<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ic2VyaWFsIiB2YWx1ZT0iJnF1b3Q7UFRSQyBUUkFGRkVYIDkzIENPTkZFUkVOQ0UgUFJPQ0VFRElOR1MuIFNFTUlOQVIgT04gVFJBRkZJQyBNQU5BR0VNRU5UIEFORCBST0FEIFNBRkVUWSwgVFVFU0RBWSAyMCBBUFJJTCAxOTkzLCBOQVRJT05BTCBFWEhJQklUSU9OIENFTlRSRSwgQklSTUlOR0hBTSZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O1BUUkMgVFJBRkZFWCA5MyBDT05GRVJFTkNFIFBST0NFRURJTkdTLiBTRU1JTkFSIE9OIFRSQUZGSUMgTUFOQUdFTUVOVCBBTkQgUk9BRCBTQUZFVFksIFRVRVNEQVkgMjAgQVBSSUwgMTk5MywgTkFUSU9OQUwgRVhISUJJVElPTiBDRU5UUkUsIEJJUk1JTkdIQU0mcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>ACCIDENT REDUCTION THROUGH TRAFFIC CALMING BEYOND RESIDENTIAL AREAS</title>
      <link>https://trid.trb.org/View/424518</link>
      <description><![CDATA[The objective of this paper is to examine the potential for accident reduction through traffic calming on urban roads that constitute more than residential status. The background to traffic calming in Great Britain is briefly addressed, and the paper proceeds to examine a series of case studies of traffic calming schemes, including 20mph zones. The relationship between accident reduction potential and location is explored. A significant proportion of the "area-wide" accident problem occurs on distributor roads rather than purely residential streets. This has implications for the type of measures that are acceptable to the broader range of road users on distributor and arterial roads. Therefore it is often more difficult to implement traffic calming solutions on distributor roads to the same extent that this can be done on residential streets. The paper concludes by assessing the opportunities for accident reduction through traffic calming beyond residential areas, and by comparing these opportunities with the problems associated with this type of treatment.  (A)  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424518</guid>
    </item>
    <item>
      <title>A REGIONAL ROAD SAFETY PLAN</title>
      <link>https://trid.trb.org/View/424519</link>
      <description><![CDATA[This paper presents the basic principles of preparing a regional road safety plan, and describes the approach used in the Lothian region of Scotland. Road safety planning addresses the needs of all types of people as road users. A road safety plan is a type of business plan, and should include: (1) an introduction stating what the plan is; (2) a mission statement, explaining the plan's purpose; (3) clearly stated aims and objectives; (4) a review of priorities and options for action; (5) an action plan; (6) targets for actions adopted; and (7) a monitoring statement. It should be a detailed plan of action equipped to succeed. Plans should reflect the distribution of client groups of road users, where each group has specific needs. Casualty reduction objectives should be set, and appropriate action plans should be implemented to achieve them. This process should satisfy the following principles: (1) equity, that the needs of all client groups should be addressed; (2) economy, that actions must be affordable and have good value for money in reducing casualties; (3) efficiency, managing resources to achieve action plan financial targets to financial, technical and timing requirements; and (4) effectiveness, so that actions result in met objectives. All relevant agencies should collaborate as partners in this process.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424519</guid>
    </item>
    <item>
      <title>ROAD SAFETY PLANS - GUIDANCE ON BEST PRACTICE</title>
      <link>https://trid.trb.org/View/424520</link>
      <description><![CDATA[This paper reports a study of road safety plans, which was commissioned by the Department of Transport (DTp). The consultants were required to examine all available plans, analyse and comment on their content, and identify good practice in the content, style and production of the plans. The study considered: (1) any separate document specifically intended as an authority's road safety plan; (2) any annex to an authority's TPP submission dealing with road safety issues; and (3) any chapter or section within a TPP concerned with road safety issues. To obtain a comprehensive picture of all aspects of road safety plan production, a self-completion questionnaire was sent to all local highway authorities in England and Wales and all local roads authorities in Scotland. The plans were divided into four groups according to geographical location, and an assessment framework was designed to assess and record the salient features of the plans. The paper makes recommendations about good practice in relation to: (1) type of plan; (2) quality and style of production; (3) general content; (4) data; (5) engineering; (6) education, training and publicity; (7) enforcement; (8) coordination; (9) encouragement; (10) monitoring; (11) road safety code of good practice; and (12) other documents.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424520</guid>
    </item>
    <item>
      <title>PAYMENT SYSTEMS FOR INTEGRATED TRANSPORT PROGRAMMES</title>
      <link>https://trid.trb.org/View/424521</link>
