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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>EMOTIONALLY CHARGED</title>
      <link>https://trid.trb.org/View/668327</link>
      <description><![CDATA[This article discusses the effects of a clause in the EU's new End of Life Vehicle Directive, which bans the use of nickel-cadmium (NiCd) batteries in Europe's cars by 2003, because of the toxicity of cadmium. Over 10,000 electric vehicles (EVs) use NiCd batteries made by the French company Saft, their only European manufacturer. The ban is criticised on the grounds that substantial numbers of them are made and that they are safe because they are 100% recyclable. The Electric Vehicle Association says that the ban is delaying the development of EVs in the EU by 20 years, and that it is unscientific and irrational. Saft considers that NiCd is the only viable battery chemistry for EVs, and that the EU ban would lead to a return to lead-acid battery, which is heavy and has low energy density. However, it is cheap, can be recharged rapidly, and has an established recycling industry. The Advanced Lead-Acid Battery Consortium in the USA is about to begin a research and development programme to increase the energy density of lead-acid and prolong the life of sealed batteries. Of the other alternative batteries, nickel metal hydride has extended range but does not yet have large-scale manufacturing. Lithium ion is a lightweight high-voltage system, but has big safety issues needing sophisticated control.]]></description>
      <pubDate>Fri, 06 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/668327</guid>
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      <title>BRIGHT LIGHTS, BIG CITY</title>
      <link>https://trid.trb.org/View/656008</link>
      <description><![CDATA[London has suffered from badly lit streets and buildings for many years. This article examines two schemes that attempt to make this city more attractive after dark. London needs a coordinated strategy to display its best features and improve security for its local population and visitors. It was hoped that the election of a London Mayor would solve this problem, but the job description for this position seems to be too vague to allow this. Therefore, efforts to improve London's lighting will remain fragmented. London First is a campaign group, set up in 1992 to improve and promote London by involving its business community in its decision making process. It and its inward investment agency subsidiary, the London First Centre, are supported by 300 member businesses, the Invest in Britain Bureau of the Department of Trade & Industry, the Corporation of London, and the City of Westminster. The Centre has a policy document for lighting to improve tourism, increase safety, and make the city more attractive. It aims to enable various lighting initiatives in London to happen. Another group promoting lighting projects in London is the Pool of London Partnership, formed in 1995 as a partnership of the London Boroughs of Southwark and Tower Hamlets, the Corporation of London, and several private bodies.]]></description>
      <pubDate>Thu, 15 Jun 2000 00:00:00 GMT</pubDate>
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      <title>ALL CHARGED UP</title>
      <link>https://trid.trb.org/View/638706</link>
      <description><![CDATA[This article examines the UK's ability to participate in the running of electric cars. In April 1999, S Roberts celebrated his commissioning of an electric vehicle charging point on the pavement outside his home in London. This was the result of a four-year struggle. He wanted to show that his Peugeot 106 electric car was a feasible transport mode, and he was determined not to alter his lifestyle to show this. His car journeys are generally short. London Electricity became involved in Roberts's charging problem when no simple solution was evident. The solution found was a unit that was linked to the electricity grid and contained cut-outs, meter, safety facilities, and connection apparatus. The power cable is stored within the car itself. Roberts found it hard to fulfil his wish, mainly because there was no standard on which the local authority and the electricity company could base their work, although there are other standards that could have been adapted. Roberts considers that a very cheap power socket is needed for places where vehicles with low utilisation rate are parked for long periods. There are a few English car parks with free parking bays with charging points for electric vehicles. The article finally gives some examples of experience of recharging points for electric vehicles in France and Switzerland.]]></description>
      <pubDate>Mon, 07 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/638706</guid>
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      <title>FIBRE OPTIC CATS' EYES TO EASE THE RUSH HOUR CHAOS</title>
      <link>https://trid.trb.org/View/512393</link>
