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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>INTEGRATED PARA-TRANSIT TRANSPORTATION PLANNING FOR OFF-PEAK LOW DENSITY TRAVEL</title>
      <link>https://trid.trb.org/View/88671</link>
      <description><![CDATA[The product of this research project is a three-report reference to aid in planning for off-peak transportation services.  They constitute a comparison volume to a report entitled: Para-Transit: An Assessment of Past Experience and Planning Methods for the Future, Volumes 1 and 2 (available from NTIS), which describes the use of paratransit modes in the provision of journey-to-work transportation in low density areas.  This present three-report volume provides guidelines for planning paratransit for off-peak and/or non-work travel.  As a summary of off-peak trip characteristics, Report 1, provides the background for two subsequent reports: Report 2: Elderly and Handicapped Transportation and Report 3: Planning Methodology (available from NTIS).  It is not intended to be comprehensive, but rather to furnish the basic nature of off-peak travel.  With some exceptions, this report may be viewed as an examination of non-work trips, since most of the travel discussed here relates to other trip purposes.  Most of the data in this report are based on the Chicago area, since this area is felt to be representative of many of the transportation problems facing urban areas today.  (UMTA)]]></description>
      <pubDate>Wed, 31 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88671</guid>
    </item>
    <item>
      <title>LOW FARE AND FARE-FREE TRANSIT; SOME RECENT APPLICATIONS BY U.S. TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/55123</link>
      <description><![CDATA[The purpose of this report is to provide a reference document describing succinct case studies of the experience accrued by more than 40 U.S. transit systems which have introduced fare-free of reduced-fare services of one form or another in recent years.  The report is a useful reference document for decision makers contemplating similar pricing policies as well as a preliminary planning guide to the UMTA for the development of demonstration programs to evaluate various transit pricing and service strategies.  Many different types of fare reductions were identified.  They are classified into five broad divisions: (a) systemwide fare reductions without any restrictions; (b) fare reductions applicable to specific geographical areas only--typically the CBD; (c) fare reductions which are operable only during limited hours--typically the off-peak hours; (d) fare reductions subject to both geographical and time-of-day restrictions; and (e) fare reductions of short duration implemented chiefly for promotional purposes.  When viewed from the limited perspective of financial aspects of transit system operations it does not appear that fare reductions alone have had a favorable impact on the overall economic conditions of transit systems.]]></description>
      <pubDate>Wed, 27 Dec 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/55123</guid>
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      <title>THE EAST R.L. THORNTON FREEWAY (IH 30) MOVABLE BARRIER CONTRAFLOW HOV LANE IN DALLAS, TEXAS: EVALUATION OF THE FIRST TWO YEARS OF OPERATION</title>
      <link>https://trid.trb.org/View/457655</link>
      <description><![CDATA[The East R.L. Thornton Freeway (IH 30) contraflow HOV lane is the first, and currently the only, HOV lane in operation in the Dallas area. As such, it is a demonstration project of the HOV concept. The contraflow HOV lane, which opened in September 1991, was developed jointly between Dallas Area Rapid Transit (DART) and the Texas Department of Transportation (TxDOT). The project is the first in the country to demonstrate the movable barrier system as an approach for use in an HOV application. The contraflow HOV lane is operated on the inside freeway lane of the off-peak direction during the morning and evening peak periods. This paper discusses the operational issues associated with the contraflow HOV lane and the movable barrier system as well as an analysis of the operational data from the first two years of usage.]]></description>
      <pubDate>Fri, 02 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457655</guid>
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    <item>
      <title>THE ECOLOGY OF URBAN DRIVING II - DRIVING CYCLES ACROSS A CITY: THEIR VALIDATION AND IMPLICATIONS</title>
      <link>https://trid.trb.org/View/371083</link>
      <description><![CDATA[Homogeneous urban areas defined through an urban ecology approach are used to sample traffic patterns for a series of cross city driving cycles in Perth, Western Australia. These driving cycles, including a whole city cycle, are presented for peak and off-peak driving. The cycles are validated by relating them back to the urban ecology of Perth through a simple model based on traffic events (intersection and vehicle-related events). The implications for developing a more fundamental theory of urban driving are examined, and in particular the link between increased road capacity and lowered fuel use and emissions is seriously questioned.]]></description>
