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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7RGVzaXJlIGxpbmVzJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7RGVzaXJlIGxpbmVzJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>
    </image>
    <item>
      <title>Keep ’Em Separated: Desire Lines Analysis of Bidirectional Cycle Tracks in Montreal, Canada</title>
      <link>https://trid.trb.org/View/1437737</link>
      <description><![CDATA[As cities worldwide try to increase the adoption of the bicycle as a legitimate mode of urban transportation, the perception of danger plays a significant role in deterring potential new users. In a study conducted in Montreal, Quebec, Canada, bicycle users claimed to perceive intersections with bidirectional cycle tracks twice as negatively as they perceived either similar protected facilities midblock or intersections with painted bicycle lanes. This study aimed to understand this negative perception through a fine-grained analysis and observation of the interplay between infrastructure design and bicycle users’ behavior at these intersections. Researchers used the Desire Lines Analysis tool pioneered by Copenhagenize Design Company and developed recommendations and design interventions for two intersections with bidirectional facilities in the city of Montreal. Study results demonstrated that most users followed the prescribed routes of the street design through each intersection and shone light on users who did not—more than a quarter of users. The trajectories of bicycle users that were questionably legal resulted in observed conflicts at both bidirectional intersections. Conflicts were grouped into three major observed themes: counterflow interactions, priority confusion, and directional awareness. Recommendations made in this paper aim to address each one of these observed themes with appropriate designs that are choreographic, prioritized, and predictable for all road users. Planners, engineers, and urban designers can gain significant insight into best-practice bicycle infrastructure through techniques, such as desire lines analysis, that observe behavior and design accordingly.]]></description>
      <pubDate>Tue, 24 Jan 2017 15:15:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1437737</guid>
    </item>
    <item>
      <title>NETWORK OR LOAD ORIENTATED DESIGN OF MOTORWAY JUNCTIONS - A DESIGN EXAMPLE</title>
      <link>https://trid.trb.org/View/1064744</link>
      <description><![CDATA[IN THE DESIGN OF GRADE SEPARATED MOTORWAY JUNCTIONS THE QUESTION ARISES OF WHETHER THE THROUGH CARRIAGEWAYS SHOULD FOLLOW THE HEAVY TRAFFIC STREAMS  (LOAD ORIENTATED SOLUTION) OR WHETHER THEIR DIRECTION SHOULD RESULT FROM  THE NETWORK FUNCTION (NETWORK ORIENTATED SOLUTION).  TO MAKE A DECISION IT IS NECESSARY TO ASCERTAIN THE INDIVIDUAL TRAFFIC FLOWS, TO CHECK THE RELIABILITY OF THE TRAFFIC FORECASTS AND TO TAKE INTO CONSIDERATION THE DEVELOPMENT OF THE COMPLETE NETWORK.  