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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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    <item>
      <title>TRAFFIC AND TRANSPORT IN THE NEW CPB (CENTRAL PLANNING BUREAU) SCENARIOS FOR 2020</title>
      <link>https://trid.trb.org/View/499673</link>
      <description><![CDATA[Recently, the Central Planning Bureau (CPB) published new long-term scenarios for the Dutch economy. In the realisation of these scenarios the CPB cooperated with several other research institutes. The new scenarios look at the 25 year period from 1995 to the year 2020. This paper is largely based on the 1997 Netherlands Research Centre (AVV) background report of which the main title is: "Passenger and freight mobility in 2010 and 2020" (In Dutch: "Personen- en goederenmobiliteit in 2010 en 2020"). In the project, a major use was made of a broad spectrum of different types of forecasting models. For the forecasts concerning personal transport, the Forecasting Air pollution by Car Traffic Simulation (FACTS) model and the National Model System (LMS) were used. A forecast for the transport of goods was made using the Transport Economic Model (TEM) II model. Forecasts for the use of heavy goods vehicles were made using ATTACK. In all forecasts a rather modest policy scenario was used. For a number of variables that have determined the growth in personal travel by car in the past, a much more modest development is expected for the future 25 years. Although economic and demographic developments will form an important stimulus for the growth in private car use, this growth is expected to decline. The forecasts show that given the modest policy implementation assumed, the 2010 policy targets for the growth in private car use are not quite met. The policy targets for use of heavy goods vehicles and the congestion on the major trunk road network are not within reach at all. For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
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      <title>TRAFFIC AND TRANSPORT IN THE "NATIONAL ENVIRONMENTAL OUTLOOK 4"</title>
      <link>https://trid.trb.org/View/499674</link>
      <description><![CDATA[The recently published "National Environmental Outlook 4" shows that in spite of the Dutch government's desire for carbon dioxide (CO2) deceases, the CO2 emitted from road traffic will increase significantly between the years 1995 and 2020 if current policies are implemented. The 2010 target for the nitrogen oxide (NOx) emission from cars will be met and the NOx emission from road haulage will be about four times higher than the target. The 2010 target for noise nuisance (a negligible level) will not be met. It will be extremely difficult to realize the targets for CO2 emission from road traffic, for total NOx from cars and road haulage, and for noise nuisance. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499674</guid>
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    <item>
      <title>ENVIRONMENTALLY SUSTAINABLE TRANSPORT SCENARIOS FOR THE NETHERLANDS FOR 2030</title>
      <link>https://trid.trb.org/View/499675</link>
      <description><![CDATA[This paper describes the transport scenarios for the OECD project on Environmental Sustainable Transport (EST) for the Netherlands for the year 2030. The EST project contains a business-as-usual scenario and three EST scenarios: (i) one scenario containing only technological changes; (ii) one scenario containing only mobility changes; and (iii) one scenario containing the "optimum" combination of technological and mobility changes. Six EST criteria have been established for the purpose of planning more sustainable transportation systems. Three criteria based on reductions (%) of the polluting components are common to the participating countries between 1990 and 2030: 80% reduction in carbon dioxide (CO2) emissions; 90% reduction in nitrogen oxide (NOx) emissions; and 90% reduction in volatile organic compound (VOC) emissions. Three additional EST criteria specified by the participating countries are related to particulate matter (PM) emissions, noise and land use in 2030. Only if a high increase in technological developments and/or very stringent behavioural adaptations and changes in spatial and economic structures at an international level are assumed, the EST criteria can be concluded to be met with: (1) only technological changes; (2) only mobility changes; or with (3) the combination of both technological and mobility changes. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499675</guid>
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    <item>
      <title>SELECTIVE ACCESSIBILITY AND DIFFERENTIATION: DISCUSSION NOTE WITHIN THE FRAMEWORK OF THE ELABORATION OF THE 'RANDSTAD INFRASTRUCTURE' SPEARHEAD</title>
      <link>https://trid.trb.org/View/499676</link>
      <description><![CDATA[Because of reasons concerning traffic management and economy a differentiation in the highway systems is likely to develop. Policy development should anticipate a future division into two systems: a route without traffic congestion, and a system where congestion up to a certain degree is acceptable. Continuing travel by car is hardly attainable in old city centers, and the congestion free system should be linked by transfer points into zones where the two systems make contact. A high quality system in all respects is an important condition for the functioning of the transfer points. Apart from locations near new stations in the public transport system the zones around transfer points and urban renewal zones (post world war II) could offer room for urbanisation after the year 2010. Surplus value can be attained by developing new plans for infrastructure simultaneously with urban plans. New lines for public transport should be linked to zones where urban renewal is to be realised (in a high density). The inevitable increase in differences in attainability of the different parts of the Dutch Randstad should be used to enhance differences between different parts of the urban areas of this area. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499676</guid>
