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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>
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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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      <title>Effects of urban road capacity expansion – Experiences from two Norwegian cases</title>
      <link>https://trid.trb.org/View/1582578</link>
      <description><![CDATA[This article presents nuanced and context-related empirical research on the traffic-inducing effects of urban road capacity expansion two Norwegian cities. It focusses on the indirect and long-term land-use effects and on land-use planning and policies, that are not well covered in existing literature. Unsurprisingly, results show traffic-inducing land-use development in the period after the road capacity expansions. Differences in planning policy and practices affected how traffic-inducing the land-use development was. The traffic growth was stronger in the affected road corridors than expected, and as compared with Norway. No or only short-term congestion relief was found. It is concluded that the road capacity expansions were necessary conditions for the land-use sprawl, and consequently, contributing causes for the traffic growth. Ex-ante analyses seem not to have included the land-use effects, and this is understood as part of the explanation for the discrepancies between ex-ante expectations and actual development. In both cases, municipal and regional authorities currently attempt to steer land use development in directions contributing to stop traffic growth, in accordance with national policies. Meanwhile, road authorities plan for new capacity expansions in the investigated corridors. Land use effects of the capacity expansions seem, again, not to be included in the assessments.]]></description>
      <pubDate>Tue, 19 Feb 2019 11:53:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1582578</guid>
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      <title>The Downs–Thomson paradox with imperfect mode substitutes and alternative transit administration regimes</title>
      <link>https://trid.trb.org/View/1403849</link>
      <description><![CDATA[The Downs–Thomson paradox (D–T paradox) occurs when expansion of a congested and untolled highway undermines scale economies of a competing transit service, leaving users of both modes worse off. The standard analysis of the D–T paradox is based on several stringent assumptions: fixed total travel demand, perfect substitutability between automobile and transit trips, and no transit crowding. This paper re-examines the paradox when these assumptions are relaxed while retaining the usual assumption that there is no congestion interaction between the modes. It also broadens consideration to alternative transit administration regimes. In the standard treatment the transit operator is obliged to cover its costs. In this paper the authors also study two other regimes: transit profit maximization, and system-wide welfare maximization with no financing constraint. The authors examine how the transit system operator responds to highway capacity expansion in each regime, and how this affects welfare for drivers and transit users. The authors show that in all regimes the full price of transit declines only if the full price of driving falls as well. Thus, drivers are more likely to benefit from highway expansion than transit riders. The D–T paradox cannot occur in the profit maximization or unconstrained welfare maximization regimes. In the traditional self-financing regime transit service deteriorates, but the D–T paradox is not inevitable. Numerical analysis suggests that it can occur only when automobile and transit trips are nearly perfect substitutes.]]></description>
      <pubDate>Fri, 29 Apr 2016 09:29:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403849</guid>
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      <title>Improving Decision Making for Transportation Capacity Expansion: Qualitative Analysis of Best Practices for Regional Transportation Plans</title>
      <link>https://trid.trb.org/View/1392965</link>
      <description><![CDATA[The need for innovative regional transportation planning has grown as metropolitan areas consider the impact of congestion reduction efforts on induced demand, public health, and fossil fuel use and climate change. Although conventional practice among metropolitan planning organizations (MPOs) is to simply expand roadway capacity to relieve congestion, many MPOs have also developed new solutions. This study qualitatively analyzes a national sample of 38 regional transportation plans to identify best practices among MPOs for increasing the capacity of regional transportation networks without inducing additional traffic or unnecessary emissions. It focuses on real-world examples of innovative practices such as the use of high-occupancy toll lanes on major freeways, regulations and ordinances designed to improve the connectivity of minor streets, management of transit corridors, and the best locations for bicycle and pedestrian infrastructure.]]></description>
      <pubDate>Fri, 04 Mar 2016 17:04:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392965</guid>
    </item>
    <item>
      <title>Direct and Indirect Effects of Korea's Expressways (1970-2010)</title>
      <link>https://trid.trb.org/View/1368417</link>
