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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>PAN-EUROPEAN TRANSPORT ISSUES. PROCEEDINGS OF SEMINAR A HELD AT THE 24TH PTRC EUROPEAN TRANSPORT FORUM, BRUNEL UNIVERSITY, ENGLAND, 2-6 SEPTEMBER 1996. VOLUME P401</title>
      <link>https://trid.trb.org/View/483173</link>
      <description><![CDATA[This seminar includes papers on Pan-European policy issues, European integration, access and transition, issues of intermodality and intra-European traffic forecasts.  For abstracts of individual papers see IRRD 887883-887901.]]></description>
      <pubDate>Fri, 27 Jun 1997 00:00:00 GMT</pubDate>
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      <title>EXAMINING COMPETITION TO NEW PROJECTS. AN EXAMPLE OF AIR VERSUS HIGH SPEED RAIL</title>
      <link>https://trid.trb.org/View/482657</link>
      <description><![CDATA[High speed rail (HSR) is seen as permitting European railways to provide attractive, high quality passenger transport services into the 21st century. Rail can potentially compete with air for traffic on routes of 300 - 900 km. Because HSR can compete with air on end to end journey time and comfort, it can set its target yields with reference to airline yields for those passengers transferring from air. National High Speed (HS) lines are now being linked to develop embryonic international networks, such as the PBKAL linking Paris, Brussels, Cologne, Amsterdam and London, and the Paris-Turin services. This paper summarises one potential approach to assessing the scope for price competition between air and HSR. It argues that today's airline prices may be a poor guide to prices in the future, as they do not necessarily represent the costs of efficient European operators. Examination of efficient European airlines suggests costs well below current yield levels, implying that prices could fall if competition from HSR or other airlines increased. European operators could further reduce costs in the future, by adopting 'best practice' already followed elsewhere. The paper sets out an approach to estimating the scope for efficiency gains, and their potential effect on price. The approach estimates the gap between today's yield, today's costs of an efficient airline, and possible future costs. The potential gap between today's yield and costs and possible future costs provides a range for future competition. Commercial and competitive factors will affect where the final outcome falls within that range.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
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      <title>STRATEGIC ENVIRONMENTAL ASSESSMENT OF TRANSPORT INFRASTRUCTURE - THE STATE OF THE ART</title>
      <link>https://trid.trb.org/View/482658</link>
      <description><![CDATA[Undertaking strategic environmental assessment (SEA) at a project planning stage should allow the development of transport networks to evolve not just in response to economic and engineering studies, but environmental concerns as well. This paper summarises research undertaken for the European Commission on the current State of the Art of transport related SEA. By reviewing best practice for SEA of transport projects in Europe and the rest of the world, the strengths and weaknesses of existing methodologies are highlighted. The paper briefly summarises the studies that have been reviewed, identifies common features and highlights other more innovative approaches. By reference to European Union environmental policy and objectives the key strategic level environmental impacts are identified. An ideal 'objective led' approach to SEA appropriate for assessment of the Trans-European Transport Networks (TETN) is described. Drawing on the case study review, aspects of current practice most appropriate for SEA are identified and other possible techniques described.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
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      <title>TRANSPORT IN THE BALKANS: CURRENT PROBLEMS AND FUTURE STRATEGIES</title>
      <link>https://trid.trb.org/View/482659</link>
      <description><![CDATA[Transport patterns within the Balkan region are undergoing a series of step changes resulting from the war in Yugoslavia and the reorientation of trade to western Europe. This has on the one hand made plans of the transport system redundant or at best underutilised, i.e. some railway and inland waterway corridors, whilst at the same time other parts of the transport network, e.g. certain ports and roads, are overloaded. As a result of the need for a coherent and comprehensive strategy for the region, Sir Alexander Gibb & Partners was commissioned by the European Union PHARE programme to undertake a nine month transport study of the Balkans, covering road, rail, inland waterways combined transport and short sea shipping modes. This paper draws on the author's experience of the transport situation in the Balkans and Gibb's study to describe existing transport movements along road, rail, inland waterways and short sea shipping corridors; outline the existing bottlenecks as a result of both institutional and missing or inadequate infrastructure most notably border crossings and procedures; comment on likely future travel demands across all modes and the forecasting techniques used to generate such projections; and identify alternative transport strategies for the region based on sound economic, financial and engineering analysis.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482659</guid>
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      <title>BOTTLENECKS IN EUROPEAN TRANSPORT INFRASTRUCTURE</title>
      <link>https://trid.trb.org/View/482660</link>
