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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>YOUR NEIGHBOUR HAS TO GO MORE OFTEN WITH PUBLIC TRANSPORT . TRANSPORTATION PLANNING RESEARCH COLLOQUIM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367065</link>
      <description><![CDATA[This contribution gives an overview of a series of elasticities regarding the car/public transport modal split. Several trip purposes and personal factors are discerned. The elasticities that are found in this research project are low.  It is found that only a minor part of the car drivers will change their mode if car driving is made less attractive or public transport is made more attractive. (Author/TRRL)]]></description>
      <pubDate>Sun, 31 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367065</guid>
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    <item>
      <title>DEVELOPMENT OF USER COSTS OF PRIVATE CAR AND PUBLIC TRANSPORT . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367055</link>
      <description><![CDATA[The paper deals with the development of real variable car costs and real public transport fares (in terms of a fixed price level) during the last two decades.  Attention is being paid in the first place to the different methods by which car costs can be divided into fixed and variable components; it shows that the cost of petrol is the main element of the variable car costs.  With regard to public transport it is concluded that an analysis in terms of total financial contributions of users in relation to the number of passenger kilometers is to be preferred.  Next the paper deals with the factors underlying the development of the variable car costs and public transport fares.  It is concluded that these factors are entirely different: the cost of petrol is dominated by external political or economic factors whereas the fares of public transport are mainly indicated by internal policy, it can be a dangerous policy to try to put a too close link between the development of the tariffs of public transport and the variable car costs. (Author/TRRL)]]></description>
      <pubDate>Sun, 31 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367055</guid>
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      <title>DUTCH RAILWAYS IN SUBURBAN TRANSPORT: PARTICIPATION OR INTEGRATION . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367049</link>
      <description><![CDATA[Three models are being evolved in order to design the third train service of the "Rail 21" plan of the Dutch Railways for the densely populated western part of the Netherlands: (1) Model R: adaption and improvement of the present regional train service.  (2) Model R/A: introduction of suburban train services in the urban regions.  (3) Model R/I: integration of the suburban train network with the underground and light rail networks of the large cities. This paper is mainly about model R/A.  Features of this model are shorter distances between stops and higher frequencies (6 trains per hour).  This means a high quality offer for an important transport market concerning the volume of passengers and the role in problems of congestion and environment.  Designs are being presented for the urban regions of Amsterdam, The Hague, Rotterdam and Utrecht. The speed and reach of an R/A train service are smaller than those of the present regional train service. Therefore zonal trains' are being put on for regional transport at longer distances.  They run partially as a regional train, partially as an interregional train. Designing an R/A network the coherence and connection with the other suburban public transport is essential.  As a next step it is logical to integrate with underground and light rail networks.  That will be evolved in model R/I. (A) For the covering abstract of the conference see IRRD 835854. (Author/TRRL)]]></description>
      <pubDate>Sun, 31 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367049</guid>
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    <item>
      <title>MEASURING IS KNOWLEDGE!? FLUCTUATIONS IN UTILITY BICYCLE TRAFFIC FLOWS ON WEEKDAYS AND THEIR CONSEQUENCES FOR PLANNING OBSERVATIONS . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367050</link>
      <description><![CDATA[The plans for facilities for bicycles need to be based upon a precise insight into bicycle traffic volumes.  This paper aims at an enlargement of the insight into fluctuations of daily and hourly bicycle volumes and into their consequences for planning, and the interpretation of especially short observations.  The research is focussed on utility flows (commuting and school traffic) on weekdays. Weekdays are classified by four seasons and by school days or non school days.  Most of the standard deviations from daily flows per calender year are at most 35 per cent. Values for the spring season are lower.  Therefore, spring seems to be the most suitable season for short operations. Due to apparent differences the interpretation of the percentages of daily volumes per day hour should be made per season.  The estimation of daily volumes by visual counts during a few hours by means of fixed conversions incorrectly neglects the considerable daily fluctuations. These fluctuations can be made visible by means of a confidence interval.  This item needs further research. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367050</guid>
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    <item>
      <title>DISCRETE AND CONTINUOUS DEPENDENT VARIABLES IN ONE TRANSPORT MODEL . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367051</link>
      <description><![CDATA[Models with discrete dependent variables (logit, probit) are very frequently used in the analysis of issues in transportation.  Models with continuous dependent variables have been in use much longer (estimation with the Ordinary Least Squares method).  Recently a number of models has been developed in which discrete and continuous variables are explained simultaneously.  This paper gives some information on the theoretical foundation, estimation and a number of applications. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367051</guid>
