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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>PRACTICAL DESIGN DETAILING AND CONSTRUCTION PROCEDURES FOR CONCRETE PAVEMENTS FOR LOCAL GOVERNMENT STREETS AND PARKING AREAS</title>
      <link>https://trid.trb.org/View/269476</link>
      <description><![CDATA[With changes in economic factors and the availability of improved design and construction practices there has been a renewed interest in the use of concrete as a pavement material in local government applications such as streets and parking areas.  Combined with the use of relevant design and construction specifications there is a need to apply a number of practical procedures to achieve good results. This paper provides information on a number of practical aspects of designing and building concrete pavements in local government applications to complement the specification material.  The information is derived from experience and good performance over many years combined with procedures currently being followed in practice.  (Author/TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:55:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/269476</guid>
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    <item>
      <title>THE NAASRA ROADS STUDY: ROAD FUNDING IMPLICATIONS AND ISSUES</title>
      <link>https://trid.trb.org/View/269474</link>
      <description><![CDATA[The NAASRA roads study has provided a  large factual base of information on the nature and condition of the Australian road network, and on the implications of variations in the level of future funding.  The study results show that: (a) approximately half of the current expenditure on roads must be directed to recurrent activities, that is works required to maintain and preserve the road stock; (b) the current level of road funding is sufficient to allow some improvement in the physical characteristics of each of the rural arterial, urbvan aaterial and local road networks; (c) this improvement in physical characteristics (ie at current expenditure levels) is insufficient to match the projected growth in arterial road travel, such growth being estimated on a conservative basis.  (d) just to maintain the 1981 traffic service levels on rural arterial roads would require a significant increase over current funding levels; (e) urban arterial road congestion is projected to worsen at all of the funding levels examined.  To restrict this projected trend would require a very substantial funding increase; (f) the current level of development of the local road network is very low.  The rate of improvement is currently very slow, but is very sensitive to the level of future funding; (g) the road industry ranks third out of all industries with respect to employment generation (ie number of jobs per unit of expenditure).  Employment in the road and flow-on industries totals 193,000.  (TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:55:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/269474</guid>
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    <item>
      <title>A REPORT TO THE MASSACHUSETTS SPECIAL COMMISSION ON HIGHWAYS</title>
      <link>https://trid.trb.org/View/265785</link>
