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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>The 100+ Club and a bridge that built a better community; Tirohanga Whanui walking and cycling bridge, Auckland, NZ</title>
      <link>https://trid.trb.org/View/2306868</link>
      <description><![CDATA[Bridge Engineers, Design Managers, Constructors and Clients. We are all part of a privileged bridge community who deliver important infrastructure that stands for 100 years or more. Yet, we commonly understate and underestimate the importance of our product. At times the enduring value to community can be forgotten as it competes with immediate pressures of time, finance, and requirements. The award winning Tirohanga Whanui Bridge (panoramic views) opened in February 2019 across SH1 on the North Shore of Auckland. Waka Kotahi NZ Transport Agency and Watercare Services Limited jointly funded this project. Throughout design and construction, this project took significant positive strides in supporting healthy engagement and the relationship with iwi Ngati Whatua (local people). Several successful outcomes were realized, starting as early in the project as the bridge’s alignment, into bridge features like the Raranga (local Flax weave pattern) handrail and eventually to the bridge’s dawn blessing and name. The bridge is a great example of architectural design through parametric engineering, structural bridge features, and embracing korero (narratives). The 104m long bespoke truss hybrid consists of three spans with organic voids that vary in aperture by responding to the stresses in the structure. Construction solutions will be introduced, highlighting innovative approaches to the erection methodology that reduced disruption and risk to the community.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306868</guid>
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      <title>Panmure Busway Bridge</title>
      <link>https://trid.trb.org/View/2306797</link>
      <description><![CDATA[The Eastern Busway was commissioned by Auckland Transport to provide bus lanes, road upgrades and a walking & cycling route from Panmure to Pakuranga in East Auckland, so the Panmure Busway Bridge is a critical crossing over the Tamaki River. Designed to fit within the constraints of the riverside site in a built-up suburban area, a key factor was minimising impacts on an important historic site. Mokoia Pa on the west bank was an important Maori settlement and site of a historic battle. The bridge carries the busway over the land with minimum impact and was designed in collaboration with iwi artists with respect to the cultural significance of the location. A landmark 210m long, the composite steel girder ladder deck structure spans 73.5m over a central navigation channel. The outcome is an elegant piece of structural engineering carrying multiple transport modes and critical utilities serving communities as feature of the river environment, all constructed while maintaining access on a key commuter route.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306797</guid>
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      <title>On the cultural and natural history of Swedish railways and their stations : a literature and interview study</title>
      <link>https://trid.trb.org/View/1948890</link>
      <description><![CDATA[In this report, the railway heritage in Sweden is discussed against the backdrop of contemporary decommissioning of derelict sites and buildings, with an emphasis on railway stations. Three sources of information were used for the study: (1) published literature; (2) interviews with six experts based on a questionnaire; and (3) a wider survey. Three major aspects were identified as distinctive of the Swedish railway heritage: (a) history and architecture; (b) specific railway plantings and gardens; and (c) highly biodiverse areas of conservation interest, especially at old stations. After hesitant beginnings, the Swedish rail network developed rapidly and reached its peak in 1938. The railways contributed to the setting of international standards and stimulated economic development, but were quickly scaled down after about 1945. Their most recent history is characterised by deregulation, a heavily thinned network, technical modernisation and the development of high-speed trains. The history of railway gardens and sites of high biodiversity are briefly described. During the interviews, the ‘cultural’ aspect of railways was valued the most highly. All interviewed individuals agreed that railway-related and station buildings should preferably be given new functions rather than be demolished. Gender was found to be a factor that can influence opinion on railways and travel modes. finally, further research and planning are needed to preserve Sweden’s railway heritage for the future.]]></description>
      <pubDate>Fri, 06 May 2022 17:07:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948890</guid>
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      <title>Planteringar vid järnvägenfunktion och organisation under stambanornas första tid</title>
      <link>https://trid.trb.org/View/1737803</link>
      <description><![CDATA[This licentiate thesis examines gardens and plantations along the first Swedish state railways. The purpose of the investigation is to depict the planting activities during the years 1855–1875 by studying contemporary archival sources. In the field of railway history the technology in the railway system, the vehicles and the impact of the railways on society are largely investigated. However, the green areas connected to the railways are quite unknown and not acknowledged as a cultural heritage. Starting with four early stations – Alingsås, Eslöv, Stockholm and Hallsberg – several kinds of archival materials have been found in different archives. The material is analysed using the concepts role, meaning and organization. The licentiate thesis investigates when the planting activities were initiated, what kind of plantations were made along the railways, what role they played and how the organization behind the planting activities was arranged. By analysing the shifting organization of the planting activities, this study has rediscovered large quantities of archival material hitherto believed to have been discarded. This investigation intends to contribute to the understanding of how railway areas were designed and why the creation of attractive green environments was considered so important during the second half of the 19th century.]]></description>
