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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>NEW BRITISH ROAD MARKING PAINT</title>
      <link>https://trid.trb.org/View/106583</link>
      <description><![CDATA[EXPERIENCE HAS SHOWN THAT DRIVER ERROR AND DRIVING STRAIN CAN BE REDUCED BY USE OF DURABLE, CLEARLY MARKED ROAD SURFACES AND EDGES. PARTICULARLY RELEVANT TO THIS ASPECT OF IMPROVED ROAD SAFETY IS A NEW TYPE OF ROAD-MARKING PAINT CALLED CLEARLANE. DUE TO THE SPEED AT WHICH IT CAN BE APPLIED WITH THE LATEST STRIPING EQUIPMENT IT ALSO COMPARES MORE THAN FAVORABLY WITH OTHER OUTDATED METHODS. MADE IN TWO TYPES, THE FIRST KNOWN AS L CLEARLANE, IS A QUICK-DRYING CHLORINATED RUBBER-BASED PAINT WHICH DUE TO ITS EXCELLENT DURABILITY AND CHEMICAL AND SALT RESISTANCE IS IDEALLY SUITED FOR ROAD AND MOTORWAY EDGELINING, AS WELL AS FOR AIRFIELD RUNWAY SAFETY MARKINGS. THE PAINTS CAN BE EITHER CONVENTIONALLY OR HOT AIRLESS SPRAYED, AND DRYING TIME, AS FAR AS THE LATTER IS CONCERNED, IS AS LOW AS TWO MINUTES. A MAJOR CONSTITUENT OF THIS PAINT IS ALLOPRENE. THE SECOND TYPE IS EPOXY CLEARLANE WHICH HAS BEEN SPECIFICALLY DESIGNED TO GIVE THE MAXIMUM LONGEVITY ON CONCRETE RUNWAYS. BOTH PAINTS CAN BE MADE SKID RESISTANT OR REFLECTORISED BY THE ADDITION OF CALCINED FLINT AND MICROSCOPIC GLASS SPHERES, A FEW MICRONS IN DIAMETER, KNOWN AS BOLLOTINI. /AUTHOR/]]></description>
      <pubDate>Sun, 18 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106583</guid>
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    <item>
      <title>GUIDED TRANSPORT</title>
      <link>https://trid.trb.org/View/130622</link>
      <description><![CDATA[RAILWAY GUIDED TRANSPORT USING TRACKS FOR /1/ SUPPORT, /2/ GUIDANCE, /3/ REACTION FOR TRACTION AND BRAKING, AND /4/ COMMUNICATION, IS PROPOSED. THE ECONOMIC FACTORS OF SHORTAGE OF SPACE AND INCREASING WAGE RATES RECOMMENDS THIS SYSTEM WHICH OCCUPIES A LIMITED AREA AND CAN OPERATE AUTOMATICALLY. VEHICLE SUSPENSION MUST LIMIT THE DYNAMIC RESPONSE OF THE VEHICLE TO TRACK IRREGULATITES WITHIN THAT WHICH CAN BE TOLERATED BY THE PASSENGER. AIR-CUSHIONED VEHICLES APPEAR TO BE THE ANSWER, BUT IT REMAINS TO BE DEMONSTRATED THAT THE AIR-CUSHION CAN ALWAYS BE RELIED UPON TO EVEN OUT THE EFFECT OF TRACK IRREGULARITIES WITHOUT OBJECTIONABLE OSCILLATIONS.]]></description>
      <pubDate>Tue, 30 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130622</guid>
    </item>
    <item>
      <title>AIR CUSHION AID FOR HEAVY LOADS</title>
      <link>https://trid.trb.org/View/96841</link>
      <description><![CDATA[THE EXPERIMENT OF THE FITTING OF AIR CUSHION EQUIPMENT TO A TRACTOR-TRAILER OUTFIT WHICH CARRIES HEAVY EQUIPMENT IS BEING CONDUCTED. THE PURPOSE OF THIS EXPERIMENT IS TO SAVE THE MONEY THAT IS BEING USED TO STRENGTHEN ROADS AND BRIDGES. THE AIR CUSHION EQUIPMENT FOR THE ROAD TRANSPORTER WILL COMPRISE CENTRIFUGAL COMPRESSORS DRIVEN BY INDEPENDENT ENGINES, MOUNTED ON ONE OF THE TRACTORS, AND AIR CUSHION EQUIPMENT WITH A FLEXIBLE SKIRT IN THE BED OF THE TRAILER. THE OBJECT OF THE EXERCISE IS TO TRANSFER PART OF THE WEIGHT FROM THE TRAILER WHEELS TO THE AIR CUSHION AND THUS SPREAD IT OVER A LARGER AREA. THE STUDY HAS INDICATED THAT ON A TYPICAL 50 FOOT SINGLE-SPAN BRIDGE WITH A PRESENT 150 TON LIMIT, THE LIMIT COULD BE INCREASED TO 215 TONS WITH THE AIR CUSHION IN USE.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96841</guid>
    </item>
    <item>
      <title>RAILWAYS INTO ROADS{</title>
      <link>https://trid.trb.org/View/90360</link>
      <description><![CDATA[DISCONTINUANCE OF RAILROADS IN ENGLAND AND THE CONVERSION OF THEIR ROAD BEDS TO HIGHWAYS IS DISCUSSED. ARGUMENTS ARE THAT THE GEOGRAPHY OF ENGLAND MAKES RAILROADS UNNECESSARY, THAT THE CONVERSION WOULD COST LESS THAN BUILDING NEW ROADS, AND THAT THE RAILROADS ALREADY GO WHERE THE ROADS OUGHT TO GO. RESERVATION OF SOME ROADBEDS FOR BUSES AND TRUCKS WOULD PROVIDE NECESSARY TRANSPORTATION FOR FORMER TRAIN USERS. INCREASED USE OF CARS AND BUSES WOULD AUGMENT THE REVENUE FROM GASOLINE AND USER TAXES. A SOLUTION TO THE UNEMPLOYMENT THUS ENGENDERED WOULD NEED TO BE FOUND.]]></description>
