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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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    <item>
      <title>eCall: possible approaches for Australia and New Zealand</title>
      <link>https://trid.trb.org/View/2569568</link>
      <description><![CDATA[This research report provides guidance to road agencies on potential approaches to implementing Automatic Crash Notification (ACN) systems, such as eCall, in Australia and New Zealand. It outlines factors affecting large-scale deployment, including the roles of key stakeholders, technological considerations, and implementation pathways. The report presents findings from a literature review, stakeholder engagement, a high-level analysis of implementation options, and provides recommendations for future action. Several decisions will influence the scale and effectiveness of ACN deployment in Australia and New Zealand, with each pathway differing in government involvement, costs, and impacts on ACN uptake. The report recommends that governments undertake further stakeholder consultation, clearly define stakeholder roles and responsibilities, and complete a detailed cost-benefit analysis to determine the most appropriate implementation approach.]]></description>
      <pubDate>Thu, 26 Jun 2025 13:31:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569568</guid>
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    <item>
      <title>Australia and New Zealand roads capability analysis: March 2025 update</title>
      <link>https://trid.trb.org/View/2563032</link>
      <description><![CDATA[The Australia and New Zealand Roads Capability Analysis Update Report March 2025 provides a road activity outlook and workforce capability gap analysis update to the 2023 Australia and New Zealand Roads Capability Analysis full report. It evaluates the skills and capabilities required by Austroads member agencies in the next decade to achieve their service objectives. It compares these requirements with the current and projected future workforce and identifies potential workforce capability gaps. The study identifies capability gaps in Victoria, South Australia, the Australian Capital Territory and New Zealand in the next 1–3 years.]]></description>
      <pubDate>Tue, 10 Jun 2025 14:46:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563032</guid>
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    <item>
      <title>Update to Guide to road design: objectives of road design</title>
      <link>https://trid.trb.org/View/2536121</link>
      <description><![CDATA[This report outlines the work undertaken to develop a process for identifying, assessing and managing the use of design parameter values outside the standard design domain. This includes the extended design domain and design exceptions, as documented in Edition 5.2 of the Austroads Guide to Road Design Part 1: Objectives of Road Design. These investigations included understanding the processes used by various agencies across Australia and New Zealand and developing a generic process that can either support road authorities without an existing process, or serve as guidance for road practitioners seeking additional information on the application of such parameters.]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536121</guid>
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      <title>Guide to temporary traffic management part 8: temporary traffic management categories and the National Training Framework</title>
      <link>https://trid.trb.org/View/2536113</link>
      <description><![CDATA[Austroads’ Guide to Temporary Traffic Management (AGTTM) details contemporary temporary traffic management practice for application in Australia and New Zealand. It provides guidance for the planning, design and implementation of safe, economical and efficient temporary traffic management designs. This Guide recognises the level of variability of the road environments for which guidance is provided. The guidance provided in AGTTM is intended to encourage a consistent level of planning that supports the streamlined safe progress of work. It applies to all works on roads and near roads, in addition to off road development and other activities that interact with and impact on the road environment. AGTTM has been developed based on best practice temporary traffic management practice in Australia and New Zealand, to assist road authorities to meet their existing legislative responsibilities for workplace and public safety. Part 8 provides clarification of roles and responsibilities for road authorities, road infrastructure managers, any party conducting works on, or near a road, all persons involved in planning, designing, implementing, managing and completing temporary traffic management works and Registered Training Organisations seeking to become Approved Training Providers. It presents the national temporary traffic management harmonised practices relating to training, TTM Categories of roads and sections of the network.]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536113</guid>
    </item>
    <item>
      <title>Developing targeted safety performance indicators for rural networks</title>
      <link>https://trid.trb.org/View/2509292</link>
