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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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    <item>
      <title>All-seeing eye</title>
      <link>https://trid.trb.org/View/923961</link>
      <description><![CDATA[This article reviews the use of automatic number plate recognition (ANPR) as an intelligence-gathering tool for the police in the UK. All ANPR cameras are directly controlled by the police and in the past were used in a limited way for counter-terrorism. Police forces in England and Wales are linked to the national network of ANPR cameras and to the data centre which is constantly updated with details of suspect drivers and vehicles. The ANPR project is funded by government and provides police with a comprehensive picture of vehicle movements. Local authorities have adapted their closed-circuit television systems to read number plates and police vehicles can be fitted with mobile cameras. ANPR can also be used to check on uninsured drivers and those suspected of previous motoring offences. Road safety organisations support the use of ANPR. The technology can allow police forces to mount surveillance against travelling criminals or cross-border crime.]]></description>
      <pubDate>Thu, 22 Jul 2010 10:58:18 GMT</pubDate>
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      <title>Number Crunching</title>
      <link>https://trid.trb.org/View/901345</link>
      <description><![CDATA[Police forces in the UK use ANPR technology to alert officers to vehicles that could be of interest to them. A survey undertaken in collaboration with the author and West Yorkshire Police set out to explore the role of ANPR in policing and public reassurance, aiming to address gaps in knowledge and research about ANPR in the UK, particularly public perceptions about its use and what effect it has on crime. Local research shows the public are largely positive about ANPR, with the main concerns being over the technology's capability to ensure offender detection and protection of the innocent. Loss of trust and confidence in public service generally has raised the public's concern about civil liberties; this was reflected in the results but overall the public were willing to sacrifice some privacy in favour of security. Recommendations include placing ANPR on a proper statutory basis, with clear reference to its use and how privacy and civil rights are safeguarded; police forces' development of a communication strategy to increase public awareness; and exploration of ways to empower communities to influence decisions about how they are policed, including issues surrounding the use of ANPR. A statistical breakdown is provided.]]></description>
      <pubDate>Wed, 30 Sep 2009 09:05:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/901345</guid>
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      <title>Speedy cameras</title>
      <link>https://trid.trb.org/View/888108</link>
      <description><![CDATA[New technology is helping Kent Police traffic officers to arrest offenders 'by appointment'. IT staff from the force have developed technology to feed live information from Automatic Number Plate Recognition (ANPR) cameras owned both by Kent County Council and to the force patrol cars. The software links to systems such as the Police National Computer and the Driver and Vehicle Licensing Agency to alert officers if a vehicle of interest has just passed a camera in the force area. It takes a maximum of five seconds after the car has passed a camera for the databases to be checked and an alert to be sent to patrol cars so officers can choose to pursue a vehicle if necessary. This article describes how the system could 'revolutionise policing'.]]></description>
      <pubDate>Mon, 04 May 2009 07:46:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/888108</guid>
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      <title>Arresting accidents</title>
      <link>https://trid.trb.org/View/841396</link>
      <description><![CDATA[This article discusses accidents which have involved police vehicles. Some accidents have led to injuries or fatalities. A two year research project analysed data relating to police accidents. The number of fatalities each year in police accidents varied from 38 to 52. A total of 275 incidents were investigated. These incidents related to: pursuit; emergency responseor other types of traffic activity. As a result of this research project recommendations have been made for changes in police policy in relation toaccidents involving police vehicles.]]></description>
      <pubDate>Thu, 29 Nov 2007 15:24:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/841396</guid>
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      <title>Go moto</title>
      <link>https://trid.trb.org/View/840921</link>
      <description><![CDATA[This article describes how a Durham Constabulary club is helping tackle the problem of mini motorbikes (mini motos), which have become increasinglypopular in the UK. The police were experiencing problems with people riding mini bikes illegally and becoming a nuisance. Durham Constabulary's motorbike section set up a club called the Bikewise mini bike club. Members of the motorcycle section, fire officers and council wardens attended a two-day Auto-Cycle Union training course to learn to act as instructors or marshals at the club. The instructors teach the youngsters to ride the bikessafely before they drive round the track. Parents are required to stay. The club is aimed at young people aged from six to 16. A maximum of 30 clubmembers can attend at any one time. Sessions are held at Durham County Hall or the police headquarters. The club is the largest of seven mini bike clubs registered with the Auto-Cycle Union that involve the police services.]]></description>
      <pubDate>Thu, 29 Nov 2007 13:08:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/840921</guid>
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      <title>Securing our airports</title>
      <link>https://trid.trb.org/View/820575</link>
