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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>A GUIDE TO LAND USE AND PUBLIC TRANSPORTATION. VOLUME II: APPLYING THE CONCEPTS</title>
      <link>https://trid.trb.org/View/406703</link>
      <description><![CDATA[Volume 1 of this report introduced the topic of public transportation compatible land use and surveyed a variety of transit-friendly community planning and design ideas.  This report explores the ideas further, offering specific strategies and designs for public officials, planners, developers, and citizens interested in making their communities more transit compatible.]]></description>
      <pubDate>Thu, 30 Sep 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406703</guid>
    </item>
    <item>
      <title>TRANSIT-ORIENTED DEVELOPMENT DESIGN GUIDELINES. FINAL PUBLIC REVIEW DRAFT</title>
      <link>https://trid.trb.org/View/356290</link>
      <description><![CDATA[The Transit-Oriented Development (TOD) concept is a growth strategy to assist Sacramento County in implementing the following guiding principles of its Land Use Element: maximize the use of existing urbanized areas; reduce consumption of non-urban areas; link land use with transit; reduce the number of auto trips and regional Vehicle Miles Traveled (VMT); reduce air pollutant emissions; provide a diversity of housing types; and design the urban area efficiently.  TODs are mixed-use neighborhoods, between 20 and 160 acres in size, which are developed around a transit stop and core commercial area.  Two types of TODs may be developed:  Urban TODs and Neighborhood TODs.  This report presents TOD design guidelines.  It is organized as follows: (1) TOD Definitions - Guidelines 1A-1F; (2) Location Criteria - Guidelines 2A-2E; (3) Site Characteristics  - Guidelines 3A-3F; (4) Mix of Uses - Guidelines 4A-4F; (5) Residential Densities and Commercial Intensities - Guidelines 5A-5E; (6) Secondary Areas - Guidelines 6A-6E; (7) Building Siting and Design - Guidelines 7A-7F; (8) Street and Circulation System - Guidelines 8A-8I; (9) Pedestrian and Bicycle System - Guidelines 9A-9E; (10 Transit Stops - Guidelines 10A-10C; (11) Parking Requirements and Configuration - Guidelines 11A-11J; (12) Open Space, Parks, and Public Spaces - Guidelines 12A-12F; and (13) Relationship to Surrounding Land Uses - Guidelines 13A-13D.  A TOD Glossary is provided.]]></description>
      <pubDate>Tue, 31 Aug 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/356290</guid>
    </item>
    <item>
      <title>FACTORS AND TRENDS IN TRIP LENGTHS</title>
      <link>https://trid.trb.org/View/119967</link>
      <description><![CDATA[FACTORS INFLUENCING TRIP LENGTH CHARACTERISTICS WERE INVESTIGATED FOR THE PURPOSE OF IMPROVING TRAFFIC FORECASTING CAPABILITIES. THE ANALYSIS WAS BASED ON DATA OBTAINED FROM A NUMBER OF UNITED STATES AND CANADIAN CITIES AND FROM COMPUTER SIMULATION STUDIES. THE THREE MOST IMPORTANT FACTORS FOUND TO INFLUENCE TRIP LENGTHS WERE ' /1/ SIZE AND PHYSICAL STRUCTURE OF THE URBAN AREA, /2/ QUALITY OF THE TRANSPORTATION SYSTEM, AND /3/ SOCIO-ECONOMIC FACTORS. THE SIZE AND PHYSICAL STRUCTURE OF THE URBAN AREA, EXPRESSED IN TERMS OF POPULATION AND SPATIAL ARRANGEMENT OF ACTIVITIES, HAVE A SUBSTANTIAL IMPACT ON WORK, SOCIAL-RECREATION, AND NON-HOME BASED TRIP LENGTHS.  THE SPATIAL RELATIONSHIPS BETWEEN COMMERCIAL AREAS WAS FOUND TO BE OF GREAT IMPORTANCE IN DETERMINING SHOP AND TRUCK TRIP LENGTHS. IT WAS FOUND THAT PEAK HOUR SPEEDS ARE A KEY FACTOR IN DETERMINING WORK TRIP LENGTHS. HOWEVER, MOST NON-WORK TRIP LENGTHS ARE INFLUENCED BY OFF-PEAK SPEEDS. THE SOCIO-ECONOMIC STRUCTURE OF URBAN AREAS WAS FOUND TO BE AN IMPORTANT ELEMENT WITH RESPECT TO WORK AND SOCIAL-RECREATION TRAVEL PATTERNS, BUT HAS MUCH LESS IMPACT ON OTHER TYPES OF TRIPS. THE ANALYSES OF THE FACTORS INFLUENCING WORK AND NON-WORK TRIP LENGTHS HELPED TO ESTABLISH VARIOUS GUIDELINES WHICH CAN BE USED FOR PREDICTING TRIP LENGTHS AND CHECKING TRAVEL FORECASTS. IT IS CONCLUDED THAT IMPROVEMENTS IN FORECASTING PROCEDURES ARE GREATLY NEEDED. A NEW DISTRIBUTION MODEL WHICH WILL TAKE INTO CONSIDERATION TRIP LENGTH AS WELL AS THE SPATIAL DISTRIBUTION OF ACTIVITIES WITHIN AN URBAN AREA MUST BE DEVELOPED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:33:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/119967</guid>
    </item>
    <item>
      <title>PUBLIC FINANCE AND TRANSIT-ORIENTED PLANNING: NEW EVIDENCE FROM SOUTHERN CALIFORNIA</title>
      <link>https://trid.trb.org/View/459410</link>
