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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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>A METHOD FOR ESTIMATING THE IMPACT OF TRAVEL TIME OR COST CHANGES ON DIVERSION OF CAR DRIVERS TO TRANSIT: WORK TRAVEL TO THE CENTRAL BUSINESS DISTRICT PATTERNS OF CAR OWNERSHIP, TRIP GENERATION AND TRIP SHARING IN URBANIZED AREAS</title>
      <link>https://trid.trb.org/View/118665</link>
      <description><![CDATA[A SHORTCUT FORMULA HAS BEEN DEVELOPED TO ESTIMATE DIVERSION OF CAR DRIVERS AND PASSENGERS TO BUS TRANSIT THROUGH VARIOUS COST OR TIME IMPROVEMENTS TO THE TRANSIT SYSTEM. THE FORMULA RELATED ONLY TO DIVERSION OF CAR DRIVERS TO TRANSIT, BASED ON THE EFFECTIVE COST DIFFERENCE FOR TRAVEL BY EACH MODE BETWEEN PARTICULAR ZONE-PAIRS, AND CANNOT BE USED TO ESTIMATE POTENTIAL INCREASES IN TRANSIT TRIP-MAKING BY PERSONS WHO DO NOT NOW TRAVEL OR WHO PRESENTLY USE ONLY TRANSIT. ADDITIONALLY, THE FORMULA APPLIES TO TRIPS MADE BETWEEN HOME AND PLACE OF WORK IN THE CENTRAL BUSINESS DISTRICT OR SIMILAR HEAVY CONCENTRATION OF TRANSIT DESTINATIONS. BASED ON THE PERCENTAGES FOR ALL CAR- OWNERS WHO USE TRANSIT TO TRAVEL TO WORK, ADDITIONAL DIVERSION OF DRIVERS IS ESTIMATED BY USING A CURVE TO MEASURE THE EFFECT OF (1) TRANSIT COST REDUCTIONS OF DIFFERENT AMOUNTS, WITHOUT TIME SAVINGS, (2) TIME SAVINGS WITHOUT ANY REDUCTION IN DIRECT TRIP COSTS, AND (3) JOINT REDUCTION OF TRIP COSTS AND TRAVEL TIME. ADDITIONAL DATA DEVELOPED IN THE STUDY CONCERNING CAR OWNERSHIP, TRIP GENERATION, AND TRIP SHARING ARE ALSO PRESENTED. /BPR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:01:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/118665</guid>
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    <item>
      <title>DOES TRAFFIC CALMING MAKE STREETS SAFER?</title>
      <link>https://trid.trb.org/View/485150</link>
      <description><![CDATA[This paper discusses various traffic calming techniques (roundabouts, speed humps, road closures, dips, diverters or chokers) and their real-world application in actual instances in several Michigan suburban neighborhoods.]]></description>
      <pubDate>Wed, 22 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485150</guid>
    </item>
    <item>
      <title>GROUNDWATER MOVEMENT IN LANDSLIDES</title>
      <link>https://trid.trb.org/View/124727</link>
      <description><![CDATA[THE MAJORITY OF THE LANDSLIDES IN IDAHO HAPPEN IN THE WET SPRING MONTHS WHEN GROUNDWATER IS HIGHLY IMPORTANT AS AN ACTUATING AGENT IN CAUSING LANDSLIDES. MANY SLIDES COULD BE PREVENTED IF GROUNDWATER COULD BE DIVERTED OR DRAINED FROM POTENTIAL SLIDE AREAS. THIS INVESTIGATION WAS CONDUCTED TO DETERMINE IF TRACER MATERIALS COULD BE SATISFACTORILY BE USED TO DELINEATE THE GROUNDWATER MOVEMENT IN OR NEAR ACTIVE OR POTENTIAL LANDSLIDE AREAS. LABORATORY EXPERIMENTS UTILIZING SOIL COLUMNS WERE RUN TO COMPARE THE EFFECTIVENESS OF EIGHT CHEMICAL DYE TRACERS. TWO DYES, FLUORESCIEN AND PONTACYL, WERE FOUND TO BE LESS ABSORBED OR FILTERED OUT OF SOLUTION THAN THE OTHER DYES. FIELD TESTS AT TEN DIFFERENT SITES WERE RUN IN WHICH FLUORESCEIN AND PONTACYL WERE USED AND COMPARED. CONCLUSIONS WERE MADE THAT BOTH FLUORESCEIN AND PONTACYL CAN BE ADVANTAGEOUSLY USED TO DELINEATE GROUNDWATER MOVEMENT IN RELATION TO LANDSLIDES AND THAT ANALYSIS OF THE SAMPLES BY USE OF A FLUOROMETER IS NECESSARY. GRAPHICAL PRESENTATION OF THE FLUOROMETER READINGS IS ESSENTIAL BEFORE DEFINITE CONCLUSIONS CAN BE MADE. IT WAS ALSO CONCLUDED THAT THE AUGER-HOLE METHOD OF DETERMINING IN-SITU HYDRAULIC CONDUCTIVITY CAN BE UTILIZED IN CERTAIN LANDSLIDE INVESTIGATION AS AN AID IN PLANNING A TRACER PROGRAM. /AUTHOR/]]></description>
      <pubDate>Wed, 25 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124727</guid>
    </item>
    <item>
      <title>OPTIMAL DIVERSION STRATEGIES FOR A CONGESTED URBAN NETWORK. PHASE 2 PROJECT REPORT</title>
      <link>https://trid.trb.org/View/363129</link>
