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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>Performance-based certification of innovative truck-trailer configuration for safer and more efficient distribution of liquid fuel in Australia</title>
      <link>https://trid.trb.org/View/1156343</link>
      <description><![CDATA[This paper describes the process by which one of Australia's major fuel distributors recently gained approval to operate an innovative truck-trailer configuration that needed to breach some prescriptive truck size and weight limits to satisfy the company's new policy on the improvement of fleet safety. Using Australia's newly developed performance-based standards for truck size and weight regulation as the design driver, the process began with field testing of the company's safest existing vehicles, went on to the iterative design of an improved concept by vehicle dynamics simulation and ended with field testing and calibrated computer simulation of a prototype vehicle for certification. Whilst demonstrating a quantum improvement in dynamic stability, the concept also offers a substantial increase in payload capacity. The process was a valuable learning experience for Australia's truck size and weight regulators and performance based standards practitioners, and is expected to pave the way for continued innovation by this company and others in the future.]]></description>
      <pubDate>Thu, 23 Aug 2012 01:06:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1156343</guid>
    </item>
    <item>
      <title>Transportation Research Board 85th Annual Meeting compendium of papers CD-ROM, January 22-26, 2006, Washington, DC</title>
      <link>https://trid.trb.org/View/1156342</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 01:06:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1156342</guid>
    </item>
    <item>
      <title>What’s wrong with freight models, and what should we do about it?</title>
      <link>https://trid.trb.org/View/1155949</link>
      <description><![CDATA[After many years of neglect, freight, freight operations, and commodity flow models are now attracting substantial attention, and there is a wide perception among transportation analysts that they all need a careful overhaul. In this paper the range of applications and issues associated with different forms of freight model are considered. Confusion about what one can do with a given model is often founded on a lack of transparency as to the domain of application for which the model was originally designed and set up. In this paper the authors offer a framework for placing existing freight models in the context of both the temporal targets and the valid domains of application for which they were originally developed. A conclusion of this exercise is that, while existing freight models are simply not up to the task of forecasting future freight activity, there are a number of uses for which these models are well suited. This includes the ability to “predict the present”, an objective and also a technical challenge that has been much under-rated to date. The appropriate action is to assess what the user feel is missing, and to rebalance research efforts to match.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:40:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155949</guid>
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    <item>
      <title>Using the six principles of persuasion to promote community based travel behavior change</title>
      <link>https://trid.trb.org/View/1155948</link>
      <description><![CDATA[Social psychology offers a series of persuasion techniques that are able to strengthen the impact of community based voluntary travel behavior change programs such as the TravelSmart programs currently being conducted in selected inner suburbs of Melbourne, Australia. This paper presents selected results of two separate field experiments that have applied six particular persuasion techniques as part of a community based TravelSmart campaign. In a small-scale pilot test of 160 households, combinations of persuasion elements were tested in eight different treatment groups while controlling for a number of socio-demographic variables. Modelling the intervention up-take as a function of socio-demographic variables indicates the problem of linguistic barriers associated with a multi-cultural urban population. In contrast, bicycle availability and current use of public transit both have a positive impact on TravelSmart participation. In the principal field test of some 800 test and control households, the use of persuasion strategies yields a statistically significant increase in TravelSmart up-take from 51 percent (control) to 58 percent (test). These results indicate the need to explore an extension of the persuasion principles from  their use in the recruitment process to at all other implementation stages of voluntary travel behaviour change programs.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:40:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155948</guid>
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      <title>Using risk analysis to prioritise intelligent transport systems: a variable message sign case study on the Gold Coast</title>
      <link>https://trid.trb.org/View/1155947</link>
      <description><![CDATA[A risk management approach which focuses on minimising the impacts on, and costs to, the community, was taken to prioritise , variable message signs (VMS) infrastructure deployment. In the framework and case study presented in this paper, safety, efficiency, reliability and environmental impacts are quantified using an economic risk management approach to determine an overall risk score. This score can be used to rank road sections within the network, indicating the road sections with the highest risk of incident network impacts and therefore the road sections with the highest need for intervention. A cost-effectiveness based risk-reduction ranking can then be determined for VMS, comparing the net risk with treatment to that without treatment, and dividing by the net present value of deployment. The two types of ranking, pure risk and cost-effectiveness based risk reduction, will help to minimise the network impacts on the community and optimise resources allocation.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:40:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155947</guid>
    </item>
    <item>
      <title>An innovative design for safe and accessible light rail/tram stops suitable for streetcar style conditions</title>
      <link>https://trid.trb.org/View/1155946</link>