WITH THE AID OF AN EXAMPLE OF THE PLANNED MOTORWAY JUNCTION AT STUTTGART (A81 AND A8), THE INDIVIDUAL STEPS AND THE EVALUATION CRITERIA ARE DESCRIBED, FROM WHICH IT MAY BE SEEN THAT THE NETWORK ORIENTATED SYSTEM HAS THE ADVANTAGE. FOR THE PRESENT DEMAND STRUCTURE, RESULTS FROM THE TRAFFIC SURVEYS OF 1973 AND 1975 WERE AVAILABLE.  THE FUTURE DEMAND STRUCTURE WAS STUDIED USING 6 FORECASTS FOR DIFFERENT STAGES  OF THE CONSTRUCTION OF THE NETWORK.  THE EFFECT OF THE DIFFERENT FORECASTS UPON THE CRITICAL AREAS OF EXITS, ENTRANCES AND INTERWEAVING WERE EVALUATED.  THIS LED TO THE SELECTION OF THE NETWORK ORIENTATED SOLUTION.  THE LANE FLOW PLAN FOR 1990 AND THE PLANS FOR THE CALCULATION OF THE NETWORK ORIENTATED AND LOAD ORIENTATED SOLUTIONS ARE PROVIDED.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:06:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064744</guid>
    </item>
    <item>
      <title>THE LINKING OF THREE MOTORWAYS CROSSING ONE ANOTHER BY MEANS OF DISTRIBUTION RINGS IN THE SAME PLANE</title>
      <link>https://trid.trb.org/View/1064407</link>
      <description><![CDATA[HITHERTO, THE LINKING OF THREE MOTORWAYS HAS BEEN ACCOMPLISHED BY AN ARRANGEMENT OF THREE JUNCTIONS EACH WITH TWO CROSSING MOTORWAYS.  THIS PAPER STUDIES THE DESIGN OF TRIPLE JUNCTIONS WITH THE INSERTION OF DISTRIBUTION RINGS. ADVANTAGES AND DISADVANTAGES OF DISTRIBUTION RINGS ARE LISTED.  TO ASSIST IN THE PLANNING PROCESS AND IN THE EVALUATION OF THE LAYOUTS, SIX VARIANTS OF TRIPLE JUNCTIONS WERE CONSIDERED, FOR WHICH THE TRAFFIC FLOW WAS  ASSUMED TO BE THAT GIVEN FOR MOTORWAYS IN THE TRAFFIC FLOW DATA MAPS NRW  1970.  THE TWO MOST ADVANTAGEOUS SOLUTIONS ARE PRESENTED IN THE FORM OF LAYOUT PLANS.  IT APPEARS FROM THE STUDIES THAT TRIPLE JUNCTIONS WITH DISTRIBUTION RINGS IN THE SAME PLANE ARE FEASIBLE.  THEY REQUIRE, HOWEVER, A GREAT DEAL OF DESIGN TIME AND AN INTENSIVE EXAMINATION OF THE CORRELATION OF TRAFFIC STREAMS.  THE BUILDING COSTS OF THESE TRIPLE JUNCTIONS IS ABOUT 50% OF THE COST OF CONVENTIONAL SOLUTIONS, AND IN FAVOURABLE CIRCUMSTANCES  WHERE THE LAND AREA REQUIRED IS REDUCED, THIS FIGURE FALLS TO 40%.  THE MULTIPLE ROAD SYSTEM REQUIRED AND THE DRIVING TIMES LIE WITHIN ADMISSIBLE BOUNDARIES.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:59:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064407</guid>
    </item>
    <item>
      <title>THE GEOMETRIC DESIGN OF A ROAD BY MEANS OF A COMPUTER</title>
      <link>https://trid.trb.org/View/1051338</link>
      <description><![CDATA[THIS ARTICLE DESCRIBES A DESIGN METHOD AND A TECHNIQUE OF AUTOMATIC DRAWING FOR THE PLANNING OF A ROAD.  THE GEOMETRIC ELEMENTS OF THE ROAD ARE DEFINED: AXIS, LONGITUDINAL AND TRANSVERSE PROFILES.  THE BASIC PROGRAMS ARE SUPPLEMENTED BY ANCILLARY PROGRAMS DEALING WITH AXIS INTERSECTIONS, PEGGING OUT OF THE AXES AND VISIBILITY CONTROL.  PART 2 OF THE ARTICLE CONCERNS THE MODEL OF THE MATERIAL TERRAIN AND PLOTTING OPERATIONS.  PART 3 CONSIDERS THE SETTING UP OF A FILE AND CALCULATION PROCESSES.  PART 4 IS DEVOTED TO THE AUTOMATIC DRAWING.]]></description>
      <pubDate>Sun, 21 Nov 2010 02:06:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1051338</guid>
    </item>
    <item>
      <title>A ROAD FROM THE ATLANTIC TO THE PACIFIC THROUGH THE JANA PASS</title>
