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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>MULTIPLE-PURPOSE FREEWAY LAND DEVELOPMENT</title>
      <link>https://trid.trb.org/View/134033</link>
      <description><![CDATA[IMPORTANT PRINCIPLES AND PROBLEMS IN MULTIPLE-PURPOSE FREEWAY LAND DEVELOPMENT WITHIN URBAN AREAS ARE IDENTIFIED. AIR RIGHTS DEVELOPMENTS ARE DISCUSSED FOR WHICH THE EMPHASIS OF PROJECT DESIGN IS TOWARD A CONTINUITY WITH SURROUNDING LAND USES--TOWARD ELIMINATING THE BARRIER-LIKE CHARACTER OF FREEWAYS. THE BROAD CONCEPT OF HIGH-ACCESSIBILITY CORRIDORS AND CORRIDOR SYSTEMS WITHIN URBAN AREAS OFFERS AN IMPORTANT GUIDE IN DEVELOPING MULTIPLE USES. BOTH FREEWAY RIGHTS-OF- WAY AND OTHER LAND WITHIN PERHAPS ONE-HALF MILE OF INTERCHANGES SHOULD BE CONSIDERED AS POTENTIAL LOCATIONS FOR ALL TYPES OF LAND USE REQUIRING METROPOLITAN ACCESSIBILITY, INCLUDING INDUSTRIAL DISTRICTS, REGIONAL SHOPPING CENTERS, COMMERCIAL AREAS, UNIVERSITY AND COLLEGE CAMPUSES, MEDICAL DISTRICTS, MAJOR RECREATION ATTRACTIONS, AND HIGH DENSITY HOUSING. THE CONCEPT OF HIGH-ACCESSIBILITY CORRIDORS CAN BE USED AS A MEANS FOR IDENTIFYING AND EVALUATING JOINT DEVELOPMENT POSSIBILITIES. THREE KINDS OF MULTIPLE-PURPOSE FREEWAY LAND DEVELOPMENT INVOLVE RELATED TRANSPORTAIION FACILITIES (1) EXCLUSIVE TRANSIT LANES WITH STATIONS, (2) PASSENGER STOP TURNOUTS FOR BUSES OPERATING IN THE MIXED TRAFFIC STREAM, AND (3) INTERCHANGE AREA PARKING FACILITIES USED BOTH FOR CAR POOLING AND AS TRANSIT PARK-AND-RIDE LOTS. MOST SIGNIFICANT MULTIPLE USES (EXCEPT FOR COORDINATED TRANSPORTATION FACILITIES) INVOLVE THE DEVELOPMENT OF ADJACENT LAND PARCELS IN ADDITION TO NORMAL FREEWAY RIGHTS-OF-WAY. A SOLUTION TO THIS PROBLEM IS TO TURN THE ACQUISTION OF HIGHWAY RIGHTS-OF-WAY AND REQUIRED ADJACENT PARCELS OVER TO ONE PUBLIC AGENCY. IT IS SUGGESTED THAT FEDERAL-AID PROGRAMS SHOULD ENCOURAGE AND FINANCIALLY ASSIST JOINT DEVELOPMENT AND MULTIPLE-USE PROJECTS. A PROBLEM AFFECTING THE FEASIBILITY OF MULTIPLE USES WITHIN THE INTERCHANGE AREAS IS THE QUESTION OF PROVIDING ACCESS. RAMP USE RESTRICTIONS INHERENT IN PRESENT LEGISLATION MUST BE RELAXED TO CREATE LARGER AND MORE ATTRACTIVE RAMP INTERIOR DEVELOPMENT SITES.]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134033</guid>
    </item>
    <item>
      <title>ALLOCATING ROAD CONSTRUCTION AND MAINTENANCE COSTS TO THE MAJOR VEHICLE CLASSES USING THE FOREST SERVICE TRANSPORTATION SYSTEM</title>
      <link>https://trid.trb.org/View/91186</link>
      <description><![CDATA[THE MULTIPLE USE-SUSTAINED YIELD ACT REQUIRES THAT THE NATIONAL FORESTS BE ADMINISTERED FOR SUCH MULTIPLE USES AS TIMBER AND MINERAL PRODUCTION, OUTDOOR RECREATION, AND RANGE AND WATERSHED ACTIVITIES. FOREST SERVICE ROADS ARE MULTI- PURPOSE ROADS AND ARE DESIGNED AND BUILT TO ACCOMMODATE THE NEEDS OF EVERY USER OF THE ROAD. WHENEVER POSSIBLE, AND WHERE PRIVATE LANDS ARE INTERMINGLED WITH NATIONAL FOREST LANDS, THE FOREST SERVICE ENTERS INTO COOPERATIVE AGREEMENTS WITH THE OWNERS OF PRIVATE LAND TO BUILD A SINGLE ROAD OR ROAD SYSTEM FOR JOINT USE THAT WILL SERVE THE TOTAL TRAFFIC NEEDS. THE VARIOUS METHODS FOR ALLOCATING HIGHWAY CONSTRUCTION COSTS ARE REVIEWED TO RECOMMEND A METHOD OR METHODS APPROPRIATE FOR APPLICATION TO NATIONAL FOREST ROADS AND THE MAJOR VEHICLE CLASSES USING THESE ROADS. THE INDIVIDUAL ALLOCATION