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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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    <item>
      <title>Das Wirtshaus im Spessart</title>
      <link>https://trid.trb.org/View/1648405</link>
      <description><![CDATA[Vor 60 Jahren, am 1. Mai 1959, fällt es der Spitzhacke zum Opfer, das legendäre Wirtshaus auf der Lichtung Rohrbrunn steht dem Bau der Bundesautobahn Frankfurt-Nürnberg im Weg. Die Autobahn verläuft über den Hochspessart mit Scheitelpunkt bei Rohrbrunn – die sogenannte Diagonallinie folgt dem uralten Handelsweg durch das Waldgebirge. Sie ist als die wirtschaftlichste Lösung unter den zahlreichen Trassenvarianten hervorgegangen, die man in den 1950er-Jahren untersucht hat und die im Extremfall sogar den Spessart ganz umgehen. Den Namen, der zu einem Markenzeichen wird, und ihren zweifelhaften Ruf verdankt die Herberge dem romantischen Dichter Wilhelm Hauff (1802-1827). Er siedelt dort die Rahmenhandlung seines dritten Märchenbands, des "Märchenalmanachs für Söhne und Töchter gebildeter Stände auf das Jahr 1828", an und nennt ihn "Das Wirtshaus im Spessart". Ob Hauff jemals den Gasthof in Rohrbrunn besucht hat, ist ungewiss; 1826 soll er dort auf dem Weg von Nördlingen nach Frankfurt am Main vorbeigekommen sein. Jedenfalls regen die mysteriösen Geschichten, die sich um das Haus ranken, immer wieder die Fantasie von Dichtern und Medienautoren an. (A)]]></description>
      <pubDate>Thu, 13 Feb 2020 10:34:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1648405</guid>
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      <title>Fahrradtourismus</title>
      <link>https://trid.trb.org/View/1243534</link>
      <description><![CDATA[Fahrradtourismus vereinigt oekologische Vorteilhaftigkeit mit gesundheitlichen Vorteilen und einem sehr hohen Erlebniswert fuer Touristen. Gleichzeitig ist der binnenwirtschaftliche Schwerpunkt dieser Tourismusform sowohl im Trend als auch politisch interessant, was insgesamt eine deutliche Foerderungsbereitschaft bedingt. Das Produkt Fahrradtourismus geht in Deutschland in die spaete Reifephase. Damit einher geht die Anforderung an die Anbieter, mit dem immer professionelleren Umgang mit Fahrradtourismus Schritt zu halten. Diese interessante und inzwischen auch fuer den Markt quantitativ sehr relevante Situation war der Anlass, ein Buch zu dem Thema herauszugeben, in dem nach einer Marktsituationsbeschreibung die Fernroutendefinition, die Routen-Qualifizierung an einem Beispiel, die Fahrradreiseveranstaltung und die Fahrradtouristen bezogenen Beherbergungsformen jeweils breiten Raum einnehmen. Mehrere Autorinnen und ein Autor widmen sich in 5 Teilen den Themen Fahrradtourismus - ein deutscher Wachstumsmarkt, Fahrradwanderwege, touristische Qualifizierung, Reiseveranstaltung im Fahrradtourismus sowie Beherbergung. (A) (Heilbronner Reihe Tourismuswirtschaft Band 13.)]]></description>
      <pubDate>Wed, 13 Feb 2013 10:35:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1243534</guid>
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    <item>
      <title>Ten o'clock closing - the effect of the change in hotel bar closing time on road accidents in the metropolitan area of Victoria</title>
      <link>https://trid.trb.org/View/1209594</link>
      <description><![CDATA[In the state of Victoria, on February 1, 1966, closing time of hotel bars was altered from 6 pm to 10 pm.  Sufficient time has now elapsed to allow an assessment of the long term effects of the change, and two questions arise: (a) has the change in closing time caused any change in the total number of road accidents? (b) has the hourly distribution of road accidents altered? the purpose of this study is to find answers to these questions. The investigation was confined to road traffic accidents in the Melbourne metropolitan area, and to those in which casualties were incurred. Significant changes did occur in hourly distribution of accidents within the period 6 to 11 pm: a decrease from 6 to 7pm and an increase from 10 to 11 pm.]]></description>
      <pubDate>Fri, 24 Aug 2012 23:51:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1209594</guid>
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    <item>
