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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>TRI-STATE TRANSPORTATION COMMISSIONS FREIGHT STUDY PROGRAM</title>
      <link>https://trid.trb.org/View/120617</link>
      <description><![CDATA[THE TRI-STATE TRANSPORTATION COMMISSIONS WORK PROGRAM IS UNIQUE AMONG URBAN STUDIES BECAUSE IT MEASURES AND DESCRIBES BOTH LOCAL AND INTERCITY FREIGHT TRAFFIC BY ALL MODES. GOOD ESTIMATES WERE OBTAINED OF THE REGIONS TOTAL TRAFFIC FLOW BY MODE. THE OBJECTIVE NOW IS TO MEASURE AND DESCRIBE EACH MODES TRAFFIC AND THE CHARACTERISTICS OF THE FREIGHT-CARRYING PORTION OF THE SYSTEM TO DEVELOP A BASE FOR FUTURE PROJECTION BY DETERMINING THE FREIGHT REQUIREMENTS OF THE REGIONS PRESINT ACTIVITIES AND BY USING FORECASTS OF THOSE ACTIVITIES. FUTURE FREIGHT DEMANDS CAN THEN BE FORECAST USING TREND ANALYSIS AND IT IS POSSIBLE TO ESTIMATE EACH MODES FUTURE SHARE OF TRAFFIC BY BROAD COMMODITY CATEGORY.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/120617</guid>
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      <title>REPORT ON THE SECOND PHASE OF THE OECD PROJECT ENVIRONMENTALLY SUSTAINABLE TRANSPORT (EST). CASE STUDY: THE GREATER OSLO AREA</title>
      <link>https://trid.trb.org/View/538288</link>
      <description><![CDATA[Four scenarios for the development of local transportation in the Greater Oslo area have been constructed.  One is 'business as usual' scenario, while the others meet the criteria of Environmentally Sustainable Transport (EST) in OECD's EST project.  It turns out that it is impossible to achieve sustainability by transportation policy or by technological change used in isolation.  Combining them, however, and adding strong measures to influence land use and the regionalization of production, will probably provide a feasible scenario for the attainment of EST.]]></description>
      <pubDate>Mon, 28 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538288</guid>
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      <title>ROAD CORRIDOR MANAGEMENT AND ACCESS CONTROL</title>
      <link>https://trid.trb.org/View/636037</link>
      <description><![CDATA[Faced with increasing difficulties in maintaining a safe, efficient highway system, the Ministere des Transports du Quebec (MTQ) identified measures targeting improved access management and a better balance between local and through traffic. The MTQ's strategy is based on having the regional bodies join in implementing access management systems. In 1994, working groups of urban planning and transportation specialists were set up in 16 of Quebec's administrative regions.]]></description>
      <pubDate>Mon, 28 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/636037</guid>
    </item>
    <item>
      <title>SUBURBAN ROAD CONNECTIVITY: ANSWERING THE CHALLENGE</title>
      <link>https://trid.trb.org/View/539085</link>
      <description><![CDATA[Our typical hierarchy of suburban streets has led to the curent problems of traffic congestion on arterial roads.  As part of a comprehensive solution to this problem, we must be prepared to make better use of the infrastructure we provide in suburban developments.  Establishing an internal grid of streets which connects from one development block to the next can provide this capability without unnecessary disrupting patterns of residential development.  As planners we must be prepared to adjust our approach to transportation planning, to refocus on management or traffic issues and stress the movement of people rather than cars.  As municipal and regional governments, we must maintain a clear philosphy, present cogent arguments and be willing to share costs to overcome resistance and achieve these objectives.  as residents, we must be prepared to revisit our concepts of our neighborhoods.  We cannot continue to live in a realm where we insist on instant access to our automobiles, but shun any kind of local traffic.  We must look for a balance.]]></description>
      <pubDate>Wed, 16 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539085</guid>
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    <item>
      <title>MAKING TRAFFIC DISAPPEAR</title>
      <link>https://trid.trb.org/View/486906</link>
      <description><![CDATA[The author argues that demand for road transportation should not be squelched by denying access to the roads themselves. He says that people should have choice at the local level, and should be allowed to choose whether they desire more roads (for better access) and hence more traffic in their immediate vicinities rather than be dictated to by a larger authority.]]></description>
      <pubDate>Tue, 23 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486906</guid>
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    <item>
      <title>SAFETY FOR LOW VOLUME UNPAVED ROADS - A NEW WAY FOR SAFER ROADS</title>
      <link>https://trid.trb.org/View/485012</link>
      <description><![CDATA[Modern societies have developed excellent practices and procedures for improving road safety but, most of these efforts have focused on safety issues on high volume paved roads. Worldwide, safety improvements are needed on low volume unpaved road safety.  This paper also presents approaches used to improve local rural unpaved road safety.  Safety improvements include definable benefits for the real world; benefits that are practical, needed and acceptable.  The examples presented in this paper serve as guidelines to define, analyze, and solve existing safety problems.  Although techniques to improve local unpaved road safety use proven technology, the acceptance of the approach reported in the paper will advance the state-of-the-art by developing into a format which can be used by "real world" practitioners.  Case study surveys of practitioners, users and safety experts are presented to help define the proposed safety improvement program.  A Delphi procedure was used to document the final analysis approach.]]></description>
