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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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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    <item>
      <title>1982 TRAVEL TIME STUDY</title>
      <link>https://trid.trb.org/View/269173</link>
      <description><![CDATA[During 1982 travel times were measured on eleven major roads in the Melbourne metropolitan area.  The main findings of the 1982 travel time survey are as follows: average morning peak period speeds were in the range 33 km/h to 73 km/h and evening peak period average speeds in the range 32 km/h to 77 km/h; evening peak period average speeds are typically higher than morning peak period average speeds; 82 per cent of the road network surveyed was operating at a speed greater than 30 km/h in the morning peak period whilst for the evening peak period this figure was 88 per cent; maximum travel time was generally between 10 per cent and 19 per cent greater than the average travel time for a route; the advantage of freeways over divided arterial roads and the advantage of divided arterial roads over undivided arterial roads was borne out by average travel speeds; to remove congestion points on approaches to the CBD there is a need for linking existing freeways to form a bypass; "at-grade" rail crossings in Toorak Road, Tooronga Road, Burke Road, bell street and station street adversely affect traffic flow; the Western Highway route had the highest percentage of route length (28 per cent) operating below 30 km/h in both the morning and evening peak periods; the majority of comparable 1982 route average speeds have improved on 1981 figures; the route with sections showing the most improvement in average speeds was Dandenong Road through Murrumbeena where average speeds improved by 29 km/h in both peak periods in 1982 compared with 1981; routes where major deterioration in average section speed occurred between 1981 and 1982 were Dandenong Road between Heatherton Road and Gladstone Road (20 km/h evening peak period) and along the South Eastern Freeway, East of grange road (17 km/h - evening peak period.  (Author/TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:52:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/269173</guid>
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    <item>
      <title>EVALUATION OF TRAFFIC AND ECONOMIC JUSTIFICATION OF THROUGH TRAFFIC SEPARATION FROM THE CITY WITH THE HELP OF BY-PASS ROAD CONSTRUCTION</title>
      <link>https://trid.trb.org/View/485408</link>
      <description><![CDATA[This paper presents the basic results of a feasibility study of the highway construction justification that by-passes the City of Skopje on its north section in east-west direction.  The main goal of by-pass route construction is to remove the through traffic and partially the origin and destination traffic from the most congested city artery on which the AADT reached 20,000 to 40,000 in 1995.  The methodology used in the analysis of traffic conditions on the city artery and on designed by-pass road as well as the economic effects expected after 20 years of by-pass road exploitation are explained.]]></description>
      <pubDate>Sat, 17 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485408</guid>
    </item>
    <item>
      <title>MELBOURNE CITY LINK - DESIGN AND CONSTRUCTION</title>
      <link>https://trid.trb.org/View/485354</link>
      <description><![CDATA[The Melbourne City Link Project is one of the biggest and most important metropolitan road developments ever undertaken in Australia.  The 22 km (13.5 mi) project will connect three of Melbourne's major existing freeways and significantly upgrade them.  The 1.7 billion (Australian) dollar project will enable motorists to pass through the city without a traffic signal as well as access the Central Business District and the city's docks, airports and rail terminals.  Construction work is underway and will be completed by the year 2000.  This paper focuses on design operational issues related to the vehicular tunnels and the ETTM systems.]]></description>
      <pubDate>Mon, 10 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485354</guid>
    </item>
    <item>
      <title>POOLED ESTIMATES OF THE EFFECTS OF THROUGH, INTERSTATE, AND BYPASS TRAFFIC ON KANSAS TOWNS</title>
      <link>https://trid.trb.org/View/462011</link>
