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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>The public interest test</title>
      <link>https://trid.trb.org/View/1100234</link>
      <description><![CDATA[The development of the Quality Network Partnership in St Albans is described. The partnership brings together St Albans City & District Council, Hertfordshire County Council, the city's four bus operators, two train operators and the University of Hertfordshire. The university has provided the secretariat for the partnership but is also one of the main bus operators with its subsidiary Uno. Reasons for the partnership coming into being include the passing of the Local Transport Act, which has made it possible for bus operators to cooperate provided the local authority consider that this is in the public interest. The plan is to increase the modal share of public transport. working groups have covered marketing / communications, network planning, ticketing / fares, and infrastructure. Real time information, controlled car parking, integrated ticketing including rail services, business travel plans and a feasibility study into mini park and ride schemes have been achieved. The partnership has also been able to pool funding from a variety of sources.]]></description>
      <pubDate>Fri, 15 Apr 2011 16:10:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100234</guid>
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      <title>The next steps for high speed railFowler</title>
      <link>https://trid.trb.org/View/1100233</link>
      <description><![CDATA[Plans for a Y-shaped high speed railway line linking London and Birmingham with Manchester and Leeds are outlined. It is intended to encourage the economic regeneration of Northern England by reducing journey times and encourage the use of rail transport rather than road or air transport. Improved mitigation of the environmental impact if the line is constructed, accessibility of the high speed route, the alignment of the route and inclusion of Heathrow airport are discussed. Whether the line should be extended to Scotland is also considered but it is not considered feasible for the Scottish government to build a line southwards. It has also been suggested that there is a stronger business case for a railway line between Cambridge and Oxford, or that the line for HS2 should follow existing transport corridors.]]></description>
      <pubDate>Fri, 15 Apr 2011 16:10:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100233</guid>
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      <title>Transport appraisal: are we asking the right questions?</title>
      <link>https://trid.trb.org/View/1084877</link>
      <description><![CDATA[This set of short articles on transport investment covers the appraisal process for transport projects, discussing willingness to pay, defining economic return, and setting priorities. It is suggested that if transport, regeneration and housing are appraised using a common process, the impact on the economy would be clearer. An approach outlined by Network Rail is an extension of a framework that KPMG has developed and applied in Greater Manchester to prioritise the city region's £1.5bn transport fund (GMTF). In addition to drawing on multiple funding sources, which reduces the fund's reliance UK Department for Transport's major scheme funding, the GMTF prioritises investment on the basis on the net impact on gross value-added (jjobs and productivity within Greater Manchester) per £ (pound sterling) of net whole life cost. One article suggests that the benefits of transport expenditure are greatest in large city regions such as London, while another article refutes this and explains the benefits of transport investment in Northern England. Efficient transport links are shown to be essential for economic prosperity. A case is made for the reform of bus funding to save money, with an emphasis on subsidising the least lucrative routes and integrating school, hospital and social care transport.]]></description>
      <pubDate>Wed, 22 Dec 2010 08:51:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1084877</guid>
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      <title>What makes a good bus service?</title>
      <link>https://trid.trb.org/View/981248</link>
      <description><![CDATA[The results of a survey are discussed which compared urban bus services in the UK to assess which areas had a good service.  The data collected included size of population, number of senior citizens, number of vehicles onthe core all-day network, service frequencies, scheduled speeds, bus operating groups and level of competitive activity.  The study, known as the Comparison of Urban Bus Systems (CUBS) covered 131 non-metropolitan Englishurban areas with populations of at least 30,000 and at least 6 vehicles on urban routes.  Criteria for choosing areas, assessing speeds and allocating grades from 1* to 4 are discussed.  The results showed a wide variation in provision with some towns of similar size having significant differences in their level of service.  No particular operating group stood out.  The presence of two or more operators on a network did not lead to a better level of service.  There were wide differences in bus speeds and the number of buses on a network, with more buses not necessarily meaning a better service.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:09:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/981248</guid>
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      <title>What does carbon trading mean for public transport operators?</title>
      <link>https://trid.trb.org/View/981247</link>
      <description><![CDATA[The mechanism of the EU Emissions Trading Scheme is outlined and its extension to the transport sector, and to public transport in particular is briefly examined.  A number of problems are identified in extending the scheme to bus, coach and rail services.  It is suggested that modern diesel engines are less polluting in terms of levels of emissions but use more fuelthan older vehicles.  Measures to promote modal shift of passengers to public transport will reduce emissions from transport overall but will increase emissions from public transport as more services are created.  Incorporating surface transport into the ETS through manufacturers, fuel producers or fuel users is seen as being administratively complex and complicated by the need for modal shift.  It is suggested that public transport operators need to get together and develop a robust position on carbon trading.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:09:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/981247</guid>
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    <item>
      <title>Smart move</title>
      <link>https://trid.trb.org/View/981201</link>
