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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>Mapping cities by transit riders’ trajectories: The case of Brisbane, Australia</title>
      <link>https://trid.trb.org/View/1537114</link>
      <description><![CDATA[It has become easier to reveal the way in which public transit remains relevant, how it enables daily mobility, and the way in which it connects different locales across a metropolitan area, through the use of emerging non-traditional data (NTD), such as smart card data used by transit agencies and Google's General Transit Feed Specifications (GTFS). The authors retrieved 205,560 distinct transit riders' trip trajectories by direction (AM/inbound vs. PM/outbound) in Brisbane, Australia, based on a 24-hour period of smart card data for Bristane (March 4, 2014) allied with GTFS data. The trajectories are visualized using a waterpark metaphor, which compares the way in which people flow downhill to water flow.]]></description>
      <pubDate>Fri, 28 Sep 2018 16:29:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1537114</guid>
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      <title>Material politics of images: Visualising future transport infrastructures</title>
      <link>https://trid.trb.org/View/1537113</link>
      <description><![CDATA[Mobility infrastructure crises are afflicting cities around the world. Through different remedies, governments are responding to these crises. In terms of who they privilege and who they neglect, these so-called 'fixes' have been analyzed by mobilities researchers. However, regarding the actual materials utilized to gather support for these fixes, little has been said, with the focus of analysis often landing on the symbolic rhetoric of talk and text. Geographical reflection regarding the material agency of images is developed in this article by reviewing four types of image-object used by a private motorway that is the proposed 'fix' to Sydney's drivetime crisis, called WestConnex. This reflection is developed in order to surmise how different forms of geovisualization might achieve their authority through the material agencies of the images themselves, as opposed to merely being the passive representations of a purportedly dominant power. The myriad ways that images contribute to the production of future infrastructures are better understood by the reflection offered in this article.]]></description>
      <pubDate>Fri, 28 Sep 2018 16:29:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1537113</guid>
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      <title>Comparative visualizations of transport networks in Calgary using shortest-path trees</title>
      <link>https://trid.trb.org/View/1538240</link>
      <description><![CDATA[In order to make a visual comparison between the structure of transportation networks, differences in travel times, and critical travel pathways for three travel modes in Calgary, Canada, three maps are generated. Also highlighted here are the ways in which natural phenomena are visually similar to the fractal-like structure of these urban transportation networks.]]></description>
      <pubDate>Fri, 28 Sep 2018 16:29:41 GMT</pubDate>
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      <title>The Transformation of Transport Policy in Great Britain? 'New Realism' and New Labour's Decade of Displacement Activity</title>
      <link>https://trid.trb.org/View/1238813</link>
      <description><![CDATA[The authors of this article revisit the concept of New Realism and reexamine its potential utility as an agent of change in British transport policy.  They define New Realism as a rejection of the tradition that the supply of road space could and should be continually expanded to match demand.  Rather, transport policy can support a combination of investment in public transport, walking and cycling opportunities, and demand management to address rising vehicle use and associated increases in congestion and pollution/carbon emissions.  The authors outline the principal characteristics of New Realism and the transport realities that remain after Labour’s approach to policy between 1997 and 2010.  They cover the realities of what was and was not possible to deliver, and why.  The article concludes with a discussion of the extent to which New Realism remains a credible basis for transport policy in the United Kingdom from 2010 forward.]]></description>
      <pubDate>Tue, 14 May 2013 09:45:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1238813</guid>
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      <title>Neighbourhood Destination Accessibility Index: A GIS Tool for Measuring Infrastructure Support for Neighbourhood Physical Activity</title>
      <link>https://trid.trb.org/View/1238812</link>
      <description><![CDATA[This article reports on the development of a GIS-based `Neighbourhood Destination Accessibility Index' (NDAI) for four New Zealand cities.  The authors used eight domains of neighborhood destinations for the index: education, transport, recreation, social and cultural, food retail, financial, health, and other retail.  Each of these represents a measure of pedestrian access to neighborhood destinations, with a goal of identifying urban built environments that can influence population-level physical activity. The authors describe their methodology used in the construction of the index, focusing on how proximity to each component could conceivably encourage walking for leisure and/or transport by residents of various ages and life stages.  The authors applied their index to four areas in New Zealand, finding that the intensity of neighborhood destination opportunities varied considerably among cities and between neighborhoods within cities. Access to neighborhood infrastructural support tends to be better in more socially deprived places. The authors conclude that changes to key characteristics of the urban built environment are integral to successful and sustainable policy initiatives that can be used to address the rising rates of obesity.  The NDAI can help identify those key characteristics.]]></description>
      <pubDate>Tue, 14 May 2013 09:45:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1238812</guid>
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    <item>
      <title>A phenomenological theory of socioeconomic systems with spatial interactions</title>
      <link>https://trid.trb.org/View/1188971</link>
      <description><![CDATA[This paper deals with a class of models which describe spatial interactions and are based on jaynes's principle.  The variables entering these models can be partitioned in four groups: (a) probability density distributions (for example, relative traffic flows), (b) expected values (average cost of travel), (c) their duals (lagrange multipliers, traffic impedance coefficient), and (d) operators transforming probabilities into expected values.  The paper presents several dual formulations replacing the problem of maximizing entropy in terms of the group of variables (a) by equivalent extreme problems involving groups (b)-(d).  These problems form the basis of a phenomenological theory.  The theory makes it possible to derive useful relationships among groups (b) and (c).  There are two topics discussed: (1) practical application of the theory (with examples), (2) the relationship between socioeconomic modelling and statistical mechanics (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 08:25:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188971</guid>
