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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>Gaussian Mixture Segmentation for Managing Deterioration of Large-Scale Road Networks</title>
      <link>https://trid.trb.org/View/2591317</link>
      <description><![CDATA[Transportation infrastructure significantly influences the development of sustainable transportation systems and the effective management of road networks. Accurate segmentation of road infrastructure provides valuable data and a structured approach for the effective management of road deterioration. However, existing methods are limited in segmenting road deterioration data due to the lack of probabilistic assessment and the inability to effectively handle outliers. To address this gap, the Gaussian mixture segmentation (GMS) model is introduced, applying a Gaussian mixture distribution to model the variability in road deterioration. Our approach utilizes spatial line segmentation to effectively segment large-scale road networks into meaningful segments. The GMS model was applied to road deterioration data from the South West region of Western Australia, identifying and segmenting roads based on their distribution characteristics using the Jensen-Shannon (JS) divergence. To assess the performance of the GMS model, metrics such as the number of segments, coefficient of variation (CV), Calinski-Harabasz Index, and Davies-Bouldin Index were evaluated. The results demonstrate that the GMS model outperformed existing segmentation methods, achieving an increase in the average percentage of segments with a CV lower than 0.25 by 23.5% to 98.8%, along with a reduction in the average Davies-Bouldin Index by 25.2% to 64.4% and improvements in the average Calinski-Harabasz Index, which increased by 23.0% to 131.1%. This approach enhances the understanding of the spatial distribution of road deterioration, informing maintenance strategies for large-scale road networks and addressing the complexities of road infrastructure management, including traffic dynamics and environmental impacts.]]></description>
      <pubDate>Mon, 30 Mar 2026 17:10:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2591317</guid>
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    <item>
      <title>Exploring preferences for interventions to increase active school transportation among children and adolescents in Australia</title>
      <link>https://trid.trb.org/View/2599176</link>
      <description><![CDATA[The observed decline in children's active school transport (AST) across numerous countries over recent decades necessitates targeted, multi-level interventions to reverse this trend. However, data on young people's preferred AST interventions is lacking. This study aimed to explore children's preferences for AST interventions and assess differences between AST users and non-users among primary and secondary school students. In 2023, a cross-sectional survey was conducted in Perth, Western Australia with n = 742 primary school students from 23 schools and n = 412 secondary school students from 9 schools. The survey assessed AST frequency, preferred transport mode, and AST intervention preferences, which included ‘built environment changes’ (n = 7), ‘policy changes’ (n = 3), ‘public transport’ (n = 2), ‘school-based programs and services’ (n = 6) and ‘community awareness’ (n = 3) initiatives. For primary school students, the most common mode of transport was by car. However, the most preferred method was walking. For secondary school students, the most common and the most preferred method was by car. Regardless of age or AST use, the majority of students' most preferred interventions were ‘built environment changes’. These included: ‘more safe crossings near the school’, ‘paths on both sides of every road within the school catchment area’, and ‘dedicated bike paths separated from the roads’. This study provides valuable insights into the interventions students self-report as most effective for increasing their AST. The findings indicate a strong preference for built environment modifications among the top interventions selected by students, suggesting built environment changes should be a priority in developing future AST interventions.]]></description>
      <pubDate>Mon, 13 Oct 2025 13:52:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2599176</guid>
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    <item>
      <title>Shifting tourist travelers to low-carbon transportation: Evidence from Western Australia</title>
      <link>https://trid.trb.org/View/2601966</link>
      <description><![CDATA[This research analyzes tourist mode choices in Western Australia using 883 stated-preference surveys. Using mixed logit and latent class modeling, the study captures tourist travelers' heterogeneous preferences, identifying three distinct market segments: Cost-Driven, Service Quality-Driven, and Objective-Driven. These preferences are evident in responses to factors such as travel cost, journey time, access time, service frequency, and seat comfort. Notably, the study finds that female travelers are more sensitive to flight duration, while elderly travelers are more tolerant of transport accessibility. Targeted reductions in fares, journey times, and access times have been shown to effectively increase bus market share and reduce carbon emissions. These results offer valuable insights for mitigating environmental impacts and improving transport efficiency. The findings also offer strategic guidance for public transport managers to develop low-carbon options tailored to the specific needs of tourists, thereby contributing to the reduction of tourism-related carbon emissions.]]></description>
