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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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>Testing our Defenses Against Aquatic Nuisance Species: Developing a means to rigorously assess treatment technologies for ships</title>
      <link>https://trid.trb.org/View/1538029</link>
      <description><![CDATA[Awareness of the negative effects posed by invasive organisms discharged in ships' ballast water has been growing since the 1970s. Early invasions, such as zebra mussels, prompted the U.S. Congress to pass laws in 1990 and 1996 requiring the development of new ballast water management regulations. More recently, in 2012, the United States Coast Guard published regulations establishing a "discharge standard" to limit the number of living organisms released in ballast water. In addition, working through the International Maritime Organization (IMO), the international community has adopted the International Convention for the Control and Management of Ships’ Ballast Water and Sediment, 2004 (Ballast Water Management Convention), which entered into force on September 8, 2017. The Convention stipulates the same numeric discharge standards for each size class as the U.S. regulations. The rigorous protocol needed to test these ballast water management systems was developed in cooperation with the Coast Guard, EPA, and stakeholders, which include vendors, shipping representatives, academicians, ballast water researchers, and regulators.]]></description>
      <pubDate>Mon, 27 Aug 2018 14:05:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538029</guid>
    </item>
    <item>
      <title>Integration of rockfall mitigations into the landscape</title>
      <link>https://trid.trb.org/View/1491862</link>
      <description><![CDATA[It's not impossible to conciliate landscape and technique. This technical guide provides a method for integrated protection devices against rockfalls in the landscape. It specifies which adaptations may be implemented in cases of protected or heritage sites on which rockfall mitigations may cause visual impacts. The principles for integrating rockfall mitigations into the landscape are presented first, and the necessity of having a project team gathering, among others, landscape architects and geotechnicians is underlined. An overview of regulatory measures and frameworks applying to landscape and heritage protection is then given, listing both mandatory measures and incentives. A third part gives a detailed description of the main current rockfall mitigations : for each device, a specification sheet describes its technical features, the landscape impacts linked to the device and a set of recommendations aimed at reducing those impacts. The last chapter presents case studies which throw light on the elements and discussions which have led to recommendations for integrating protective devices into the landscape.]]></description>
      <pubDate>Thu, 14 Dec 2017 16:01:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1491862</guid>
    </item>
    <item>
      <title>Environmental noise and health: current knowledge and research needs</title>
      <link>https://trid.trb.org/View/1375871</link>
