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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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      <link>https://trid.trb.org/</link>
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      <title>Brixton station congestion relief project, London</title>
      <link>https://trid.trb.org/View/850530</link>
      <description><![CDATA[The Victoria line, extended to Brixton by July 1971, was London's first completely new underground line since the tube boom of the early twentieth century. The new line created connections between the underground and national rail networks, and relieved congestion on London's transport network.Three decades later, Brixton station was at the forefront of a new challenge, this time to improve accessibility of the London Underground network to disabled and encumbered passengers. In 2001 work began to provide step-free access from street to platform levels at Brixton station, to alleviate congestion within the station, and to harness additional benefits by constructing new office and retail facilities. This paper describes the construction, emergency preparedness, site safety, contract administration and assurance aspects of delivering the project. The project successfully executed demolition, building construction, structural, tunnelling and services works while maintaining the safe and effective operation of the station.A number of recommendations are made to assist in the execution of similar projects. (A)]]></description>
      <pubDate>Mon, 17 Mar 2008 10:18:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/850530</guid>
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    <item>
      <title>Determining the sample size of probe vehicles</title>
      <link>https://trid.trb.org/View/841111</link>
      <description><![CDATA[Probe vehicles have been used to collect travel time for a number of years. Because the number of probe vehicles in a traffic stream can have a substantial effect on the accuracy of a travel time estimate, many studies have been conducted to study the required sample size of probe vehicles required for reliable travel time measurement. This paper addresses determining the sample size of probe vehicles in different traffic conditions on motorways. Travel time data from individual vehicles collected on seven motorway links were used to analyse the statistical characteristics of travel times. The relationship between mean travel time and standard deviation together with sampling theory has been used to calculate required probe vehicle sample sizes. The results indicate that fewer probe vehicles are required in more congested traffic condition while more probe vehicles are needed in lighter traffic condition. The relationship between traffic ?ow and the required sample size of probe vehicles can be described by a power regression equation. (A)]]></description>
      <pubDate>Thu, 29 Nov 2007 14:17:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/841111</guid>
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      <title>Mechanistic-empirical evaluation of airfield test pavements</title>
      <link>https://trid.trb.org/View/841110</link>
      <description><![CDATA[The impact of new-generation aircraft (NGA) such as the Boeing 777 and Airbus A380 on airfield pavement performance is of serious concern to airfield authorities worldwide. Recognising the need to develop advanced pavement design procedures based on sound theoretical principles, and with models verified from appropriate full-scale NGA test data, the Federal Aviation Administration constructed the National Airport Pavement Test Facility (NAPTF). In this paper, a mechanistic-based approach is presented to predict the allowable six-wheel and four-wheel NGA gear passes for airfield flexible pavements based on full-scale traffic test results from the NAPTF. A finite-element pavement structural model that can account for the non-linear stress-dependent behaviour of pavement geomaterials was used to compute the mechanistic responses of NAPTF test sections. Both the subgrade deviator stress and subgrade stress ratio were found to be good estimators of airfield pavement rutting performance. Although the results are applicable specifically to the six-wheel and four-wheel NGA gears used at NAPTF, the method can easily be extended to any prototype NGA gear loading with additional data from such full-scale traffic tests. (A)]]></description>
      <pubDate>Thu, 29 Nov 2007 14:17:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/841110</guid>
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    <item>
      <title>Understanding behaviour through smartcard data analysis</title>
      <link>https://trid.trb.org/View/841109</link>
      <description><![CDATA[A feature of public transport smartcard systems that could greatly improve the business case for smartcard investment and deployment is the efficient utilisation of the vast amount of data gathered during operation. Each time the card is used a transaction is recorded. The transaction is essentially a snapshot of the card holder’s behaviour, such as their boarding location and time. If this information were collected and analysed, there would be potential to generate a dynamic passenger profile, which could continuously update itself as the data are produced. This provides the possibility for a much more coherent and in-depth understanding of user demand. The purpose of this paper is to question the possibility of creating a service that is responsive and relevant to user needs using additional knowledge, captured through smartcard data analysis, of public transport passenger use. Creating a service based upon meeting user demands could enhance the appeal of public transport and if this results in increased ridership, it would create a more robust and sustainable business case for smartcards.It could also encourage and facilitate the modal shift that is required for the sustainable development of the transport industry. (A)]]></description>