      <pubDate>Tue, 17 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/371083</guid>
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    <item>
      <title>INVESTIGATION INTO THE EFFECTS OF SPECIAL TRAFFIC SIGNAL PROGRAMS AS AN ALTERNATIVE TO THE TEMPORARY DISCONNECTION OF TRAFFIC SIGNALS AT OFF-PEAK PERIODS</title>
      <link>https://trid.trb.org/View/374600</link>
      <description><![CDATA[The reseach objective is to investigate the off-peak traffic volume effects of the following traffic signal control systems under a variety of traffic conditions, and to make safety-conscious comparisons with the effects of traffic signal disconnection: 1) traffic-non-dependent-control: normal fixed-time program or modified fixed-time program with reduced cycle time; and, 2) traffic-dedpendent control: request for green from the approach road direction or "all systems red". The effects of the individual systems are analyzed by means of stochastic computer simulation using parameters such as 'number of stops', 'waiting time' and 'journey speed'.  The analysis produces the following recommendations: in most cases, traffic signal disconnection results in smoother traffic flow than traffic signal control.  However, for reasons of safety, traffic signal disconnection should be discouraged.  Irrespective of traffic volume, request for green from the approach road direction is particularly effective where there is a marked difference in the levels of traffic volume in the main and approach road directions.  Where there is only a slight difference in traffic volume levels, 'all systems red' is effective up to a traffic volume at junctions of some 700 vehicles/h.  However, for greater levels of traffic volume, the traditional system of fixed-time control with as small a cycle time as possible is to be recommended.]]></description>
      <pubDate>Sat, 05 Jun 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374600</guid>
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    <item>
      <title>US-75 NORTH CENTRAL EXPRESSWAY RECONSTRUCTION: OCTOBER 1991 TRAFFIC CONDITIONS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/368589</link>
      <description><![CDATA[This report documents the results of the traffic data collection efforts during October 1991, sixteen months after reconstruction began on the US-75 North Central Expressway south of the I-635 LBJ Freeway.  Traffic conditions and patterns were monitored during October 1989 and May 1990 (before construction) and during October 1990, May 1991, and October 1991 (during the first sixteen months of the project).  The traffic monitoring efforts included traffic data collection and automobile and transit user surveys.  The traffic data collection efforts included screen line traffic volume counts, vehicle occupancy and classification counts, and travel time runs.  The automobile and transit users surveys are documented elsewhere.  The results indicate that the reconstruction activities underway during the October 1991 data collection efforts had little impact on peak period, peak direction traffic conditions and patterns in the corridor.  The October 1991 volume and travel time data suggests that the construction project may be having an impact on off-peak period traffic conditions and patterns.]]></description>
      <pubDate>Tue, 16 Mar 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368589</guid>
    </item>
    <item>
      <title>AIRLINE HUBBING AND CONTESTABILITY</title>
      <link>https://trid.trb.org/View/358325</link>
      <description><![CDATA[One of the most notable effects of deregulation in the airline industry has been the increase in hubbing by which carriers collect passengers from a number of origins at a single large airport or hub and fly them together to the same destination or to another hub from which they are dispersed on separate local flights.  At the same time the number of firms in the industry has decreased markedly.  In this paper a simulation model of a single hub with spokes of different lengths is used to examine the contention that hubbing may inhibit entry to the system and hence reduce contestability.  Extending a series of earlier papers by the same authors the model recognizes the distinction between peak and off-peak traffic, business and recreational demand, and limited runway capacity at the hub.  It also provides for unsatisfied peak traffic to be carried off-peak and for passengers who cannot travel between two locations directly to provide extra demand for connecting flights through the hub.  As a second stage of the simulation the entry of further carriers with small aircraft is considered.  These firms fly directly to destinations outside the hub.  Such "hub-busting" is shown to be a viable form of entry to a concentrated, hubbed industry.  At each stage the level of service, fares, and more general welfare measures such as consumer surplus are examined.  From these results it is argued that restrictions on access to passengers pose a greater threat to contestability than the so-called "fortress hubs".]]></description>