      <description><![CDATA[With the aim of providing a scientific basis and guidance for future work on noise abatement in Sweden, we conducted a literature review of the current knowledge on health effects related to traffic and industrial noise, including annoyance, sleep disturbance, performance and learning and cardiovascular disease. Certain aspects concerning the exposure assessment techniques used in health risk assessments have also been reviewed. Furthermore, we aimed to identify important gaps in the knowledge and to summarize the main imminent research needs. Environmental noise is an inevitable nuisance in the urban community. Despite efforts to restrict the exposure, noise constitutes an increasing problem, primarily as a consequence of continuous urbanization and transportation growth. The major contributor to the overall burden of environmental noise is traffic, primarily road-, railway- and aircraft traffic, but noise from neighbours, construction sites and industrial plants also contribute.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:10:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375871</guid>
    </item>
    <item>
      <title>Perspectives on wanted and unwanted sounds in outdoor environments: studies of masking, stress recovery, and speech intelligibility</title>
      <link>https://trid.trb.org/View/1367701</link>
      <description><![CDATA[An acoustic environment contains sounds from various sound sources, some generally perceived as wanted, others as unwanted. This thesis examines the effects of wanted and unwanted sounds in acoustic environments, with regard to masking, stress recovery, and speech intelligibility. In urban settings, masking of unwanted sounds by sounds from water structures has been suggested as a way to improve the acoustic environment. However, Study I showed that the unwanted (road traffic) sound was better at masking the wanted (water) sound than vice versa, thus indicating that masking of unwanted sounds with sounds from water structures may prove difficult. Also, predictions by a partial loudness model of the auditory periphery overestimated the effect of masking, indicating that centrally located informational masking processes contribute to the effect. Some environments have also been shown to impair stress recovery; however studies using only auditory stimuli is lacking. Study II showed that a wanted (nature) sound improve stress recovery compared to unwanted (road traffic, ambient) sounds. This suggests that the acoustic environment influences stress recovery and that wanted sounds may facilitate stress recovery compared to unwanted sounds. An additional effect of unwanted sounds is impeded speech communication, commonly measured with speech intelligibility models. Study III showed that speech intelligibility starts to be negatively affected when the unwanted (aircraft sound) masker have equal or higher sound pressure level as the speech sound. Three models of speech intelligibility (speech intelligibility index, partial loudness and signal‐to‐noise ratio) predicted this effect well, with a slight disadvantage for the signal‐to‐noise ratio model. Together, Study I and III suggests that the partial loudness model is useful for determining effects of wanted and unwanted sounds in outdoor acoustic environments where variations in sound pressure level are large. But, in environments with large variations in other sound characteristics, models containing predictions of central processes would likely produce better results. The thesis concludes that wanted and unwanted characteristics of sounds in acoustic environments affect masking, stress recovery, and speech intelligibility, and that auditory perception models can predict these effects.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367701</guid>
    </item>
    <item>
      <title>Road traffic noise: factors modifying its relation to annoyance and cardiovascular disease</title>
      <link>https://trid.trb.org/View/1367647</link>
