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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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      <title>Model-based planning of complex 3D laser scanning campaigns for bridge digitisation</title>
      <link>https://trid.trb.org/View/2564745</link>
      <description><![CDATA[Large, complex structures like bridges are essential infrastructure, expensive to design, construct, monitor, and maintain. The digitisation of bridges has advanced in areas such as structural health monitoring, maintenance, load simulation, and bridge information modelling. 3D laser scanning captures these structures in digital space, and recent advancements have improved the creation of realistic digital twins. These technological improvements necessitate an optimised planning process for scanning campaigns, aiming to maximise coverage efficiently and reduce reliance on subjective human expertise. This paper introduces a model-based approach for planning-for-scanning (P4S), which devises efficient bridge scanning strategies using single or multiple laser scanners. Utilising existing bridge information, such as architectural plans and scanner properties, the algorithm estimates positions and trajectories to capture high-quality point clouds. Tested on the Gaskugel Bridge over the Dreisam River in Freiburg, Germany, the approach demonstrated enhanced data quality and efficiency compared to traditional methods relying on human expertise.]]></description>
      <pubDate>Wed, 25 Jun 2025 09:22:02 GMT</pubDate>
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    <item>
      <title>Children’s safe routes to school: Real and perceived risks, and evidence of an incapacity-incapability space</title>
      <link>https://trid.trb.org/View/2344649</link>
      <description><![CDATA[There is a general consensus that children and adolescents should ideally travel to school actively and independently. Yet, in many parts of the world, real and perceived traffic risks represent a major barrier to walking, cycling, or the use of scooters. As the perspectives of children and adolescents on perceived dangers are insufficiently understood, this quantitative-qualitative study compares injury data for 2019-2021 with questionnaires answered by school management (n=40 school managers) and focus-group interviews with students aged 6-17 (n=40) in the city of Freiburg, Germany. The triangulation indicates that a significant number of collisions and injuries in traffic appear to go unreported, and that school routes are characterized by insecurity and perceived dangers. The analysis suggests that perceptions of risk change with age, and in reflection of influences including cognitive ability and motor skills, social environment and attitudes, transport mode, and technology adoption. Results are conceptualized as an incapacity-incapability space, indicating that relative risk exposure is highest for younger children (5-9 years), and for teenagers (12-16 years). Findings have implications for the study of traffic risks, urban design and transport planning and policy.]]></description>
      <pubDate>Wed, 17 Apr 2024 09:30:42 GMT</pubDate>
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      <title>How to Achieve a Healthy City: a Scoping Review with Ten City Examples</title>
      <link>https://trid.trb.org/View/2350903</link>
      <description><![CDATA[This scoping review of the literature explores the following question: what systematic measures are needed to achieve a healthy city? The World Health Organization (WHO) suggests 11 characteristics of a healthy city. Measures contributing to these characteristics are extracted and classified into 29 themes. Implementation of some of these measures is illustrated by examples from Freiburg, Greater Vancouver, Singapore, Seattle, New York City, London, Nantes, Exeter, Copenhagen, and Washington, DC. The identified measures and examples indicate that a healthy city is a system of healthy sectors. A discussion section suggests healthy directions for nine sectors in a healthy city. These sectors include transportation, housing, schools, city planning, local government, environmental management, retail, heritage, and healthcare. Future work is advised to put more focus on characteristic 5 (i.e., the meeting of basic needs for all the city's people) and characteristic 10 (i.e., public health and sick care services accessible to all) of a healthy city.]]></description>
      <pubDate>Fri, 22 Mar 2024 17:04:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350903</guid>
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    <item>
      <title>Empirical analysis of cycling distances in three of Europe’s most bicycle-friendly regions within an accessibility framework</title>
      <link>https://trid.trb.org/View/2209692</link>