      <description><![CDATA[This paper reports on a study which created a new dataset showing four different types of traffic for each town bypassed town in Kansas: local traffic, through traffic inside the town, through traffic on Interstate-type highways, and through traffic on bypasses of ordinary highways. These data were inferred from gross traffic counts using an Origin-Destination model of Kansas. Through traffic inside the town was found to have a positive long-term effect on employment and payroll (measured from unemployment compensation data). Diverting downtown traffic onto a non-Interstate bypass does not significantly reduce that effect. However, diverting downtown traffic onto an Interstate appears to reduce its employment effect by roughly one half, but the paper argues that this effect is due to a bias resulting from new traffic attracted by the Interstate.]]></description>
      <pubDate>Wed, 05 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462011</guid>
    </item>
    <item>
      <title>AN ECONOMIC IMPACT STUDY OF INTERSTATE HIGHWAY 35E ON WAXAHACHIE, TEXAS</title>
      <link>https://trid.trb.org/View/91022</link>
      <description><![CDATA[THE 11.5 MILE BYPASS SECTION OF I 35E DEVIATES FROM THE ROUTE OF OLD U.S. 77 AND PASSES THROUGH THE WESTERN OUTSKIRTS OF WAXAHACHIE. THIS STUDY WAS INTENDED' /A/ TO MEASURE THE EFFECT OF THE BYPASS ON LAND USE AND LAND VALUES ALONG ITS COURSE, AND, /B/ TO MEASURE SALES OF OLD AND NEW RETAIL BUSINESSES ALONG U.S. 77 IN WAXAHACHIE AND OF THE NEW BUSINESSES ON I 35E. CHANGES IN USE AND VALUE WERE PRESENTED ON THE BASIS OF SIZE OF TRACT /ACREAGE AND SUBDIVIDED/ AND PROXIMITY TO HIGHWAY /ABUTTING AND NONABUTTING/. INCREASES IN VALUE FOR ALL GROUPS WERE GREATER IN THE STUDY AREA THAN IN THE CONTROL AREA. SALES WERE MORE FREQUENT AND VALUE INCREASES WERE GREATEST IN ABUTTING ACREAGE TRACTS. HIGHWAY INFLUENCE WAS ABOUT $500 PER ACRE IN AUBTTING TRACTS, ABOUT $100 MORE THAN IN NONABUTTING. THE NET CHANGE IN RETAIL SALES WAS A 1.3 PERCENT LOSS. THERE WAS A 13.5 PERCENT DECLINE FOR ALL TRAFFIC SERVING BUSINESSES /A 17.3 PERCENT DECLINE FOR SERVICE STATIONS, A 0.8 PERCENT INCREASE FOR FOOD SERVICE ESTABLISHMENTS, AND A 43.3 PERCENT INCREASE FOR MOTELS/. NONTRAFFIC SERVING BUSINESSES INCREASED BY 10.1 PERCENT. THE OVERALL INCREASE IN RETAIL SALES FOR WAXAHACHIE WAS 7.9 PERCENT, SOMEWHAT LESS THAN THE INCREASE FOR SELECTED COMPARISON /CONTROL/ TOWNS AND FOR THE STATE OF TEXAS. /BPR/]]></description>
      <pubDate>Mon, 01 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91022</guid>
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    <item>
      <title>A PLAN FOR AN EXCLUSIVE BUS LANE ON INTERSTATE ROUTE 495 FROM THE NEW JERSEY TURNPIKE TO THE LINCOLN TUNNEL</title>
      <link>https://trid.trb.org/View/114899</link>
      <description><![CDATA[A DETAILED PLAN IS GIVEN FOR ESTABLISHING AN EXCLUSIVE BUS LANE FOR PEAK-HOUR TRAFFIC. IT INCLUDES DISCUSSIONS ON /1/ ACCESS TO THE BUS LANE, WHICH COVERS EXISTING TRAFFIC CONDITIONS, ROUTINGS, BYPASSING, AND FIVE ALTERNATE ACCESS SCHEMES, /2/ TRAFFIC CONTROL FOR THE LANE, WHICH COVERS SEPARATION OF TRAFFIC LANES, HIGH-INTENSITY LIGHTS TO DELINEATE LANES, AND TRAFFIC SIGNS AND SIGNALS, /3/ THE HANDLING OF STOPPAGES IN THE LANE, AND /4/ SPECIFIC RECOMMENDATIONS FOR THE SYSTEM.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114899</guid>
    </item>
    <item>
      <title>ECONOMIC ASSESSMENT OF THE PROPOSED IMPROVEMENT OF U.S. HIGHWAY 287 IN WICHITA FALLS, TEXAS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/367797</link>
      <description><![CDATA[The Texas Department of Transportation's (TxDOT) District 3 personnel are in the process of evaluating the proposed improvement of U.S. Highway 287 which is located in Wichita Falls, Texas.  This highway passes through Wichita Falls a few blocks from the Central Business District and is a major route to Fort Worth to the east and Amarillo to the west.  Presently, the highway is a freeway on each side of town.  The two freeway sections end in the downtown area and traffic is routed on to two one-way streets for a distance of 0.65 mile or seven blocks before becoming a freeway again, thus causing a design gap in a principal highway system.  Five route alternatives are evaluated, three being bypass alternatives, and the other two follow the existing route through the gap area.  Of the latter, one is an elevated express lane section, and one is a depressed express lane section, both of which follow the two city streets that would become service roads.  Two of the bypass alternative routes follow varying sections of State Highway 240 and tie into U.S. Highway 287 at major highway interchange on each side of Wichita Falls.  These two bypass alternatives would pass through strip of commercial and residential developments, but the other bypass alternative would be mostly on new location in a sparsely populated area.  