    </item>
    <item>
      <title>FUTURE SCENARIOS FOR THE RANDSTAD AREA</title>
      <link>https://trid.trb.org/View/499677</link>
      <description><![CDATA[The future of the Randstad area of the Netherlands is, at present, very much the centre of attention. Different studies are directed at developments in long-term spatial/environmental planning of the Randstad. In this discussion, little attention is paid to the role of public transport. This paper draws a connection between the spatial levels of detail and public transport systems. It appears that the Randstad issues can be approached in two ways. In the first approach, centralising, the Randstad is an independent unit using an inter-regional transport system as its pillar. This is in keeping with the concentration of developments in conurbations. In the second approach, regionalising, the Randstad consists of four regions, each with its own regional transport system. This is in keeping with the dispersement of developments along (existing and new) regional transport axes.(A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499677</guid>
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    <item>
      <title>INLAND TRAFFIC AND TRANSPORT ASPECTS: FUTURE OF THE NETHERLANDS AIR TRANSPORT INFRASTRUCTURE (TNLI)</title>
      <link>https://trid.trb.org/View/499678</link>
      <description><![CDATA[The national government of the Netherlands is currently examining the issue of whether airport capacity should be expanded in the near future. This process includes a broad discussion with all the relevant parties. As a contribution to this discussion, a great number of surveys have been completed. One of the subjects of the study is "Inland traffic and transport", involving the following projects: (1) a forecast of the mobility related on the new airport locations; (2) high-speed shuttle links between airports; and (3) the expected substitution between air and high speed rail. In this paper these projects are presented. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499678</guid>
    </item>
    <item>
      <title>MOBILITY EFFECTS PERSPECTIVES 'NETHERLANDS 2030'</title>
      <link>https://trid.trb.org/View/499679</link>
      <description><![CDATA[In the 'Netherlands 2030' project, the National Planning Agency (RPD) has developed four different perspectives for the spatial development of the Netherlands: 'Stedenland', 'Parklandschap', 'Stromenland', and 'Palet'. INRO Centre for Infrastructure, Transport and Regional Development (TNO-INRO) has evaluated these perspectives on their effects on accessibility, mobility, congestion, safety, energy use, and pollution. The effect of different spatial distribution of houses and employment were the central focus in this study. Attention was given to different supply of parking facilities and public transport supply. 'Stedenland' appeared to be the most attractive on all criteria. The differences between the other perspectives were small. For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499679</guid>
    </item>
    <item>
      <title>THE NETHERLANDS ON THE MOVE!: THE MAKING OF A SCENARIO FOR THE YEAR 2030</title>
      <link>https://trid.trb.org/View/499680</link>
      <description><![CDATA[As a part of the 'Netherlands 2030' project of the National Planning Agency (RPD), a discussion scenario is developed, based on the thesis: 'Mobility is good and must be accommodated. This is possible without further extension of the infrastructure after 2010'. In this paper the development of this scenario is described. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499680</guid>
    </item>
    <item>
      <title>LONG-TERM PROSPECTS FOR DYNAMIC TRAFFIC MANAGEMENT: RESULTS OF A REGIONAL SCENARIO DISCUSSION</title>
      <link>https://trid.trb.org/View/499681</link>
      <description><![CDATA[Dynamic Traffic Management (DVM) plays an important role in implementing the traffic policy outlines in the Second Transport Structure Plan (SVV-II) and in the 'Working together for accessibility' policy memo. Recent rapid developments have caused the need, among various parties involved in regional transport policy, to develop a long-term vision of DVM's role within transport policy by means of a scenario approach. The questions asked in this context are: What developments can be expected in the long term?; How can these developments contribute to an improvement of accessibility, quality of life and safety?; and along which route should implementation take place? In order to provide answers to these questions, a vision was developed in an INRO Centre for Infrastructure, Transport and Regional Development (TNO-INRO) study. This was done on the basis of a number of scenarios and in consultation with the parties involved, regarding future prospects for DVM in various regions in the Netherlands in 2020. It is concluded that DVM can make a substantial contribution to improving accessibility (both in local and long-distance travel) and traffic safety, especially if DVM measures are implemented in combination with supporting measures such as pricing measures and the development of alternatives (public transport).However, for successful cooperation in the region, it is important that the future expectations of the parties involved are harmonised clearly. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499681</guid>
    </item>
    <item>
      <title>SPATIAL DEVELOPMENT AND THE TRANSPORT SYSTEM DEVELOPMENT: IN ALL DIRECTIONS</title>
      <link>https://trid.trb.org/View/499682</link>
