATA[International travel and the infrastructures involved are key elements in controlling and predicting the number of infections by an infectious disease (specifically COVID-19 cases). This research presents the rates or percentages of compliance with COVID-19 mitigation measures at several international airports in Europe (Madrid, Dublin, Paris-Charles de Gaulle, Zurich, Barcelona, and Bilbao). A structured survey called the COVID-19 Measures Implementation Rate at Airports (MIRA) was developed. First, the validity and reliability of the measurements obtained by MIRA were analyzed. A total of 1239 volunteers (passengers, cabin crew, and ground crew) participated in the study and answered the MIRA questionnaire. Second, once the validity and reliability of the measurements were assured, the rates or percentages of cases that observed compliance with the mitigation measures were calculated. The results indicated that participants perceived a low degree of compliance with sanitary measures in their international travel (the proportions ranged from 52.6% to 59%). The airports with the highest compliance with mitigation measures were the Dublin (with a rate of 70%) and Zurich airports (with a rate of 69.1%). In conclusion, the percentages could be low due to the ineffective implementation of some of the mitigation measures. The low percentages are not related to the health measures themselves. The implications of mitigation measures for containing the transmission of infectious diseases such as COVID-19 are discussed.]]></description>
      <pubDate>Tue, 25 Jan 2022 17:29:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1897139</guid>
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    <item>
      <title>Impact of Tailwind on Airport Capacity and Delay at Zurich Airport</title>
      <link>https://trid.trb.org/View/1897928</link>
      <description><![CDATA[Wind has a significant impact on the safety of airport operations. Crosswind affects flight stability, while head/tailwind affects the required runway length for landings and take-offs. Those two reasons make wind speed and direction an important factor in the runway configuration selection process. Strong crosswind calls for a runway orientation change, while the tailwind is usually associated with the switch of the runway direction in use. This paper analyses a specific case - the impact of tailwind on the runway configuration selection and, consequently, on airport capacity and delays generated due to demand-capacity imbalance. The problem of traffic delays caused by activation of unfavourable runway configurations due to tailwind is analysed using the case of Zurich Airport and traffic data collected over a five-month period in the summer of 2018. The main objective of the analysis was to identify possible areas of improvement in Air Traffic Control decision-making related to runway configuration activation due to tailwind.]]></description>
      <pubDate>Mon, 24 Jan 2022 17:24:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1897928</guid>
    </item>
    <item>
      <title>Mutual effects of fine particulate matter, nitrogen dioxide, and fireworks on cause-specific acute cardiovascular mortality: A case-crossover study in communities affected by aircraft noise</title>
      <link>https://trid.trb.org/View/1876380</link>
      <description><![CDATA[Ambient air pollution is the leading cause of environmental mortality and morbidity worldwide. However, the individual contributions to acute mortality of traffic-related air pollutants such as nitrogen dioxide (NO₂) and fine particulate matter (PM₂.₅) are still debated. The authors conducted a time-stratified case-crossover study for a population located around Zurich airport in Switzerland, including 24,886 adult cardiovascular deaths from the Swiss National Cohort. The authors estimated the risk of cause-specific cardiovascular mortality associated with daily NO₂ and PM₂.₅ concentrations at home using distributed lag models up to 7 days preceding death, adjusted for daily temperature, precipitation, acute night-time aircraft noise, firework celebrations, and holidays. Cardiovascular mortality was associated with NO₂, whereas the association with PM₂.₅ disappeared upon adjustment for NO₂. The strongest association was observed between NO₂ and ischemic stroke mortality (odds ratio = 1.55 per 10 μg/m3, 95% confidence intervals = 1.20–2.00). Cause-specific mortality analyses showed differences in terms of delayed effect: odds ratios were highest at 1–3 days after exposure for most outcomes but at lags of 3–5 days for heart failure. Individual vulnerabilities to NO₂ associated cardiovascular mortality also varied by cause of death, possibly highlighting the role of different behaviours and risk factors in the most susceptible groups. The risk of cardiovascular mortality was also increased on firework days and after public holidays, independent from NO₂ and PM₂.₅ concentrations. This study confirms the association between ambient NO₂, as a marker for primary emissions, and acute cardiovascular mortality in a specific setting around a major airport. Future research should clarify the role of additional air pollutants including ultra-fine particles on cardiovascular diseases to inform most efficient control measures.]]></description>
      <pubDate>Mon, 20 Sep 2021 14:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876380</guid>
    </item>
    <item>
      <title>Effects of COVID-19-related air traffic restrictions on local air quality at Zurich airport</title>
