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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>The development of gravel deterioration models for adoption in a New Zealand gravel road management system</title>
      <link>https://trid.trb.org/View/875589</link>
      <description><![CDATA[This report provides the outcomes from research based on the Land Transport New Zealand gravel road monitoring programme that commenced during 2002  and included the cooperation of 51 local authorities.  These sections were monitored on a six monthly basis and all relevant data such as maintenance, rainfall where available and evaporation were incorporated into a national database.  This research project included the provision of practical  guidelines for the construction and maintenance of gravel roads.  In addition, the gravel road data was analysed and outcomes were presented.  The  resulting models are effective indications of gravel loss on a network scale but further research would be required for more detailed models.  This can be achieved by collecting more information on the impact of routine maintenance such as blading.  One of the main outcomes from this research is the addition of a key performance measure that indicates the change in cross profile or shape over time. (a)]]></description>
      <pubDate>Mon, 01 Dec 2008 07:21:46 GMT</pubDate>
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      <title>Characterising pavement surface damage caused by tyre scuffing forces</title>
      <link>https://trid.trb.org/View/875588</link>
      <description><![CDATA[Over time, the size and weight of heavy vehicles has gradually increased.   As weight increases, pavement wear also increases.  This is a concern for road controlling authorities who need to manage this and provide a serviceable network for their users.  In New Zealand, the most widely used pavement construction is an unbound granular structure with chipseal surfacing.  Asphaltic concrete is used on the more heavily trafficked sections of pavement, including parts of the State Highway network.  With asphaltic concrete pavements, tensile shear stresses from tyres can cause surface cracking and ravelling.  Thus, the increased use of non-steering axle groups is likely to result in increased pavement wear in the vicinity of intersections and roundabouts where tight low speed turns are executed.  Recent research suggests that the damage to chipseal surfaces increases in proportion to the maximum tensile strain raised to the fifth power.  In New Zealand, concern over these pavement damage effects has resulted in regulators requiring quad-axle groups to be fitted with two self-steering axles.  In cases where self steering axles are used, this has been stated explicitly; otherwise, it is assumed that all axles in the group are non-steering axles. (a)]]></description>
      <pubDate>Mon, 01 Dec 2008 07:21:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/875588</guid>
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      <title>Distractive effects of cellphone use</title>
      <link>https://trid.trb.org/View/875580</link>
      <description><![CDATA[The research systematically compared the driving performance and conversational patterns of drivers speaking with in-car passengers, hands-free cellphones, and remote passengers who could see the driver's current driving situation (via a window into a driving simulator).  Driving performance suffered during cellphone and remote passenger conversations as compared with in-car passenger conversations and no-conversation controls in terms of their approach speeds, reaction times, and avoidance of road and traffic hazards.  Of particular interest was the phenomenon of conversation suppression, the tendency for passengers to slow their rates of conversation as the driver approached a hazard.  On some occasions these passengers also offered alerting comments, warning the driver of an approaching hazard.  Neither conversation suppression nor alerting comments were present during cellphone conversations.  Remote passengers offered some alerting comments but did not display conversation suppression.  The data suggested that conversation suppression is a key factor in maintaining driving performance and that visual access to the driver's situation is not sufficient to produce conversation suppression.  A second experiment investigated whether a cellphone modified to emit warning tones could alleviate some of the adverse  effects typically associated with cellphone conversations.  The modified  cellphone produced discourse patterns that were similar to passenger conversations and driving performance nearly as good as that of drivers who were not conversing. (a)]]></description>
      <pubDate>Mon, 01 Dec 2008 07:20:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/875580</guid>
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      <title>The effectiveness of incident management on network reliability</title>
      <link>https://trid.trb.org/View/875535</link>