      <pubDate>Sun, 30 Jun 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/358325</guid>
    </item>
    <item>
      <title>PEAK SPREADING</title>
      <link>https://trid.trb.org/View/352733</link>
      <description><![CDATA[Peak spreading is the tendency for travellers to change the time they make their journeys as travel conditions deteriorate.  In particular, there is a tendency for the peak-period profile of journeys to become wider and flatter as the number of travellers increases and congestion increases.  In the case of the morning peak, travellers also tend to set off earlier.  This paper reviews a program of research into Peak Spreading carried out at the Transport and Road Safety Laboratory.  The question to be addressed is what effect travel retiming has on forecasts of traffic in peak and shoulder periods and on the calculation of the benefit of urban road improvements; and, if the error in the benefit as calculated by conventional methods were significant, what practical methods might be used to obtain better estimates.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/352733</guid>
    </item>
    <item>
      <title>LATE-NIGHT TRAFFIC SIGNAL CONTROL STRATEGIES FOR ARTERIAL SYSTEMS</title>
      <link>https://trid.trb.org/View/352881</link>
      <description><![CDATA[The late-night, low-volume arterial roadway presents a specific signal control problem.  The control decision involves a trade-off between the motorists on the artery and those on the cross street.  The motorists on the artery are irritated by frequent stops if signals are not coordinated, whereas those on the cross street are annoyed by long waiting time if signals are coordinated.  The choice between coordination and free operation is often subjective, especially when semiactuated signals are involved.  A method is descirbed for facilitating the choice between coordination and free operation on arterial roadways controlled by semiactuated signals when traffic is light during off-peak hours.  The decision is made on the basis of a disutility function that is a combination of the number of stops on the artery and the average cross-street waiting time.  A case study was performed to demonstrate the application of this methodology under the closed-loop signal system in the city of Gainesville, Florida.  The results indicated that this method provides a promising tool for arterial control with semiactuated signals during late-night hours.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/352881</guid>
    </item>
    <item>
      <title>LATE NIGHT TRAFFIC SIGNAL CONTROL STRATEGIES FOR ARTERIAL SYSTEMS</title>
      <link>https://trid.trb.org/View/344245</link>
      <description><![CDATA[The late night low volume arterial roadway presents a specific signal aontrol problem.  The control decision involves a trade off between the motorists on the artery and those on the cross streets.  The motorists on the artery are irritated by frequent stops if signals are not coordinated, while those on the cross street are annoyed by a long waiting time if signals are coordinated.  The choice between coordination and free operation is often subjective, especially when semi-actuated signals are involved.  The paper presents a method to facilitate the choice between coordination and free operation on arterial roadways controlled by semi-actuated signals when traffic is light during off-peak hours.  The decision is made based upon a disutility function which is a combination of the number of stops on the artery and the average cross street waiting time.  A case study was performed to demonstrate the application of this methodology under the closed loop signal system in the City of Gainesville, Florida.  The results indicate that this method provides a promising tool for arterial control with semi-actuated signals during late night hours.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344245</guid>
    </item>
    <item>
      <title>MICROCOMPUTER BASED TRAFFIC CONTROL SYSTEM MONITORING AND ENHANCEMENT. EXCECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/344246</link>
      <description><![CDATA[Four procedures were developed to enhance the operation of microcomputer based traffic control systems: 1) a procedure for implementation of traffic signal timing plans directly from design and optimization programs; 2) a procedure for evaluating the trade-off between coordinated operation and isolated operation under late night low volume conditions; 3) a procedure for analyzing real-time detector and signal display status information to produce estimates of traffic volumes and performance measures; 4) a procedure for determining optimal threshold parameters for traffic responsive control.  Each of these procedures involves a computerized technique which was developed specifically for that purpose.  Each procedure strengthens the link between the traffic engineer and the control system.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344246</guid>
