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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>A framework for customer oriented intermodal information - interaction between authorities and their costumers</title>
      <link>https://trid.trb.org/View/862635</link>
      <description><![CDATA[This paper provides an introduction to an ongoing PhD thesis which focuses on how transparency can be supported by interaction between the domains: transport management, infrastructure management and institutional management. A central issue in the research is the concept of soft infrastructure, i.e. information relevant for the transport sector and subject to common definitions, formats and quality. In addition the paper also presents the findings from a initiative from Sweden - the KombiTIF project which addressed how the traffic agencies can facilitate intermodal transports through supporting information exchange between public and private partners. The findings showed that the agencies need to take a customer oriented view regarding the quality and access to information as well as co-operate between the agencies to provide harmonised access to the information. The findings also indicated that the role as facilitator is an extensive commitment that requires both commitment and resources (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:13:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/862635</guid>
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      <title>System dynamics modeling for road contracting</title>
      <link>https://trid.trb.org/View/862634</link>
      <description><![CDATA[Many transportation agencies have discovered that traditional highway contract administration procedures and project delivery methods do not meet current demands. In response, they are turning to alternative contracting procedures to keep up with the reconstruction and growth needed. Four trends are perceived in road management. First, with respect to project delivery, more and more projects are contracted for the whole life cycle of the road. Second, contractors are given increasingly more freedom or design space, as the indicators used for monitoring their work become less operational and more performance based. The third trend, concerning project financing in which private investors are playing an increasingly higher role and governments follow a dual track strategy; managing a portfolio of directly and indirectly financed projects; dependent on the project characteristics. Fourth, contracts are granted for longer term. These innovative forms of contracting are expected to yield more flexibility in the road sector; more innovation, higher performance and consequently lower costs while keeping up service levels on public values such as mobility, safety and the environment. It is here that the possible complementarities and tensions between the (technical) aspects of flexibility and those regarding public values become most visible. By using a combination of institutional economics theory (mainly principal-agent) and engineering design theory (mainly functional requirements engineering), our aim is to build a systems dynamics model that can capture the institutional context and is able to indicate what contracting practices are likely to occur and which ones are likely to succeed in view of the meeting the public values and demands. Several international case studies will be used to build and validate our model. The analysis realized making use a first conceptual simplified version of this model will be presented in the paper (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:13:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/862634</guid>
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      <title>Quality assured road data by using the PDCA-cycle: experiences from EuroRoadS</title>
      <link>https://trid.trb.org/View/862633</link>
      <description><![CDATA[For future ITS-applications and many other areas a pan-European road data infrastructure of high quality is necessary. The EU-project EuroRoadS (Pan-European Road Data Solution) will lay the groundwork for creation of such an infrastructure by national mapping agencies, road administrations, private enterprises, and the research sectors. A specific issue regarding quality is to adapt, implement and validate methods for quality management, described in the paper. Firstly planning methods are be to developed to identify quality lacks and to calculate the impact of quality assurance measures within exemplary processes. Furthermore different evaluation methods are to be adjusted for road data. Finally a metadata catalogue is to be derived for documenting data quality. The special methods for planning, evaluation and documentation of quality within road data processes can be orientated according to the general phases of the quality-cycle of Deming (Plan, Do, Check, Act) (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:13:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/862633</guid>
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    <item>
      <title>Long term performance-based maintenance contracts in Denmark</title>
      <link>https://trid.trb.org/View/862632</link>
      <description><![CDATA[Long term performance-based maintenance contracting of asphalt surfaces has become popular in Denmark. For municipalities, these contracts cover the entire road network, or parts there of. Network sizes that are in contract this way vary between 30 and 300 km. Maintenance of the road network is turned over to a contractor for a period of typically 15 years. This,  we believe, gives incentives for innovation of long lasting pavement types and repair techniques. Besides paved roads and road marking, also shoulders and open drainage systems are included in the contracts. By February 2006, 19 municipalities (of totally 270) have such a long-term maintenance contracts, covering more than 3000 km of roads. This paper describes this contract form, the performance requirements, and also gives some of the experience from the municipalities in contract with focus on innovation in materials or techniques (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:13:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/862632</guid>
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    <item>
      <title>Procurement procedures that promote architectural qualities in road design</title>
      <link>https://trid.trb.org/View/862631</link>
