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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>A transport plan: what the punter is entitled to</title>
      <link>https://trid.trb.org/View/1159055</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 05:25:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1159055</guid>
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      <title>Why do we bother? Back to the first principles of managing traffic impacts in local areas</title>
      <link>https://trid.trb.org/View/768282</link>
      <description><![CDATA[Key elements of safety-conscious planning (reducing vehicular travel, avoiding serious conflicts, compatible traffic in shared areas, and segregation where necessary) are noted, and some contradictions between safety-conscious planning and current planning practices are highlighted.  A way to regard the hierarchy of movement spaces in a local area is recommended.  The impacts of traffic on residential amenity are in greatest danger of being neglected in the current planning environment.  Amenity calls up considerations of environmental capacity, and the influence of traffic flow on neighbourhood interaction and the householder's sense of territory around their dwelling.  The documented findings on these matters need to play a bigger part in decisions about traffic networks and flows, and there are strong indications that the appropriate traffic level for local streets serving family housing and for conventional housing fronting arterials is probably a good deal lower than many codes currently allow. (a) For the covering  entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:09:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/768282</guid>
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      <title>Management of network operations: the future for the best traffic engineers?</title>
      <link>https://trid.trb.org/View/768281</link>
      <description><![CDATA[There is no doubt that a mind set change is taking place in road administrations.  It is the acceptance that road and traffic authorities have two equally important roles: 1. management of road infrastructure assets; and,  2. management of network operations.  This paper will investigate the second of these - management of network operations, using the strategic direction set by the World Road Association in late 2003.  The World Road Association has asked the technical committee to look at the role of management of network operations from three viewpoints -with each viewpoint haying three components.  They are: 1. new ideas for wide network operations; 2. information management and the public interest; 3. appropriate use of ITS for an integrated transport system  This paper will show that from a management and technical perspective the challenges for up and coming traffic engineers will be breathtaking.  They will be working to optimise a system that extends well beyond roads, and has billions of stakeholders who often  have very different objectives. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:09:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/768281</guid>
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    <item>
      <title>Urban sprawl: can it be slowed?</title>
      <link>https://trid.trb.org/View/768280</link>
      <description><![CDATA[Based on observations of the rapidly growing area of south-east Queensland, the mechanisms and fcailitators of urban sprawl are examined.  Low density, fringe-urban population growth is shown to be encouraged and subsidised in several ways, as the by-product of the policies and practices of state and local government agencies.  Residential location choices (where people choose to build houses and live) are strongly influenced by perceived household transport costs.  The provision of transport infrastructure can and should be used to change perceived transport costs and influence urban development patterns to reduce urban sprawl.  At present, government policies, particularly in respect of major road construction, are doing exactly the opposite, and encouraging urban sprawl.  One of the primary drivers of urban sprawl in south east Queensland is the construction by the Department of Main Roads of high-speed, fringe-urban rural freeway standard radial roads, developed with the worthwhile objectives of lowering inter-regional transport costs, encouraging tourism and industry, reducing accident costs, etc. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:09:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/768280</guid>
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      <title>Managing travel demand: the development of high occupancy vehicle policy for Queensland</title>
      <link>https://trid.trb.org/View/768279</link>
      <description><![CDATA[The Queensland Department of Main Roads Strategic Plan identifies High Occupancy Vehicle (HOV) arrangements as a deliverable.  This is consistent with whole-of-government targets to increase vehicle occupancy and public transport modal share of trips, as outlined in various Queensland integrated regional transport plans and state-wide action plans.  There are several  million dollars in HOV related projects in the Roads Implementation Plan  (RIP) to be delivered in the next 2 years, yet there is currently no departmental or whole of government policy relating to the implementation, operation or support of HOV facilities.  The biggest issues with HOV arrangements are related to agency coordination, strategic direction, design and operation, compliance and enforcement, and performance monitoring.  The draft policy includes 12 separate policy areas arranged into three groups: planning and design, operations and other.  This paper outlines the HOV policy development process to date, and provides an overview of the draft policies developed for the planning, implementation, operation and support of  HOV facilities. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:09:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/768279</guid>