      <description><![CDATA[The issues associated with policing airports in the UK are considered. One fundamental issue is who funds the police operations. Nine UK airports including Heathrow and Gatwick were 'designated' under the Aviation Security Act 1982 and as such have a structured policing operation, the costs of which are recovered from the airport operator. The arrival of low cost airlines operating from smaller airports has led to the expansion of non-designated airports such as Leeds Bradford. Individual forces provide such uniformed policing support as they see fit and the airport operator is not obliged to pay for them. This has resulted in a lack of consistency. A review of airport security in 2002 (the Wheeler Report) resulted in the establishment of the Multi Agency Treat and Risk Assessment (MATRA) process to consider security issues. In 2005 the government commissioned an independent review of airport policy by Stephen Boys Smith. The review endorsed the principle of joint accountability for airport security between the police and airport operators and recommended that there should be continued and enhanced liaison between key stakeholders, that the MATRA process should be strengthened and that the existing system of 'designation' should be discontinued. The actions taken at Leeds Bradford airport are discussed.]]></description>
      <pubDate>Mon, 10 Sep 2007 14:23:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/820575</guid>
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      <title>The screen</title>
      <link>https://trid.trb.org/View/778206</link>
      <description><![CDATA[CCTV systems have been used to provide valuable prosecution evidence after recent terrorist events in the UK. However, the technology has been use as a passive tool after the event and image quality cannot be guaranteed. Trials have been conducted of standard CCTV systems combined with facial recognition software, where a program checks the faces shown on camera and compares them against a database of active local criminals. The Intelligent Pedestrian Surveillance system (IPS), marketed by Intelligent Pedestrian Surveillance and Observation Technologies (IPSOTEK), measures unusual behaviour. The system has been designed mainly for use on subway systems and has been tested in Europe and on the London Underground. The system compares images with pictures of an empty station. Clusters of pixels that could be objects of people are tracked in real time. The system can detect suspect packages, abnormal movements by passengers and unusual behaviour.]]></description>
      <pubDate>Thu, 09 Mar 2006 08:21:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/778206</guid>
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      <title>DANGEROUS PURSUITS</title>
      <link>https://trid.trb.org/View/681747</link>
      <description><![CDATA[Research by Dr David Best of the Police Complaints Authority (PCA) is described. This indicates that police drivers caught up in a pursuit may become too emotionally involved in the pursuit, leading to impaired decision making. Young police drivers are considered more likely to take risks in these circumstances, particularly when they feel personally challenged to catch the offender. Recommendations that ground commanders and control rooms should manage pursuits rather than police drivers are examined. The PCA has recommended improved training, clearer guidelines for pursuits, and the use of tactical advisers in pursuits lasting more than a few minutes. Since one in five pursuits leads to the pursued vehicle crashing, it is considered that minor criminals and stolen property should not be pursued. The distinction between active pursuit and following exercises is considered blurred. It is considered that the fatality rate from pursuits could be reduced dramatically if the PCA's recommendations were followed in all areas of the UK.]]></description>
      <pubDate>Wed, 05 Nov 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/681747</guid>
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      <title>TAKE THE HIGH ROAD</title>
      <link>https://trid.trb.org/View/664603</link>
      <description><![CDATA[Since August 2000, police officers in the UK have been able to request a person suspected of driving under the influence of a drug to agree to perform a field impairment test to establish whether they are fit to drive. Although the tests are simple and can be completed on the roadside within 10 minutes, there have been doubts about their use.  Sweeping changes to section 6 of the Road Traffic Act enables police officers to request breath tests, impairment tests and drug-screening tests, but a Code of Practice still needs to be written and approved by the Home Office. The determination of impairment is discussed. Officers will now be able to call on additional powers in the detection of a drug-impaired driver. The recording of evidence of impairment by the officer at the roadside will provide the best evidence for a prosecution. Renewed police officer training in the detection of impairment will be required.]]></description>
      <pubDate>Fri, 03 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/664603</guid>
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    <item>
      <title>THE ROAD TO CRIME</title>
      <link>https://trid.trb.org/View/664771</link>
      <description><![CDATA[Research has been conducted at Cambridge University, UK, into the link between traffic offenders and mainstream criminal offences. The research found that many serious traffic offenders had committed other crimes, suggesting that there is merit in analysing the criminal careers of minor traffic offenders. The research involved examining the Home Office Offenders Index, which contains the criminal histories of those convicted of an indictable offence in England and Wales from 1963 onwards. A national survey on young people and crime was conducted and 132 traffic officers were interviewed. The strongest link between traffic offenders and mainstream crime was identified in those who had been convicted of driving while disqualified. A significant number of people who had been convicted of dangerous driving had a previous conviction for car theft. The research suggested that greater effort could be given to targeting disqualified drivers through the use of intelligence.]]></description>
      <pubDate>Fri, 03 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/664771</guid>
