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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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      <title>Transport Research International Documentation (TRID)</title>
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      <title>INTEGRATION AND INTERCHANGE: POSSIBILITIES AND PROMISE. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355024</link>
      <description><![CDATA[In major conurbations it is generally accepted that unlimited car use is not possible and that the balance between public and private transport requires intervention. This paper outlines the principle elements of public transport integration including integrated fares and service co-ordination and discusses the types of measures that can assist in achieving this.  The advantages of measures such as zonal fares, off-vehicle purchase and combination of modes are considered both for the passenger and operator.  A high level of usage will also be encouraged by good interchange and waiting facilities.  Areas where engineers' and planners' decisions are important are considered. Examples of successful integrated public transport systems are given.  These have occurred where there has been the necessary political and financial commitment, notably in cities such as Paris, Munich, Hamburg and Amsterdam.  UK initiatives are described in Tyne and Wear, the West Midlands, Merseyside and Greater London which have been largely restricted to integrated fare structures.  Several good interchange schemes exist but there is a lack of national policy.  In considering the future the author discusses the impact of the reorganisation of local government in London and the Metropolitan Countries.  With no strategic authority and the separation of highways responsibilities from public transport planning the prospects for integration are not good.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355024</guid>
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    <item>
      <title>URBAN AND REGIONAL TRANSPORT STRATEGY. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355025</link>
      <description><![CDATA[Long term land use and transport strategies were developed to a high degree of sophistication in the 1960s.  The author suggests that many of these have not been fully implemented and considers the reasons why.  Developed in an atmosphere of growth many plans have since been replaced by short term strategies.  No provision had been made for changes in the economy, replacement of labour by equipment or other social factors.  Aspects of the structure of future society are considered critical to the design of transport systems and the author identifies a drift of population to the south, an increase in the elderly population and a significant low income sector as important factors in the future.  The influence of public policy decision making is discussed with particular reference to the distribution of work opportunities.  With limited resources the author forsees little change in the distribution of human activities. Future integrated public transport operations will not depend as much on major works as on improved management practices applied to the existing infrastructure. Techniques for preparing long and short term development programmes should place emphasis on management information systems sensitive to substantial short term fluctuations in local conditions and provide the data necessary to ensure high levels of operational effectiveness.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355025</guid>
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    <item>
      <title>STRUCTURE AND ORGANISATION OF PASSENGER TRANSPORT. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355026</link>
      <description><![CDATA[The author considers the development of the role of the State in passenger transport in Great Britain and describes the approach of the present Government to some of the problems of and opportunities for passenger transport today. Tracing the development of transport operations, both road and rail, since the beginning of the century, a continuing need is seen for control over public transport, a distinction is seen between urban and rural services and two approaches are seen integration and competition.  Trends are also identified away from centralised planning and in decline in patronage.  The effects of the 1978 and 1980 Transport Acts are discussed, in particular the roles of the county councils and the Traffic Commissioners which may sometimes come into conflict.  Examples are given of disagreements over licensing that have occurred.  Looking at the future the author considers the effects of the Protected Expenditure Levels of the 1983 Transport Act, the abolition of the GLC and Metropolitan counties, rate capping and the reduction of grants.  He believes that free markets should be encouraged to obtain better value for money and supports the privatisation of public sector undertakings.  The possibility of an integrated public transport system based on competition is considered.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355026</guid>
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      <title>OPERATION AND MARKETING OF TRANSPORT IN THE PARIS REGION. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355027</link>