      <description><![CDATA[This proceeding proposes a framework for innovation in procurement and contracting regarding architectural quality. The proceeding provides a brief background to public contracting in Sweden. National Road Administration in Sweden has taken initiative to investigate how architectural qualities can be endorsed in contracting for public planning, design and constructing. There is a growing demand in society for attractive living environments. Architectural quality in civil works constructions is a key factor in meeting this demand. It is therefore important that roads be well designed, as they constitute an essential part of the environment in the everyday lives of many people. Despite this, questions concerning the architectural quality of roads have less impact in SRA procurements than what used to be the case. Consultants and contractors in the industry claim that aesthetic ambitions at present carry less weight in tender evaluations. The focus is on heavy technology and quantifiable criteria. What is the reason behind this? The procurement of consultants and contractors by the SRA is governed by the Public Procurement Act in Sweden (LOU) and the opportunities and limitations this provides. In order to take advantage of this opportunity and live up to the general demands for good architectural quality on roads, a few recommendations have been proposed. It is a matter of top management pointing out the importance of aesthetic added value, it is also the development of a common vision of what is to be achieved and the formulation of project objectives. Better procurements also presume that the evaluation models used by the SRA will be further developed so that the road and landscape architectural context can be illuminated and problemised. This increases the possibility to select competent contractors who can ensure attractive and sustainable solutions (A). Only abstract (as above) is available from the conference proceedings. For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:12:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/862631</guid>
    </item>
    <item>
      <title>Design methodology</title>
      <link>https://trid.trb.org/View/862630</link>
      <description><![CDATA[In the efforts to produce better future projects, we have developed several tools and methods to observe and evaluate already existing and planned projects. There is one white spot left on the map, though, and that is the significance of the design method in the early stages of the working process. Architects are trained in using pencil and paper to sketch and depict. This is not only a way to master a skill, but also a way to develop knowledge about the world. To get to know something, you will have to observe it, and an excellent method of observation is to depict. In using sketching as a means of thinking, so to speak - making quick pictures of abstract motives - we may gain access to experience that is often difficult to articulate in words or numbers. The tangible results of the process, the drawings, are objects that you can reflect upon, individually or in groups. This special competence of the architect can be used in the early stage of any planning process, and especially where different professions and interests meet. The benefit of the design method is at least threefold: 1. It helps individuals to find new solutions that are not obvious at the first glance when considering existing prerequisites and demands. 2. It opens ways to a deeper comprehension of the subject observed. 3. It facilitates communication between different participants because it eliminates such obstacles as prestige, lack of self confidence, and established conventions of expertise. It also puts emphasis on general structures instead of isolated parts of matter (A). Only abstract (as above) is available from the conference proceedings. For the covering abstract of the conference see ITRD E212333.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:12:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/862630</guid>
    </item>
    <item>
      <title>Traffic stream modelling of road facilities</title>
      <link>https://trid.trb.org/View/862629</link>
      <description><![CDATA[Data from traffic detectors were used to study traffic flow characteristics on four different road facilities. Two urban highways, an arterial and a rural highway were analysed. With statistical analysis of the data, various classical traffic flow models have been used to fit the data. Five minutes intervals were analysed and the average speed, flow and density were estimated. The four parameters model proposed by Van Aerde gave the best results. Based on the Van Aerde model the free flow speed, speed at maximum flow, maximum flow and density at jam were determined. These parameters were compared for the different road facilities, as well as the relationship between headways and given speed (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:12:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/862629</guid>
    </item>
    <item>
      <title>The IMPROVER project</title>
      <link>https://trid.trb.org/View/862628</link>
      <description><![CDATA[The IMPROVER project (Impact assessment of road safety measures for vehicles and road equipment) is a study commissioned by the European Commission (Directorate General Energy and Transport) to examine different aspects of road safety. The project is carried out by the Federal Highway Research Institute of Germany (BASt) together with 14 European partner institutes. An overview about the results of the following four subprojects of IMPROVER will be presented. Every part will include recommendations on actions which could be taken on EU level. 1) Impact on road safety due to the increasing of sports utility and multipurpose vehicles: A definition of the current size of the EU traffic injury problem in terms of partner and self-protection for SUV crashes will be given. In order to address the problem crash mechanisms occurring in collisions with SUVs as well as future expectations on the traffic injury problem related to SUVs will be identified and defined. As additional task also the environmental performance of SUVs is regarded. 