      <description><![CDATA[The objects of the research are to develop and/or techniques for developing efficient diversion strategies in the event of blockage of portion of and urban network due to congestion-causing events, and to develop computer programs for real-time implementation of diversion strategies.  To achieve this, a two-pronged research approach is being adopted.  In the first approach, namely, the user-optimal approach, the basis of diversion is to re-route the motorists through the best alternative paths to their destinations.  In the second approach, namely , the system-optimal approach, attempt is made to effect diversions to optimize the utility of system facility.  The report presents the preliminary results of the application of destination estimation model (developed in phase 1 research) on a real network of northern Virginia.  The intent of the task is to enable user-optimal diversion of motorists, knowing their destinations.  Since dynamics of traffic flow have significant influence in diversion planning, a dynamic traffic assignment model is under development, the details of which are also presented here. System-optimal approach to tackling the problem led to the development of a preliminary model.  Its details and application on a small network are also presented.]]></description>
      <pubDate>Tue, 30 Jun 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/363129</guid>
    </item>
    <item>
      <title>PRODUCTIVITY AND CONSUMER BENEFITS OF LONGER COMBINATION VEHICLES. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/344107</link>
      <description><![CDATA[This project was undertaken to assess the potential of a national network for longer combination vehicles (LCVs) to achieve productivity benefits for motor carriers, shippers, and industry in general, and to translate these into estimates of consumer benefits.  The LCV network evaluated is the Interstate Highway System plus other routes already open to LCVs and limited additional primary system mileage. The LCVs evaluated include a broad range of doubles of intermediate to long length, plus triple trailer combinations.  As the project progressed, the scope was enlarged to include (1) an assessment of the safety implications of a national LCV network and (2) consideration of the way in which such a system should be implemented and regulated in a manner that would assure safe and productive operations.  The report concludes that a national LCV highway system could result in annual savings to the economy of $4 billion.  Most of this benefit would be passed on from motor cariers and shippers to consumers in the short run, and almost all of it would eventually be passed on to consumers.  Additional safety benefits would result from reduced truck miles of travel and reduced accident rates. The study forecasts that about 39% of the freight to be carried by combination trucks in 1995 would be diverted annually from semis with three to five axles and from five axle twin 28s to six axle semis and to the various LCV configurations.  Diversion of rail freight to six axle semis and LCVs would add about 3% to ton-miles of truck traffic. The greater efficiency of the new configurations would enable them to handle the increase in ton-miles while reducing vehicle-miles traveled by 3.3%.  This Executive Summary is an abridgment of a more detailed technical report of the same title.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344107</guid>
    </item>
    <item>
      <title>PRODUCTIVITY AND CONSUMER BENEFITS OF LONGER COMBINATION VEHICLES. FINAL REPORT</title>
      <link>https://trid.trb.org/View/344108</link>
      <description><![CDATA[This project was undertaken to assess the potential of a national network for longer combination vehicles (LCVs) to achieve productivity benefits for motor carriers, shippers, and industry in general, and to translate these into estimates of consumer benefits.  The LCV network evaluated is the Interstate Highway System plus other routes already open to LCVs and limited additional primary system mileage. The LCVs evaluated include a broad range of doubles of intermediate to long length, plus triple trailer combinations.  As the project progressed, the scope was enlarged to include (1) an assessment of the safety implications of a national LCV network and (2) consideration of the way in which such a system should be implemented and regulated in a manner that would assure safe and productive operations.  The report concludes that a national LCV highway system could result in annual savings to the economy of $4 billion.  Most of this benefit would be passed on from motor cariers and shippers to consumers in the short run, and almost all of it would eventually be passed on to consumers.  