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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>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Cost benefit analysis for urban policy measures related to economic transport</title>
      <link>https://trid.trb.org/View/784202</link>
      <description><![CDATA[This paper discusses the application of urban freight transport decision-support tools in cost benefit analyses (CBA). The principles of the CBA are based on the Microeconomic Theory. It is supposed that individuals optimise their benefits and, therefore, a single policy measure can have a certain influence on the whole consumption pattern. When the effects of a policy measure on the situation of companies are assessed in the framework of a CBA, a cost minimising behaviour can be supposed, and adaptations of the individual companies could be "modelled" by the application of optimisation tools. The difference between the cost situation before and after the realisation of a policy measure could thereby be determined. As an example, the adaptation "changes in routing behaviour" in the urban goods distribution will be discussed. It is shown that adaptations in the routing can absorb parts of the costs resulting from a lorry ban on certain urban streets. Guidelines for the use of optimisation tools for company behaviour modelling are deduced. Behaviour reactions of economic transport actors and methods for their assessment are analysed.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/784202</guid>
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    <item>
      <title>Toll modelling in Cube Voyager</title>
      <link>https://trid.trb.org/View/784201</link>
      <description><![CDATA[Toll systems are increasingly installed on highways and around cities. To help plan the toll systems, the capacities they need, find the right locations and get a reasonable estimate of revenues, advanced toll modelling must be implemented in the travel demand model. Cube Voyager is a member of the Cube transport planning system and offers tools for handling any type of toll modelling that is and will be required.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/784201</guid>
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    <item>
      <title>An ex-ante evaluation framework for a new transportation system (S.A.T.) from a cost perspective</title>
      <link>https://trid.trb.org/View/784200</link>
      <description><![CDATA[S.A.T., Autonomous Transport System is the first 3D Public-Private Transportation System and its design has emerged, not from the traditional transportation schemes, but from urban planning studies derived from a cutting edge Urban Theory. The formulation of the "Tetra-re-dimension Urban Theory" as a Manifesto, defines the necessity of a paradigmatic shift in terms of the present obsolete conception of cities, based on traditional models of urbanism. The genesis of S.A.T. makes it "the tool" that would outline the transformation process towards a new Urban Paradigm in the frame of new-millennium mega-cities S.A.T. works based on a 3D-displacement (vertical, horizontal and in gradient). All present means of transportation work on a 2D-basis; therefore S.A.T. endorses a radical change regarding the conception and regeneration of urban sceneries, breaking-up with the static-use of contemporary cities into what we have defined as 'interactive-verticalism', a 4D-City. S.A.T. addresses a new transportation category and would act systemically as a modifier to all existing means of transportation and as a catalyst as well, to their further development. The research presented in this paper makes focus on Cost Analysis, and aims to develop a framework of ex ante evaluation for the S.A.T. Project from a cost perspective, which could be used by decision makers as well as system designers and promoters. This framework consists of six cost categories, two of which are direct costs; the other four are indirect costs. For each category, certain indicators are defined and cost models are formulated. A real case study has been carried out in the Netherlands, showing a comparison between the S.A.T. system and a Metro system. Finally, conclusions and recommendations for future research are given.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/784200</guid>
    </item>
    <item>
      <title>Financing of the transport infrastructure in Australia</title>
      <link>https://trid.trb.org/View/784199</link>
      <description><![CDATA[Australia has an extensive multi-modal transport infrastructure comprising of well-developed road, rail, air and coastal networks. It has a relatively low road density of 0.10 km/sq. km. as well as the lowest number of persons per kilometre of road length in the world which is indicative of the extensive road network per capita. Australia's transport infrastructure is financed by all three tiers of government - Commonwealth, State and Local governments. A number of financing regimes have been adopted by the Australian Government since 1981 which are indicative of government priorities and distribution of responsibilities for provision and maintenance of transport infrastructure with the State and Local Government. Recently the Commonwealth Government has developed a planning and financing strategy in the form of AusLink. It is the Australian government's latest approach to land transport infrastructure to achieve better national land transport planning, funding, and investment decision-making. The salient features of AusLink approach that make it distinct from previous approaches include integrated corridor approach to planning, integrated land use and transport planning, increasing private sector involvement, focus on sustainable development and shared responsibility and funding with States and Territories. The methodology for identification and appraisal of specific projects to achieve the AusLink objectives is discussed.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/784199</guid>