      <description><![CDATA[This paper discusses some possible approaches to developing payment systems for integrated transport systems and programmes. A payment system can be viewed as the 'oil' that makes an integrated transport system work. Cash payment is universally acceptable, but also has many disadvantages. The issue of interoperability is crucial to the workings of a multi-service payment system. Greater Manchester PTE is investing 10 million pounds to introduce a contactless rechargeable smartcard payment system for its public transport, that can also be used for other purchases. London Buses is testing a similar technology. Transmo is developing a very secure, low cost throw-away stored value magnetic card payment system for urban areas of up to about one million population. These cards will have many applications. A national payment system is needed, to create a substitute for cash without its problems. Such a system should not interfere with individual ticketing systems of transport and parking operators, the public should like using it, and it should be more cost-effective than cash. The Transmo system has been developed according to Department of Transport (DTp) guidelines, and uses cards, similar to phone cards of prepaid value, obtainable from a wide range of outlets including buses, for a wide range of transactions. Market research response to Transmo is almost entirely positive.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424521</guid>
    </item>
    <item>
      <title>TUNNELS, BRIDGES AND TOLL ROADS</title>
      <link>https://trid.trb.org/View/424522</link>
      <description><![CDATA[This paper discusses the basis of tolling, describes various payment systems for toll roads, bridges and tunnels, and cites four examples. Principles, on which a tolling system can be based, include: (1) ability to sell a product at a price that 'the market will bear'; (2) need to finance the construction of a road or structure; and (3) using the charge mechanism to regulate use of a facility to maximise benefit for users, for example by minimising congestion. The requirements of a payment system depend on which tolling principle applies. Modern technology enables design of a payment system to meet almost any requirement. Types of toll collection system include: (1) manual barrier with cash collection; (2) automatic barrier with cash collection; (3) automatic barrier with prepayment card; (4) automatic barrier with 'no contact' card; and (5) 'no barrier' systems. Smartcards allow more complex transactions, including transfer of information from a vehicle between card and tolling system, so that the card can record all details of a toll charge. Automatic collection, using stored value or automatic debiting systems, can increase capacity and security, and reduce delay and staff requirements. However, high technology solutions may have problems, and need a back-up system.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424522</guid>
    </item>
    <item>
      <title>PUBLIC TRANSPORT APPLICATIONS OF PAYMENT SYSTEMS</title>
      <link>https://trid.trb.org/View/424523</link>
      <description><![CDATA[After outlining the structure of public transport in the UK, this paper gives a detailed description of prepayment systems and technologies used with public transport in the UK. Prepayment has advantages for marketing, operations and accounting. A prepayment system can attract customers to buses by its convenience and use of discounted fares, but competition can erode prepayment. Prepaid tickets can speed up bus services, and reduce the amount of cash carried on buses. Prepayment, especially electronic funds transfer, can improve cashflow. Prepaid ticket types include period tickets and multi-journey tickets. During the 1980s, most operators have replaced their mechanical ticket issuing systems by electronic systems. Several forms of machine-readable tickets have been developed. Magnetic stripe cards have been widely used outside the UK for several years, but much less in the UK. Though most British Rail tickets have magnetic stripes, they are only used automatically to activate gates on the London Underground. Smartcards are used on many transport systems around the world. The most notable example in the UK is their use on the Milton Keynes bus network. Contactless smartcards, using magnetic induction, are being tested in Manchester and London. The paper suggests some possible future developments, including a genuine 'hands-free' approach.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424523</guid>
    </item>
    <item>
      <title>CASHLESS PAYMENT FOR TRANSPORT SERVICES: MAGNETIC CARDS, SMARTCARDS AND ELECTRONIC TAGS</title>
      <link>https://trid.trb.org/View/424524</link>
      <description><![CDATA[This paper describes two practical approaches to collecting vehicle identification automatically without the need to stop or even slow down a vehicle. In Method 1, Automatic Vehicle Identification (AVI) or Electronic Toll and Traffic Management (ETTM), an electronic device like a credit card is placed in the vehicle window, and interrogated by a microwave beam from roadside electronics. A central computer system for the road network bills drivers for entering a stretch of road, or debits their prepaid accounts. In Method 2, a card is placed in a device in the vehicle, interrogated from the roadside, and changed if necessary. The prepayment card is the most acceptable variant of this method. The USA favours Method 1 for road use, and there will soon be a million Amtech Tolltags in use. Parking is handled separately. Similar identity tags are used in Europe, especially in France, Italy and Norway. There is now a strong effort to develop Method 2 in-car devices that accept prepayment cards for both road transit and parking. The paper considers: (1) parking challenges; (2) problems with public transport; (3) payment options; (4) card technologies; (5) universal prepayment cards; (6) chip cards; and (7) magnetic stripe systems. Various examples of universal prepayment cards and modern road pricing and parking meters are illustrated.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424524</guid>