      <title>On the traffic effects of frontage land uses on urban main roads and arterials</title>
      <link>https://trid.trb.org/View/1209265</link>
      <description><![CDATA[The paper contains an outline of the methods of estimating the traffic generation of isolated and small groups of frontage land uses, ie, supermarkets, motels, hotels, service stations.  The effects of the interaction of the generated traffic with the traffic on the frontage road or roads are analysed.  The discussion is extended to deal with the more general traffic effects of 'ribbon development' in cases where the frontage road serves a hinterland of land uses on either side of it (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 23:42:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1209265</guid>
    </item>
    <item>
      <title>Behavioural observations of alcometer use</title>
      <link>https://trid.trb.org/View/1208402</link>
      <description><![CDATA[The behaviour of drinkers using a breath alcohol level (bal) self testing device (alcometer) installed in a Melbourne hotel was observed and recorded unobtrusively.  The device was used mainly on thursday, friday and saturday nights, toward closing time.  The results indicate that the majority of drinkers who used the machine did so as a source of entertainment, rather than as a device for inhibiting the user from driving when above the legal blood alcohol content (BAC).  This was suggested to reflect current community attitudes towards driving with excessive BAC's.  A major fault in machine design lay in the device underestimating bal, by truncation of the readout display and a design modification was suggested.  Recommendations for future study programs include examining the use of the alcometer in hotels located in different socioeconomic areas of Melbourne.  It is concluded that in the current community or social climate the device holds little promise as an effective accident countermeasure.]]></description>
      <pubDate>Fri, 24 Aug 2012 23:03:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1208402</guid>
    </item>
    <item>
      <title>Land use traffic impact prediction</title>
      <link>https://trid.trb.org/View/1207015</link>
      <description><![CDATA[The current procedures for the prediction of the traffic impact of proposed land use developments and their parking requirements are based on historical and non quantitative assessment procedures.  This has often resulted in inappropriate council parking codes.  Research recently undertaken aimed to provide a more quantitative basis for impact prediction.  Surveys were conducted at sites in each of the land use categories: motels, service stations, car sales yards, car accessories and tyres, hotels, road transport terminals, warehouses, recreation, fast food, factories, licensed clubs, office blocks and shopping centres.  Survey results were analysed using linear regression techniques.  Description models - where able to be developed - are presented in the form of regression equations.  Use of these models should take into consideration their accuracy and the range of independent variables for which they are applicable.  In situations where models were not able to be developed, proposed developments can be compared with characteristics of developments surveyed in the study and a subjective assessment made.  The use of the survey data as a standard data base should be of considerable value in maintaining a common standard of impact assessment.  Use of the models should improve the accuracy of impact prediction and assist the development of more realistic parking standards.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:04:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1207015</guid>
    </item>
    <item>
      <title>Land use traffic generation: data and analysis 3 - licenced clubs</title>
      <link>https://trid.trb.org/View/1206888</link>