Each of the above route and design alternatives are evaluated to estimate the economic impacts resulting from implementing each alternative.  The results are needed as supporting information in the environmental assessment (EA) for U.S. Highway 287.  The study objective is to estimate the economic impacts of the proposed route and/or design alternatives for U.S. Highway 287.  The following impacts are to be estimated:  (1) impact on existing businesses, distinguishing between traffic-serving and other types of businesses, (2) impact on new development, (3) impact on employment, including that due to construction expenditures and loss of clientele, (4) impact on municipal tax revenues, and (5) impact on highway users.  Data from previous studies, TxDOT, Texas State Comptroller's Office, and the City of Wichita Falls are used to estimate these impacts.  Also abutting businesses, residents, public/nonprofit organizations, and real estate sales persons and appraisers were interviewed to obtain their opinions of the five route alternatives.  A total economic benefits-costs ratio is developed.]]></description>
      <pubDate>Wed, 27 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367797</guid>
    </item>
    <item>
      <title>ECONOMIC ASSESSMENT OF THE PROPOSED IMPROVEMENT OF U.S. HIGHWAY 287 IN WICHITA FALLS, TEXAS: EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/368369</link>
      <description><![CDATA[The Texas Department of Transportation's (TDOT's) District 3 personnel are in the process of evaluating the proposed improvement of U.S. Highway 287 which is located in Wichita Falls, Texas.  This highway passes through Wichita Falls a few blocks from the Central Business District and is a major route to Fort Worth to the east and Amarillo to the west.  Presently, the highway is a freeway on each side of town.  The two freeway sections end in the downtown area and traffic is routed onto two one-way streets for a distance of 0.65 mile or seven blocks before becoming a freeway again, thus causing a design gap in a principal highway system.  Five route alternatives are evaluated, three being bypass alternatives, and the other two follow the existing route through the gap area.  Of the latter, one is an elevated express lane section, and one is a depressed express lane section, both of which follow the two city streets that would become service roads.  Two of the bypass alternative routes follow varying sections of State Highway 240 and tie into U.S. Highway 287 at major highway interchanges on each side of Wichita Falls.  These two bypass alternatives would pass through strips of commercial and residential developments, but the other bypass alternative would be mostly on a new location in a sparsely populated area.  Each of the above route and design alternatives are evaluated to estimate the economic impacts resulting from implementing each alternative.  The results are needed as supporting information in the environmental assessment (EA) for U.S. Highway 287.  The study objective is to estimate the economic impacts of the proposed route and/or design alternatives for U.S. Highway 287.  The following impacts ar estimated:  (1) impact on existing businesses, distinguishing between traffic-serving and other types of businesses, (2) impact on new development, (3) impact on employment, including that due to construction expenditures and loss of clientele, (4) impact on municipal tax revenues, and (5) impact on highway users.  Data from previous studies, TxDOT, Texas State Comptroller's Office, and the City of Wichita Falls are used to estimate these impacts.  Also abutting businesses, residents, public/nonprofit organizations, and real estate sales persons and appraisers were interviewed to obtain their opinions of the five route alternatives.  A total economic benefit-cost ratio is developed.]]></description>
      <pubDate>Mon, 01 Feb 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368369</guid>
    </item>
    <item>
      <title>COMPARATIVE STUDY OF ECONOMIC ANALYSIS OF BYPASSES AROUND CITIES ON NATIONAL HIGHWAY IN GUJARAT</title>
      <link>https://trid.trb.org/View/366512</link>