      <description><![CDATA[Bottlenecks in railway networks are in most cases characterised by technical capacity measures. The theoretical capacity is defined to be the maximal number of trains which can be operated on a railway link. This measure is dependent on a number of factors such as the type of trains, the speeds, and the mix of trains as well as the operation and scheduling systems. Theoretical models based on queuing theory are available but cannot be implemented on the European scale yet. Therefore simple pragmatic rules are chosen to define the practical capacity, which denotes the maximal number of trains on a link which can be operated without unacceptable delays. This measure can be calibrated using the experiences of national railway companies or the UIC. In this paper the technical capacity is shown as a not sufficient measure to identify the major deficiencies in railway networks. Much more important than technical bottlenecks are insufficient levels of service of the railways. This is the main reason why the companies are not able to compete successfully on the markets for passenger and freight transport. Thus this paper emphasises so called level-of-service (LOS) bottlenecks. Indicators for LOS bottlenecks are derived from a European railway network model which includes the UIC database. A link oriented bottom-up and an OD oriented top-down approach are presented. All indicators defined are quantified using the established European railway network model. It turns out that the situation of the railways looks much worse if LOS indicators are used instead of technical capacity measures. Environmental effects can create bottlenecks which may have negative as well as positive impacts on the railways.  (A)  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
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      <title>AN INTERNATIONAL COMPARISON OF ACCESSIBILITY AND CONGESTION PROBLEMS IN URBAN AREAS: CAN WE STILL COMPETE WITH OUR NEIGHBOURS?</title>
      <link>https://trid.trb.org/View/482661</link>
      <description><![CDATA[A comparison of the quality of infrastructure networks in the Randstad area of the Netherlands, the Rhein-Ruhr area and the Antwerp-Brussels-Ghent region formed the central focus of two studies carried out by TNO-INRO. The first of these was conducted on behalf of the 'Research Unit for Integrated Transport Studies', and starts by comparing the supply of motorway infrastructure, public transport and spatial aspects. Internal accessibility for commuter and business travel in the areas studied, both by private car and public transport, was also compared, and further analyses were made of the influence of the urban structure on the quality of internal accessibility in the Randstad and Rhein-Ruhr areas. The results revealed a slightly better infrastructure network in the Randstad, both for public transport and private cars. The matching between the urban structure and public transport was better in the Randstad, whereas matching to the motorway network proved better in the Rhein-Ruhr area. However, the better proximity within the Rhein-Ruhr area leads to better overall internal accessibility for business travel, whether by public transport or private car. The second study, conducted for the Dutch Ministry of Transport and Public Works, focuses on the supply and use of motorway networks in the three areas studied. Compared with the Randstad, and taking the number of inhabitants into account, the capacity of the motorway networks in the Rhein-Ruhr area and the Antwerp-Brussels-Ghent region is 10% to 20% higher. The supply of other main roads in the Randstad also proved to be low. However, the motorway network in the Randstad was the most accessible. Owing to the low supply level and the lack of alternatives, traffic volumes were 20% higher on motorways in the Randstad, leading to the expectation of more traffic jams in this area. Furthermore, the predicted acceleration in car ownership and faster population growth mean that the congestion problems of the Randstad may be exacerbated in the near future.  (A)  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
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      <title>RECENT DEVELOPMENTS IN POLISH TRANSPORT POLICY: CONFLICTS BETWEEN GROWTH AND SUSTAINABILITY</title>
      <link>https://trid.trb.org/View/482662</link>
      <description><![CDATA[The Polish situation represents a dichotomy in policy terms in the growth/sustainability debate. The main concerns of central government appear to be with growth and European integration, while the consequences of these concerns are visibly felt at the local level, and it is here where the most obvious attempts are being made to promote the environmental agenda. However, the possibilities for action are heavily circumvented by the availability of resources, and the role of central government in providing frameworks for common and firm action. The relative "hands-off" approach of central government to local transport policy provides both the need and opportunity for local level initiative. Much is being achieved by local government in the transport sphere which promotes both the environment and economic development, as the two are not always in conflict. But local initiative works better within a common framework and central government has to provide that. Maintaining viable public transport alongside orderly spatial development during fast motorisation is important in avoiding the worst of Western experience. This may be undermined by "good for growth" developments of the national road network not integrated with local considerations, and by a lack of fit between the spatial organisation of local government and that necessary for effective spatial planning.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482662</guid>
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      <title>SELECTED ISSUES IN POLAND'S TRANSPORT POLICY IN THE 1990S</title>
      <link>https://trid.trb.org/View/482663</link>