      <description><![CDATA[Traffic noise causes annoyance and sleep disturbance and has been linked with several other adverse effects on life quality and health, including increased risk of hypertension and myocardial infarction. Conservative estimates assume that at least one million healthy life years are lost every year from traffic related noise in the western part of Europe. We know from earlier studies that the adverse effects of environmental noise may be modified by social, demographic and individual factors. However, there is a need to better evaluate exposure-response in susceptible groups. The aim of this thesis was to test a number of factors hypothesised to modify the association between road traffic noise, annoyance and cardiovascular disease. Paper I-III are cross-sectional, while paper IV is a cohort study. The four different study populations in this thesis were selected through stratified random sampling of men and women aged 18-80 years old in the county of Skåne and its major city Malmö in southern Sweden. Exposures of road traffic and railway noise as well as air pollution were modelled using geographic information system (GIS) for the survey participants’ residential addresses. Possible confounding and modifying factors were mainly drawn from survey responses while outcomes were based on both self-reporting and inpatient registers. We were not able to show a relation between current and medium-term noise exposure to road traffic noise and incident myocardial infarction or ischemic heart disease in the general population. Air-pollution at low levels did not modify this effect. An association was however found between road traffic noise and hypertension in a cross-sectional study >60dB(A). We also found strong and positive relations between road traffic noise and annoyance. Railway noise was found to be less annoying at intermediate levels, but not >55dB(A). Access to quiet side had a protective effect and decreased the risk of annoyance, sleep and concentration problems equal to a 5dB(A) decrease in noise exposure. Generally middle-aged persons were found to be more susceptible to noise. Higher socioeconomic status and educational level were related to noise annoyance. With regard to sex, findings were less consistent. We also found that results in our studies might be biased due to selective participation, that noise sensitive individuals were likely to have a higher response rate and that inter-study comparison may be difficult since different annoyance scales can produce very different results. In conclusion, the health effects of noise are modified by noise source, co-exposures, environmental and socio-demographic factors (as well as personal traits) and research methodology. To develop better policies for residential noise environment, future research should focus on combined exposures and stressors as well as further explaining age differences and developing better ways to account for social class.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:20:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367647</guid>
    </item>
    <item>
      <title>QUATORZIEME CONGRES MONDIAL - PRAGUE 1971 - QUESTION V - VOIRIE URBAINE.</title>
      <link>https://trid.trb.org/View/1081465</link>
      <description><![CDATA[LE RAPPORT PRESENTE D'ABORD LES POINTS ESSENTIELS DES 20 RAPPORTS NATIONAUX QUI ONT ETE REDIGES ET QUI CONCERNENT TOUT OU PARTIE DES 4 SOUS-QUESTIONS SUIVANTES : - CONCEPTION DES CHAUSSEES URBAINES (CARACTERISTIQUES GEOMETRIQUES ET STRUCTURALES ; INSERTION DE VOIES RAPIDES EN AGGLOMERATION ; CREATION D'ENCEINTES A CIRCULATION INTERDITE AUX VEHICULES). - REALISATION DES TRAVAUX DE VOIRIE URBAINE (COORDINATION ; EXECUTION SOUS CIRCULATION). - EXPLOITATION (SIGNALISATION). - NUISANCES (BRUITS, FUMEES ET GAZ ; VIBRATIONS ; INFLUENCE SUR LE PLAN D'AMENAGEMENT DES VILLES). DANS LES DERNIERES PAGES ET EN INSISTANT SUR LA DIFFICULTE DE LA TACHE NEE DE LA DIVERSITE DES POINTS DE VUE ET DE LA FAIBLE EVOLUTION DEPUIS LE PRECEDENT CONGRES, LE  RAPPORTEUR PRESENTE SES CONCLUSIONS ET PROPOSITIONS, POUR CHAQUE SOUS-QUESTION.   VOIR FICHE GENERALE DIRR NUMERO 100978   (BIBL.)]]></description>
