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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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      <title>Case Study: Developing a Methodology to Quantify Benefit-Cost Ratio Associated with a Complete Road Closure</title>
      <link>https://trid.trb.org/View/2562037</link>
      <description><![CDATA[Benefit-cost analysis (BCA) is a well-established method for assessing the economic effectiveness of a roadway construction project (the “Build” scenario) in comparison to a “No-Build” scenario. The primary components of this analysis are costs and benefits. Costs associated with the Build option are evaluated against those of the No-Build option to estimate the overall benefits and costs of the construction scenario. The costs of a roadway alternative primarily include agency costs and user costs over a specified analysis period. Agency costs encompass pre-engineering expenses, initial construction costs, and ongoing operation and maintenance (O&M) costs, while user costs cover travel time, vehicle operating costs, safety, emissions, and health impacts. In this study, a methodology was developed to estimate these costs and benefits, allowing for an assessment of economic effectiveness relative to the No-Build case. The methodology was successfully applied to a construction project, and sensitivity analyses were performed on factors such as traffic growth rate, discount rate, and detour length. Notably, at a projected traffic growth rate of 0%, the project yielded a favorable benefit-cost ratio (BCR) of 3.66 and a net present value (NPV) of $5,063,753. These results demonstrate that the proposed construction project is a valuable and cost-effective investment, underscoring the necessity for timely infrastructure improvements to enhance overall transportation efficiency and safety.]]></description>
      <pubDate>Tue, 08 Jul 2025 13:38:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562037</guid>
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      <title>Development of Emission Estimates for the Conformity Analysis of the JOHRTS FY-94 TIP</title>
      <link>https://trid.trb.org/View/1602502</link>
      <description><![CDATA[This report documents the mobile source emissions estimation methodology used for the conformity analysis of the Transportation Improvement Program (TIP) and the Long Range Plan (LRP) for Victoria County/JOHRTS/El Paso. Included in the report is a brief overview of the emission estimation methodology and the 24-hour traffic assignments used in the analyses; the methods used to estimate the seasonally adjusted time-of-day vehicle miles of travel and associated operating speeds; the estimation of the emission rates using the Environmental Protection Agency's (EPA' s) MOBILE5a program; and a brief outline of the method used to develop the emission estimates using the MOBILE5a emission rates and comparison of the emission estimates for the Build and No-Build options. An appendix presents the emission rates developed for the conformity analysis.]]></description>
      <pubDate>Wed, 15 May 2019 18:40:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1602502</guid>
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    <item>
      <title>Final Environmental Impact Report/Statement: Merced to Fresno</title>
      <link>https://trid.trb.org/View/1322498</link>
      <description><![CDATA[The Merced to Fresno Section Project Environmental Impact Report/ Environmental Impact Statement (EIR/EIS) is a second-tier EIR/EIS that builds upon and further refines work completed earlier as part of the two first-tier program EIR/EIS documents. The Merced to Fresno Section Project EIR/EIS analyzes the environmental impacts and benefits of implementing the HST in the more geographically limited area between Merced and Fresno and is based on more detailed project planning and engineering than the first-tier documents for the proposed project. The analysis therefore incorporates the earlier decisions and program EIR/EISs, and it provides more site-specific and detailed analysis. It examines alternatives, including the "no build" alternative, and addresses measures to avoid and minimize impacts.]]></description>
      <pubDate>Fri, 26 Sep 2014 14:42:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1322498</guid>
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    <item>
      <title>Urban Planning for Sustainability: Ankara's Planning Experience in Creating Sustainable Urban Form and Transport</title>
      <link>https://trid.trb.org/View/868482</link>
