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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>TRB IS CHALLENGED TO FACE THE FUTURE</title>
      <link>https://trid.trb.org/View/271128</link>
      <description><![CDATA[This article looks back at the changes that have taken place in the transport world in the past 20 years and observes that the Transportation Research Board has lived through a massive transportation evolution and that the pace of change has accelerated rapidly.  Looking ahead to the changing conditions and the uncertainties that will face the transportation community in the year 2000, the article considers the implications of future changes and how to ensure that the activities of TRB will stay relevant, valuable, and exciting in responding to these changes.  It is suggested that five basic characteristics of TRB will help the organizaiton maintain a leadership role in transportation issues: flexibility, willingness to cease activities when they are no longer relevant, ability to expand, reliance on a wide base of competent professionals, and a multiple communications capability.  The article concludes with a trio of major challenges facing the Board in the future: broadening its base of participation in the transportation world; making a significant contribution to management productivity among transportation providers; and responding to changes stimulated by increasing competition in the transportation research and information transfer business.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/271128</guid>
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    <item>
      <title>ANALYSIS OF COMMUNITY RESOURCES</title>
      <link>https://trid.trb.org/View/82732</link>
      <description><![CDATA[Changing patterns of resource allocation in five human service agencies in Jefferson County, Kentucky, were studied over a three - year period from July 1, 1974, to June 30, 1977. Four major questions were addressed: how many agencies at which locations provide what kinds of services. Have the kinds of services provided changed over time. How much service is provided and how quickly and at what cost to clients. Has there been a change in the number of unique or distinct services available to clients. Information from about 500 agencies and on 357 unique services was analyzed. The county has experienced a trend toward more decentralized services. The number of agencies and sites providing financial resources, food and clothing, housing services, and family planning and problem pregnancy service sites have increased. Transportation agencies and sites, and community education and information services related to alcohol, drugs, and developmental disabilities have decreased. The proportion of emergency services has increased in the areas of protection from abuse, neglect, and exploitation; substitute living arrangements; community safety and justice; and social / emotional development and adjustment. Two - thirds of the agencies are open only during daytime hours, and nine out of ten sites are accessible to public transportation. More than half of the agencies do not charge fees for the services provided. Overall, the number of different services has increased. Implications related to accessibility and availability of service are examined.]]></description>
      <pubDate>Sat, 11 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82732</guid>
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    <item>
      <title>DANE COUNTY COORDINATED SPECIALIZED TRANSPORTATION PROJECT</title>
      <link>https://trid.trb.org/View/538794</link>
      <description><![CDATA[This project presents a collaborative effort between the Wisconsin Department of Transportation (WisDOT), the Wisconsin Department of Health and Family Services, and the University of Wisconsin-Milwaukee Center for Transportation Education and Development.  This project researched and tested the feasibility and effectiveness of a brokerage model as a coordinating mechanism for meeting the transportation needs of the elderly, persons with disabilities, and clients of a variety of county programs.  The Dane County Department of Human Services implemented the project, which included:  Medical Assistance recipients from income-eligibility programs, child protection, and federal SSI and SSDI; Public Health clients; seniors in nutrition programs, adult day-care, and users of the County senior group transportation services; persons with disabilities in supported employment, user-side-subsidy and other ride-to-work assistance programs; Economic Assistance and Work Services clients; and clients receiving a variety of family services.  In the last phase of the project, southwestern Dane County was focused on, since it resembles many Wisconsin counties in that it is primarily rural, has several small municipalities, and low population density.  The brokerage model tested was intended to include rural-urban linkages, and to be flexible, affordable, simple, marketable, and easily customized. The conclusions of this project are as follows:  (1) Barriers to coordination were identified; (2) The size of the brokerage limits the amount of participation by agencies and organizations; (3) Software development must occur in very close communication; (4) Not every activity, service or program can be coordinated; (5) Broad participation in the short and long range local planning process is needed; (6) Roles and responsibilities need to be specifically defined; and (7) Successful brokerage depends on direct, rapid and clear communication between all parties involved.]]></description>
      <pubDate>Wed, 06 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538794</guid>
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    <item>
      <title>ENGINEERING CHANGE IN THE AGE OF SERVICE RELIABILITY</title>
      <link>https://trid.trb.org/View/542057</link>
      <description><![CDATA[Progressive Railroading interviewed several Class I maintenance-of-way (MOW) officials about changes in the department: from track repair to customer service.  Track occupancy, the availability of track for maintenance, the build up of traffic volume - are seen as having had the biggest impact in the MOW department.  Better communication and more collaboration with other departments are recognized for contributing to customer service quotient.]]></description>
      <pubDate>Thu, 17 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542057</guid>
    </item>
    <item>
      <title>BUILDING A BRIDGE TO THE PUBLIC: THE ALASKA EXPERIENCE</title>
      <link>https://trid.trb.org/View/542091</link>