      <description><![CDATA[The following issues of Polish transport development policy seem to be especially important: (1) developing transport infrastructure; (2) financing transport development; and (3) modifying the branch structure of transport systems so that Polish transport gradually conforms with the transport systems of the European Union (EU). These issues are closely connected with each other. Effective action is needed, because the transport sector is becoming a major factor in slowing down Poland's economic development and in damaging cooperation with foreign business. The main controversies are about priorities and branch structure. The priorities adopted in the EU's Christophersen Plan do not always support Poland's interests, as they favour east-west connections and ignore north-south connections and ports in Poland. It would seem preferable to create transport corridors that integrate the infrastructure of different transport modes. On this criterion, the priority projects would be to develop the A-1 motorway, which has both national and international importance, and to modernise the E-20 railway line and the Oder waterway. The Act of Economic Activity, which came into force on 1 January 1989, was a major breakthrough in deregulating the Polish transport market, which opened it to private transport.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482663</guid>
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      <title>WHITE BOOK OF TRANSPORT: NEW GENRE IN TRANSPORT POLICY</title>
      <link>https://trid.trb.org/View/482664</link>
      <description><![CDATA[White Books on Transport have been compiled for 15 regions of Russia and the Commonwealth of Independent States (CIS). Each of them is an official document for nonspecialists who make decisions on transport development at various levels of government. There are White Books for all types of transport, concerned with the investment strategy for developing a region's whole transport system, and White Books emphasising roads. This paper discusses the different sections of a White Book, which cover: (1) a pre-feasibility study for investing in transport under the conditions of a transition economy; (2) assessing the level of transport development in a region; (3) investment priorities in relation to the acuteness of transport problems; (4) the role of transport in advancing a region socially and economically; (5) development strategies; and (6) financial scenarios and investment efficiency. They are discussed with special reference to White Books for developing roads. The development of the road network of the Pskov region of north-west Russia is used as an illustrative example.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482664</guid>
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    <item>
      <title>RAIL MARKET RESEARCH IN THE CIS</title>
      <link>https://trid.trb.org/View/482665</link>
      <description><![CDATA[The railways of western Russia, the Ukraine, Belarus and Moldova form the sizeable part of what was the world's most extensive rail network. Despite the break-up of the Soviet Union, this region continues to represent a sizeable proportion of the world's total long distance passenger and freight rail traffic. The European Commission, through its TACIS programme, instigated a major project to develop a passenger and freight forecasting model for the region. The project was undertaken by a pan-European consortium, including representatives of all four CIS states. A key feature of the project was an extensive market research study, the first ever to be carried out in the CIS. This paper reports the results of the market research. The market research involved 7,000 interviews with long distance rail passengers in the four states. The questionnaires comprised three principal sections: factual information on passenger travel characteristics; attitudes towards the quality of service; and a stated preference experiment, to derive passenger values of time and demand elasticities. Analysis of the results of the market research produced data-sets and demand parameters essential to the development of the regional passenger model. The paper describes details of passenger travel characteristics, values of time, price and generalised cost elasticities and other key results of the research. Significant differences in travel behaviour within the four states are also identified and analysed. The study is intended to inform TACIS decision-making on regional rail issues and assist the planning of the four state railways.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482665</guid>
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    <item>
      <title>INTERMODAL TERMINALS IN THE TRANS-EUROPEAN NETWORK</title>
      <link>https://trid.trb.org/View/482666</link>
      <description><![CDATA[The European Union (EU) has begun a major infrastructure programme for Trans-European Networks (TENs), which are intended to interconnect and harmonise different national transport systems. One key objective of the TENs is to develop an integrated multimodal network, covering all main modes but emphasising less environmentally harmful modes. As one of the first elements of the TENs programme, the EU has pursued a policy in favour of road-rail and water-borne combined transport (CT), aiming mainly to develop cross-border CT as an alternative to long-distance road haulage on very congested transport corridors. Intermodal logistics centres are being developed by regional and local authorities and by private developers. They are intended to contribute to additional combined transport, promote regional economic activity, and improve land use and local distribution, for example in cities. This paper presents some case studies of intermodal terminals and logistics centres in the EU: (1) Italy's Interport Network of nine intermodal logistics centres; (2) GVZ (goods exchange centre) and city logistics projects in Germany; (3) logistics centres in conurbations in France; (4) port-hinterland terminals in the Netherlands; and (5) Channel Tunnel Euroterminals and freight villages in the UK.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482666</guid>
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      <title>TRANSPORT INTERMODALITY: A DEVELOPING EUROPEAN UNION PERSPECTIVE</title>
      <link>https://trid.trb.org/View/482667</link>