PROCEDURES USED ARE THE INCREMENTAL METHOD, COST-FUNCTION METHOD, THE TON-MILE METHOD, AND THE TIRE PRESSURE METHOD. METHODS REJECTED BECAUSE THEY ARE NOT CONSIDERED APPLICABLE TO THE FOREST SERVICE SITUATION ARE: THE INTERFERENCE METHOD, RELATIVE USE METHOD, AND DIFFERENTIAL BENEFIT METHOD. THE PROPOSED METHOD IS BASED ON THE INCREMENTAL CONCEPT OF HIGHWAY COST ALLOCATION. IT HAS A DIRECT APPLICATION TO MULTI-PURPOSE ROADS AND IT IS BELIEVED THAT THE ALLOCATION OF COST RESPONSIBILITIES BY THIS METHOD WILL BE FAIR. IT IS CONCLUDED THAT FOR THE MULTI-PURPOSE ROADS: (1) THE INCREMENTAL METHOD OFFERS THE BEST APPROACH FOR ASSIGNING CONSTRUCTION COST RESPONSIBILITIES TO THE TWO MAJOR VEHICLES USING THESE ROADS, (2) IN THE APPLICATION OF THE INCREMENTAL METHOD THERE IS A CONSTANT RELATIONSHIP OF 1.5:1 BETWEEN THE COST OF THE EXISTING OR PROPOSED ROAD AND THE COST OF A CORRESPONDING THEORETICAL ROAD, AND (3) BY EXTRAPOLATING THE 1.5:1 RATIO A 1:1 RATIO WAS DEVELOPED FOR THE COST RESPONSIBILITY FOR EACH MAIN BOARD FOOT HARVESTED TO EACH NON-COMMERCIAL VEHICLE TRAVELING IN ONE DIRECTION. THIS 1:1 RATIO IS THE SIMPLEST METHOD FOR DETERMINING CONSTRUCTION COST SHARES FOR THE FOREST SERVICE AND ITS COOPERATOR.]]></description>
      <pubDate>Thu, 05 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91186</guid>
    </item>
    <item>
      <title>NEW DIMENSIONS IN RIGHT OF WAY</title>
      <link>https://trid.trb.org/View/133598</link>
      <description><![CDATA[THREE ASPECTS OF THE CONTROVERSY THAT ORBITS AROUND THE PUBLIC TAKING OF PROPERTY THAT DISPLACES INDIVIDUALS ARE DISCUSSED. THESE EXAMPLES WERE CHOSEN BECAUSE THEY ILLUMINATE THE EXTENT TO WHICH THE DEBATE CHALLENGES ESTABLISHED PRACTICES IN PUBLIC TAKING AND, ALSO, THEY ARE ISSUES WHERE WORKABLE SOLUTIONS CAN BE FOUND. THEY ARE: (1) THE EXTENT TO WHICH THERE SHOULD BE INCREASED LOCAL PARTICIPATION IN DECISIONS OVER PUBLIC WORKS, (2) THE EXTENT TO WHICH SINGLE PURPOSE PUBLIC WORKS SHOULD BE REPLACED BY MULTI-PURPOSE PLANNING, AND (3) THE EXTENT TO WHICH TRADITIONAL NOTIONS OF COST-BENEFIT IN EVALUATING THE MERITS OF PUBLIC WORKS THAT DISPLACE INDIVIDUALS MUST BE REVISED.]]></description>
      <pubDate>Thu, 24 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133598</guid>
    </item>
    <item>
      <title>MULTI-PURPOSE HIGHWAY COMMUNICATIONS BY INDUCTION RADIO</title>
      <link>https://trid.trb.org/View/90125</link>
      <description><![CDATA[INSTALLATION OF SPECIALLY DESIGNED COAXIAL CABLE AND SUPPLEMENTARY ELEMENTS WITHIN THE HIGHWAY RIGHT-OF-WAY WAS SUGGESTED. USED WITH A MULTIPLICITY OF CARRIER FREQUENCIES, THE INSTALLATION WOULD PERMIT VOICE, TELEPRINTER, FACSIMILE , DATA TRANSMISSION, TELEVISION, REMOTE CONTROL OR OTHER SIGNALS TO BE CARRIED SIMULTANEOUSLY. LATERALLY, TRANSMISSION RANGE BY INDUCTION RADIO CAN BE RESTRICTED SUBSTANTIALLY TO THE RIGHT-OF-WAY WIDTH. SUCH A SYSTEM ALSO CAN BE INTERCONNECTED WITH OTHER COMMUNICATION FACILITIES TO EXPAND ITS USEFULNESS. AS NEW ROADS ARE BUILT, SUCH A SYSTEM COULD BE INCLUDED AT LOW COST. IN COUNTRIES WITH LIMITED INTERCITY COMMUNICATIONS FACILITIES AND WITH NEW HIGHWAYS PROJECTED TO CONNECT MAJOR CITIES, SUPPLEMENTARY COAXIAL CABLES MAY BE INSTALLED WITH THE ROADWAY SERVICE CABLE TO PROVIDE TELEPHONE AND TELEGRAPH CHANNELS. COSTS OF LAYING THESE CABLES DURING HIGHWAY CONSTRUCTION WOULD