    </item>
    <item>
      <title>TRANSPORTREGIONS: A PROBLEM OR A SOLUTION? . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367052</link>
      <description><![CDATA[The Transport and Transportation Scheme of the Dutch government indicates several activities which should be the subject of transport regions.  In this paper some remarks for discussion are made.  For instance: cooperation between transit companies, the size of a transport region, the financing of infrastructure and the organisational context. A proposal is made to focus the subject of transport regions on traffic problems in urban areas and then to choose for the best size.  Some problems can already be solved now, without the installation of transport regions. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367052</guid>
    </item>
    <item>
      <title>INFLUENCING CAR USE THROUGH INFORMATION . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367053</link>
      <description><![CDATA[In the Netherlands transport policy is focusing on reducing car traffic. There are various possible methods for doing this.  One of them is influencing behaviour through social-psychological methods.  In this paper a report is made of an exploratory pilot study among inhabitants of a quarter named Mariahoeve and among the personnel of two firms, all in the Hague.  An attempt was made to influence their car usage by providing some information.  A part of the experimental group seems to use their cars less due to thedata provided.  It is concluded that this influencing strategy can lead to more selective car use. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367053</guid>
    </item>
    <item>
      <title>A SYNTHESIS OF CAR OWNERSHIP AND CAR USE MODELS: A DESIRABLE DEVELOPMENT? . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367054</link>
      <description><![CDATA[The paper deals with a number of types of models used for predictions of car ownership and car use.  These models often differ with regard to the expected effects of policy measures.  A major part of these differences can be explained by looking at the specific (policy) aim for which a model has been developed.  Following this aim the model has also been given a specific structure as well as a set of hypotheses and behavioral relations.  The separate model predictions, by explaining different parts of the same phenomenon, should be considered to be complementary instead of contrary to each other.  An integration of models would be a next logical step.  The best method in order to combine the strong aspects of the individual models without losing their unique character seems to be an expert system.  A first step would be the introduction of a 'weighed' elasticity for calculating the effects of combined policy measures. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367054</guid>
    </item>
    <item>
      <title>QUICK AWAY FROM THE MOTORWAY . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367056</link>
      <description><![CDATA[Dutch policy is aimed at reducing car traffic.  Physical planning measures are proposed, which are meant to lead to settlement of suitable companies on locations that are served well by public transport.  Therefore the present trend of settlement of office buildings on places located near highways is very undesirable.  A literature study is performed which focusses on the factors that influence the location choice of companies, especially with respect to locations near highways.  Those factors are analysed using a relational scheme.  The most essential structural processes are analysed with respect to their consequences for location factors.  This is done for the three distinquished types of companies.  It is concluded that the location preferences of companies are influenced by many factors and therefore can differ from the governmental preferences.  However, there are possibilities to stress the advantages of locations, that are well situated for public transport. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367056</guid>
    </item>
    <item>
      <title>MONITORING DEVELOPMENTS IN MOBILITY: AN EXAMPLE FOR THE PERIOD 1984-1987 . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367057</link>
      <description><![CDATA[An example is given of monitoring developments in mobility using the Mobility Explorer (in Dutch: de Mobiliteitsverkenner), which is a flexible model for medium term forecasting of developments in mobility.  Monitoring means that yearly developments in mobility are analyzed. Several key factors are distinguished in the Mobility Explorer: demographic developments, car ownership, fuel prices, public transport fares, employment figures, supply of public transport, national income and personal income. And for the monitoring of developments in mobility some extra factors are distinguished: supply, demand and special factors.  The example for the period 1984-1987 shows that, in this period, the importance of fuel prices has been very significantly.  For the car driver and car passenger modes the strong decrease of the fuel prices led to a very strong upward pressure on the traveller kilometers, and for the modes bike, rural transport and rail travel the pressure was downwards.  The analysis showed that the extra supply created by public transport, especially rail and urban transport, led to an important increase of demand for public transport.  It also appeared that measuring the 'real' developments in rural and urban public transport in terms of passenger kilometers is very difficult.  The related estimates gave very large confidence intervals. Therefore, it is difficult to determine in a valid way the factors that account for the developments which were observed for the modes.  Finally, it was concluded that monitoring developments in mobility is a useful method to identify the factors which are responsible for the observed developments in mobility.  At the moment monitoring for the period 1984-1989 is being carried out.  The results will probably be available at the beginning of December 1990. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367057</guid>
