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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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    <item>
      <title>POLICE TRAFFIC SERVICES HANDBOOK FOR GOVERNOR'S HIGHWAY SAFETY REPRESENTATIVES</title>
      <link>https://trid.trb.org/View/112618</link>
      <description><![CDATA[THIS PUBLICATION IS PREPARED FOR STATE HIGHWAY SAFETY ADMINISTRATORS, TO PROVIDE THEM WITH A GROUNDING IN POLICE TRAFFIC SERVICES. IT IS NOT DESIGNED FOR USE OF POLICE EXEC- UTIVES OR STUDENTS OF POLICE ADMINISTRATION. THE HANDBOOK PROVIDES THE HIGHWAY SAFETY PLANNER WITH A CONCEPTUALIZATION OR THE PURPOSE, GOALS, AND OBJECTIVES OF A POLICE TRAFFIC SERVICES PROGRAM. IT IS MEANT TO SERVE AS A BASIC FRAME OF REFERENCE FOR THE PLANNER RELATIVE TO PROGRAM DEFINITION, ENFORCEMENT TECHNIQUES AND COUNTERMEASURES, AND SHOULD BE OF CONSIDERABLE VALUE TO HIM IN FINDING WAYS TO UPGRADE THE QUALITY AND LEVEL OF POLICE TRAFFIC SERVICES. FUNDMENTALS OF POLICE ORGANIZATION AND MANAGEMENT ARE TREATED BRIEFLY BUT ADEQUATELY ENOUGH TO GIVE THE UNINITIATED A FELL FOR THE QUASI-MILITARY ENVIRONMENT WITHIN WHICH TRAFFIC LAW ENGORCE- MENT FUNCATIONS OPERAT.]]></description>
      <pubDate>Fri, 13 Aug 2004 17:41:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/112618</guid>
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    <item>
      <title>THIS LAND IS WHOSE LAND? CHANGING CONCEPTS OF LAND AS PROPERTY</title>
      <link>https://trid.trb.org/View/132444</link>
      <description><![CDATA[THE CONCEPT OF PROPERTY RIGHTS IN LAND, UNLIKE THE NOTION OF PROPERTY RIGHTS IN STATUS, IS CONTRACTING RATHER THAN EXPANDING.  THE ARTICLE EXAMINES THE DILEMMA THAT TRADITIONAL PROPERTY CONCEPTS POSE TO GOVERNMENTS ATTEMPTING TO REGULATE LAND USE.  THE TRADITIONAL LEGAL DOCTRINES RESTRICTING SCOPE OF GOVERNMENTAL REGULATION OF THE LAND USE ARE OUTLINED AND THE APPLICATION OF THESE DOCTRINES TO GOVERNMENTAL PROTECTION OF THE ENVIRONMENT BRIEFLY SURVEYED. RECENT TRENDS IN THE LAW ARE EXAMINED.  A REDEFINITION OF THE CONCEPTS OF PROPERTY RIGHTS IN LAND WILL BOLSTER GOVERNMENT'S POWER TO DEAL WITH THE ENVIRONMENTAL CRISIS IN LAND USE.]]></description>
      <pubDate>Thu, 19 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132444</guid>
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    <item>
      <title>AERONAUTICS AND THE CONSTITUTION</title>
      <link>https://trid.trb.org/View/132386</link>
      <description><![CDATA[THIS MONOGRAPH IS A STUDY OF THE CONSTITUTIONAL BASIS FOR FEDERAL INVOLVEMENT IN AERONAUTICS IN CANADA. A GENERAL REVIEW IS GIVEN OF THE LEGAL DEVELOPMENT OF FEDERAL AUTHORITY AND CONTROL OVER AIR TRANSPORTATION AS EVIDENCED IN INTERNATIONAL TREATIES, ACTS OF PARLIAMENT, AND OPINIONS OF THE SUPREME COURT OF CANADA. IT IS SHOWN THAT THE MAIN GROWTH OF CANADIAN AIR TRANSPORT PARALLELS THE MATURATION OF THE COUNTRY AS AN INTERNATIONAL ENTITY CONSIDERATION IS GIVEN TO PROBLEMS WHICH DEVELOP BETWEEN FEDERAL AUTHORITIES AND PROVINCIAL AND LOCAL GOVERNMENTS. LICENSING, CONTROL OF AIR SPACE, OWNERSHIP AND OPERATION OF AIRPORTS, SUBSIDIZATION OF LOCAL CARRIERS, AIRCRAFT IMPORT CONTROL, RATE SETTING, AND MONOPOLY REGULATION ARE SHOWN TO BE AREAS OF COMMON INTEREST. SPECAIL ATTENTION IS GIVEN TO DELINEATING PROBLEMS AND POSSIBILITIES ARISING OUT OF THE DEVELOPMENT OF AN INTEGRATED GROUND TRANSPORTATION SYSTEM TO SUPPORT AIR TRANSPORT SERVICES. LIKEWISE, AIRPORT LOCATION AND ZONING IS TREATED AS AN AREA OF SPECIAL INTEREST FOR THE INTERPLAY OF FEDERAL RESPONSIBILITY WITH PROVINCIAL AND LOCAL REGULATORY POWER IN THE LOCATION, DEVELOPMENT AND USE OF NEW AIRPORTS.]]></description>
      <pubDate>Wed, 18 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132386</guid>
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      <title>NO-FAULT INSURANCE AND REFORM OF THE AUTOMOBILE ACCIDENT REPARATIONS SYSTEM</title>