BE LOW IN COMPARISON TO OTHER CABLE INSTALLATION METHODS. ALL EQUIPMENT IS ON THE RIGHT-OF-WAY AND IS EASILY ACCESSIBLE FOR MAINTENANCE AND SERVICING. IN MANY COUNTRIES, NEW HIGHWAYS OFTEN FOLLOW STRAIGHT COURSE OVER LONG STRETCHES BETWEEN TOWNS AND VILLAGES WHERE NO TELEPHONES OR SERVICE STATIONS ARE LOCATED. USE OF VEHICLE-CARRIED INDUCTION RADIO -TELEPHONE EQUIPMENT OR INTERCONNECTION WITH CONVENTIONAL TWO-WAY RADIO SYSTEMS WILL ENABLE COMMUNICATION WITH ROADSIDE CONTROL POINTS OF POLICE STATIONS IN EVENT OF BREAKDOWN, ACCIDENT OR OTHER DIFFICULTY.]]></description>
      <pubDate>Wed, 09 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90125</guid>
    </item>
    <item>
      <title>A TIME-STAGED MULTI-OBJECTIVE NETWORK-DESIGN MODEL</title>
      <link>https://trid.trb.org/View/290372</link>
      <description><![CDATA[A time-staged multi-objective network-design model is presented.  Using lexico-maximum formulation multiple objectives can be reduced to a single objective without using weights and achieving optimal results without prioritizing objectives.]]></description>
      <pubDate>Tue, 31 Jan 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290372</guid>
    </item>
    <item>
      <title>MULTIPLE-USE OF RIDESHARING VEHICLES</title>
      <link>https://trid.trb.org/View/214110</link>
      <description><![CDATA[While many companies purchased vehicles for ridesharing during morning and evening commuting hours, a number are now looking into multiple-use programs that allow alternative uses for ridesharing vehicles during non-rush hours.  Vans used for morning and evening commuting might be used during the day to operate shuttle services, pick up and deliver materials, run errands or even be loaned or leased to social service agencies.  There are descriptions of 13 programs for ridesharing vehicles used for a variety of innovative operations.  Some organizations are using fleet vehicles for ridesharing; in other cases a ridesharing agency participates and/or operates a multiple-use vehicle program through a third-party vanpool operation. There are discussions of the advantages and disadvantages of a multiple-use program as well as a section of of program profiles.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/214110</guid>
    </item>
    <item>
      <title>MULTIPURPOSE TRAFFIC ASSIGNMENT USING VOLUME RESTRAINT AND LINK RESTRAINT FOR APPLICATION IN SMALL URBAN AREAS</title>
      <link>https://trid.trb.org/View/204667</link>
      <description><![CDATA[The development of a new traffic assignment model consisting of a set of procedures for an urbanized area with a population of 172,000 is described. Historical, social, and economic data were used as input to conventional trip generation and trip distribution models to produce a trip table for network assignment. This fixed table was divided into three trip types: external-external, external-internal, and internal-internal. The methodology used to develop the new traffic assignment model assigned each of the trip types by varying the diversion of trips from the minimum path. External-external trips were assigned on a minimum path routing and external-internal trips were assigned with a slight diversion from the minimum path.  Internal-internal trips were assigned with more diversion than external-internal trips and were adjusted by using iterative volume restraint and incremental link restraint.  