      <description><![CDATA[Communication between transportation departments and the public is no longer an option.  The public demands it and legislation requires it.  The need goes far beyond traditional public relations to a "dialogue bridge"--two-way communication--between those who plan and design and those who use the transportation system.  The Alaska Department of Transportation and Public Facilities (ADOT) engaged the public in designing the dialogue bridge, also known as the public involvement procedure (PIP). They then used the PIP the public helped design to engage them in writing both the statewide transportation plan, which sets policy, and the state transportation improvement program, which selects projects.  This article reviews the background of public involvement in Alaska, describes how ADOT engaged the public in developing the PIP, discusses how the process worked in developing the statewide transportation plan, and offers some insights on the experience.]]></description>
      <pubDate>Wed, 09 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542091</guid>
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    <item>
      <title>MANAGEMENT AND THE ART OF LISTENING</title>
      <link>https://trid.trb.org/View/539823</link>
      <description><![CDATA[Everyone agrees that good communication is benficial in the workplace.  This article reviews three tips for improving listening skills, since listening is a vital part of communication.  Assist the speaker in expressing his or her ideas, and avoid negative statements.  To get the full message, listen with your ears, eyes, and heart.  When listening, put all else aside.  Effective listening is a complex process requiring an alert, open mind.  It works best when you pay complete attention to the message being sent.]]></description>
      <pubDate>Sat, 10 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539823</guid>
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      <title>CUSTOMER RELATIONS FOR THE HIGHWAY AND MAINTENANCE COMMUNITY</title>
      <link>https://trid.trb.org/View/635821</link>
      <description><![CDATA[This article is the first part of a four-part report submitted by the National Asphalt Pavement Association on issues related to highway construction and provides an overview of customer relation topics for the highway and maintenance community. Customer relations is an important element of every successful business.  The primary business of the highway industry is to provide safety, mobility, and access to the highway user. However, the highway construction and maintenance community has lost some of its credibility with the highway user, as evidenced by responses to the National Quality Initiative survey that revealed concern over delays and the frequency of repairs to the highway.  Drivers also express it in their behavior on the roadway, as indicated by major problems with speeding in construction zones.  Improving communication with highway users will make a major impact in improving relationships as well as restoring credibility.]]></description>
      <pubDate>Sat, 12 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635821</guid>
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    <item>
      <title>COMMUNICATING TECHNICAL IDEAS PERSUASIVELY</title>
      <link>https://trid.trb.org/View/486984</link>
      <description><![CDATA[Many competent engineers generate sound technical solutions, but few of them have mastered the art of persuasion.  Unfortunately, the conventions of communicating technical information tend to inhibit the persuasive process.  This article reveals some of those limitations and suggests ways to overcome them en route to selling ideas to others more effectively.  True persuasion occurs when someone not only chooses your preferred option but also feels good about it afterwards.  Effective communicators recognize that conviction (emotion), not position (logic), drives persuasion.  Engineers often struggle with being persuasive because, being trained in a fact-based profession, they assume that agreement based on technical arguments is sufficient to get others to act.  Memory is another important facet of persuasion. The following core persuasive strategies are recommended:  focus on feelings and perceptions; target the message and do not overwhelm with information; invite participation; and build a foundation of trust, since it is the conduit for all persuasive communication.]]></description>
      <pubDate>Mon, 15 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486984</guid>
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    <item>
      <title>PROCEEDINGS OF THE WORKSHOP ON INTERNATIONAL TRANSIT TURNKEY AND JOINT DEVELOPMENT. SESSION 3: INTERNATIONAL TURNKEY EXPERIENCES AND DEVELOPMENT: LESSONS LEARNED</title>
      <link>https://trid.trb.org/View/477819</link>
      <description><![CDATA[Session highlights are as follows:  (1) Turnkey participants have different interests and motivations.  Successful projects require communication, understanding and a willingness to work together.  (2) Forming partners and teams for turnkey projects are important decisions.  There must be trust, competence, a willingness to take chances and a commitment to succeed.  (3) Complex projects with involved and detailed requirements take longer to complete and have higher risk.  Environmental approvals, intergovernmental coordination, and finance should be in place prior to the turnkey procurement.  (4) Turnkey projects require innovative approaches that balance the interests and risks of the participants.  Considerable time and cost savings are realizable.]]></description>
      <pubDate>Mon, 20 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477819</guid>
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      <title>DEVELOPING PUBLIC AWARENESS AND ACCEPTANCE OF METRICATION: PRELIMINARY ANALYSIS</title>
      <link>https://trid.trb.org/View/475166</link>
      <description><![CDATA[The three major arguments made by opponents of metrication -- cost, confusion, and cultural perception -- are addressed. Research into these factors has suggested that encouraging the use of the metric system is not an impossible task if strategic planning for a comprehensive communication campaign is conducted.]]></description>
      <pubDate>Wed, 07 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475166</guid>
    </item>
    <item>
      <title>SUBCONTRACTOR PARTNERING: I'LL BELIEVE IT WHEN I SEE IT</title>
      <link>https://trid.trb.org/View/577529</link>