      <description><![CDATA[To assist in the development of local road controlling authority (RCA) road safety strategies and improvement programmes, interactive web maps have been developed to evaluate key road safety indicators for current and future years on the RCA’s network. These tools provide a clear picture of existing and future safety performance of a network down to individual intersections and mid-block sections. It has been found that applying the same approach to say a predominantly higher volume urban network versus a lower volume rural network has resulted in lack of granularity in the results between present and future time periods for the more rural, remote networks. We will explore the variability in the road safety metrics and investigate how we can gain meaningful road safety outcomes for all RCAs so they can target deficient areas, including emerging locations, and reduce DSIs on their networks despite ever changing government policy and priorities.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509292</guid>
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    <item>
      <title>Benefit cost ratios in road safety evaluation and funding</title>
      <link>https://trid.trb.org/View/2509121</link>
      <description><![CDATA[Economic effectiveness of road safety treatments is an important component of the funding allocation process of both federal and states government. However, an economic analysis can only be as good as the analysis of crash reduction effectiveness. Further, the benefit-cost ratios that go into selecting a project site or location for treatment can differ substantially from how the project may be evaluated. For example, a BCR calculation used to justify the selection of a site for treatment may be derived from a naïve before-after analysis without control, but then analysed after implementation using a more robust methodology like the empirical Bayes before-after with control. Due to wellknown issues in crash data analysis, the former will over-state the crash effectiveness and therefore the BCR, relative to a more methodologically rigorous approach. Thus, using better methodology may end up punishing road authorities with respect to funding, promoting a negative incentive to using better methodology.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509121</guid>
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    <item>
      <title>Guide to digital engineering</title>
      <link>https://trid.trb.org/View/2509067</link>
      <description><![CDATA[The Guide to Digital Engineering is designed to assist transport agencies in Australia and New Zealand to deliver and operate their assets more effectively by obtaining better value and consistency in the application of digital engineering. The guide communicates the need for a strategic approach to digital engineering, careful consideration and planning, and clear engagement and support for its implementation. The guide identifies the importance of establishing a clear business case, governance, a roadmap for phased implementation, metrics and case studies to benchmark outcomes. A learning framework is recommended for continuous improvement and to manage both risk and value when implementing digital engineering. The guide was developed following extensive engagement with industry and transport agency stakeholders and addresses the needs identified in the broad engagement.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:02:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509067</guid>
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    <item>
      <title>Australia and New Zealand roads capability analysis: October 2024 update</title>
      <link>https://trid.trb.org/View/2475164</link>
      <description><![CDATA[The Australia and New Zealand Roads Capability Analysis: October 2024 Update provides an update to the original report published by Austroads in September 2023. It evaluates the skills and capabilities required by Austroads member agencies in the next decade to achieve their service objectives. It compares these requirements with the current and projected future workforce and identifies potential workforce capability gaps. The study identifies capability gaps in New South Wales, South Australia, the Australian Capital Territory, and New Zealand, in the next 1–7 years. The quantitative data used in the study is available through interactive dashboards which allow users to focus on specific skills and occupation profiles in each jurisdiction.]]></description>
      <pubDate>Tue, 10 Dec 2024 10:07:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475164</guid>
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    <item>
      <title>Implications of Safety Performance Functions on predicting high-speed highways’ crashes</title>
      <link>https://trid.trb.org/View/2441464</link>