    </item>
    <item>
      <title>Analysis of user impressions of railway stations, focusing on the effects of adjunct retail facilities</title>
      <link>https://trid.trb.org/View/784198</link>
      <description><![CDATA[This paper examines the cognitive structure of the impressions that users have of railway stations and quantifies the effect of different types of adjunct stores on the cognitive structure. The results offer some fundamental insights for developing more effective policies and promotion strategies. User feelings of Tokyo's large railway terminals were gathered by means of a questionnaire. Overall impressions of the stations were then extracted using factor analysis. A structural equation model (SEM) was applied to see how stores affect the user's impressions of the stations as well as to quantify the impact of the stores and the differences in the users' socio-economic characteristics. The results suggest that railway users have three types of impressions about stations: convenience, when a station is mainly considered a transport facility; pleasure, when a station is mainly considered a place of communication or leisure; and crowded, which concerns the station's layout and atmosphere. Different types of stores produced different impressions. Clothing stores enhanced the impression of pleasure, while food & beverage stores enhanced the impression of convenience. The revealed shopping behaviour data confirmed that these latent variables affect the railway user's choice of shopping destinations.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/784198</guid>
    </item>
    <item>
      <title>Fare pricing elasticity, subsidies and the demand for vanpool services</title>
      <link>https://trid.trb.org/View/784197</link>
      <description><![CDATA[Transportation demand management practitioners consider pricing a crucial determinant of vanpool market demand. Publicly sponsored programs stress the significance of fare pricing and subsidies as key tools for increasing ridership. This paper investigates the effects of fares and fare subsidies on the demand for vanpool services. Using employer and employee data from the 1999 survey of the Commute Trip Reduction (CTR) program of the Puget Sound region (Washington), a conditional discrete choice model is built to analyze the choice of vanpool services with respect to competing means of transportation as a function of various socioeconomic characteristics. The predicted value of the direct elasticity is -0.73, indicating that vanpool demand is relatively inelastic with respect to fare changes. For trips below 30 miles, the individual elasticities are equivalent to the aggregate estimate. As the distance from home to work increases beyond 60 miles, individuals are less responsive to price changes. Subsidies have a relevant impact in increasing ridesharing, controlling for firm size and industry sector. Whenever employees are offered a subsidy, the predicted probability of choosing vanpool more than doubles. When considered in the context of subsidies, these results support the evidence that policies other than those intended to directly affect fare pricing, could play a relevant role in stimulating ridership.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/784197</guid>
    </item>
    <item>
      <title>How to estimate the social cost of transport? An Italian case study</title>
      <link>https://trid.trb.org/View/784196</link>
      <description><![CDATA[The valuation of the social cost of transport is an important issue of transport research. Social cost analyses have been performed for a variety of reasons and to support a wide range of policy positions but there is not much agreement on the best method to use to evaluate it in the most accurate way. This paper is focused on the application of two different methodologies, the contingent valuation (CV) and the stated choices (SC), comparing them in order to understand if there are some differences in their estimates and which is the technique most reliable and accurate. The application of these two different methods is based on the data collected during a survey carried out in the town of Alessandria, a medium size city in the north-west of Italy, about 100 km from Torino. The survey concerns a sample of 690 units and has focused on the understanding of the whole cost of the town's mobility as perceived by its inhabitants. The results of the study show that there is a great difference between the estimates of the social cost of transport using the two methodologies: the CV method tends to underestimate the value of the social cost while the SC method is likely to be more accurate. Further research efforts should be mainly aimed at understanding how to build up a reliable instrument for the evaluation of the social cost of transport in terms of both survey design and estimation technique. Another important topic should be aimed at carrying out comparisons between estimations obtained using datasets from cities having similar characteristics.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/784196</guid>
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    <item>
      <title>The route 21 freeway completion experience in Passaic County, New Jersey, USA</title>
      <link>https://trid.trb.org/View/784195</link>
      <description><![CDATA[The New Jersey Department of Transportation (NJDOT), in December 2000, was responsible for completing construction of the last 1.8 miles of roadway on State Highway 2l in Passaic County, New Jersey. This project completed the "missing link" within the Route 21 corridor which, due to a lack of funding, the passage of the National Environmental Policy Act in 1969 and political inattention for over 30 years, created a situation in which motorists traversing Route 21 northbound would have to traverse local streets through two urban municipalities to access other major highways to the north. The NJDOT, as part of their planning and design process, prepared a comprehensive environmental impact statement, which included information related to numerous meetings and discussions held with municipal and civic leaders for the purpose of assessing their sense of optimizing the highway alignment while minimizing its environmental impact on the municipalities. In addition, through supplemental funding provided from the Federal Highway Administration, a series of amenities and enhancements were provided to the respective communities (i.e. parks, landscaping, aesthetically upgraded noise barriers) as part of the construction process.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/784195</guid>