      <description><![CDATA[Alongside the systematic modernisation of its networks and their extension, RATP in Paris follows a policy of integrating the various methods of transport for which it is responsible.  RATP was formed in 1948 from a merger of companies running buses and trains.  This administrative integration has allowed for a network serving the Paris region to be developed.  In 1965 the RER was created to link 5 new towns around Paris.  Successive plans have favoured the expansion of the RER at the expense of the planned road network.  RER is an integral part of urban planning for the area serving half the population of Paris's suburbs, linking with SNCF and facilitating urban renewal.  Physical integration measures have included the improvement of long corridors formed by the amalgamation of 2 metro systems, with moving walkways.  The policy of physical integration has been extended to interchanges with bus stations where many environmental improvements have been carried out.  A further development are facilities for multi-vehicle journeys and new complexes are being built to accommodate car/cycle parks.  Tariff integration has included the launching of travel cards and a coupon to allow the use of car parking.  Plans for improvements in the area of publicity and information are described.  It is concluded that a considerable effect can be produced for little expenditure by integration measures.  RATP believes that a policy of integration must be a priority.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355027</guid>
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    <item>
      <title>AN INTEGRATED APPROACH IN TYNE AND WEAR. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355028</link>
      <description><![CDATA[The history of public transport in the Tyne and Wear area is briefly outlined.  The creation of the Tyneside Passenger Transport Authority in 1969 was followed by the Tyne and Wear "Transport Plan for the 1980s" in 1972. This called for a balanced programme of investment in roads and public transport, the main feature being the linking of the rail systems of Newcastle and Gateshead.  Public transport investment was given the highest priority to support industrial restructuring of the area and provide an alternative to the car.  Work began in 1974 on the Metro system which now forms the backbone of the local public transport system.  Details are given of the Metro network, ticket arrangements, vehicles, frequency and publicity. The approach to integration is examined in detail.  In planning integration between the Metro and bus services the roles of each were first defined.  Bus routes were restructured and frequencies controlled.  Interchanges were purpose-built and a convenient fare system developed.  These measures were supported by publicity which promoted the system as one network and aimed particularly to enhance the perception of buses.  Implementation of the scheme is reviewed and statistics on passenger loadings provided.  It is concluded that the development of the Tyne and Wear integrated transport system illustrates a significant and successful investment in local public transport.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355028</guid>
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    <item>
      <title>TOTAL TRANSPORT. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355029</link>
      <description><![CDATA[This paper considers the way forward for public transport outside the major metropolitan areas.  It is based on the theory that markets must be identified and transport services co-ordinated.  The development of services in East Sussex is used as an example.  The source of transport requirements is traced and market segments described.  The present modal split in an area such as Brighton is described.  Despite its disbenefits the author sees a role for the car in areas where public transport cannot compete. By identifying which areas are best served by each mode a concept of 'total transport' is developed.  The case of Brighton is described where a two-tier system of buses has been introduced including a fast and frequent Shuttle service.  The financing of transport services such as these is considered, in particular how the less well-used services should be subsidised.  Transport services provided by the health, social services and education sectors are considered and East Sussex's Escort project to co-ordinate these with service buses described.  A saving of 25% has been achieved whilst catering for the disabled and extending the bus network.  The author concludes that it is possible to plan an integrated transport system made up of cost-effective and co-ordinated components.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355029</guid>
    </item>
    <item>
      <title>LOCAL INTERCHANGE DESIGN. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355030</link>
      <description><![CDATA[This paper outlines the problems associated with the planning and implementation of a local Bus/Rail interchange. The requirements of such a development are listed and the problems of linking bus, car and train usage described.  The linkage of these items is considered to be most important as it has a direct bearing on the success of the whole transport system.  Also important is the separation of vehicles and pedestrians.  The alignment of an interchange is generally based on the existing railway pattern.  A large proportion of space is taken up accommodating bus movements and parking.  Effective information through signing is also important for passenger guidance and establishing a corporate identity.  Consideration is also given to accommodating the range of ticketing policies, integration of retail outlets and combatting vandalism.  Maintenance is also an issue which must be considered from the outset.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355030</guid>
    </item>
    <item>
      <title>REGIONAL INTERCHANGE DESIGN. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355031</link>