      <pubDate>Sun, 21 Nov 2010 18:38:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1081465</guid>
    </item>
    <item>
      <title>LE BRUIT DES RUES ET LA GENE EXPRIMEE PAR LES RIVERAINS.</title>
      <link>https://trid.trb.org/View/1078292</link>
      <description><![CDATA[DEUX EQUIPES DE CHERCHEURS ONT TRAVAILLE SUR LES MEMES SITES, LES UNS ANALYSANT LE BRUIT LES AUTRES LA GENE. LE BRUIT EN VILLE EST DU, LE PLUS SOUVENT, A LA CIRCULATION AUTOMOBILE. LES ACOUSTICIENS SE SONT DONNE POUR TACHE DE DECRIRE LE BRUIT EN FONCTION DU TRAFIC ET DE LA GEOGRAPHIE DES LIEUX.  ILS ONT, POUR CELA, RELEVE UN TRES GRAND NOMBRE DE DONNEES PHYSIQUES EN UNE CENTAINE DE POINTS CHOISIS DANS PARIS ET LA BANLIEUE. LE TRAITEMENT DE  CES DONNEES FOURNIT, EN CHAQUE POINT, HEURE PAR HEURE, OU POUR DIFFERENTES PERIODES DE LA JOURNEE, LA VALEUR D'UNE VARIABLE DE BRUIT QUI, DANS PARIS, CORRELE BIEN AVEC LE DEBIT DES VEHICULES. LES AUTEURS PROPOSENT UNE FORUMLE QUI PERMET DE PREVOIR AVEC UNE PRECISION SUFFISANTE, LES NIVEAUX ACOUSTIQUES DANS LES ZONES URBANISEES TRADITIONNELLES. L'EQUIPE DES SOCIOLOGUES, DE SON COTE A INTERROGE LES RIVERAINS POUR CONNAITRE LE DEGRE DE GENE QU'ILS EPROUVAIENT. LES AUTEURS DEGAGENT UN INDICE  DE GENE QUI RASSEMBLE LES OPINIONS GLOBALES A L'EGARD DU BRUIT ET LES GENES DE JOUR.(A)]]></description>
      <pubDate>Sun, 21 Nov 2010 16:49:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078292</guid>
    </item>
    <item>
      <title>LA VOIRIE URBAINE - PARTICULARITES, MATERIAUX, ET PROCEDES SPECIAUX.</title>
      <link>https://trid.trb.org/View/1078288</link>
      <description><![CDATA[S'IL Y A PEU DE MATERIAUX ET DE PROCEDES SPECIAUX A LA VOIRIE URBAINE, LE  CHOIX ENTRE LES DIFFERENTES TECHNIQUES POSSIBLES DEPEND DES CONTRAINTES PARTICULIERES AU SITE URBAIN. PAR RAPPORT AUX VOIES DE RASE CAMPAGNE, LES PARTICULARITES ESSENTIELLES DE LA RUE SONT : LE GRAND NOMBRE DE PARAMETRES  LIE A LA MULTIPLICITE DE SES FONCTIONS DES DEBITS IMPORTANTS ET LA NECESSITE D'UN COEFFICIENT DE SECURITE ELEVE DU FAIT DU COUT DES GENES QUI PEUT  ETRE CONSIDERABLE. MAIS SI LA REALISATION DES TRAVAUX EST SOURCE DE GENES ET DE NUISANCES, RECIPROQUEMENT, LE MILIEU URBAIN REND DIFFICILES ET ONEREUSES LES CONDITIONS D'EXECUTION. IL FAUT DONC A LA FOIS REDUIRE LES NUISANCES IMPOSEES AUX UTILISATEURS ET S'ADAPTER AUX CONTRAINTES DUES A CEUX-CI. PARMI LES TECHNIQUES PARTICULIERES, ON PEUT CITER POUR LES COUCHES DE ROULEMENT, LE PAVAGE, QUI EST EN REGRESSION MAIS PEUT TROUVER DE NOUVELLES APPLICATIONS DANS LE CADRE DE L'AMELIORATION DE L'ENVIRONNEMENT, ET L'ASPHALTE COULE QUI PARAIT DEVOIR SE DEVELOPPER, PARALLELEMENT AVEC LES AUTRES REVETEMENTS HYDROCARBONES.(A)]]></description>
      <pubDate>Sun, 21 Nov 2010 16:49:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078288</guid>
    </item>
    <item>
      <title>TABLE RONDE : LA FABRICATION DES ENROBES ROUTIERS.</title>
      <link>https://trid.trb.org/View/1078219</link>