      <description><![CDATA[An account is given of the comprehensive approach adopted by Transport for London to encourage people to adopt more sustainable travel habits.  Working with boroughs, businesses, local communities, schools and other organisations, four kinds of behavioural change are targeted.  These include encouraging walking, cycling and using public transport rather than driving,encouraging walking and cycling rather than using public transport, avoiding travel at peak times and encouraging more sustainable car use.  The aim is to make optimum use of the capacity available by altering behaviour and also by encouraging residents and workers to consider options such as teleworking, local shopping and home delivery.  London-wide initiatives include school travel plans, workplace travel plans, car clubs and liftsharing.  TfL is also active in the planning process, working with planning authorities on Section 106 agreements to encourage required travel outcomes.  Other projects target specific areas such as clarifying access to existingfacilities.  The Legible London project is improving signage so that walking distances are more obvious.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:07:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/981201</guid>
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      <title>Commission for accelerated approval</title>
      <link>https://trid.trb.org/View/981073</link>
      <description><![CDATA[The implementation of the provisions of the Planning Act 2008, which willspeed up the delivery of major infrastructure projects, is discussed.  The act lays down a basic framework for a 'unified consent regime' for Nationally Significant Infrastructure Projects (NSIPs) in England and Wales.  NSIPs will include new harbours, roads, railways, rail freight interchangesand airports above a stated threshold.  The framework consists of a series of National Policy Statements (NPSs), a new type of planning consent, the Development Consent Order (DCO) and makes provision for a new independent decision-making body, the Infrastructure Planning Commission (IPC).  Delays are described in the process of developing NPSs which involves puling together existing strands of policy and considering representations and recommendations.  The three transport NPSs will cover i) ports, ii) nationalroad and rail networks and iii) airports.  Dates are suggested for when these might be available.  The democratic status of NPSs, the limited opportunity for challenges and the lack of national debate currently occurring on the topic are considered.  The role of the IPC which has been effectivesince 1 March 2010 is discussed.  It is suggested that the system should lead to greater speed and certainty in the transport sector.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:04:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/981073</guid>
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      <title>Capturing the full range of transport benefits</title>
      <link>https://trid.trb.org/View/981068</link>
      <description><![CDATA[The case is put forward for obtaining additional funding for transport expenditure from related sectors by demonstrating Transport Value.  Transport Value is defined as the complete measure of transport-related benefits associated with investing in transport beyond the typical benefits of reduced commuter time or improved journey time reliability.  Transport Value encourages a variety of stakeholders to have a clearer understanding of the wider community's needs and the full benefits transport can bring and as aresult open up investment from less traditional funding streams.  A significant opportunity is described to make efficiency gains within and acrosspublic sector organisations, particularly in combination with initiativessuch as Total Place.  It is suggested that investment and spending shouldbe considered at the sub-regional level with transport planning as a coreelement.  The need to demonstrate the benefits that cross-sector working has achieved is emphasised.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:04:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/981068</guid>
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      <title>A nudge in the right direction</title>
      <link>https://trid.trb.org/View/981042</link>
      <description><![CDATA[The barriers  faced in the move towards smarter choices in travel are discussed.  In order to maximise the effectiveness of behaviour change programmes, a comprehensive study was made of psychological factors, marketing and funding.  A three-strand model of what shapes people's behaviour was developed comprising a) perception of  behaviour expected from family, neighbours and society, b) availability of opportunites to change and c) inclination and desire to change.  Marketing is seen as important and examples are given of the success of campaigns which have highlighted walking distances.  It is suggested that residents just needed to be 'nudged' towards making the required choices although it is also noted that housing layouts are a particular barrier to change.  The funding of travel plans is examined.  Details are given of a proposal to distribute leaflets based on a postcode area showing the carbon dioxide emissions associated with driving to various destinations together with walking times, cycle routes and 'park and stride' locations.]]></description>
      <pubDate>Wed, 27 Oct 2010 10:04:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/981042</guid>
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      <title>Roads in an era of austerity</title>
      <link>https://trid.trb.org/View/926683</link>
      <description><![CDATA[Ways of improving the UK road network with less public financing are debated. Road investments are often linked with economic growth but much of the government funds for new roads has been absorbed by expensive decision-making bodies instead of being available for the work. Apart from road building, more money could be spent on clearing up incidents, more traffic officers, better signalling and use of managed motorways to get more out of the existing system. Reform of road governance is considered important, possibly giving the Highways Agency a strategic role. Road pricing is considered unacceptable if the money went to the Exchequer and it is suggested that a non revenue-neutral approach would be required. It is suggested that vehicle excise duty could be transferred to the Highways Agency, creating a net 4bn annual income stream against which £60bn could be borrowed. A lorry road user charge is debated. The main options were a time-based vignette or permit for use of the roads or a distance-based charge collected electronically, which is considered preferable as the revenue raised is higher and the potential for fraud lower than in a paper-based system. Fuel taxfor heavy goods vehicles could be reduced to the EU minimum and the moneyraised used to prioritise improvements to freight routes. A case study ofthe Birmingham integrated highway network management contract using private finance initiative (PFI) is presented. £600m of PFI credits is now ring-fenced and will deal with the maintenance backlog. Substantial increases in productivity had been planned by packaging works together and avoiding peaks and troughs (30%), by integrated service delivery (20%) and transferof risk. Buckinghamshire have developed a strategic partnering arrangement to its highway maintenance, resulting in savings greater than those budgeted for in the first year. Transport for London is investigating improvements in journey time reliability on its routes by improving traffic signals.]]></description>
