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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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    <item>
      <title>GLOBALISATION, INTERNATIONAL TRANSPORT AND THE GLOBAL ENVIRONMENT: A STUDY FROM A DUTCH PERSPECTIVE</title>
      <link>https://trid.trb.org/View/499730</link>
      <description><![CDATA[In this paper the effects of globalisation and related international transport on the global environment are studied. Globalisation refers to changing world outputs (scale effects), shifts in the composition and location of production and consumption activities (structural effects), innovation and diffusion of different technology paths (technology effects), and the production and consumption of different product mixes (product effects). In particular, the consequence of transport flows from and to the Netherlands for carbon dioxide (CO2) emissions in the 1987-1996 period are investigated. It is concluded that CO2 emissions caused by international transport from and to the Netherlands have fluctuated. Changes in transport volumes (scale effects) are the main cause for this. Countries of origin and destination are relatively constant and are therefore of less importance for changes in CO2 emissions. Changes in modal split contribute to a lowering of CO2 emissions. (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/499730</guid>
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      <title>A FUTURE FOR INTERMODAL TRANSPORT</title>
      <link>https://trid.trb.org/View/499731</link>
      <description><![CDATA[Contrary to the aims of transport policy that advocate sustainable modes of transport, transport of containers by road has been growing tremendously over recent years. Intermodal transport has to meet the requirements of the shippers/consignors and consignees in order to increase its market share, bearing in mind the free choice of transport. Research indicates that intermodal transport, including some minor adjustments, is a realistic alternative to the majority of companies. This is based on interviews with terminal operators and shipper questionnaires in the Twente region in the Netherlands. The recently updated intermodal transport policy is well suited for the future. (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/499731</guid>
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    <item>
      <title>GOVERA RANDSTAD NETWORK: THE USE OF A LONG-TERM PERSPECTIVE FOR RANDSTAD FREIGHT TRANSPORT AS A GUIDANCE FOR SHORT-TERM PROJECTS</title>
      <link>https://trid.trb.org/View/499732</link>
      <description><![CDATA[Regional authority policymakers in North and South Holland, Utrecht and Flevoland have formed a GOVERA (Randstad Freight Transport) task group with the objective of looking for alternative or more efficient ways of freight transport in the Randstad. The aim is to maintain the fragile equilibrium between the quality of life and accessibility. For this purpose, GOVERA has together with a group of private companies initiated several projects. This experience is now used for the definition of a so-called 'GOVERA Randstad Network'. The Randstad Network is subtracted from existing infrastructure, production areas and distribution centres. It distinguishes between three types of network (unitnet, temponet, and bulknet), based on the characteristics of the goods transported on each network. The general Network contributes to a more efficient and intermodal use of existing opportunities along the 7 major corridors of the Randstad region. The message is: with tomorrow's perspective, it is easier to realise today's projects. (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/499732</guid>
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    <item>
      <title>SHORT-DISTANCE COMBINED TRANSPORT FOR URBAN DISTRIBUTION</title>
      <link>https://trid.trb.org/View/499733</link>
      <description><![CDATA[The distribution of goods to urban areas asks for a two part transport system. Within city boundaries the vehicles should be clean, small and safe, and have to do their job by bringing goods to addressees at the desired time and in the required quantity. Outside cities logistic systems tend to an increase in scale, on a national and on a European level. These requirements can be matched using an intermodal transport system. As at short distances the required transhipment is extremely important, the development of a fast, reliable and cheap transfer system is needed, using standardised load units. A reliable service network, based on rail and (advanced) road technology is needed. In this network short trains and large (automated) trucks will be used. The introduction of such a system requires a redesign of the logistic system and will not at all be an easy task. It is expected that only in future the problems will be at such a level that these types of measures will be necessary. Until then, an anticipating policy will be needed in a way that if there is a need, the system described can be implemented easier. (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/499733</guid>
    </item>
    <item>
      <title>PIPE LINE TRANSPORT: A FUTURE SCENARIO FOR URBAN FREIGHT TRANSPORT</title>
      <link>https://trid.trb.org/View/499734</link>
      <description><![CDATA[Short distance freight transport is fully dependent on road transport. For environmental and economic reasons it is important tot find alternatives. A possible alternative is short distance intermodal freight transport. This paper describes the short distance intermodal transport concept, and focuses on Pipe Line Transport (PLT) as a new modality for the distribution of goods in urban areas. Trends like standardization, short haul rail transport, and logistic parks are essential for breaking the link between local/regional distribution and long distance/interregional transport. PLT is not yet being used for city distribution. PLT can offer better performancesin costs and transport quality than traditional city distribution. A key element is transport automatization. By automating transport it is possible to deliver goods directly and instantly from the distribution center to the customer. The time lost due to transhipment can be compensated by a quicker delivery. There are at this moment no running PLT systems which can be used for city distribution. The technology is already available. By means of demonstration projects the technology can be tested in real life situations. (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/499734</guid>