      <pubDate>Thu, 09 Oct 2025 16:39:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601966</guid>
    </item>
    <item>
      <title>Working from home: changes in transport demand: the case of Greater Perth: overview report</title>
      <link>https://trid.trb.org/View/2569593</link>
      <description><![CDATA[The COVID-19 pandemic has seen an acceleration in the rate of working from home (WFH) and elevated rates of WFH are expected to continue post-pandemic. WFH can be seen as one measure in a suite of travel demand management approaches that aim to reduce traffic congestion and thus defer expenditure on costly public infrastructure, with significant benefits to air quality, health and productivity. The purpose of this research has been to provide in-depth knowledge on the spatial incidence of WFH, the extent of travel reduction that it can deliver and the associated productivity benefits. In understanding these aspects based on actual experience in Perth, there has also been an opportunity to develop a suite of policy initiatives designed to support the positive aspects of continued WFH, to capitalise on the wider benefits to society, while recognising potential negative effects. This report provides an overview of the key research components, including the objectives, research approach, key findings and insights for policy development. Greater detail and substantiation of these findings can be found in a series of detailed research reports (provided as Appendices to this Overview Report). This executive summary aims to synthesise the findings to provide a broad, integrated picture of WFH impacts and potential in relation to the key research questions.]]></description>
      <pubDate>Thu, 26 Jun 2025 13:31:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569593</guid>
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    <item>
      <title>Working from home: employee perspectives: travel and values: appendix 5A</title>
      <link>https://trid.trb.org/View/2569578</link>
      <description><![CDATA[This report is part of a wider research project to provide in-depth knowledge on the spatial incidence of WFH, the extent of travel reduction that it can deliver and the associated productivity benefits. In understanding these aspects based on actual experience in Perth there has also been an opportunity to develop a suit of policy initiatives designed to support the positive aspects of continued WFH, to capitalise on the wider benefits to society. Three primary streams of research were undertaken to build knowledge on: Employer perspectives; Employee perspectives; Travel patterns and scenarios to future travel based on different rates of WFH. This report is an Appendix (5A) to the final project report: Working from Home: Changes in Transport Demand – the Case of Greater Perth - Overview Report. This report (Appendix 5A) contains technical details of the research sub-component: Employee perspectives – travel and values.]]></description>
      <pubDate>Thu, 26 Jun 2025 13:31:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569578</guid>
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    <item>
      <title>BP KWOL pipeline relocation: largest brownfield trenchless relocation in Australia</title>
      <link>https://trid.trb.org/View/2563115</link>
      <description><![CDATA[Thornlie - Cockburn Link (TCL) project, consists of new railway line between the Armadale and Mandurah lines via the Thornlie and Cockburn Stations. The track extension from Thornlie to Cockburn is approximately 14.50 km. To make way for the major construction works, a 12.6km of existing BP KWOL (Kedale White Oil Line) required to be relocated which is situated within the narrow brownfield railway corridor. The works consists of 11.5km of Horizontal Directional Drilling (HDD), two 50m microtunnelling/pipejacking crossing operational passenger and freight rail, 1km of open trench, 120m steel truss river crossing, 2 pigging stations and 12 valves and associated valve pits. This paper will dive into how the determined team have overcome several design and construction challenges and safely delivered the project.]]></description>
      <pubDate>Tue, 10 Jun 2025 14:51:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563115</guid>
    </item>
    <item>
      <title>Handling uncertainties in large infrastructure projects: Westport case study</title>
      <link>https://trid.trb.org/View/2550873</link>
      <description><![CDATA[The Westport project is the Western Australian (WA) Government’s long-term program to design and deliver new container port facilities at Kwinana, along with integrated road and rail transport corridors. It is a very significant undertaking, involving a comprehensive supply chain redesign for the state and leveraging the unique position of government ownership of the port, rail, road and much of the land. The objective of the Westport project extends beyond a relocation of a port; it is about creating a future-proof, efficient and sustainable logistics network that can support Western Australia’s economic growth for decades to come. The decision to move the port from Fremantle to Kwinana was driven by the need to accommodate future growth and optimise the entire supply chain. Fremantle has served well for over a century, but the increasing demands of modern logistics and the constraints imposed by Fremantle’s location necessitated an alternative solution to container trade in WA.]]></description>