      <pubDate>Thu, 29 Nov 2007 14:17:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/841109</guid>
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    <item>
      <title>Comparison of noise impacts from urban transport</title>
      <link>https://trid.trb.org/View/841108</link>
      <description><![CDATA[When new transport schemes are considered, a key issue is the potential impact of noise. The reaction of people to noise however is both personal and subjective. Whereas all types of new urban transport scheme have noise evaluations, little work has been undertaken to date to compare the noise generated by the different modes of transport namely, a tram, car, bus andguided bus. The lack of such evaluations has implications for scheme perception when new modes are introduced, and such comparisons frequently formpart of the public debate when systems are proposed. This paper outlines the assessment of noise and its measurement, reviews the limited publishedcomparisons between modes and presents the results of an extensive seriesof noise measurements of in-service trams, buses and cars, (taken mainly within the Greater Nottingham area). The measurements have been made across a range of similar operational circumstances to allow comparison betweenthe relative noise of particular modes. The paper concludes that from measurement across operational circumstances there should be little perceiveddifference in noise from buses and trams, but that proportionately cars can generate significant emissions. (A)]]></description>
      <pubDate>Thu, 29 Nov 2007 14:17:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/841108</guid>
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    <item>
      <title>Refurbishment of London Underground bridge D141</title>
      <link>https://trid.trb.org/View/841107</link>
      <description><![CDATA[Bridge D141 carries the District line of London Underground over the River Lea and Bow Creek in the east of London in the Greater London area. The District line is one of the three west-to-east lines of the London Underground, the others being the Central line and the Jubilee line. As such, it is of major economic importance. The bridge was built in 1888, and is of relatively light construction compared with modern bridges. The track form was of short longitudinal timbers, and corrosion had reduced the live loadcapacity. The light form, coupled with the short timbers, gave constant track and ride problems. As the bridge spanned two waterways, maintenance was difficult, and major works became necessary to avoid restrictions. The site being ?landlocked? hampered refurbishment works, and closure was not an option, as to do so would have caused unacceptable economic effects. This paper covers the history of the bridge, the problems that developed in the bridge, the solutions to the problems—both structural and in the trackform—the refurbishment and strengthening of the bridge, and the problems encountered in the work. (A)]]></description>
      <pubDate>Thu, 29 Nov 2007 14:17:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/841107</guid>
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    <item>
      <title>A modelling technique for assessing linked MOVA</title>
      <link>https://trid.trb.org/View/835889</link>
      <description><![CDATA[This paper introduces an innovative approach to evaluating the benefits of linked MOVA (Microprocessor Optimised Vehicle Actuation) using a micro-simulation modelling and programming technique. The implementation of linked MOVA at signal-controlled junctions has been found to provide more efficient junction operations by either maximising capacity or minimising delay, depending on the level of congestion. Although vehicle actuation (VA) modelling is commonly available (i.e. bus gating, standalone MOVA and SCOOT), there has been no method for assessing the operational benefits and signal settings of linked MOVA implementation. Using the programming ability within the VISSIM micro-simulation software suite, a precise assessment of the benefits of linked MOVA type VA was undertaken. The signal settings, operational parameters and ?linking? of the signal control junctions were set as part of the MOVA implementation in evaluating the operational benefits. A post-implementation evaluation study is presented in which modelled operations replicated the actual operations in line with modelling standards. The model is calibrated and validated using post-MOVA implementation surveys. The results proved a significant operational benefit. On average, delay savings of 19.7% were achieved by the implementation, together with a significant reduction in total stopped delay and number of stops. Although traffic demand remained constant for pre- and post-linked MOVA operations, a 0.5% increase in throughput was observed. Modelling proved an effective method in assessing linked MOVA operations. This technique is now available to linked MOVA users, and can be adapted to other VA-type signal operations in evaluating the coordinated operations, benefits and settings before expensive implementation is undertaken.(A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:35:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/835889</guid>
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    <item>
      <title>Travel patterns of three distinct driver age groups in Greece</title>
      <link>https://trid.trb.org/View/835888</link>
