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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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      <title>Transport Research International Documentation (TRID)</title>
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      <title>LOCAL QUEUE DETECTION AND WARNING SYSTEM . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313958</link>
      <description><![CDATA[This report describes the following: (a) a survey of incident detection algorithms; (b) functional and technical specifications of a local queue warning system; and (C) functional and technical specifications of a local queue detection system.  Some existing incident detection algorithms are also compared.  The incident detection algorithm giving the best results is a rather simple algorithm.  The specifications describe a queue warning system, that, on the basis of automatic incident detection, activates a queue warning sign or sends a queue warning message to an external device like a traffic controller. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313958</guid>
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      <title>CAN QUEUES BE PREVENTED BY DRIVING BEHAVIOUR? . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313959</link>
      <description><![CDATA[This article discusses how queuing can be diminished.  The assumed cause of queueing has been the basis for suggested measures to reduce the queuing problem in congested traffic. Long term measures are needed to solve congestion. However only driving behaviour needs to be altered in order to decrease the queuing problem under present circumstances. "keep one's distance" is the keyword! (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313959</guid>
    </item>
    <item>
      <title>RAMP METERING . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313960</link>
      <description><![CDATA[Ramp metering is the regulation of the quantity of vehicles reaching the motorway by a ramp.  This is done by a special traffic light, determining the numbers of vehicles per unit of time and the time in between the vehicles.  Three possible applications are described: spread of intensities on the ramp; regulation of waiting time according to origin; and prevention of the blocking of other traffic streams.  In the USA ramp metering has been applied very successfully for 15 years now. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313960</guid>
    </item>
    <item>
      <title>MEASURES FOR BETTER USE OF EXISTING MOTORWAYS: IS THE SOLUTION WORSE THAN THE PROBLEM TO BE SOLVED? . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313961</link>
      <description><![CDATA[This paper describes the measures to encourage better use of the existing road infrastructure which are a part of the accessibility plan for the randstad (western part of the Netherlands).  These measures are divided into measures with a permanent character and measures with a definite temporary use, because they contain parts which are constructed below design standard.  The advantages and the disadvantages of these measures are described.  To encourage the discussion several aspects to be considered are described. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313961</guid>
    </item>
    <item>
      <title>AUTOMATIC TRAFFIC DETECTION WITH VIDEO CAMERAS: CAMERA AND COMPUTER AIDED TRAFFIC SENSOR . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313962</link>
      <description><![CDATA[Devlonics control nv has developed, in co-operation with the Belgian government and the university of leuven (louvain), an advanced technology traffic detection, measurement and control sensor system known as ccats (camera and computer aided traffic sensor).  Ccats uses video camera sensors coupled to electronic units that undertake image processing in the numeric mode.  Ccats units are now going into general operational service in Europe following successful use in Belgium.  The system is believed to be the most advanced of its kind for the provision of complete and accurate data on road traffic conditions and for effecting automatic traffic control.  Particularly significant in the development has been the software means to differentiate between wanted data from video images of moving vehicles and unwanted information from moving shadows, rain, hail and snow.  The development of the necessary hardware for reliable operation of the sophisticated video and microprocessor electronics in difficult outdoor conditions is also highlighted. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313962</guid>
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      <title>SYNCHRONISATION OF TRAFFIC LIGHTS WITH LEVEL CROSSING SAFETY INSTALLATIONS . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313963</link>
      <description><![CDATA[This paper describes a method to synchronise the traffic control programme with an active level crossing installation.  Signal controlled intersections near the level crossings of main and secondary railway lines need especial care in design.  Confrontation of approaching road traffic with inconsistent and misleading information has to be avoided.  For traffic lights beyond the level crossing it is necessary that no obstructions occur for traffic clearing the level crossing. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313963</guid>
    </item>
    <item>
      <title>DISTRIBUTION OF FREE SPEEDS AT TWO-LANE RURAL ROADS . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313964</link>
      <description><![CDATA[Free speeds are defined as the speeds at which vehicles are driven when the drivers are not influenced by other vehicles.  In general only some of the drivers in a traffic stream will be able to drive at their free speed.  The speeds of the vehicles that drive free are not representative of the distribution of the free speeds of all drivers on the road because the lower free speeds are over represented.  Branston has developed a method to estimate the distribution of free speeds from the speeds of free and non-free vehicles on a cross-section.  It was found that this method is identical with the statistical estimation technique using censored observations, the product limit method.  The method has been evaluated by using two simple simulation models and is applied to data from high flow two-lane rural roads.  It was found that a large part of the free speeds are higher than the speed limit.  Free speeds in rush hours tend to be somewhat higher than speeds during the rest of the day. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313964</guid>
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      <title>PRACTICAL WORKING OUT OF 30 KM/HOUR AS A GENERAL SPEED LIMIT WITHIN THE BUILT-UP AREA . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313965</link>
      <description><![CDATA[Some people, for example those within the Dutch pedestrian association, want to obtain a general speed limit of 30 km/hr within built up areas.  The problems associated with this are: (a) upon which roads (in principle only through roads) can the speed limit remain higher than this; and (B) how it can be made clear to road users which speed limit is in force on any particular road.  It is suggested in this paper that a speed limit of 50 km/hour should be enforced upon major roads (i.e. The one upon which traffic has priority).  The "traffic rules and traffic signs regulators" should specify that within built up areas the speed limit on major roads is 50 km/hour and on all other roads it is 30 km/hour unless otherwise indicated by signs. This would save a vast increase in traffic signs as well as enforcing a two tier urban speed limit system.  This paper puts forward arguments that advocate such a system and also discusses other aspects relating to the problem such as traffic safety, legislation and public acceptance.  A case is advocated for making through roads the only major roads in principle. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313965</guid>
