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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>FROM WOONERF TO RESIDENTIAL AREA</title>
      <link>https://trid.trb.org/View/187406</link>
      <description><![CDATA[After an introduction papers are presented on (1) issues, identity and typology of traffic-restricted areas, (2) inner cities as traffic-restricted areas, (3) old-town districts as traffic-restricted areas, (4) new building districts as traffic-restricted areas, (5) growing villages as traffic-restricted areas, and (6) aspects of the experience of traffic-restricted areas.  For abstracts of the papers presented see TRIS abstract nos. 370003 to 370021. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
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      <title>FROM LOCAL IMPROVEMENTS TO STIMULATION OF (SOCIAL) RELATIONS</title>
      <link>https://trid.trb.org/View/187407</link>
      <description><![CDATA[How should residential and downtown areas function and be designed in order to let the various user groups experience their environment optimally?  These areas can be defined by all activities necessary for the daily life of intensive users.  Attractive routes for pedestrians and cyclists to and from destination points are important elements to support and stimulate user patterns.  Relations between activity spaces are the basic elements for the design of traffic systems.  Local improvements in the form of "Woonerven", "Cityerven", or pedestrian areas is necessary but they do not exceed the level of incidental improvements, unless they are part of relation patterns to be stimulated. For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187407</guid>
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      <title>INDICATIONS FOR A CHANGE-OVER</title>
      <link>https://trid.trb.org/View/187408</link>
      <description><![CDATA[Economic, social and political changes affect strongly the conceptions and development of spatial planning and traffic and transport planning.  Traffic and transport planning on the district level requires a change from functional thinking focusing on separation to integrative thinking emphasizing connections.  Consequently, the term "residing" for example is no longer confined to activities within the house, but includes all activities having a relation with the place of residence.  Design implications are the rediscovery of relations within a district and the recognition of their inherent value.  In terms of restructuring of the public space it means giving form to those relations and breaking the monofunctional barriers which characterize new urban developments.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187408</guid>
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      <title>RELATION PATTERNS AND ROUTE DEVELOPMENT; A DESIGN APPROACH</title>
      <link>https://trid.trb.org/View/187409</link>
      <description><![CDATA[The principles of traffic integration on the micro level and on a larger scale both neglect the following facts: (1) human activities are associated with specific places of different size and character; (2) relations are determined by particular groups of population with characteristically different possibilities of transport; (3) spatial quality depends on the assembly of adjoining spaces into a larger whole.  Traffic planners and town planners are used to thinking in terms of certainties (hierarchy of roads, classification in districts and neighbourhoods).  This series emphasizes the development of desired relations especially for pedestrians and cyclists, to improve the accessibility of facilities and services to all residents in the district.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187409</guid>
    </item>
    <item>
      <title>CAR SHELTER AND SEPARATION OF TRAFFIC</title>
      <link>https://trid.trb.org/View/187410</link>
      <description><![CDATA[In town planning insufficient attention is paid to traffic. Parking has not got a proper place in town planning.  The availability of the car is the real problem, especially in quantitative terms.  To provide for the needs of cars the public road has been made available and expanded.  The street has become a storage space.  Reconsideration of traffic is necessary.  Mobility is essential but the car, which is appropriate on highways and main roads, should be separated from the pedestrian, bicycle and bus by car-sheltered areas.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187410</guid>
    </item>
    <item>
      <title>UTRECHT</title>
      <link>https://trid.trb.org/View/187411</link>
      <description><![CDATA[Good accessibility, not only of the city core as a whole but also of the individual businesses in it, is of vital interest. Since 1973 there have existed in Utrecht the elevated pedestrian area of Hoog Catharijne and a pedestrian area of more usual appearance in the ancient city. These two "semi-cores" have very divergent features, but are of approximately equal size, i.e. about 25 acres each. Because of the separation of levels, the accessibility of Hoog Catharijne is ideal, both for private and for public transport.  For cars there are six parking garages (approx 2300 places) within the area.  Railway and bus stations are adjacent.  The accessibility of the pedestrian precinct in the ancient city, especially from the east, is bad for both transport modes.  Sufficient parking space is lacking and public transport is not able to penetrate.  The combination of both pedestrian areas is functioning well.  Judged by the number of passing pedestrians, only the peripheral streets in the eastern edge are less flourishing.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187411</guid>
