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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>A HISTORY OF WASHINGTON'S GROUP DYNAMICS PROGRAMS</title>
      <link>https://trid.trb.org/View/109006</link>
      <description><![CDATA[A HISTORY OF THE USE OF GROUP PROGRAMS IN THE TREATMENT OF PROBLEM DRIVERS IN WASHINGTON STATE IS PRESENTED. THE PROGRAMS BEGAN IN AUGUST 1964, WITH A PILOT STUDY UNDER THE DIRECTION OF THE GEORGE WASHINGTON UNIVERSITY, WASHINGTON, D. C. PILOT WORK WAS CONFINED TO PIERCE COUNTY, WHERE GROUP DYNAMICS PROGRAMS WERE CONDUCTED THROUGH MARCH 1965. ALTHOUGH A NUMBER OF WEAKNESSES EXISTED IN THE TREATMENT OF CONTROL GROUPS AND THE STATISTICAL METHODS EMPLOYED, RESULTS SHOWED AN ENCOURAGING IMPROVEMENT AFTER SIX MONTHS IN THE RECORDS OF DRIVERS WHO COMPLETED THE GROUP DYNAMICS PROGRAM COMPARED TO THOSE WHO DID NOT. ON THE BASIS OF THESE RESULTS, THE PROGRAMS WERE CONTINUED IN PIERCE COUNTY AND EXPANDED TO INCLUDE KING AND SPOKANE COUNTIES IN 1966. A FOLLOW-UP ANALYSIS, CONDUCTED IN AUGUST 1966, REEXAMINED THE DRIVING RECORDS OF THE ORIGINAL TREATMENT AND CONTROL GROUPS FROM 18 TO 24 MONTHS AFTER THE PROGRAMS WERE CONDUCTED. MORE CAREFUL DEFINITION OF TREATMENT GROUP MEMBERS, MATCHING OF EXPERIMENTAL AND CONTROL GROUPS, AND CONTROL FOR ELAPSED TIME PRODUCED STATISTICAL RESULTS SHOWING LITTLE DIFFERENCE BETWEEN DRIVERS WHO COMPLETED THE PROGRAM AND THOSE WHO DID NOT. MEANWHILE, A REVISED RESEARCH DESIGN WAS DEVELOPED. IT INSURED GREATER COMPARABILITY BETWEEN TREATMENT AND CONTROL GROUP MEMBERS BY REQUIRING THAT CONTROL GROUP MEMBERS ALSO BE CONTACTED BY THE DEPARTMENT OF MOTOR VEHICLES AND ATTEND A GROUP MEETING. THE REVISED PROCEDURES WERE IN EFFECT IN THE SAME THREE COUNTIES BETWEEN NOVEMBER 1966 AND MAY 1967. ANALYSIS OF THESE DATA SHOWED DRIVING RECORD IN THE SIX MONTHS AFTER TREATMENT TO BE SLIGHTLY BETTER FOR THE EXPERIMENTAL GROUP, BUT THE DIFFERENCES WERE VERY SMALL. REVISION OF THE PROGRAM CONTENT WAS UNDERTAKEN BY DEPARTMENT OF MOTOR VEHICLES STAFF LATE IN 1967. THE NEW ATTITUDE MODIFICATION SESSIONS WERE IMPLEMENTED IN 1968 AND BECAME PART OF A LARGER RESEARCH PROGRAM DESIGNED TO EVALUATE FOUR SEPARATE TREATMENT PROGRAMS FOR PROBLEM DRIVERS AND TO DEVELOP A TREATMENT-PRESCRIBING QUESTIONNAIRE. /AUTHOR/]]></description>
      <pubDate>Thu, 15 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109006</guid>
    </item>
    <item>
      <title>PRESSURE AND INTERGOVERNMENTAL RELATIONS</title>
      <link>https://trid.trb.org/View/133739</link>
      <description><![CDATA[THE LOOSE ARTICULATION BETWEEN THE VARIOUS COMPONENTS OF THE FEDERAL GOVERNMENT, WEAKNESSES IN THE LINKAGE SYSTEM BETWEEN PARTY AND GOVERNMENT, AND LACK OF PROGRAMMATIC ORIENTATION TO PUBLIC POLICY ARE CHARACTERISTICS OF THE POLITICAL PROCESS UTILIZED BY PRESSURE GROUPS IN EXPLOITING INTERGOVERNMENTAL RELATIONSHIPS. EVERY SEGMENT OF THE ECONOMY IS REPRESENTED BY POWERFUL PRIVATE INTEREST GROUPS CONSTRUCTED ON THE PATTERN OF NATIONAL, STATE, COUNTY AND LOCAL ADMINISTRATIVE UNITS. PUBLIC POLICY IS BEING SHAPED BETWEEN THE DOWNWARD PRESSURES OF VAST EXPENDITURES OF FEDERAL FUNDS AND THE UPPER THRUST OF LEGISLATIVE INTERVENTIONISM ON BEHALF OF LOCAL INTERESTS. IN THE MILIEU OF POLICY COMPETITION BETWEEN THE SEVERAL LEVELS OF THE FEDERAL SYSTEM, ORGANIZATIONS OF PUBLIC OFFICIALS SERVE BOTH AS PRESSURE GROUPS AND AS CHANNELS OF ACCESS TO GOVERNMENT FOR PRIVATE INTERESTS. PRESSURE GROUPS ARE ESPECIALLY ADVANTAGED BY THE NECESSITY FOR GOVERNMENT AGENCIES TO INDULGE IN PRESSURE GAMESMANSHIP WHILE BUILDING POLITICAL SUPPORT WITH INTERNAL CONSTITUENCIES OF OTHER AGENCIES AND OUTSIDE CONSTITUENCIES AMONG PUBLIC OR PRIVATE PRESSURE GROUP CLIENTELE. PRIVATE INTEREST GROUPS ARE BECOMING MORE CLOSELY INTEGRATED WITH THE GOVERNMENTAL PROCESS WHILE PUBLIC GROUPS ARE WIELDING GREATER AUTHORITY IN POLICY DECISIONS, BOTH ARE CONTRIBUTING TO POLICY CO-ORDINATION BY EXERTING INFLUENCE TO SPAN THE DIVISIVE FORCES INHERENT IN THE FEDERAL SYSTEM.]]></description>