Additional safety benefits would result from reduced truck miles of travel and reduced accident rates. The study forecasts that about 39% of the freight to be carried by combination trucks in 1995 would be diverted annually from semis with three to five axles and from five axle twin 28s to six axle semis and to the various LCV configurations.  Diversion of rail freight to six axle semis and LCVs would add about 3% to ton-miles of truck traffic. The greater efficiency of the new configurations would enable them to handle the increase in ton-miles while reducing vehicle-miles traveled by 3.3%.  This final report contains the following eleven sections:  Introduction; Potential Markets for LCVs; The LCV Highway System; The Need for Staging Areas; Permit Systems and Safety Experience; Productivity Benefits of Triples; Productivity Benefits of Turnpike Doubles; Productivity Benefits of Intermediate Length Doubles; Productivity Benefits of All LCVs Combined; Savings by Commodity Groups and by Consumers; and The Benefits of State-by-State Changes in Length Limits.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344108</guid>
    </item>
    <item>
      <title>DIVERSION OF GREAT LAKES WATER. PART 2. ECONOMIC IMPACTS</title>
      <link>https://trid.trb.org/View/292957</link>
      <description><![CDATA[The potential hydrologic and economic impacts of large-scale diversions of Great Lakes water are described in a pair of new reports jointly published by the UW Sea Grant institute and the UW-Madison Institute for Environmental Studies.  the team's four-year UW Sea Grant study involved the development of hydrologic and economic models to evaluate the effects of hypothetical water diversions ranging from 5,000 to 30,000 cubic feet per second (cfs) from Lakes Superior, Michigan-Huron and Erie.  The first report, Diversion of Great Lakes Water, Part 1: Hydrologic Impacts addresses the estimated effects of such diversions on lake levels and water flow.  The second report, Diversion of Great Lakes Water, Part 2: Economic impacts, assesses the monetary effects the hypothetical diversions would have on Great Lakes shipping and hydropower industries.]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/292957</guid>
    </item>
    <item>
      <title>MAINTAINING A CONTINUOUS FLOW</title>
      <link>https://trid.trb.org/View/202300</link>
      <description><![CDATA[Surrey county council are considering methods of carrying out a continuous maintenance commitment to cover its responsibility for a total of 80 miles of motorway when the M25 is completed.  The author uses experience gained from maintenance on the M3 motorway to discuss the pre-contract decisions that need to be made as well as the policing arrangements.  The police should be involved in very detailed investigations which have to be made into possible alternative routes.  On the M3 work, the police set up a self contained incident centre on site which was manned 24 hours a day and acted as a base for the breakdown recovery and sign crews.  Separate contracts were given for vehicle recovery and traffic engineering; the sub-contractor for recovery was required to be a member of the Association of Vehicle Recovery Operators.  Temporary site access for contractors vehicles was from adjacent roads.  Major motorway maintenance requires consultation, discussion and agreement of temporary traffic arrangements; the work is different from either routine maintenance or new construction.  (TRRL)]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202300</guid>
    </item>
    <item>
      <title>TRAFFIC ENGINEERING MEASURES WITHIN RESIDENTIAL AREAS</title>
      <link>https://trid.trb.org/View/202588</link>
      <description><![CDATA[This paper deals with a way of selecting "traffic engineering measures" as road humps; street narrowing; lane-diverters etc suited for the specific situation. Starting out from the problem description the next stages treated are: deciding on which level the problem has to be coped with, e.g. land-use measures; traffic measures or local measures; defining the type of connflict that has to be dealt with; choosing the right measures depending on the effect sought.  The report concludes with an enumeration of possible measures on the local level and their effects. This paper is based on work done for a Dutch handbook (in preparation) on traffic measures.  The handbook is to be published in 1983.  (TRRL)]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202588</guid>
    </item>
    <item>
      <title>QUADRO 2: THE FIRST YEAR</title>
      <link>https://trid.trb.org/View/202610</link>