      <link>https://trid.trb.org/View/1050326</link>
      <description><![CDATA[THIS REPORT DESCRIBES THE STUDIES NECESSARY TO SET UP THE ALIGNMENT OF A PERMANENT ROAD BETWEEN THE PROVINCES OF JUJUY (ARGENTINA) AND ANTOFAGASTA (CHILE) THROUGH THE ANDES. A STUDY IS PRESENTED OF THE GEOGRAPHICAL, TOPOGRAPHIC, CLIMATOLOGICAL, GEOLOGICAL AND ECONOMIC FACTORS OF THE REGION, THE  GEOTECHNICAL CHARACTERISTICS OF THE SOIL AND THE MATERIALS ALONG THE ROUTE.  A DETAILED STUDY OF THE CHARACTERISTICS OF THE TERRAIN IN THE VARIOUS  SECTIONS OF THE ALIGNMENT SELECTED IS APPENDED.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:39:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050326</guid>
    </item>
    <item>
      <title>TECHNICAL SPECIFICATIONS AND STANDARDS FOR MOTORWAYS. AN ADDITIONAL STANDARD TO 3 1 I C: MOTORWAY ALIGNMENT</title>
      <link>https://trid.trb.org/View/1049626</link>
      <description><![CDATA[THE 3-1-I-C STANDARD PUBLISHED IN 1964 ON ALIGNMENT OF ROADS DID NOT SPECIFICALLY PROVIDE FOR MOTORWAYS.  THIS IS WHY A STANDARD GOVERNING MOTORWAY  ALIGNMENT AND GEOMETRIC CHARACTERISTICS WAS PUBLISHED IN 1976.  THIS STANDARD DEALS WITH ALIGNMENT PROBLEMS RELATING TO THE CONNECTION OF PLANE CURVES AND LOSS OF ALIGNMENT.  IT ALSO CONCERNS TOPICS SPECIFIC TO MOTORWAYS, WHICH DIFFERENTIATE THEM FROM ORDINARY HIGHWAYS.  MOTORWAYS ARE CLASSIFIED INTO 4 TYPES AS A FUNCTION OF DESIGN SPEED WHICH CAN BE 140, 120, 100 AND 80 KM/H.  THE MOST IMPORTANT INNOVATIONS CONCERN LIMIT GRADIENTS, VERTICAL CONNECTIONS, WIDTH OF CENTRAL RESERVE, STAGE CONSTRUCTION AND REPLACEMENT OF SECTIONS IN BRIDGES AND TUNNELS.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:19:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049626</guid>
    </item>
    <item>
      <title>THE ATLANTIQUE MOTORWAY</title>
      <link>https://trid.trb.org/View/1049541</link>
      <description><![CDATA[THIS MOTORWAY CROSSES THE REGION OF GALICIA NORTH SOUTH, LINKING THE MAIN  TOWNS: EL FERROL, LA COROGNE, SANTIAGO, PONTEVEDRA, VIGO AND TUY.  THE CENTRAL SECTION, 207,8 KM LONG, WILL BE LINKED TO THE NORTH-WEST MOTORWAY AND THE CANTABIRQUE MOTORWAY, AND TO THE PORTUGUESE NETWORK.  THIS ARTICLE PRESENTS AN IN-DEPTH STUDY OF THE REGIONAL CORRIDOR AND OF ITS INFLUENCE ON THE DEMOGRAPHIC AND INDUSTRIAL DEVELOPMENT OF THE ZONES IT CROSSES.  DETAILS ARE GIVEN OF THE MOTORWAY, ITS LENGTH, ALIGNMENT, ENGINEERING STRUCTURES, INTERCHANGES.  SPECIAL ATTENTION IS DRAWN TO THE RANDE BRIDGE OF THE CROSS-BAR TYPE, THE CENTRAL METAL SECTION OF WHICH IS 695 M.  IT IS HOPED THAT ALL SECTIONS OF THIS MOTORWAY WILL BE OPENED TO TRAFFIC IN 1982.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:17:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049541</guid>
    </item>
    <item>
      <title>A MATRIX MODEL FOR DETERMINING TRAFFIC LOADS ON NETWORKS</title>
      <link>https://trid.trb.org/View/1049016</link>