      <description><![CDATA[The author considers the design of regional interchanges and finds three main areas for consideration - the size of the interchange locations, timetable co-ordination and guarantee of connections and the co-ordination of fare prices.  A large number of transport route connections concentrated at a small number of interchange points is the preferred structure of both operator and user.  The size of an interchange must allow for spare vehicles to allow flexibility.  Suggestions are made for creating a useful and interesting environment to help pass waiting time.  The system in Hamburg is described where 3 zones give different priority to public and private transport and many park and ride schemes are in operation.  Passenger waiting time is identified as actual time and perceived time spent waiting and suggestions made for improving both.  The problems of synchronising the services of different companies and different modes are examined.  The purchase of additional tickets is a particular cause for delay, a 'through-fare' policy is discussed.  Having considered these factors good marketing is seen as essential.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355031</guid>
    </item>
    <item>
      <title>AIRPORTS AND TOWN PLANNING - THE MANCHESTER CASE. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355032</link>
      <description><![CDATA[The growth of Manchester Airport is outlined, details given of passenger and freight, loadings and prediction made of future trends.  Road links to the airport are described and include several motorways.  Public transport links have been less successful with an under-used bus service and station at a distance of 1 1/2 miles.  A new bus station is under construction and plans are described to link the Manchester metro with the airport.  Consideration is given to car parking provision and the effect of off-airport parking. Manchester plays a crucial role in the economy of the north of England and the provision of jobs, both directly and indirectly and the facilitation of rapid business connections are considered in more detail. The problem of noise and the total area affected by an airport are discussed.  Other regional airports including Birmingham, Leeds/Bradford, Newcastle and Liverpool are mentioned and the 'case for the North' outlined.  The author considers that transport integration at airports is fairly easy but that there is less integration between airports.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355032</guid>
    </item>
    <item>
      <title>COMPETITION AND CO-ORDINATION - AN INTERNATIONAL PERSPECTIVE. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355033</link>
      <description><![CDATA[In considering the integration of transport services in the developing world, the author sees little importance attached to this on the whole due to concentration on problems of government stability, security and economic survival.  There are exceptions however where the question has been tackled successfully and with innovation.  Transport systems in Hong Kong, Kuala Lumpur and Kingston, Jamaica are described. Personal mobility is found to be less important in non-industrialised countries, their main concern being to reduce congestion in the larger cities.  The situation in several cities including Teheran, Singapore, Manila, Jakarta, Cairo, Nairobi, Lagos and Curitiba is described including details of minibus and light rail schemes, regulation and operating authorities.  A more detailed examination is then made of public transport in Latin America, India and Africa.  Consideration is given to the administration of transport in the developing world, competition and the traffic authority and to the volume of transport offered.  Experience of traffic management and competition in the industrialised nations are discussed.  It is concluded that integration is needed in the administrative domains throughout the world.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355033</guid>
    </item>
    <item>
      <title>COMPETITION AND CO-ORDINATION - NATIONAL PERSPECTIVE. PLANNING FOR PASSENGER TRANSPORT INTEGRATION. PROCEEDINGS OF A CONFERENCE HELD IN NOTTINGHAM, UNITED KINGDOM, MARCH 1984</title>
      <link>https://trid.trb.org/View/355034</link>
      <description><![CDATA[The author considers that a fully integrated transport system is not possible but discusses the possibilities for co-ordination within competitive passenger transport.  The market for transport systems is first examined and a heterogeneity found with a requirement for cross subsidies, concessionary fares and revenue support.  The costs of infrastructure and how it affects efficiency and competition between modes is considered.  Deregulation of express coaches under the 1980 Transport Act is described and the effect of competition traced.  The extension of this to stage buses is considered and found inadvisable.  The author suggests that the co-ordination of public transport is an important aim but that it is hampered by swings of the political pendulum.  Several approaches to co-ordination are described including London, the shire counties, metropolitan counties and Scottish regions.  Experiments in the relaxation of control of the stage bus are briefly noted with particular reference to the trial in Hereford.  For the covering abstract of the conference see IRRD 830760.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355034</guid>
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      <title>LOCALISED CORROSION OF REINFORCEMENT IN MARINE CONCRETE. CORROSION OF REINFORCEMENT IN CONCRETE. PAPERS PRESENTED AT THE THIRD INTERNATIONAL SYMPOSIUM ON "CORROSION OF REINFORCEMENT IN CONCRETE CONSTRUCTION", BELFRY HOTEL, WISHAW, WARWICKSHIRE, MAY 21-24, 1990</title>
      <link>https://trid.trb.org/View/355035</link>