    </item>
    <item>
      <title>The impact of urban traffic and environmental conditions on the housing market: an analysis of Italian and Slovenian urban areas</title>
      <link>https://trid.trb.org/View/784194</link>
      <description><![CDATA[Urban traffic has been shown to affect the housing market. The objective of this paper is to explore the impact of urban traffic on the property market in a "former" and a "new" EU-member country. In this context, this article investigates the relationship between the property price effect due to changes in environmental conditions and the countries' purchasing power. The paper starts with the estimation of the marginal willingness to pay for air quality in the North-Italian town of Padua by applying the hedonic pricing method. Since Italy is bordering on the new EU-member country Slovenia, a further hedonic model is set up for urban areas in Slovenia. Consequently, the impact of the urban traffic on the housing market is discussed from different perspectives considering the location-specific differences and similarities regarding the housing market, urban transport systems, economic development and environmental criteria related to urban traffic. In the first section, the hedonic pricing models are developed by disaggregating homogenous areas within Italian and Slovenian towns regarding accessibility, socio-economic criteria, other environmental factors etc. The next section involves the estimation of hedonic regressions. Finally, the results are presented with the focus on the influence of the urban traffic (and other environmental conditions) on the property prices with similar geographic and environmental pre-conditions, but differences in public policy and economic development. Moreover, possible future implications of the urban traffic systems are indicated.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/784194</guid>
    </item>
    <item>
      <title>The influence of verbal and non-verbal language manipulations on data quality</title>
      <link>https://trid.trb.org/View/784193</link>
      <description><![CDATA[The problems concerning data quality lead to negative consequences for transport planning; every year many millions of euros are spent collecting data and developing and using travel models that are based on these data. This paper is the result of studies about the effects of some different combinations of languages, understanding that the early step for data quality is comprehension of the questionnaire. It has been hypothesized and demonstrated that a number of verbal and non-verbal languages and the visual presentation of response choices affect respondents' perception and influence answers. Starting from this assumption, research has been developed to test different forms of languages on a well defined group of people using a self-administered questionnaire. To this aim the university staff working in the department of transport and students attending transport courses were chosen. The innovation in the design of the tests developed in the research is the use of a small group because each unit represents a reliable result concerning the people's understanding of the question. The same questions, elaborated following different verbal and not verbal languages, were proposed to the interviewees in the same time period to avoid external effects influencing the people's answers. The results of this experiment are really interesting and suggest that differences in question format also influence the responses of people with "high education" levels.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/784193</guid>
    </item>
    <item>
      <title>Increasing the level of service in 2-lane, 2-way roads: a simulation-based approach</title>
      <link>https://trid.trb.org/View/784192</link>
      <description><![CDATA[Increasing the level of service in congested 2-lane, 2-way roads is a problem of great economical importance. Due to the complexity of this task, simulation can give an invaluable help in guiding the search for better and more cost effective road configurations. In this paper we describe Traveller, a 3D real time traffic simulator developed in the C++ language using Software Design Pattern (SDP) techniques. The simulator permits one to assess the impact in the level of service, caused by different relative locations and lengths of overtaking and non-overtaking areas. Preliminary data has been obtained for a few representative scenarios. These data include traffic vehicle delays. Simulation has shown to be an effective tool in optimizing road configuration.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:30:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/784192</guid>
    </item>
    <item>
      <title>Lane changing and merging under congested conditions in traffic simulation models</title>
      <link>https://trid.trb.org/View/784191</link>