    </item>
    <item>
      <title>CHANGE OF CAPACITY OF MAIN ROADS IN IOWA OVER THE WHOLE DAY</title>
      <link>https://trid.trb.org/View/293071</link>
      <description><![CDATA[In order to size the infrastructure for road traffic, in previous practice the loading at peak traffic times was decisive.  However, for some years, many studies have shown a more than average rise in the amount of traffic between the peak traffic times (roughly from 9 am to 3 pm). Appropriate investigations are concerned with the capacity of junctions and the effect on the capacity of the section. Results of findings are submitted (methods, selection of places where findings are made).  They are concerned with time demand values of columns of private cars only, mixed traffic and different engine sizes of private cars, and on the effect of mixed traffic (changes at different times of day, heavy traffic) and on obstacles in sections due to parking and loading, and due to stopped vehicles (amount of traffic, obstacles, superimpositions).  Finally, one is concerned wtih changes of capacity of the network, taking into account variations of capacity of junctions and sections of road.]]></description>
      <pubDate>Fri, 30 Jun 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/293071</guid>
    </item>
    <item>
      <title>ALL-ASPHALT BASE STARS AUSTIN RECONSTRUCTION</title>
      <link>https://trid.trb.org/View/296338</link>
      <description><![CDATA[The details are briefly described of a major highway reconstruction under heavy traffic conditions on the I-35 in Austin, Texas.  The project included rehabilitating two northbound and two southbound lanes with overlays and inlays, reconstructing several bridges, and adding one northbound and  one southbound 12-ft lane with a 10-ft shoulder by using the existing median.  In planning the reconstruction, the Texas Department of Highways listed its major design considerations for the project as providing for long pavement life with a high degree of certainty that it would not fail during that life; minimize cost by using as much of the existing pavement as feasible and changing as little of the roadway's geometry as possible; and accomplishing the job with minimal disruption to the public, during off-peak hours.  This road-widening project won the prestigious National Asphalt Pavement Association's Hayes Award.]]></description>
      <pubDate>Fri, 30 Jun 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/296338</guid>
    </item>
    <item>
      <title>A LOOK AT WHAT SOME STATES ARE DOING. TTV ENHANCES SAFETY AND TRAFFIC FLOW IN OKLAHOMA</title>
      <link>https://trid.trb.org/View/295048</link>
      <description><![CDATA[A new construction machine, the Transfer and Transport Vehicle, is described, which can move curbs.  It can laterally transfer a special barrier wall 6 to 16 feet in one pass, while going either direction, at a speed of about 5 mph.  Unloaded, it can cruise up to 20 mph.  The machine can also pick up a single unit or section of barrier wall and move it to another site.  Considerations in purchasing the TTV were safety, and motorist convenience. The TTV is being used at night on Interstate 240 in Oklahoma.  The Oklahoma Department of Transportation and the contractor are making every effort to ease traffic problems by using offpeak traffic times and working, almost exclusively, at night.]]></description>
      <pubDate>Sun, 30 Apr 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/295048</guid>
    </item>
    <item>
      <title>SAFETY EVALUATION OF FLASHING AMBER OPERATION AT SIGNALIZED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/217786</link>
      <description><![CDATA[The safety of a flashing amber signal for all directions at off-peak hours as a replacement for regular traffic signal operations was evaluated.  The proposed control strategy was motivated by the need for energy conservation through reduced amounts of acceleration and of idling time of vehicles.  The methodology of the study employed as a measure a broadened definition of "conflict" that freed observers from the need to detect only emergency evasive manoeuvres and decreased their subjective interpretations. Observations were carried out by trained observers at a sample of intersections, using two control strategies: full signal operation and flashing amber phase.  Stationed at each leg of an intersection, the observers noted the travel direction of any two vehicles involved in a conflict.  The results showed that the most frequent type of conflict under full signal operation was of the rear-end type; during the flashing amber operation, crossing and merging conflicts were dominant.  It was concluded that up to a volume of 600 vehicles per hour, flashing operation does not increase the number of conflicts.  (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217786</guid>
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