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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>Curtain raiser</title>
      <link>https://trid.trb.org/View/916998</link>
      <description><![CDATA[Cruise struggles to get youth onboard / by Johanna Jainchill. -- Tour ops increase their cruise offerings / by Michelle Baran. -- At home, agents find their niche / by Nadine Godwin. -- River cruise operators hope to grow by converting fans of ocean cruising / by Michelle Baran.]]></description>
      <pubDate>Tue, 04 May 2010 08:40:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/916998</guid>
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      <title>Continuous Departure Time Models: A Bayesian Approach</title>
      <link>https://trid.trb.org/View/877975</link>
      <description><![CDATA[Models of departure time presently rely on discrete choice or simple proportions across blocks of time within a 24-hour day. Duration models allow for more flexible specifications to explain both unimodal (one-peak) and multi-modal (multi-peak) data, which are common in (aggregate) departure time data. This paper offers Bayesian estimates of continuous departure time models using accelerated failure time (AFT) specifications for various trip purposes with several distributional specifications, including the lognormal, Weibull  (with and without unobserved heterogeneity), and a mixture of normals. The home-based work (HBW) and non-home -based (NHB) trip models are modeled using unimodal distributions, while the home-based non-work (HBNW) trip departure times are modeled via a bi-modal distribution. The results indicate that a Weibull with unobserved heterogeneity performs well among unimodal distributions, and that multi-peak profile can be modeled well with a mixture of normals.]]></description>
      <pubDate>Wed, 31 Dec 2008 08:03:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/877975</guid>
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      <title>The Impact of the Residential Built Environment on Work at Home Adoption and Frequency: An Example from Northern California</title>
      <link>https://trid.trb.org/View/802521</link>
      <description><![CDATA[Considerable research related to telecommuting and home-based work has been conducted in the last two decades. The contribution of this study is to examine the effect of residential neighborhood built environment (BE) factors on working at home. Using data from a survey of eight neighborhoods in Northern California, we develop binary logit models of work-at-home (WAH) adoption, and multinomial logit models of WAH frequency category. Potential explanatory variables include sociodemographic traits, neighborhood preferences and perceptions, objective neighborhood characteristics, and travel attitudes and behavior. The results clearly demonstrate the contribution of built environment variables to WAH choices, in addition to previously-identified influences such as sociodemographic predictors and commute time. The findings suggest that land use and transportation strategies that are desirable from some perspectives will tend to weaken the motivation to work at home, and conversely, some factors that seem to increase the motivation to work at home are widely viewed as less sustainable. Accordingly, this research points to the complexity of trying to find the right balance among demand management strategies that sometimes act in competition rather than in synergy.]]></description>
      <pubDate>Wed, 02 May 2007 13:01:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/802521</guid>
    </item>
    <item>
      <title>Continuous Departure Time Models: A Bayesian Approach</title>
      <link>https://trid.trb.org/View/801908</link>
      <description><![CDATA[Models of departure time presently rely on discrete choice or simple proportions across blocks of time within a 24-hour day. Duration models allow for more flexible specifications to explain both unimodal (one-peak) and multi-modal (multi-peak) data, which are common in (aggregate) departure time data. This paper offers Bayesian estimates of continuous departure time models using accelerated failure time (AFT) specifications for various trip purposes with several distributional specifications, including the lognormal, Weibull, Weibull  (with and without unobserved heterogeneity), and a mixture of normals. The home-based work (HBW) and non-home -based (NHB) trip models are modeled using unimodal distributions, while the home-based non-work (HBNW) trip departure times are modeled via a bi-modal distribution. The results indicate that a Weibull with unobserved heterogeneity performs well among unimodal distributions, and that multi-peak profile can be modeled well with a mixture of normals.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:44:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/801908</guid>
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      <title>The Road More Traveled. Why the Congestion Crisis Matters More Than You Think and What We Can Do About It</title>