      <link>https://trid.trb.org/View/132418</link>
      <description><![CDATA[THE AUTHOR PROPOSES A PROGRAM OF LEGISLATIVE REFORM OF THE AUTOMOBILE ACCIDENT REPARATIONS SYSTEM BASED ON REFORMS OF THE TORT LIABILITY SYSTEM, THE AUTOMOBILE INSURANCE FINANCING SYSTEM, AND THE STATE REGULATION SYSTEM. WHILE THIS PROGRAM IS SPECIFICALLY DIRECTED AT THE STATE OF TEXAS, IT CAN BE APPLIED TO ANY OTHER STATE BY MERELY CHANGING SOME OF THE FINANCIAL DETAILS. THE RECOMMENDATIONS INCLUDE: PROMOTING IMPROVEMENT OF VEHICLES SO AS TO REDUCE THE POSSIBILITY OF DEATH OR INJURY, THE SEVERITY OF INJURY, OR THE EXTENT OF VEHICLE DAMAGE WHEN AN ACCIDENT OCCURS; REDUCING THE LIKELIHOOD OF ACCIDENTS BY IMPROVED ENGINEERING OF VEHICLES; AND IMPROVING THE HIGHWAYS SO THAT ROADS AND THE PRESENCE OR ABSENCE OF TRAFFIC REGULATING DEVICES NEITHER CAUSE NOR AGGRAVATE ACCIDENTS. /DOT/]]></description>
      <pubDate>Thu, 15 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132418</guid>
    </item>
    <item>
      <title>U.M.V.A.R.A.: KEY TO REFORM OF ACCIDENT REPARATIONS</title>
      <link>https://trid.trb.org/View/132417</link>
      <description><![CDATA[THE UNIFORM MOTOR VEHICLE ACCIDENT REPARATIONS ACT PRE- SENTS THE BEST LEGISLATIVE VEHICLE TO EFFECT REFORM OF THE TORT SYSTEM AT THE STATE LEVEL. UNLIKE MANY RECENT LEGISLA- LATIVE PROPOSALS, IT IS NOT DIRECTED JUST AT DEFINING FIRST- PARTY BENEFITS AND RESTRICTIONS ON TORT LIABILITY. IT DEALS WITH THE MANY COMPLICATED ISSUES THAT ARISE IN A CHANGEOVER FROM A THIRD-PARTY ADVERSARY SYSTEM TO A FIRST PARTY INSU- RANCE SYSTEM. ITS FATE IN STATE LEGISLATURES UNDOUBTEDLY WILL DECIDE WHETHER THE REFORM OF THE SYSTEM WILL BE ACCOM- PLISHED BY THE STATES OR THE FEDERAL GOVERNMENT. INACTION AT THE STATE LEVEL OR WIDELY VARYING REFORM LEGISLATION CAN ONLY STRENGTHEN THE CASE FOR CONGRESSIONAL REFORM. /DOT/]]></description>
      <pubDate>Thu, 15 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132417</guid>
    </item>
    <item>
      <title>ACV'S IN CANADA: THE NEED FOR A FRESH APPROACH</title>
      <link>https://trid.trb.org/View/130389</link>
      <description><![CDATA[THIS ARTICLE SHOWS THE EXTENT OF EXISTING CANADIAN LEGISLATIVE ATTEMPTS AT CLASSIFYING ACV'S AND HOW THESE APPROACHES FALL SHORT OF WHAT THE PUBLIC, THE INDUSTRY, AND THE GOVERNMENT REQUIRES FOR THE DEVELOPMENT OF THE CRAFT IN ACCORDANCE WITH THE SYSTEM ENGINEERING CONCEPT. THE PROBLEMS FACING ACV'S IN THEIR OPERATIONS ARE DISCUSSED. OPERATION, SAFETY, AND LIABILITY CONSIDERATIONS ARE SHOWN TO BE UNIQUE WHEN COMPARED WITH THEIR EQUIVALENTS IN OTHER TRANSPORTATION MODES. THE AUTHOR ASSERTS THAT THE ACV MUST BE RECOGNIZED SUI GENERIS IN LAW, WITH ITS OWN STATUE PRESENTING A LEGAL FRAMEWORK CONSTRUCTED ACCORDING TO THE NEEDS OF THE VEHICLE. /AUTHOR/]]></description>
      <pubDate>Thu, 10 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130389</guid>
    </item>
    <item>
      <title>SECTION 4(F) OF THE DEPARTMENT OF TRANSPORTATION ACT</title>
      <link>https://trid.trb.org/View/132436</link>
      <description><![CDATA[THE CURRENT CONTROVERSY OVER THE ROUTING OF A PORTION OF PROPOSED SYSTEM 3-A THROUGH LEAKIN PARK IN BALTIMORE CITY IS A VIVID LOCAL EXAMPLE OF THE RECURRENT TENSION BETWEEN HIGHWAY NEEDS AND PARKLAND PRESERVATION. SECTION 4(F) OF THE DEPARTMENT OF TRANSPORTATION ACT, WHICH PROVIDES FOR PROTECTION OF PARKLAND AGAINST DESTRUCTION BY HIGHWAYS, WAS THE LEGISLATIVE RESPONSE TO SUCH COMPETING INTERESTS. THIS ARTICLE EXAMINES SECTION 4(F) AND THE LEGISLATIVE HISTORY, JUDICIAL INTERPRETATION AND ADMINISTRATIVE PRACTICE WHICH ACCOMPANY IT. GENERAL GOVERNMENTAL ORGANIZATION FOR THE ACHIEVEMENT OF AMENITY PROTECTION AND FOR PURPOSES OF OPTIMUM RESOURCE MANAGEMENT ARE DISCUSSED. /AUTHOR/]]></description>
