<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>LEDs for airfield lighting: A medley of human factors</title>
      <link>https://trid.trb.org/View/1436273</link>
      <description><![CDATA[Light emitting diodes (LEDs) are being used with growing frequency in airfield lighting. Lower energy use and maintenance costs have made them attractive to airports. However, there are some differences in the visual perception of LEDs when compared to incandescent light sources that should be taken into account. Pilots have raised issues such as the brightness and glare of LEDs, as well as the effect of colored LEDs, and the Federal Aviation Administration has been researching the impacts of LED lighting.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:35:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436273</guid>
    </item>
    <item>
      <title>Smart airport pavement heath monitoring</title>
      <link>https://trid.trb.org/View/1367816</link>
      <description><![CDATA[A number of issues with runway pavement cracking or blowup have arisen in recent years. Occurrences like these can damage airplanes, and it is necessary to monitor airport pavement health to catch early signs of failure. There has been a variety of recent advancements in smart sensor technologies that can improve health monitoring, such as micro-electro-mechanical, nano-electro-mechanical, and fiber optic sensors. These technologies can provide long-term measurement and health monitoring of airport pavement s with real-time response. Possible technologies for the future include self-sensing structural systems, where the structural system has the capability to identify issues along with its main function.]]></description>
      <pubDate>Mon, 28 Sep 2015 14:47:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367816</guid>
    </item>
    <item>
      <title>Finite element modelling and feedback</title>
      <link>https://trid.trb.org/View/1322984</link>
      <description><![CDATA[Asphalt airfield pavements degrade over time due to use, but regular maintenance can extend their service life. Cracks that form in the pavement must be sealed to prevent water from getting in and increasing the deterioration. Among possible solutions to delay cracking is the use of polyester geogrid placed between an existing layer of pavement and a new asphalt overlay. An asphalt reinforcement polyester geogrid extends pavement life and requires maintenance less often. This article describes numerical simulations of reflective cracking in asphalt concrete pavements that have been reinforced with polyester geogrid in order to better understand the behavior of polyester geogrid.]]></description>
      <pubDate>Thu, 25 Sep 2014 09:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1322984</guid>
    </item>
    <item>
      <title>The long-term performance of LEDs</title>
      <link>https://trid.trb.org/View/1315598</link>
      <description><![CDATA[Light-emitting diodes (LEDs) have made progress in recent years, providing increased light output, color properties, and energy efficiency. Costs have decreased as a result, while use of LEDs has increased. LED lighting is a practical option for aviation due to the need for colored light and low light output requirements. Airports are increasingly transitioning to LED systems. However, since LED luminaires are new to the market, there have been no sufficient tests of long-term performance. The useful life of the LED and the luminaire depends on system integrations and the conditions in which the fixture is used. Environment and on-off cycling patterns could have an impact on the expected life of the luminaire. There has been some research into the useful life of LEDs, but more work on the long-term performance of LED airfield luminaires is necessary.]]></description>
      <pubDate>Fri, 25 Jul 2014 16:16:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1315598</guid>
    </item>
    <item>
      <title>Accommodating the next generation of airliners</title>
      <link>https://trid.trb.org/View/1308688</link>
      <description><![CDATA[Paris-Charles de Gaulle (CDG) Airport is equipped to handle a wide variety of aircraft, including the four biggest airliners, known as NLAs (New Longer or Larger Aircraft). Paris-CDG has been accommodating NLAs since 2007. It took a great deal of cooperation to develop the compatibility between airport and aircraft. Today, eight airlines using NLAs serve Paris-CDG, and this number is expected to rise.  Accommodating NLAs required upgrading the airport’s runways. The airport has created a permanent workgroup to address airport compatibility issues across departments. New aircraft models continue to be introduced, which requires airport compatibility to keep up.]]></description>
      <pubDate>Wed, 28 May 2014 15:22:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1308688</guid>
    </item>
    <item>
      <title>Crunch time for the capital</title>
      <link>https://trid.trb.org/View/1302758</link>