      <description><![CDATA[The aim of this data and analysis is to quantify the traffic generation characteristics of licensed club developments.  This report presents the results of the surveys conducted together with an analysis of the base data. The surveys gathered information on the following important factors: 1) the vehicular flow rates produced by the development at the time of peak flow on the adjacent street system; 2) the peak vehicular flows generated by the club and the time of day at which these peaks occur; 3) the parking provision necessary if the parking demand is to be met without constraint. Satisfactory models covering all traffic aspects of clubs were not able to be developed. The models which were able to be developed are presented.]]></description>
      <pubDate>Fri, 24 Aug 2012 21:59:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1206888</guid>
    </item>
    <item>
      <title>Land use traffic generation: data and analysis 6 - motels</title>
      <link>https://trid.trb.org/View/1206653</link>
      <description><![CDATA[The aim of this data and analysis is to quantify the traffic generation characteristics of motel developments.  This report presents the results of the surveys conducted, together with an analysis of the base data.  The surveys gathered information on the following important factors: 1) the vehicular flow rates produced by the development at the time of peak flow on the adjacent street system; 2) the peak vehicular flows generated by the motel and the time of day at which these peaks occur; 3) the parking provision necessary if the parking demand is to be met without constraint. The analysis has been carried out using multiple linear regression techniques.]]></description>
      <pubDate>Fri, 24 Aug 2012 21:53:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1206653</guid>
    </item>
    <item>
      <title>Signposting for accommodation facilities - caravan parks, hotels, motels, guest houses, cabins, youth hostels and camping grounds</title>
      <link>https://trid.trb.org/View/1192204</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 12:30:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1192204</guid>
    </item>
    <item>
      <title>The effects of "sunday trading" on traffic crashes</title>
      <link>https://trid.trb.org/View/1190543</link>
      <description><![CDATA[In December 1979, the law was changed to allow hotels in New South Wales to trade on sundays between the hours of 12 noon and 10 pm.  The effect of this change in the law was examined by comparing the numbers of casualty crashes occurring after noon on sundays and other days of the week in 1980 with similar data for 1979.  A change in the pattern of weekend crashes was found, with saturday crashes decreasing and sunday crashes increasing in 1980. The increase in crashes on sundays was not statistically significant compared with crashes on mondays to fridays (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 11:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1190543</guid>
    </item>
    <item>
      <title>ANALYSE DE L'EXPLOITATION ET DES INSTALLATIONS DES AIRES DE SERVICE ET REDACTION DE NORMES COMPLEMENTAIRES D'APPLICATION</title>
      <link>https://trid.trb.org/View/1069540</link>
      <description><![CDATA[L'ANALYSE DE L'EXPLOITATION DES AIRES DE SERVICE ET DE LEURS INSTALLATIONS COMPORTE UN PROGRAMME DES BESOINS DE L'USAGER DE L'AUTOROUTE, QUE CES AIRES DOIVENT ASSURER; CES BESOINS SONT CLASSES DE LA FACON SUIVANTE: SERVICE DE RESTAURATION, DE LOGEMENT ET DIVERS (LAVABOS, TELEPHONE, INFORMATION TOURISTIQUE, CHANGE DE MONNAIE, ETC.,).  EN CE QUI CONCERNE LES VEHICULES,  IL Y A DES INSTALLATIONS OBLIGATOIRES (APPROVISIONNEMENT EN CARBURANTS ET LUBRIFIANTS, REMPLISSAGE DES RADIATEURS, PNEUS, ETC) ET A OPTION (ACCESSOIRES, REPARATIONS D'URGENCE, LAVAGE, ETC).  ON A ETABLI DEUX CATEGORIES D'AIRES DE SERVICES, EN FONCTION DES INSTALLATIONS DONT ELLES DISPOSENT: PRINCIPALES ET SECONDAIRES.  ON FOURNIT LES NORMES REGLEMENTANT LEUR EXPLOITATION (OBJET ET DUREE DU CONTRAT, REDEVANCES, OBLIGATIONS DE L'ADJUDICATAIRE, RESILIATION DU CONTRAT, GARANTIE, ETC...).]]></description>
      <pubDate>Sun, 21 Nov 2010 11:43:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1069540</guid>
    </item>
    <item>
      <title>AIRES DE SERVICE ET HOTELLERIE</title>
      <link>https://trid.trb.org/View/1060729</link>