      <description><![CDATA[Local governments seem to be continually strapped for funds. While the role of their planners in generating revenue is often discussed, it is also rarely investigated in any detail.  This study addresses this research gap by considering the fiscal nature of land use policy vis-a-vis a specific planning opportunity, namely "transit-oriented development".  The report examines the role basic fiscal conditions play in the decision to zone land near all existing and proposed commuter rail stations in Southern California.  The analysis indicates that station-area zoning depends significantly on community public finances.  The importance of sales taxation in financing local services is consistently important in explaining the concentration of commercial zoning near rail stations, even when controlling for the amount of commercial activity in each city, associated revenue mix, and tax base trends, and many other features differentiating communities.  The results underscore how the practice of transit-oriented development must account not only for travel behavior and the broader goals of any given urban design, but also for the parochial and self-interested nature of municipal planning.]]></description>
      <pubDate>Fri, 25 Jun 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459410</guid>
    </item>
    <item>
      <title>COMMERCIAL ZONES AND TERMINAL AREAS</title>
      <link>https://trid.trb.org/View/92418</link>
      <description><![CDATA[COMMERCIAL ZONES AND TERMINAL AREAS ARE COMPARED WITH RESPECT TO EXEMPTIONS, REGULATIONS, AND AUTHORITY RELEVANT TO EACH.]]></description>
      <pubDate>Wed, 20 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92418</guid>
    </item>
    <item>
      <title>URBAN RESTRUCTURING: ONE GOAL OF THE NEW ATLANTA TRANSIT SYSTEM</title>
      <link>https://trid.trb.org/View/218317</link>
      <description><![CDATA[Urban transportation systems shape the population centers they serve and affect other modes of transportation, land-use patters and activities, social and economic conditions, and environmental form and quality.  Too often, urban transportation systems evolve haphazardly, imposing their influence before planners have set their goals or chosen transport modes to help achieve them.  A two-county rail transit system being built by the Metropolitan Atlanta Rapid Transit Authority (MARTA) is not following this pattern.  The components of the MARTA system are described, along with funding support and fare setup.  The system will modify the Atlanta metropolitan area structure by helping achieve such planning objectives as the following: stabilization of the central business district; encouragement of commercial development aroung certain passenger stations, creating nodes or employment centers that commuters can reach without personal transportation; and the slowdown of urban sprawl, stimulating a larger share of future growth within the central city.]]></description>
      <pubDate>Wed, 28 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218317</guid>
    </item>
    <item>
      <title>STATEWIDE STANDARDIZATION OF SITE IMPROVEMENT STANDARDS</title>
      <link>https://trid.trb.org/View/542781</link>
      <description><![CDATA[In 1975, the state of New Jersey established a legal status for the regulation of land development. This law established that local and county planning boards were allowed to create their own technical standards for the design and construction of residential, commercial, and industrial development. To standardize this law, the state passed a new law creating a statewide development code for residential projects. These rules have been in place since June 1997. The impetus for this law arose from the economic impact that the myriad of local and state standards had on projects. The average time required for a residential project one acre or larger to obtain all preconstruction approvals lengthened from 3 to 6 months in the 1970s to two years. This fact, coupled with subjective interpretations by review officials of numerous standards, created a suitable climate for the establishment of a more defined structure for the design of road, sewer, water, and stormwater management systems. This paper discusses these standards and offers an engineering perspective on such changes.]]></description>
      <pubDate>Tue, 05 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542781</guid>
    </item>
    <item>
      <title>ECONOMIC EFFECTS OF RESTRICTING LEFT TURNS</title>
      <link>https://trid.trb.org/View/540141</link>
      <description><![CDATA[This digest summarizes the findings from the final report on National Cooperative Highway Research Program (NCHRP) Project 25-4, "Economic Effects of Restricting Left Turns", conducted by Cambridge Systematics, Inc., JHK & Associates, Inc., and HBRS, Inc.  G.E. Weisbrod and R. Neuwirth were the principal investigators.  This digest will help analysts assess the effect of left-turn restrictions on businesses and describes ways to mitigate those effects.  The digest will be of interest to those planning, designing, and constructing left-turn restrictions, regardless of whether the projects are permanent or temporary (in the latter case, being the result of construction or maintenance).  The final report for this project will not be published but a copy has been sent to each state's department of transportation.]]></description>
      <pubDate>Fri, 02 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540141</guid>
