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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>DUAL MODE BEHAVIOR OF FREEWAY TRAFFIC</title>
      <link>https://trid.trb.org/View/120780</link>
      <description><![CDATA[ANALYSIS OF TRAFFIC FLOW DATA FROM THE JOHN C. LODGE FREEWAY IN DETROIT INDICATES THAT FLOW CAN BE CATEGORIZED INTO TWO DISTINCT MODES: (1) STEADY FLOW, WHERE THE USUAL LINEAR AND PARABOLIC RELATIONS BETWEEN DENSITY, FLOW RATE, AND SPEED APPLY, AND (2) AN OSCILLATORY MODE, IN WHICH SPEED AND DENSITY EXHIBIT OUT-OF-PHASE PERIODICITIES WHEN PLOTTED AS A FUNCTION OF TIME. THE SYSTEM SWITCHES FROM ONE MODE OF FLOW TO THE OTHER WHEN OPERATION IS NEAR THE VERTEX OF THE LANE OCCUPANCY-FLOW RATE PARABOLA. THE LOCATION OF THIS VERTEX IS BETWEEN 13.1 AND 16.1 PERCENT LANE OCCUPANCY ON THE CENTER AND MEDIAN LANES, AND BETWEEN 12.4 AND 18.1 PERCENT ON THE CURB LANE. THE RECOVERY FROM THE OSCILLATORY MODE IS RAPID WHENEVER LANE OCCUPANCY FALLS BELOW THE CRITICAL VALUE. THE FREQUENCY OF THE OSCILLATION WAS FOUND TO BE 1/4 CYCLE PER MINUTE FROM CALCULATION OF THE AUTOCORRELATION AND POWER DENSITY SPECTRUM OF THE OSCILLATORY WAVEFORMS. BY CROSS- CORRELATION OF THE WAVEFORMS MEASURED AT PAIRS OF LOCATIONS, IT WAS DETERMINED THAT THE ONSET OF THE OSCILLATORY MODE PROPAGATES UPSTREAM AT A RATE OF 16 MPH. THE DATA ALSO SHOW THAT IN THE STEADY-FLOW MODE THE MEDIAN AND CENTER LANES BEHAVE SIMILARLY, BUT THE CURB LANE IS SIGNIFICANTLY DIFFERENT. THE CURB LANE HAS ONLY ABOUT 86 PERCENT OF THE CAPACITY OF THE CENTER AND MEDIAN LANES. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/120780</guid>
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      <title>EFFECT OF CURB PARKING ON INTERSECTION CAPACITY</title>
      <link>https://trid.trb.org/View/116655</link>
      <description><![CDATA[TO INCREASE THE TRAFFIC CAPACITY THROUGH SIGNALIZED INTERSECTIONS, MANY TRAFFIC ENGINEERS HAVE RESORTED TO COMPLETE PROHIBITION OF PARKING ON HEAVILY TRAVLED ARTERIES. AS A CONSEQUENCE, APPROPRIATE REGULATIONS HAVE BEEN ADOPTED UNDER WHICH PARKING CAN BE RESTRICTED FOR VARIOUS REASONS. THIS PAPER ATTEMPTS TO SHOW, THROUGH QUANTITATIVE EVALUATION, THE EFFECTS ON INTERSECTION CAPACITY, OF VARYING LENGTHS OF CLEAR DISTANCE ADJACENT TO AN INTERSECTION. BY CONTROLLING CONDITIONS AT THE STUDY INTERSECTION, FACTORS INFLUENCING CAPACITY, SUCH AS PEDESTRIAN AND PARKING MANEUVERS, ARE KEPT TO A MINIMUM IN ORDER TO MORE ACCURATELY ESTABLISH THE RELATIONSHIP BETWEEN CLEAR DISTANCE AND INTERSECTION CAPACITY. THE INTERSECTION SELECTED FOR STUDY CONSISTS OF A THREE-LANE ONE-WAY STREET INTERSECTING A TWO-LANE TWO-WAY STREET. BLOCKING OFF NEARLY A FULL LANE FIRST ON ONE SIDE OF THE ONE-WAY APPROACH AND THEN ON THE OTHER SIDE, AND THEN ALLOWING VEHICLES TO UTILIZE VARYING LENGTHS OF CLEAR DISTANCE IN THE CURB LANES, IT WAS POSIBLE TO OBTAIN SUFFICIENT DATA TO SUGGEST A RELATIONSHIP BETWEEN CLEAR DISTANCE IN THE CURB LANE AND INTERSECTION CAPACITY. THE RELATIONSHIP IS TESTED STATISTICALLY BY THE STUDENTS 'T' METHOD AND CORRELATION BY RANKS. THE RESULTS AS THEY PERTAIN TO THE SPECIFIC INTERSECTION INVOLVED ARE THAT MAXIMUM VOLUMES OF TRAFFIC CAN BE MOVED THROUGH AN INTERSECTION WITHOUT COMPLETE PROHIBITION OF PARKING, AND THAT ON THE APPROACH THE CLEAR DISTANCE ADJACENT TO THE INTERSECTION REQUIRED FOR MAXIMUM VOLUMES IS RELATED TO THE PERCENTAGE OF TURNING MOVEMENTS. /AUTHOR/]]></description>
      <pubDate>Fri, 16 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116655</guid>
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    <item>
      <title>NEW CHICAGO-TYPE BASCULE BRIDGE</title>
      <link>https://trid.trb.org/View/202191</link>
      <description><![CDATA[A further evolution and improvement of the Chicago Type Bascule drawbridge is outlined.  The new design incorporates recent improvements in design, construction, and materials technology, including orthotropic design, segmental construction, and hydraulic operation, resulting in a bridge of reduced weight and cost.  A review of the salient features of the design is included.]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202191</guid>
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    <item>
      <title>BUS RAPID TRANSIT OPTIONS FOR DENSELY DEVELOPED AREAS</title>
      <link>https://trid.trb.org/View/31525</link>