      <description><![CDATA[This paper describes a new tram stop design termed the 'easy access stop'. The design incorporates a speed hump/cushion which also acts as a platform to both enable level  boarding access to low floor trams and slow passing traffic. The design has proven a cost effective means of enabling safe tram stop access in streetcar style conditions. The paper reviews international experience with streetcar style stops and identifies the context for tram stop design. It describes the new design and outlines its impact and performance.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:39:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155946</guid>
    </item>
    <item>
      <title>Before and after household travel surveys for travel behaviour change project evaluation</title>
      <link>https://trid.trb.org/View/1155945</link>
      <description><![CDATA[This paper describes the procedures used in the conduct of before and after household travel surveys in March 2004 and March 2005. The survey methodology was based on a self completion one-day travel diary questionnaire. This questionnaire was personally delivered to sampled households two days before their designated travel day and personally collected one day after their travel day. On the evening before their travel day, households were phoned to remind them of their travel day and to motivate them to complete the survey. The paper describes the survey methodology, and provides details of the procedural outcomes of the before and after surveys. Response rates of 51 percent and 65 percent were obtained in the before and after surveys, respectively.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:39:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155945</guid>
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    <item>
      <title>An alternative measure of household structure and stage in life cycle for transport modeling</title>
      <link>https://trid.trb.org/View/1155944</link>
      <description><![CDATA[This paper introduces a new concept in describing the structure of households. The average age of the household, and its relationship to the age of the individual, is shown to have some interesting and consistent properties which provide greater insight into the structure of households, particularly as an individual grows older. The relationships between age of the individual and average age and size of the household are shown to provide extra information to that contained in more conventional descriptive measures of household structure. In addition, using a CHAID-based model of trip generation, the average age of the household, and its relationship to the age of the individual, is shown to be a more significant predictor of daily trip rates than some more conventional measures of household structure. The paper shows that, despite its computational simplicity, the new variable has promise in describing household structure and changes in life cycle, and that further investigation of the properties of the variable should be undertaken.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:39:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155944</guid>
    </item>
    <item>
      <title>A panel approach to evaluating voluntary travel behaviour change programs: South Australia pilot survey</title>
      <link>https://trid.trb.org/View/1155943</link>
      <description><![CDATA[An unusual voluntary travel behaviour change (VTBC) intervention is being undertaken in South Australia, in which the intervention will take place over a period of about two years, using a variety of techniques to gain increasing acceptance from the population over that time. This paper addresses the critical issue of evaluation of this initiative. Two new approaches are being undertaken to evaluate the travel impacts: an odometer panel and a GPS panel. The odometer panel will consist of 1,000 households that will be asked to provide the odometer readings from all cars used by the household every 4 months for a period of 2-1/2 years. The GPS panel will consist of 200 households that will be asked to use wearable GPS devices for one week once a year for a period lasting just over 2 years (therefore, participants will use the GPS devices three times). Panel attrition is expected from both panels and participants lost through attrition will be replaced at each wave of each panel. This paper describes a pilot survey for both the odometer and GPS surveys, conducted in the period from March to June, 2005. The paper describes the method used to recruit households, the data collected at recruitment, the procedures used to obtain odometer readings and to have participants use the GPS devices, and summarises the resulting data from the pilot survey. The response rates to recruitment and completion of the panel tasks are noted for both panels.]]></description>
      <pubDate>Thu, 23 Aug 2012 00:39:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1155943</guid>
    </item>
    <item>
      <title>What Exacerbates Injury and Harm in Car-SUV Crashes?</title>
      <link>https://trid.trb.org/View/776160</link>
      <description><![CDATA[Concern over collisions between passenger cars and Sport Utility Vehicles is growing, as more SUVs penetrate the market.  However, little is known about the different roles that car drivers and SUV drivers play in such collisions or about the roadway locations where the most harmful car-SUV collisions occur. This paper explores the effect of driver and roadway factors as they relate to physical and monetary harm. The analysis is based on a three-year sample of crashes in the Crashworthiness Data System. A sample of 539 car-SUV collisions are analyzed, representing 402,306 weighted cases. The analysis of physical harm, based on the most severe injury, corroborates the analysis of monetary harm, which is based on costs incurred by all occupants. Cars and SUVs contribute different amounts to the average cost; the monetary harm to cars and their occupants is about two times higher than for SUVs, reflecting the mass differentials and incompatibility of the two vehicle platforms. Furthermore, higher monetary costs are associated with side-angle collisions occurring at intersections on undivided roadways. The most harmful maneuver involves left turning cars encroaching into on-coming traffic (SUVâ€™s lane). Other risky situations and implications are discussed in the paper.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/776160</guid>
    </item>
    <item>
      <title>Wireless Communication and Information Challenges for Elderly and Sensory-Impaired Passengers in Airports and Aircraft</title>
      <link>https://trid.trb.org/View/776394</link>