      <pubDate>Thu, 18 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485012</guid>
    </item>
    <item>
      <title>WINDOWED TRANSPORTATION PLANNING MODEL</title>
      <link>https://trid.trb.org/View/475173</link>
      <description><![CDATA[A transportation planning model that integrates regional and local-area forecasting approaches is developed and applied. Although regional models have the scope to model the interaction of demand and congestion, they lack spatial detail.  Local-area analysis typically does not consider the feedback between new project loadings and existing levels of traffic.  A windowed model, which retains regional trip distribution information and the consistency between travel demand and congestion, permits the use of a complete transportation network and block-level traffic zones while retaining computational feasibility.  By combining the two methods a number of important policy issues can be addressed, including the implications of traffic calming, changes in flow due to alternative traffic operation schemes, the influence of microscale zoning changes on nearby intersections, and the impact of travel demand management on traffic congestion.]]></description>
      <pubDate>Thu, 08 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475173</guid>
    </item>
    <item>
      <title>TOWARD A MODEL STATUTORY PLAN ELEMENT: TRANSPORTATION</title>
      <link>https://trid.trb.org/View/577171</link>
      <description><![CDATA[This commentary describes alternative legislative approaches to transportation elements of local comprehensive plans. It begins with a brief discussion of how local transportation elements have evolved in practice, then identifies issues and alternatives for drafting requirements for local transportation plan contents and offers prescriptions. Several critical decisions, issues, and alternatives are highlighted to guide state policy makers in determining the contents of transportation elements of local plans. A list of potential specific components of a transportation element in a state law or a local plan appears at the end of this paper. This detailed listing is based on existing state planning laws, state planning practice, content analysis of selected local plans, and the author's experience.]]></description>
      <pubDate>Tue, 30 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577171</guid>
    </item>
    <item>
      <title>TRAFFIC CALMING IN AUSTRALIA - MORE THAN NEIGHBORHOOD TRAFFIC MANAGEMENT</title>
      <link>https://trid.trb.org/View/576709</link>
      <description><![CDATA[This paper focuses on Neighborhood Traffic Management (NTM), or what is called 'Local Area Traffic Management' (LATM) -- the control of speeds and traffic flow in neighborhood streets by the use of physical devices. Changes to the network were aimed at removing non-local traffic, thus affecting traffic flows in local streets.]]></description>
      <pubDate>Wed, 24 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576709</guid>
    </item>
    <item>
      <title>CORSIM - CORRIDOR TRAFFIC SIMULATION MODEL</title>
      <link>https://trid.trb.org/View/576076</link>
      <description><![CDATA[CORridor SIMulation (CORSIM), an integrator of the NETSIM and the FRESIM models, is a very sophisticated and powerful microscopic traffic simulation model designed for simulating traffic flow on integrated networks consisting of freeways and surface streets.  Proper application of the CORSIM model requires a reasonable understanding of its capabilities and limitations as well as the underlying traffic flow theory and modeling assumptions.  In this paper the authors discuss the theoretical foundations of the vehicle movement on freeways and surface streets in the CORSIM model.  For freeways, they present a detailed discussion of the logic for (1) vehicle movement; (2) lane add and lane drop; (3) ramp merge; and (4) lane changing (mandatory, discretionary, and anticipatory).  For surface streets, they focus on the logic for (1) vehicle movement and (2) lane changing.  Guidelines for proper selection of input values are presented and their impact on model performance is discussed.]]></description>
      <pubDate>Wed, 20 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576076</guid>
    </item>
    <item>
      <title>THE BYPASS IMPACT ON COMMUNITIES</title>
      <link>https://trid.trb.org/View/576018</link>
      <description><![CDATA[Missouri Department of Transportation (MoDOT) originally constructed the state highway system to connect cities of the state with two-lane highways.  Cities have been developing immediately around the state highways since they were constructed.  This development pattern has transformed major routes into local arterials, which is one reason why MoDOT recently adopted a goal to connect Missouri cities with four-lane divided highways.  By constructing limited-access highways around the existing cities, the new highways will primarily serve through traffic.  Much can be learned about the impact these freeway bypasses will have by examining research conducted for the 63-mile-long Route 50 corridor in central Missouri, between Sedalia and Jefferson City.  