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    <item>
      <title>DESIGNS ON CRIME</title>
      <link>https://trid.trb.org/View/663742</link>
      <description><![CDATA[Until about the end of 2001anticipated, UK local authorities sought to incorporate crime reduction best practice from the Association of Chief Police Officers' Secured by Design scheme into the planning of new estates. This aimed to create defensible space through a variety of crime-cutting measures, so residents have more control over their neighbourhoods. Following revised planning guidance from the UK Government (known as New Urbanism) designed to encourage cyclists and pedestrians by providing links, and seeking to control parking space and reduce the effect of parked vehicles on the street scene, the new emphasis is on communal space rather than defensible space. It is calculated that this will increase the risk of crime by replicating the mistakes of the Radburn estate layouts from the 1960s and 1970s. Conflict between planners and police architectural liaison officers has occurred. Regional Government has argued that provided agreed housing densities are observed, there is sufficient flexibility in estate design to design out crime but the difference in crime rates relating to design can be very large. In a study of 24,000 dwellings in different layouts, the number of crime and disorder incidents reported to the police was studied. For a Secured by Design estate of 4500 houses with 20% social or affordable housing, 680 incidents are expected whereas on a new urbanism estate 4080 incidents are anticipated. Equivalent figures with 30% social or affordable housing are 762 and 5712, respectively. No evidence was found to support the theory that accessible, well-linked communities foster social inclusion and therefore reduce criminality.]]></description>
      <pubDate>Wed, 03 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/663742</guid>
    </item>
    <item>
      <title>POLICE REFORM 2002</title>
      <link>https://trid.trb.org/View/646892</link>
      <description><![CDATA[The enforcement of the UK Road Traffic Act 1988 relating to drink driving in the UK is reviewed. Under the Police Reform Act, blood specimens for laboratory analysis in drink/drive cases can be obtained by healthcare professionals as well as registered medical practitioners. Blood samples may also be obtained from unconscious people. Under the new provision, a request to take a blood sample from a comatose person can only be made of a medical practitioner. In respect of conscious patients, blood or urine samples can only be obtained with the suspect's consent. The use of blood specimens as evidence of a person's blood alcohol level is outlined.]]></description>
      <pubDate>Mon, 07 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646892</guid>
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    <item>
      <title>ON THE BUSES</title>
      <link>https://trid.trb.org/View/733319</link>
      <description><![CDATA[The Metropolitan Police, London has set up a Transport Operational Command Unit,  totally funded by Transport for London, which is being used to reduce crime, disorder and the fear of  crime on bus routes across the capital. It is the first partnership of its kind in the UK, with London Mayor Ken Livingstone pledging 24 million a year to fund 530 staff, including 207 police officers, 1276 traffic wardens and 47 civilian staff. Phase one of the Transport Policing Initiative, which has already started, will see 26 bus routes being policed across London by March 2003. Proposals for phase two, which will extend the scheme, are still under negotiation but could see the force receiving another 21 million a year in funding. The policing will be based on the New York model of zero tolerance. Increased bus lane enforcement, reduced police response times, and mobile High Street policing are among the aims of the initiative. Performance reviews of the initiative are described.]]></description>
      <pubDate>Wed, 05 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/733319</guid>
    </item>
    <item>
      <title>SHOCK TACTICS GET RESULTS</title>
      <link>https://trid.trb.org/View/733320</link>
      <description><![CDATA[The Wise Drive initiative of Durham Constabulary, UK, demonstrates the horrific consequences of speeding to adolescents reaching driving age using video footage of vehicle collisions including fatalities. The young people are also given rides on a skid pan, cut out of cars by the fire brigade, offered the chance to drive in a driving school vehicle and given the opportunity to experience a crash at 5mph on a simulator. It is intended that images seen in fictional films where drivers walk away unharmed from serious crashes be discredited. It is hoped that the young people participating in these courses will pass their experiences onto their friends.]]></description>
      <pubDate>Wed, 05 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/733320</guid>
    </item>
    <item>
      <title>FATAL PURSUITS</title>
      <link>https://trid.trb.org/View/722419</link>
      <description><![CDATA[The number of deaths resulting from police car pursuits or emergency responses has increased in the last four years in the UK. Police policy on car pursuits in the USA indicated that the number of pursuits was much higher when these were left to the discretion of the driver, rather than being restricted only to violent crime. The most frequent outcome of enquiries into fatal pursuits in the UK made by the Police Complaints Authority is that the car being pursued collides with a fixed object, another vehicle or a pedestrian. Most pursuits involved stolen vehicles, with 56.3% of pursued drivers over the legal limit for alcohol and over a quarter positive for cannabis. Thirty of the 42 pursued drivers were not wearing safety belts. It is suggested that the decision to initiate a pursuit should be controlled centrally, and that pursuit should not be initiated for minor crimes, or of unqualified or inexperienced drivers. Police training in risk assessment, communication and evaluation of police pursuits is recommended.]]></description>
      <pubDate>Fri, 02 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/722419</guid>
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