      <description><![CDATA[In an attempt to improve the delivery of highway services in Massachusetts, a study was accomplished to make preliminary recommendations concerning inconsistencies or overlaps in jurisdictional and functional responsibilities for the highway network, thee overall organization structure, and personnel and staffing needs.  Four basic areas were analyzed: the street- and highway network; highway funding; organization; and personnel.  Most of the recommendations require additional study and evaluation as well as additional funds to be effectively implemented. The study recommends that jurisdictional control of the street- and highway network be restructured to place responsibility for local roads at the local government level, andd major and minor arterials at state level. Recommendations regarding other roads are also made. A new and simplified organization of  the Massachusetts Department of Public Works, Executive Office of Transportation and Construction is also recommended.  It is recommended that modern management and communication techniques be used at all levels of management, and that a personnel planning system be established to address the development of managerial talent- to replace top-management as attrition takes place. top-management as attrition takes place.]]></description>
      <pubDate>Fri, 27 Aug 2004 20:55:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/265785</guid>
    </item>
    <item>
      <title>ESTIMATING THE DAILY VEHICLE-MILES OF TRAVEL IN THE CHICAGO AND PITTSBURGH METROPOLITAN AREAS</title>
      <link>https://trid.trb.org/View/120696</link>
      <description><![CDATA[AN ACCURACY CHECK OF TRIP SURVEY DATA WAS CONDUCTED TO ESTIMATE THE DAILY VEHICLE-MILES OF TRAVEL (DVMT) IN THE METROPOLITAN AREAS OF CHICAGO AND PITTSBURGH. THE AVERAGE DAILY TRAFFIC COUNT ON BOTH ARTERIAL AND LOCAL STREETS GENERALLY DECREASED WITH INCREASED DISTANCE FROM THE CENTRAL BUSINESS DISTRICT (CBD) ALTHOUGH ARTERIAL COUNTS IN THE CBDS THEMSELVES WERE LOWER THAN IN THE FIRST SEVERAL ANALYSIS RINGS. THE PROGRESSIVE DECREASE WAS SMOOTHER FOR LOCAL STREETS, THE ARTERIAL COUNTS TENDING TOWARD A PLATEAU IN THE FIRST SEVERAL ANALYSIS RINGS. THE PEAK HOUR PERCENTS ON BOTH ARTERIAL AND LOCAL STREETS GENERALLY INCREASED WITH INCREASE DISTANCE FROM THE CBD AND WITH DECREASED TRAFFIC COUNTS. EXISTING TRAFFIC COUNTS WERE NOT A SPECIFIC CRITERIA FOR STREET CLASSIFICATION, BUT IT WAS FOUND IN CHICAGO THAT AN AVERAGE DAILY TRAFFIC COUNT OF 3,000 VEHICLES HAD BEEN USED AS THE DIVIDING LINE BETWEEN AN ARTERIAL AND LOCAL CLASSIFICATION. MUCH THE SAME STREET SYSTEMS WOULD HAVE BEEN DESIGNATED EXCEPT IN THE OUTER ANALYSIS RINGS. THE ESTIMATION OF DVMT IN THE METROPOLITAN AREA IS A RELATIVELY EASY PROCEDURE REQUIRING ONLY TRAFFIC COUNTS AND STREET MILEAGE MEASUREMENTS. THE RESULTS OF SUCH ESTIMATION ARE VALUABLE AS AN ACCURACY CHECK OF ORIGIN-DESTINATION STUDY TRIP DATA.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/120696</guid>
    </item>
    <item>
      <title>DIRECT ESTIMATION OF TRAFFIC VOLUME AT A POINT</title>
      <link>https://trid.trb.org/View/120619</link>
      <description><![CDATA[MATHEMATICAL AND COMPUTATIONAL FORMS WERE DEVELOPED TO REPRESENT TRAFFIC BEHAVIOR. THE CALCULATIONS EVIDENTLY ADMIT A FULL RANGE OF TRAFFIC VOLUMES, FROM LOCAL STREET TO EXPRESSWAY, AND THE PRACTICAL LABOR IS WITHIN REASON. THE WORKING METHOD DESCRIBED INTRODUCES VARIOUS STATISTICAL PROBLEMS, ALL OF WHICH CAN PROBABLY BE SOLVED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/120619</guid>
    </item>
    <item>
      <title>THE INFLUENCE OF AN EXPRESSWAY ON TRAVEL PARAMETERS- THE DAN RYAN STUDY</title>
      <link>https://trid.trb.org/View/118728</link>