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      <title>Technological change and urban form</title>
      <link>https://trid.trb.org/View/1187982</link>
      <description><![CDATA[In this paper the author previews a current international study of impacts of technological change on urban activities and interactions, and hence on urban built form.  He considers various trends and factors of technological change, and the mechanisms through which they are influencing urban form.  The nature of this impact is also discussed.  The author introduces two basic measures of urban form and interaction, and maps urban activities and interactions onto this two dimensional space.  Some of the broader impacts of technological change may then be considered as movements in this space. Information systems for monitoring the effects of technological change, for quantitative analysis of these impacts, and for prediction of further impacts of change are also discussed.  Last, the implications for planning are considered.  One possible model for use at various levels in this study is outlined in an appendix (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 07:46:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1187982</guid>
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    <item>
      <title>Dimensions of automobile demand: an overview of an Australian research project</title>
      <link>https://trid.trb.org/View/1187118</link>
      <description><![CDATA[The major objective of the study on the dimensions of automobile demand (1981- 1988) is to obtain reliable forecasts of the variables which drive the fundamental energy equation: energy consumed (litres) = efficiency of technology (litres/ 100 kilometres)* utilisation rate (kilometres per period). Since the level of utilisation is unlikely to be independent of the state of technology, and both dimensions are conditioned by the state of the economy and the nature of households as well as the extent of corporate sector support to the household sector, it is necessary to view the levels of vehicle usage and vehicle fuel efficiency as outputs of the broader household decision process.  This broader context can be represented by a study of the household's choice of automobiles (by number and composition) and levels of utilisation.  This perspective enables us to view vehicle efficiency and utilisation as derivatives of a study of the household's demand for mobility services which are derived from the demand for end activities (consumption of goods and leisure).  Since we are especially interested in the role of fuel prices and vehicle technology in the household's decision on the level of vehicle utilisation, it is desirable to monitor the response path of a sample of households over a period of time.  A single cross section approach cannot identify the influence of changing fuel prices on vehicle use, nor adequately accommodate the temporal relationship between vehicle purchase/ disposal decisions and the utilisation rate.  To satisfactorily represent the role of policy variables (eg, fuel prices, taxes associated with vehicle possession, standards for vehicle technology) in the context of the wider set of influences on household automobile possession and usage, we have developed an econometric model system which jointly models the household's choice of vehicles and utilisation level over the period 1981- 1985.  This paper provides an overview of the theoretical, methodological and empirical dimensions of the project, and where appropriate introduces some preliminary findings.  The project in its entirety is due for completion in late 1988 (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 07:02:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1187118</guid>
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    <item>
      <title>Identification of segmentation criteria for the improvement of population forecasts</title>
      <link>https://trid.trb.org/View/1186254</link>
      <description><![CDATA[It is often stated that the single most important influence on the quality of forecasts of behaviour is the set of predetermined oxogenous variables (typically sociodemographic) that categorise the population. These variables are used to carry the sampled population into the future as a representation of the composition of future populations.  Such variables or segmentation criteria are typically dictated by the limited set of descriptors projected by specialised forecasting agencies.  Although the wisdom of their efforts is respected, from time to time it seems worthwhile to reappraise the set of exogenous variables which are subject to intense forecasting to see if there may be a case for considering additional variables (and even 'resting' the current set).  It is argued that a desired segmentation set should be linked to preference stability, and that a suitable procedure for establishing such a link is via preference data derived from a controlled experimental design. From the empirical study it is illustrated how preference data can be combined with socioeconomic data to seek out the role of the 'current' set and the 'new' set of socioeconomic variables in a particular forecasting context. Since the selection of variables must be application specific, the main emphasis of this paper is on the methodology.  The reported empirical findings are of illustrative use only (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 06:16:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1186254</guid>
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      <title>Modeling the dynamics of passenger travel demand by using structural equations</title>
      <link>https://trid.trb.org/View/1185604</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:44:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185604</guid>
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      <title>Modernisation and incorporation: the development of Singapore's bus services 1945-74</title>
      <link>https://trid.trb.org/View/1185405</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:39:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185405</guid>
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    <item>
      <title>The internationalization of engineering consultancies: problems of breaking into the club</title>
      <link>https://trid.trb.org/View/1185181</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:34:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185181</guid>
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      <title>Technological change and spatial transformation in an information economy: 2. the influence of new information technology on the urban system</title>
      <link>https://trid.trb.org/View/1185180</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:34:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185180</guid>
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    <item>
      <title>Transport research in a free market society</title>
      <link>https://trid.trb.org/View/1185179</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:34:03 GMT</pubDate>
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      <title>Space time diaries and travel characteristics for different levels of respondent aggregation</title>
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      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:33:32 GMT</pubDate>
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