      <link>https://trid.trb.org/View/1764322</link>
      <description><![CDATA[This paper discusses how the efforts of authorities to limit the spread of COVID-19 have led to restrictions in people’s mobility with significant impacts on air traffic operations worldwide. Zurich airport has experienced a drop of 91 per cent in aircraft movements from February to April 2020. The decrease in activity has led to a decrease in local emissions of 83 per cent for NOᵪ, while NO₂ concentrations at and around the airport decreased by only 50 per cent. Ultrafine particle numbers show similar values. The analysis further took into account the change in regional road traffic and the meteorology for comparable periods in 2019 and 2020, before and during the crisis.]]></description>
      <pubDate>Tue, 25 May 2021 16:20:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1764322</guid>
    </item>
    <item>
      <title>Special interest groups and price-structure: An application to noise charging at Zurich Airport</title>
      <link>https://trid.trb.org/View/1696926</link>
      <description><![CDATA[In this paper the authors discuss the topic of noise related airport charges from the perspective of positive economic theory. The authors argue, that noise related airport charges reflect a political equilibrium, where decision makers will take into account both: The interests of airlines and the interests of the inhabitants at the vicinity of airports. The structure of noise charges at airports may thus include elements of symbolism and in many cases will fail to provide incentives for the use of less noisy aircraft. For this, the authors estimate a nested logit model for aircraft use for the case of Zurich Airport. The authors' findings show, that the probability for using a certain aircraft type does not change with the noise surcharge. This suggests that reasons for the existence of such charging schemes may only be found in the field of the political economy.]]></description>
      <pubDate>Wed, 27 May 2020 17:24:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1696926</guid>
    </item>
    <item>
      <title>Improving apron air quality with aircraft ground energy systems at Zurich Airport</title>
      <link>https://trid.trb.org/View/1575470</link>
      <description><![CDATA[The operation of aircraft auxiliary power units (APU) during ground time at airports causes emissions and noise and is not highly efficient. Instead, aircraft ground energy systems (AGES) provide technically feasible, economic viable and environmentally beneficial alternatives for providing electricity and preconditioned air to aircraft. This paper describes Zurich Airport’s adopting a concept to install AGES for electricity and preconditioned air at all pier stands and fixed electrical system on open stands. The combination of a high technical serviceability, enforced local regulations and an attractive charging scheme has led to significant reductions of local and global emissions while providing cost savings to airlines.]]></description>
      <pubDate>Tue, 26 Feb 2019 09:41:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575470</guid>
    </item>
    <item>
      <title>The Efficiency of Noise Mitigation Measures at European Airports</title>
      <link>https://trid.trb.org/View/1470522</link>
      <description><![CDATA[Current studies predict that commercial air traffic will further grow rapidly in the next years. Consequently, airports are confronted with enormous challenges, not only in terms of optimized operations but also in terms of generated noise. In the last years the local population has become very noise-conscious and this noise awareness will be further intensified with the growing air traffic.  The purpose of this paper is to identify whether the noise regulations have been fully applied by the airports with the goal to further reduce or mitigate the noise caused by aircraft. More precisely, the authors study the noise exposure level of six different airports namely Frankfurt, Heathrow, Zurich, Madrid, Barcelona, and Malaga during 2003 to 2013. In this regard, the authors present first a summary of noise measures and noise mitigation strategies applied by the different airports as well as give an overview of the current noise regulations which main goal to enforce a more stringent noise level limit to ensure that the latest noise reduction technology is incorporated into the aircraft design.  Then the authors analyze in detail the noise exposure evolution and evaluate how the noise regulations affected each airport. Moreover, we demonstrate that several factors such as the crisis or the accident in 2011 have affected strongly on the aviation industry. The results of this study provide valuable information regarding noise regulation in airports as well as facts that demonstrate how the manufactures and airlines are concerned about noise level reduction.]]></description>
      <pubDate>Thu, 27 Jul 2017 10:05:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1470522</guid>
    </item>
    <item>
      <title>Toward a More Realistic, Cost-Effective, and Greener Ground Movement Through Active Routing: A Multiobjective Shortest Path Approach</title>
      <link>https://trid.trb.org/View/1436114</link>