      <description><![CDATA[BEFORE AND AFTER STUDIES WERE CONDUCTED ON THE INFLUENCE OF THE DAN RYAN EXPRESSWAYS ON THE TRAFFIC NETWORK OF THE AREA BY CATS. THE BEFORE STUDY CONSISTED OF BOTH ROADSIDE INTERVIEWING AND HANDING OUT POST CARDS TO NORTHBOUND MOTORISTS ON ARTERIAL AND LOCAL STREETS INTERSECTION AT 63RD STREET IN THE MORNING HOURS. THE AFTER SURVEY CONSISTED OF INTERVIEWING AND HANDING OUT POST CARDS AT THE SAME STATIONS AND ALSO HANDING OUT POST CARDS ON ALL NORTHBOUND RAMPS. ADDITIONAL STUDIES CONSISTED OF A COMPLETE BEFORE AND AFTER TRAFFIC SAMPLING PROGRAM ON ALL AUTOMOBILE FACILITIES /LOCAL ARTERIAL, AND EXPRESSWAY/ IN THE STUDY AREA. THE SIGNIFICANT FIND OF THE VOLUME ANALYSIS WAS THAT WITH THE ADDITION OF VEHICLE CAPACITY IN AN AREA, TRAFFIC WILL REDISTRIBUTE IT- SELF BY UPGRADING, I.E., DIVERSION WILL OCCUR FROM A LOCAL NETWORK TO AN ARTERIAL NETWORK AND FROM AN ARTERIAL NETWORK TO AN EXPRESSWAY NETWORK IN A PREDICTABLE MANNER. THIS DIVERSION FROM LOWER GRADE NETWORKS TO HIGHER ONES IS DESIRABLE IN TERMS OF SAFETY, VEHICLE OPERATING COSTS, ETC. ACCIDENTS INCREASED AT A LESSER RATE IN THE STUDY AREA THAN FOR THE ENTIRE CITY. FATAL ACCIDENTS ACTUALLY DECREASED IN THE STUDY AREA WHILE THE CITY-WIDE TOTAL INCREASED IN THE AFTER STUDY.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:02:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/118728</guid>
    </item>
    <item>
      <title>REDISTRIBUTION OF TRAFFIC IN THE DAN RYAN EXPRESSWAY CORRIDOR</title>
      <link>https://trid.trb.org/View/118715</link>
      <description><![CDATA[THE EFFECT OF THE OPENING OF THE DAN RYAN EXPRESSWAY ON THE DISTRIBUTION OF TRAFFIC ON LOCAL AND ARTERIAL STREETS WAS EXAMINED. THE TRAFFIC VOLUME DATA SHOWED A DIVERSION OF TRAFFIC FROM LOCAL STREETS TO ARTERIALS OR TO THE EXPRESSWAY. THE FACT THAT THROUGH TRIPS WERE USING LOCAL STREETS BEFORE THE EXPRESSWAY WAS OPENED WAS ATTRIBUTED TO CONGESTION ON ARTERIALS. THE TRAFFIC COUNTS SHOWED ALSO THAT THIS DIVERSION OF TRIPS FROM LOCAL STREETS WAS MUCH GREATER DURING THE PEAK HOURS OF TRAVEL. TRIP DATA FROM THE BEFORE AND AFTER ORIGIN AND DESTINATION STUDIES OF THE DAN RYAN EXPRESSWAY INDICATED THAT THE CAUSE FOR THE INCREASE IN TOTAL TRAFFIC CROSSING THE 63RD STREET SCREENLINE FROM DAMEN AVENUE TO LAKE MICHIGAN WAS A CHANGE IN ROUTE CHOICE. NEW TRAFFIC REPRESENTATING A CHANGE OF MODE OR CHANGE OF DESTINATION APPEARS TO BE TOO SMALL TO MEASURE. REFERENCES' OBTAINING TRIP LENGTH DATA BY ROADSIDE INTERVIEWING - AN EVALUATION, CATS RESEARCH NEWS, VOL. 6, NO. 2, MAY 1, 1964. ACCIDENT EXPERIENCE' ARTERIAL VS EXPRESSWAYS, I. HOCH, CATS, 1959. ACCIDENT RATES BY STREET TYPE, FREDERICK F. FRYE CATS, 1961. EXPRESSWAYS' TRAFFIC AND ACCIDENTS, FREDERICK F. FRYE, CATS, 1962. THE EFFECT OF DAN RYAN EXPRESSWAY UPON PARALLEL ARTERIAL STREETS, CHICAGO MOTOR CLUB, 1964.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:02:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/118715</guid>
    </item>
    <item>
      <title>OBTAINING TRIP LENGTH DATA BY ROADSIDE INTERVIEWING - AN EVALUATION</title>
      <link>https://trid.trb.org/View/118714</link>
      <description><![CDATA[AN ORIGIN-DESTINATION SURVEY IS DESCRIBED WHICH WAS DESIGNED TO MEASURE THE EFFECT OF AN EXPRESSWAY ON THE TRIP LENGTH CHARACTERISTICS OF TRIPS INTERCEPTED ON LOCAL AND ARTERIAL STREETS. IT WAS FURTHER DESIGNED TO ESTIMATE THE TRIP LENGTH FREQUENCY DISTRIBUTION OF ALL TRIPS IN A FIFTY SQUARE MILE AREA. THE AMOUNT OF TRAFFIC DIVERTED INTO A FIVE MILE WIDE CORRIDOR /WITH THE DAN RYAN EXPRESSWAY IN THE CENTER/, THE INCREASE IN TRIP LENGTH AS A RESULT OF ADVERSE TRAVEL, THE AVERAGE TRIP LENGTH AND GEOGRAPHIC LOCATION OF TRIP ENDS OF EXPRESSWAY USERS, AND THE AMOUNT OF TRAFFIC DIVERTED FROM LOCAL STREETS TO ARTERIAL STREETS WHEN CONGESTION ON ARTERIALS WAS DECREASED WERE MEASURED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/118714</guid>
    </item>
    <item>
      <title>ESTIMATING VEHICLE-MILES OF TRAVEL</title>
      <link>https://trid.trb.org/View/118703</link>