      <description><![CDATA[In this paper, the authors study observed cycling distances within an accessibility framework, using data from the Netherlands, the Copenhagen Metropolitan Area and the Freiburg Region. As a scope, the authors look at outbound trips in home-based tours which include a single destination. The authors relate these observed cycling distances to a rich set of explanatory variables using both quantile and ordinary least square regression models. The results provide evidence that cycling distances are similarly distributed in all three regions. Most cycling distances are rather short, with a median of only two and a mean of three kilometers. These values vary depending on the type of activity at the destination, gender and age of the traveler and the type of bicycle that has been used. Moreover, a few remarkable differences have been found between the three regions, such as substantially different effects of age and e-bike use on observed cycling distances. Noteworthy is the missing effect of urban density. The findings of this research provide urban planners with differentiated information about how far people cycle to daily-life destinations. As shown for the example of the “15 minutes city,” the outcomes can also be used to refine existing concepts of bicycle accessibility. Finally, this research offers valuable insights into three of Europe’s most developed bicycle cultures.]]></description>
      <pubDate>Wed, 20 Dec 2023 15:43:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209692</guid>
    </item>
    <item>
      <title>Keeping older people mobile: Autonomous transport services in rural areas</title>
      <link>https://trid.trb.org/View/2122946</link>
      <description><![CDATA[Rural areas are characterized by limited access to public transportation. In the absence of alternatives, many older people continue to drive private cars. This imposes risks on society and older people, as traffic risks increase with declining mental and physical health. As opportunities to remain mobile have key relevance for quality of life, this paper investigates attitudes of older people to autonomous transport services (ATS), based on a sample of n = 2,349 respondents living in rural and urban areas in Freiburg, Germany. ATS are not currently available, though they are expected to follow the introduction of automated driving, thus representing a future to alternative to public transport and private car travel. Results show an openness to the use of autonomous transport services for a majority of >65 year olds, though interest declines with age. Neither willingness-to-pay nor waiting times to ATS arrival are likely barriers to adoption. The study concludes that an introduction of ATS that targets older people in rural areas is promising, and will generate social and economic benefits for individuals and society. The transition from private cars to ATS can be supported by mandatory license renewal (fitness) tests. These are welcomed by a large majority of respondents, but not currently required in Germany.]]></description>
      <pubDate>Tue, 21 Mar 2023 09:22:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2122946</guid>
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    <item>
      <title>Parking violations as an economic gamble for public space</title>
      <link>https://trid.trb.org/View/1898817</link>
      <description><![CDATA[Parking fees and fines represent contested issues in cities, as they conflict with vehicle owners' opinion over ‘rights’ to public space. As cities have moved to regulate vehicle density by introducing parking fees, a share of drivers may feel compelled to ‘cheat’, weighing the price of parking fees against the cost of fines, or to simply park illegally outside designated areas. To better understand these interrelationships, this paper considers negotiations of public space as an economic gamble that can be assessed on the basis of parking violations. The study is situated in Freiburg, Germany, and relies on a mixed-methods approach that investigates the views of the regulatory agency and its enforcement officers, as well as registered parking violations (n = 181,735, in 2019). Time-spatial probabilities of being fined when parking illegally are calculated as risks, defined as detection probability per “hexagon-hour”, an indicator integrating space and time. Results confirm that in the inner city, it is economically rational not to pay parking fees during 86.1% of hexagon-hours, and in surrounding areas during 99.9% of the time. Findings confirm that urban space can be negotiated in an equilibrium of fees, fines and controls. To make vehicle ownership and use less attractive, the price of parking needs to be high. Fines need to be high in relation to fees, and control densities need to constitute significant detection risks.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:53:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1898817</guid>
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    <item>
      <title>An Introduction to Sustainable Transportation: Policy, Planning and Implementation</title>
      <link>https://trid.trb.org/View/1582115</link>
      <description><![CDATA[Through case studies from around the world, this book presents a new planning paradigm for sustainable transportation, illustrating the ways in which cities strive to provide and improve upon access equity to crucial destinations and services, while at the same time reducing their environmental impacts and energy consumption. This second edition expands upon the first by adding chapters on topics, such as urban design and regional, urban and intercity public transportation, as well as enhanced chapters on issues of automobiles equity and dependence; car culture and automobile cities; the history of unsustainable and sustainable transportation, technologies' interrelatedness; infrastructure energy and functionalities; and public participation and public policy and exemplary places, people and programs around the globe. Also newly included are discussions of electric vehicles (EVs), autonomous vehicles (AVs), urban fabrics, airport cities, mobility as a service (Maas), and urban heat island effects. Ideal examples of sustainable transportation are illustrated with global case studies, with several from Asia, as well as a case study of public involvement, and one of an ecologically planned community in Freiburg, Germany.]]></description>