    </item>
    <item>
      <title>TRIALS AND TRIBULATIONS OF ENFORCING A LOCALLY ESTABLISHED, CORRIDOR-WIDE, RESTRICTIVE ACCESS PLAN IMPLEMENTATION OF THE K-150 STUDY</title>
      <link>https://trid.trb.org/View/636055</link>
      <description><![CDATA[This paper presents the experience that the City of Overland Park, Kansas has had in enforcing an access management plan approved in 1986 along a major corridor slated for intensive commercial, office and industrial development. The street in question, K-150, is a major east-west arterial that runs through three cities in the southern portion of Johnson County, Kansas. Johnson County is the highest-growth area in the Kansas City metropolitan area and its growth is expected to continue at its current pace well into the future.]]></description>
      <pubDate>Wed, 30 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/636055</guid>
    </item>
    <item>
      <title>EDGE CITY MORPHOLOGY: A COMPARISON OF COMMERCIAL CENTERS</title>
      <link>https://trid.trb.org/View/635797</link>
      <description><![CDATA[The formal character of suburban edge city development is examined, using a series of scale maps.  The maps compare street plan morphogenesis, current land subdivisions, and building footprints in the commercial centers of three edge cities.  Each is also compared with a traditional downtown, offering compelling evidence of the dramatic transformations in urban form that have taken place over the last 70 years.  The analysis points to the difficulties planners may have in controlling the formal character of newly developing suburban areas.]]></description>
      <pubDate>Mon, 07 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635797</guid>
    </item>
    <item>
      <title>BRISBANE ON TRACK TOWARDS 21ST CENTURY</title>
      <link>https://trid.trb.org/View/487854</link>
      <description><![CDATA[The announced $200 million public transit infrastructure project for Brisbane represents a land use/transit vision which will revitalize inner Brisbane and provide the city with a world-class integrated transit system.  The light rail network will encourage urban renewal and support trend toward city living in the inner suburbs.  It will further stimulate redevelopment of the commercial, retail and entertainment center in the region, and there could be major benefits for the tourism and business sectors.  The project also has the exciting prospect of generating an additional 3000 jobs during construction, with an ongoing boost to employment when it becomes operational.]]></description>
      <pubDate>Sat, 08 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487854</guid>
    </item>
    <item>
      <title>LAND VALUE AND LAND USE EFFECTS OF ELEVATED, DEPRESSED, AND AT-GRADE LEVEL FREEWAYS IN TEXAS</title>
      <link>https://trid.trb.org/View/472763</link>
      <description><![CDATA[To answer questions being raised by abutting residents and businesses about proposed elevated and/or depressed freeway improvements in the urban and suburban areas of Texas, a four-year study has been conducted to estimate the social, economic, and environmental effects of such freeway designs. Eight existing, two under-construction, and one approved-for-construction freeway sections have been studied on a before-, during-, and after-construction basis.  The sections selected for study range from being predominantly residential suburban areas to predominantly commercial-industrial downtown areas.  The specific effects of the study estimated for each study section include:  (1) social impacts:  population changes, neighborhood, accessibility, and neighborhood cohesion; (2) economic impacts:  relocation and mitigation costs, business sales, property uses and values, tax revenues, employment and income, and user costs; and (3) environmental impacts: aesthetics, drainage and erosion, noise and air pollution, vibration, and hazardous spills.  The literature review and a survey of highway agencies in other states were used to determine the appropriate procedures or models and mitigation measures to implement in estimating the social, economic, and environmental impacts of elevated and depressed freeways.  The results of the study, presented in six separate reports according to types of effect, can be used by highway planning and designing engineers to prepare environmental statements and documents of the expected social, economic, and environmental impacts of proposed elevated and depressed freeway projects. Also, the results can be disseminated at the public hearings for a proposed project.  This report presents the findings of the land value and use effects of elevated, depressed, and at-grade level freeways.  The findings from prior studies indicate that freeway grade level differences in abutting land values are significant for certain land uses.  However, these differences are negative or positive, depending upon the type of abutting land use.  The results of this study confirm those findings.]]></description>