      <description><![CDATA[THE PROCEDURE IS DESCRIBED FOR CONDUCTING A MACHINE TRAFFIC COUNT PROGRAM DESIGNED TO FACILITATE AN ESTIMATE OF VEHICLE-MILES OF TRAVEL ON LOCAL AND ARTERIAL STREETS IN THE CATS STUDY AREA. THE PROGRAM PROVIDES A REASONABLY ACCURATE ESTIMATE OF THE TOTAL VEHICLE-MILES OF TRAVEL IN THE STUDY AREA, WHILE DISTINGUISHING BETWEEN THE MILEAGE DRIVEN ON THE ARTERIAL AS CONTRASTED WITH THE LOCAL STREET SYSTEM. REFERENCES' TRANSPORTATION SYSTEM INVENTORY FOR THE CHICAGO AREA, E. WILSON CAMPBELL, CATS RESEARCH NEWS, VOL. 1, NO. 12, JULY 5, 1957.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:02:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/118703</guid>
    </item>
    <item>
      <title>A GRAPHIC METHOD OF ESTIMATING FLOW IN A NETWORK</title>
      <link>https://trid.trb.org/View/115217</link>
      <description><![CDATA[A SET OF MATHEMATICAL EQUATIONS, BASED ON THE ASSUMPTION THAT TRIPS WERE DISTRIBUTED TO DESTINATIONS EQUALLY FROM AN ORIGIN ZONE AND THAT HIGHWAY NETWORKS CONSIST OF THREE DISTINCT SYSTEMS--LOCAL, ARTERIAL, AND EXPRESSWAY, WERE FORMULATED FOR PREDICTING AVERAGE DAILY TRAFFIC FLOW IN A HIGHWAY NETWORK. A MEASURE OF EXPRESSWAY, ARTERIAL, AND LOCAL STREET SPACING, AN ESTIMATION OF THE NUMBER OF TRIP ORIGINS PER SQUARE MILE, AND THE AVERAGE TRIP LENGTH, MUST ALSO BE COMPUTED TO OBTAIN THE TRAFFIC VOLUME BY WHICH TRAFFIC FLOW IS MEASURED. NOMOGRAPHS WERE USED TO SOLVE THE EQUATIONS AND THEY PRODUCED ANSWERS WITHIN PLUS OR MINUS TEN PERCENT WITH AN AVERAGE ERROR OF TWO PERCENT. THESE COMPUTATIONAL GRAPHS CAN BE USED FOR ALL THREE SYSTEMS IN THE HIGHWAY NETWORK. REFERENCES' A DIRECT APPROACH TO TRAFFIC ASSIGNMENT, M. SCHNEIDER, HIGHWAY RESEARCH RECORD, NO 6, 1963.]]></description>
      <pubDate>Fri, 13 Aug 2004 18:47:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/115217</guid>
    </item>
    <item>
      <title>OPTIMIZING A LOCAL STREET SYSTEM BY SIMULATION</title>
      <link>https://trid.trb.org/View/116105</link>
      <description><![CDATA[AN APPLICATION OF THE "GENERAL PURPOSE SIMULATION SYSTEM" (GPSS) LANGUAGE TO OPTIMIZING A LOCAL STREET SYSTEM IS DESCRIBED. THE APPLICATION IS DIRECTED TOWARD PREDICTING THE THE EFFECT ON LOCAL SPUR STREETS AND ARTERIALS OF VEHICULAR DISCHARGE (THE PEAK DAILY FLOW) FROM PARKING FACILITIES ON THE CAMPUS OF THE UNIVERSITY OF MISSOURI, LOCATED ADJACENT TO THE CENTRAL BUSINESS DISTRICT OF THE CITY OF COLUMBIA. FOR EACH OF THE ALTERNATIVE DESIGNS THAT WERE CONSIDERED, THE AVERAGE DELAY PER VEHICLE AND THE TOTAL DELAY FOR EACH SYSTEM WERE CONSIDERED. CONCLUSIONS ARE GIVEN FOR SELECTION OF THE PREFERRED SYSTEM FROM THE FOLLOWING: (1) ONE-WAY STREET, (2) SIGNALIZED INTERSECTION, AND (3) FOUR-WAY STOP INTERSECTION. /BPR/]]></description>
      <pubDate>Sun, 13 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116105</guid>
    </item>
    <item>
      <title>METHOD FOR ESTIMATING EFFECT OF TRAFFIC VOLUME AND SPEED ON PEDESTRIAN SAFETY FOR RESIDENTIAL STREETS</title>
      <link>https://trid.trb.org/View/541905</link>
      <description><![CDATA[When local governments find that the demand for traffic-calming measures exceeds their available resources, it may be necessary to select the most needful or most promising projects.  Since pedestrian-vehicle collisions tend to be rare on local streets, it will usually not be possible to use accident counts to identify high-hazard locations.  A deterministic model of a collision between a pedestrian and a vehicle is described and then some of the model's variables are allowed to be random. The probability of a collision can then be evaluated as the probability of obtaining a set of variable values leading to a collision.  Both parametric and nonparametric methods are described and illustrated, including an example in which estimates of the collision probability and the probability distribution of vehicle collision speeds are used to identify promising sites for traffic calming.  The methods can be used for any location where an analyst has vehicle spot speed and traffic count data and is able to specify reasonable values for the other model variables.]]></description>