      <description><![CDATA[This report describes and evaluates alternative bus rapid transit systems in densely developed urban areas. It reviews the state-of-the-art, identifies significant options and technologies, and assesses their cost, service, and community impacts. It is intended as a guide for community leaders and transportation planners interested in providing fast, reliable metropolitan bus rapid transit service. Bus rapid transit is feasible from operational, capacity and environmental points of view. Service can be provided on-street where land-use and traffic conditions permit. Contra-flow curb bus lanes lanes on one-way streets, or lanes in the median of a wide street, are more effective than reserved curb lanes in the normal traffic flow direction. The bus-only street, where it can be implemented, is the most effective surface rapid transit option. Bus subways are technically feasible and should be developed where on-street service cannot provide the desired schedule reliability and the needed capacity to attract passengers.]]></description>
      <pubDate>Fri, 29 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31525</guid>
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      <title>REGIONAL PLAN OF PREFERENTIAL FACILITIES FOR HIGH-OCCUPANCY VEHICLES</title>
      <link>https://trid.trb.org/View/36259</link>
      <description><![CDATA[Research and planning were undertaken to identify opportunities and potential demand for the development of preferential facilities for high-occupancy vehicles in Southern California. Preferential facilities include normal or contraflow preferential lanes on existing freeways; exclusive curb, median, contraflow, or reversible lanes on arterials; freeway ramp metering; and associated park-and-ride sites. The treatments were evaluated according to time and cost savings for bus and car-pool users; service deterioration of vehicles with low occupancy; highway agency benefits of capacity improvements and added costs; transit operator patronage, reliability benefits, and increased costs; and community benefits in vehicle mile (vehicle kilometer) and person-minute reductions. Additional objectives were to prepare a comprehensive plan and to supply guidelines for design implementation. A short-range demand forecasting procedure is described, focusing on travel market segmentation and time savings estimates. Results of an impact measurement procedure for a detailed preferential treatment are shown to support recommendations for pilot implementation of a total plan covering 28 service areas, 16 preferential lane treatments, and 485 additional buses.]]></description>
      <pubDate>Tue, 21 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36259</guid>
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    <item>
      <title>PUBLIC TRANSIT RIGHT-OF-WAY</title>
      <link>https://trid.trb.org/View/36260</link>
      <description><![CDATA[This paper deals basically with when, where, and how priority treatment for transit should be provided. It is suggested that total people delay be used as the criterion for developing standards. Several examples are cited of exclusive transit rights-of-way, particularly in Europe and western Canada. In addition, some examples are given of exclusive signals used in Europe and in Edmonton, Alberta. The Edmonton experience is described including public participation before and after an exclusive lane was implemented. The paper concludes that there is a need in transportation agencies for a more uniform basis of data collection before and after implementation so that better standards can be developed.]]></description>
      <pubDate>Tue, 21 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36260</guid>
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    <item>
      <title>A STUDY OF EFFECT OF WIDTH OF ROAD CARRIAGEWAY ON FLEXIBLE PAVEMENT DESIGN</title>
      <link>https://trid.trb.org/View/46505</link>
      <description><![CDATA[A study of transverse distribution of heavy-duty traffic on multi-lane carriageways in India discusses the effect of carriageway width on flexible pavement thickness. Unlike multi-lane highways in western countries, fast-moving, heavy traffic is said to dominate the inner lanes leaving the outer lanes for slow-moving bicycles, animal-drawn traffic and pedestrians. The study considers appropriate values of traffic intensity for flexible pavement design purposes and indicates possible savings in construction costs. /TRRL/]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46505</guid>
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