      <description><![CDATA[LA QUALITE DES CHAUSSEES DEPEND DANS UNE LARGE MESURE DE L'EQUIPEMENT DONT ON DISPOSE ET EGALEMENT DU CONTROLE DE LA FABRICATION DES ENROBES. IL SEMBLE QUE LES FORMULES DE COMPOSITION DU MELANGE DE GRANULATS SONT TROP DIFFERENTES ET LA NORMALISATION SERAIT DESIRABLE. L'UTILISATION DE SABLE FILLERISE QUI PRESENTE DES INCONVENIENTS EN CE QUI CONCERNE LA MISE EN OEUVRE,  EST AVANTAGEUSE DU POINT DE VUE ECONOMIQUE. UNE DISCUSSION A LIEU AU SUJET DE LA TENDANCE FUTURE EN MATIERE DE CAPACITE DE FABRICATION DES CENTRALES D'ENROBAGE. LA TENDANCE SEMBLE ETRE A L'UTILISATION DES CENTRALES STATIONNAIRES DE CAPACITE RELATIVEMENT LIMITEE. EN CE QUI CONCERNE LES CENTRALES MOBILES, UNE CAPACITE DE 400 TONNES PAR HEURE REPOND AUX BESOINS COURANTS. EN CONCLUSION, UN IMPORTANT ECHANGE DE VUES A LIEU SUR LE PROBLEME DES NUISANCES (POUSSIERES) ET DES REGLEMENTS PROJETES A CE SUJET.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:47:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078219</guid>
    </item>
    <item>
      <title>L'EXPERIENCE DE CIRCULATION D'OCTOBRE 1971 A MARSEILLE.</title>
      <link>https://trid.trb.org/View/1077807</link>
      <description><![CDATA[CETTE EXPERIENCE AVAIT POUR BUT D'EPROUVER DES MESURES TECHNIQUES DESTINEES A AMELIORER LES CONDITIONS D'ACCES AU CENTRE VILLE ET DE TRAVERSEE DE CE CENTRE DANS SON AXE NORD-SUD : EN SEPARANT TRAFIC TRANSPORTS EN COMMUN ET CIRCULATION GENERALE - EN RESTREIGNANT LES POSSIBILITES DE STATIONNEMENT. DES EXTRAITS DE LA NOTE DES SERVICES TECHNIQUES DE LA VILLE DE MARSEILLE  RENDENT COMPTE DU DEROULEMENT DES OPERATIONS ET DES RESULTATS OBTENUS EN  CE QUI CONCERNE : LA CIRCULATION GENERALE, LE STATIONNEMENT, LE TRAFIC DES PIETONS, L'ACTIVITE COMMERCIALE, LES NUISANCES. DES EXTRAITS DE LA NOTE  R.A.T.V.M. RENDENT COMPTE DES RESULTATS ENREGISTRES PAR LE RESEAU. L'ARTICLE S'ACHEVE EN TIRANT DE CETTE EXPERIENCE DES CONCLUSIONS D'ORDRE PRATIQUE.]]></description>
      <pubDate>Sun, 21 Nov 2010 16:33:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1077807</guid>
    </item>
    <item>
      <title>CLASSIFICATION QUANTITATIVE DES NUISANCES DUES A LA CIRCULATION AUTOMOBILE.</title>
      <link>https://trid.trb.org/View/1072381</link>
      <description><![CDATA[CET ARTICLE RAPPORTE SEULEMENT CE QUI CONCERNAIT LA RECHERCHE D'UNE EVALUATION QUANTITATIVE DES NUISANCES DANS LA CONFERENCE DE K. RUDELSTORFER SUR  LES EFFETS DE L'AUTOMOBILE SUR L'ENVIRONNEMENT ET L'EVALUATION DE LEURS COUTS LORS DU CONGRES IRF DE BUDAPEST DU 22-27 SEPTEMBRE 1974. POUR EVALUER CES EFFETS, IL FAUT CHOISIR UNE SERIE DE CRITERES FONDAMENTAUX TELS QUE LE NIVEAU SONORE, LES EMISSIONS DE GAZ D'ECHAPPEMENT ET DE POUSSIERE, L'EFFET DE SEPARATION DES FLUX DES VEHICULES, LES RISQUES D'ACCIDENT ET LE PROFIL EN TRAVERS. LA MEILLEURE METHODE DE QUANTIFICATION DE CES CRITERES CONSISTE A METTRE AU POINT UNE SERIE DE SOUS-CRITERES ET DE MESURES, TELS QUE  POUR LE BRUIT, LE NIVEAU SONORE EQUIVALENT... L'AUTEUR DONNE QUELQUES INDICATIONS SUR LES METHODES PROPOSEES POUR LE CALCUL DE CES VALEURS PAR MM.  APEL, RUGGER ET GLUCK, ET BUCHANAN,  PUIS SUR LES TRAVAUX EFFECTUES SOUS  SA DIRECTION POUR L'EVALUATION DE LA DEGRADATION DE LA QUALITE DE L'ENVIRONNEMENT PAR LA CIRCULATION ROUTIERE. IL MONTRE COMMENT ON PORTE SUR UN DIAGRAMME EN ABSCISSE LA DISTANCE ENTRE LA CHAUSSEE ET LE POINT ETUDIE ET EN ORDONNEE (SUR LA BASE DE CRITERES APPROPRIES) L'INCONVENIENT OU L'AVANTAGE LIE AU TRAFIC AUTOMOBILE EN FONCTION DE L'ELOIGNEMENT PAR RAPPORT A LA CHAUSSEE. D'APRES LA PROPORTION DES HABITANTS DESAVANTAGES OU AVANTAGES A UNE DISTANCE DONNEE ET LE TAUX DE DEGRADATION CALCULE A L'AIDE D'UNE FORMULE, ON OBTIENT 2 COURBES : LA COURBE 'AVANTAGE' ASCENDANTE VERS LA DROITE ET LA COURBE 'INCONVENIENT', DESCENDANTE VERS LA GAUCHE. CES DEUX COURBES SE RECOUPENT A UNE DISTANCE DETERMINEE DE LA BORDURE DE LA CHAUSSEE. A PARTIR DE CE SEUIL (SEUIL DE TOLERANCE) LES AVANTAGES L'EMPORTENT SUR LES INCONVENIENTS. EN PORTANT LES POINTS CORRESPONDANTS AU SEUIL DE TOLERANCE SUR  LES DIFFERENTS PROFILS EN TRAVERS DES RUES ET EN RELIANT CES POINTS ON OBTIENT UNE ZONE NEGATIVE DE PART ET D'AUTRE DE LA CHAUSSEE CARACTERISEE PAR L'EXISTENCE DE NUISANCES IMPORTANTES DUES A LA CIRCULATION AUTOMOBILE.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:23:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1072381</guid>