    </item>
    <item>
      <title>ACCESSIBILITY-PROFILES OF EMPLOYMENT AREAS IN THE AMSTERDAM AGGLOMERATION . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367058</link>
      <description><![CDATA[The objective of the study described in this paper was to develop a model to access the accessibility of locations (resulting in 'accessibility profiles') and the mobility requirements of businesses and public facilities (resulting in 'mobility profiles'), and to apply this model to employment areas in the Amsterdam agglomeration.  To assess accessibility of locations, a number of criteria have been set up.  A characterization of business and public facilities was formulated on the basis of the traffic requirements created by their specific activities. Applying mobility variables to the various types of business results in a number of mobility profiles. The accessibility and mobility profiles were set out in a model, which provides insight into the appropiate location for specific types of business.  This model has been applied to important existing and proposed employment areas in the Amsterdam agglomeration.  The selected locations were evaluated as A, B or C and the accessibility profile of each location has been assessed.  By making an inventory of businesses and public facilities in existing employment areas, the extent to which the accessibility profiles and the mobility profiles corresponded could be assessed.  The model was then used to assess the suitability of businesses or public facilities of various types for proposed and restructed locations. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367058</guid>
    </item>
    <item>
      <title>A CLOSER VIEW OF THE CAPACITY OF INFRASTRUCTURE . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367059</link>
      <description><![CDATA[Policy decisions will have to be made soon in order to tackle the personal mobility problem and to produce better use of existing transport infrastructure networks.  It is obviously necessary to widen the definitions used for capacity.  Even the technical definitions are not so clear as they appear to be at first sight.  The highest possible level of highway use is under both technological and social constraints. (TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367059</guid>
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      <title>TRANSITION FROM CAR TO TRAIN DURING PEAK HOURS . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367060</link>
      <description><![CDATA[Between 1988 and 1990 research was carried out into the possibility of encouraging car users to use the train.  The data were obtained via inquiries among car users and rail travellers in the corridor Dordrecht-Rotterdam during the morning peak hour.  Special attention was paid to the determination of objective and subjective factors which might prevent car users from changing their travel mode to public transport.  This contribution specially focuses on the expected effects of proposed policy measures. (TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367060</guid>
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      <title>PUBLIC TRANSPORT DEFICITS, CONTROLABLE OR NOT? . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367061</link>
      <description><![CDATA[The decrease in the use made of public transport is a matter of concern for the Dutch government, which has recently decided to encourage the use of public transport, in order to reduce the growth in private car use.  The subjects of this paper are the possible effects of different socio economic developments and policy opinions about the modal split and decrease in use of three public transport sectors. The analysis is based on an integration of a traffic forecasting model and a financial public transport model. The outcomes of the analysis are that only a moderate economic growth in combination with a rather large increase of the energy costs for car users and an increasing level of efficiency in the public transport companies might help to achieve the purposes of the governmental policy, as recently formulated.  In this regard the success of the policy is for a large part dependent on external influences.  In the opinion of the authors a further refinement of an integrated model as used for this analysis can provide a useful policy too. (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367061</guid>
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      <title>HOW TO EVALUATE TRANSPORT DEMAND MANAGEMENT? . TRANSPORTATION PLANNING RESEARCH COLLOQUIUM 1990. MEASURING, MODELLING, MONITORING. NEW DEVELOPMENTS IN RESEARCH METHODS. THE HAGUE, NOVEMBER 29-30, 1990. VOLUME I AND II</title>
      <link>https://trid.trb.org/View/367062</link>
      <description><![CDATA[This paper describes the methods used to evaluate the effects of any changes in traffic or transport management. Such methods are introduced in each region. Special reference is made to those methods whose aim is to decrease the use of the car for journeys to work.  The cornerstone of this approach is the involvement of factories and business in the experiment.  Two methods which are used to measure the effects of transport demand management as practised by this "public/private" partnership are described. (TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367062</guid>
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