      <description><![CDATA[This paper reports the findings of a study aimed at testing and evaluating the lane changing and merging abilities, especially under congested flow conditions, of four traffic simulators: AIMSUN, ARTEMiS, PARAMICS and VISSIM. Several hypothetical traffic scenarios that require a large proportion of vehicles to merge and/or change lanes are constructed. These scenarios are then implemented in each model and simulated under increasing traffic flow rates. The model outputs are compared and evaluated and conclusions are drawn on the quality of the simulators in terms of their ability to model lane changing and merging in congested conditions. This paper describes the test scenarios, briefly introduces the parameters related to lane changing available in each simulator, presents the results of the simulation runs, summarises the findings and formulates recommendations for further research and model development.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:29:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/784191</guid>
    </item>
    <item>
      <title>The evaluation of traffic microsimulation modelling</title>
      <link>https://trid.trb.org/View/784190</link>
      <description><![CDATA[In recent years, traffic simulation software which models each vehicle on the network separately has been developed. These models are becoming more accessible due to the increases in computing power. However, the acceptance of microsimulation by traffic modellers has been far from enthusiastic. While modellers agree that conventional macroscopic software cannot represent dynamic phenomenon or many ITS applications, they are sceptical regarding the accuracy of microsimulation in modelling even conventional traffic systems. One reason is that there has been surprisingly little independent, objective evaluation of microsimulation models. In this paper, microsimulation modelling is evaluated based on indicators for accuracy, calibration requirements and model construction time by using the Paramics program to model various small traffic networks, including the Leeds Network developed by the European Union Smartest Project which has previously been used to evaluate other microscopic models from different European countries. A number of microscopic/macroscopic comparisons are also undertaken using the Transyt and Arcady programs. The main conclusions are that microsimulation is at least as accurate as macroscopic modelling and the only logical method of modelling dynamic effects on a traffic network. Microsimulation was found to require additional model construction time and input data for calibration. The importance of providing a list of assumptions used and changes to default parameters made with every traffic model is highlighted as is the importance of using multiple model outputs to aid model calibration and validation.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:29:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/784190</guid>
    </item>
    <item>
      <title>Technology foresight in the transport sector: a Delphi survey</title>
      <link>https://trid.trb.org/View/784189</link>
      <description><![CDATA[The predominant characteristic of the last decades is the continuous increase of the vehicular traffic and the increased need for more and better transport infrastructure, requiring space and continuous investments. Despite the initial growth of transport infrastructure in order to meet the demand, nowadays such approaches are strengthened. Within an era of continuous technological progress, the possible solutions should be hunted from this direction, i.e. the technological developments and applications in the transport sector. Thus new transport policy objectives have been settled and the researchers have taken a step further: they have started to investigate the possibilities of applying or using the most promising technological perspectives in the future, according to the dynamics of the territory under investigation. The aim of this paper is to present the technological perspectives and their applications in the transport sector for the next fifteen years within the Region of Central Macedonia, Greece.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:29:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/784189</guid>
    </item>
    <item>
      <title>Developing an innovative policy approach for improving urban road safety: the case of Intelligent Speed Adaptation (ISA)</title>
      <link>https://trid.trb.org/View/784188</link>
      <description><![CDATA[Road safety is high on the agenda of transport policymakers. When looking for policies to improve road safety, more focus should be placed on urban roads, since the accident risk is greater for urban roads than for other types of roads. One of the major contributing factors to urban road accidents is speed. Intelligent Speed Adaptation (ISA) uses an in-vehicle device to monitor local speed restrictions and support the driver in adjusting his driving speed to the posted maximum speed. The technological feasibility and potential safety impacts of ISA have been documented. Policymakers and others are now exploring possibilities for implementing ISA on a large scale. Policymaking, however, is restrained by uncertainties about the real-world impacts of ISA implementation. Concerns about acceptance among drivers, technological failures, unexpected costs, etc., are causing delays in ISA implementation. In this paper, we describe an innovative policy analysis approach that can take account of these uncertainties. In particular, using this approach, the various possible uncertainties surrounding ISA implementation are modelled and explored in-depth. Using minimization of maximum regret as a criterion, the effectiveness of six alternative ISA policies is shown across a wide spectrum of plausible futures. Our initial findings offer some counter-intuitive results concerning uncertainties related to the effectiveness of ISA policies. For example, policies to have the ISA system installed in more vehicles do not necessarily lead to a higher reduction in accident risk. We also show how to deal with uncertainty about the relationship between speed and accident risk.  For the covering abstract see ITRD E129315.]]></description>
      <pubDate>Wed, 05 Jul 2006 12:29:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/784188</guid>
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