      <description><![CDATA[This paper draws upon earlier work, which developed a multiobjective speed profile generation framework for unimpeded taxiing aircraft. Here, the authors deal with how to seamlessly integrate such efficient speed profiles into a holistic decision-making framework. The availability of a set of nondominated unimpeded speed profiles for each taxiway segment, with respect to conflicting objectives, has the potential to significantly impact upon airport ground movement research. More specifically, the routing and scheduling function that was previously based on distance, emphasizing time efficiency, could now be based on richer information embedded within speed profiles, such as the taxiing times along segments, the corresponding fuel consumption, and the associated economic implications. The economic implications are exploited over a day of operation, to take into account cost differences between busier and quieter times of the airport. Therefore, a more cost-effective and tailored decision can be made, respecting the environmental impact. Preliminary results based on the proposed approach show a 9%–50% reduction in time and fuel respectively for two international airports: Zurich and Manchester. The study also suggests that, if the average power setting during the acceleration phase could be lifted from the level suggested by the International Civil Aviation Organization, ground operations may simultaneously improve both time and fuel efficiency. The work described in this paper aims to open up the possibility to move away from the conventional distance-based routing and scheduling to a more comprehensive framework, capturing the multifaceted needs of all stakeholders involved in airport ground operations.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:29:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436114</guid>
    </item>
    <item>
      <title>Effects of non-aeronautical activities at airports on the public transport access system: A case study of Zurich Airport</title>
      <link>https://trid.trb.org/View/1339794</link>
      <description><![CDATA[Many planning authorities and airports study measures to increase public transport use for airport ground access and egress. At the same time, an increase in real estate development at and around airports is occurring, both due to airports seeking new revenue possibilities and other developers attempting to profit from high value locations. This paper considers non-aeronautical activities at large airports, largely commercial centers and transit hubs, as land uses that have the potential to improve the situation for operating public transport services. In order to assess potential benefits and disadvantages, four research questions are considered: (1) Can the additional travel volume reach levels at which it has a significant impact? (2) To what extent do non-aeronautical activities influence the public transport access system? (3) Is the resulting demand distribution better or worse regarding peaking behavior? (4) Is there a potential for the resulting overall demand to bring about capacity shortages?  A case study is conducted at the airport of Zurich, Switzerland, which finds that non-aeronautical activities in the direct airport vicinity have led to a situation where the operation of public transport services is much more viable due to overall higher passenger numbers and a more even distribution throughout the day. It is concluded that locating non-aeronautical activities at airports can, in addition to providing commercial benefits to developers, lead to a situation where improved public transport services become feasible.]]></description>
      <pubDate>Thu, 29 Jan 2015 09:20:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1339794</guid>
    </item>
    <item>
      <title>Airport Cities and Airport Public Transport Access: Demand Balancing or Peak Exacerbation? Case of Zurich Airport, Switzerland</title>
      <link>https://trid.trb.org/View/1288075</link>
      <description><![CDATA[Many airports are adding nonaviation activities in an effort to diversify and become less dependent on direct air traffic revenues and thus create so-called airport cities. As these added activities generate an increase in traffic, the question arises as to how this increased traffic influences the ground transport access system and if this influence can be used in strategies to achieve higher public transport mode shares. In the best case, the additional traffic would follow a distribution that would balance out the peaks created by the aviation-induced travel and therefore would help create more even transport demand. Such a more balanced situation is especially critical for providing cost-efficient public transport services where service capacity cannot be adjusted very flexibly without sacrificing ease of use. In the worst case, however, additional nonaviation travel demand would peak at the same time as aviation-induced travel and thus increase peak period travel demand. This effect would increase costs for peak period service without improving utilization during low-demand periods. This paper presents a generic framework for analyzing aviation and nonaviation transport demand, followed by a specific study of Zurich Airport in Switzerland. In this case, the nonaviation demand is distributed as complementary to the aviation-induced demand, but the volume of nonaviation demand is so high that it dominates the total demand curve. This result means that the total travel demand is high enough to support a higher level of public transport service than could be operated economically if fed only by the aviation operations and is one reason why Zurich Airport’s public transport mode share for air travelers is approximately 50%.]]></description>