      <pubDate>Wed, 07 May 2025 13:46:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2550873</guid>
    </item>
    <item>
      <title>Identifying opportunities to address transport disadvantage in Perth: executive summary</title>
      <link>https://trid.trb.org/View/2550852</link>
      <description><![CDATA[The provision of transport services and infrastructure to access employment, education, medical appointments, shopping and social opportunities, is integral to enabling members of the community to meet their social and economic needs. Access to a wide range of opportunities contributes to economic growth and promotes wellbeing. Transport is an essential service to help meet government objectives around community access, enhancing social connectivity and addressing social exclusion and isolation. Transport disadvantage (TD) is a complex multidimensional concept, relating to deficiencies in transport choice and flexibility available to different population groups at various times, for various purposes. As a first step to addressing TD, there is a need for policymakers to gain a deeper understanding of the local occurrence of TD in relation to its extent, spatial distribution and characteristics. This is required to ascertain the nature of the problem and inform the development of possible solutions to address it. In this project, a TD risk score was developed to measure the relative level of risk of TD for different locations across Greater Perth, on the basis of accessibility and the proportion of at-risk population groups. While previous attempts at measuring TD focused on either accessibility or social disadvantage measures, the novel approach developed and adopted for the purposes of this research used a combination of accessibility and at-risk population proportions, normalised for comparative purposes, useful for identifying target locations for further detailed analysis to inform policy initiatives to reduce TD risk.]]></description>
      <pubDate>Wed, 07 May 2025 13:46:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2550852</guid>
    </item>
    <item>
      <title>Self-perceptions of driving safety while hungover: seminaturalistic randomised controlled trial</title>
      <link>https://trid.trb.org/View/2509283</link>
      <description><![CDATA[Alcohol hangover is one of the most common mental states on the road resulting from recreational use of a pharmacological agent. Hangovers are associated with not just the classic hangover symptoms and experiences, but also impairments across cognitive domains. We tested the effect of a hangover on subjective perceptions of driving safety as a prelude to better understanding the impact of hangover on driving safety and risk. 29 participants were recruited in a semi-naturalistic randomised cross-over trial of previous-day drinking (hangover state) versus control (previous-day sobriety). Subjective perceptions of on-road driving skills and safety were assessed using visual analogue scales. When participants were “hungover”, they estimated a higher crash risk, but not a lower level of safety. We failed to find an effect on self-rated driving skill or the prediction of traffic conflicts (i.e., hazard perception skill). These perceptions will be followed-up with more objective measures of hazard perception skill.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509283</guid>
    </item>
    <item>
      <title>Modelling KSI reductions of potential lower speed limits in WA</title>
      <link>https://trid.trb.org/View/2509281</link>
      <description><![CDATA[This project aimed to support efforts to meet 2030 road safety strategy targets by identifying countermeasures that would significantly reduce the number of people Killed or Seriously Injured (KSI) on Western Australian (WA) roads within the next 5-10 years, with a focus on speed limit reductions. A literature review was conducted to identify promising countermeasures and then modelling was undertaken to quantify their impact on KSIs. The literature indicated a well-established relationship between travel speed reductions and improvements in road safety outcomes, with speed limit reductions more effective if accompanied by supporting infrastructure, enforcement, and education. Modelling found that reducing speed limits by 10 km/h could prevent thousands of KSIs over a 9-year period, with the single reduction likely to prevent the most KSIs being 60 km/h to 50 km/h. However, the real or perceived lack of community support is a primary challenge to implementation.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509281</guid>
    </item>
    <item>
      <title>An intercept survey of eRideable regulation awareness</title>
      <link>https://trid.trb.org/View/2509280</link>
