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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>
    <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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      <title>WAITING TIME AND OCCUPANCY IN SYSTEMS</title>
      <link>https://trid.trb.org/View/132950</link>
      <description><![CDATA[THIS PAPER PRESENTS THE RESULTS OF COMPUTER SIMULATIONS OF VARIOUS FORMS OF PEOPLE-MOVING (TRANSIT) SYSTEMS, WITH PARTICULAR ATTENTION TO TRAVEL AND WAITING COMPONENTS OF TOTAL TRIP TIME. THE FORMULATIONS PERMIT A HEAVIER PSYCHOLOGICAL WEIGHTING FOR THE LATTER IN COMPARING THE VARIOUS FORMS OF SERVICE. SERVICE OPTIONS STUDIED WERE SCHEDULED AND UNSCHEDULED; ALL-STOP, SKID-STOP, INTERMEDIATE STOP, AND NON-STOP FROM ORIGIN TO DESTINATION. COMPARISONS WERE ALSO MADE FOR A WIDE RANGE OF HEADWAY VALUES AND VEHICLE/TRAIN CAPACITIES. /AUTHOR/]]></description>
      <pubDate>Sun, 20 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132950</guid>
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    <item>
      <title>PROPERTIES OF CEMENT-MODIFIED ASPHALT MIXTURES</title>
      <link>https://trid.trb.org/View/186322</link>
      <description><![CDATA[The technique of treating local aggregates with portland cement is used in Kuwait for improving the quality of asphaltic mixtures and their ability to withstand the country's severe climate.  The paper deals first with the influence of the cement and water contents used in this technique on the quality and uniformity of the resulting aggregate treatment.  For this purpose, particle size distribution, specific surface, and chemical analysis of two aggregate types, both before and after treatment, were determined and compared.  The results revealed two extreme states within which successful treatments were obtained: at low cement and water contents the added cement failed to adhere permanently to the surface of particles, resulting in poorly-treated aggregates with excessive fines; at high cement and water contents the finer fractions of the treated aggregate started forming lumps which resulted in significant coarsening of the original graduation.  The effect of utilising the cement-treated aggregates in asphalt concrete mixtures was then evaluated by comparing stability, water resistance, and dynamic modulus of mixtures made with untreated, hydrated lime-treated, and cement-coated  aggregates.  An advantage of the cement-treated aggregate mixtures appears to be their higher stability associated with lower potential for bleeding. Their resistance to water action was as high as that for hydrated lime-treated mixtures, with an index of retained strength of almost 100 per cent.  They also showed lower susceptibility to temperature, with higher stiffness values in the higher temperature range, particularly at the lower loading frequencies.  (Author/TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186322</guid>
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      <title>EVALUATING THE UNDERSTANDING OF SYMBOLIC ROADSIDE INFORMATION SIGNS</title>
      <link>https://trid.trb.org/View/186323</link>
      <description><![CDATA[A set of uniform roadside information symbolic signs proposed by NAASRA for inclusion in Australian standard as 1742 was evaluated in a recognition test and a later recall test.  Although the five groups of respondents, who differed widely in driving experience, differed in the proportion of correct answers given, there was a moderate degree of consistency as to how well signs were understood. While the "youth hostel" and "petrol and repairs" signs gave rise to particular difficulty on the recognition test, only the latter was poorly identified on the recall test.  Between group differences in per cent correct identification in both tests were apparently related to driving experience, with the group of elderly respondents giving fewest correct answers.  Signs differed in the extent to which prior exposure aided correct identification.  The sources of the difficulties experienced by the elderly are discussed in terms of expectations about symbolic signing systems and difficulties in translating unfamiliar symbolic material. (Author/TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186323</guid>
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      <title>CONTOUR SEPARATION AND SIGN LEGIBILITY</title>
      <link>https://trid.trb.org/View/186324</link>
      <description><![CDATA[Closely adjacent contours can reduce the legibility of a character or word, a physiological phenomenon known as contour interaction.  The legibility of an alphanumeric legend can be reduced as a consequence of this phenomenon if the spacing between letters is narrowed, although it has been shown that the loss of legibility is usually too small to be of practical significance.  In this paper it is shown that a bold surrounding contour can cause a more significant loss of legibility.  However, variation in the luminance (brightness) of the display within the range of 30 to 100 cd/sq m does not affect legibility or the extent of contour interaction.  (Author/TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186324</guid>