      <link>https://trid.trb.org/View/793582</link>
      <description><![CDATA[Gridlock and traffic congestion are becoming ways of life for all motorists.  Not just in urban areas during morning and afternoon commutes to and from work, but at any and all times in large and small urban and suburban locations.  The unpredictability of congestion means that most motorists build some additional time into their travel schedule to accommodate delays.  Many studies have been done measuring the time spent sitting in traffic and have found the average American spends more than forty seven hours a year not moving and costs nearly $1000.  The authors argue that adding capacity does not simply mean  adding more pavement and provide 10 congestion busting ideas which can be implemented at much lower costs and faster than building new roads and highways:  1. expand limited access roads and highways where necessary and inefficient; 2. add and improve higher volume intersections and arterials; 3. devise creative design and construction planning such as tunnels and elevated highways; 4. implement aggressive incident monitoring; 5. expand the number of high-occupancy toll lanes; 6. increase the number of one-way streets; 7. reevaluate traffic signal optimization; 8. expand the use of ramp metering; 9. promote telecommuting and working at home and 10. educate commuters about the real cost of parking.]]></description>
      <pubDate>Tue, 14 Nov 2006 09:14:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/793582</guid>
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      <title>TELECOMMUTING: MOVING THE WORK TO THE WORKERS. A HANDBOOK TO HELP YOU SET UP A PROGRAM AT YOUR COMPANY</title>
      <link>https://trid.trb.org/View/362757</link>
      <description><![CDATA[The definition of telecommuting is working at home or at an office close to home, full or part-time.  While employees may be hooked up to the main office via a sophisticated computer network, it is possible to telecommute with as little as a pen, paper and phone.  The purpose of this workbook is to help you set up a program at your commpany. It is divided into four sections - introduction to telecommuting; program design; implementation; and appendices - to help you develop an effective program.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/362757</guid>
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      <title>TELEWORD: A NEW WAY OF WORKING AND LIVING</title>
      <link>https://trid.trb.org/View/354237</link>
      <description><![CDATA[The rapidly developing, wide-ranging phenomenon of telework has redrawn the traditional boundaries of work.  Telework is part- or full-time, on- or off-line electronic work performed at home by employees or the self-employed or (increasingly) in central offices, customer sites and satellite centres in various combinations.  Advantages stressed by the authors include enterprise flexibility, cost savings, productivity increases, easier recruitment and retention of staff and reduced commuting time.  The authors examine the nature, extent and impact of telework on working conditions and work organization and explore the complex legal status of teleworkers, changing attitudess of employers and trade unions and various government initiatives.  Call for urgent consideration of the implications of the spread of telework above all to avoid the dangers of reduced social protection.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354237</guid>
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    <item>
      <title>COUNTING THE NEW MOBILE WORKFORCE</title>
      <link>https://trid.trb.org/View/574225</link>
      <description><![CDATA[This publication has been released by the Bureau of Transportation Statistics (BTS).  The report examines existing federal surveys in order to identify those surveys to which work-at-home questions have been or can be added to generate more reliable information about an increasingly mobile workforce.  By using this strategy, at little or no cost, new or revised questions can be added while maintaining the continuity of past years' data sets.  About 20 questionnaires were examined to identify those to which work-at-home questions were relevant.  In addition, a set of core questions with four levels of priority is recommended for consideration in designing future surveys.]]></description>
      <pubDate>Fri, 09 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574225</guid>
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      <title>FLORIDA DOT CRAFTS A CREATIVE SOLUTION TO AN AGE-OLD ISSUE</title>
      <link>https://trid.trb.org/View/675234</link>
      <description><![CDATA[Owners and departments of transportation have traditionally treated contractors' claims for unabsorbed home office overhead with disdain.  The new contractor claims provision in the Florida Department of Transportation's (FDOT) standard specifications puts an end to those philosophical differences and establishes certainty in an area in which contractors, and DOTs, have faced wide swings in terms of outcome.  The revision falls under Article 5-12, Claims by Contractor.  Under the new provision, the contractor is automatically entitled to compensation for unabsorbed home office costs.]]></description>