    </item>
    <item>
      <title>AMERSFOORT</title>
      <link>https://trid.trb.org/View/187412</link>
      <description><![CDATA[An inner city can be conceived as: - a central area with a high degree of variety of central services and facilities, - an area of spatial-historical interest and quality, - a residential area.  The conception of a varied and spread central area contributes to the coherence of the town and will not violate the original structure of the inner city. This kind of central area better adapts to the spatial-historical quality of the inner city.  Living in the inner city remains attractive to different categories of residents.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187412</guid>
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    <item>
      <title>GRONINGEN</title>
      <link>https://trid.trb.org/View/187413</link>
      <description><![CDATA[The inner city area comprises 0,3 square miles, the core being a large square (Grote Markt) of 200 x 100 square yards.  In 1977 a traffic circulation plan was introduced. Characteristics of the plan are as follows: (1) the inner city was divided into four sectors, the boundaries of these sectors were not allowed to be crossed by motor cars.  (2) A main pedestrian area was set up at the south side of the Grote Markt; a second near the Poele Straat. (3) The formerly seven lane traffic artery Zuiderdiep was transformed into a regional bus station.  Trees and illuminations were added.  As a result motor car traffic in the inner city was reduced by 44 per cent and the noise level as an average by 3 db(a) in the inner city and by 12 db(a) in the core.  Since the market has been replaced by the core, the profits of the market merchants has increased. In contrast, the sales of a number of shops declined, but later on also increased.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187413</guid>
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    <item>
      <title>ENSCHEDE; THE REHABILITATION OF THE TOWN CENTRE</title>
      <link>https://trid.trb.org/View/187414</link>
      <description><![CDATA[In Enschede a substantial redevelopment program is currently being implemented.  The collapse of the textile industry in the sixties had scarred the face of the town, which had not been aesthetically pleasing before then. Stimulating national government programs made it possible to construct for example a bus station, a police office, a parking garage and housing. The zoning plan "city centre" (1976) additionally made other structural improvements possible, such as the improvement of the shopping and traffic structure.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187414</guid>
    </item>
    <item>
      <title>PROBLEM SURVEY</title>
      <link>https://trid.trb.org/View/187415</link>
      <description><![CDATA[Since 1970 improvements in the living conditions for the residents of late 19th century and early 20th century quarters have been undertaken.  Streets in such quarters are overcrowded with cars, experience shortages of playing grounds for children, lack adequate room for pedestrians and cyclists or delivery and service traffic.  Open space, quietness and outward views were lost.  The improvements started by demolition and rebuilding.  Increasingly such areas are no longer demolished but renovated by means of housing improvement and "Woonerf" (shared space) construction. Specific problems in setting up "Woonerven" in existing districts are insufficient space for parking places and compulsory consultation about the plan with the present residents. Caution must be taken not to change a "Woonerf" into a "parking erf". For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187415</guid>
    </item>
    <item>
      <title>THE "OUDE WESTERN" IN ROTTERDAM: APPROACH TO BE ADOPTED TOWARDS THE RESIDENTIAL DISTRICT IN AN AREA OF URBAN RENEWAL</title>
      <link>https://trid.trb.org/View/187416</link>
      <description><![CDATA[The "Oude Western", a district in Rotterdam, some 100 years old, is being renovated.  The point of departure is to maintain the structure of the district with 10 yards wide streets.  The building density is to be reduced from 60 houses per acre to 40.  The most important problem is to get the parked cars off the streets.  For 3750 houses 2500 parking places are needed.  According to the plans 1600 cars will remain on the streets, 900 in garages, partly underneath houses, partly underneath green inner courts. The financing of the garages causes practical problems. The national government subsidizes the garages only partially. The remainder has to be paid by the users, who do not consider this to be equitable (in view of free parking facilities elsewhere).  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187416</guid>