      <pubDate>Tue, 12 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133739</guid>
    </item>
    <item>
      <title>TECHNIQUES OF FORMATION GROUP RIDING (MOTORCYCLE TOURING)</title>
      <link>https://trid.trb.org/View/205654</link>
      <description><![CDATA[The unique problems confronting the participants or leader in motorcycle group riding programs are identified, based on firsthand experience in the U.S. and Europe.  The responsibility of leadership must be accepted by one group member, and basic riding rules of safety established. Each rider should be evaluated for riding ability, physical condition, and stamina.  Any touring program must limit each day's ride to roadways or total distances easily accomplished by the weakest rider.  On extended tours, accumulative fatigue must be considered.  Strict formation riding is a safety tool, since it enables a leader to identify rider fatigue.  The staggered formation almost exclusively using the slower right-hand lane has been accepted as the safest approach.  Rider positions are based on known experience and physical conditioning.  The weakest rider should be placed in the number one position; he can then set the general pace which can be adjusted later if his ability changes.  Weak riders should be positioned in the right column, stronger riders in the left; 14 is the maximum formation size.  Rest stops and road and weather conditions must be considered in determining daily mileage. Uniformity of equipment, both motorcycle size and proper wearing apparel, must be taken into account.  Formation parking with front wheel toward the roadway is recommended. Safety equipment, motorcycle inspections, and daily maintenance are essential elements.  In the event of an accident, the group leader must take charge immediately; the alternate leader should oversee the safety of noninvolved group members.  An individual cyclist should develop in advance the ability to endure an extended motorcycle trip.]]></description>
      <pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/205654</guid>
    </item>
    <item>
      <title>SAFE GROUP RIDING</title>
      <link>https://trid.trb.org/View/180577</link>
      <description><![CDATA[The pleasures and the dangers of group motorcycle riding are outlined. The numerous rules which have to be established for the group before any bike rolls down the road are explained. The establishment of signals, both CB and hand signals is emphasized, and hand signals are illustrated with photos.]]></description>
      <pubDate>Wed, 30 Jun 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/180577</guid>
    </item>
    <item>
      <title>CITIZEN GROUPS, PUBLIC POLICY AND URBAN TRANSPORTATION</title>
      <link>https://trid.trb.org/View/19281</link>
      <description><![CDATA[The article deals with the reactions of the population to projects for the creation of means of transport, the methods which the citizens may employ to make their views known, the disadvantages in allowing transporters' pressure groups to draw up the transport policy, the futility of the arguments often brought forward to justify expensive investments in transport, particularly in roads.]]></description>
      <pubDate>Wed, 15 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19281</guid>
    </item>
    <item>
      <title>UPLIFT CAPACITY OF GROUP PILES IN SAND</title>
      <link>https://trid.trb.org/View/45673</link>
