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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>PREDICTING TRAFFIC EMISSIONS AND MANAGING TRAFFIC</title>
      <link>https://trid.trb.org/View/462340</link>
      <description><![CDATA[The maintenance and improvement of air quality is increasingly a stated strategic aim of governments around the world. In the United Kingdom, the government published the document 'Air Quality: Meeting the Challenge' in January 1995 which places a duty on local authorities to establish an Air Quality Management Area where air quality is assessed to be poor within their authority. This impetus will support work already being undertaken by local authorities in drawing up their Local Agenda 21. This paper describes the development of an Air Quality Monitoring and Management (AQM&M) system, led by Halcrow Fox, in association with a number of local authorities and institutions. The AQM&M system is designed to be a tool which local authorities can use: to assess possible strategies for achieving their proposed air quality and transport objectives; to predict air pollution 'hotspots' in their area based on the integration of real time information on traffic flows and air quality, and prediction models; and to assess the effectiveness of implemented traffic control measures in achieving the defined objectives. The paper outlines the concept of a single system for air quality monitoring and management, and the systems architecture developed to enable both strategic and real-time traffic and emission prediction, to enable traffic demand management on the basis of a balance of air quality and transport objectives. It is a system designed to optimise urban transport networks on environmental criteria, rather than efficiency alone.  (A)  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
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      <title>ENVIRONMENTAL CAPACITY OF URBAN STREETS: A CASE STUDY OF SOME ARTERIALS IN NAIROBI, KENYA</title>
      <link>https://trid.trb.org/View/462341</link>
      <description><![CDATA[The paper describes the conceptual background and latest results of an ongoing investigation into the characteristics of environmental capacities of urban arterial streets for traffic management purposes. In the study reported in this paper, environmental impacts are limited to air pollution and the focus is on the situations around the major intersections. Using available data on the physical, control and traffic demand conditions together with emission characteristics of vehicles, a simulation study of the traffic operations around three major intersections in the city of Nairobi, Kenya was carried out. The traffic performance characteristics of the facilities and the concentrations of major air pollutants of 15m and 40m from the roadside were determined. The results were then used to derive the maximum traffic volumes of different air quality standards. Finally, the effects of some possible changes in the control and demand conditions on the magnitudes of the capacities were determined and analyzed. The results show that under the current conditions, the concentrations of lead (pb) and hydrocarbon (HC) are 30 to 40 times the WHO standards and that the environmental capacities are much less than the conventional traffic capacities at all the locations. In addition, changes in signal settings and other supply management measures did not result in significant improvements in the environmental capacities. One main implication of the results of the study is that environmental capacity of an urban arterial street appears to be its critical load. Thus, it is proposed that the value of volume to environmental capacity ratio should be used to define level of service criteria for planning urban street improvement schemes to enhance better quality of life in the cities. For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
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      <title>CHANGING TARGETS: THE CASE OF URBAN EMISSIONS INVENTORIES</title>
      <link>https://trid.trb.org/View/462342</link>
      <description><![CDATA[Air pollution inventories include information on quantities of emissions from major industrial (point sources), together with average estimates of emissions from smaller sources throughout the area, including road transport. Traffic surveys are usually carried out over small areas, to assist in designing a local traffic management or road building scheme, or for a larger urban area to calibrate a transport model. The article describes a West Midlands Emissions Inventory, including the effect of catalysts where two cold start distances of 1km or 4km are assumed. The effect of varying traffic conditions on emission rates is examined. Recent developments in the United States, France and the United Kingdom are reviewed. It is suggested that driver behaviour and network features such as gradient and congestion are good predictors of enrichment. Recommendations are made on further research.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462342</guid>
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      <title>AIR POLLUTION DISPERSAL MODELS IN THE CZECH REPUBLIC WITH SPECIAL ATTENTION TO ROAD TRAFFIC</title>
      <link>https://trid.trb.org/View/462343</link>
      <description><![CDATA[The paper describes the ATEM model and its main benefits, giving examples of its use to simulate the air quality in towns by considering emissions from point sources, line sources, area sources and long distance transfer. The model is able to express the mixed effect of flying dust, sulphur dioxide, oxides of nitrogen and carbon monoxide. The model has also been used to simulate the future air quality around planned, heavily trafficked roads. Details are given of the use of the model in 1992 to evaluate the air quality in Prague, a city with a very complicated geomorphology. Predicted values are compared with those measured from 13 automatic monitoring stations, showing that the best correlation was given by concentrations of sulphur dioxide.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462343</guid>