      <description><![CDATA[Gyeongbu Expressway, 426 km long and built in 1970, has played a pivotal role in Korean economy since 1970. It connects Seoul and Busan and makes possible to do a one-day round trip between the major cities of South Korea. Due to expressway expansion, a variety of significant changes have happened since 1970. Gross domestic product (GDP) per capita has gone up to 88 times from USD 254 in 1970 to USD 22,427 in 2011. The annual number of vehicles using expressways dramatically increased by 483 times in the same period. In the early 1990s the government established the 7 x 9 national expressway plan, consisting of seven corridors from south to north and nine corridors from east to west. The objective of the plan was to construct 6,527 km of expressways. This basic concept is still valid. If the planned expressways are completely constructed, it will be possible to access any one of the expressway interchanges within 30 minutes from everywhere in the country's mainland.]]></description>
      <pubDate>Fri, 25 Sep 2015 16:28:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1368417</guid>
    </item>
    <item>
      <title>The Downs–Thomson Paradox with responsive transit service</title>
      <link>https://trid.trb.org/View/1333079</link>
      <description><![CDATA[Downs (1962) and Thomson (1977) suggested that highway capacity expansion may produce counterproductive effects on the two-mode (auto and transit) transport system (Downs–Thomson Paradox). This paper investigates the occurrence of this paradox when transit authority can have different economic objectives (profit-maximizing or breakeven) and operating schemes (frequency, fare, or both frequency and fare). For various combinations of economic objectives and operating schemes, the interaction between highway expansion and transit service is explored, as well as its impact on travelers’ mode choices and travel utilities. Further, for each combination, the conditions for occurrence of the Downs–Thomson Paradox are established. The authors show that the paradox never occurs when transit authority is profit-maximizing, but it is inevitable when the transit authority is running to maximize travelers’ utility while maintaining breakeven. This is because the former transit authority tends to enhance transit service (e.g., raise frequency or reduce fare) when facing an expanded highway; and on the contrary, the latter tends to compromise transit service (e.g., reduce frequency or raise fare). Both analytical and numerical examples are provided to verify the theoretical results.]]></description>
      <pubDate>Tue, 23 Dec 2014 12:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1333079</guid>
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    <item>
      <title>On the Combined Congestion Pricing and Capacity Expansion Problem: Genetic Algorithm Approach</title>
      <link>https://trid.trb.org/View/1288559</link>
      <description><![CDATA[This paper presents a solution methodology that can be used to determine the optimal solution for the combined capacity expansion and congestion pricing problems. A bi-level genetic algorithm (GA) based optimization solution methodology is proposed to determine the optimal toll location, toll rate, percentage capacity expansion and location for the expansion simultaneously. The upper-level subprogram is to minimize the total travel time (system cost) given certain budget and toll constraints. The lower-level subprogram is a user equilibrium problem where all users try to find the route that minimizes their own travel cost (or time). The budget constraint is handled using penalty parameter. In this paper, the demand is assumed to be fixed and given a priori. The proposed GA model is applied to Sioux Falls network, which has 76 links and 24 OD-pairs, assuming homogeneous users. The optimal solution is thus identified. Sensitivity analyses are conducted for budget and penalty parameter. The proposed methodology will be a very useful tool for transportation network planners for allocation of budgets and prioritization of links for improvements and congestion pricing.]]></description>
      <pubDate>Sat, 08 Mar 2014 10:57:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1288559</guid>
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    <item>
      <title>Utah project represents successful, innovative large-scale project</title>
      <link>https://trid.trb.org/View/1248021</link>
      <description><![CDATA[The Interstate-15 Utah County Corridor Expansion (I-15 CORE) is the focus of this article, due to its success as a successful, innovative large-scale project, in which design-build and collaboration played key roles. It was the largest concrete pavement project completed in Utah, as well as the largest stringless paving project in the world. Details of the construction process and materials used, as well as management of the project are presented here.]]></description>
      <pubDate>Fri, 19 Apr 2013 16:12:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1248021</guid>
    </item>
    <item>
      <title>Outcome of Transportation Projects Under Uncertainty: Examination of Benefit–Cost Ratios and Other Impacts</title>
      <link>https://trid.trb.org/View/1129457</link>
      <description><![CDATA[Budget constraints and competing opportunities demand thoughtful evaluation of projects before investment. Significant uncertainty surrounds travel choices, demographic futures, project costs, and model parameters. The impact of this uncertainty was explored with the use of hundreds of sensitivity test runs conducted across 28 random parameter sets to evaluate highway capacity expansion and toll project scenarios in Austin, Texas. The effects of different parameter sets on project benefit–cost ratios, crash counts, emissions, traffic volumes, and tolling revenues were examined in detail. Linear regression results showed that link capacity, link performance parameters, and their covariation were key to the results, followed by the elasticity of demand, trip growth rates, and values of travel time.]]></description>