      <pubDate>Wed, 25 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472763</guid>
    </item>
    <item>
      <title>PARKING CONTROL</title>
      <link>https://trid.trb.org/View/475597</link>
      <description><![CDATA[One of the main attractions of modern shopping centers is their ease of access.  Shoppers expect that they can drive to a shopping center complex and find a convenient parking space within a matter of minutes.  The Centro complex in Oberhausen, Germany is a modern recreation and commercial center which includes shops, a recreation center, nine movie theaters, a 10,000-seat sports arena and many restaurants.  There are about 10,500 parking spaces in eight car parks and all parking is free of charge.  The article examines the integrated traffic control and parking management system introduced by the Centro complex.]]></description>
      <pubDate>Fri, 20 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475597</guid>
    </item>
    <item>
      <title>TRAFFIC AIR POLLUTION EFFECTS OF ELEVATED, DEPRESSED, AND AT-GRADE LEVEL FREEWAYS IN TEXAS</title>
      <link>https://trid.trb.org/View/472321</link>
      <description><![CDATA[To answer questions being raised by abutting residents and businesses about proposed elevated and/or depressed freeway improvements in the urban and suburban areas of Texas, a four year study has been conducted to estimate the social, economic, and environmental effects of such freeway designs.  Eight existing, two under construction, and one approved for construction freeway sections have been studied on a before, during, and after construction basis.  The sections selected for study range in location from predominately residential suburban areas to predominantly commercial-industrial downtown areas. The specific effects of the three types estimated for each study section are as follows:  (1) social impacts:  population changes, neighborhood accessibility, neighborhood cohesion, and community services; (2) economic impacts:  relocation and mitigation costs, business sales, property uses and values, tax revenues, employment and income, and user costs; and (3) environmental impacts:  aesthetics, drainage and erosion, noise and air pollution, vibration, and hazardous spills.  The literature review and a survey of highway agencies in other states were used to determine the appropriate procedures or models and mitigation measures to implement in estimating the social, economic, and environmental impacts of elevated and depressed freeways.  The results of the study, presented in six separate reports according to types of effect, can be used by highway planning and design engineers to prepare environmental statements and documents addressing the expected social, economic, and environmental impacts of proposed elevated and depressed freeway projects.  Also, the results can be disseminated at the public hearings for a proposed project. This report presents the findings of the traffic air pollution effects of elevated, depressed, and at-grade level freeways. The findings indicate that the grade level differences in air pollution dispersion rates are inconsistent from day to day on the same freeway.  It was concluded that the differences were minimal and would require only minor changes in the pollution dispersion estimating model, TXLINE 4, CALINE 3 & 4, presently used by the Texas Department of Transportation.]]></description>
      <pubDate>Thu, 29 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472321</guid>
    </item>
    <item>
      <title>HIGHWAY PROJECT INTEGRATES THE PAST INTO THE FUTURE</title>
      <link>https://trid.trb.org/View/475391</link>
      <description><![CDATA[The design of the final 1.8-mi (2.9-km) section of the Route 21 freeway in Passaic County, New Jersey, presented the New Jersey Department of Transportation (NJDOT) with the Challenge of integrating a proposed highway into an established urban community with residential and commercial neighborhoods.  The problem was compounded because the existing terminus of Route 21 opened into a section of Passaic containing textile factories from the mid-19th century that are eligible for inclusion on the National Register of Historic Places.  A Visual Enhancement Technical Environmental Study was performed, and design principles and guidelines that lessened the impact of the highway extension on the cities of Passaic and Clifton were developed. The design features for the roadway and its immediate surroundings, which were approved by the mayors and citizens of both communities and adopted by the NJDOT, include historically referenced architectural treatments for bridges, retaining walls, and noise barriers; detailed grading and special landscaping; streetscape improvements along certain local roadways; various recreational facilities; a minipark; and a passive recreational area.]]></description>
      <pubDate>Tue, 06 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475391</guid>
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