      <pubDate>Tue, 08 Sep 2020 14:37:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1737803</guid>
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    <item>
      <title>Pyrmont bridge remediation: putting sustainable heritage engineering into practice</title>
      <link>https://trid.trb.org/View/1722547</link>
      <description><![CDATA[As our cities become more populous there are increasing demands for new infrastructure. When this infrastructure is developed, it is critically important that our urban centres retain their identity, ensuring that people continue to feel connected to the places where they live, commute and work. Our heritage structures provide a vital link to our city's history and foster this sense of connection. By preserving them and respectfully allowing their adaptive re-use, we enhance our cities' liveability and tackle the challenge of how to enable social, cultural and economic growth whilst sustaining a sense of place.]]></description>
      <pubDate>Fri, 17 Jul 2020 11:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1722547</guid>
    </item>
    <item>
      <title>Aboriginal design in transport infrastructure: empowering communities through the inclusion of cultural design knowledge into project solutions</title>
      <link>https://trid.trb.org/View/1722546</link>
      <description><![CDATA[In an Australian context, all engineering projects are built on Aboriginal lands that have their own diverse stories, peoples and designs; yet in many cases, fostering meaningful relationships between these Aboriginal communities and projects' potential outcomes (social, economic and the like) is a challenge that seems to sit outside the projects themselves. This paper will briefly discuss the challenges presented by i) project scopes or timeframes that often do not align with Aboriginal community needs, such that ii) an engagement's authenticity can be affected, restricted or put in the 'too hard' basket and not done. The paper will then present an inclusive Aboriginal-led co-design methodology that involves the following Aboriginal Design Principles: a) any Indigenous content will be led by Indigenous people, b) community should be involved in the designing where possible, and c) ensuring authentic outcomes for Aboriginal people, project deliverers and clients. The paper will present a case study that successfully included cultural design in project solutions, the Southern Program Alliance (Melbourne). The case studies will demonstrate how engaging authentically with local Aboriginal Design Knowledge leads to culturally and economically empowering Aboriginal communities while also providing strong built environment outcomes that incorporate the area's diverse viewpoints.]]></description>
      <pubDate>Fri, 17 Jul 2020 11:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1722546</guid>
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    <item>
      <title>The Swedish Transport Administration’s toolbox and its potential in archaeological and cultural heritage survey : including a brief review of remote sensing, prospection and geodata analysis methods for archaeology and cultural heritage</title>
      <link>https://trid.trb.org/View/1660859</link>
      <description><![CDATA[This report provides an overview of the main remote sensing methods and geodata types used in archaeological prospection and cultural heritage survey. Based on a literature review, it provides an initial survey of the state of the art nationally and internationally, followed by details on the potential usage of different methods in a Swedish context. The details include pros and cons of methods as well as information on considerations that should be taken into account when applying the methods in different situations. Examples are provided where relevant to explain specific details or illustrate important points. Particular attention has been paid to laser scanning (LiDAR) data due to its increasing prevalence and prominence in landscape and archaeological surveys. The report continues with a preliminary evaluation of the possibilities for using data provided by Swedish Transport Administration (Trafikverket), obtained for other stages of the planning process, in archaeological and cultural heritage work. Specifically, the report looks at a number of geodata types obtained from The Geological Survey of Sweden (Sveriges geologiska undersökning/SGU), a nature conservation survey in report form, a ground penetrating radar technical report, terrain laser scanning (LiDAR) and orthophotos (geometrically corrected aerial photographs). The SGU geodata consist of a number of Geographical Information System (GIS) layers describing bedrock and soil types, and the nature conservation survey included accompanying, but incomplete, GIS data. This section consists of concise descriptions of the potential of each group of GIS layers or data, and is complemented by brief, bullet point summaries along with additional technical information in Appendix 1. Comments have been made where additional, related, data sources would be useful. Swedish terms are included in parenthesis where the term differs significantly from the English equivalent. A final summary provides a compact overview of the main points of the report before providing some conclusions and ideas for further work. This is in turn followed by a list of ideas for enhancing the efficiency with which the types of data discussed can be used in infrastructure projects which have a potential to impact on archaeology/cultural heritage. References are provided to support important or potentially contentious points or where further reading or research would be advised for a more comprehensive understanding of relevant issues.]]></description>