      <pubDate>Wed, 20 Feb 2019 10:38:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1582115</guid>
    </item>
    <item>
      <title>Application of “Car-Free City” and “City of Short Walks” to Living Quarters in Hanoi Towards Sustainable Mobility and Logistics</title>
      <link>https://trid.trb.org/View/1415430</link>
      <description><![CDATA[As twin sister concepts in urban planning, “car-free city” and “city of short walks” are usually combined and successfully implemented in Europe, for example in Vauban (Freiburg, Germany) and in Hammarby Sjöstad (Stockholm, Sweden). In these two pilot projects, clean environment, safe traffic flows and convenient services as three essential criteria for a good living quality as well as three key indices of sustainability have been secured. A number of conditions necessary for the establishment of the two new planning concepts in Hanoi should be analysed with an emphasis on mobility and logistics. Additionally, public participation needs to be discussed.]]></description>
      <pubDate>Sat, 30 Jul 2016 11:13:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1415430</guid>
    </item>
    <item>
      <title>Urban Space Distribution and Sustainable Transport</title>
      <link>https://trid.trb.org/View/1414449</link>
      <description><![CDATA[In many cities of the world, road space is increasingly contested. Growing vehicle numbers, traffic calming and the development of new infrastructure for more sustainable transport modes such as bicycles have all contributed to pressure on available space and conflicts over the allocation of space. This paper provides the first assessment of urban transport infrastructure space distribution, distinguishing motorized individual transport, public transport, cycling and walking. To calculate area allocation, an assessment methodology was developed using high-resolution digital satellite images in combination with a geographical information system to derive area measurements. This methodology was applied to four distinctly different city quarters in Freiburg, Germany. Results indicate that space is unevenly distributed, with motorized individual transport being the favoured transport mode. Findings also show that if trip number to space allocation ratios are calculated, one of the most sustainable transport modes, the bicycle, is the most disadvantaged. This suggests that area allocation deserves greater attention in the planning and implementation of more sustainable urban transport designs.]]></description>
      <pubDate>Wed, 27 Jul 2016 09:52:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1414449</guid>
    </item>
    <item>
      <title>Light rail transit and residential density in mid-size cities</title>
      <link>https://trid.trb.org/View/1360959</link>
      <description><![CDATA[This background paper contributes to a commencement of that process and focuses on the factor of population density adjacent to the light rail corridor with an examination of the changes in density due to light rail in cities comparative to Canberra.  To answer this, it identifies and discusses the following: 1. information on population density of light rail systems in mid-size cities (cities with populations smaller than 500,000 and thus of a size comparable to Canberra); 2. the original density prior to light rail and post light rail in the walkable corridor around the light rail and the nature of the planning policies along the corridor; 3. some comparisons to Canberra and the potential impacts of Canberra&rsquo;s proposed light rail; 4. reports on the current density condition within the Northbourne corridor prior to commencement of the light rail in Canberra; 5. a preliminary methodology that will enable a longitudinal study of land use changes in the Canberra light rail corridor. The cities chosen for a closer examination here are Adelaide (South Australia), Edmonton (Canada), Bergen (Norway), and Freiburg (Germany). This study establishes a walkable corridor of 1.5km either side of the light rail. Analysis has also been undertaken to compare this wide corridor with a smaller 400 metres either side of the light rail.]]></description>
      <pubDate>Tue, 14 Jul 2015 16:56:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360959</guid>
    </item>
    <item>
      <title>Some Remarks about Mobility</title>
      <link>https://trid.trb.org/View/1143343</link>
      <description><![CDATA[Even experts of transport planning very often use the phrase “mobility” without a clear definition. In this speech that was on German radio to start a week of features on the future of mobility, the phrase is explained and highlighted in a new way. Integrated town planning and transport concepts are proposed for a future of mobility with minimised transport.]]></description>