      <description><![CDATA[The development of the spatial structure of the Netherlands is discussed more than ever. This has important consequences for the development of the transport system. Analysis of the four scenarios made by the Ministry of Housing, Spatial Planning and the Environment, shows that multimodal transport systems will always play an important role. The question is how to develop multimodal transport systems. At Delft University of Technology a TRAIL research programme on multimodal transport systems has been started, titled 'Seamless Multimodal Mobility'. Nearly all aspects of multimodal transport systems will be investigated: demand for multimodal transport, network design, information technology, scheduling, operational control, and organisation. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499682</guid>
    </item>
    <item>
      <title>FUTURE TRAVEL DEMAND SYSTEMS: THEORY AND APPLICATION</title>
      <link>https://trid.trb.org/View/499683</link>
      <description><![CDATA[Travel demand systems match persons travel demand requirements to travel supply opportunities. The shortest path algorithm of E.W. Dijkstra is the core for this allocation. Using this algorithm in the year 1997, an in time optimally trip within a single modality based on timetables may be offered to consumers. The in 1997 running travel demand systems could be characterised as single-preference (time), uni-modal (within a single modal) and static (based on timetables). In this report functional and technical requirements have been specified with respect to the future of travel demand systems. Besides a minimum travel time, travellers know other interests which they want to be incorporated into their trip, such as costs, comfort or a sustainable environment. In addition, it seems useful to employ and combine several modalities into one trip (chain management) which better fulfils consumers' trip demands. Finally, trips should not only be based on timetables but should also be based on actual dynamic traffic information. These functional requirements are worked out in an example. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499683</guid>
    </item>
    <item>
      <title>THE ROLE OF ELECTRIC CARS IN 2015: A SCENARIO ANALYSIS FOR AMSTERDAM</title>
      <link>https://trid.trb.org/View/499684</link>
      <description><![CDATA[This paper investigates by means of a scenario analysis which conditions have to be fulfilled for a successful introduction of electric vehicles in the city of Amsterdam. Firstly, a short introduction to electric vehicles and the local policy is given. Next, four scenarios are constructed by means of the so-called 'Spider model'. The four quadrants of the model represent policy concerns about (inter)national flanking policies, local economic developments, local spatial policies, and public transport policies, respectively. Four scenarios are constructed: 'Prosperous Amsterdam', 'Sustainable Amsterdam', 'Pauperized Amsterdam', and 'Lonely Amsterdam'. It is concluded that flanking policies at both the (inter)national and local level as well as a positive economic development are very important for a successful introduction and adoption of the electric vehicle. When these conditions are fulfilled, the electric vehicle may decisively contribute to the achievement of a more environmental friendly urban transport system. (A) For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499684</guid>
    </item>
    <item>
      <title>ROBOT TAXI</title>
      <link>https://trid.trb.org/View/499685</link>
      <description><![CDATA[A question asked in this paper is how the Dutch traffic system will look like in 50 or 100 years' time. This paper gives an outline of the direction in which the current Dutch traffic system might develop. The proposition presented is that information technology can revolutionize the traffic system enormously. When automatic vehicle control is possible on the public road, automatic taxi services will be supplied known as the 'Robot taxi'. Because of the attractive price and convenience, it is expected that the'Robot tax' will get a big part of the transport market, at the expense, among other things, of the private car. The consequences of the possible introduction of 'Robot taxi' are expected to be as follows: (1) nearly all parking places will not be needed anymore; and (2) chain trips will be moresimple. For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499685</guid>
    </item>
    <item>
      <title>LIGHT AT THE END OF THE TUNNEL?: BACKGROUNDS AND FIRST EXPERIENCES WITH THE "ROADS TO THE FUTURE" PROJECT</title>
      <link>https://trid.trb.org/View/499686</link>
      <description><![CDATA[In this paper the Dutch Department of Public Works "Roads to the future" (WnT) project is dealt with. Using this innovation programme it is attempted to develop future policy visions, in a constant interaction with the most important stakeholders. The programme is mainly aimed at developments in the (main) infrastructure use. Within the programme concrete infrastructural measures are used as the context for finding new possibilities for favourable solutions to keeping the Netherlands mobile. The focus of the programme is on the road users' demands. See also IRRD 493607. For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499686</guid>
    </item>
    <item>
      <title>"ROADS TO THE FUTURE": THE "VISION ON THE MAIN INFRASTRUCTURE" SUBPROJECT</title>
      <link>https://trid.trb.org/View/499687</link>
      <description><![CDATA[In this paper a description is given of the realization of the "Vision on main infrastructure" as a part of the Dutch Department of Public Works "Roads to the future" (WnT) project. This subproject is realized at a regional level, together with experts, users, and parties concerned. In the regions meetings are organized to work out design assignments based on "societal images" in the year 2027. The focus of the paper is on the design assignments. See also IRRD 493606. For the covering abstract of the conference see IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499687</guid>
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