      <description><![CDATA[The program QUADRO 2, for estimating user costs associated with roadworks, has been available since mid-1982 for use as part of the economic appraisal of new road schemes, and for assisting in the planning of the current maintenance programme.  This paper will review the early experience with the program, and consider how its use has contributed to the decision-making process.  Examples will be given of the use of the program in assessing new road schemes, widening of existing roads, and individual current maintenance jobs. Some special problems have also been assessed, and these will be illustrated with a word of caution as to the limitations of the program.  The paper will also review some of the practical and computational problems that have arisen for users, such as the limitations on queue length within the program, the necessity of specifying a diversion route, and the possibility of traffic growth to unrealistic levels. Amendments and developments to the program, which are currently under consideration, will also be briefly discussed, as will some results of sensitivity testing. This report is presented in the form of an abstract. (Author/TRRL)]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202610</guid>
    </item>
    <item>
      <title>THE EFFECT OF THE 1966 NEW YORK CITY TRANSIT STRIKE ON THE TRAVEL BEHAVIOR OF REGULAR TRANSIT USERS</title>
      <link>https://trid.trb.org/View/131956</link>
      <description><![CDATA[DATA WERE OBTAINED FROM HOUSEHOLD WORKERS AND HOME INTERVIEWS WITH 8,000 REGULAR TRANSIT USERS TO DETERMINE PRESTRIKE TRAVEL PATTERNS, EFFECTS OF THE STRIKE ON THE PUBLIC, ADAPTATIONS OF THE PUBLIC IN THE ABSENCE OF NORMAL TRANSIT SERVICES, AND PATTERNS OF DIVERSION FROM PRESTRIKE PATTERNS. OTHER INFORMATION OBTAINED WAS TRIP PURPOSE, LENGTH AND COST OF TRIP, AGE, INCOME, OCCUPATION, AND LOCATION OF RESIDENCE. OF THOSE WHO STOPPED USING THE SYSTEM, 90% HAD CONTINUED WORKING DURING THE STRIKE. POSTSTRIKE MODES OF TRAVEL TO WORK CLOSELY MATCHED THE FIRST MODE OF TRAVEL SUBSTITUTED DURING THE STRIKE. THOSE WHO HAD COME TO WORK BY EMPLOYER-ARRANGED BUS REVERTED TO USING THEIR OWN CARS AFTER THE STRIKE. IN FACT, TWO OUT OF THREE OF THOSE WHO STOPPED USING THE MASS TRANSIT SYSTEM DROVE TO WORK, AND OVER HALF OF THE ENTIRE GROUP DROVE IN THEIR OWN CAR. AFTER THE STRIKE, 2.6% OF THOSE WHO PREVIOUSLY USED THE TRANSIT SYSTEM REGULARLY FOR SHOPPING HAD STOPPED USING THE BUS OR SUBWAY. OVER HALF OF THESE NOW WALKED, AND THE REMAINDER USED A CAR OR A TAXI. OF THOSE WHO HAD USED THE TRANSIT SYSTEM REGULARLY FOR SOME PURPOSE OTHER THAN WORK OR SHOPPING, 2.4% STOPPED. /UMTA/]]></description>
      <pubDate>Sun, 07 Nov 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/131956</guid>
    </item>
    <item>
      <title>THE EFFECTS OF HIGHWAY CONSTRUCTION ON SEDIMENT DISCHARGE INTO BLOCKHOUSE CREEK AND STREAM VALLEY RUN, PENNSYLVANIA</title>
      <link>https://trid.trb.org/View/168549</link>
      <description><![CDATA[From October 1972 through September 1977, the effects of highway construction in the 38 square mile Blockhouse Creek basin were studied.  Water discharge suspended-sediment discharge, and stream-temperature data were collected at four stations in the basin.  The 5-year period included 1 year before construction, 2 years during construction, and 2 years after construction.  The effects of stream relocation and sediment-control methods used in the highway construction were also investigated. During the period of data collection, about 35,500 tons of suspended sediment were transported by Blockhouse Creek and Steam Valley Run.  The data collected indicate that 9,100 tons were introduced to the stream from construction areas.  The normal sediment yield for the two basins was determined to be 80 tons per square mile per year.  Most of the sediment was transported by the streams during high flows and probably passed through Blockhouse Creek, as little deposition was observed below the construction area.  Stream temperature appeared to be relatively unaffected by the stream relocations and diversions. Stream relocation and diversion methods were successful in limiting the amount of sediment discharged by the new channels. Physical sediment-control methods limited sediment discharge during baseflow periods and small storms. Coarse sediments especially were controlled by these methods.  The most effective method of sediment control was limiting the amount of time that the construction-area soils were exposed.  (FHWA)]]></description>