      <pubDate>Fri, 31 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132436</guid>
    </item>
    <item>
      <title>CONDEMNATION OF PROPERTY FOR HIGHWAY PURPOSES: A LEGAL ANALYSIS: PART III</title>
      <link>https://trid.trb.org/View/132367</link>
      <description><![CDATA[VARIOUS ASPECTS ARE REVIEWED OF THE CONDEMNATION OF PROPERTY FOR HIGHWAY PURPOSES: BOARD OF VIEWERS, JURY TRIAL, MISCELLANEOUS TRIBUNALS FOR DETERMINING COMPENSATION, TIME AT WHICH VALUE IS DETERMINED, CONSTITUTIONAL PROVISIONS CONCERNING THE TAKING AND DAMAGING OF PROPERTY, SET-OFF OF BENEFITS, INTEREST AND COURT COSTS, DETERMINATION OF NECESSITY, RIGHT OF ENTRY, PROPERTY ALREADY DEVOTED TO A PUBLIC USE, DISMISSAL OR ABANDONMENT OF PROCEEDINGS, AND SCOPE OF APPEAL. THE PROCEDURAL AND SUBSTANTIVE LAWS OF THE SEVERAL STATES AND TERRITORIES ARE REVIEWED WHICH GOVERN THE HANDLING OF CONDEMNATION PROCEEDINGS. EXISTING LAW IN THE VARIOUS JURISDICTIONS IS COMPILED AND DESCRIBED TO ANALYZE THE ELEMENTS OF THE DIFFERENT PROCEDURES AND INDICATE WHICH ARE THE MOST DESIRABLE. THE GOAL OF CONDEMNATION STATUTES AND CASES IS DETERMINATION OF THE CONSTITUTIONALLY REQUIRED JUST COMPENSATION. METHODS OF CONDEMNATION ARE DIVIDED INTO TWO BROAD CATAGORIES: THE ADMINISTRATIVE METHOD AND THE JUDICIAL METHOD. IN THE EIGHT STATES WHICH USE THE ADMINISTRATIVE METHOD, THE CONDEMNOR CAN TAKE LAND BY TAKING CERTAIN STEPS WHICH DO NOT INCLUDE INSTITUTING COURT PROCEEDINGS. THE CONDEMNOR MAKES THE INITIAL DETERMINATION OF THE AMOUNT OF COMPENSATION. IT IS THEN UP TO THE LANDOWNER TO START PROCEEDINGS IF HE WISHES TO CONTEST THE AMOUNT OF THE AWARD. UNDER THE JUDICIAL METHOD, WHICH IS USED IN THE OTHER 44 JURISDICTIONS, THE CONDEMNOR INSTITUTES THE PROCEEDINGS AND THE AMOUNT OF COMPENSATION IS INITIALLY DETERMINED BY A BOARD OF VIEWERS, BY A JURY, OR BY OTHER MEANS INDEPENDENT OF THE CONDEMNOR. THIS ANALYSIS IS LIMITED TO THOSE JURISDICTIONS WHICH USE THE JUDICIAL METHOD, PLUS PENNSYLVANIA, WHICH USES A BOARD OF VIEWERS AS THE FIRST STEP IN ITS PROCEDURE AFTER THE LANDOWNER HAS CONTESTED THE HIGHWAY DEPARTMENT'S DETERMINATION. BOTH ELEMENTS OF THE FINAL AWARD SUCH AS INTEREST, COURT COSTS, AND ATTORNEY FEES, WHICH ARE ANCILLARY TO THE VALUE OF THE AFFECTED PROPERTY AND FOR WHICH THE PROPERTY OWNER IS COMPENSATED IN SOME OR ALL OF THE JURISDICTIONS, ARE ANALYZED AND DISCUSSED.]]></description>
      <pubDate>Fri, 17 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132367</guid>
    </item>
    <item>
      <title>LIABILITY OF THE STATE FOR INJURY-PRODUCING DEFECTS IN HIGHWAY SURFACE</title>
      <link>https://trid.trb.org/View/187162</link>
      <description><![CDATA[This paper considers the question of the liability of the State for failure to repair defects in the pavement or surface of the highway which proximately cause motor vehicle accidents resulting in injury or death.  The term "defect" is used to mean any opening, hole, depression, washout, or breakup on the road surface that results from the operation of natural causes (i.e., ordinary wear and tear, erosion and attrition due to weather, etc.).  The State owes a duty to keep roadways under its control in a condition reasonably safe for the public travel and use. This paper is directed to the problem of when and under what circumstances the State can be held liable for tortious conduct in the performance of this duty.  The cases set forth in this paper uniformly assume both the suability and the liability (upon proof of negligence) of the public defendant.  The results in the cases are made exclusively to turn on the applicability of the facts of one or more of the following legal concepts: (1) Proximate Cause; (2) Actual or Constructive Notice; (3) Common-Law Negligence; (4) Statutory Negligence; and (5) Contributory Negligence.]]></description>