      <description><![CDATA[This report summarises preliminary research undertaken in New Zealand during 2006-07 to investigate the ability of intelligent transport system (ITS) treatments, such as adaptive signal control (eg, SCATS) and variable message signs (VMS), to detect and respond to serious traffic incidents, and  to determine the most appropriate traffic management strategies (in terms of overall network reliability) to apply when such incidents are detected.  The study involved a literature review of techniques and software/systems currently used to manage traffic congestion and respond to incidents, and an exploratory microsimulation study modelling incident detection and response in an urban network.  The research found few attempts to bring together research in the three areas of incident detection/management, ITS methods such as adaptive signal control, and network reliability measures.   There is also a lack of robust incident detection available at present in New Zealand.  Preliminary modelling found that SCATS can be modified to better meet additional demand due to diversions after an incident, and modelling can help to identify which particular journey paths benefit most from such incident management interventions.  The findings highlighted the need for more work to be undertaken in this area in New Zealand. (a)]]></description>
      <pubDate>Mon, 01 Dec 2008 07:15:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/875535</guid>
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      <title>Contaminant characterisation and toxicity of road sweepings and catchpit sediments: towards more sustainable reuse options</title>
      <link>https://trid.trb.org/View/868878</link>
      <description><![CDATA[In 2006–07, 35 road-derived sediments (RDS) consisting of street sweepings and catchpit (ie sump) sediments, were collected from three cities in New Zealand; namely Auckland, Hamilton and Christchurch.  The concentrations, mobility and toxicity of contaminants were determined in order to assess  the suitability of RDS for certain reuse applications.  The RDS were analysed for total petroleum hydrocarbons (TPH), polycyclic aromatic hydrocarbons (PAHs) and the heavy metals, lead, copper and zinc.  Comparisons with  soil guideline values for ecological protection (Dutch and Canadian) and  reuse of biosolids for land application (New Zealand), indicated that zinc will be the most problematic contaminant with respect to mitigating environmental risks in any reuse applications of RDS in New Zealand.  Selected RDS freshwater leachates were toxic to the alga, Psuedokirchneriella subcapitata, however, leachate toxicity was reduced up to 225-fold when amended, or ‘stabilised’ with 10 per cent compost.  Based on the results and potentially applicable guideline values, the reuse of RDS may be limited to applications that either physically (ie incorporation into concrete or asphalt) or chemically (ie addition of a ‘stabilising’ agents like compost or  phosphate) immobilise problematic heavy metal contaminants, namely zinc.  (a)]]></description>
      <pubDate>Mon, 25 Aug 2008 07:52:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/868878</guid>
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      <title>The Development of Gravel Deterioration Models for Adoption in a New Zealand Gravel Road Management System</title>
      <link>https://trid.trb.org/View/864666</link>
      <description><![CDATA[Gravel roads were monitored in New Zealand to collect rainfall, maintenance and evaporation data, during the year 2002.  This report discusses the outcomes of the gravel road monitoring program.  The roads were monitored on a six-monthly basis.  Practical guidelines were provided for gravel road construction and maintenance.  Models were devised based on the results of the research.]]></description>
      <pubDate>Thu, 24 Jul 2008 13:34:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/864666</guid>
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      <title>Flexural modulus of typical New Zealand structural asphalt mixes</title>
      <link>https://trid.trb.org/View/864285</link>
      <description><![CDATA[Structural hot mix asphalt (HMA) pavements have become popular in New Zealand in recent times as heavy traffic volumes have increased and early failures of granular pavements have become more common, especially in urban areas where road maintenance causes major traffic disruption.  Elastic modulus values are important inputs for the structural HMA pavement design process; however, there is generally a lack of data in New Zealand regarding appropriate elastic modulus values for typical HMA mixes.  The primary objective of this project was to address the issue of characterising the elastic modulus parameter for HMA materials.  The project involved performing flexural modulus and indirect tensile tests on specimens of HMA typically used in New Zealand.  The results were compared with published presumptive  values and the results of analyses using the Shell Bands software.  The report interprets the elastic modulus results with respect to a number of material and test variables.  The fatigue properties of the test specimens  were also examined. (a)]]></description>
      <pubDate>Thu, 17 Jul 2008 12:47:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/864285</guid>