2) Impact assessment of measures concerning the improvement of road safety of light goods vehicles: After an analysis of the scope of the light van's safety problem in Europe road safety measures for light vans are identified and defined. For each measure a cost-benefit-analysis is carried out. 3) Impact of cruise control on traffic safety, energy consumption, and environmental pollution: In this subproject, the impact of cruise control will be analysed with respect to traffic safety, energy consumption, and environmental pollution by different methods including literature reviews, questionnaire studies, and an on-road test. 4) Harmonisation of road signs and marking from a safety point of view: The aim of the subproject is to investigate the needs for further harmonisation of road signs and markings. Specifically, the differences between the legal and technical instructions of the traffic signing systems in European countries will be documented and their effects on traffic safety will be evaluated. In the end, recommendations for further harmonisation will be derived with respect to cost-benefit analysis and traffic safety matters (A). Only abstract (as above) is available from the conference proceedings. For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:12:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/862628</guid>
    </item>
    <item>
      <title>Kinematic GPS calibration of roadside systems used for local metrology of vehicles trajectories in curve</title>
      <link>https://trid.trb.org/View/862627</link>
      <description><![CDATA[Metrology of vehicles trajectories has several applications in the field of road safety, particularly in dangerous curves. Actually, it is of great interesting to observe the trajectory of vehicles with the aim of designing a real time driver warning device in these areas. This paper addresses the calibration of various cooperative electromagnetic, infrared, ultrasound systems placed along the road with the objective of position and speed estimation. Kinematic GPS (in post-processing) has been extensively used for this experiment. It enables the positioning of a mobile with an accuracy of a couple of centimetres, relatively to a static reference placed at a known point in the vicinity of the surveyed road (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:12:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/862627</guid>
    </item>
    <item>
      <title>Safe roads in times of changing climate</title>
      <link>https://trid.trb.org/View/862626</link>
      <description><![CDATA[The quality, stability and life span of road constructions are to a great extent dependent on the climate and the resulting groundwater and surface water conditions. High groundwater levels and insufficient drainage of the road body may cause damage to the road surface and shorten the life span of the road significantly. High water flows cause flooding and erosion. All these problems are escalating as the climate is changing towards higher precipitation in northern Europe and more extreme weather situations. It has already been seen by the EEA (European Environment Agency) that economic losses from extreme weather situations are on the increase. Calculations at the SGI (Swedish Geotechnical Institute) show that slopes that today have an acceptable safety factor of 1.3, with a 30 per cent increase in precipitation (which is the climate scenario for Sweden over a period of 50-100 years) may be unstable and cause landslides. These sections can be found along riverbanks, which is exactly where roads are situated. Three brief studies of the geotechnical consequences of erosion, stability and spread of pollutants indicate that the adaptation of the road network to a changing climate is one of the major challenges for the future. The results of these investigations are presented along with a discussion of the consequences for new and existing roads (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:12:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/862626</guid>
    </item>
    <item>
      <title>Gender equality. A subsidiary objective of Swedish transport policy</title>
      <link>https://trid.trb.org/View/862625</link>
      <description><![CDATA[This paper describes how the Swedish Government decided to add a sixth subsidiary transport policy objective on gender equality in the transport system in 2001 and what has happened since then. For an extended version, see www.vti/gender equality. The most important steps towards gender equality in the transport system were taken in 1998 when the government proposed that a new advisory council, the Gender Equality Council for Transport and IT should be appointed, in 2001 when the government decided to add the gender equality objective and in 2002 when the Swedish Institute for Transport and Communications Analysis was instructed by the government to produce proposals for intermediate objectives within the transport policy objective of gender equality in the transport system (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:11:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/862625</guid>
    </item>
    <item>
      <title>Enhancement of infrared vision for drivers by acting on infrastructure</title>
      <link>https://trid.trb.org/View/862624</link>
      <description><![CDATA[The use of infrared vision technology in automotive has mainly focused on detection of animals or pedestrians during night time. In those approaches, the infrastructure thermo-physical properties have not been investigated in order to enhance the road driver visibility through the use of on board infrared vision system. In order to reduce time consuming during on road trials, we built a research work approach by coupling numerical simulations with specific experiments. The characterization of road material thermo-physical properties and atmosphere radiative transmission properties between the detector and the scene are also studied, but not presented here. In the present paper, we present the simplified infrared illumination map simulator developed and some first experiments realized. Numerical simulation have been developed for simplified road geometry, in order to favour the study of a numerical approach that try to be as closed as possible to the performance of the infrared detector used (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:11:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/862624</guid>
    </item>
    <item>
      <title>Interdependence of road transport research and transport policies</title>
      <link>https://trid.trb.org/View/862623</link>