      <pubDate>Mon, 26 Feb 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/675234</guid>
    </item>
    <item>
      <title>REMOVE IT AND THEY WILL DISAPPEAR: NEW EVIDENCE WHY BUILDING NEW ROADS ISN'T ALWAYS THE ANSWER</title>
      <link>https://trid.trb.org/View/511721</link>
      <description><![CDATA[While induced travel has countered the notion that cities can build themselves out of congestion, reduced travel has emerged to further challenge the way local officials think about road building.  Flying in the face of conventional wisdom, new evidence shows that closing roads can eliminate traffic.  A British study, released in March, 1998, is creating a buzz in the transportation circles.  The study found that closing roads actually cuts driving trips.  The research team, led by Phil Goodwin of University College London, one of the Blair governments key transport advisors, analyzed 60 cases worldwide where roads were closed, or their ability to carry traffic was reduced.  On average, researchers found that 25% of the traffic vanished when a road was closed.  And in some cases, the researchers found that an astonishing 60% of the driving trips disappeared.  The question is, will it convince stalwart road supporters to curb the road building fervor and plan cities that serve its citizens?  Evidence of reduced travel has surface in the U.S., but it has been met with skepticism, or ignored entirely.  The main lessons from these studies, however, lend support to any city that desires a healthy transportation system.  Accommodating a major change in traffic patterns like a road closure, the study shows, appears to be the system's flexibility.  Commuters in the British study had a variety of travel options to choose from including public transit, walking, or working from home.  This adaptability allowed for a smooth transition, demonstrating that a balanced approach to transportation planning not only better serves its citizens, but allows for improved traffic management.  Many local officials have found that decreasing road capacity and expanding options for public transit, walking, and biking are rejuvenating their cities.  New evidence from the UK supports these decisions, creating fresh opportunities for traffic management.  By demonstrating that road closures can eliminate traffic and boost the economy, reduced travel further debunks the notion that building more roads will solve traffic problems.  And as cities around the word wrestle with rising traffic congestion, evidence of reduced travel helps show that a balanced, equitable system is the most effective solution.]]></description>
      <pubDate>Sun, 28 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/511721</guid>
    </item>
    <item>
      <title>INCREASE IN AT HOME WORKERS REVERSES EARLIER TREND</title>
      <link>https://trid.trb.org/View/498935</link>
      <description><![CDATA[Between 1960 and 1980, the number of Americans who worked at home steadily declined, largely reflecting a drop in the number of family farmers who elected to giv up farming.  But the most recent decennial census in 1990 shows a dramatic increase in the number of people who work at home, up 56% form 1980, to 3,4 million people.  This Census Brief analyzes trends in work at home patterns: who the workers are, what kind of work do they do and how often they do it.  Given the advancements in personal computers and Internet technology since these data were collected in the 1990 census, even more significant increases can be expected in the proportion working at home by Census 2000.]]></description>
      <pubDate>Tue, 30 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498935</guid>
    </item>
    <item>
      <title>GOODBYE UGLYVILLE, HELLO PARADISE: TELEWORKING AND URBAN DEVELOPMENT PATTERNS</title>
      <link>https://trid.trb.org/View/540138</link>
      <description><![CDATA[The author discusses telecommuting, teleworking, and home based business, listing statistics and figures from a number of sources.  He notes that most telecommuters do so part time, and two thirds of home based businesses are owned by women.  Though, up until the early 1990s most telecommuters voluntarily sought out the opportunity to work from home and avoid the annoying commute to work, as the 1990s is ending more and more workers are being forced by their employers to leave the office and work out of their homes.  The volunteers willingly paid for their own home equipment.  The draftees generally have their equipment paid for by their companies.  Telecommuters exist in the suburbs, as well as in urban areas.  Places with the highest percentages of residents who work at home include cities as well as upscale high tech suburban areas ranging from San Diego and Manhattan to Beverly Hills, Bethesda, Berkeley, Austin, Greenwich, Ct., Santa Monica and Calabasas/101 Freeway, CA.]]></description>