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    <item>
      <title>IMBALANCES ON RETURN MARKETS IN TRANSPORT: A NOTE ON PRICE SETTING</title>
      <link>https://trid.trb.org/View/499735</link>
      <description><![CDATA[Markets for transport are often characterized by unequal demand in both directions: during peak hour in the morning trains are crowded into the direction of large cities, whereas they may be almost empty into the other direction. A similar pattern often exists for freight flows. In this paper the implications of these imbalances for price setting of transport firms are discussed. From the economic theory viewpoint, two regimes can be distinguished: one regime where, owing to price differentiation, the flows are equal; and the other one where unequal flows are the result. Special attention is paid to the case the transport firm does not apply price discrimination as is the case in most railway firms in Europe. Such a policy causes a reduction in profits. (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/499735</guid>
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    <item>
      <title>THE BUSINESS ECONOMIC FEASIBILITY OF SAFETY MEASURES FOR TRANSPORT COMPANIES</title>
      <link>https://trid.trb.org/View/499736</link>
      <description><![CDATA[The longer version of this study was published by the SWOV Institute for Road Safety Research, Serial Number R-97-42, and for the abstract see IRRD 897976. 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/499736</guid>
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    <item>
      <title>COMPETITION AND INNOVATION HAVE NOT BEEN IMPROVED AS A RESULT OF THE REFORM OF THE NETHERLANDS RAILWAYS: THE OUTLINE OF AN ALTERNATIVE MODEL</title>
      <link>https://trid.trb.org/View/499737</link>
      <description><![CDATA[Concerning competition and innovation, the chosen model of separation between infrastructure and operations is not the right way of splitting up the railways. This is demonstrated by the fact that so far the Netherlands Railways (NS) hardly has any serious competition to contend with, and innovation is threatening to stagnate. Factors that were originally responsible for turning the railways into monolithic organisations are now the reason why there is such a lack of competition and innovation: (1) Track and rolling stock have strong technical bonds; (2) The production means, for instance infrastructure and rolling stock (and staff), are expensive and have a long life; (3) The timetable simultaneously describes the transport supply and the allocation of production means. It therefore integrates train operations and infrastructure management; and (4) the railways are a tool of transport policy. This paper outlines an alternative model to the present system. Better service to the user can be achieved by competition in the market between the first and second layers. Innovation of the production means is concentrated within a single layer which enables a proper trade-off between investment in tracks and locomotives for example for a new signalling system. The systematic decomposition proposed creates the opportunity of providing greater overall control with a view to improving the performance of the railways. (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/499737</guid>
    </item>
    <item>
      <title>DO TRAIN PASSENGERS ACCEPT LESS COMFORTABLE "SHUTTLE-TRAINS"?</title>
      <link>https://trid.trb.org/View/499738</link>
      <description><![CDATA[The Netherlands Railways (NS) is trying to differentiate train products, and made special less comfortable trains for people travelling short distances up to 30 km, from suburbs to inner cities. These trains have a high frequency, they are more reliable, and the total trip time for the passenger will be shorter. NS wants to know wether these changes are accepted by the passengers or not. Counting passengers, studying revenues and research were necessary. Results of small and extending surveys prove that train passengers accept this new, "shuttle" concept. The concept itself is also profitable to the NS. It is concluded that the new concept is a good basis for further improvements and extensions. (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/499738</guid>
    </item>
    <item>
      <title>RELIABILITY OF TRAVEL TIMES IN PUBLIC TRANSPORT CHAINS: EMPIRICAL RESULTS</title>
      <link>https://trid.trb.org/View/499739</link>
      <description><![CDATA[This paper describes the reliability of public transport chains in the Netherlands, based on a sample of 300 trips. Differences according to the degree of urbanization, distance, time of day, and day of week are investigated. The analysis starts with the estimation of distributions of arrival and travel times of various public transport modes. A main conclusion is that in general the mismatch between realized and official travel times is rather small. The reliability of transport chains is smaller in areas with low population density and on Sundays. The explanation is that in these regions (on these days) frequencies are low so that if one misses a connection, one may have to wait a long time before one can continue the trip. (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/499739</guid>
    </item>
    <item>
      <title>THE BUS ON THE RIGHT ROAD?: ESSENTIAL CHOICES IN THE DEREGULATION OF REGIONAL PUBLIC TRANSPORT</title>
      <link>https://trid.trb.org/View/499740</link>