An all-or-nothing traffic assignment model, Dial's multipath model, a volume restraint model, and a link restraint model were joined in five different combinations for a statistical analysis to analyze each procedure used in the new traffic assignment model.  The results of the analysis indicated that assigning trips by trip type using trip diversion and volume and link restraint produces a significant improvement in the accuracy of the assigned traffic volumes.  (Author)]]></description>
      <pubDate>Fri, 28 Sep 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204667</guid>
    </item>
    <item>
      <title>THE CHARACTERISTICS, USES AND POTENTIALS OF TAXICAB TRANSPORTATION</title>
      <link>https://trid.trb.org/View/36643</link>
      <description><![CDATA[Taxicab transportation is a significant segment of urban transportation.  Taxicabs, along with other "paratransit" type systems, provide service with characteristics between the automobile and mass transportation.  Consequently, they are well suited to a number of special purposes. Taxicabs currently serve a wide range of trip purposes by travellers with varied socio-economic characteristics. Taxicab transportation is most attractive for serving lower density area and off-peak travel particularly where there is only minimal mass transit service.  In this regard, taxicabs are a supplement to conventional mass transit. The use of taxicabs for collection and distribution functions for both passengers and freight is gradually being realized.  The multiple use of taxicabs offers advantages of increasing taxicab productivity and reducing individual trip costs.  Many of the problems related to taxicabs are regulatory and institutional in nature. Unless these constraints are eased or removed, wider application of taxicab transportation, including productivity gains, will be limited.  /Author/]]></description>
      <pubDate>Sun, 29 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36643</guid>
    </item>
    <item>
      <title>A SOLUTION TO THE MULTI-PURPOSE TRANSPORT PROBLEM</title>
      <link>https://trid.trb.org/View/91960</link>
      <description><![CDATA[This paper presents a solution to the multi-purpose transport problem.  In the first part it deals with some aspects related to the multi-purpose problem, and then in the second part presents its proposed solution, which is obtained by solving a finite sequence of transport problems. The solution set out succeeds in being computationally effective even though it is not capable of investigating other than limit solutions.]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91960</guid>
    </item>
    <item>
      <title>ANALYSIS OF MULTIPLE OBJECTIVES IN WATER QUALITY</title>
      <link>https://trid.trb.org/View/39022</link>
      <description><![CDATA[The needs for mathematical models that are susceptible to Water Quality Management, Ithaca, N.Y., June 26-28, 1974. format and units are presented.  Several water quality objectives and goals, classified as primary and secondary objectives, are introduced.  The concepts of noninferior (Parento optimum) solution, indifference band, and prefered solution are defined.  A general multiobjective model for water quality planning and management is developed.  Specific multiple objectives and constraints associated with biological oxygen demand, dissolved oxygen, thermal pollution, and algac bloom are introduced and examined.  The Surrogate Worth Tradeoff (SWT) method is reviewed and its application to water quality model is analyzed.  In particular basics in the derivation of the trade-off functions and the surrogate worth functions are given.]]></description>