    </item>
    <item>
      <title>SAFETY AUDIT PROCEDURES AND PRACTICE</title>
      <link>https://trid.trb.org/View/424525</link>
      <description><![CDATA[The IHT (Institution of Highways and Transportation) Guidelines on safety audit were based on accumulated knowledge of audit practice in the late 1980s, through consultation with local authorities, consultant firms, the Department of Transport (DTp) and the Scottish Development Department (SDD), together with a knowledge of safety principles derived from worldwide experience. This paper reviews the IHT Guidelines in the light of recent experience, with special reference to the management of audit in local authorities and the practice of audit on all types of schemes suitable for audit. Safety audit's main objective is to ensure that all highway schemes operate as safely as possible, so that safety is considered throughout scheme preparation and construction. Subsidiary objectives are to: (1) avoid causing accidents elsewhere on the network; (2) recognize the possibly conflicting perceptions and needs of all road users; and (3) reduce a scheme's whole-life costs. The paper describes the following aspects of safety audit: (1) its organisation; (2) when and where to audit; (3) the audit team and its tasks; (4) requirements for safety engineering specialists; (5) training; (6) resources required; (7) potential benefits; and (8) monitoring and evaluation. While the principles of the IHT Guidelines still apply, their detailed recommendations on procedures and operation urgently need revision. For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424525</guid>
    </item>
    <item>
      <title>20 MPH ZONES</title>
      <link>https://trid.trb.org/View/424526</link>
      <description><![CDATA[This paper reviews the contribution of 20mph zones to improving the local environment and reducing the risk of road traffic accidents. The Department of Transport (DTp) introduced 20mph zones in the UK early in 1991, and has undertaken various other initiatives to reduce drivers' speeds. 20mph zones are one of the key measures, used by local authorities and the DTp in their drive to reduced casualty targets. The 50th 20mph zone was introduced in March 1993. Accident reductions in 20mph zones exceed 50%, which is consistent with the experience of other calmed areas. Early evidence is that average speeds in the zones are between 11mph and 15mph. It is essential to involve local residents and other affected people in the process of introducing 20mph zones and other traffic calming schemes. Those who should be consulted include police, emergency services, local representatives and bus operators. Joint working within and between professional disciplines can lead to schemes satisfying all groups, with a success much greater than the sum of individual contributions. Urban safety management encourages authorities to consider the hierarchy of roads that should be set up within an urban area. Relevant legislation includes the Road Traffic Act 1991 and the Traffic Calming Act 1992. Environmental aspects need to be considered. For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424526</guid>
    </item>
    <item>
      <title>TOWN CENTRE ENHANCEMENT</title>
      <link>https://trid.trb.org/View/424527</link>
      <description><![CDATA[This paper considers several ways in which local authorities can improve the environment of town and city centres. Removing non- essential traffic from urban centres, by building new roads or introducing traffic management measures, can help to landscape these areas, pedestrianise streets, and improve road safety, especially for pedestrians. There are still many important needs for vehicle access to town centres. Before introducing pedestrianisation, it is necessary to consider whether the local people really want it, and what it does to the economic vitality of the locality. Town centre enhancement needs to ensure access to the centre, as well as improving the environment in the centre. The author is Derby's City Centre Manager, whose job is to examine ways of improving the urban environment, for example by pedestrianising certain streets or encouraging better cleaning and maintenance programmes. An essential part of his job is to discuss with local inhabitants and businesses their views and suggestions for improvement. After an extensive consultation process, almost unanimous public support was obtained for the pedestrianisation of 'the Promenade', an 800m long linear walkway between two landmarks in Derby's centre. Almost all traffic is forbidden there between 10am and 5pm.  For the covering abstract see IRRD 869053.]]></description>
      <pubDate>Wed, 12 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/424527</guid>
    </item>
  </channel>
</rss>