      <description><![CDATA[The dynamic road marking (DRM) system, which allows traffic to switch into more lanes during peak periods, is being tested in a road in the Netherlands. It uses discharge lamps and fibre optics as road markings that can be altered in response to traffic volume. Optic fibres are buried in the road surface, and light is shone into the cable to produce a light source at the other end, directed towards oncoming drivers. This gives them a visual illusion of a continuous streak of light on the road, or, for some settings, an intermittent line on the road. The system was developed by the Dutch companies Philips Lighting and Heijmans, and is being tested on a 1.15km stretch of the A15 motorway; the tests should be completed by the end of 1999. The trial is using the system to convert a two-lane road with a 120kph speed limit to a three-lane road with a 90kph limit. DRM is expected to increase road capacity by 30%. DRM markings are not only useful ambient light sources, but can also be brightened or dimmed for different weather conditions. DRM would be much cheaper and easier to implement than widening the road.]]></description>
      <pubDate>Tue, 07 Dec 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/512393</guid>
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      <title>A GLOWING FUTURE FOR LEDS?</title>
      <link>https://trid.trb.org/View/504263</link>
      <description><![CDATA[The development of brighter, cheaper light-emitting diodes (LEDs) has already led to their use in traffic signals, rear and brake lights for cars, and emergency exit signs and aisle lighting in aircraft. Several research programmes have begun to develop LEDs as an important source of general lighting and as a replacement for incandescent and fluorescent lighting.  LEDs already have several advantages over other technologies as light sources as well as indicators; these benefits include durability, low energy consumption, lower costs, rapid switching speed, efficiency, compactness, and light weight.  LEDs are best at producing red and orange lights, good for yellow and green lights, not so good for blue lights.  Tests of traffic signals using LEDs are already being conducted in different countries, especially in the USA but also in the UK, Australia, Holland, and Sweden.  The USA is also exploring potential applications to railway signalling and road information displays.  (A)]]></description>
      <pubDate>Thu, 01 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504263</guid>
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      <title>REVITALISATION OF THE LONDON UNDERGROUND</title>
      <link>https://trid.trb.org/View/504408</link>
      <description><![CDATA[This article reports on several significant projects to improve the London Underground Limited (LUL) rail network. Delays to the financing of the LUL's Jubilee Line Extension (JLE) contributed to a doubling of its estimated cost from about #1000M in 1989-90 to #1900M today. The JLE was originally planned to open by 1996, but the latest estimates suggest that it will open in three stages by Autumn 1999. In August 1998, LUL announced its contract with the Seeboard Powerlink consortium to supply and distribute all its electric power supplies. Most of the recent changes to the railway have been driven by the regeneration of London Docklands, continuing traffic congestion, and the need to cater for many commuters to London's business areas. The Central and Northern Lines have had many improvements in recent years, including upgraded power supplies, new signalling, automatic train control, and new trains. The Croydon Tramlink light railway will extend LUL's catchment area.]]></description>
      <pubDate>Thu, 01 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504408</guid>
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      <title>THE BIRTH OF A NEW INDUSTRY?</title>
      <link>https://trid.trb.org/View/499250</link>
      <description><![CDATA[Electric vehicles (EVs) are becoming a commercial reality now that there are thousands of them on the road. This is in turn creating a new market for electrical component suppliers. This article examines some implications. In October 1998, EVS-15 in Brussels, the world's largest electric vehicle conference and exhibition ever held, attracted over 3600 visitors, 245 papers and presentations, and almost 150 exhibitors. Over 30 different EVs, many of them already for sale, were available for test drives. Eight leading car manufacturers were among the companies exhibiting and demonstrating their latest EVs. For example, the electric version of the VW Golf can accelerate to 97kph in 7.8sec, and travel for 110km at this speed, using lead-acid batteries; it could go farther with more sophisticated batteries. The EV market is also attracting smaller, dedicated suppliers who can compete almost equally with the giants, because of the state and infancy of the market. Massive investment by the motor industry has already put over 15,000 EVs on Europe's roads, with over 4000 in France and 2300 in Switzerland, and about 3000 each in the USA and Japan. Many batteries now have fast charging techniques, but EV range is still a limitation. Hybrid EVs can travel farther, but are complex, requiring two separate but coordinated power sources.]]></description>
      <pubDate>Tue, 06 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499250</guid>
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      <title>FUEL SPEED AHEAD?</title>
      <link>https://trid.trb.org/View/469534</link>