      <description><![CDATA[Hot spots and crash trends can be monitored through the Road Injury Crash Index (RICI); the ratio of severe crashes to vehicle miles travelled (VMT). Although RICI is widely accepted as an effective measure of road safety performance, it cannot explain “why” crashes are occurring. We investigate the contributing factors to severe crashes through the application of the Safety Performance Function (SPF). In particular, we developed alternative SPF models with linear and non-linear kernels to estimate severe crashes for a subset of highway segments within Northern Virginia. Overall, our results align with prior findings that annual average daily traffic (AADT) and segment length contribute to severe crashes. We also identify behavioural factors, such as driver distraction, alcohol usage, and speeding, as the most significant causal factors for severe crashes. Our findings have methodological and strategic implications on the way local and municipal road operators can monitor and reduce severe crashes.]]></description>
      <pubDate>Tue, 15 Oct 2024 13:31:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441464</guid>
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    <item>
      <title>Implementation of intelligent compaction</title>
      <link>https://trid.trb.org/View/2427533</link>
      <description><![CDATA[Improving the quality of road construction and increasing productivity and uniformity of the projects requires measurement (testing) of the relevant attributes which are costly and time consuming processes. As compaction is critical for the performance of pavement layers, Intelligent Compaction (IC) technology is a solution to this growing need to provide a more efficient and reliable way of collecting compaction data. It also assesses work consistency and amongst other benefits, this technology provides on-the-fly feedback. During the implementation of IC technology in Queensland, various pavement materials were included in IC demonstration projects where the aim was to use the technology for the purpose of quality control, quality assurance, and ultimately, work acceptance. Various benefits and features of IC, such as coverage, uniformity of compaction, monitoring compaction temperature, pre-mapping, and identifying the weak areas were successfully trialled and the learnings from demonstration projects were shared. To better illustrate and quantify its benefits, based on the data achieved during projects, the Benefit-Cost Analysis was undertaken which identified the financial and total impact of using IC on both client and contractor. This gives the road authorities the opportunity to understand the requirements and details of how they can set the future roadmap. Along with the other significant findings, the IC demonstrations have provided a wealth of information and knowledge to share with the industry and get benefits. This paper shares the experiences gained in different areas during these projects including the technical and operational works in data collection, analysis, and practical conclusion for quality control and project acceptance.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:19:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427533</guid>
    </item>
    <item>
      <title>Guide to road safety part 3: safe speed</title>
      <link>https://trid.trb.org/View/2417167</link>
      <description><![CDATA[The Guide to Road Safety Part 3: Safe Speed provides an overview of speed limits and their application as a speed management tool. The use of appropriate speed limits forms an integral part of a safe road system. They are a speed management tool used to improve road safety, while maintaining the efficiency of the road network. Within the context of a safe road system, speed limits need to reflect the varying types of road users, the road environment, types of vehicles driven and the safety, amenity and economic needs of the community. The general philosophy adopted when setting speed limits is that when they are being assessed they take into consideration a comprehensive range of factors. These factors include the safety record of the road, the road’s operating performance, the road and roadside infrastructure, geometry and roadside development. This Guide is intended for road authorities to use when considering a speed limit change or preparing a speed management policy. The guide will also be useful to road safety practitioners who are investigating speed limit changes as part of a solution to a road safety problem. Speed management is so fundamental to the Safe System approach that this Guide should be read in conjunction with all other parts of the Guide to Road Safety.]]></description>
      <pubDate>Mon, 12 Aug 2024 16:58:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2417167</guid>
    </item>
    <item>
      <title>Updated Austroads road deterioration models</title>
      <link>https://trid.trb.org/View/2404171</link>
      <description><![CDATA[This paper presents how the existing Austroads road deterioration (RD) models were updated to improve their explanatory power based on all the available data from the Austroads long-term pavement performance (LTPP) sites and long-term pavement performance maintenance (LTPPM) sites collected from 1994 to 2018. Additional data was sourced from the road agencies using time series datasets collected by the traffic speed deflectometer (TSD) from 2014 to 2018. Supplementary experimental data was also used that was derived from the accelerated load facility (ALF) specifically aimed at determining the quantitative impact of surface treatments on deterioration. The updated RD single algorithm-based models were derived from a mechanistic-empirical deterministic approach using multi-variate non-linear (MVNLR) regression analyses. The updated RD models include only