      <pubDate>Fri, 25 May 2012 09:31:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1129457</guid>
    </item>
    <item>
      <title>Urban road building and traffic congestion: What went wrong?</title>
      <link>https://trid.trb.org/View/1127382</link>
      <description><![CDATA[This paper investigates the claim that greater investment in roads would reduce traffic congestion and improve the environment in British and Australian cities. It provides an overview of the phenomenon known as induced traffic — the additional traffic generated in response to faster travel speeds made possible by the addition of road or motorway capacity — and broadly reviews the findings by government committees charged with the responsibility to investigate the outcomes from road proposals. When taken as a whole, there appears to be a cycle at play where road expansion is advocated to overcome congestion; people in affected neighbourhoods object, saying they want public transport to be improved instead; governments react to public complaint; road expansion policies are put on hold and new policy directions are investigated; congestion continues to be a problem, and; eventually road expansion policies creep back into government transport plans so that the cycle begins again. In light of this history, we ask why government administrations in the United Kingdom and Australia, and other parts of the world, have continued to increase road capacity as a solution to congestion when all the evidence indicates it generates additional traffic that perpetuates congested conditions? The authors attempt to answer this question by examining the structure of transport decision-making and governance systems and how these influence which views within society ultimately dominate transport policy. The authors compare community reactions to urban motorway proposals from Britain and Australia with those in Switzerland where direct democratic mechanisms feature in the decision-making system. The authors conclude that transport infrastructure decisions are not always motivated by the need to provide viable transport solutions for users. The representational democratic systems operating in Britain and Australia appear vulnerable to other interests and motivations that often conflict with the interests and wishes of the general community.]]></description>
      <pubDate>Fri, 27 Jan 2012 13:26:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1127382</guid>
    </item>
    <item>
      <title>Integrated Maintenance and Expansion Planning for Transportation Network Infrastructure</title>
      <link>https://trid.trb.org/View/1125866</link>
      <description><![CDATA[Maintenance of existing road network infrastructure and expansion of networks with new facilities are two major investment categories in the transportation system. Road maintenance projects optimize the scheduling of maintenance activities so that pavement is in good condition and so that road expansion projects add extra capacity to a road network to improve mobility. The two problems are usually considered separately in practice; however, an integrated approach to these two problems was proposed. The road maintenance problem and the road expansion problem were formulated together as a mixed-integer, nonlinear, bilevel optimization problem with the objective of optimizing overall system performance. A solution algorithm that was based on the generalized Benders decomposition theory, significantly relaxing computational complexity, was proposed. Finally, a numerical case study demonstrated the proposed problem and the algorithm used to solve it. The benefit of the integrated model over models that consider only maintenance or expansion projects was discussed.]]></description>
      <pubDate>Tue, 03 Jan 2012 15:37:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125866</guid>
    </item>
    <item>
      <title>Benefit Cost Analysis of Highway Investment Projects Using Regional Transportation Planning Models</title>
      <link>https://trid.trb.org/View/1093018</link>
      <description><![CDATA[The purpose of this paper is to present the analysis of the on-going, recurring benefits of investments due to improvements of transportation infrastructure. Identifying the benefits of roadway expansion projects is difficult due to the complexity of highway transportation networks. Even though most capacity expansion projects are local, their influence often spreads out beyond the area of implementation. Traffic responds to road changes, by shifting from other areas to the improved parts of the network. Thus, quantification of the likely changes in terms of associated benefits and costs is crucial for policy makers and planners to determine the net benefit of these projects. The main objectives of this paper are (1) to analytically examine the key components of highway transportation costs using region specific cost functions, and subsequently to empirically estimate these variables using pertinent data from the Northern New Jersey highway network, and (2) to illustrate the importance of network effects of highway capital investment projects, and how benefit cost ratio varies with the geographical scope considered for benefit cost analysis. Three completed highway expansion projects in New Jersey are selected as case studies. North Jersey Regional Transportation Model - Enhanced is used to estimate the benefit cost ratio of the selected projects. The change in benefit cost ratio of each project is illustrated at varying geographical scale. It is shown that while benefit cost analyses conducted only at corridor level do not yield desirable benefit cost ratios, wider geographical benefits of these project can justify these capital investment projects. These results indicate that benefit cost analysis of capital investment projects should be based on the comprehensive network wide effects rather than localized effects.]]></description>