      <description><![CDATA[Urban transport problems resulting from high levels of mobility and care usage are major challenges facing most urban areas worldwide. While past decades saw various transport policies and measures to restrict and manage car usage in the various transport policies and measures to restrict and manage car usage in the cities, it has been increasingly recognized that urban form, development patterns, and density levels affect travel behavior and car usage, and that therefore urban planning can be a major tool in solving transport and traffic problems. Sustainable development debates support this line of thought, emphasizing the most appropriate urban form for creating sustainable urban transport systems. Certain planning approaches, such as intensification of urban development and corridor development that support public transport usage, together with higher density and diversity development, are promoted as sustainable alternatives to the prevailing lower-density urban sprawl. This paper assesses the effectiveness of such planning approaches, focusing on the planning experiences of Ankara, the capital Turkey.]]></description>
      <pubDate>Mon, 25 Aug 2008 08:50:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/868482</guid>
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    <item>
      <title>Duluth International Airport Land Use Plan</title>
      <link>https://trid.trb.org/View/804737</link>
      <description><![CDATA[The public has an interest in protecting airports to allow them to function in an efficient manner.  Airports generate a large amount of economic activity in addition to providing for the movement of people, goods, and services.  It would be difficult and expensive to replace or relocate an existing airport on a comparable site within proximity to an urban area.  For this reason, it is extremely important to achieve long-term compatibility between the airport operations and nearby land uses.  Planning for compatible land uses is an attempt to make the best use of limited community resources.   The Duluth International Airport is a regional resource that provides the area with access to air travel anywhere in the world, as well as jobs for the region.  According to the Duluth International Airport Master Plan of July 2000, the airport and its surrounding businesses employ roughly 1200 people full time.  Add to this another 1370 people working in a variety of positions at the Minnesota Air National Guard (MNANG) base, and the economic importance of the airport becomes evident to the local and regional economy.  Therefore, a regional approach to airport development is needed, as well as an effective system for surrounding jurisdictions to communicate information about new developments that may impact the airport.  This regional approach to airport planning and development will allow the jurisdictions adjacent to the airport to grow without adversely impacting the airport.   The Duluth Airport Land Use Study has three primary functions. The first is to describe and examine the regulations in place that protect public health, safety, and welfare.  These land use standards minimize the public's exposure to safety hazards and excessive noise from the airport.  Related to this function is preventing the encroachment of incompatible land uses around the airport, thereby preserving its utility into the future.  The second function of this plan is to identify developable land in the airport area.  A number of factors need to be considered when deciding the best locations for development in the airport area.  No-build zones, height restrictions, safety zones, wetlands and brownfields are some of the factors that impact where development can occur.  The third and final function of the Airport Land Use Plan is to examine the airport-area roadways to ensure proper connectivity to the airport and area business and access to the Duluth area roadway system.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/804737</guid>
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    <item>
      <title>VERIFYING ACCURACY OF REGIONAL MODELS USED IN TRANSPORTATION AND AIR QUALITY PLANNING: CASE STUDY IN SACRAMENTO, CALIFORNIA, REGION</title>
      <link>https://trid.trb.org/View/749646</link>
      <description><![CDATA[Model validation involves the comparison of model forecasts with observed data that are not used in model development to identify model prediction capabilities.  In this study, the historical forecasting method of validation is applied to the original version of the Sacramento, California, regional travel demand model (estimated with 1991 data) with observed data obtained in 2000 to test the accuracy of the model over a 9-year period.  Two simulations were used to test the model's accuracy and its representation of induced travel.  The results indicate that the model's functional forms and parameters overestimate vehicle miles traveled, hours traveled, and hours of delay (by 5.7%, 4.2%, and 17.1%, respectively) and that the model captures about half of estimated induced travel (i.e., elasticity of 0.14 versus 0.22).  It appears that if the model were used for air quality analyses in this region, its overestimation of daily vehicle travel would provide a relatively generous margin of error with respect to meeting emissions budgets.  However, in environmental impact statements for new highway projects, the model's upward bias would tend to overestimate no-build travel demand and congestion and, thus, the need for the projects. Compared with the no-build alternative, the magnitude of change for the highway alternative would have to be greater than the model error to be considered significantly different.]]></description>