      <pubDate>Fri, 28 Feb 2014 13:32:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1288075</guid>
    </item>
    <item>
      <title>Customer value of purchasable supplementary services: The case of a European full network carrier's economy class</title>
      <link>https://trid.trb.org/View/1286104</link>
      <description><![CDATA[There is a general trend in the airline industry to try to find ways to generate ancillary revenue by offering additional or unbundled services. Low-cost carriers in particular are known to offer unbundled services, but only a few network carriers have started to unbundle their services and seek ancillary revenues. Meanwhile, others do not attempt this, due to a possible negative impact on customer perception and their brand image.  The goal of this study is to determine the viability and customer value of purchasable supplementary services for economy class passengers of European full-service network carriers. The focus of the study lies in determining specific characteristics of the customer value concept in the context of purchasable supplementary services. By conducting a choice model the implicit preferences in regard to purchasable supplementary service of economy class passengers were analysed. A survey was conducted at Zurich Airport in Switzerland and the results and analysis were built on the data of 249 respondents. The results show that economy class passengers do perceive value in purchasable supplementary services and display a general intention to purchase such services provided they give the passenger added value and utility.]]></description>
      <pubDate>Mon, 27 Jan 2014 10:45:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1286104</guid>
    </item>
    <item>
      <title>E-gates at Zurich Airport</title>
      <link>https://trid.trb.org/View/1126637</link>
      <description><![CDATA[The airline industry is facing enormous challenges and this will continue into the future. The continued increase of passenger and freight transport demand, competition among airlines and the resulting costs will force airlines to continually adapt and optimize their processes. The cost of delays by all stakeholders involved can no longer be ignored. This article will present the results of a simulation based assessment of different gate layouts and operational concepts with goals to develop improved and feasible solutions for airports, airlines and passengers. This article focuses on the entire period from the boarding announcement to the closing of the airplane doors. The average overall boarding time, as well as the average process time of the passengers, are calculated to allow for an assessment from both the airline and passenger perspective. The major findings of this study were: (1) Using one manual gate that is operated by one handling agent and two electronic gates in parallel together with a queue width of 1.8m leads to substantially lower values for both measures and reduces the staff required  than the current gate configuration. (2) Video data collection together with in-depth data analysis for an improved understanding of the process and therefore a better microscopic-simulation model. (3) Pre-boarding areas are beneficial for delayed flights only. The simulation shows that in all other cases the boarding times were higher. (4) The results of the simulation showed that the average overall boarding times are in accordance with earlier flight. The use of E-gates can be very beneficial to airport operators if they are designed and implemented appropriately. The insights gained from this study were considered in the planning of Terminal B at the Zurich Airport, which is due to reopen in the spring of 2012 after major reconstruction.]]></description>
      <pubDate>Wed, 25 Jan 2012 14:21:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1126637</guid>
    </item>
    <item>
      <title>How to Establish an Effective Safety Awareness Programme at Airports</title>
      <link>https://trid.trb.org/View/1085187</link>
      <description><![CDATA[This paper uses the example of Zurich Airport to demonstrate how airports can development effective safety awareness programs. Zurich Airport based its program on International Civil Aviation Organization requirements. The awareness program is based on the following pillars: a basic theoretical model describing how safety-conscious attitudes can be turned into sustainable safe behavior; a broad evaluation of user requirements; and a concept defining topics, target audience, products as well as timing of safety awareness activities.  The airport conducted detailed stakeholder interviews to establish a balanced approach that included different types of awareness products for different audiences.  For example, a safety newsletter aimed at a wide audience is distributed quarterly.  In addition, products such as reports, posters, movies and training sessions have been developed for stakeholders involved in runway safety.  Ramp safety awareness products include a handbook, video and leaflets.   Zurich Airport plans to use indicators that include key messages, knowledge build-up, attitude and behavior change, decreased incident rate, and management commitment to evaluate the effectiveness of its safety awareness program.]]></description>
      <pubDate>Fri, 28 Jan 2011 10:43:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1085187</guid>
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