      <pubDate>Wed, 02 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39022</guid>
    </item>
    <item>
      <title>I-84 ENVIRONMENTAL AND JOINT-USE STUDY, HARTFORD, CONNECTICUT</title>
      <link>https://trid.trb.org/View/131335</link>
      <description><![CDATA[NEARLY 100 ACRES OF LAND, OCCUPIED ALMOST EXCLUSIVELY BY I-84 WITHIN HARTFORD HAVE BEEN EXAMINED FOR FURTHER DEVELOPMENT POSSIBILITIES AND HAVE BEEN FOUND TO POSSESS MANY ATTRACTIONS. MANY LEGAL AND POLITICAL OBSTACLES HAVE BEEN CREATED OVER THE YEARS TO PROTECT HIGHWAYS; THESE WILL HAVE TO BE MODIFIED AND ADJUSTED TO GAIN FULL ADVANTAGE OF THE ECONOMIC PROMISE DISCLOSED BY THESE STUDIES. THE SELECTIVE APPLICATION OF JOINT DEVELOPMENT CAN IMPROVE THE ATTRACTIVENESS OF A MAJOR FREEWAY PASSING THROUGH THE CENTER OF A LARGE URBAN AREA. THE PRINCIPLES AND POTENTIALS DISCUSSED PROVIDE A FRAMEWORK FOR COORDINATED HIGHWAY AND LAND DEVELOPMENT PLANNING FOR OTHER KEY COMPONENTS OF METROPOLITAN HARTFORD'S FREEWAY SYSTEM. THE STUDY CONCLUDES THAT NECESSARY MOVEMENT CORRIDORS MUST BE PRESERVED, JOINT DEVELOPMENT MUST BE INCORPORATED INTO THE ROUTE SELECTION AND HIGHWAY DESIGN PROCESS, AND THE NEEDED INSTITUTIONAL ARRANGEMENTS FOR IMPLEMENTING PROPOSALS MUST BE ESTABLISHED. /FHWA/]]></description>
      <pubDate>Sun, 15 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/131335</guid>
    </item>
    <item>
      <title>THE VALUES OF URBAN TRANSPORTATION POLICY</title>
      <link>https://trid.trb.org/View/133927</link>
      <description><![CDATA[LOCAL GOVERNMENTS WERE ENCOURAGED BY THE INTERSTATE HIGHWAY PROGRAM TO CONSTRUCT NEW HIGHWAYS THROUGH DEVELOPED NEIGHBORHOODS. THE AVAILABILITY OF 100 PERCENT FEDERAL-STATE AID CONVINCED LOCAL POLITICAL SYSTEMS IN FAVOR OF LETTING IT BE DONE. A CHANGE IS ADVOCATED IN NATIONAL POLICY TO OFFER MUCH WIDER SCOPE FOR THE IMAGINATIVE USE OF SIDE-PAYMENTS AND FOR THE EXPRESSION OF LOCAL VALUES IN TRANSPORTATION PLANNING. IT IS BELIEVED THAT THE ROOT CAUSE OF UNREST IN FIELD OF URBAN TRANSPORTATION IS THE RIGIDITY OF NATIONAL POLICY. IT IS FELT THAT EFFICIENT TRANSPORTATION WOULD BE BETTER SERVED BY A POLICY THAT LEFT A GREAT MANY MORE CHOICES TO THE STATE AND LOCAL POLITICAL PROCESSES. THE FOLLOWING STEPS ARE DISCUSSED THAT MERIT CONSIDERATION TO: (1) ADAPT FEDERAL URBAN TRANSPORTATION POLICY TO THE VARYING PRIORITIES OF THE NATION'S DIVERSE URBAN AREAS AND SOCIOECONOMIC GROUPS, AND (2) MAXIMIZE POLITICAL SUPPORT FOR URBAN TRANSPORTATION INVESTMENT BY: (1) IMPROVING THE BALANCE BETWEEN HIGHWAY AND INVESTMENT, (2) INCREASING FLEXIBILITY IN THE TYPES OF HIGHWAY INVESTMENT PERMITTED IN THE FEDERAL-AID HIGHWAY PROGRAM, (3) STREET USE PRICING, AND (4) TEAM PLANNING, MULTIPLE PURPOSE DEVELOPMENTS, GREATER CITIZEN PARTICIPATION, AND MORE GENEROUS COMPENSATION.]]></description>
      <pubDate>Mon, 12 Jan 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133927</guid>
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