      <description><![CDATA[Within this research the travel patterns of passenger car drivers are investigated in relation to their age, as recorded from a national travel survey conducted in Greece. For the needs of this research drivers are classified into three mutually exclusive age groups: young (18-24), adult (25-64) and elderly (65+). The mobility of these three driver groups expressed in terms of average annual distance driven is then investigated with respect to parameters involving driver characteristics (experience, gender), vehicle characteristics (engine size) and the nature of the trip (time of trip and road type). Several patterns are analysed, and the dependence of the various travel patterns on driver age is tested through analysis of variance (ANOVA), mainly by the use of the Welch test. The results show that driver experience is not an influencing factor for driver mobility, whereas driver gender and vehicle characteristics, such as engine size, are. Furthermore, the results illustrate dependences between driver age and driving at night and during the weekends, highlighting the relationship between driver age and trip purpose. The distribution of mobility across the different road types does not reveal any interactions with driver age; however, specific trends are detected when distance driven is also segregated into weekday and weekend categories, indicating a relationship between driver age and mobility in relation to type of day. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:34:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/835888</guid>
    </item>
    <item>
      <title>Geocomposite technology: reducing railway maintenance</title>
      <link>https://trid.trb.org/View/835887</link>
      <description><![CDATA[The XiTRACK three-dimensional track reinforcement technique has been very successful in overcoming difficult, long-standing track problems on the railway. This success led to the specification of the technique for use at Deep Wharf level crossing, Purfleet. This was the first time that the technique had been used to reinforce the track structure at a level crossing. The main technical challenge was the application of the technique to stabilise the track over very poor ground, namely the very soft alluvial soils present at the site. A review of other proposed methods, such as concrete foundations and/or piles, illustrated the cost-effectiveness of the reinforcement method: in particular, the rapid installation of the system (the polymer cured within 15 s) minimised track downtime and thus enabled considerable cost savings to be achieved. The design process adopted was used to predict track behaviour before and after treatment, which enabled the design of the most appropriate polymer rheology and polymer distribution and loading levels to achieve optimum performance and ensure that the technique worked. This paper describes the work performed at Purfleet using the technique, including measured acceleration time histories before and after treatment.  (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:34:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/835887</guid>
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    <item>
      <title>The extension of London Underground's East London line</title>
      <link>https://trid.trb.org/View/835886</link>
      <description><![CDATA[The East London line extension project is an imaginative scheme, which creates part of a potential orbital railway for London by using abandoned railway infrastructure by the construction of a short link to existing London Underground and Network Rail lines. The final railway will run from West Croydon, Crystal Palace and Clapham Junction to the south end of the existing East London line, where link bridges and new track will be constructed. The East London line will be linked at its north end by a viaduct and a bridge to the south end of the abandoned Kingsland viaduct, which is being refurbished. Finally the line will link to the Network Rail North London line and thence to Highbury and Islington station, an interchange station with the London Underground Victoria line. In phase 1 of the project, four new stations will be constructed. The service is to be operated by franchise operating over Network Rail tracks to New Cross Gate and London Underground tracks to Dalston Junction. This paper covers the scheme, the historical development of the lines, the condition of the existing infrastructure, and the project civil works. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:34:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/835886</guid>
    </item>
    <item>
      <title>The introduction of flexibility into a road ironwork installation</title>
      <link>https://trid.trb.org/View/835885</link>
      <description><![CDATA[This paper describes research undertaken to examine the option of replacing the upper portion of a rigid traditional brick access chamber with a flexible material, so that the system is more compatible with the surrounding flexible (asphalt) pavement construction, and is therefore less likely to exhibit premature failure. It focuses on one example of a suitable material, the influence of the confinement of this material within the surrounding pavement, and the importance of using a compatible backfill that acts as a bridge between the pavement and the ironwork. Full-scale experiments have been undertaken using a laboratory-based rolling-wheel test facility. Results show that flexibility incorporated into a road ironwork chamber can smooth out the step change in stiffness between a flexible pavement and a rigid chamber. Replacement of the upper portion of a chamber with a suitable flexible section results in the structure being more compatible with an asphalt pavement. It was also confirmed that the backfill around the chamber should be well compacted to provide good confinement, and the reinstatement material around the frame is a key element in the overall performance of a flexible chamber installation. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:34:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/835885</guid>
    </item>
    <item>
      <title>Behaviour of airfield pavement subgrades under load test</title>
      <link>https://trid.trb.org/View/814365</link>