      <pubDate>Mon, 23 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168549</guid>
    </item>
    <item>
      <title>TRUCK DIVERSION STUDY: BACKGROUND INFORMATION</title>
      <link>https://trid.trb.org/View/164891</link>
      <description><![CDATA[The restrictions outlined in the several truck diversion proposals introduced in Cincinnati and in northern Kentucky raise a number of issues that warrant consideration and research.  The following issues provide the focus for discussions included in this report.  1) Interstate design characteristics; 2) Regulatory responsibilities; 3) Interstate truck activity; 4) Truck-related accidents; 5) Hazardous materials and spills; 6) Impact on the trucking industry; 7) Impact on regional environmental quality; and 8) Comparison with other cities.  (Author)]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164891</guid>
    </item>
    <item>
      <title>COMMUTER RAIL DIVERSION MODEL (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/91468</link>
      <description><![CDATA[Over the past two decades, commuter railroads have been experiencing declines in ridership that have led to a rather stable but low level of ridership.  One of the methods of offsetting losses resulting from declining ridership is to increase commutation rates to increase the entire fare structure.  This paper describes a diversion model that presents a general technique for determining the number of people diverted to other modes of transportation as a result of fare increases.  Although the diversion rate may differ from railroad to railroad and from urban area to urban area, the model can be used to determine a general diversion value applicable anywhere in the country.  Furthermore, the methodology provides a framework in which railroads and transit properties, or any other agency, can develop their own relationships or assess the impact of a specific rate increase.  Based on the analyses performed, it can be concluded that: a ridership loss of approximately three percent can be expected for every ten percent increase in commuter rail fares; ridership on other transit facilities appears to be affected similarly to that of commuter railroads by fare increases; an increase in commuter fares, when accompanied by an increase in service, does not necessarily result in ridership losses; and user and system characteristics differ throughout the country.]]></description>
      <pubDate>Tue, 15 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91468</guid>
    </item>
    <item>
      <title>AN ANALYSIS OF THE FINANCIAL IMPACTS OF NON-CAPITAL ALTERNATIVES AT THE LARGE AIR TRANSPORTATION HUBS OF THE UNITED STATES</title>
      <link>https://trid.trb.org/View/88748</link>
      <description><![CDATA[Because demands on the airport usually exceed existing capacity during a few periods of the day, investment to expand hub capacity is clearly an investment to accommodate these peaks in demand. Demands on airport capacity appear to be more highly peaked than necessary because of this ineffective allocation of costs. Because the peaks are higher, the investment requirement will be perceived to be higher. Also, the composition of demand, i.e., the mixture of air carrier, air commuter and general aviation, seems to consist of more general aviation than would be expected during peak periods. Planning investment for the large hubs requires prediction of future airport costs under alternate capacity expansion possibilities and then selecting the best course of action from among these alternatives. Alternative policies that alter the demand for capacity during peak periods seem to be ignored. Accomplishments of this analysis consist of: Application of a methodology for airport planning that explicitly deals with alternatives that alter the demand for airport capacity; Estimation of the costs of peak and non-peak period airport use by air carriers, air commuters and general aviation; Assessment of the financial impact of maintaining high demand peaks on investment in airport facilities at the large air transportation hubs of the U.S.; and Assessment of the costs imposed by private general aviation upon the air carrier sector at the large hubs.]]></description>
      <pubDate>Fri, 28 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88748</guid>
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