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      <title>Adaptation of the Austroads Pavement Design Guide for New Zealand conditions</title>
      <link>https://trid.trb.org/View/864283</link>
      <description><![CDATA[The Austroads document 'Pavement Design – A Guide to the Structural Design of Road Pavements' does not specifically design for plastic deformation in the basecourse; however, both experiments and field observations demonstrate that, with sufficient traffic loading, plastic deformation accumulates in the basecourse, sub-base, and the subgrade.  Furthermore, pavement design in New Zealand is critically dependent on subgrade strength, apparently neglecting the accumulation of plastic strain in the granular layers of the pavement.  This study, initiated in 2004, examines the design methodologies presented in Austroads and evaluates them against available New Zealand research.  Various subgrade strain criteria are examined for New Zealand conditions.  The roughness model from HDM III has been used to generate a pavement design figure similar to ‘Figure 8.4’ of Austroads.  The figure indicates that for lower design traffic levels Austroads is highly conservative; for high design traffic levels Austroads is not conservative enough.  The results for design traffic between 1,000,000 and 10,000,000 equivalent standard axles (ESA) might help explain the observation that lives  greater than 50 years are being achieved in New Zealand since, assuming the modelling is correct, in effect, these roads have been over designed. (a)]]></description>
      <pubDate>Thu, 17 Jul 2008 12:47:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/864283</guid>
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    <item>
      <title>The Effectiveness of Incident Management on Network Reliability</title>
      <link>https://trid.trb.org/View/863345</link>
      <description><![CDATA[This study reviewed literature about software, systems and techniques used to respond to traffic incidents and manage traffic congestion.  Microsimulations modeling incident detection and management in urban areas were also explored. The report provides a summary of the findings of this preliminary research, conducted in New Zealand in 2006-2007.  The research examined the ability of intelligent transportations systems (ITS) used to detect and manage serious traffic incidents, and to ascertain which traffic control strategy to use when incidents are detected.  Some ITS treatments covered include variable message signs and adaptive signal control.]]></description>
      <pubDate>Thu, 17 Jul 2008 09:25:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/863345</guid>
    </item>
    <item>
      <title>Personal Security in Public Transport Travel in New Zealand: Problems, Issues &amp; Solutions</title>
      <link>https://trid.trb.org/View/863504</link>
      <description><![CDATA[This report investigates personal security concerns by public transit riders.  An international literature review was conducted, and the findings of the review were utilized for the report.  It was found that public transit riders are concerned enough about their personal security that it frequently discourages them from using public transit.  This is especially true after dark.  Public transit riders also did not notice when security measures had been instituted.]]></description>
      <pubDate>Thu, 17 Jul 2008 09:25:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/863504</guid>
    </item>
    <item>
      <title>Performance Tests for Road Aggregates and Alternative Materials</title>
      <link>https://trid.trb.org/View/863340</link>
      <description><![CDATA[At least half the roughness and wheeltrack rutting  that occur on surface courses in New Zealand are contributed to by aggregates used as base materials in thin surface granular pavements. At this point, there does not exist, in specifications, a reliable and cost-effective way to measure an aggregate's resistance to rutting. This study utilized several test methods of repeated load triaxial equipment to examine them for use in base course aggregate specifications. Traffic load limits were determined by pavement finite modeling and rut depth prediction methods. Results indicate that the average slope from the six stage repeated load triaxial test was the best predictor of traffic load limit. Therefore, this test was recommended for utilization in specifications for base courses.]]></description>
      <pubDate>Thu, 17 Jul 2008 09:25:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/863340</guid>
    </item>
    <item>
      <title>Measurement Valuation of Public Transport Reliability</title>
      <link>https://trid.trb.org/View/860653</link>