      <description><![CDATA[THE AIM OF THE RESEARCH IS TO ESTABLISH THE MINIMUM COST OF DETERMINING THE LOADS ON SECTIONS OF A ROAD NETWORK (FEDERAL MOTORWAYS).  RESULTS OBTAINED FROM COUNTING STATIONS ON THE BORDERS OF THIS ROAD NETWORK TOGETHER WITH A FEW RESULTS OF TRAFFIC FLOW COUNTS AT SELECTED JUNCTIONS WITHIN THE NETWORK SHOULD FACILITATE ACCURATE ESTIMATION OF TIME-RELATED LOADINGS ON THE INDIVIDUAL SECTIONS. EFFORTS ARE TO BE MADE TO OBTAIN DATA ON THE PROBABILITY OF THE CALCULATED LOADINGS BEING CORRECT.  WITH THE MODEL IT MAY BE  POSSIBLE TO DEVELOP DECISION CRITERIA FOR CONTROLLING TRAFFIC FLOWS IN NETWORKS.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:00:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049016</guid>
    </item>
    <item>
      <title>DIRECTIONAL CONTOUR MAPS OF TRAVEL DESIRE</title>
      <link>https://trid.trb.org/View/120777</link>
      <description><![CDATA[AN ORIGIN AND DESTINATION SURVEY WAS CONDUCTED OF DALLAS COUNTY TRAFFIC BY THE TEXAS HIGHWAY DEPARTMENT AND THE BUREAU OF PUBLIC ROADS. USING THE FINDINGS OF THIS SURVEY SHOWING ZONE TO ZONE MOVEMENT OF ALL VEHICULAR TRIPS, TRAFFIC WAS ALLOCATED TO AN EXISTING MAJOR THOROUGHFARE SYSTEM. AN ANALYSIS WAS MADE OF FOUR OUTLYING SHOPPING VILLAGES AND THREE INDUSTRIAL AREAS TO DETERMINE THEIR ZONE OF INFLUENCE AND VOLUME OF TRAFFIC ATTRACTED TO EACH. STEPS ARE OUTLINED IN THE PREPARATION OF DIRECTIONAL TRAFFIC CONTOUR MAPS. BLOCK CONTOUR MAPS WERE PREPARED TO SHOW MORE THAN JUST THE COMPARATIVE DESIRE DENSITIES OF VARIOUS PARTS OF THE MAP. IT WAS FOUND THAT THE DEVELOPMENT OF BLOCK OR AREA CONTOURS DOES PERMIT SOME MEASURE OF DESIRE VOLUMES.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/120777</guid>
    </item>
    <item>
      <title>DIRECTIONAL ANALYSIS OF VEHICLE TRAVEL DESIRE</title>
      <link>https://trid.trb.org/View/120776</link>
      <description><![CDATA[THE TECHNIQUES ARE ANALYZED OF ORGANIZING AND DISPLAYING ORIGIN-DESTINATION DATA ON MAPS SO THAT THE MOVEMENT PATTERNS CAN BE ANALYZED, INTERPRETED, AND BOUGHT TO BEAR ON THE JOB OF IMPROVING THE TRANSPORTATION SYSTEM. STRAIGHT LINE CONNECTIONS BETWEEN ORIGINS AND DESTINATIONS ARE REFERRED TO AS 'DESIRE LINES'. THE PROBLEM OF DISPLAYING GRAPHICALLY A SUMMARY PICTURE OF THE TOTAL PATTERN OF DAILY TRAVEL ON A STRAIGHT LINE DESIRE BASIS IS WELL MET BY THE SUMMARY ISOLINE CHART. THE PATTERN OF DAILY MOVEMENT IS REDUCED TO TERMS THAT PERMIT COMPARISON WITH THE LAND USE PATTERN, POPULATION DISTRIBUTION PATTERN, AND EMPLOYMENT DISTRIBUTION PATTERN. THE USE OF DIRECTIONAL ISOLINE CHARTS IN THE DETROIT STUDY ADVANCED STAFF UNDERSTANDING OF THE TRAVEL PATTERNS OF THE AREA, AND OF THE STRUCTURE OF THE AREA. THE TECHNIQUES CAN BE IMPROVED, BUT THERE IS NO DOUBT OF THE VALIDITY OF TACKLING THE DIRECTIONAL COMPONENT OF TRAVEL THROUGH THE COORDINATE SYSTEM OF DATA ANALYSIS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/120776</guid>
    </item>
    <item>
      <title>CORRIDOR ANALYSIS OF TRAVEL DESIRES AS UTILIZED IN MAJOR STREET PLANNING</title>
      <link>https://trid.trb.org/View/120770</link>