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    <item>
      <title>A BREATH OF FRESH AIR: CAMBRIDGESHIRE'S EXPERIENCE</title>
      <link>https://trid.trb.org/View/462344</link>
      <description><![CDATA[Cambridge is a predominantly rural county, but one which has experienced higher than national traffic growth over the past 10 years. With increasing concern about air quality issues in Cambridgeshire, the County Council investigated the three waylink between traffic flows, air pollution, and ill health. The investigation was done in partnership with other authorities through the Air Quality Liaison Group with both tiers of local government and health authorities. It concluded that air pollution from traffic can exacerbate existing ill health although there is no firm evidence that it causes ill health. The effects of traffic flows, street geography, and weather on pollutant levels were studied. The results indicated that street geography has a critical effect on traffic related pollution and that pollution levels now appear relatively static. The high level of interest generated the political will to take action and many transport initiatives were implemented. Surveys show that these have been successful in improving the environment in the historic centre of Cambridge. They include: a) pedestrianisation of part of the historic centre; b) installation of an electronic bus gate; c) provision of park and ride facilities; and d) investigation into methods of managing demand for travel through a travel awareness campaign. Whilst the evidence is not conclusive, sufficient exists to indicate that positive actions should be taken to build on the work done so far. These actions will focus on the travel awareness campaign combined with ensuring that alternatives to the use of the car exist.  (A)  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462344</guid>
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      <title>LAND USE AND TRANSPORT PLANNING IN THE NETHERLANDS</title>
      <link>https://trid.trb.org/View/462345</link>
      <description><![CDATA[The paper describes briefly how land use policies and transport policies in one of the most urbanised countries in Europe interact and how the goals of these policies are perused. The trend at present is to shift a number of tasks from national to provincial and municipal level. The overall aim is to achieve a sustainable society, meeting present needs without environmental problems in the future. Objectives for the year 2010 are to reduce exhaust emissions, noise and improve road safety. Congestion is to be reduced and the quality of public transport and bicycle facilities improved. Car kilometres travelled are to be limited and the use of car sharing, public transport and bicycles encouraged. Policies are designed to get trip origins and destinations as close together as possible, position businesses correctly in terms of transport needs, reduce parking capacity where alternative modes exist, encourage traffic calming and restrict car access and develop rail station zones.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462345</guid>
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    <item>
      <title>INSTITUTIONAL CONSTRAINTS TO ENVIRONMENTALLY SOUND INTEGRATED LAND-USE AND TRANSPORT POLICIES: EXPERIENCES FROM THE NORWEGIAN INTEGRATED LAND-USE AND TRANSPORT PLANNING SCHEME</title>
      <link>https://trid.trb.org/View/462346</link>
      <description><![CDATA[The paper describes some experiences from the evaluation of the municipal and county planning scheme where environmental considerations play an important part. Attempts are made to explain the scheme's lack of success. The scheme was a joint venture between the Ministries of Environment and Transportation and the National Roads Administration aimed at reducing car use and transport demand. The 10 largest urban areas in Norway were also invited to participate. The plan tried to achieve a higher level of coordination over areas of responsibility in different sectors and government levels. This was to be accomplished without significant changes in resource levels or the institutional structure in the sectors. The resultant plans produced by the scheme resembled traditional road plans with different planning horizons. A detailed analysis is given of the reasons for the failure. It is suggested that the institutional set-up and the apparent inconsistency between the stated and traditional goals are the main causes of the lack of success.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462346</guid>
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      <title>THE PUBLIC ACCEPTABILITY OF SUSTAINABLE TRANSPORT POLICIES: FINDINGS FROM THE BRITISH SOCIAL ATTITUDES SURVEY</title>
      <link>https://trid.trb.org/View/462347</link>