      <description><![CDATA[The deregulation of regional public transport in the Netherlands is nearby. The question is whether this will be real deregulation or just the introduction of competition. The essential choice is to make the right mix of incentives and regulations. Until now, the accent was to much on regulations. Regulations limit the transport companies' economic freedom. This freedom is essential for efficiency gains however. From now on, the choices are up to regional governments. They determine the choice between deregulation and just competition. The outcomes of their choices will be the interesting research objects for the following years. (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/499740</guid>
    </item>
    <item>
      <title>DO WE HAVE A PROBLEM?: EXPLORING THE NEED OF REGIONAL PUBLIC TRANSPORT DATA IN THE NETHERLANDS</title>
      <link>https://trid.trb.org/View/499741</link>
      <description><![CDATA[Public transport has always been a responsibility of the national government in the Netherlands. Starting in 1998, provinces in the Netherlands will be responsible for regional public transport. The Transport and Economics Department of the province of South Holland has started a project to explore the need of data on regional public transport. This paper describes the first results of the project. The need of data has been explored by interviewing policymakers. The availability of data has also been scanned. Need and availability have been matched. This information is used to make a rough design of a regional public transport information system. It is concluded that there is an enormous amount of data. The problem to be solved will be to aggregate and present the data to give useful information for policymakers. Provinces will have to invest in manpower and knowledge to build and use the information system. The "Kennisplatform VERDI" is a cooperation between the national government, provinces and communities in the Netherlands in the field of research and knowledge on transport. VERDI will be helpful to exchange information and experience on this subject. (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/499741</guid>
    </item>
    <item>
      <title>A DOUBLING OF PUBLIC TRANSPORT, WHAT'S THE CURRENT STATUS?: FROM PRODUCT TO MARKET ORIENTATION</title>
      <link>https://trid.trb.org/View/499742</link>
      <description><![CDATA[Since the Second Transport Structure Plan (SVV-II), public transport has an important role in restricting the mobility growth in the Netherlands. Several measures have been implemented: considerable investments have been made in infrastructure, decentralisation of traffic policy, privatisation of public transport companies, and the introduction of competition. Still, the growth of public transport is disappointing. Public transport companies can succeed by: reconsidering their core business, the development of a long-term strategy, a customer-oriented approach, and by changing their internal 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/499742</guid>
    </item>
    <item>
      <title>INTERCONNECTING PUBLIC TRANSPORT, THE REVIVAL OF CHAIN ANALYSIS IN PUBLIC TRANSPORT</title>
      <link>https://trid.trb.org/View/499743</link>
      <description><![CDATA[Trip chains represent an analytical tool to understand public transport service networks from the eyes of the traveller. The idea of trip chains has been used in different ways in the Netherlands over the last 25 years. Before the 1980's the concept was used mostly to improve the interconnection of the different types of services one company, especially Dutch Rail, was offering. In the early 1980's the concept was used by the central government to reduce the number of parallel running regional bus and train services. In the late 1980's again the emphasis changed to restructuring the regional public transport network, to reduce mounting costs. What will be the role of the concept of trip chains in the coming years? Will fears that the introduction of competition in Dutch public transport will reduce the high level of interconnection materialise? Will decentralisation of responsibilities from central government reduce the quality of interconnection in the Netherlands, given the fact that central government played a major role in interconnection in the last decades? This paper tries to asses possible new roles of chain-based analysis and how this can contribute to the improvement of the quality of Dutch public transport. (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/499743</guid>
    </item>
    <item>
      <title>COLLECTIVE TRANSPORT IN A POST-URBAN ENVIRONMENT</title>
      <link>https://trid.trb.org/View/499744</link>
      <description><![CDATA[This paper examines the manner in which a renewed structure and design of collective transport can be brought into line with post-urban developments. These developments are characterised by a strong trend towards spatial distribution, less emphasis being placed on town/city centres, and a diffusion of transport patterns. Three transport concepts have been developed. In the web system (the first transport concept), a more tangential bus system will be introduced with higher quality transfers to the existing rail network. In more urban areas, the emphasis can be placed on such tangential transport axes. In the taxi system (the second transport concept), the(shared) taxi constitutes the main form of transport for relatively shortdistances. For the opening up of local areas and lighter flows, the flexible deployment of the taxi has the best results, albeit less so in terms of rush-hour capacity. The carpool system (the third transport concept) enables a ride to be obtained in another individual's car using the main roads. The carpool concept is only a potentially successful solution to trips to the peripheral urban areas, where insufficient other means of collective transport are available. (A) For the covering abstract of the conferencesee IRRD 493592.]]></description>
      <pubDate>Thu, 15 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499744</guid>
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