      <description><![CDATA[This paper presents a study during 1981-83 to evaluate the impact of bypasses on vehicle speed, the extent of bypass usage, and accidents on bypasses.  The bypasses at Rajkot, Ahmedabad and Vadodara were investigated.  The following data were collected for each bypass; (1) total cost including land acquisition; (2) traffic counts for one week in April and one week in October; (3) origins and destinations of drivers; (4) speeds and delays; (5) accident details.  The authors recommend the following norms and control measures for planning future bypasses: (1) each bypass proposal should provide for construction of parallel service roads; (2) permanent barriers should be constructed on both sides of a bypass, to restrict the entry of locally generated traffic, which creates hazardous conditions on the bypass; (3) no direct road approaches should be allowed on the bypass; (4) to maintain the effectiveness of the bypass, there should be special controls on the use of neighbouring land; (5) if a city is developing especially on one side, its bypass should be planned on the opposite side; (6) the building and control line norms for bypasses should be suitably changed, then strictly enforced; (7) the bypass should be planned, as far as possible, not to be longer than any existing city route.  (TRRL) (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366512</guid>
    </item>
    <item>
      <title>MEASURES AGAINST TRAFFIC CONGESTION ON THE TOKYO METROPOLITAN EXPRESSWAYS. IN: EXPERT MEETING AND SYMPOSIUM ON THE SEMINAR ON FUTURE ROAD TRANSPORT SYSTEMS AND INFRASTRUCTURES IN URBAN AREAS, JUNE 4-6, 1991, CHIBA, JAPAN</title>
      <link>https://trid.trb.org/View/363819</link>
      <description><![CDATA[Over the past decade the traffic congestion on the Tokyo metropolitan expressways has been desperate. Recently the Metropolitan Expressway Public Corp. has been strongly urged to take possible measures to mitigate daily traffic jams. Measures include both of the short-term and long-term construction projects as well as the traffic control systems. The cause of today's traffic congestion is believed to be mainly associated with the deficiency of circular routes in the present expressway network. Thus, the resolution depends on the feasibility of the construction of new circular expressway routes through the heavily populated residential area so as to connect the radial expressways one to another, which in turn requires the unprecedented long urban tunnels to lessen the environmental pollution. Short-term construction projects encompass the construction of bypass routes, additional exit ramps, and the widening of expressway sections. With all these measures, the capacity of metropolitan expressway network would be doubled or tripled.]]></description>
      <pubDate>Thu, 30 Apr 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/363819</guid>
    </item>
    <item>
      <title>THE EFFECT OF AN URBAN BY-PASS ON THE TIMING AND DISTRIBUTION OF JOURNEYS. IN: EXPERT MEETING AND SYMPOSIUM ON THE SEMINAR ON FUTURE ROAD TRANSPORT SYSTEMS AND INFRASTRUCTURES IN URBAN AREAS, JUNE 4-6, 1991, CHIBA, JAPAN</title>
      <link>https://trid.trb.org/View/363820</link>
      <description><![CDATA[There is evidence to suggest that the increasing levels of congestion in urban areas is leading to substantial spreading of peak periods as drivers travel either earlier or later to avoid the worst of the congestion. Other travel responses to congestion can also occur, such as modal change, trip re-distribution and trip suppression. Conversely, the provision of additional road capacity in an urban area will enable re-assignment, re-timing of journeys and/or the generation of new trips. This paper reviews some available information on this from the U.K., including recent data collected in Southampton.]]></description>
      <pubDate>Thu, 30 Apr 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/363820</guid>
    </item>
    <item>
      <title>USING A REGIONAL TRAFFIC MODEL TO PROGRAM PHASE CONSTRUCTION OF A NEW HIGHWAY. IN: TRANSPORTATION PLANNING METHODS APPLICATIONS. PROCEEDINGS, THIRD NATIONAL CONFERENCE, DALLAS, TEXAS, APRIL 22-26, 1991</title>
      <link>https://trid.trb.org/View/356883</link>
      <description><![CDATA[As part of the transportation planning activities in the region, travel characteristics on the highway and street network have been formulated in TModel 2 by the Chittenden County Regional Planning Commission.  The economic base of the county consists of manufacturing activities, regional medical facilities, and institutions of higher learning within a surrounding agricultural community.  The county has a population of approximately 132,000 persons.  Over time, traffic congestion has developed on major arterial routes that serve and shape the growth in the county.  To provide some relief along critical road sections and at oversaturated intersections, a bypass around the developed area has been located in the western portion of the coounty. Because funding is not adequate  to complete the entire bypass, a program of phase construction is contemplated within the limitations of the available monies.  Therefore, the purpose of this project was to use the regional network model as a tool for programming the phase construction of the new facility.]]></description>