      <description><![CDATA[Public transit reliability is important for both passengers and  operators. Reliability can affect riders in one of two ways: (1) delay when picking up the passenger and (2)  delay when the passenger is on the service.  Measures of reliability are generally utilized within performance regimes to evaluate the quality of service of public transit providers. This research, undertaken out in 2007, tries to find a method of measuring the value placed on public transit reliability in different contexts in New Zealand.  A stated preference survey was designed and implemented to collect information about riders’ current public transit usage, their attitudes to reliability and how they valued reliability. Four initial models were estimated using these stated preference surveys: a disaggregate model, a mean model, a variance model and a mean-variance model. The preferred approach, based on comparability to international measures and ease of use, was the mean delay model. A value of time was determined from the departure stated preference survey. Values of time ranged around $8/hour. The surveys also found that rail transit riders consistently had a value of time almost twice that of bus transit riders, which is consistent with international findings.]]></description>
      <pubDate>Tue, 24 Jun 2008 07:48:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/860653</guid>
    </item>
    <item>
      <title>Environmental Effects of Emulsions</title>
      <link>https://trid.trb.org/View/862943</link>
      <description><![CDATA[This report describes a study, undertaken in 2006–7, of the potential toxicity to the environment (ecotoxicity) of cationic bitumen emulsions that are utilized for chipsealing in New Zealand. The ecotoxicities of the separate components of bitumen emulsions are reviewed to evaluate their contribution to emulsion ecotoxicity. Overseas reports on the environmental hazards and impacts of a non-ionic bitumen emulsion (a power station fuel) and runoff from cold mix asphalt are investigated for relevant applications to sealing emulsions. Ecotoxicities are measured for four samples representative of New Zealand emulsions. The implications of the results for possible environmental classification of emulsions by environmental authorities are discussed.]]></description>
      <pubDate>Tue, 24 Jun 2008 07:48:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/862943</guid>
    </item>
    <item>
      <title>Estimating demand for new cycling facilities in New Zealand</title>
      <link>https://trid.trb.org/View/862664</link>
      <description><![CDATA[Currently there is no standard method to estimate future demand for new cycling facilities, and there is a danger that less worthy projects will get funding ahead of better projects due to the use of inconsistent methods of estimating cycling demand.  This research project compared cycle traffic flows after facilities have been built with predictions and with cycle traffic flows before construction.  The aim of the project was to develop a tool to estimate demand for new facilities.  Ten sites (five off-road and five on-road) were studied and had cycle count surveys undertaken between November 2006 and May 2007.  Analysis of the data has led to the following conclusions; 1. A wide variety of methods has been used by different facility proponents to estimate cycle traffic on new facilities. 2. The collection of cycle count data is in general minimal and is not consistent across road controlling authorities (RCAs). 3. The amount of cycle traffic growth after a facility was installed varies considerably. 4. More sites need to be studied to allow a more robust analysis.  Estimation tools have been developed for both on-road and off-road facilities based on “before” cycle counts, results of documented growth on NZ cycle facilities and Census travel to work data trends. (a)]]></description>
      <pubDate>Mon, 16 Jun 2008 08:18:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/862664</guid>
    </item>
    <item>
      <title>Developing school-based cycle trains in New Zealand</title>
      <link>https://trid.trb.org/View/862663</link>
      <description><![CDATA[A cycle train is similar in approach to the ‘walking school bus’ – adult volunteer ‘conductors’ cycle along a set route to school, collecting children from designated ‘train stops’ along the way.  They are well established in Belgium and are beginning to appear in the United Kingdom.  Previous research in New Zealand found a high level of interest in the cycle train concept, leading us to design and conduct a trial for implementing cycle train networks here.  Using the process and resource materials we developed after extensive consultation with key government stakeholders, six cycle trains were launched in Nelson in September 2006.  In early 2007 the programme expanded – another school engaged the process and set up a cycle train, and two further cycle trains were established in the trial schools.  Our evaluation examined the characteristics of each cycle train in the trial, as well as focusing on how well the process for setting up and operating them worked.  We interviewed the cycle train coordinator, cycle trainer, parent conductors and child cyclists, who all found the trial to be a success.  Based on all of this input, we revised the resource material we developed for the trial so that it could be adopted and used throughout New Zealand. (a)]]></description>
      <pubDate>Mon, 16 Jun 2008 08:18:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/862663</guid>
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