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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>Thin asphalt overlays for added life</title>
      <link>https://trid.trb.org/View/1197751</link>
      <description><![CDATA[Thin asphalt overlays are used as a surface rehabilitation treatment for major pavements or as a more permanent but still truly flexible pavement over a spray sealed surface.  The design emphasis is less on load bearing capacity and more on fatigue resistance, surface texture and resistance to water penetration.  This paper concentrates on the overlays on the minor pavements of more lightly trafficked roads and residential streets.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:43:30 GMT</pubDate>
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      <title>The Queens Street bus station and mall extension</title>
      <link>https://trid.trb.org/View/1197720</link>
      <description><![CDATA[The paper describes two major associated local government developments in the heart of Brisbane city.  These developments consist of: (1) a major transport facility which includes a bus tunnel under Queen Street and a bus station within the new Myer Centre development.  The Queen Street Bus Station provides a high standard city terminal for bus patrons of southern and western routes.  (2) on top of the tunnel, the Queen Street Mall has been extended to George Street, with additional treatment between George and William Streets. The Mall Extension has been designed on a Victorian Theme, to blend in with the style of the building and facades in this section of Queen Street.  The total length of the tunnels is approximately 420m, with the Queen Street section incorporating a passenger waiting area, bus stop lane and two running lanes (one each way).  Each access ramp provides for two way traffic. Seventeen bus stops have been provided, and the Station will cater for daily traffic of over 500 bus movements and 15,000 passengers.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:42:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197720</guid>
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      <title>The developing role of Main Roads as State traffic authority</title>
      <link>https://trid.trb.org/View/1197719</link>
      <description><![CDATA[The paper describes the role of the Main Roads Department in traffic operations in Queensland, including: traffic signs and pavement markings; intersection treatment; and accident information for accident black spot analysis.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:41:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197719</guid>
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      <title>The benefits of road research to local government</title>
      <link>https://trid.trb.org/View/1197718</link>
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      <pubDate>Fri, 24 Aug 2012 15:41:58 GMT</pubDate>
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      <title>Traffic management beyond the local area: a case study</title>
      <link>https://trid.trb.org/View/1197314</link>
      <description><![CDATA[Parramatta City Council had for some time been concerned with ever increasing traffic problems in the Granville Ward.  For years, it had been recognised that the lack of arterial road capacity resulted in the intrusion of traffic into many residential streets.  This traffic has produced a number of undesirable effects, including increases in accident rates on local streets and a general loss of amenity due to noise and speeding vehicles.  As a consequence, Parramatta Council commissioned Sinclair Knight and Partners to undertake a study to investigate the street system within the Granville Ward. The primary concerns relate to the movement of traffic through the study area, connecting Parramatta central business district with the Auburn, Merrylands, Guildford and Chester Hill communities that surround Granville.  The study was not to be merely a local area traffic management (LATM) but a comprehensive review of the road hierarchy, formulation of area wide, traffic management proposals to support the road hierarchy, and implementation of LATM schemes where considered appropriate.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:26:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197314</guid>
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      <title>Traffic: the problems and issues in country towns</title>
      <link>https://trid.trb.org/View/1197288</link>
      <description><![CDATA[This article aims to highlight the problems and issues related to traffic on streets in country cities and towns.  The article covers problems created by the type and amount of through traffic, speed, accidents and community attitudes.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:25:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197288</guid>
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      <title>Timber bridges</title>
      <link>https://trid.trb.org/View/1197193</link>
      <description><![CDATA[The timber industry urgently needs to liaise with designers to ensure a better understanding of timber resources, durability, and modern methods of preservative treatment and finishes to withstand rigorous environmental conditions.  There is no doubt that the technology has the capacity to extend the utilisation of engineered timber products to withstand water penetration below deck level and fully develop the advantages of glued and nailed laminated deck superstructures and main supports.  The opportunity to upgrade current timber products and construction techniques in Australia is presently being neglected in the market place and indeed by many timber producers.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197193</guid>
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      <title>Future aspects of traffic safety litigation</title>
      <link>https://trid.trb.org/View/1197192</link>
      <description><![CDATA[New South Wales has recently experienced changing attitudes to law reform which have the potential to substantially alter aspects of traffic safety litigation.  For example the third party compensation scheme on July 1, 1987 was replaced with the transcover scheme.  This scheme was accompanied with a heated public debate relating to the extent that a transcover claimant can take associated common law action.  The result of the debate was that the newly elected NSW government pledged to alter the legislation. In parallel with these events, the New South Wales law reform commission distributed a consultative paper which favoured the abolition of long established non feasance rule, which has traditionally protected engineers against much litigation.  The government is currently examining this issue. These two factors combined suggest that it is currently difficult to predict the probable legal outcome of crashes presently occurring.  This uncertainty has consequences for roadworks priorities as well as public liability insurance cover.  The type of paper suggests that as possible protection against some litigation, road construction authorities might adopt a more active role in traffic safety oriented risk management (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:23:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197192</guid>
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      <title>Highway maintenance management systems</title>
      <link>https://trid.trb.org/View/1197169</link>