      <pubDate>Thu, 31 Oct 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/356883</guid>
    </item>
    <item>
      <title>EVALUATION OF UNMANNED RADAR INSTALLATIONS</title>
      <link>https://trid.trb.org/View/309056</link>
      <description><![CDATA[Several unmanned radar devices were installed on Interstate 75 in northern Kentucky in an attempt to reduce speeds.  It was assumed that drivers use radar detectors to exceed the speed limit thus causing a variance between their speeds and those of others in the traffic stream.  Since historical data indicated an unusually high accident rate for the study area, a reduction in overall speeds and variance was expected to reduce the probability of accidents.  The high accident rate also resulted in a plan to reduce trucks on I-75 in the study area by diverting them onto a bypass route (I-275).  Emphasis was placed on collection and analysis of speed-related data.  In addition, a survey of radar detector use was made and accident patterns were documented.  Speed measures analyzed included mean speed, standard deviation in speed, numbers of vehicles exceeding specified speed levels, and 85th percentile speed.  Results indicate that unmanned radar was an effective means of reducing the number of vehicles traveling at excessive speeds.  The differences in mean speeds were small and the impact of unmanned radar was less obvious than it was for the percentage of vehicles exceeding speed levels of 65, 70, 75, and 80 mph.  The speeds of vehicles with radar detectors decreased significantly as a result of unmanned radar, whereas the speeds of vehicles without detectors were not affected. Radar detector use was found to be 42% in trucks and 11% in cars.  When comparing accident data 3 years before and 1 year after truck diversion and unmanned radar installations, there was a reduction in truck-related and speed-related accidents.]]></description>
      <pubDate>Tue, 31 Jul 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/309056</guid>
    </item>
    <item>
      <title>HERTS BYPASS WINS FRIENDS AND SAVES MONEY</title>
      <link>https://trid.trb.org/View/293981</link>
      <description><![CDATA[The cost saving innovations used to construct the Stanstead Abbotts Village bypass were described in this paper.  The route preferred by local residents crossed a marsh flood plain.  This had an underlying layer of soggy peat, varying in thickness from 1.5 m to 3.5 m, which was sandwiched between two bands of clay.  The moisture content was up to 600%.  The first innovation involved squeezing the peat dry so that costly excavation work could be avoided.  This was done by installing vertical wick drains through the clay bands and constructing an embankment which was initially surcharged.  The extra weight, combined with the newly installed drainage, enabled the water to be squeezed out of the peat so that it consolidated and all main settlement was achieved before construction of the highway began.  The base layer of the embankment was reinforced with a single layer of geogrid, netlon tensal SR2.  Other innovations were : a) use of glued segmental viaducts; b) a novel way of erecting the viaducts which involved stringing a temporary supporting beam between two piers, supported by temporary steelwork round each pier.  (TRRL)]]></description>
      <pubDate>Fri, 31 Mar 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/293981</guid>
    </item>
    <item>
      <title>IPSWICH BY-PASS - WESTERN SECTION</title>
      <link>https://trid.trb.org/View/277438</link>
      <description><![CDATA[The importance of, and reason for, this "missing link" in the Ipswich by-pass and in the wider context in the completion of the reconstruction and dualling of the entire A45 from Cambridge to Felixstowe is described.  The contractual and construction details of this final contract are also outlined, including concrete pavement to the new (1984) Department of Transport specification, and an innovative rail arch tunnel.  The timing of the start of the contract enabled full use to be made of two summers and in spite of the second one being exceptionally wet the road was opened four months inside the two year contract period. (Author/TRRL)]]></description>
      <pubDate>Sat, 28 Feb 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/277438</guid>
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