      <pubDate>Wed, 23 Oct 2019 11:21:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1660859</guid>
    </item>
    <item>
      <title>Railway heritage</title>
      <link>https://trid.trb.org/View/1639325</link>
      <description><![CDATA[Our heritage is an important part of our lives. By looking at the things that have survived from earlier times we can better understand our origins. This gives us a sense of belonging and continuity. Particular items described in the Heritage Act of 1977 as "Buildings", "Works", "Relics" and "Places" are important to us. These may have played an important part in our history or have great architectural, archaeoligical or scientific value. Or they may be simply beautiful to look at, to touch, to walk through or just to wonder at. Whether rough-and-ready, well designed, ingeniously built or in their natural state they are all part of our environmental heritage.]]></description>
      <pubDate>Fri, 19 Jul 2019 14:22:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1639325</guid>
    </item>
    <item>
      <title>Assessing landscape experiences as a cultural ecosystem service in public infrastructure projects: from concept to practice</title>
      <link>https://trid.trb.org/View/1506476</link>
      <description><![CDATA[Undesirable landscape changes, especially from large infrastructure projects, may give rise to large welfare losses due to degraded landscape experiences. These losses are largely unaccounted for in Nordic countries' planning processes. There is a need to develop practical methods of including people's preferences and the value of landscape impacts in policy assessments and decision-making. The project aims to explore how the ecosystem service approach and values of landscape experiences can be better incorporated in actual cases. The project developed a two-step approach to assess, value and incorporate landscape impacts and tested these in case studies based on environmental impact assessments (EIA) documentation. We found that despite the lack of information generated in the EIAs, the step-wise method significantly improved upon evidence and conclusions of how people are impacted due to landscape changes.]]></description>
      <pubDate>Wed, 28 Mar 2018 10:28:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506476</guid>
    </item>
    <item>
      <title>Incorporating heritage considerations into the design of the Western Highway - Ballarat Avenue of Honour Overpass</title>
      <link>https://trid.trb.org/View/1468002</link>
      <description><![CDATA[The Ballarat Avenue of Honour is a memorial to local service personnel who served in World War I and extends 22 kilometres from the iconic Ballarat Arch of Victory to Weatherboard Road. When the Ballarat Bypass was constructed in the early 1990s, some trees were removed and Avenue Road was closed at the Melbourne-Ararat railway line, splitting the Avenue of Honour into two sections. In 2009, VicRoads began work to duplicate the Western Highway and recognised that the new grade-separated interchange at Remembrance Drive was a unique opportunity to reconnect the Avenue. Working closely with expert landscape architects OCULUS, the Ballarat Arch of Victory/Avenue of Honour Committee and Heritage Victoria, VicRoads developed a design that balanced the functional aspects of a freeway interchange with respectful elements to highlight the Avenue’s significance, commemorate servicemen and servicewomen and to ensure the historical integrity of the Avenue. The new overpass was designed to emphasise the sweeping vista along the Avenue and also to allow new avenue trees to grow underneath. Other design elements of significance were employed, including customised reinforced earth abutment walls that incorporate aspects of the avenue elm trees as well as remember World War I battlefields and service units; and parapet screens to commemorate the 3801 local service personnel. The new interchange features landscaped fields, designed to bloom with red native wildflowers around ANZAC Day and Remembrance Day to reflect the red poppies that grow in the World War I battlefield of Flanders Fields in Europe. The overpass was officially opened on 12 April 2015, re-connecting the Ballarat Avenue of Honour for the first time in 22 years. The overpass has become a place for reflection for those wishing to remember the many service personnel who served their country.]]></description>
      <pubDate>Wed, 24 May 2017 14:03:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1468002</guid>
    </item>
    <item>
      <title>Understanding the value of transport investment in historic and cultural heritage</title>
      <link>https://trid.trb.org/View/1446728</link>
      <description><![CDATA[The 2015 Government Policy Statement on Land Transport focuses on economic growth, productivity, road safety, and value for money. The transport system must also support economic, social, cultural and environmental well-being. This means that road controlling authorities (RCAs) must mitigate the impacts of their projects on heritage sites without placing an unreasonable funding burden on the economy. RCAs such as the Transport Agency have their own approaches for assessing and managing historic and cultural heritage. No consistent national guidelines for heritage conservation actions exist, however, which creates risks and opportunities during project development, delivery and ongoing ownership of heritage. The requirements for heritage conservation follow from designation processes, but do not necessarily strengthen the heritage and cultural values of structures and environments. An economic perspective of such values can improve the value for money of heritage investments, and support New Zealand’s heritage stock. We review the literature on how heritage values are assessed and expressed in heritage and economic literature, and provide an overview of heritage within matauranga Maori. From this review, we develop a framework for consistent assessment of the economic values of historic and cultural heritage, including meaningful options for their quantification and monetisation.]]></description>