The results of this specific project study show that the impacts upon the local community depend on several variables such as the size and geographic location of the city with respect to the proposed bypass.  The vehicle origins and destinations of the traffic currently on the existing highway also strongly affect the benefit the local community receives from the new highway.  The decision of whether to build the bypass within an urban area as opposed to building away from growth has tremendous impacts on eventual use by local traffic and the costs of the new bypass. Local traffic usage is also affected by the locations of new interchanges.  Finally, consideration must be given to local citizens, who during the course of the study, may feel trapped by the process.  Cities may be hesitant to invest in new development, because the location of the bypass will greatly impact desirability of land use.  The Route 50 corridor study contained three different-sized cities that would be impacted differently based on their individual characteristics.]]></description>
      <pubDate>Mon, 11 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576018</guid>
    </item>
    <item>
      <title>DEVELOPING A CANADIAN GUIDE TO TRAFFIC CALMING</title>
      <link>https://trid.trb.org/View/576315</link>
      <description><![CDATA[This article describes efforts by transportation professionals in Canada to implement traffic calming strategies to address traffic problems on residential streets.  Recognizing the growing popularity of traffic calming and the current lack of information and consistent guidelines regarding traffic calming measures, the Transportation Association of Canada (TAC) and the Canadian Institute of Transportation Engineers (CITE) joined in partnership for "Project 208."  This is a project to develop a national, bilingual Guide to Neighborhood Traffic Calming.  The guide has been divided into four chapters: Introduction, Community Involvement, Applicability and Effectiveness, and Design Guidelines.  Each of the chapters is summarized.]]></description>
      <pubDate>Tue, 05 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576315</guid>
    </item>
    <item>
      <title>TRAFFIC CALMING IN EUROPE</title>
      <link>https://trid.trb.org/View/576316</link>
      <description><![CDATA[This article provides a historical overview of the implementation of traffic calming systems and devices. According to the author, traffic calming dates back to 1970 when a road hump was built in Delft, The Netherlands.  Soon other European countries followed the idea, with Denmark and Switzerland changing the status of streets from traffic streets to living areas with priorities for pedestrians.  Research for the second generation of traffic calming started in 1978 in The Netherlands and 1980 in Germany to find low-cost and area-wide measures, include main roads, look for environmental aspects, and consider all modes of transport.  Currently, traffic calming is a town planning and transportation planning concept that serves and conserves the standard of living.  The physical traffic calming devices should include vertical deflections in the road surface, horizontal alterations, and traffic throttles.]]></description>
      <pubDate>Tue, 05 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576316</guid>
    </item>
    <item>
      <title>TRAFFIC CALMING IN AUSTRALIA - MORE THAN NEIGHBORHOOD TRAFFIC MANAGEMENT</title>
      <link>https://trid.trb.org/View/576314</link>
      <description><![CDATA[This paper focuses on Neighborhood Traffic Calming (NTC), or what has been named Local Area Traffic Management (LATM) in Australia.  This refers to the control of speeds and traffic flow in neighborhood streets by the use of physical devices. Some Australian communities now have more than 20 years of experience in the use of physical treatments to create safer and more livable local streets.  Traffic calming is a more recent term that is, in general, applied to these same techniques. However, calming was originally used to describe speed control measures that were being applied to local streets in Germany in the 1970s.  A group of Australian researchers identified three levels of traffic calming that include actions to restrain traffic speed and lessen traffic impacts.  Traffic calming is described as an end, not a means, to achieving a desired objective, and NTC is seen as only one of the the tools of traffic calming.]]></description>
      <pubDate>Tue, 05 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576314</guid>
    </item>
    <item>
      <title>SUCCESSFUL COMMUNITY PARTICIPATION IN LOCAL TRAFFIC PROPOSALS</title>
      <link>https://trid.trb.org/View/575404</link>
      <description><![CDATA[This paper examines the successes and failures of intensive community involvement in redesigning city streets.  It examines the progress of an ongoing study of traffic and parking in the architecturally sensitive conservative area of Clifton, Bristol. It illustrates how all sections of the community can work together with the local authority to recognize issues, examine options and reach an agreed action plan.  The process was not trouble free.  Difficulties arose as the implications of the detailed proposals became clear to the wider public and the realization that work would shortly commence in their street. The paper explains how different types of people become involved in the project as work progresses from the strategic level to detailed design and implementation.]]></description>
      <pubDate>Sun, 13 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575404</guid>
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