      <pubDate>Thu, 26 Aug 2010 08:42:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/926683</guid>
    </item>
    <item>
      <title>A city resurgent</title>
      <link>https://trid.trb.org/View/926541</link>
      <description><![CDATA[Despite the rejection of a congestion charge for Greater Manchester, the planning undertaken for the Transport Innovation Fund bid has been used todevelop the various planned projects for UK Department for Transport approval. The 10 councils in the Association of Greater Manchester Authoritiesinstead agreed another funding package, the £1.5bn Greater Manchester Transport fund, substantially made up by pooling local funding sources, to allow those schemes with the greatest economic benefit to go ahead. Those schemes dependent on an injection of central Government funding remain uncertain, including a cross-city bus link, park and ride sites, and a number of road schemes. The cross-city bus package is designed to improve connectivity across the city, avoiding the need to change buses at the centre. Buspriority measures in the city centre, forming part of Manchester City Council's transport strategy, will improve reliability. Improved level of service and standards for punctuality and service quality are included. New ticket machines for the Metro that accept payment cards and which are smartcard enabled for the future are planned. A 0.5bn project to remodel rail lines to remove bottlenecks around Manchester of high economic benefit is under discussion.]]></description>
      <pubDate>Thu, 26 Aug 2010 08:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/926541</guid>
    </item>
    <item>
      <title>Urban transport's new challenge</title>
      <link>https://trid.trb.org/View/919712</link>
      <description><![CDATA[The UK has announced a new Urban Transport Challenge Fund based on the Sustainable Travel Towns pilot projects. The emphasis is on measures such as travel planning, car sharing, walking and cycling, improved public transport and better marketing. It is seen as critical that urban transport planning is embedded within broader economic, environmental and social planning as part of a long-term vision for cities, and that there is clear leadership. The link between transport and economic prosperity is emphasised.  Successes include cooperation among the authorities making up Greater Manchester, and the incremental approach to demand management shown by Reading. Congestion charging had not proved a success with the previous Transport Innovation Fund approach. The intention of the new fund is to reward transport policies that bring about a wide range of benefits including better health, less congestion, and better transport mode choices. It is intended that proposals from local authorities will be invited and will be judged against criteria to be published after the spending review.]]></description>
      <pubDate>Mon, 14 Jun 2010 09:20:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/919712</guid>
    </item>
    <item>
      <title>Travel planning with a health focus</title>
      <link>https://trid.trb.org/View/919706</link>
      <description><![CDATA[The Travel Active advice service in Dundee is described. Travel advisors go from door-to-door encouraging the use of walking and cycling rather than less active modes of transport. Successes from the scheme are described, but often an increase in walking does not result in a decrease in vehicle use. While the scheme is considered expensive, its success is ascribed to personal contact, the same approach as that used by public utilities. Sending publicity leaflets alone is considered ineffective. It is considered most effective to work harder with households that are ready for change and ignore those that are unresponsive. A coordinated approach across schools, employers and health referrals can increase the profile of the service.]]></description>
      <pubDate>Mon, 14 Jun 2010 09:20:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/919706</guid>
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    <item>
      <title>Dales buses find a third way for subsidised services</title>
      <link>https://trid.trb.org/View/919587</link>
      <description><![CDATA[The financing and management of bus services in the Yorkshire Dales National Park are described. The Dales and Bowland Community Interest Company (a not-for-profit company owned by a registered charity) secured funding of £75000 from numerous providers, enabling new services and initiatives to be introduced within existing budgets, and facilitating a growth in passenger numbers of over 45% in 2009. Knowledgeable and enthusiastic professional volunteers manage the network but the bus services are operated by conventional bus operators. Guided walks and events have been set up to encourage bus use and to increase participation from residents of socially deprived areas and young people. Metrocard commuter season tickets are valid on the buses from West Yorkshire. New services from York are planned in 2010. Promotion of weekend services on rural bus networks is considered important to attract recreational users.]]></description>
      <pubDate>Mon, 14 Jun 2010 09:16:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/919587</guid>
    </item>
    <item>
      <title>A pivotal moment</title>
      <link>https://trid.trb.org/View/919550</link>
      <description><![CDATA[Attitudes to the development of a second high speed railway line in the UK are explored. A high speed line is considered a viable alternative to building more motorways or flights to meet inter city demand. The proposed Y-shaped line would run from London Euston to Birmingham, dividing to pass either side of the Pennines to reach Leeds and Manchester. There would be connections with existing lines to reach destinations further north. This would provide a three-fold increase in inter-city capacity and transform connectivity between cities outside London. The proposed Crossrail interchange at Old Oak Common provides a link to Heathrow via the Heathrow Express. The new line would provide no net addition to carbon emissions and the land take would be half that of a motorway. It has been suggested that the purpose built line should be extended further north to Scotland via East and West Coast lines and into London Heathrow airport. Identifying secure financing for the project is considered important.]]></description>
      <pubDate>Mon, 14 Jun 2010 09:14:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/919550</guid>
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