      <pubDate>Mon, 14 Feb 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/749646</guid>
    </item>
    <item>
      <title>BENEFIT-COST ANALYSIS OF STATE HIGHWAY PROGRAM AS A WHOLE: CONCEPTUALIZING THE NULL ALTERNATIVE</title>
      <link>https://trid.trb.org/View/741226</link>
      <description><![CDATA[Benefit-cost analysis (BCA) of highway projects is usually based on comparisons with a null or no-build alternative.  More generally, any meaningful BCA must compare whatever is being evaluated with a reasonably complete and well-defined alternative state of affairs, sometimes referred to as the counterfactual world.  The analysis, specification, and modeling of the counterfactual world used in a retrospective BCA of the Kansas Comprehensive Highway Program (1989-1997) are described. Retrospective BCA for a state highway program as a whole raises important issues not addressed in previous literature. Generally, the policy client is concerned with state impacts, not national impacts.  Also, a benefit-cost ratio (BCR) is much more useful to policy makers concerned about future programs than is net present value.  Unfortunately, measured BCRs are sensitive both to choice of counterfactual world and to conceptualization of costs versus negative benefits. Benefit-cost literature increasingly emphasizes the importance of documenting a well-defined counterfactual alternative.  That is important because the net benefit of a project (i.e., benefit less cost) equals the sum of valuations of all differences between the actual world and the counterfactual world.  Hence, in the absence of the counterfactual, the BCR is not well defined.  A model for these concepts is provided, and the relationship to opportunity cost is clarified.  The specific counterfactual used in the Kansas study is then described.]]></description>
      <pubDate>Wed, 08 Sep 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/741226</guid>
    </item>
    <item>
      <title>ENVIRONMENTAL CONSIDERATIONS IN PLANNING, DESIGN, AND CONSTRUCTION</title>
      <link>https://trid.trb.org/View/692543</link>
      <description><![CDATA[This Special Report contains papers presented at the Fifth Summer Meeting of the Highway Research Board, July 31-August 2, 1972, at Madison, Wisconsin.  The papers are from the sessions on environmental considerations in planning, design, and construction.  The papers are as follows:  America's Highways: Where Are They Taking the Environment?, J.T. Middleton; Environmental Requirements of the Federal-Aid Highway Program, M. Lash; Incorporating Social and Environmental Factors in Highway Planning and Design, M.L. Manheim and J.H. Suhrbier; Environmental Goals for Highway Organizations, R. Lappegaard; What Is a Good Environmental Statement?, R.G. L'Amoreaux; Citizen Participation and Environmental Considerations in Transportation Planning, J. Robinson; Techniques for Assessing Trade-Offs among Social, Economic, and Environmental Effects of Public Investments in Highways, D.M. Blood; The "No-Build" Alternative: What It Is, Why It Is Necessary, and How It Can Be Handled, G.R. Adams; Case Study of the Milwaukee-Green Bay Interstate Corridor Location, R.W. Baker and J.D. Gruendler; Computer-Aided Transportation Corridor Selection in the Guelph-Dundas Area of Ontario, A.K. Turner and I. Hausmanis; The Moanalua Corridor: Environmental Problems Along the Proposed Route of Hawaii Interstate H-3, R.D. Bauman and D.C. Cox; Action Strategies and Environmental Values - Introduction (R.D. Netherton), Conservation: An Overview (R.B. Williams), Biological Values (L.A. Posekany), Recreational Values (D.L. Jervis), and Historic and Prehistoric Values (J.E. Freeman); Preservation of Landscape Features, C.R. Anderson; The Environmental Impact Statement and Visual Quality, A.H. Vollmer; Aesthetics in Structures, A.L. Elliott; Visual Quality and the Motorist, L. Isaacson; Achievements in the Visual Quality of Roadway Design, B.H. Rottinghaus; Effect of Construction Equipment Vibration on Nearby Buildings, L.M. Brown; Construction Equipment: Environmental Tools for Progress or Destruction, R.D. Messinger; Pollution: Sources and Solutions in Bituminous Construction, J.A. Epps, B.M. Gallaway, and R.L. Terrel; Effects of Channelization on the Aquatic Life of Streams, R. Patrick; and Nonchemical Means of Pest Management in the Highway Landscape, D. Pinnock and D.V. Cassidy.]]></description>
      <pubDate>Fri, 17 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/692543</guid>
    </item>
    <item>
      <title>CUMULATIVE IMPACT ASSESSMENT AND ITS APPLICATION TO A TRANSPORTATION PROJECT</title>
      <link>https://trid.trb.org/View/511939</link>