      <pubDate>Mon, 07 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541905</guid>
    </item>
    <item>
      <title>HIGHWAY FINANCING</title>
      <link>https://trid.trb.org/View/635795</link>
      <description><![CDATA[This article examines highway financing at the national level with data from the Federal Highway Administration's highway finance statistics program.  The most important aspect on the revenue side of the ledger is that traditional road-user taxes and fees are levied at all levels and that a significant portion of the revenues do not support highway programs.  With federal encouragement, states and others are using innovative financing techniques, including state infrastructure banks, to finance highways.  The role of the federal government is to participate in state and local road programs.  States are the recipients of most federal-aid funds, but they, in turn, share their state-imposed user revenues with local governments.  A reverse flow occurs when local governments share in state road projects. State and local governments do the actual spending for highways. Three-quarters of capital outlay is done by the states, whereas local governments are responsible for more than half of all maintenance of the nation's roads and streets.  Highway capital outlay garners nearly one-half of all dollars spent in 1998, and maintenance consumes another quarter.  Total spending will top $100 billion for 1997 and 1998.  Highway capital outlay and maintenance dollars will reach $79 billion in 1998.]]></description>
      <pubDate>Sun, 06 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635795</guid>
    </item>
    <item>
      <title>RECRUITING PRIVATE HELP FOR A PUBLIC DEMONSTRATION PROJECT: TAKING THE "HUMP" OUT OF TRAFFIC CALMING</title>
      <link>https://trid.trb.org/View/485155</link>
      <description><![CDATA[This paper describes the process by which the North Albuquerque Acres neighborhood used temporary traffic calming devices to demonstrate their effectiveness to local residents. To enhance the attractiveness of these devices, local landscaping companies and a cinder block provider agreed to volunteer time and materials to create six prototypes: two intersection traffic circles, three mid-block islands, and a cul-de-sac. In return for their effort, these local businesses were allowed to place a sign in their devices.]]></description>
      <pubDate>Wed, 22 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485155</guid>
    </item>
    <item>
      <title>THE ROAD NOW TAKEN: A NEW DIRECTION FOR LOCAL ROAD STANDARDS IN SURREY, B.C.</title>
      <link>https://trid.trb.org/View/485153</link>
      <description><![CDATA[The city of Surrey, B.C. is revisiting its residential road standards in light of new urban planning objectives and residents' desire for more livable neighborhoods. Reid Crowther & Partners Ltd. were engaged to research alternative road cross section standards, develop a suite of options for the city, evaluate them according to city policies and objectives, obtain key stakeholder input, and recommend new standards for implementation. Four existing city residential road cross sections were examined: rear lanes, limited local (i.e., cul-de-sacs), through local and limited collector roads, under three different land use scenarios: single family, compact housing and townhouse development.]]></description>
      <pubDate>Wed, 22 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485153</guid>
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