statistically significant independent variables. These models are applicable to thin surfaced unbound granular base flexible pavements undergoing gradual deterioration. The thin surfaces include both sprayed seals and thin asphalt surfaces. The models can predict the impact of increased heavy vehicle loads and the varying climate conditions observed in Australia. The paper outlines the future approach to RD modelling based on future extensive datasets available from the annual TSD network monitoring of each state/territory jurisdiction. These datasets will allow the development of separate RD models regionally based within each jurisdiction. The study was managed in conjunction with the technical support of an Austroads Project Working Group (PWG) sourced from industry and the road agencies. In addition, the Australian Road Research Board (ARRB) of the National Transport Research Organisation (NTRO) sought expert advice from acknowledged experts in industry and academia. These updated RD models can be included in a typical pavement management system (PMS) used by state and local road agencies.]]></description>
      <pubDate>Thu, 18 Jul 2024 10:48:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404171</guid>
    </item>
    <item>
      <title>Australia and New Zealand roads capability analysis: March 2024 update</title>
      <link>https://trid.trb.org/View/2404136</link>
      <description><![CDATA[The Australia and New Zealand Roads Capability Analysis: March 2024 Update provides a half year update to the report published by Austroads in September 2023. It evaluates the skills and capabilities required by Austroads member agencies in the next decade to achieve their service objectives. It compares these requirements with the current and projected future workforce and identifies potential workforce capability gaps. The study identifies capability gaps in New South Wales and the Australian Capital Territory in the next one to two years.]]></description>
      <pubDate>Thu, 18 Jul 2024 10:34:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404136</guid>
    </item>
    <item>
      <title>The economics of road maintenance</title>
      <link>https://trid.trb.org/View/2335105</link>
      <description><![CDATA[This report discusses the economics of road maintenance. It develops analytical approaches to help ensure that road expenditure is used in the most efficient and cost-effective manner both in terms of dividing funds between construction and maintenance and allocation of maintenance funds between locations, treatment types and treatment timing. The focus is on the impact of timely and adequate maintenance expenditure on the overall costs to society: that is, costs to road agencies, road users and externalities. The analytical approach and case studies demonstrate the potential costs of delayed or deferred maintenance expenditure, which can result in much higher overall costs, reinforcing the adage: ‘a stitch in time save nine’. The report also provides a computer modelling approach to optimising road maintenance expenditure over time so as to minimise the overall cost to society, without and with constraints on road agency spending levels.]]></description>
      <pubDate>Tue, 06 Feb 2024 09:05:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335105</guid>
    </item>
    <item>
      <title>Regional road safety</title>
      <link>https://trid.trb.org/View/2335069</link>
      <description><![CDATA[Around one-third of the state’s population lives in regional NSW, but deaths on regional roads make up around two-thirds of the state’s road toll. Transport for NSW (TfNSW) is responsible for managing road safety outcomes across the NSW road network. This audit assessed the effectiveness of TfNSW’s delivery of road safety strategies, plans and policies in regional areas. There is a disproportionate amount of trauma on regional roads, but there are no specific road safety plans or trauma reduction targets for regional NSW. TfNSW advises that the setting of state-wide road safety targets is consistent with other jurisdictions and international best practice. However, the proportion of road fatalities and serious injuries in regional NSW is almost the same as ten years ago. There is no regional implementation plan to assist TfNSW to target the Road Safety Action Plan 2026 to regional areas. TfNSW considers that local road safety outcomes should be managed by councils, but only 52% of regional councils participated in its Local Government Road Safety Program (LGRSP) in 2022–23. This program has not been updated since 2014, despite commitments to do so in 2021 and 2022. TfNSW has not undertaken a systematic and integrated analysis of the combined impact of its road safety strategies and plans in regional NSW since 2012. We recommended TfNSW: 1. develop a regional implementation plan to support the NSW Road Safety Action Plan, including a framework to annually measure, analyse and publicly report on progress; 2, develop a plan to measure and mitigate risks causing underspend in the CRSF; 3. expedite the review of the LGRSP including recommendations to increase involvement of regional councils.]]></description>
      <pubDate>Tue, 06 Feb 2024 08:48:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335069</guid>
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