      <description><![CDATA[Laboratory model test results are presented which are related to the variation of uplift capacity of pile groups with various shape, size, and pile spacings in loose sand. The tests for uplift capacity of buried signle piles were conducted in a sand box.  The rough wooden model piles, 12 in. long and 0.5 in. in diameter with a length to diameter ratio of 24, were screwed to a 0.5-in thick wooden cap in the desired configuration.  The uplift was applied by a cable 1/8 in. in diameter attached to the center of the pile cap.  Test details are briefly outlined.  An equation is presented which expresses the group efficiency based on net ultimate uplift capacity of piles.  Using this expression, the group efficiencies for various group sizes under consideration at different pile spacings were calculated from the model test results.  The model of placement of the pile and sorrounding soil is repsentative of bored tension piles in loose granular soil.  For the tests presented herein, isolation spacing generally occurred between 4 to 6 diameters.]]></description>
      <pubDate>Wed, 23 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45673</guid>
    </item>
    <item>
      <title>GROUP DYNAMICS IN THE URBAN FREEWAY DECISION PROCESS</title>
      <link>https://trid.trb.org/View/128820</link>
      <description><![CDATA[VALUE ANALYSIS IS A STRATEGY THAT ALLOWS THE COMMUNITY TO EVALUATE THE CONSEQUENCES OF ALTERNATIVE PROPOSALS. THROUGH THE PROCESS BY WHICH CITIZENS OF THE AFFECTED COMMUNITY PARTICIPATE IN THE MAKING OF THE DECISION, RELIABLE INFORMATION IS SPREAD WIDELY THROUGHOUT THE COMMUNITY BY RESIDENTS THEMSELVES. THIS PROCESS LEADS TO A CONSISTENT PATTERN OF OPINION THAT IS IN EFFECT A COMMITMENT TO THE DECISION THAT EVOLVES. ASSISTED BY A PLANNING OFFICIAL OR CONSULTANT ACTING AS "COORDINATOR-CATALYST" AND WITH TECHNICAL ASSISTANCE FROM STATE AND LOCAL PLANNERS AND CITIZEN SPECIALISTS, EVALUATION OF ALTERNATIVE ROUTES WAS DONE BY PANELS OF COMMUNITY RESIDENTS. A TRANSPORTATION COMMITTEE WAS APPOINTED FROM THE COMMUNITY BY THE CITY COUNCIL TO ORGANIZE THE STUDY, PRESENT THE RESULTS, AND MAKE A RECOMMENDATION TO THE CITY COUNCIL. THROUGH DISCUSSION WITH INDIVIDUALS AND GROUPS REPRESENTING A WIDE SPECTRUM OF COMMUNITY INTERESTS EFFECTED BY THE DECISION, THE TRANSPORTATION COMMITTEE ARRIVED AT A NEGOTIATED AGREEMENT UPON THE MOST BENEFICIAL AND LEAST DETRIMENTAL ALTERNATIVE. VALUE ANALYSIS WAS FOUND TO BE AN EFFECTIVE STRATEGY FOR CITIZEN PARTICIPATION IN COMPTON, CALIFORNIA, BUT DELAYS IN THE ROUTE HEARINGS HAVE PREVENTED THE TESTING OF THE ULTIMATE EFFECT UPON COMMUNITY OPINION. THE COMMITTEE PROVIDED ALL THE INFORMATION ASKED OF IT BY COMMUNITY RESIDENTS OR GOVERNMENT OFFICIALS AND MET WITH EVERY GROUP THAT WOULD GIVE IT A HEARING. NO LATENT DISSENSION AROSE TO DIVERT PUBLIC ATTENTION FROM THE REAL DECISION TO BE MADE. WITHIN 3 YEARS, THE COMMITTEE HAD EVALUATED THE TWO PROPOSED ALIGNMENTS, NEGOTIATED FOR IMPROVEMENTS, AND SUGGESTED A NEW ROUTE AT A TIME WHEN IT COULD BE EVALUATED BY THE DIVISION OF HIGHWAYS. /HSRI/]]></description>
      <pubDate>Mon, 17 Sep 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/128820</guid>
    </item>
    <item>
      <title>URBANISM IN THE MODERN METROPOLIS: A CLASSIFIED BIBLIOGRAPHY SELECTIVE SOCIOLOGICAL APPROACHES TO URBAN WAYS OF LIFE</title>
      <link>https://trid.trb.org/View/134098</link>
      <description><![CDATA[ABOUT 250 UNANNOTATED REFERENCES ARE DEVOTED TO CHARACTERIZING THE NATURE OF URBAN SOCIAL STRUCTURE AND EXPLORING THE SOCIAL BEHAVIOR OF INDIVIDUALS AND GROUPS IN THE CONTEXT OF DISTINCTIVE STRUCTURES. THE MAIN TOPICAL HEADINGS ARE THE FOLLOWING: SOCIOLOGY FOR URBAN PLANNING AND DESIGN, URBAN SOCIAL INTEGRATIVE SYSTEMS, URBAN SOCIAL STRUCTURE AS RELATED TO PERSONALITY AND BEHAVIOR, URBAN SOCIAL COMMUNICATION SYSTEMS, AND THE CURRENT STATUS OF THEORY IN GENERAL URBAN SOCIOLOGY.]]></description>
      <pubDate>Sun, 18 Apr 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134098</guid>
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