      <pubDate>Sun, 09 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90360</guid>
    </item>
    <item>
      <title>CIRCULAR AIRPORTS: AMERICAN EXPERIMENTATION WITH CIRCULAR DESIGNS FOR AIRPORTS OF THE FUTURE COULD BRING IMMENSE ADVANT</title>
      <link>https://trid.trb.org/View/238888</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 30 Jun 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/238888</guid>
    </item>
    <item>
      <title>A BUS FOR THE COMMUNITY</title>
      <link>https://trid.trb.org/View/79480</link>
      <description><![CDATA[The background and operation of the Norfolk village bus, operated as a three-way partnership between the local community, the national bus company and the county council is described.  The local village bus committee operates the bus from day to day, staffed by volunteer drivers. The local authority purchased the bus, a 12 seat ford transit, which is maintained by the bus company who also supply professional back-up facilities.  Fares collected by the driver are paid to the county council.  The bus, which apart from the starting up cost, is self-financing, works both timetabled and excursion duties, including school runs and trips to a local doctor's surgery.  Since half the revenue is obtained from excursions, a larger bus would be useful, but this would be awkward in the narrow lanes.  The recruiting of drivers could be made easier if the psv licence were not required.  Other community bus schemes are summarized, demonstrating that they can provide an invaluable adjunct to the basic network of stage buses and local rail services.  /TRRL/]]></description>
      <pubDate>Sat, 14 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79480</guid>
    </item>
    <item>
      <title>PROFILE OF A PTE: TYNE AND WEAR</title>
      <link>https://trid.trb.org/View/152848</link>
      <description><![CDATA[In this profile an attempt is made to examine the progress of the Tyne and Wear Passenger Transport Executive during the ten years of its existence since it was established by the 1968 Transport Act.  The original principles followed in setting up the various PTE's are discussed.  Trends in car ownership are considered and it is pointed out that the predicted growth in car ownership, particularly as regards multi-car ownership by households, has not materialised. This has been coupled with the change in public opinion against major road construction.  The Tyne and Wear Metro rapid transit system is briefly discussed - particularly its relationship with the other forms of public transport.  An orderly progression towards standardised fare scales demonstrates the successful bus service integration in the area.  The PTE's general policy on bus services has been to maintain attractive trunk frequencies through all areas, where applicable planned with eventual translation to metro.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152848</guid>
    </item>
    <item>
      <title>UNDERGROUND MOVEMENT - WASHINGTON-STYLE</title>
      <link>https://trid.trb.org/View/159453</link>
      <description><![CDATA[Events leading up to the construction of the Washington Metro are outlined and the success of the scheme is assessed.  Features of the system are described, including: the design of stations, facilities for the handicapped, security precautions, announcement systems and the train public address system.  An explanation of the Metro Farecard system is given.  Supplementary services to the metro are described which include the metrobus, minibuses, park-and-ride and kiss-and-ride schemes.  A description is given of the remaining portions of the network to be built, the costs involved and the impact of the energy crisis. Effects of the Metro on the business and social life of Washington and suburbs are considered.  (TRRL)]]></description>
      <pubDate>Mon, 19 Jan 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159453</guid>
    </item>
    <item>
      <title>WHAT FUTURE FOR BULK FREIGHT</title>
      <link>https://trid.trb.org/View/154552</link>