      <description><![CDATA[The US Fedederal Aviation Administration's National Airport Pavement Test Facility (NAPTF) was constructed to provide full-scale pavement response and performance data under new generation aircraft loading for development and verification of airport pavement design criteria. During the first series of traffic tests, four flexible pavement test sections (two low-strength subgrade and two medium-strength subgrade test sections) were subjected to six-wheel and four-wheel gear loading to assess the relative severity effects. Trench sections were opened at the completion of traffic testing for conducting forensic investigations. In this paper, the effect of full-scale accelerated heavy aircraft gear trafficking on the NAPTF unbound aggregate and fine-grained subgrade layer material properties (referred to as geomaterials) is discussed. The results indicate that the in situ dry densities and moisture contents have decreased in the crushed stone base as a result of trafficking whereas the dry densities of the sub-base (grey quarry blend fines) layer have increased. The low-strength subgrade California Bearing Ratio (CBR) has increased as a result of trafficking, whereas the medium-strength subgrade CBR has decreased. These results can be used to develop input parameters for NAPTF pavement structural modelling and analysis. (A)]]></description>
      <pubDate>Mon, 06 Aug 2007 14:22:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/814365</guid>
    </item>
    <item>
      <title>Investigation of vehicle time headways in Turkey</title>
      <link>https://trid.trb.org/View/814364</link>
      <description><![CDATA[The vehcle time headways of arriving traffic flows at signalised intersections are examined in this study. Low traffic conditions are considered, and traffic lanes that carry less than 500 vehicles/h are studied. Data are obtained from 10 signalised intersections in Turkey. The lanes are classified with respect to movements of traffic flows. Seven distribution models are taken into account. The goodness of fits of the observations with the theoretical distribution models are evaluated using chi square (?2) and the Kolmogorov–Smirnov tests. The results are considered with respect to both lane type and traffic volumes. The presented results show that log normal, Weibull, gamma or Pearson V distribution models can be used instead of the exponential distribution in modelling vehicle time headways. (A)]]></description>
      <pubDate>Mon, 06 Aug 2007 14:22:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/814364</guid>
    </item>
    <item>
      <title>Performance of foamed bitumen-stabilised mixtures</title>
      <link>https://trid.trb.org/View/814363</link>
      <description><![CDATA[Mixtures stabilised with foamed bitumen are commonly made with recycled aggregate, typically reclaimed asphalt planings. These mixtures are influenced by many factors, which require full consideration during the production and construction stages. Untreated recycled material is often unsatisfactory owing to the particle size distribution and high water content. Addressing the grading problem may require the addition of other materials; defining material type and quantity is significant. Foamed bitumen stabilised material is often modified with a hydraulic binder, not only to dry up the mixture, but also to enhance its performance, particularly in its early life. Moisture levels within the material during compaction are very important in aiding the workability of the mixture. Also, the compaction process is very dependent on the compaction energy. The stabilised mixture should be protected from the ingress of water during its early life. Foamed bitumen stabilised mixtures perform successfully when laid as a base layer, and a conventional binder course and surface course can be laid immediately on top. This paper is based on more than ten years of the author's experience in this field. In particular, it highlights the significance of the addition of hydraulic binder, moisture content, compaction level and curing time. Graphical relationships are established to aid mixture design, and can be used to predict mixture performance. Also, analyses of laboratory and site curing times are compared. (A)]]></description>
      <pubDate>Mon, 06 Aug 2007 14:22:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/814363</guid>
    </item>
    <item>
      <title>The Nottingham railway test facility, UK</title>
      <link>https://trid.trb.org/View/814362</link>
      <description><![CDATA[A major new full-scale laboratory test facility for railway trackbeds is described. The equipment was designed and developed by the research team at the University of Nottingham, and has been used initially for two projects concerned with the performance of railway ballast. One dealt with the application of geogrid reinforcement to reduce the rate of settlement under repeated vehicle loading, and the other was concerned with ballast degradation both under loading and tamping. The facility allows application of cyclic loads of up to 94 kN directly to the sleepers using a loading system constructed in a laboratory test pit. Three sleepers are involved, and loads are applied by servo-controlled hydraulic actuators with their inputs phased to simulate a moving wheel. A tamping bank can be attached to the loading frame to perform the normal maintenance operation. Instrumentation is used to measure the permanent track settlement and the transient deflection of the central sleeper. Earth pressure cells can be installed in the subgrade to monitor transient stresses. Facilities are incorporated to determine the degree of particle degradation and to control the subgrade water table level. The design and performance of the equipment are described, together with some typical results from early experiments. (A)]]></description>
      <pubDate>Mon, 06 Aug 2007 14:22:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/814362</guid>
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