      <description><![CDATA[PROCEDURES ARE DISCUSSED FOR UTILIZING TRAVEL DESIRE CHARTS TO AID IN PREPARING MAJOR STREET AND HIGHWAY PLANS FOR URBAN AREAS. THE ANALYSIS PROCEDURES PROVIDE A MEANS FOR DETERMINING MAJOR THOROFARE SYSTEMS BY TRAFFIC SERVICE REQUIREMENTS RATHER THAN BY THE PROCEDURE OF TRYING TO FIT TRAFFIC TO ALTERNATIVE SYSTEMS IN ORDER TO FIND THE BEST PLAN. RESEARCH ON POSSIBLE REFINEMENTS TO THE PROCEDURES OUTLINED IS ALSO DISCUSSED. A CORRIDOR ANALYSIS OF TRAVEL DESIRES IS DESIGNED TO PROVIDE THE FOLLOWING DATA GUIDES FOR DEVELOPING A MAJOR STREET AND HIGHWAY PLAN FOR AN URBAN AREA: (1) A READILY PERCEPTIBLE REPRESENTATION OF TRAVEL DESIRES, (2) AN ACCURATE PORTRAYAL OF DESIRE-VOLUME DIFFERENTIAL BY AREAS, (3) REPRESENTATION OF DESIRES WITHIN A MINIMUM OF DIVERSION WITH DESIRE LINES. (4) SUFFICIENTLY ACCURATE INDICATIONS OF DESIGN YEAR CAPACITY DEFICIENCIES BY AREAS TO INDICATE THE NUMBER OF NEW TRAFFIC LANES REQUIRED FOR ADEQUATE SERVICE, (5) VERSATILE TABULATIONS OF DATA THAT ENABLE SPECIALIZED STUDIES FOR SMALLER, SPECIFIC, AREAS, (6) REPRESENTATION OF 24-HOUR VOLUME LEVELS THAT CAN BE ASSIGNED TO STUDY ROUTES TO TEST ALTERNATE PLANS, (7) DATA THAT CAN BE EASILY ADJUSTED TO REFLECT CHANGING CONDITIONS OVER THE YEARS AND THEN TO RETEST THE PLANNED ELEMENTS, AND (8) DATA THAT CAN BE EASILY ADJUSTED EVEN DURING INITIAL STUDY TO REFLECT MAJOR CHANGES IN LAND USE, THE EXISTING STREET NETWORK, OR PROPOSED LIMITED-ACCESS FACILITIES. THE PHILIOSOPHIES INVOLVED IN MAJOR THOROFARE PLANNING ARE DISCUSSED. THE TECHNIQUE OF CORRIDOR ANALYSIS PROCEDURES ARE DISCUSSED. THERE ARE TWO BASIC PURPOSES OF THE VARIOUS TABULATIONS AND ILLUSTRATIONS PREPARED IN THE CORRIDOR ANALYSIS: (1) PRESENTATION OF THE POSSIBLE DESIRE TRIP TABULATIONS BY CORRIDOR GROUPINGS TO ENABLE STUDY OF HIGH CONCENTRATIONS OF DESIRE VOLUMES, AND (2) A DETERMINATION OF CAPACITY DEFICIENCIES BY AREAS. THE CAPACITY DEFICIENCY ANALYSIS PROVIDES A SOUND GUIDE TO TEST FAMILIES OF PLANS AND DETERMINE THE NECESSITY OF VARIOUS STREET ELEMENTS. TRAFFIC ASSIGNMENTS AND THOROFARE PLANNING INVOLVE ASSIGNING TO A COMPLETE NETWORK OF STREETS AND HIGHWAYS WHICH HAS BEEN DESIGNED TO MINIMIZE CIRCUITY AND ENABLE DIRECT ROUTING OF DESIRE TRIPS. TRAFFIC ASSIGNMENT AND TRAFFIC DISTRIBUTION ON ALTERNATE ROUTES SHOULD BE DISTINGUISHED CAREFULLY. TRAFFIC ASSIGNMENTS REVEAL THE AMOUNT OF TRAFFIC THAT MOST LOGICALLY IS ASSIGNABLE TO A GIVEN ROUTE BY VIRTUE OF ITS LOCATION AND ITS CHARACTERISTICS. TRAFFIC DISTRIBUTION TO ALTERNATE ROUTES IS AN INDICATION OF WHAT PEOPLE DO BECAUSE OF EXISTING CONDITIONS. THROUGH THE USE OF THE CORRIDOR ANALYSIS TECHNIQUE, THE LOCATION OF THE ELEMENTS OF THE THOROFARE PLAN IS ACCOMPLISHED ON A SERVICE OF DESIRE BASIS. THE GENERALIZED PROCEDURES DISCUSSED HAVE APPLICATION IN SUCH STUDIES AS MASS TRANSIT REQUIREMENTS, SPECIAL TRUCK]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/120770</guid>
    </item>
    <item>
      <title>AN ITERATIVE ASSIGNMENT APPROACH TO CAPACITY RESTRAINT ON ARTERIAL NETWORKS</title>
      <link>https://trid.trb.org/View/120762</link>