      <description><![CDATA[An attempt is made to consider future trends for bulk freight by analysing data on goods lifted, by commodity and length of haul, for the two modes: road and rail.  In reviewing the present and future state of competition between the two modes two aspects are considered: the transport developments by mode and the industrial developments by the various commodity groups.  The two greatest influences on the development of bulk road transport have been the development of a trunk road network and the increased use of larger vehicles.  The major factor likely to increase the attractiveness of road transport would be an increase in maximum permitted vehicle load, this appears unlikely in the short term and together with legislation restricting drivers working hours to 8 hours a day by 1981 and increases in real fuel costs it is felt that there could be a switch to rail for some commodities.  The future prospects for rail are said to be brighter.  The prospects for transport charges are considered separately for each of the freight consuming industries i.e. food, drink and tobacco; building materials; iron & steel; chemicals; petrol and petroleum products.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154552</guid>
    </item>
    <item>
      <title>HAZCHEM WILL TRAVEL</title>
      <link>https://trid.trb.org/View/148008</link>
      <description><![CDATA[After reviewing several fatal accidents involving tank wagons containing chemicals, the author describes changes in design of wagons, the marking system, and safety regulations.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148008</guid>
    </item>
    <item>
      <title>WHAT FUTURE FOR FREIGHTLINER?</title>
      <link>https://trid.trb.org/View/146514</link>
      <description><![CDATA[The return of the rail and road container company, Freightliners Ltd as an autonomous profit center within the British Rail organization as from August 1978 is considered by the author to be of benefit to both organizations.  With some 750,000 containers carried each year and 200 daily services between 36 terminals - 11 of these privately owned, the Freightliner system possesses some 600 trucks and 8,000 containers, all to be integrated within the larger BR orgainzation.  Information is provided on freightliner operations with details (and photographs) of traffic, equipment and terminals, and the joint operations now possible within the BR organization of Speedlink and freightliner trains.  It is suggested that some of the first generation terminals are now outdated and inefficient as regards equipment and layout, and major decisions that will have to be taken by BR in re-equipment to accommodate changing traffic patterns - size, weight and number of containers are discussed.  Reference is made to future requirements for additional types of freightliner vehicles and containers, the need for new terminals and more conventional handling gear.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146514</guid>
    </item>
    <item>
      <title>THE M25 COMES TO RUNNYMEDE</title>
      <link>https://trid.trb.org/View/146856</link>
      <description><![CDATA[The existing Runnymede Bridge spanning the River Thames is being duplicated to provide a total of eleven lanes, in four separate carriageways.  The author describes the traffic flow situation whereby the present bridge will carry the two northbound lanes of the a30 trunk road, the hard shoulder, northbound lanes of the A30 trunk road, the hard shoulder, will carry four southbound lanes and a hard shoulder for the M25, and the two southbound a30 lanes.  The new bridge is described as two balanced cantilevers, the ends of which are joined by a short suspended span, designed to place only vertical loading on the ground and not to add to the horizontal loading imposed by the original bridge.  With a total width of 107 ft (33 M), a single span of 175 ft (54.7 M), a 23 ft (7 M) clearance above mean water level and a total structure length of 447 ft (137.6 M), completion of this found1.7 M contract is expected in September, 1979. Reference is made to the piling work, which included under reaming at the bottom of the 58 ft (18 M) bores; the construction of the eight frames each of which weighs close to 1000 tons, four on each river bank; and the operational techniques employed to place the frames into position. (TRRL)]]></description>