      <description><![CDATA[As part of a larger study, the current study conducted an intercept survey of eRiders and non-eRiders (pedestrians and cyclists) in Perth to gain insight into peoples’ adherence to and awareness of current eRideable regulations. Other  safety-related behaviours such as helmet compliance and eRideable speed were also assessed. Interestingly, while the results show that the majority of eRiders in Perth claim to have a good understanding of eRideable regulations, eRiders continue to flout these regulations and engage in risky behaviours that have the potential to cause injuries. When asked for their perspective on what could improve safety measures for eRiders and non-eRiders, many voiced the need for improved infrastructure. In addition, there was also some support for stricter enforcement of eRideable regulations and harsher penalties, as well as more widespread education about current eRideable regulations in Western Australia.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509280</guid>
    </item>
    <item>
      <title>Driver licensing access challenges for neurodivergent young adults</title>
      <link>https://trid.trb.org/View/2509262</link>
      <description><![CDATA[Given Australia’s vast rural areas, access to community, social and economic opportunities is often dependent on private transport. A driver licence can be critical for young adults to access education and employment. This project explored the barriers and challenges experienced by neurodivergent young adults in relation to driver licensing systems and processes. Interviews were conducted with 18 young adults with diagnoses of autism and/or ADHD. All reported lack of accommodations in the licensing process. These commonly resulted in test failures, not due to lack of driving knowledge or skills, but because of assessment approaches. They suggested several actionable and practical accommodations to address the current challenges. Improvements are needed to ensure licensing processes are fair and equitable for all licence applicants towards a future more inclusive licensing process.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509262</guid>
    </item>
    <item>
      <title>Reducing WA’s rural unzoned speed limit to achieve 2030 target</title>
      <link>https://trid.trb.org/View/2509241</link>
      <description><![CDATA[Over 77% of Western Australia 132,000km rural road are unsigned and subject to the unzoned 110km/h speed limit and are of a low standard for safe travel at 110 km/h. Research indicates a strong relationship between speed and the number of crashes, where higher speed is accompanied by a higher number of crashes and a higher degree of severity. This research has been lived out on Western Australian unzoned 110km/h rural roads where, on average, 127 people are killed or seriously injured each year. This project investigates the impact and benefits of reducing the unzoned 110km/h speed limit to 100km/h speed limit. The outcome of this project indicates that a reduction of the unzoned 110km/h speed limit to 100km/h speed limit will save 19 killed and serious injury crashes annually. Such a speed reduction policy will have little impact on travel time and can be implemented at very little cost.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509241</guid>
    </item>
    <item>
      <title>Year 2 of the WA observational study of eRiders</title>
      <link>https://trid.trb.org/View/2509232</link>
      <description><![CDATA[The behaviour of eRiders and cyclists was observed at sites around metropolitan Perth, 7 days a week, from 8am – 11am and from 3pm – 6pm, for the same two-week window in 2022 and then again in 2023. The information recorded included, the type of device being ridden, helmet use, rider gender, location (road, footpath, bike path), speed, and inappropriate maneuvers. E-riders demonstrated more risky behaviour than cyclists, with helmet non-use, travelling too fast and inappropriate maneuvers being significantly greater than cyclists. The rate of travelling too fast and inappropriate maneuvers decreased across time for e-scooter riders but the rate of helmet noncompliance increased for those same riders. The increase in availability of hire e-scooters from 2022 to 2023 may explain the increase in helmet noncompliance.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509232</guid>
    </item>
    <item>
      <title>Road safety improvements for rural local roads in Western Australia</title>
      <link>https://trid.trb.org/View/2509209</link>
      <description><![CDATA[Local Government, responsible for a substantial portion of the road network, plays a pivotal role in our pursuit of Target 2030. However, they must not shoulder this burden alone; a multifaceted approach is essential to support Local Government on this critical road safety journey. In Western Australia, the majority of road fatalities occur on regional or rural roads, with many of these roads managed by Local Government. Despite this, a recent review highlighted the absence of context-specific guidance for low-cost road safety improvements on rural local roads. To address this, the Local Government Transport and Roads Research and Innovation Program developed a Practitioners Guideline. This guideline equips Local Government practitioners with vital information on cost-effective treatments and engineering solutions, streamlining the implementation of road safety improvements. Its ultimate goal is to reduce fatalities and serious injuries on rural local roads, reinforcing our collective commitment to safer roads for all.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:06:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509209</guid>
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