      <description><![CDATA[TRAFFIC PLANNING RESEARCH NEEDS A METHOD FOR COMPUTER ASSIGNMENT OF INTERZONAL VOLUMES TO MAJOR STREET NETWORKS IN A WAY THAT RESPECTS THE CAPACITY OF THE STREETS. THE DETROIT AREA TRAFFIC STUDY HAS DEVELOPED A PROGRAM FOR A MEDIUM-SIZE COMPUTER THAT REPRESENTS ONE SOLUTION TO THIS PROBLEM. THE PROCEDURE FOR ARTERIAL ASSIGNMENT REFLECTS THE ASSUMPTION THAT A DESIRE ASSIGNMENT WILL PLACE VOLUMES ON FREEWAYS OR OTHER SUPERIOR FACILITIES THAT ARE IN EXCESS OF THE CAPACITY OF THOSE FACILITIES AND, THEREFORE, SIGNIFICANTLY DIFFERENT FROM WHAT TRAFFIC COUNTS WOULD ACTUALLY BE. THIS PROCEDURE PLANS TO REDISTRIBUTE THE EXCESS VOLUMES TO REALISTIC ALTERNATE PATHS IN SUCH A WAY AS TO PRODUCE ASSIGNED VOLUMES THAT WILL BE CLOSER TO ACTUAL TRAFFIC COUNTS THEN WERE THE DESIRE-ASSIGNED VOLUMES. THE DESCRIBED PROCEDURE IS CALLED THE WAYNE ARTERIAL ASSIGNMENT METHOD. THE PROCEDURE IS ECONOMICAL BECAUSE OF A SIMPLIFICATION OF NETWORK DESCRIPTION AND THE SHORTER RUNNING TIME OF AN IMPROVED COMPUTER PROGRAM FOR FINDING MINIMUM PATHS AND ASSIGNING VOLUMES TO A NETWORK. THIS IMPROVED PROGRAM IS CALLED THE BRANCH METHOD FOR ARTERIAL ASSIGNMENT AND IT INCLUDES THE FOLLOWING FIVE FEATURES: (1) BASIC TO THE BRANCH METHOD IS THE CONCEPT OF BRANCH PATHS, (2) THE BRANCH PATH CONCEPT IS A TECHNIQUE OF TRACING AND RECORDING INDIVIDUAL PATHS DURING TREE BUILD-UP RATHER THAN AFTER A TREE IS FINISHED, (3) THE TRACING OF ONE-WAY PATHS RATHER THAN TWO-WAY PATHS WHICH IS POSSIBLE BECAUSE LINK VALUES ARE SYMMETRICAL, (4) SEQUENCING OF NODES DURING TREE BUILD-UP, IN THE SENSE OF PUTTING THEM IN THE MOST CONVENIENT NUMERICAL ORDER, AND (5) KEEPING TRACK OF THE ADJACENT NODES IN A PATH FROM DESTINATION TO ORIGIN DURING TREE BUILD-UP FOR USE IN LATER PATH TRACING. IT IS CONCLUDED THAT THE STAGES OF TRANSPORTATION PLANNING MIGHT NOW TAKE THIS FORM: (1) THE BASIC DATA FOR TRANSPORTATION PLANNING, WHICH ARE PERSON AND VEHICLE VOLUMES MOVING BETWEEN TRAFFIC ANALYSIS ZONES, ARE SECURED BY AN ORIGIN AND DESTINATION SURVEY, (2) INTERZONAL VOLUMES FOR SOME FUTURE YEAR ARE PROVIDED, EITHER BY COMPUTER ITERATION BASED ON PROJECTIONS OF LAND USES OR BY SOME KIND OF MODEL, (3) DESIRE LINES MAY BE DETERMINED BY THE RAPID AND INEXPENSIVE METHOD OF ZONE ASSIGNMENT TO HELP IN THE PROCESS OF PLANNING NEW FACILITIES WHERE NEEDED, (4) NEW FACILITIES IN THE FORM OF PUBLIC TRANSPORTATION, FREEWAYS, OR IMPROVED STREETS AND HIGHWAYS ARE PLANNED AND PROPOSED AS TRAFFIC ENGINEERS AND PLANNERS CONSIDER THEM TO BE APPROPRIATE, (5) ARTERIAL ASSIGNMENTS CAN TEST THE RELATIVE MERITS OF ALTERNATIVE PROPOSALS, HELPING WITH BOTH PROCESSES OF ECONOMIC JUSTIFICATION AND GEOMETRIC DESIGN, AND (6) CAPACITY-RESTRAINED ARTERIAL ASSIGNMENTS CAN ASSIST IN THE PLANNING OF ADJUSTMENTS IN THE EXISTING TRANSPORTATION SYSTEM, AS THEY ARE REQUIRED BY THE CHANGES BROUGHT ABOUT BY NEW FACILITIES.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/120762</guid>
    </item>
    <item>
      <title>INTERPRETATION OF DESIRE LINE CHARTS MADE ON A CARTOGRAPHATRON</title>
      <link>https://trid.trb.org/View/120687</link>
      <description><![CDATA[THE DEVELOPMENT OF AN ELECTRONIC PLOTTING DEVICE AND A METHOD OF SUMMARIZING TRIP DESIRE LINES ARE DISCUSSED. THE UTILITY OF THE DESIRE LINE IS ALSO EVALUATED. MOREOVER, THE OUTPUT OF THIS PLOTTER, USING CHICAGO EXAMPLES, IS EVALUATED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/120687</guid>