      <pubDate>Wed, 30 Jan 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146856</guid>
    </item>
    <item>
      <title>MOTORING TOWARDS 2000AD. A FORWARD LOOK AT THE MOTOR INDUSTRY</title>
      <link>https://trid.trb.org/View/147679</link>
      <description><![CDATA[Statistics indicate that before the 1973 oil crisis oil fuel consumption was increasing at an annual rate of 7.5 per cent, and for the transport sector is still moving ahead annually at an estimated 5.5 per cent.  With transport and the motor industry dependent upon a non-renewable fuel source, which it is suggested is likely to be depleted in the foreseeable future, a review is presented on the situation as it affects, and will affect the economy of developed and developing countries and the world automotive industry.  Information is presented on development work within major engine manufacturers and others looking for at least a 10 per cent improvement in economy by means of precise management of fuelling and ignition.  Reference is made to the increasing importance of diesel technology including diesel fuel injection equipment, electronic ignition, fuel injection instead of carburation and micro-electronic techniques.  Electric vehicles and electric drive systems are discussed and illustrated.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jan 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147679</guid>
    </item>
    <item>
      <title>NATIONAL SERVICE: THE DEVELOPMENT OF THE LEYLAND NATIONAL BUS</title>
      <link>https://trid.trb.org/View/87540</link>
      <description><![CDATA[The history of the successful Leyland National City Bus is traced from its first introduction in 1972 to the present time when over 6000 have been produced.  The design for a standardised single-deck integrally-constructed city bus met considerable opposition.  The rear-engined design enabled a low floor level to be utilised and a new turbocharged diesel engine was incorporated.  Passenger comfort was improved by the use of a rolling diaphragm air suspension, and interior temperature was controlled by an automatic unit mounted on the roof at the rear.  Ergonomics were used to produce the cab layout and an energy absorbing structure was used. Although several different configurations of bus are available, as many common components as possible are used. Some initial problems in operating the buses could possibly have been avoided by in-service proving.  Minor improvements have been incorporated all the time up to the first major alteration in 1976 and an economy version introduced in 1978. /TRRL/]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87540</guid>
    </item>
    <item>
      <title>LYNE BRIDGE</title>
      <link>https://trid.trb.org/View/86605</link>
      <description><![CDATA[The design and construction of the Lyne rail bridge near Chertsey which will eventually carry the Weybridge to Virginia Water railway line over the M25 orbital motorway is described.  The 110 M long bridge has been built in advance at an angle of 28 degrees to the line of the motorway. Several alternative designs were considered including "half-through" types and Warren truss girders with one or two spans which with a steel deck, could be built adjacent to the site and subsequently rolled into place.  However, because of the high cost of temporary works and disruption to rail services, the railway line has been diverted and a "spine-beam" design in prestressed concrete has been chosen. To avoid having a deep edge beam, intermediate support is provided by cable stays suspended from a centre column in each edge beam.  Wind tunnel tests were carried out to check stability of the structure.  Work began in 1976 with the diversion of the railway line.  It is expected that the structure will soon be completed and the railway line will be returned to its original position.]]></description>
      <pubDate>Sat, 26 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86605</guid>
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