      <description><![CDATA[Both road transport research and transport policies are dealing with future, basically with the expectation of the long term effects. They are very tightly related. Their percentage of the incorporated uncertainties is reasonably high. Nevertheless, even if the first is related to the most popular road transport mode and the other to the whole transport system, their common influence on every day's human life, regarding economy or society is so important, that they should always be sound. That is why they must be based on sciences. When they are not, the negative consequences on the future sustainable development on the state level but also wider can be very expensive and sometimes almost irreversible. In his contribution the author presents arguments for this statement on two extreme examples. On one hand assessing the results and the correlation of the road transport research and the White Paper-European transport policy for 2010: time to decide, Brussels, 12.09.2001 COM (2001)370, and on the other hand assessing and comparing this with the status in the Republic of Slovenia, which was at the and of 2004 still without its own transport policy. In the conclusion the author gives some ideas how and why the correlation between transport research and transport policies should be upgraded (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:11:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/862623</guid>
    </item>
    <item>
      <title>Economic evaluation of external costs in the project cycle</title>
      <link>https://trid.trb.org/View/862622</link>
      <description><![CDATA[The economic evaluation of a project is nowadays a delicate task: the new cost items deriving from consideration of the socio-environmental externalities have to be added to the calculation of the more traditional technical costs. The monetary quantification of the former, together with the advancing of scientific knowledge on the environment, is subject to constant reappraisal. The literature in the field of environmental evaluation is still quite recent and sporadic, so, although some important estimative references already exist for the assessment of external costs of transport, the discipline is still evolving. As things stand today, a top priority will be to correctly consider and calculate all the budget items involved, in terms of both costs and benefits, in order to be able to evaluate the true economic advisability of the investments in terms of an environment oriented approach. Quantification of the economic consistency of the perturbative effects on the state of the environment ante quam by means of the external costs of transport (or socio-environmental costs) is the responsibility of that branch of estimation known as environmental and territorial evaluation. In order to fully integrate the environmental problems with the technical-constructive needs when building new highways, it is necessary to calculate both the technical and socio-environmental costs in the project budget on equal terms and internalize the latter within the design criteria, given that the redirecting of funds within the budget is, in reality, an environmentally-oriented investment. The assessment of the advantage of including works of environmental mitigation and then, the choice of the most suitable solutions for the context, generally both depend on the amount of the external costs of transport. However, the environmental question (in terms of both costs and works of mitigation) currently plays an exclusively secondary role and generally subsequent to the technical design of the infrastructures, in common practice being reflected in a clear distinction between the technical-construction costs and the external ones associated with the environment. In the same way, the environmental study on mitigation of the impacts produced comes after and it is separated from the technical study of designing the work. On the contrary, the new frontier of infrastructural design and, in line with this, of transport economics that justify the choices made, is to integrate at all levels the technical-economic requirements of the projects with those of the environment to be preserved, re-orientating and redirecting the economic-financial investments required anyway towards more sophisticated design solutions (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:11:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/862622</guid>
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    <item>
      <title>Percolation through soil is an effective treatment for road runoff</title>
      <link>https://trid.trb.org/View/862621</link>
      <description><![CDATA[The broad drainage of runoff and its infiltration into the road bank with a percolation through planted natural soil is the most common treatment for road runoff from roads and countryside highways. The collection and treatment of the road runoff in basins is often supposed to be a better treatment for protection of the surrounding area and surface waters than the broad drainage. In this presentation, the efficiency of several treatments is compared. Input and output of heavy metals, mineral oil and polycyclic aromatic hydrocarbons (PAH) were measured in roadside soils, lysimeters in road banks and two types of basins receiving road runoff. The retention of contaminants was calculated concerning the concentrations and the contaminant freights in runoff, percolating water in the soil and outflow of the basins. It can be shown that even at sites with sandy soils with low pH factor the broad drainage into the road bank was more efficient for the retention of the heavy metals Pb, Cd and Zn than both types of basins. Only for Cu the efficiency of the earth basin was higher than the soil passage. Mineral oil and PAH also were removed best by the soil passage, but nearly as well by the earth basin. So the broad drainage of runoff and the percolation through planted natural soil turned out to be the best treatment, even after decades of use. As a result of the retention processes in the soil, contaminants are enriched in the upper layers of the soil and road bank near roads. When removing this material from the road site this enrichment has to be taken into consideration and, if necessary, an adequate disposal has to be found (A). For the covering abstract of the conference see ITRD E212343.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:11:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/862621</guid>
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