      <description><![CDATA[ON ANALYSE ICI LES CARACTERISTIQUES DES AIRES DE SERVICE INSTALLEES SUR LES ROUTES ET AUTOROUTES, QU'ELLES SOIENT OU NON A PEAGE, EN INSISTANT PARTICULIEREMENT SUR LEURS AMENAGEMENTS DE RESTAURATION ET HOTELIERS.  ON INDIQUE LES DIFFERENCES ESSENTIELLES ENTRE LES AIRES DE SERVICE DES AUTOROUTES  ET LES ZONES DE REPOS ET HOTELIERES DES ROUTES CONVENTIONNELLES, ET ON ETABLIT UN CLASSEMENT DES TYPES DE COMMUNICATION PREVUS POUR LES USAGERS ENTRE LES DEUX COTES.  ON ETUDIE LES AVANTAGES ET INCONVENIENTS DES INSTALLATIONS SUIVANTES: RESTAURANTS DE TYPE "PONT", RESTAURANTS DE TYPE PASSERELLE INTEGREE, COMPLEXES RESTAURANT-SNACK-BAR, MINI-BARS A UN SEUL ETAGE, BARS AUTOMATIQUES, INSTALLATIONS DE TYPE "TAKE OUT", SELF-SERVICES, ETABLISSEMENTS DE TYPE "FAST FOOD", HOTELS PROPREMENT DITS, MOTELS, MINI-MOTELS, TEC.  ON SE REFERE EGALEMENT A LA SIGNALISATION  DES AIRES DE SERVICE ET A LEUR EQUIPEMENTS COMPLEMENTAIRES.  PUIS ON COMMENTE L'INFLUENCE DES TYPES ARCHITECTONIQUES DE CES INSTALLATIONS SUR LE CAPTAGE DU TRAFIC.  VOIR FICHE  GENERALE LTMS29053F (DIRR 107970).]]></description>
      <pubDate>Sun, 21 Nov 2010 07:07:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1060729</guid>
    </item>
    <item>
      <title>JOURNEES TECHNIQUES SUR L'ENVIRONNEMENT DE LA ROUTE</title>
      <link>https://trid.trb.org/View/1060724</link>
      <description><![CDATA[CES JOURNEES TECHNIQUES, ORGANISEES PAR L'INSTITUT DES INGENIEURS CIVILS ESPAGNOLS, ONT FAIT L'OBJET DE DIVERS TRAVAUX CONCERNANT CERTAINS ASPECTS DU THEME CENTRAL: L'ENVIRONNEMENT DE LA ROUTE.  L'EXPOSE D'INTRODUCTION DECRIT LE PROBLEME GENERAL ET ANALYSE LES FACTEURS DEFAVORABLES DE LA ROUTE (BRUITS, VIBRATIONS, CONTAMINATION, MODIFICATION DU PAYSAGE, ETC..), TANDIS QUE LES COMMUNICATIONS SUCCESSIVES ABORDENT LES ASPECTS SUIVANTS: LEGISLATION, SECURITE ET INTERVENTIONS TENDANT A L'ACCROITRE, ESTHETIQUE DE LA ROUTE,DECORATION VEGETALE, PARKING A L'INTERIEUR ET A L'EXTERIEUR DES VILLES ET DES AIRES DE SERVICE DES ROUTES ET AUTOROUTES, Y COMPRIS LES INSTALLATIONS HOTELIERES NECESSAIRES.  ON TROUVERA LE RESUME DES DIFFERENTES COMMUNICATIONS PRESENTEES DANS LES FICHES LTMS29054F (DIRR 107971) A LTMS29058F  (DIRR 107975).]]></description>
      <pubDate>Sun, 21 Nov 2010 07:07:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1060724</guid>
    </item>
    <item>
      <title>ANALYSIS OF THE OPERATION AND INSTALLATION OF SERVICE AREAS AND DRAFTING OF ADDITIONAL APPLICATION STANDARDS</title>
      <link>https://trid.trb.org/View/1059747</link>
      <description><![CDATA[THE ANALYSIS OF THE OPERATION OF SERVICE AREAS AND THEIR INSTALLATIONS INVOLVES A PROGRAMME FOR THE NEEDS OF THE MOTORWAY USER, WHICH MUST BE MET BY THE SERVICE AREAS. THESE NEEDS ARE CLASSIFIED IN THE FOLLOWING FASHION: RESTAURANT FACILITIES, FACILITIES FOR ACCOMMODATION, ETC (WASHROOMS, TELEPHONES, TOURIST INFORMATION, MONEY EXCHANGES ETC).  FOR VEHICLES THERE SHOULD BE OBLIGATORY INSTALLATIONS (PROVISION OF FUEL AND LUBRICANTS, RADIATOR  FILLING, TYRES, ETC) AND OPTIONAL FACILITIES (ACCESSORIES, EMERGENCY REPAIRS, WASHING, ETC).  TWO CATEGORIES OF SERVICE AREAS HAVE BEEN ESTABLISHED, BASED ON THE INSTALLATIONS WHICH ARE AVAILABLE: PRINCIPAL AND SECONDARY.  THE STANDARDS GOVERNING THEIR OPERATION ARE LISTED (THE OBJECTIVE AND THE DURATION OF THE CONTRACT, RENTS, OBLIGATIONS AND ADJUDICATION, TERMINATION OF CONTRACT, GUARANTEES, ETC).]]></description>
      <pubDate>Sun, 21 Nov 2010 06:48:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1059747</guid>
    </item>
    <item>
      <title>WORKSHOP ON HIGHWAY ENVIRONMENT</title>
      <link>https://trid.trb.org/View/1049556</link>
      <description><![CDATA[THIS WORKSHOP, ORGANIZED BY THE SPANISH CIVIL ENGINEERS INSTITUTE, DEALT WITH VARIOUS ASPECTS OF THE HIGHWAY ENVIRONMENT.  THE INTRODUCTORY REPORT DESCRIBES THE GENERAL PROBLEM AND ANALYZES THE HARMFUL EFFECTS OF THE ROAD  (NOISE, VIBRATION, POLLUTION, MODIFICATION OF THE LANDSCAPE); THE FOLLOWING REPORTS ARE CONCERNED WITH: LEGISLATION, SAFETY, AND MEANS OF IMPROVING IT, HIGHWAY AESTHETICS, EMBELLISHMENT BY MEANS OF VEGETATION, PARKING INSIDE AND OUTSIDE TOWNS, SERVICE AREAS FOR HIGHWAYS AND MOTORWAYS INCLUDING  MOTELS AND RESTAURANTS.  FOR ABSTRACTS OF INDIVIDUAL REPORTS, SEE IRRD ABSTRACTS NOS 107971 TO 107975.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:17:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049556</guid>
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