      <description><![CDATA[A proposed bridge would connect mainland Currituck County, North Carolina, with the county's Outer Banks.  The Outer Banks are rapidly developing with rental recreation homes.  Cumulative impacts, particularly their secondary (indirect) impacts components, are one of the principal issues in deciding whether to build the bridge.  The components of cumulative impact assessment represent an expansion of the traditional components of an impact assessment:  scoping, description of the affected environment, and determination of environmental consequences and mitigation of effects.  Scoping broadens to include past, planned, and unplanned induced governmental and nongovernmental actions and their effects, as well as a broader range of analysis limits.  The affected environment encompasses a description not only of existing conditions but also of past trends, development and environmental goals, the project area's potential for growth, and forces of change.  The assessment of environmental consequences looks at the incremental difference between the build and the no-build future.  The absolute impact of both scenarios also is important because one might find that neither scenario is desirable.  The components of cumulative impact assessment as derived from the literature and the application of cumulative impact assessment to the specific problem of the Mid-Currituck Sound bridge project are discussed.]]></description>
      <pubDate>Tue, 16 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/511939</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF EMISSION ESTIMATES FOR THE CONFORMITY ANALYSIS OF THE JOHRTS FY-94 TIP AND MTP. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/423052</link>
      <description><![CDATA[This report documents the mobile source emission estimation methodology used for the conformity analysis of the Transportation Improvement Program (TIP) and the metropolitan transportation plan (MTP) for Jefferson and Orange Counties and a portion of Hardin County.  Included in the report is a brief overview of the emission estimation methodology and the 24-hour traffic assignments used in the analyses; the methods used to estimate the seasonally adjusted time-of-day vehicle miles of travel and associated operating speeds; the estimation of the emission rates using the EPA's MOBILE5a program; and brief outlines of the method used to develop the emission estimates using the MOBILE5a emission rates and comparisons of the emission estimates for the Build and No-Build Options.  An appendix presents the emission rates developed for conformity analysis.]]></description>
      <pubDate>Thu, 10 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/423052</guid>
    </item>
    <item>
      <title>EL PASO TIP AND MTP 1995 - 2015 CONFORMITY ANALYSIS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/423053</link>
      <description><![CDATA[This report documents the mobile source emissions estimation methodology used for the conformity analysis of the Transportation Improvement Program (TIP) and the metropolitan transportation plan (MTP) for El Paso.  Included in the report is a brief overview of the emission estimation methodology and the 24-hour traffic assignments used in the analyses; the methods used to estimate the seasonally adjusted time-of-day vehicle miles of travel and associated operating speeds; the estimation of the emission rates using the EPA's MOBILE5a program; and brief outlines of the method used to develop the emission estimates using the MOBILE5a emission rates and comparisons of the emission estimates for the Build and No-Build Options.  An appendix presents the emission rates developed for conformity analysis.]]></description>
      <pubDate>Thu, 10 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/423053</guid>
    </item>
    <item>
      <title>MOBILITY IMPACTS FROM IMPROVEMENTS TO AN ARTERIAL STREET. FINAL REPORT</title>
      <link>https://trid.trb.org/View/350851</link>
      <description><![CDATA[The Texas State Department of Highways and Public Transportation is exploring methods of providing additional roadway capacity for major traffic movements.  One method identified is to increase the capacity of the arterial street system.  Streets with the potential of serving an enhanced role could be improved to operate at high speeds and a high level of service yet would not be required to satisfy the strict access control and right-of-way needs of a freeway.  Strategic arterial was the term selected to describe this new street category.  The mobility impacts from improvements to an existing arterial street (US 90A in Houston) and to conceptual corridors were evaluated using computer simulation.  Transyt-7F was the computer program used to evaluate the case study improvements that ranged from a do-nothing alternative to providing grade separations at all major intersections.  For the conceptual corridor, improvements evaluated included prohibiting left turns, changing the orientation of a grade-separated structure, and modifying the number of signals per mile.  The primary measure of effectiveness used to describe the mobility impacts was average through speed.  At-grade improvements (e.g., adding lanes or prohibiting left turns) to the existing arterial showed limited increases in through speed due to the highly congested nature of the case study area in the year 2000.  Grade-separated improvements were needed to cause significant increases in travel speeds.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/350851</guid>