    </item>
    <item>
      <title>VEHICULAR TRIP DISTRIBUTION BY SUCCESSIVE APPROXIMATIONS</title>
      <link>https://trid.trb.org/View/692385</link>
      <description><![CDATA[Motorists in following their normal pursuits travel in traffic patterns that can be easily measured.  The highway planning engineer uses these patterns to predict future traffic patterns and to design highway networks to meet future needs.  The article describes a method for predicting future interzonal traffic volumes by successive approximations.  The method is based on the premise that if the character and growth conditions of traffic zones are known, or can be predicted, it is possible to estimate with equal dependability the total trips that will be made to and from each zone, and the distribution of those trips in interzonal travel.  By this method, the anticipated traffic of each zone is assigned to the desire lines of that zone according to the apparent relative importance of each desire line.  The distribution of trips for all zones will produce two tentative values for each interzonal movement. These pairs of tentative values are averaged to obtain the first approximation of the interzonal volumes.  Successive approximations are calculated as described in the article.]]></description>
      <pubDate>Tue, 21 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/692385</guid>
    </item>
    <item>
      <title>TRANSPORTATION ECONOMICS IN THE LAND-USE DEVELOPMENT OF CITIES</title>
      <link>https://trid.trb.org/View/132631</link>
      <description><![CDATA[EXTENSIVE RESEARCH HAS BEEN CONDUCTED TO DEVELOP LAND-USE MODELS FOR THE ESTIMATION OF FUTURE LAND-USE GROWTH PATTERNS. THESE MODELS ARE BASED ON AVAILABLE DEVELOPABLE LAND, ZONING LAWS, TRANSPORTATION OPPORTUNITY OR ACCESSES, AND OTHER CRITERIA ASSOCIATED WITH THE FORCES CREATING THE DESIRABILITY OF LAND-USE DEVELOPMENT. THE BASIC DECISIONS THAT MUST BE MADE BY LAND-USE PLANNERS ARE DISCUSSED. IT IS CONCLUDED THAT TO ACHIEVE GREATER EFFICIENCY AND ECONOMICS IN PROVIDING TRANSPORTATION FACILITIES IN DEVELOPING NEW CITIES' /1/ THE CITY CENTER MUST BE CONSTRUCTED AS CLOSE AS POSSIBLE TO THE GEOGRAPHIC CENTER OF THE CITY, /2/ THE INDUSTRIAL AREAS MUST BE CONSTRUCTED WHERE THEIR TRAVEL DESIRE LINES PASSING THROUGH THE CENTER CITY ARE MINIMIZED, /3/ THE CENTER CITY SHOULD BE DEVELOPED WITHIN A WELL- DEFINED AREA AT THE MAXIMUM DENSITY IN WHICH ANTICIPATED TRANSPORTATION SERVICE CAN BE PROVIDED WITH MINIMUM CONGESTION, /4/ THE RESIDENTIAL AREAS SHOULD BE DEVELOPED TO A MAXIMUM PERMISSIBLE OR DESIRABLE DENSITY IN CORRIDORS WHERE GOOD TRANSPORTATION SERVICE CAN BE PROVIDED TO THE CENTER CITY, AND /5/ DEVELOPMENT OR REDEVELOPMENT PRIORITIES SHOULD BE CONCENTRATED AROUND THE CENTER AND, TO A LESSER EXTENT, AROUND THE INDUSTRIAL AREAS TO MINIMIZE THEIR LINES OF COMMUNICATION TO RESIDENTIAL AREAS.]]></description>
      <pubDate>Thu, 05 Jul 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132631</guid>
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