      <description><![CDATA[1994 saw a major change in the UK government's approach to transport policy. The previous predict and provide philosophy has now been all but replaced by a recognition that demand for transport must be managed, by pricing and by other means. But a large question mark hangs over the public acceptability of the various new policy options, especially those that are seen to restrict motorists' freedom. These fears seem likely to both modify and delay the implementation of policies which may be necessare for sustainable development. Analysis of 1993 survey data by the authors investigated the depth and nature of public concern about transport and the environment, and examined attitudes to about 20 policy options. It is concluded that congestion and pollution form two largely unrelated dimensions of concern, and that support for a change in policy was generally lower than the concern expressed would imply, but found that there is a sizeable minority which is willing to make personal sacrifices to ensure a more sustainable environment. Use of the 1994 data allows us to build on this previous work. First, we examine the data for short run changes. Second, pooling data from the two year's surveys increases the sample size, allowing more detailed examination of the crucial issue of the acceptability of the various major policy options, among sub groups of the population, with differing social, political and travel characteristics. The analysis focuses on the role of car use, political values and party support, residential location, education and income in shaping attitudes.  (A)  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462347</guid>
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    <item>
      <title>PLANNING: THE CREATION OF A NEW REALITY</title>
      <link>https://trid.trb.org/View/462348</link>
      <description><![CDATA[The paper describes an approach involving user participation in a Dutch infrastructure plan as a social and psychological process in the development of the plan. The aim is to reduce the time of the planning process and lessen the risk of failure due to public opposition. An experimental procedure is described where the users are involved as joint designers of plans. Several small groups provide lists of problems and priorities which are considered with the authorities. Experts and users discuss possible solutions and the best alternatives selected for implementation. An analysis is given of the effectiveness of the public participation in the exercise and comparisons are made of the experimental process and other reported participation processes. The effect of the joint process on the views of the users and the plans of the authorities is examined.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462348</guid>
    </item>
    <item>
      <title>PLANNING FOR SUSTAINABILITY - A NEW ZEALAND PERSPECTIVE</title>
      <link>https://trid.trb.org/View/462349</link>
      <description><![CDATA[The paper examines the development of concepts of planning for sustainability in the New Zealand context. It focuses upon NZ's response to the report of the World Commission on the Environment, 1987 - the Bruntland Report and the development of the Resource Management Act 1991 together with the subsequent framework of Regional and District Plans which are just beginning to emerge. The functions of Transit New Zealand (being the State Highway Authority) and the Land Transport Safety Authority (until recently the Ministry of Transport) are briefly described in relation to statutory processes under the RMA and Regional/District Council planning and transport functions. The political and economic context for current New Zealand statutory and management structures is described, juxtaposing prevailing free market non-intervention philosophy with a desire for full recognition of potential environmental effects and consequences. Public consultation procedures transparency of decision making and particular recognition of Maori perspectives and rights under the Treaty of Waitangi are also outlined.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462349</guid>
    </item>
    <item>
      <title>PPG6: TOWN CENTRES AND RETAIL DEVELOPMENTS: EVOLVING GOVERNMENT POLICY</title>
      <link>https://trid.trb.org/View/462350</link>
      <description><![CDATA[The paper reviews the evolvement of the current UK planning policy guidance document PPG6, published in July 1995 in draft form for consultation. An indication is given of how the key considerations for assessing the acceptability of retail developments have changed since the 1970s. Local transportation factors are emphasised. The implications for assessing proposals, from both retail and other uses, which the current policy is seeking to encourage to locate in town centres, are also considered. The impact of new retail developments on the vitality and viability of existing town centres, accessibility and the effect on car use and overall travel patterns should be taken into account. Statistics are given to illustrate travel-related characteristics of different retail locations, showing the advantages of a "sequential approach" to site selection.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462350</guid>
    </item>
    <item>
      <title>TRAVEL FOR FOOD SHOPPING: THE NEW DOCTRINE AND SOME ALTERNATIVES</title>
      <link>https://trid.trb.org/View/462351</link>
      <description><![CDATA[This paper reports specifically on an investigation of food retailing. It argues controversially that locational change is unlikely to result in significant traffic reductions, and that a recent recommendation for promoting this change, namely by providing greater town centre parking capacity for shoppers at the expense of commuters, could have severe deleterious effects. These conclusions are derived from a detailed analysis of how far people travel for food shopping, how frequently they shop, what mode of transport they travel by, and whether they combine food shopping with other activities. This aims to provide an understanding of the overall traffic impacts of different sites. This paper will also outline some preliminary investigation into different ways of organising food shopping which might complement locational policies, or perhaps provide better alternatives. The possibilities offered by both delivery systems and neighbourhood shops are explored, using case study examples, in an attempt to analyse how policy could be made more sustainable in the long term.  (A)  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462351</guid>