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      <title>WORKSHOP ON ACCIDENT VALUATION</title>
      <link>https://trid.trb.org/View/186326</link>
      <description><![CDATA[The questions of accident costing and of the applications of accident valuation to countermeasures are of practical importance in transport and traffic policies and programmes. There are three basic estimation problems: (1) estimating the incidence of accident events in a specified category, (2) assessing the historical cost of accidents in such a category, and (3) obtaining a valuation for potential safety savings in the future.  The problems of (1) are severe, but have received much attention from road safety groups.  Those of (2) have recently been addressed by several authors, and advanced economic results on the appropriate method for (3) have recently been published. This paper specifies the results of a workshop at ARRB sponsored by Australia Department of Transport and ARRB, to bring together practitioners and theoreticians to consider immediate actions required.  The proposals made by the author to this meeting were agreed to. They were (a) use of gross (rather than net) consumption in ex-post costings, (b) development of expected value models for accident cost severity distributions, and (c) experimental testing of ex-ante valuations in a group comprising professional safety engineers and transport budget staff.  (Author/TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186326</guid>
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      <title>ELEVENTH AUSTRALIAN ROAD RESEARCH BOARD CONFERENCE, UNIVERSITY OF MELBOURNE, 23-27 AUGUST, 1982. PROCEEDINGS. PARTS 1, 2, 3, 4, 5 AND 6</title>
      <link>https://trid.trb.org/View/186327</link>
      <description><![CDATA[The conference proceedings are in six parts.  Part 1 contains the keynote addresses and the director's prize paper (which is also in part 3, see TRIS No. 368478). Part 2 has the theme pavements and structures and contains sessions on pavement performance, interlocking concrete blocks, bridges and drainage.  Part 3 has the theme materials and contains sessions on pavement materials, base materials and materials properties.  Part 4 has the theme traffic engineering and contains sessions on rural road driver behaviour, traffic engineering, traffic signals, local area traffic management and road planning.  Part 5 has the theme safety and contains sessions on traffic signs, alcohol and drugs, pedestrian safety, traffic safety and accident valuation.  Part 6 has the theme transport and contains sessions on public transport, noise, transport planning and environment.  For the abstracts of individual papers presented at the conference see TRIS numbers 368449 to 368547.  (TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186327</guid>
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      <title>THE DEVELOPMENT OF TRENCHLESS PIPE DRAINAGE FOR BOXED PAVEMENTS</title>
      <link>https://trid.trb.org/View/186329</link>
      <description><![CDATA[This paper gives a summary of the causes and effects of infiltration of water into road pavements from the surface. It discusses current methods of removing this water and investigates the concept of a trenchless pipe drainage system for boxed pavements.  The paper traces the development and testing of a high crushing strength slotted asbestos cement pipe for this system and reports on the construction and performance of a pilot scheme involving 6 km of pipe.  Laboratory research into the drainage performance of the pipe with two densely graded crushed rock sub-base materials is presented.  The results include data relating drainage to compaction density, the effect of continuous and periodic infiltration on outflow rates, and fines removal.  The paper concludes that a trenchless pipe drainage system in a free draining boxed pavement is effective in removing surface infiltration.  Installed costs have proved to be at least 30 per cent less than for conventional trench drainage.  The laboratory tests indicated that the system could be effective with boxed pavements constructed from non macadam type pavement materials, provided that the pavement material is shown to be sufficiently permeable to permit drainage (a). The number of the covering abstract of the conference is TRIS No. 368448.  (TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186329</guid>
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      <title>IN SITU TESTING OF INFILTRATION OF WATER THROUGH ROAD PAVEMENTS</title>
      <link>https://trid.trb.org/View/186330</link>