      <pubDate>Wed, 18 Jul 2012 16:11:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1143343</guid>
    </item>
    <item>
      <title>Sustainable Transport in Freiburg: Lessons from Germany's Environmental Capital</title>
      <link>https://trid.trb.org/View/1089476</link>
      <description><![CDATA[This article examines changes in transport and land-use policies in Germany over the last 40 years that have encouraged more walking, bicycling and public transport use. It focuses on a case study of policy changes in the city of Freiburg, where over the last three decades, the number of bicycle trips tripled, public transport ridership doubled, and the share of trips by automobile declined from 38% to 32%. Since 1990, motorization rates have leveled-off and per-capita CO2 emissions from transport have fallen—despite strong economic growth. The analysis identifies policies that are transferable to car-oriented countries around the world.]]></description>
      <pubDate>Fri, 28 Jan 2011 10:42:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1089476</guid>
    </item>
    <item>
      <title>The FRP Bridge in Friedberg Germany: Design, Analysis and Material Tests</title>
      <link>https://trid.trb.org/View/1082220</link>
      <description><![CDATA[Public authorities look for innovative bridge systems that allow for minimum traffic interference both during their assembly as well as maintenance. In this light, bridge deck systems made out of fibre reinforced polymers (FRP) offer promising options, mainly high strength combined with low weight, rapid installation by high degree of prefabrication and resistance against corrosion. On behalf of the Hessian Road an Traffic Authority a design for a bridge was developed, which combines longitudinal steel girders with an adhesively bonded FRP bridge deck. In contrast to other FRP bridges in the US or UK, the composite action is considered. The absence of general accepted structural analysis methods, design codes and building regulations for fibre reinforced polymers necessitates extensive testing programmes. The conceptual design of the bridge, the material specific way of analysis as well as the results of the extensive material tests are highlighted in this paper. By the time of writing this paper, the bridge was in tendering phase.]]></description>
      <pubDate>Mon, 29 Nov 2010 07:39:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1082220</guid>
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    <item>
      <title>REDUCTION DE LA CONGESTION PAR LA GESTION DE LA DEMANDE DE TRANSPORT</title>
      <link>https://trid.trb.org/View/1004619</link>
      <description><![CDATA[La congestion des reseaux routiers et autoroutiers n'est pas un phenomene recent.  Traditionnellement, on solutionnait les problemes de congestion par une augmentation de la capacite des infrastructures routieres.  Toutefois, a cause de la rarete des ressources financieres, de la croissance des preoccupations relatives a la protection de l'environnement et a la qualite de vie et des effets limites de l'augmentation de l'offre sur la resolution des problemes de congestion, on ne peut plus augmenter impunement l'offre des routes.  A cause de ces contraintes, plusieurs grandes villes du monde cherchent de plus en plus a regler les problemes de congestion en essayant de reduire les demandes de deplacements automobile par de nouvelles approches de l'amenagement du territoire et de la planification des transports.(A).]]></description>
      <pubDate>Sat, 20 Nov 2010 02:09:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1004619</guid>
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    <item>
      <title>Tale of Two Ecosuburbs in Freiburg, Germany: Encouraging Transit and Bicycle Use by Restricting Parking Provision</title>
      <link>https://trid.trb.org/View/911423</link>
      <description><![CDATA[This paper compares two ecosuburbs of Freiburg, Germany, created over the past 10 years and similar in many respects except for provision of parking. Both are transit-oriented developments designed as family-friendly live–work–play places, composed of mixed-use commercial and residential buildings meeting ecological best practices. Both suburbs have similar high density, are located about 3 km from the city center, and have excellent transit and bicycling connections. Rieselfeld followed the German convention of one parking spot per residence, while Vauban was designed by environmentalist citizen–activists to support car-free living. Parking cost and location were unbundled from housing, with parking spots provided at construction cost in garages on the periphery of the Vauban district. Demand was strong for this pedestrian- and bicycle-oriented housing, and residents used these modes at a higher rate. Fewer households in Vauban owned cars, and car-owning households were observed to drive less often. Travel behavior data showed that residents of Rieselfeld had higher rates of transit use in an otherwise typical modal split, while Vauban’s residents had an extremely low share of cars and a high share of bicycles. These differences were attributed in part to Vauban’s more restrictive parking policies.]]></description>
      <pubDate>Tue, 16 Mar 2010 06:13:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/911423</guid>
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