    </item>
    <item>
      <title>Transport planning in South Australia</title>
      <link>https://trid.trb.org/View/768278</link>
      <description><![CDATA[The Government recognises that not all South Australian's fare equally in  terms of transport and planning, and some experience acute and disproportionate disadvantage.  This is why social inclusion is a central theme.  The Draft Transport Plan is a key component of the transport planning process and seeks to provide the direction and framework for decision-making across all modes of transport.  The incorporation of land use planning approaches and innovations on more traditional transport solutions aims to maximise access to infrastructure and services in order to widen transport choices in both rural and metropolitan areas.  Emphasis is on fair access for  pedestrians, cyclists and more sustainable transport modes generally.  Public transport is given greater priority than in the past -at intersections, on the transport system and for Government expenditure -as is rail and  shipping for the movement of freight.  The State Government will need community involvement and partnership with other Governments and the private  sector to achieve the vision of a sustainable transport system for South  Australia. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:09:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/768278</guid>
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    <item>
      <title>All modes are not equal: how to provide priority for public transport but still account for others</title>
      <link>https://trid.trb.org/View/768277</link>
      <description><![CDATA[The Victorian Government is aiming to increase public transport usage to 20 per cent of motorised trips by 2020.  An increase in public transport priority on the road network has been initiated to contribute to this.  This increase in priority has brought to the forefront the issue of competing  demands for road space and time between different modes.  In other words, it raises the question: "How do we provide priority for public transport, but still be accountable for other road users?"  This paper focuses on how VicRoads is addressing the Victorian Government's public transport agenda, and is tackling the issue of an increase in public transport priority that can adversely affect other modes.  The frameworks that have been developed will continue to be refined.  However, it is considered that they will be useful to other road authorities, or transport planners, to assist in evaluating competing demand issues between different modes. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/768277</guid>
    </item>
    <item>
      <title>The Eastern Transport Corridor: a fair go for all modes</title>
      <link>https://trid.trb.org/View/768276</link>
      <description><![CDATA[This paper discusses the development of the concept of the Eastern Transport Corridor, a major, multi modal transport scheme proposed in Auckland, New Zealand.  It sets out some of the transportation issues facing the Auckland region, which houses approximately 30 per cent of the population of New Zealand and considers the extent to which the proposed scheme provides  "a fair go for all modes". (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/768276</guid>
    </item>
    <item>
      <title>On your bike! A saving to you and your community?</title>
      <link>https://trid.trb.org/View/768275</link>
      <description><![CDATA[It is becoming common practice within both Australian and international transport planning communities for "cycling usage targets" to be defined as  part of an overall transport strategy.  In many cases these targets primarily relate to a significant increase in the proportion, or mode share for cycling within each community.  A raft of reasons are known that justify  or  support increases in cycling mode share.  For example, common reasons include cost savings for the individual and community; direct and indirect health benefits; reduced environmental and social impact compared to motorised vehicular traffic; increased social interaction and "sense of community" and simply to promote "active" transport.  This paper discusses these diverse benefits and then concludes by exploring whether cycling is really receiving a "fair go".  It also suggests broad solutions that may be adopted to ensure cycling receives a "fair go" into the future. (a) For the  covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/768275</guid>
    </item>
    <item>
      <title>Crossing the road with a disability: are we building what the mobility impaired really need?</title>
      <link>https://trid.trb.org/View/768274</link>
      <description><![CDATA[Results of focus group discussions with people with disabilities have been compared to the perceptions of local government practitioners responsible for the implementation of crossing facilities.  Both groups were asked to rank the importance of l8 crossing facility characteristics.  The results were then compared using a chi squared analysis to determine if there is  a difference in perceptions.  The analysis found that there is a statistical dependence between the two samples for the majority of characteristics.  That is, there is a difference in opinion between the two sample populations.  The disabled community had a greater tendency to consider characteristics 'critical' to the crossing task whilst local government considered the same characteristic 'important or desirable'.  This raises further questions.  If we do not adequately assist the mobility impaired in the simple task of crossing the road what else are we doing wrong and what impact  does that have on maintaining a community mobility. (a) For the covering  entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/768274</guid>