      <description><![CDATA[This paper describes a quick, simple, low cost method of measuring infiltration rates of water through road pavement and surfacing materials.  The advantages and limitations of in situ infiltration testing are discussed and a test method is described.  The rate of water infiltration into a pavement layer and the permeability of a pavement material are compared.  The results of extensive infiltration testing of dense graded asphaltic concrete surfaces are analysed and some tentative conclusions regarding the rate at which water may infiltrate new asphaltic concrete surfaces are made (A). The number of the covering abstract of the conference is TRIS No. 368448.  (TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186330</guid>
    </item>
    <item>
      <title>COMPARISON OF PERSONALIZED RAPID TRANSIT AND CONVENTIONAL SYSTEMS IN A PEOPLE-MOVER APPLICATION</title>
      <link>https://trid.trb.org/View/24719</link>
      <description><![CDATA[As one part of a study to determine economic and design feasibility of developing a people-mover system in Downtown Minneapolis, a comprehensive comparison of new technology (including Personalized Rapid Transit - PRT) and conventional system alternatives was made. This study included a comparison of level of service, technology required, compatibility with the existing area, economics of the system, and impact on the environment.  This paper presents the part of the study that compared systems in terms of potential passenger service and compatibility with the existing area.  In terms of compatibility, the major emphasis is on the visual impact of an aerial guideway system within a downtown area.]]></description>
      <pubDate>Mon, 13 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24719</guid>
    </item>
    <item>
      <title>WAITING TIME AND OCCUPANCY IN SYSTEMS</title>
      <link>https://trid.trb.org/View/24720</link>
      <description><![CDATA[This paper presents the results of computer simulations of various forms of people-moving (transit) systems, with particular attention to travel and waiting components of total trip time.  The formulations permit a heavier psychological weighting for the latter in comparing the various forms of service.  Service options studied are: scheduled and unscheduled;  all-stop, skip-stop, intermediate-stop, and non-stop from origin to destination. Comparisons are also made for a wide range of headway values and vehicle/train capacities.]]></description>
      <pubDate>Mon, 13 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24720</guid>
    </item>
    <item>
      <title>HIGHWAY RAMP MERGING EXAMINED BY SIMULATION</title>
      <link>https://trid.trb.org/View/66526</link>
      <description><![CDATA[This paper describes field observations at a ramp merging situation and the subsequent computer modelling of the operation of a typical yield and hesitate entrance ramp and also a ramp merging control system. This system provides a smooth inter-action between merging and shoulder lane vehicles and prevents congestion on the acceleration lane. Headways are measured by loop detectors upstream of an entrance ramp and when an acceptable headway is detected, a ramp vehicle is released from a stationary position at a control signal so that it reaches the nose of the ramp at the same instant as the shoulder lane gap. The gap acceptance mode of control was studied and compared to the uncontrolled condition. This was accomplished by developing two simulation models describing a section of a motorway with an entrance ramp under control and without control. Criteria for comparison included the following figures of merit: (a) the numbers of vehicles merging with the motorway stream without delay; (b) the average time spent by ramp vehicles on the acceleration lane; and (c) the average speed of motorway vehicles at the end of the simulated section. On these criteria, gap acceptance control was found to be more effective than the uncontrolled condition and details are given of the performance of the two forms of merging control.  /TRRL/]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66526</guid>
    </item>
    <item>
      <title>RAILYARD AUTOMATION</title>
      <link>https://trid.trb.org/View/17833</link>
      <description><![CDATA[Automation of a key rail terminal of the Santa Fe System at Argentine, Kansas is described, with an aim to expansion and modernization.  A basic objective of expansion was to double the capacity of the yard to handle 6000 railroad cars arriving or departing on a single day.  A secondary, but significant justification, was the minimization of freight car idle time and of damage to physical loads that can be caused by manual switching.]]></description>
      <pubDate>Mon, 26 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/17833</guid>
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