    </item>
    <item>
      <title>CATEGORIZATION AND RECOGNITION OF ROADS WITHIN BUILT-UP AREAS . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313966</link>
      <description><![CDATA[This study on the recognition of road types within built-up areas used video recordings of forty-eight systematically chosen road stretches.  In the first part of the study, these recordings were judged by nine subjects, using the personal construct method.  This part resulted in a number of rating scales representative for these nine subjects.  In the second part of the study thirty-nine subjects judged the road stretches on these rating scales.  Analyses of these judgements show that road users as a group discriminate between more types of roads than those provided by the official categorization.  The types are strongly related to the judged safe speeds on the stretches.  The latter were higher compared to the speeds prescribed by the official categories and were mainly related to the judged manoeuvring effort required for following the road. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313966</guid>
    </item>
    <item>
      <title>A TYPOLOGY OF ROAD SECTIONS WITH ACCIDENT CONCENTRATIONS WITHIN BUILT-UP AREAS . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313967</link>
      <description><![CDATA[About eighty percent of the accidents with injury in urban areas occurs on arterial roads.  The spatial distribution of these accidents is far from uniform.  This is of course mainly due to the strong differences between the functional characteristics of the arterial roads.  SWOV research indicates that a typology of road sections with accident concentrations can be based on only a few characteristics (volume, number of lanes, facilities for bicycles and mopeds, and parking facilities). (Author/TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313967</guid>
    </item>
    <item>
      <title>CAPACITY ESTIMATORS: A FURTHER CONTEMPLATION . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313968</link>
      <description><![CDATA[During a pilot study on freeway lane drops with a reduction of lanes from three to two lanes, a number of restrictions on the application of capacity estimators appeared.  This paper successively describes the various capacity estimators, the pilot study, and the application of capacity estimators in general.  The consequences of cluster capacity paths in sections where traffic streams diverge or converge are described.  The similarity in geometry of freeway sections offers possibilities for the determination of differences in capacity within that section.  This subject is also discussed in this paper. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313968</guid>
    </item>
    <item>
      <title>WHICH TRAFFIC ENGINEERING FOR THE FUTURE? . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313969</link>
      <description><![CDATA[This article studies the most efficient way of meeting transport requirements, taking the following aspects into account: (a) actual transport requirements; (b) costs; and (c) environmental effects.  Emphasis is put upon the ability of the user to choose the most attractive and the cheapest method of transportation.  Authorities are supposed to strive for a good transportation system. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313969</guid>
    </item>
    <item>
      <title>WITH THE STRUCTURE SCHEME ON TRAFFIC AND TRANSPORT NO MORE QUEUES? . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313970</link>
      <description><![CDATA[The Netherlands has a traffic congestion problem.  This paper describes and discusses the solutions put forward to decrease the problem in the recently published "tweede struktuurschema verkeer en vervoer (svv2)", the policy for traffic and transport till the year 2010.  According to svv2 nineteen milliard guilders will be invested in highways and twelve milliard guilders in the public transport.  The use of private cars will be reduced by a parking-policy, tax-policy and road-pricing.  Svv2 provides little choice of priority concerning schedule and finances.  The mean problems of traffic congestion are given as the damage on the economy and the environment.  Can svv2 offer a stable solution for these problems?  The conclusions are: (a) investment in road-building and the introduction of road-pricing don't assure the improvement in road congestion for business-traffic, the transport of goods and the environment; and (b) the financial policy has to give priority to public transport, the transport of goods and business-traffic. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313970</guid>
    </item>
    <item>
      <title>FOUR SCENARIO'S FOR TRAFFIC AND TRANSPORT 2010/2015 . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313971</link>
      <description><![CDATA[Four extreme scenarios are sketched, intended to be a mirror to the "second structure scheme of traffic and transport". In a scenario based on the growth of the number of cars it is proven that the possible growth is much higher than in a scenario of unchanged policy.  Two other scenarios based on the (partial) growth of public transport indicate that the final solution has not been found yet.  Finally strong present forces are indicated, possibly bringing about important changes in the western part of the Netherlands. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313971</guid>
    </item>
    <item>
      <title>IDEAS ABOUT FUTURE TRANSPORT SYSTEMS . CONFERENCE PAPERS ON THE WORKING DAYS ON TRAFFIC ENGINEERING 1989</title>
      <link>https://trid.trb.org/View/313972</link>
      <description><![CDATA[In this paper attention is given to some ideas about future transport systems.  In view of the expected economic and technical development with their appropriate impact on traffic, transport and environment conditions a long-term vision was also required.  Particularly in respect of the (European) internal market by 1992 it is important that the Netherlands -promoted as the Holland international distribution council -is concerned about initiatives to underline this unique position.  The long-term vision is considered from various points of view.  One of the ideas is to develop and to construct inter European high speed motorways (hsa-roads) for international long-distance traffic.  For local traffic and international transport an integrated transport system (its) would be developed for low-speed traffic, collecting and distributing merchandise and/or passengers.  Tunnels would also be constructed for high speed through traffic.  For various reasons most attention is paid to (containerized) freight traffic though in principle both system can also be applied for passengers traffic.  Further studies are required in order to see whether the ideas can be realized, considering the economic aspects in relation to the existing conventional systems. (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313972</guid>
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