      <pubDate>Tue, 24 Jan 2017 12:30:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1446728</guid>
    </item>
    <item>
      <title>The Western Sydney Airport environmental impact statement 2016</title>
      <link>https://trid.trb.org/View/1427058</link>
      <description><![CDATA[The EIS is a comprehensive study of the environmental, social and economic impact a Western Sydney Airport would have on the airport site and the surrounding area. The EIS draws on a number of specialist studies and site investigations undertaken as part of the environmental assessment. A submissions report details the issues raised in the submissions received on the draft EIS and how these have been addressed in the finalised EIS. This EIS addresses the EIS guidelines issued for the proposed airport under the Environment Protection and Biodiversity Act 1999 in January 2015.]]></description>
      <pubDate>Wed, 19 Oct 2016 11:20:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1427058</guid>
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    <item>
      <title>The restoration and repairs of the Sir William Goodman Bridge designed by Sir John Monash, Adelaide</title>
      <link>https://trid.trb.org/View/1394965</link>
      <description><![CDATA[This paper examines the engineering design and project management of the restoration and repairs to a heritage listed tram bridge in Adelaide. The bridge built in 1908 is the second oldest reinforced concrete girder bridge in South Australia. The bridge has performed remarkably well for over 100 years and is a tribute to the original designer, (Sir) John Monash, one of the early pioneers of reinforced concrete in Australia. The bridge was originally designed as a tramway bridge; it then became a one-way car bridge in the 1950s and now is a pedestrian/cyclist bridge. During an audit of the bridge in 2010, because of the extent of reinforcement corrosion and cracking of the concrete, the bridge was immediately closed causing concern to residents and the public who used the bridge. From the repairs and reconstruction and other sources, it became evident that reinforcement corrosion was initiated by stray electrical currents from the trams, commencing early last century, although this was not initially understood. The bridge was subject to many investigations and reports, and because two Councils owned the bridge, there was difficulty in agreeing on what should be done with the bridge. One Council wanted to restore the bridge, and one wanted to demolish it and build a new bridge. This political situation was overcome by one Council giving their half of the bridge to the other Council together with a monetary reimbursement. The restored and repaired bridge was reopened to the public in September 2014 as a cyclist/pedestrian bridge. This paper reviews in particular the structural engineering and project management of the concrete repairs and restoration of a heritage concrete bridge, including the investigations, preliminary design,]]></description>
      <pubDate>Thu, 14 Jan 2016 09:44:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1394965</guid>
    </item>
    <item>
      <title>Including landscape in long-term spatial planning: a pilot study of Västra Götaland. Part 1-3</title>
      <link>https://trid.trb.org/View/1375823</link>
      <description><![CDATA[Sweden's transport policy targets and Sweden's signing of the European Landscape Convention are important starting points for the work of the Swedish Transport Administration. Activities must contribute to the furthering of Sweden's environmental quality targets and to the maintenance of attractive landscapes and the facilitation of their development. This report describes the background to a project and the methods developed to carry it out, and the application of these methods to a pilot study in the county of Västra Götaland.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:08:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375823</guid>
    </item>
    <item>
      <title>Evolution and Legacy of Transportation Education in Canada: A monograph in celebration of TAC's centennial</title>
      <link>https://trid.trb.org/View/1343392</link>
      <description><![CDATA[The Transportation Association of Canada’s centennial celebration in Montreal, September, 2014 showcases many achievements, activities, events, tributes and contributions. A Monograph on “The Evolution and Legacy of Transportation Education in Canada” is one such major contribution to both the Centennial and to the overall transportation community.  Transportation education is synonymous with the technical, economic, geographic, political and institutional aspects of the various modes. Prior to 1914, and the beginning of World War I, rail was the dominant mode and instrumental in building a nation. This was reflected in civil engineering curricula at that time and indeed continued to the end of World War II in 1945.  Future influence of the modes of transportation education and training is expected to have an impact on core undergraduate and optional graduate courses, which are relatively incremental, but, technological, communication and teaching and training delivery method advances may well have major impacts.  In summary, transportation education and training has been an evolutionary and vital component of Canadian transportation for more than a century. The legacy for continuing advances is well founded.]]></description>
      <pubDate>Fri, 13 Feb 2015 15:34:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343392</guid>
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