    </item>
    <item>
      <title>BUS AND SUBWAY INTEGRATION IN SEOUL: A CASE OF DOING NOTHING</title>
      <link>https://trid.trb.org/View/302177</link>
      <description><![CDATA[Public transportation provided by small private operators has attracted much attention, particularly in the developing world.  In general, private services have been found to be both effective and profitable in contrast to those provided by large public systems.  In many countries, public and private transportation services run side by side, which makes planning complex.  An example from Seoul, South Korea, is discussed that features an exclusively private bus system and a publicly operated subway network.  The two systems display quite different characteristics:  the bus services were established long ago and are run by 90 predominantly small operators who are financially independent.  Most of the subway is new, capital-intensive, and operated by a large public corporation that is heavily subsidized. Because the subway network was greatly expanded in 1985, the government planned to integrate the two disparate systems. The task proved so complex, however, that the government chose to do nothing.  The obstacles to the integration plan are examined, and the bus companies' spontaneous adjustment to the subway expansion is reviewed.  The discussion reveals how a viable strategy for planned change can be designed.]]></description>
      <pubDate>Thu, 30 Nov 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/302177</guid>
    </item>
    <item>
      <title>NORTHEAST EXTENSION OF THE BALTIMORE METRO, BALTIMORE, MARYLAND. FINAL ENVIRONMENTAL IMPACT STATEMENT SUBMITTED PURSUANT TO THE NATIONAL ENVIRONMENTAL POLICY ACT 42 U.S.C. 4332(2) (C)</title>
      <link>https://trid.trb.org/View/281680</link>
      <description><![CDATA[During preliminary engineering, the Preferred Alternative, a 1.5 mile extension of the Baltimore Metro rail transit system from the existing Charles Center Station to Johns Hopkins Hospital, was considered in conjunction with a TSM Alternative and a No-Build Alternative.  The Preferred Alternative includes two new stations:  Market Place Station and Johns Hopkins Hospital Station.  The proposed rail extension addresses the need for increased accessibility from Baltimore's Northeast Corridor to MetroCenter as well as linking areas currently served by Metro to the major employment center at Johns Hopkins Hospital.  The FEIS examined several potential areas of impact including transportation, land use, economic, historic and archaeological resources, air quality, noise and vibration, parklands, and construction.  Mitigating measures for impacts are identified; there are no unresolved significant impacts.  The FEIS includes revisions to the DEIS.  Vertical lines in the right margin indicate revisions to the DEIS text.  The EIS concentrates on the study area of the Preferred Alternative and includes further refinement and analyses carried out during preliminary engineering; a summary of the comments and recommendations received on the DEIS; a list of persons, organizations, and public agencies commenting on the DEIS; and responses to substantive comments raised in the review and consultation process.]]></description>
      <pubDate>Sat, 30 Apr 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/281680</guid>
    </item>
    <item>
      <title>MIAMI, METROMOVER, MIAMI, FLORIDA. DRAFT ENVIRONMENTAL IMPACT STATEMENT SUBMITTED PURSUANT TO THE NATIONAL ENVIRONMENTAL POLICY ACT 42 U.S.C. 4332(2) (C)</title>
      <link>https://trid.trb.org/View/281682</link>
      <description><![CDATA[The proposed action is construction of the Omni and Brickell legs of Miami's automated guideway system, known locally as Metromover.  The CBD Core Loop portion of the Metromover System was opened for service in April 1986.  This report identifies transportation and environmental impacts of constructing the Omni Leg (1.4 miles) and the Brickell Leg (1.1 miles).  Impacts are compared with the No-Build Alternative.  The project would increase transportation capacity in Downtown Miami, improve transit travel times for internal trips, increase the mode share of person trips using transit, and improve circulation and mobility among major activity centers within the study area.  The project would adversely affect many bus riders from Miami Beach and the northern corridor, increasing their travel time to downtown, but would reduce travel time for Metrobus riders from the west and for Metrorail riders destined for Omni or Brickell.]]></description>
      <pubDate>Sat, 30 Apr 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/281682</guid>
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