      <description><![CDATA[During a recent construction project, a special principle-based partnering process was developed.  At the beginning of the project, the general contractor and the subcontractors met, away from the jobsite, for one full day to review the scope of the project, the site conditions, and the safety requirements, and to begin developing trust and open communications.  The most important challenge was breaking the pattern of low trust that is common between general contractors and subcontractors. Throughout the life of the project, the general contractor's management personnel and the subcontractor's site supervision met weekly, on-site, to assess progress and sustain open communications.  As a result, the subcontractors were rewarded with consistency of performance, great gains in technical and construction management knowledge, outstanding safety performance, tangible financial results, repeat business, greater loyalty from their employees, a satisfied client, and tremendous pride in a job well done.]]></description>
      <pubDate>Sat, 01 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577529</guid>
    </item>
    <item>
      <title>HOW TO WORK TOGETHER AND WITH THE PUBLIC</title>
      <link>https://trid.trb.org/View/576248</link>
      <description><![CDATA[The author discusses ways in which department of transportation employees can improve their relations with the public. Things to remember are: Focus positively; Never lie or concoct excuses; Say it with respect; Monitor non-verbal communication; Too much talk (giving too much information); Criticizing others; and Answering unclear questions.]]></description>
      <pubDate>Tue, 19 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576248</guid>
    </item>
    <item>
      <title>GEOGRAPHIC INFORMATION SYSTEM FRAMEWORK FOR MODELING MOBILE-SOURCE EMISSIONS</title>
      <link>https://trid.trb.org/View/471036</link>
      <description><![CDATA[Because vehicle activities and the emissions associated with them can be correlated with specific points in time and space, the modeling capabilities of a geographic information system (GIS) are well suited to the modeling of mobile-source emissions.  A GIS-based modeling approach can provide emissions estimates for both on-network and off-network vehicle activities on a modal basis (as a function of various vehicle operating modes that significantly affect vehicle emission rates).  An entire metropolitan region can be modeled on a zone, link, and point basis.  Vehicle subfleet composition can be tracked or estimated and combined with estimates of vehicle activity and characteristic operating modes to provide emissions estimates in a spatial and temporal context.  Emissions from various modal activities are aggregated into grid cells to be used as input to an airshed model.  Identifying spatial and temporal distributions of these activities adds to a greater understanding of emissions impacts.  A research prototype of this modeling concept was produced to illustrate its capabilities and identify difficulties that must be addressed in the development of a fully functional model.  The GIS-based displays and hard-copy maps that present the spatial variability of emissions levels help improve the communication of research findings to decision makers and the public.  The effort being undertaken at Georgia Institute of Technology in conjunction with the Environmental Protection Agency to develop a next-generation modal emissions model within a GIS framework is described.]]></description>
      <pubDate>Thu, 06 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471036</guid>
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    <item>
      <title>WHAT LIES AHEAD FOR THE YEAR 2000 HIGHWAY CAPACITY MANUAL?</title>
      <link>https://trid.trb.org/View/464319</link>
      <description><![CDATA[The Update to the 1985 Highway Capacity Manual (HCM) represents a milestone accomplishment in improving the capacity analysis techniques which are applied to the roadway facilities in the United States.  In addition, this Update has been responsive to the growing level of cooperation among Highway Capacity Committee members, the research community, practitioners in the United States, and the worldwide user community.  This paper is intended to provide a brief summary of what has led us to the current HCM Update and what plans exist for delivering the HCM 2000.  The paper is divided into five subject areas: Communicating with Users of the HCM; International Cooperation; Current and Proposed Research Programs; Federal Highway Administration (FHWA) Support Activities; and Delivering the HCM 2000.]]></description>
      <pubDate>Mon, 16 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464319</guid>
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    <item>
      <title>SHOPPING FOR SAFETY: PROVIDING CONSUMER AUTOMOTIVE SAFETY INFORMATION</title>
      <link>https://trid.trb.org/View/462475</link>
      <description><![CDATA[The purpose of this study is to examine consumer needs for automotive safety information and the most cost-effective and meaningful methods of communicating this information.  Current programs and the need for a process to support continuing improvement of consumer vehicle safety information and thereby provide additional incentives for manufacturers to enhance vehicle safety are addressed.  The focus is primarily on development of better safety information for new car purchasers, particularly safety-conscious consumers.  Following an executive summary, Chapter 1 contains an introduction and overview.  The key data sources and state of knowledge about vehicle crash avoidance and crashworthiness as a basis for providing consumer vehicle safety information are summarized in Chapter 2.  The strengths and weaknesses of currently available consumer safety information are reviewed in Chapter 3, and recommendations are made for improving current information.  An overview of what is known about how consumers think about automobile safety and how they search for and use information in making automobile purchase decisions is given in Chapter 4.  Research to fill current gaps in knowledge is identified.  Recommendations for developing and communicating improved consumer vehicle safety information, including summary measures of vehicle safety, are presented in Chapter 5, and an organizational structure and an implementation strategy to promote continuing improvements in consumer safety information and vehicle safety design are proposed in Chapter 6.]]></description>
      <pubDate>Tue, 04 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462475</guid>
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