      <description><![CDATA[Recent years have produced an increasing emphasis on the importance of adequate infrastructure maintenance.  In the highways sector of transport the problems have become more acute with the unexpected scale of growth in traffic and, in particular, the predominance of freight movement by road. At the same time, a world recession has significantly reduced infrastructure investment in many countries and subsequently put pressure on spending authorities to concentrate on "value for money" and often, unfortunately, short term objectives.  The highway maintenance business found itself trapped in a situation with very little well founded data about the overall condition of roads, and even less about the consequent knock on effects of differing and reducing rates of investment.  It was also clear that this lack of quantification and adequate economic/ technological analysis meant that existing funds were not being spent in the most efficient and effective way. Thus, the scene was set for what is turning out to be a revolution in the management, administration and technical approach for highway maintenance. This paper describes a range of developments in the United Kingdom and the way in which the new techniques and practices are being put into operation.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:22:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197169</guid>
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      <title>Deficiencies in the assessment of development applications: a traffic view point</title>
      <link>https://trid.trb.org/View/1197167</link>
      <description><![CDATA[This paper attempts to briefly document existing deficiencies in the procedures and methods used to assess the traffic implications of development applications, particularly those that are located in town or city centres. The paper briefly discusses some ways in which these assessment methodologies might be improved.  The paper examines state and local government procedures and the techniques used by these authorities and consultants in assessing the traffic implications of developments.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:22:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197167</guid>
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      <title>Popular bridge solutions in New South Wales</title>
      <link>https://trid.trb.org/View/1197166</link>
      <description><![CDATA[No firm rules exist for the selection of the component parts of a bridge. The factors which influence the choice of geometric configuration and component type may occur in endless combinations and only consideration of the technical and economic aspects relating to a particular site will provide suitable answers.  This report presents the common superstructure and substructure components used in New South Wales bridges and some factors pertaining to their selection at specific sites.]]></description>
      <pubDate>Fri, 24 Aug 2012 15:22:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197166</guid>
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      <title>Sydney city council develops a new abrasion test for paving</title>
      <link>https://trid.trb.org/View/1196420</link>
      <description><![CDATA[This method sets out the procedure for testing clay and concrete paving bricks for their resistance to abrasion in the dry or wet condition.  The drying and weighing procedures are modified to compensate for the possible change in weight (mainly of concrete pavers) during the test.  This method provides a direct measurement of the abrasion which is expressed as "loss in volume".]]></description>
      <pubDate>Fri, 24 Aug 2012 14:55:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1196420</guid>
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    <item>
      <title>Bridge and culvert waterway design: afflux in waterway crossing design</title>
      <link>https://trid.trb.org/View/1196264</link>
      <description><![CDATA[This paper reviews the basic afflux considerations relevant to the design of waterway crossings.  In doing so it separates the allied considerations of velocity and erosion potential which traditionally have been combined with those relating to afflux.  Reference is made to the legal obligations of the designer, as recently enacted and the existing guidelines, with some general suggestions as to interpretation of these guidelines (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 14:50:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1196264</guid>
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      <title>Recent problems with road contracts</title>
      <link>https://trid.trb.org/View/1196263</link>
      <description><![CDATA[At a time when there is an increasing amount of roadwork construction being performed by private contractors it is considered appropriate to consider some recent developments in preparation of contract documents and the administration of contracts.  Naturally most developments are the result of contractual problems and claims and in these times it is not uncommon for a contractor to employ the services of claims consultants and geotechnical or other specialist consultants for the preparation of claims in the value of $300,000 approximately, or in excess thereof.  Accordingly there is a need for the principal to prepare accurate and detailed contract documents and to provide adequate competent supervision complete with detailed records to ensure a satisfactory administration of contract free from extravagant claims being lodged by the contractor and subsequent long drawn out disputes with the contractor.]]></description>
      <pubDate>Fri, 24 Aug 2012 14:50:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1196263</guid>
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    <item>
      <title>Local government viewpoint</title>
      <link>https://trid.trb.org/View/1195978</link>
      <description><![CDATA[The road management or pavement management systems recommended in the NAASRA study team reports, a study of road maintenance standards, costing and management, have not received general acceptance by road authorities, as to date there is no published information on their introduction in Australia. The use of road management systems would seem to offer the opportunity for road managers to be able to show to decision makers the actual needs of road networks and the effects of decisions on various funding levels.  The use of performance indicators (effectiveness and efficiency measures) is in accord with the state governments program budget approach to the provision of services using performance reporting for accountability.  There are difficulties however in the establishment of meaningful performance indicators which are amenable to measurement.  It is also important that effectiveness performance indicators actually reflect how well an objective is being achieved, not workload measures which indicate amounts of services provided. Level of service options do not necessarily have to be costed in the budget documents however the level of service or operating objectives adopted for budget consideration have to be costed to obtain the budget allocations.  The use of level of service options is desirable however if changes are proposed to the levels of service or if changes are proposed to the budget allocations.]]></description>
      <pubDate>Fri, 24 Aug 2012 14:41:56 GMT</pubDate>
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