      <description><![CDATA[This article discusses the promising prospects of fuel cells, which could soon become commercially viable; if this happens, their market could be immense, and generate vast sales for conventional electrical equipment. Several developers of fuel cells now claim to be about to commercialise fuel cell systems for more practical applications. A table outlines the characteristics of seven leading candidates for viable fuel cell technology: (1) operating temperature range; (2) fuel(s); (3) energy efficiency; (4) applications; (5) advantages; (6) disadvantages; (7) projected costs; (8) status; and (9) developers. One difficulty in assessing the market potential of fuel cells is that competing fuel technologies and engines are also advancing rapidly. Nevertheless, many market forecasters seem agreed that buyers for fuel cells are likely to emerge in increasing numbers from around the year 2000, though a report by EscoVale predicts a mixed picture of future prospects. It envisages a relatively small but still large market for fuel cell power plants, but much better prospects for smaller power plants. Transport could have an even larger market than stationary applications, though it may be slow to take off. This market will initially favour lorries and buses, but will eventually be dominated by fuel cells for passenger cars.]]></description>
      <pubDate>Thu, 30 Jan 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469534</guid>
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      <title>POWERING THE POINT</title>
      <link>https://trid.trb.org/View/469598</link>
      <description><![CDATA[This article describes the electrical installations on the Pont de Normandie, the Normandy Bridge over the River Seine at Le Havre.  The bridge is 2.2km long, whose 850m span between its two 215m high supporting towers makes it the world's largest cable-stayed bridge. Its appearance is especially impressive at night, when its dramatic blue and white lighting illuminates its towers and cables.  The electrical installation for the bridge cost #3.85M, of which two thirds was for the power distribtuion and lighting systems.  The lighting was designed by the famous French architect and lighting designer Y Kersale, who combined light sources to make the bridge look like a vast two-masted yacht at night.  730 lights below the bridge platform flash through blue filters 20 to 60 times per second at a frequency determined by the traffic flow across the bridge.  The main lighting on the bridge's approach roads comes from 136 luminaires, mounted on 12m high poles, 84 luminaires near the bridge's centre are mounted on the cable stays themselves.  The innovative light fittings are not only aesthetic, but also designed to survive winds up to 184kph and withstand fatigue stress caused by winds and traffic vibrations.  The article also describes the bridge's power supply of up to 1600kW, of which 600kW is for lighting.]]></description>
      <pubDate>Thu, 30 Jan 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469598</guid>
    </item>
    <item>
      <title>SUR L'AUTOROUTE ELECTRIQUE</title>
      <link>https://trid.trb.org/View/462446</link>
      <description><![CDATA[The article reports on France's ambitious new programme to meet its goal of having 100,000 electric cars on its roads within four years. In an agreement signed in April 1995, the French Government, Electricite de France (EdF), and the giant French car manufacturers Renault and PSA, promised that, by 1999, 5% of all vehicles in French cities would be electric. To help reach this target, the signatories agreed that 10% of their own urban vehicle fleets would be electrified by then. They also agreed a system of subsidies, which would keep electric vehicle (EV) prices comparable to those of conventional equivalents, although there will be a lower road tax for EVs. The agreement is addressing battery problems which are still EVs' biggest weakness. Users will be able to rent rather than buy expensive batteries. The signatories helped Saft to set up the world's first factory to mass-produce batteries, thus reduce their cost; it is now producing rechargeable nickel-cadmium batteries. EdF placed up to 11 battery recharging stations free of charge in each of nearly 80 French cities in accessible sites, but subsequent stations must be paid for. Since December 1993, a varied fleet of EVs has been travelling through the streets of La Rochelle. Renault has started to sell three types of EV, and PSA is also strongly committed to EV development.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462446</guid>
    </item>
    <item>
      <title>DOING THE CONTINENTAL</title>
      <link>https://trid.trb.org/View/457427</link>
      <description><![CDATA[This article discusses the light rail (LRT) systems already operating in the UK, and their problems, and considers the future of LRT in the UK. Over 50 British towns and cities have examined the possibility of introducing or reviving LRT schemes. Most of these proposals failed, usually because they were uneconomic or lacked financial support. LRT now seems to be justified only in large conurbations. The first scheme to be implemented was the Tyneside Metro, which has operated successfully between Newcastle and Tynemouth for 15 years; it has 59.5km of route which could be extended by another 17.5km. The London Docklands Light Railway, opened in 1987, has automated trains and 21.7km of route, to be extended by 4.5km. Manchester's Metrolink came into service in 1992, and uses trams which run through streets in the city and along old railway lines; it has one 31km line and plans four more lines. The South Yorkshire Supertram in Sheffield opened in 1994, now has 22km of route, and will soon have 29km. The Midland Metro between Birmingham and Wolverhampton is expected to open in 1998, and the Croydon Tramlink and Leeds Supertram are scheduled for 1999. LRT systems are expected in Portsmouth, Nottingham and Strathclyde in 2000.]]></description>