      <pubDate>Tue, 27 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540138</guid>
    </item>
    <item>
      <title>HOUSING AND COMMUNITIES FOR A CHANGING WORKFORCE</title>
      <link>https://trid.trb.org/View/540130</link>
      <description><![CDATA[The author discusses some of the results of Canada Mortgage and Housing Corporation's research on telework and home-based employment and explores how changes in the nature of the Canadian work force are impacting the use, design and regulation of their housing stock and communities.  He takes us to visit Montgomery Village, Canada's first telecommunity.  The community integrates a variety of housing types.  It also provides Integrated Services Data Network (ISDN) or mid-band telecommunications services and zoning laws that permit most home occupations throughout the neighborhood.  The author notes that increasing home-based employment challenges some of the foundations of Canadian post-war housing and planning.  That is the exclusion of work activities from the home; the separation of commercial, institutional and residential uses within communities; and traditional patterns of peak hour traffic between the home and the workplace.  The division between home life and work activities is becoming increasingly blurred.  This creates opportunities for new housing and community planning. Telework and home-based employment will continue to change the way we will use, perceive, design and regulate our communities. It will require renovations and adaptations to the existing housing stock to meet the needs of home workers.  Moreover, new flexible, adaptable and innovative designs will be needed to meet the diverse needs of this changing workforce.  Finally, the challenge for cities will be to make the necessary adjustments in land use plans and regulations to unleash the potential for telework and home-based employment to generate economic growth, revitalize neighborhoods and improve the quality of life of citizens.]]></description>
      <pubDate>Mon, 26 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540130</guid>
    </item>
    <item>
      <title>IMPACT OF TELECOMMUTING ON SPATIAL AND TEMPORAL PATTERNS OF HOUSEHOLD TRAVEL</title>
      <link>https://trid.trb.org/View/365837</link>
      <description><![CDATA[A spatial and temporal analysis of travel diary data collected during the State of California Telecommuting Pilot Project is performed to determine the impacts of telecommuting on household travel behavior.  The analysis is based on geocoded trip data where missing trips and trip attributes have been augmented to the extent possible.  The results confirm the earlier finding that the Pilot Project telecommuters substantially reduced travel; on telecommuting days, the telecommuters made virtually no commute trips, reduced peak-period trips by 60%, total distance traveled by 75%, and freeway miles by 90%.  The spatial analysis of the trip records has shown that the telecommuters chose non-work destinations that are closer to home; they exhibited contracted action spaces after the introduction of telecommuting.  Importantly, this contraction took place on both telecommuting days and commuting days.  Non-work trips, however, show similar patterns of temporal distribution on telecommuting days and commuting days.  Non-work trip continued to be made during the lunch period and late afternoon and evening hours.]]></description>
      <pubDate>Fri, 31 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365837</guid>
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      <title>TELECOMMUTING AND URBAN SPRAWL: MITIGATOR OR INCITER?</title>
      <link>https://trid.trb.org/View/365838</link>
      <description><![CDATA[There is some evidence to the effect that as cities become increasingly congested new housing starts occur at greater distances from urban centers while jobs tend to remain center-concentrated or develop in the suburbs.  In either case, mean commute distances tend to increase. Telecommuting is seen as a means of increasing the job-housing balance in urban and suburban areas by enhancing the ability to move work to, or closer to, the workers' residences rather than requiring workers to commute to work daily.  This has the immeidate side effect of decreasing automobile congestion and associated energy consumption and air pollution.  There is a possible longer term adverse impact of telecommuting resulting from its ability to decrease constraints on household location, thereby enhancing the rate of spread of suburbia.  This paper reviews the evidence concerning the possible effects of telecommuting on urban sprawl, as derived from a two-year test of telecommuting in California, and describes two scenarios of urban form development made more feasible by telecommuting.]]></description>
      <pubDate>Fri, 31 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365838</guid>
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