      <description><![CDATA[The mechanism of localised corrosion of steel in reinforced concrete is considered and the conditions necessary for it to occur are proposed.  Practical evidence for intense localised corrosion from both laboratory and field tests and from real structures is reviewed.  The detection of localised corrosion is assessed and the different methods for identifying this corrosion are examined.  Finally, the implications for marine structures are considered in terms of four corrosion zones which are compared with the more familiar atmospheric, splash and underwater zones of a structure.(A) For the covering abstract of the conference see IRRD 831449.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355035</guid>
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    <item>
      <title>MECHANISM OF STEEL CORROSION IN CRACKED CONCRETE. CORROSION OF REINFORCEMENT IN CONCRETE. PAPERS PRESENTED AT THE THIRD INTERNATIONAL SYMPOSIUM ON "CORROSION OF REINFORCEMENT IN CONCRETE CONSTRUCTION", BELFRY HOTEL, WISHAW, WARWICKSHIRE, MAY 21-24, 1990</title>
      <link>https://trid.trb.org/View/355036</link>
      <description><![CDATA[This research aims mainly to investigate: (1) corrosion of steel in cracked concrete, (2) effect of crack width and (3) effect of water-to-cement (w/c) ratio and cover depth.  The corrosion phenomena in single-crack and multi-crack specimens were observed by electrochemical methods and visual examination.  The test also included the additional variables of steel stress (crack width), w/c ratio and cover thickness.  Steel at every crack of the single-crack specimens corroded.  For a multi-crack specimen, there is a tendency that the widest crack in the specimen induced corrosion earliest.  Consequently, corrosion at the crack delayed and suppressed corrosion at the other cracks.  For cracked specimens with 20-30 mm cover depth, considering only the cracks those first induced corrosion, crack width affected corrosion at the earlier stage than at the latter stage.  Finally, w/c ratio had a greater effect on corrosion in cracked specimen than cover depth.(A) For the covering abstract of the conference see IRRD 831449.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355036</guid>
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    <item>
      <title>SOME COMMENTS ON REINFORCEMENT CORROSION IN STAGNATING SALINE ENVIRONMENTS. CORROSION OF REINFORCEMENT IN CONCRETE. PAPERS PRESENTED AT THE THIRD INTERNATIONAL SYMPOSIUM ON "CORROSION OF REINFORCEMENT IN CONCRETE CONSTRUCTION", BELFRY HOTEL, WISHAW, WARWICKSHIRE, MAY 21-24, 1990</title>
      <link>https://trid.trb.org/View/355037</link>
      <description><![CDATA[Stagnating saline environments can be prone to sulphate reducing bacteria (SRB) activity which modifies the chemistry of these waters and therefore influences the aggressiveness of such media towards structural materials. The decrease in pH and concomitant rise in sulphide levels are both parameters of importance to the integrity of concrete and the encapsulated reinforcing steel.  The presentation expands on previously published studies in this area by concentrating on mechanistic aspects of steel corrosion in these complex chemical environments.  It shows that competition between the processes that disrupt and restore passivity to the steel surface are a central feature of the electrochemistry of these systems, but are not restricted to chloride-related phenomena.  The paper also discusses how corrosion susceptibility is affected by the local pH at the steel-concrete interface, by the anions present, and by oxygen availability.  The third section of the paper addresses the effects of concrete-environment interactions on the likely nature of the aqueous medium that are seen by the reinforcing steel in the absence of significant macrocracking, and hence how corrosion reactions can further develop.(A) For the covering abstract of the conference see IRRD 831449.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355037</guid>
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      <title>SIMILARITY BETWEEN ATMOSPHERIC/UNDERGROUND CORROSION AND REINFORCED CONCRETE CORROSION. CORROSION OF REINFORCEMENT IN CONCRETE. PAPERS PRESENTED AT THE THIRD INTERNATIONAL SYMPOSIUM ON "CORROSION OF REINFORCEMENT IN CONCRETE CONSTRUCTION", BELFRY HOTEL, WISHAW, WARWICKSHIRE, MAY 21-24, 1990</title>
      <link>https://trid.trb.org/View/355038</link>
      <description><![CDATA[In the present paper the similarities and differences between the systems steel/atmosphere or soil and steel/concrete are analyzed.  The differences are related to the passive state of reinforcement embedded in non-carbonated and chloride free concrete.  The similarities, when carbonation or chloride ions break down the passive film, are discussed.  In these conditions the environmental relative humidity plays a decisive part in the corrosion kinetics of the reinforcing steel.  The effect of environmental RH on steel corrosion has been well established.  The existence of a critical RH for atmospheric or underground corrosion demostrates the electrochemical nature of the corrosion phenomenon.  As in atmospheric corrosion it seems that the electrolyte supply is the main factor in determining the corrosion rate of active reinforcements.  When the concrete moisture amount is very low, the electrode efficiency is also low and the corrosion process is under mixed control.  With an increase of the water layer thickness, the corrosion rate increases. However after exceeding a certain water layer thickness, the process starts to be diffusion (oxygen) controlled and the corrosion rate decreases.(A) For the covering abstract of the conference see IRRD 831449.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355038</guid>
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