      <description><![CDATA[This paper discusses actual and possible future developments in freight and passenger transport intermodality in the European Union (EU). The European Commission's 1992 White Paper introduced the concept of sustainable mobility, which has been a basis for innovative solutions to the problems caused by the present European transport system, which is mainly road-based. Its 'Transport Intermodality' Task Force starts from the Common Transport Policy, which aims to promote transport services which do not deplete non-renewable resources too fast, and which are efficient, cost-effective, safe, and clean. Recent commercial and industrial developments have increased the demand for freight and passenger transport. For both types of transport, there is a need for a 'transport corridor' approach to regular, reliable door-to-door services and the provision of real-time information for users. EU activities aim for the interconnectivity and interoperability of national transport networks, access to these networks, and the implementation of projects of common interest. The EU's new approach to transport promotes thinking in terms of transport systems rather than individual modes. A European Intermodal Transport Reference Centre is to be established. The Framework Programmes are contributing relevant research and development.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482667</guid>
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      <title>INTERNATIONAL BARRIERS TO THE MULTIMODAL DISTRIBUTION OF GOODS IN EUROPE</title>
      <link>https://trid.trb.org/View/482668</link>
      <description><![CDATA[The paper deals with the development and application of multimodal freight distribution models for Europe, taking into account the deterrent effects of international barriers to trade and transportation. International barriers are quantified for different modes of transport, providing new insight into the status of international relations, relative to domestic levels of the exchange of goods. The models were designed so that their parameters can be estimated using data that are available at present. In principle, these data may originate from different sources, e.g. trade and transport statistics, or traffic counts. Further, the models explicitly account for the heterogeneity of freight transport, in terms of variations in both the time-sensitivity of goods as well as the region-specific access and egress costs to rail and inland waterways networks. In a scenario study, the impact of a gradual abolition of international barriers is studied by investigating two ways in which freight flow patterns can be disrupted in the future. One comprises the redistribution of freight flows over origin/destination pairs and modes of transport: the second case also allows for a generation of freight flows as an effect of the decrease of resistance. Both scenarios result in a considerable growth of international transport, with a slight increase in the share of rail transport.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482668</guid>
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      <title>THE GREEN BELT PROJECT. CONNECTING COPENHAGEN TO THE CONTINENT: THE RAILWAY PROJECT</title>
      <link>https://trid.trb.org/View/482669</link>
      <description><![CDATA[The Great Belt Link will replace one of the most efficient ferry links in Scandinavia, which have hitherto been essential for providing transport between the eastern and western parts of Denmark. It will reduce travel time between them by about an hour. More important, the Link will provide a rail and road connection between Zealand and Funen, the two largest islands in Denmark, and directly link Copenhagen and the European Continent. From Funen to the island of Sprogo in the middle of the Belt, a 6.6km long rail-road bridge has been built. Sprogo has been enlarged artificially to enable two parallel 8km long railway tunnels to be bored and a 6.8km long road suspension bridge to be built from Sprogo to Zealand. 4km of additional railway and road were built to connect with the existing rail and road systems on both sides of the Belt. The following stages are planned for the technical testing and traffic commissioning of the Link projects: (1) up to 1 November 1996, intermediate tests of individual equipment items and static tests of the systems and subsystems; (2) from 1 November 1996 to 1 February 1997, technical tests of moving trains; and (3) from 1 February to 1 June 1997, traffic commissioning. There are also 'fall back' strategies. Eight lessons from the Channel Tunnel project have been applied.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482669</guid>
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      <title>TRAFFIC FORECASTS FOR THE ORESUND FIXED LINK</title>
      <link>https://trid.trb.org/View/482670</link>
      <description><![CDATA[The cities of Copenhagen and Malmo, in Denmark and Sweden respectively, are separated by the Oresund, which connects the Baltic to the North Sea. The Swedish and Danish governments are in the process of constructing a sixteen kilometre fixed link (part tunnel, part bridge) to provide a new alternative to existing ferry services. There are seven ferry services crossing the immediate straits and a further thirty ferry services serving longer distance movements. In combination with the Great Belt crossing, the new fixed link will allow direct movements between Scandinavia and mainland Europe. The study is to provide a land use and traffic forecasting model capable of exploring the effects of different pricing strategies, land use and variations in exogenous variables. Particular attention is paid to the interaction between traffic and land use, to the estimation of induced traffic and the integration of local cross-border economies. The traffic forecasts include all passenger and freight movements with the potential to cross the Oresund, including movements between Scandinavia and the rest of Europe. Special attention is given to the adjacent regions in Denmark and Sweden. The long distance forecasts, in addition to car and train movements, also include air travel. An abstract only of this paper is published in the proceedings.  For the covering abstract, see IRRD 887882.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
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