      <description><![CDATA[As the city of London has grown over the years, the suburbs have extended out to Heathrow Airport. Since the land around the airport has been developed, it has become difficult for the airport to grow. Its proximity to residential areas has caused the airport to receive a high rating for noise pollution. An option for dealing with Heathrow’s capacity issues is to build a new transportation hub in the South East of London.  A new hub is necessary to maintain and develop air capacity in the United Kingdom. The new airport would need four runways, as opposed to Heathrow’s current two. A four-runway airport would increase capacity, allowing for growth of services.]]></description>
      <pubDate>Wed, 26 Mar 2014 10:13:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302758</guid>
    </item>
    <item>
      <title>Automated obstacle control</title>
      <link>https://trid.trb.org/View/1302756</link>
      <description><![CDATA[Incheon International Airport in South Korea uses an automated airport obstacle control system to keep the airfield safe. Obstacle control surfaces (OCS) are the airspaces around airports. OCSs need to be kept free of obstacles in order to keep the area safe for aircraft. In 2009 the Incheon International Airport Corporation decided to design an OCS using computerized digital technology. Digital technology has improved the system. It has reduced the analysis time to determine whether an object is in the obstacle limitation surface from sixty to ten minutes. Systemized safety analyses have helped to minimize human error. Regular follow-up surveys will help keep the system optimized.]]></description>
      <pubDate>Wed, 26 Mar 2014 10:13:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302756</guid>
    </item>
    <item>
      <title>Keeping friction measurements reliable</title>
      <link>https://trid.trb.org/View/1302755</link>
      <description><![CDATA[An important part of airfield safety is the measurement of runway friction. Standards from the International Civil Aviation Organization (ICAO) require runaways to be maintained for good friction characteristics, and maintenance work must be planned so that friction characteristics never go below the minimum standard. Testing methods, equipment calibration, and ambient conditions all contribute to the accuracy and reliability of friction measurements. ICAO has a standardized test method in order to prevent variability of friction measurements. The Civil Aviation Technical Center (STAC) has studied the effects of various parameters on measurement results. Strict setting and control of device parameters is necessary for accurate measurements.]]></description>
      <pubDate>Wed, 26 Mar 2014 10:13:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302755</guid>
    </item>
    <item>
      <title>London’s newest airport</title>
      <link>https://trid.trb.org/View/1302754</link>
      <description><![CDATA[Since 2008, London Southend Airport has undergone extensive redevelopment.  Previously to that, it had served mainly as an engineering and maintenance base for several decades. The redevelopment plan had the goal of upgrading the airport into a functional, modern, and efficient regional airport in time for the London 2012 Olympics. Improvements to the airport included an extended runway, a new air traffic control facility, and a new terminal building. A new railway station and a four-star hotel both opened near the airport. London Southend Airport has since experienced an increase in travelers, with 2013 being its busiest summer yet. Further improvements are planned.]]></description>
      <pubDate>Wed, 26 Mar 2014 10:13:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302754</guid>
    </item>
    <item>
      <title>The gateway to Europe</title>
      <link>https://trid.trb.org/View/1302757</link>
      <description><![CDATA[Brussels Airport is a major and very successful hub for transportation in Western Europe. It sees 19 million passengers and 459,000 tons of cargo a year. Road and train connections to the airport are fast, making it a flourishing multimodal hub. Passengers visit the airport for many reasons, including business and political travel, family visits, and leisure trips. The airport is improving its infrastructure with a project called “the Connector,” which will allow passengers to walk from check-in to their gate without changing floors and will also provide easy access to baggage claim and exits for arriving passengers.  The airport continues to develop upgrades and expansion as its traffic grows.]]></description>
      <pubDate>Wed, 26 Mar 2014 10:13:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302757</guid>
    </item>
    <item>
      <title>Airspace Surveillance Systems--Past, Present and Future</title>
      <link>https://trid.trb.org/View/1286180</link>
      <description><![CDATA[This article provides an overview of Air Traffic Management Surveillance Tracker and Server (ARTAS), an advanced surveillance data processing system.  The history of the development of ARTAS, beginning with the initial concept in the late 1980s/early 1990s and through its latest version, is traced.  ARTAS fuses surveillance data from radar, automatic dependent surveillance broadcast, and multilateration to create a picture of the prevailing air traffic situation and distribute it to users.  ARTAS differs from other tracker systems because it is a distributed system, in which identical units act as one region-wide integrated surveillance system.  ARTAS has been beneficial in harmonizing surveillance in Europe and is an important building block in the implementation program for the Single European Sky, SESAR.]]></description>