    </item>
    <item>
      <title>EXPERIENCES, PARTICULARLY WITH A DEMONSTRATION PROJECT IN EINDHOVEN</title>
      <link>https://trid.trb.org/View/187417</link>
      <description><![CDATA[The answer to the question why residential areas must be improved cannot easily be found in literature.  Urban sociology and environmental psychology emphasize the positive inlfuence of restructuring the public space on the well being of the residents, shopkeepers, etc concerned. Consultation of these people during the design phase is then no longer a ritual.  It involves a thorough dialogue between designer and all concerned and between those who are mutually concerned.  Separation of an area into traffic flow areas and traffic restricted areas is already included in structure plans and traffic circulation plans.  In traffic flow areas so many existing elements play a part - e.g. an old radial road with houses, trades, offices, shops - that restructuring already could be necessary from that point of view. For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187417</guid>
    </item>
    <item>
      <title>ACCESSIBILITY AND ROUTING</title>
      <link>https://trid.trb.org/View/187418</link>
      <description><![CDATA[The accessibility of shops, offices, schools, bus stops in a district is related to distance over the road, attractiveness of the routes and the ease of combination of destinations.  The structure of the network of pedestrian and cyclist routes plays an important role in this respect. More residents can come within reach of a concentration of facilities and services by introducing diagonals in a rectangular network and increasing the number of houses per acre in the vicinity.  By clustering the pedestrian and cyclist streams a symbiotic effect can be introduced and consequently the attractiveness of the routes themselves can be increased.  Along those clustered routes facilities and services can be located to develop "route zones" which functionally and by their attractiveness are compatible with the characteristics of the pedestrian and cyclist.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187418</guid>
    </item>
    <item>
      <title>SPIJKENISSE; PEDESTRIAN, CYCLIST AND PUBLIC TRANSPORT AS STRUCTURE DETERMINING ELEMENTS</title>
      <link>https://trid.trb.org/View/187419</link>
      <description><![CDATA[Pedestrian and cyclist routes can form the ever returning theme in the varied composition of cities and suburbs. This is justified by the large number of pedestrians and bicycles.  Like main roads for car traffic in the cities, there should be main routes for walking and cycling within the suburbs and neighbourhoods.  Cars are directed to areas with few pedestrian and cyclist traffic.  This concept has been used in Spijkenisse, a quickly growing suburb near Rotterdam (maximum 25000 houses).  By drawing desire lines for pedestrians and cyclists to attraction points and combining those lines in a network, principal routes develop.  Districts and neighbourhoods are designed around these routes for walking and cycling.  Seventy per cent of the houses will be within 2/3 mile of one of the three metro stations.  Pedestrian and bicycle routes are the most important connections between the stations and the houses. A supplementary bus network uses district streets and short-circuiting bus lanes.  The car system consists of main roads with two lanes, district streets, neighbourhood streets and residential streets (woonerven).  The location of district streets is determined by the position of pedestrian and bicycle routes, bus routes and the range of the facilities and services.  By this approach car traffic does not become dominant over the other town-planning aspects.  Pedestrian, bicycle and public transport determine the overall structure.  The choice for this model is explained with some theoretical suburb models.(a) for the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187419</guid>
    </item>
    <item>
      <title>TRAFFIC-KINDNESS IN NEW BUILDING DISTRICTS</title>
      <link>https://trid.trb.org/View/187420</link>
      <description><![CDATA[A particular structure offers conditions but no guarantees for adequate performance and good environmental quality. The total design must always be kept in mind: social and civil engineering aspects, town planning, traffic planning, open space, etc.  Reduction of speed is necessary and effective to limit the number and seriousness of accidents. Also the possibilities of the plural use of public space are enlarged.  The decision as to where and at what speed people can and may drive is both a political and a technical choice. The discrimination between "environmental areas" and so called "traffic areas" is a theoretical one and can be dangerous.  The starting-point must be that all the area outside the motorways is "environmental". Deviations from this rule must be questioned.  In designing new residential areas attention must especially be paid to: flexibility, low costs, social control, process planning and stimulation of residents' initiatives.  For the covering abstract of the conference see TRIS abstract no 370002. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187420</guid>
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