      <description><![CDATA[This paper describes how demographic tendencies in developed countries suggest that about 20% of their population will be over 65 in 2030. For those travelers access to real time travel information and communication is essential.  For many of these travelers the use of wireless technologies shows the most promise.  The National Center for Accessible Transportation, NCAT at Oregon State University is also the Rehabilitation Engineering Research Center for Accessible Public Transportation, (RERC)  program to investigate and develop access to public transportation for passengers with disabilities. One of the projects of the RERC  is to investigate real-time passenger communication and information issues for sensory impaired passengers in airports and aircraft and to develop new concepts and a Code of Practice. Accessible information is part of the complete travel chain, from travel planning and scheduling, using transportation to the airport, accessing information in the airport, communication at check-in, security and at boarding, up to receiving safety and emergency information on board the aircraft. The advent of wireless technologies presents new opportunities for accessible passenger information and communication systems. Although many wireless technologies exist, the main challenges are twofold, one the lack of adequate user interfaces with technologies, and two the lack of alternative formats in text and audio for passengers who are sensory impaired. This paper identifies the challenges passengers face in airports and aircraft, and concludes with suggestions for improving software and hardware interfaces, and the development of personal and portable wireless devices to be used in the travel environment.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/776394</guid>
    </item>
    <item>
      <title>Using Spatial Analysis to Estimate Link Travel Times on Local Roads</title>
      <link>https://trid.trb.org/View/776462</link>
      <description><![CDATA[Link travel times are not only an index of congestion, but also a key variable in route choice research and an important component of impedance functions in trip assignment models.  Global Positioning System (GPS) devices are increasingly being used as probes to collect real-time travel time data but usually on main arterial roads.  Limited research has focused on the estimation or transfer of travel times to links without GPS probe data.  This research developed a systematic method to estimate link travel times for the entire road network including links with GPS probe data and links without.  The model used sparse GPS probe data such as that which would be collected in a household travel survey using GPS.  This paper investigates the feasibility of using the sparse GPS data to estimate link travel times for local road types with very little coverage relatively to others in the network.  Categorization of road links based on time, day of week and other spatial characteristics was determined and link travel time estimation for the 4 categories of local roads with only 36.5% GPS coverage are the focus in this paper.  A geostatistical Kriging model was employed for these link categories and the accuracy of the link-based results was similar to that found in previous models with more probe data (a percentage difference of 19.2% between the estimated link travel time and the observed link travel time on local roads was found).]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/776462</guid>
    </item>
    <item>
      <title>Using Rough Sets to Explore the Nature of Occurrence of Accidents</title>
      <link>https://trid.trb.org/View/776983</link>
      <description><![CDATA[This paper describes how, because of data and methodology restrictions, it has been difficult for researchers to model the occurrence of accidents. The objective of this paper is two fold. First, model the occurrence of accidents with regard to their nature including: (1) the current incomplete information about accidents; (2) a large number of explanatory variables and their complicated interdependent relationships; (3) the dynamic process of the occurrence of accidents; and (4) the uniqueness of accidents at disaggregate level. Second to uncover accident patterns and features through the analysis. A novel non-parametric methodology- rough sets- combined with a proposed framework which reflects the dynamic process of accidents is adopted. A real world database- 2003 Taiwan single auto-vehicle accidents- is applied to demonstrate the proposed approach. The paper results show that rough sets combined with the proposed framework is feasible to test the existence of accident patterns and their strength. Moreover, the significance of accident features can be shown by their presence percentage on the derived rules.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/776983</guid>
    </item>
    <item>
      <title>Weekly Rhythms in Task and Time Allocation of Households</title>
      <link>https://trid.trb.org/View/776302</link>
      <description><![CDATA[Analysis of household activity scheduling has been limited to one-day periods. This paper extends the study of task allocation to a one-week period. Hypotheses are developed regarding the variation in task allocation across days of the week, and the influence of household characteristics and spatial factors on the multi-day allocation process. The hypotheses are tested on a one-week time use survey held under couples in 2001. The analyses indicate typical task allocation patterns across weekdays for particular socio-demographic groups. We also find evidence that households apply a strategy of day-by-day specialization in response to time pressure in their activity schedules.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/776302</guid>
    </item>
    <item>
      <title>What's Wrong with Freight Models and What Should We Do About It?</title>
      <link>https://trid.trb.org/View/777066</link>
      <description><![CDATA[After many years of neglect, freight, freight operations, and commodity flow models are now attracting substantial attention, and there is a wide perception among transportation analysts that they all need a careful overhaul. This paper considers the range of applications and issues associated with different forms of freight model. Confusion about what one can do with a given model is often founded on a lack of transparency as to the domain of application for which the model was originally designed and set up.  The authors offer a framework in this paper for placing existing freight models in the context of both the temporal targets and the valid domains of application for which they were originally developed.  A conclusion of this exercise is that, while existing freight models are simply not up tot the task of forecasting future freight activity, there are a number of uses for which these models are well suited. This includes the ability to “predict the present”, an objective and also a technical challenge that has been much under-rated to date.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/777066</guid>
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