      <pubDate>Mon, 31 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187162</guid>
    </item>
    <item>
      <title>LEGAL IMPLICATIONS OF HIGHWAY DEPARTMENT'S FAILURE TO COMPLY WITH DESIGN, SAFETY, OR MAINTENANCE GUIDELINES</title>
      <link>https://trid.trb.org/View/187012</link>
      <description><![CDATA[There is a wide variety of standards, specifications, policies, guidelines, and references applicable to the design and safety of highways.  In addition, highway departments have established procedures governing proper maintenance.  These guidelines may be important in cases involving liability of highway agencies for negligence.  Standards, guidelines, and the like, which have the force and effect of law, are admissible in evidence. Moreover, those guidelines not having force of law that are sponsored by governmental or nongovernmental associations also may be admissible.  The recent trend favors the admission of guidelines, assuming they are relevant and the proper foundation is established.  Even if a guideline is not admissible as direct evidence in a jurisdiction, it may be used for a limited purpose, for example, impeachment during cross examination.  If admitted, the guideline ordinarily is evidence of the standard of care that the highway agency should have followed.  Thus, relevant guidelines, even those not having the force of law, may be admitted in evidence and considered together with all other pertinent facts and circumstances to determine the issue of liability.  In some instances, as explained, the violation of a standard or guideline may constitute negligence per se.]]></description>
      <pubDate>Mon, 31 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187012</guid>
    </item>
    <item>
      <title>THE EFFECTS OF FEDERAL AND STATE PUBLIC INFORMATION ACTS ON HIGHWAY AND TRANSPORTATION DEPARTMENT ACTIVITIES</title>
      <link>https://trid.trb.org/View/188903</link>
      <description><![CDATA[The impact of the Freedom of Information Act (FOIA) on government will be felt for a long time.  The concepts have been picked up by state legislatures and by state courts in interpreting their own public record and information statutes. Exorbitant costs and many abuses resulting from FOIA, apart from its impact on the Federal Bureau of Investigation (FBI), Central Intelligence Agency (CIA), and the Internal Revenue Service (IRS) have caused the current administration and the Congress to take a further look at the statute.  Apart from the agencies mentioned, drastic changes are not anticipated but a lack of sympathy for the abusers of the FOIA is apparent from amendments already introduced.  Perhaps this current mood extends to the private litigant who uses the Act as a discovery tool. Heretofore, Congress' major concern with the FOIA has been to amend it because of some restrictive Supreme Court decision.  In the future, the Congress and the Supreme Court may both be more concerned with the broader effects of FOIA disclosures in relation to the overall welfare of the public.]]></description>
      <pubDate>Mon, 31 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188903</guid>
    </item>
    <item>
      <title>COMPLETING THE AUSTRALIAN NATIONAL HIGHWAY ROUTE THROUGH METROPOLITAN SYDNEY - AN ENVIRONMENTAL IMPACT STATEMENT OF THE WESTERN SYDNEY ORBITAL</title>
      <link>https://trid.trb.org/View/485376</link>
      <description><![CDATA[Sydney's planning strategy, 'Cities for the 21st Century' identified the need to improve a number of transportation corridors.  One of these is the north-south corridor linking the National Highway system across Sydney.  The route is also planned to link Sydney's planned second international airport some 70 kilometers (43 miles) from the city center.  The route travels through sites planned for residential development, through a major regional open space corridot, through existing development, and affects archelogical/aboriginal sites.  This paper describes the legislative process required for the EIS in New South Wales and presents the technical transportation analyses supporting the project.]]></description>