      <pubDate>Wed, 31 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457427</guid>
    </item>
    <item>
      <title>BUILDING TOWARDS 2000</title>
      <link>https://trid.trb.org/View/457428</link>
      <description><![CDATA[This article speculates about the prospects of the British construction industry during the next five years. Prospects for it could become much better if the recommendations of the 1994 Latham Report "Constructing the Team" are implemented, but it is by no means certain that they will be. The following predictions are based on a 'straw poll' of people in the industry: (1) if the Government has not announced a construction contracts law by Christmas 1995, it never will; (2) teamwork will be a growing feature of the industry, but only in larger projects; (3) engineering construction and large-scale civil and building works may meet or even exceed the target of 30% greater efficiency, but other projects probably will not; (4) Latham's preferred New Engineering Contract (NEC) will not become almost universal, but it will become an important form of procurement contract; (5) tendering will be almost unchanged for most small companies and minor works; (6) overcapacity will remain among small companies, but fall among large companies; and (7) the industry will continue to suffer from the public's view of very large projects on television and very small works near home.]]></description>
      <pubDate>Wed, 31 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457428</guid>
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    <item>
      <title>TRANSPORT: MAGLEV'S SUCCESS MAY NOT MEAN ORDERS</title>
      <link>https://trid.trb.org/View/282252</link>
      <description><![CDATA[United Kingdom:  Maglev magnetic levitation light rail equipment can cut operational and maintenance costs by 10 percent compared with conventional urban transport systems. Maglev equipment has been installed to transport passengers in the short link between Birmingham International Airport and Birmingham International rail station.  Direct energy costs of the link total some UKL20,000/yr.  The 600 V direct current traction power supply has 2 independent feeds, with 1 being provided as a back-up.  Pairs of metallized carbon shoes mounted on aluminum brackets attached to the inner pair of magnets at each end of the door side of the vehicle collect the current.  Each of the 3 modules in the pulse-width modulated inverters correspond to a single phase of a 3-phase supply.  Output from the inverter is monitored continuously, giving constant thrust output from the rotor. This is of prime importance, due to the 20 milimeters operating gap between the linear induction motor's rotor and stator.  A thyristor short circuits the supply to the inverter in the event of low control supplies or an over-voltage in the power circuit.]]></description>
      <pubDate>Sat, 30 Apr 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282252</guid>
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    <item>
      <title>CONSTRUCTION GUIDE: SULPHATE RESISTANCE OF PORTLAND CEMENT CONCRETE</title>
      <link>https://trid.trb.org/View/217161</link>
      <description><![CDATA[The amount and type of sulphate present in the soil of certain localities may cause slow deterioration of concrete unless appropriate precautions are taken.  In order to assess any required precautions at a given site, it is first necessary to classify it in terms of the sulphate concentration present.  In this publication a first table shows how the available tests are listed to place a site in one of the five classes described in BRE (Building Research Establishment) Digest 250.  A second shows the precautions appropriate to each class.  (TRRL)]]></description>
      <pubDate>Sat, 31 Aug 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217161</guid>
    </item>
    <item>
      <title>SINCLAIR'S PEDAL CAR SETS NEW STANDARDS</title>
      <link>https://trid.trb.org/View/217153</link>
      <description><![CDATA[A description is given of some of the features of the Sinclair C5 three-wheel electric "car".  to take advantage of the governments electrically assisted pedal cycle regulations 1983, the vehicle is limited to 15 miles per hour maximum speed, a motor rating of 250 w and a total weight of 60 kg and also has, as required under the regulations, a conventional cycle pedal drive and a leak resistant battery.  The car weighs 15 kg and has a range of 20 miles.  An efficient pressed steel backbone chassis and lightweight plastic body have been developed and used. The body shape is the result of exhaustive wind tunnel tests at Exeter University.  The C5 utilises conventional battery technology based on lead acid cells, though the battery and motor have been specially developed for maximum efficiency. The length of the C5 is 1744 mm, width 744 mm and it has a turning circle of 5800 mm. Details are also included of the innovative electronic control system for the C5 electric drive which uses a ferrantic custom-made uncommitted logic array chip and an Ital Amec relay to protect against motor overheating and too much current being drawn.  (TRRL)]]></description>
      <pubDate>Sat, 31 Aug 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217153</guid>
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