      <pubDate>Mon, 25 Apr 2011 07:04:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093018</guid>
    </item>
    <item>
      <title>Improving Access to the Capital</title>
      <link>https://trid.trb.org/View/907811</link>
      <description><![CDATA[Residents along Interstate 495, the Capital Beltway outside Washington, D.C., have endured some of the longest auto commutes in the nation, but some relief is coming in the form of a complex freeway expansion. This article provides an overview of a $1.4 billion public-private partnership effort between the private sector and the Virginia Department of Transportation to add 4 lanes along 14 miles of the Beltway. When completed in December 2012, the new alignment will feature 2 new high-occupancy toll lanes in each direction--a 50% increase in lane miles. The lanes will be free for buses, motorcycles, emergency-response vehicles, and vehicles carrying 3 or more persons, but other drivers will have the option of paying a toll to use these lanes.]]></description>
      <pubDate>Mon, 25 Jan 2010 08:07:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/907811</guid>
    </item>
    <item>
      <title>Modeling the Effects of Socioeconomic Factors in Highway Construction and Expansion</title>
      <link>https://trid.trb.org/View/907818</link>
      <description><![CDATA[The increasing commuting population often fuels the need for new highways. As the demand for new highways increases, many low-income neighborhoods are often considered for placement of new highways. While this issue has long been recognized as part of environmental justice and context-sensitive solution initiatives, no quantitative comparisons of highway construction impacts on low-income families have been reported in the literature. The objective of this research is to develop a general methodology to model the effects of socioeconomic factors in highway construction and expansion, to examine impacts on low-income families. The general methodology developed can be applied to various income classes to determine the extent of impact with new highway construction. Penalty costs are chosen and used to penalize highway alignments crossing low-income areas. Multiple values for penalty costs are used to test the sensitivity of generated alignments. Tests are performed to examine the robustness of the developed methodology. The results lead to the need for developing appropriate penalty costs that are suitable for avoiding low-income areas. This research is a first step in quantifying the impacts of highway construction and expansion on low-income families.]]></description>
      <pubDate>Mon, 25 Jan 2010 08:07:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/907818</guid>
    </item>
    <item>
      <title>The Evacuation Optimal Network Design Problem: Model Formulation and Comparisons</title>
      <link>https://trid.trb.org/View/890722</link>
      <description><![CDATA[The goal of this paper is twofold. First, the authors present a stochastic programming-based model that provides optimal design solutions for transportation networks in light of possible emergency evacuations. Second, as traffic congestion is a growing problem in metropolitan areas around the world, decision makers might not be willing to design transportation networks solely for evacuation purposes since daily traffic patterns differ tremendously from traffic observed during evacuations. This is especially true when potential disaster locations are limited in number and confined to specific regions (e.g. coastal regions might be more prone to flooding). However, as extreme events such as excessive rainfall become more prevalent everywhere, it is less obvious that the design of transportation networks for evacuation planning and congestion reduction is mutually exclusive. That is, capacity expansion decisions to reduce congestion might also be reasonable from an evacuation planning point of view. Conversely, expansion decisions for evacuation planning might turn out to be effective for congestion relief. To date, no numerical evidence has been presented in the literature to support or disprove these conjectures. Preliminary numerical evidence is provided in this paper.]]></description>
      <pubDate>Mon, 22 Jun 2009 14:01:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/890722</guid>
    </item>
    <item>
      <title>Area-Based Models of Highway Growth</title>
      <link>https://trid.trb.org/View/841790</link>
      <description><![CDATA[Empirical data and statistical models are employed to predict where new highway routes are most likely to be located. The land use, population distribution, and highway network for the Twin Cities' Metro Area from 1958 to 1990 are used. Binary logit models estimate the likelihood a particular cell will see the construction of divided highways and secondary highways. The results show that the area's land-use attributes and population density levels do significantly affect the likelihood of adding new highway routes.]]></description>
      <pubDate>Tue, 18 Dec 2007 11:30:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/841790</guid>
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