      <pubDate>Thu, 13 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485376</guid>
    </item>
    <item>
      <title>BICYCLE LAWS: A SURVEY AND COMPARISON OF REGULATIONS IN VIRGINIA AND THE NATION</title>
      <link>https://trid.trb.org/View/483825</link>
      <description><![CDATA[Legal rules are designed to influence behavior and balance competing needs.  This report focuses on an area of state regulation that has received minimal recent attention:  the laws that govern the operation of bicycles on public streets and their interaction with motor vehicles.  The study provides a comparative analysis of the national model Uniform Vehicle Code and the 50 state codes, with special emphasis on the Code of Virginia.  The researcher conducted a state-by-state comparison of ten specific legal issues:  1) carriage of passengers (particularly, of children by parents); 2) riding two abreast; 3) lane position; 4) method of giving turn signals; 5) use of bicycle sidepaths; 6) parental responsibility for children's violations; 7) application of traffic laws on paved shoulders; 8) mandatory safety helmet usage; 9) motor vehicle use of bicycle lanes; and 10) reflector requirements.  The issues were chosen in part because they have generated significant variance in legal rules throughout the nation.  Each state's rule is presented in tabular form in Appendix A of this report. Appendix B presents a sampling of state definitions of the term bicycle.]]></description>
      <pubDate>Tue, 26 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/483825</guid>
    </item>
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      <title>OHIO DOT NEGLIGENT IN FAILING TO INSTALL FENCING ON FREEWAY OVERPASS IN A TIMELY MANNER</title>
      <link>https://trid.trb.org/View/576540</link>
      <description><![CDATA[A motorist died because a cement block was thrown or dropped off a freeway overpass and struck the motorist in the head.  Estate administrator sued the Ohio Department of Transportation, claiming ODOT owed a duty to the deceased to carry out in a timely manner its policy on fencing overpasses.  Court of Claims granted immunity to ODOT because of discretionary nature of its decisions on project priority and time lines and because the court felt five years was not an unreasonable amount of time for implementing policy of installing protective fencing on more than 400 bridges across the state.  Court of Appeals of Franklin County affirmed but the U.S. Supreme Court found only the decision to adopt a policy discretionary and held that the time line was unreasonable and the case was remanded for award decision.]]></description>
      <pubDate>Wed, 24 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576540</guid>
    </item>
    <item>
      <title>SHIP MANAGEMENT</title>
      <link>https://trid.trb.org/View/572352</link>
      <description><![CDATA[A complete up to date overview of the ship management business. This 2nd edition provides an understanding of the market for ship management services, the ingredients for a successful business and the problems and liabilities ship managers face. This edition has been updated to include recent developments and topical issues such as quality assurance, IMO International Safety Management Code, OPA 90, new initiatives in marine training and the role and future of the International Ship Manager's Association.]]></description>
      <pubDate>Wed, 11 Jun 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572352</guid>
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