      <pubDate>Thu, 16 Jan 2014 15:10:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1286180</guid>
    </item>
    <item>
      <title>Promoting the responsible use of biometrics</title>
      <link>https://trid.trb.org/View/1279551</link>
      <description><![CDATA[The Biometrics Institute released a survey in August of 2013 and found that respondents viewed the adoption of biometrics in everyday life to be the issue of greatest significance for the future. The use of biometrics in everyday life includes physical access control, which would allow staff to access airports, and the replacement of PINs and passwords, which could be used to book and pay for airline tickets. Passengers currently use electronic tickets on smart devices, and the use of biometrics on those devices is not far off. Many passports today include a biometric. A number of United Kingdom airports have introduced ePassport gates that use facial recognition technology to compare the face of the passenger with the photograph on the passport. The biometrics industry is moving towards day-to-day use in mainstream functions.]]></description>
      <pubDate>Mon, 23 Dec 2013 10:37:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1279551</guid>
    </item>
    <item>
      <title>Taking Off with TETRA</title>
      <link>https://trid.trb.org/View/1277098</link>
      <description><![CDATA[This article describes TETRA (Terrestrial Trunked Radio), the global open standard for professional mobile radio communications systems. The author notes that TETRA is used throughout the world to deliver secure, reliable and robust critical communications for public safety agencies, and is now being implemented in the transportation arena, notably in airports. The first commercial contract for TETRA implementation was for Gardermoen Airport in Oslo in 1996 and now airports around the world use TETRA to ensure reliable and secure communications.  The author describes recent implementation of TETRA systems at Billund Airport, (Denmark); at Bangalore (India); at Hanover (Germany); and at Lyon-Saint Exupery Airport (France).  The systems are used to interconnect the various components of airport operations, including security, ground transportation, telecommunications, air traffic control, and safety.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:20:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1277098</guid>
    </item>
    <item>
      <title>Europe’s New Gateway: Berlin Brandenburg Airport</title>
      <link>https://trid.trb.org/View/1277094</link>
      <description><![CDATA[This article describes the Berlin Brandenburg (Germany) Airport which started operating in June 2012.  This state-of-the-art airport is a next-generation hub airport with a strong focus on European traffic as a feeder for long-haul connections.  The author describes the construction of the airport, which began in September 2006, culminating in the opening of the new airport in June 2011. The new IATA code for the airport is BER. These three letters are the new hallmark of the airport and will be carried out into the world on tickets and boarding passes. The new airport takes the place of two airports that previously served the Berlin Brandenburg region: Tegel and Schönefeld. This consolidation will turn BER into a hub, reduce operating costs, increase productivity, create up to 40,000 new jobs and cut aircraft noise considerably.  The author describes how the new BER airport will support passenger transportation services and amenities.  The author also reports on the testing of the airport’s operational readiness that was undertaken by over 10,000 airport testers between November 2011 and May 2012.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:20:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1277094</guid>
    </item>
    <item>
      <title>Let the Games Begin: Baggage Handling</title>
      <link>https://trid.trb.org/View/1277095</link>
      <description><![CDATA[This article considers the impact of a large event such as the Olympic Games on the baggage handling facilities at an airport.  The author describes how not only the volume but also the nature and the special needs of Olympic passengers pose problems for airports and may require special operational procedures to be implemented.  The author describes his experiences overseeing the baggage of teams and visitors during the 2004 Olympic Games at Athens’ Eleftherios Venizelos Airport and the 2010 Commonwealth Games at Delhi’s Indira Gandhi Airport.  The author focuses on the peaks of traffic just before the Games are officially declared open and after the closing ceremony. While the inbound traffic is stretched out over the weeks before the games open, the traffic flow just after the closing ceremony stretches the airport’s facilities and systems to their limits. The author contends that this can also be a chance for airports to prove their ability for pre-planning and handling such events smoothly.  The author draws on his experience to predict how Heathrow Airport can use the Olympic Games to prove how efficient the airport terminal has become.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:20:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1277095</guid>
    </item>
  </channel>
</rss>