    </item>
    <item>
      <title>Blind dreams [independence issues for the blind or vision impaired]</title>
      <link>https://trid.trb.org/View/768273</link>
      <description><![CDATA[A dream for a blind person would be to travel independently through the environment as quickly as other members of the community.  In the future, a  person who is blind will be moved from A to B via an automated motorcar,  simply by entering the GPS co-ordinates, and on arrival a wayfinding system will announce directions via a wireless mobile phone.  As they walk along, signs will talk to their mobile phone and shops will advertise the same way.  Unfortunately, in reality a person who is blind does not go out independently and explore the world.  Orientation and mobility training has  to be provided by a Mobility Instructor on proposed routes of travel.  Issues encountered include: 1. Public transport; 2. Accessible footpaths; 3.Road crossings; 4.Information that must be memorised.  These are just a few of the considerations that have to be taken into account before a trip is undertaken. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/768273</guid>
    </item>
    <item>
      <title>Sustainable transport in the Lower Hunter region</title>
      <link>https://trid.trb.org/View/768272</link>
      <description><![CDATA[Local Government in the Lower Hunter Region believes that integrated transport planning should be achieved at the regional level, and it is best if  the planning is done now before the land development pressures close off  the low-cost options.  The Paper outlines the opportunities that exist in the Lower Hunter for achieving integrated transport systems and moving towards a target modal split of 20 per cent for public transport.  The strategies include regional transport plans, regional transport management, community advocacy, expansion of the regional rail system, intermodal interchanges, enhancement of bus networks, converting old rail corridors and crown road reserves into pathways and cycleways, kerbside lanes used for alternative transport modes instead of parking, and short term demonstration projects. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/768272</guid>
    </item>
    <item>
      <title>The perception of community severance</title>
      <link>https://trid.trb.org/View/768271</link>
      <description><![CDATA[Community severance is a concept that has existed for years in many countries' transport appraisal systems but who can claim to know what it means?   Most severance assessment frameworks assess only part of the picture.  A typical definition is that given in the UK Design Manual for Roads and Bridges: “The separation of residents from facilities and services they use  within their community caused by new or improved roads or by changes in traffic flows”.  However, research has indicated that severance means many  things to many people.  For example, research carried out in the early 1990s by TRL found that communities see severance as a mixture of: Pedestrian delay; Trip diversion/suppression; Pollution; Danger; and Overall unpleasantness.  This paper draws on a research project that TRL are currently undertaking for the Department for Transport in the UK and: 1.Outlines practitioners' and communities' perception of severance; and 2.Assesses how a  broader picture of severance could be carried forward to practical and effective severance assessment methods. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/768271</guid>
    </item>
    <item>
      <title>Developing road-based intelligent transport system (ITS) deployment guidelines for Queensland</title>
      <link>https://trid.trb.org/View/768270</link>
      <description><![CDATA[This project involves developing ITS deployment guidelines for Main Roads.  The deployment guidelines indicate a desired level of ITS to aid planning and indicate possible intervention levels.  To determine the desired level of ITS, each road section is classified according to parameters such as AADT, percentage heavy vehicles and overloaded vehicles, crash cost, number of incidents, incident duration and percentage time volume-capacity ratio is greater than 0.85.  The guidelines then indicate a desired level of  ITS for each road type and classification.  Once the desired level is determined, the department will be able to undertake a gap or deficiency analysis by measuring the existing ITS deployment and comparing it to the desired level of ITS deployment set out in the guidelines. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/768270</guid>
    </item>
    <item>
      <title>New lamps for old</title>
      <link>https://trid.trb.org/View/768269</link>
      <description><![CDATA[This paper presents a report on the adoption of Light Emitting Diode (LED) Traffic Signal Lanterns in South Australia.  LED Lanterns represent third generation in Lantern Technology and are the most significant advance in  Traffic Signal Lanterns to date.  Transport SA is the first Australian State to embark in widespread replacement of old traffic signal lanterns with LED lanterns.  Upgrading to LED lanterns will reduce power consumption and green house gas emissions, while offering extended service life and improved levels of safety for road users.  Where required, the associated traffic signal controller hardware and/or personality program has been upgraded to enable monitoring of LED lanterns. (a) For the covering entry of this conference, please see ITRD abstract no. E211783.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:08:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/768269</guid>
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