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    <item>
      <title>PLANNING FOR SUSTAINABLE RETAILING IN NORTH HERTFORDSHIRE</title>
      <link>https://trid.trb.org/View/462352</link>
      <description><![CDATA[Retailing represents a major activity in British town centres where the multi trip purpose is efficient and feasible by both public transport and the ubiquitous car. The past decade has seen the development of American style out of town superstore shopping providing customers with an attractive magnet distant from the town centre. These developments are heavily dependent on car borne access, discriminate against those who do not have a car, and undermine the main function of the town centre. The catchment for such stores is necessarily large to justify the large investment and land take which in itself predicates development remote from its users. This study of shopper patterns in North Hertfordshire provides an analysis of how this trend is affecting medium sized British towns. Key planning objectives are conservation and rejuvenation of Letchworth, Hitchin and Royston town centres. The study investigates journey purpose, average spending patterns, origins and choice of shopping location within the wider region. It considers the impact of the construction of out of town shopping development and examines the traffic, retailing and employment implications. Recent planning policy changes by central Government have sought to restrict further out of town superstores and encourage town centre investment to bring life back into the centre, provide opportunities for equitable access to services and provide a more sustainable form of development. The study reflects the change in emphasis in Government policy as shoppers see attractive and well planned town centres as the place to shop.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462352</guid>
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    <item>
      <title>MAIDSTONE INITIATIVE FOR SUSTAINABLE TRANSPORT: PREDICTING THE IMPACT OF TRANSPORT AND TOWN CENTRE DEVELOPMENT POLICIES</title>
      <link>https://trid.trb.org/View/462353</link>
      <description><![CDATA[The Maidstone Initiative for Sustainable Transport is a Kent County Council, Maidstone Borough Council and European Union funded project to demonstrate how environmental improvements can be achieved in congested town centres. A major part of this has involved the assessment of alternative public transport strategies, changes in town centre accessibility and the impact of improvements to the shopping environment. Stated preference surveys were used to establish the likely responses of drivers in the Maidstone area to different policies. Analysis of the data collected has indicated likely responses and these have been applied in an incremental model, using existing market shares, to establish aggregate changes to modal shares and Maidstone's share of the shopping market. Various improvements to buses, ranging from high-tech information facilities to simply providing conductors, are shown to result in widely different responses by car drivers. The results indicate that providing the four most favoured options could increase bus patronage by two-thirds. The impact of changes in accessibility has been assessed and the number of shoppers attracted to (and from) the town centre established. There are clear indications that in Kent, with many towns close together, shoppers are more likely to switch shopping destination than change mode. Similarly, the impacts of town centre improvements such as pedestrianisation and additional shops have been established. The paper summarises how the surveys were conducted, detail the results obtained and describe how the partners in the project are using the information to develop transport policies.  (A)  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462353</guid>
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      <title>EMPLOYEE TRANSPORT PLANS: AN EASY MEANS TO CUT CONGESTION</title>
      <link>https://trid.trb.org/View/462354</link>
      <description><![CDATA[Sources as diverse as Hampshire County Council's Headstart Campaign and the Environmental Employers' Group are exhorting employers to play their part in reducing dependence on the car, especially for journeys to work. Several UK local authorities are making plans to encourage their employees to commute by modes other than the car. The paper draws on research from the USA and the UK to assess how realistic such plans are, and what conditions need to be met before employers can make a real difference to the way their employees go to work. The aim of the paper is to provide some practical advice for those organisations which may be considering their own employee transport plans. The background to employee transport plans in the United States is discussed and compared to the situation in the UK. Case study research at the City of Irvine, Southern California, is examined and compared with the experience of two large employers in England. Based on this comparison, the paper offers some conclusions about the circumstances in which employee transport plans will succeed, and how much contribution they can make to the overall aim of reducing car dependence.  For the covering abstract see IRRD 877018.]]></description>
      <pubDate>Fri, 28 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462354</guid>
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