    </item>
    <item>
      <title>LES NUISANCES SONORES PROVOQUEES PAR LA CIRCULATION ROUTIERE EN REGION PARISIENNE.</title>
      <link>https://trid.trb.org/View/1072281</link>
      <description><![CDATA[CE SEMINAIRE TECHNIQUE TRAITE : 1) DES PROBLEMES D'EVALUATION DES BRUITS ET DE LA GENE QUI EN RESULTENT LE LONG DE INFRASTRUCTURES ROUTIERES ET DES  PROBLEMES POSES PAR LA PROTECTION DES RIVERAINS CONTRE CES NUISANCES (M.  SARDIN, SETRA) ; DES EXEMPLES DE REALISATION DE SYSTEMES DE PROTECTION (M. PAULIK, SRE-DESRET) ; 2) DES PROBLEMES POSES PAR L'AUTOROUTE A86 A FRESNES ET A CHOISY LE ROI (M. LARAVOINE, DDE VAL DE MARNE), PAR L'AUTOROUTE B3 (M. GILLE, DDE VAL DE MARNE), PAR L'AUTOROUTE A86 A GENNEVILLIERS (M. FONTENAIST, DDE HAUTS DE SEINE) ; DE LA MISSION DES GEP EN MATIERE DE BRUIT (M. DUBOIS TAINE, DDE VAL DE MARNE). A LA FIN DES DEUX PARTIES DE CE SEMINAIRE, LES DEBATS QUI ONT SUIVI SONT CONSIGNES.   (BIBL)]]></description>
      <pubDate>Sun, 21 Nov 2010 13:20:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1072281</guid>
    </item>
    <item>
      <title>IMPACT DE LA ROUTE SUR L'ENVIRONNEMENT - METHODE DE QUANTIFICATION.</title>
      <link>https://trid.trb.org/View/1069616</link>
      <description><![CDATA[L'ARTICLE FAIT LA DESCRIPTION SUCCINTE D'UNE ETUDE ENTREPRISE PAR UN GROUPE PLURIDISCIPLINAIRE A L'EPFL. CONSTATANT L'INSUFFISANTE CONSIDERATION DES CONSTRUCTEURS DE ROUTE FACE A L'ENVIRONNEMENT, ON PROPOSE UNE METHODE D'EVALUATION CHIFFREE DE L'IMPACT DE PROJETS. LA ZONE INFLUENCEE PAR LA ROUTE EST DECOMPOSEE EN AFFECTATIONS (UTILISATIONS DU SOL) DONT ON ESTIME LA VALEUR AU MOYEN DE CRITERES. CETTE VALEUR EST DESTINEE A FIXER UNE NORME DE  L'IMPACT TOLERABLE. DANS UNE GRILLE, ON EVALUE L'IMPACT DE CHACUNE DES IMMISSIONS SUR CHAQUE AFFECTATION. LES IMMISSIONS SONT CONSIDEREES DE FACON  SYNTHETIQUE ; UNE LISTE EN EST PROPOSEE. L'IMPACT EST DEFINI COMME UNE DIMINUTION DE LA VALEUR DES AFFECTATIONS, DONT LA MESURE EST EGALE AU PRODUIT DE LA VALEUR D'IMMISSION PAR LA SENSIBILITE DE L'AFFECTATION A SON EGARD. L'IMPACT AINSI CALCULE EST COMPARE A LA NORME DE L'IMPACT TOLERABLE. LA  METHODE PROPOSEE PEUT S'APPLIQUER A N'IMPORTE QUEL STADE DU PROJET, PERMETTANT D'OPERER DES CORRECTIONS DE SES POINTS FAIBLES, DE MEME QU'A DES OUVRAGES EXISTANT. ELLE A DONC VALEUR D'OUTIL D'AMELIORATION EN MEME TEMPS QUE D'ELEMENT DE DECISION AU MOMENT D'UN CHOIX DE VARIANTES.]]></description>
      <pubDate>Sun, 21 Nov 2010 11:48:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1069616</guid>
    </item>
    <item>
      <title>ENSEIGNEMENT SUPERIEUR DE TRANSPORT. ANNEE UNIVERSITAIRE 1974-1975,1</title>
      <link>https://trid.trb.org/View/1068043</link>
      <description><![CDATA[CETTE PUBLICATION CONSTITUE LA 1ERE PARTIE DES CONFERENCES PRONONCEES DANS LE CADRE DE L'ENSEIGNEMENT SUPERIEUR DE TRANSPORT AU COURS DE L'ANNEE UNIVERSITAIRE 1974-1975.  CE PROGRAMME POUR L'ANNEE COMPREND : - LE ROLE DE L'ECONOMIE FRANCAISE DANS LES TRANSPORTS - L'ANALYSE DES SYSTEMES - LE ROLE DE L'ETAT ET DES COLLECTIVITES LOCALES - LA TARIFICATION DES TRANSPORTS - L'INNOVATION TECHNOLOGIQUE - LES METHODES MODERNES D'EXPLOITATION : L'INFORMATION DES TRANSPORTS, LA CYBERNETIQUE - LES COUTS SOCIAUX ; LA SECURITE ROUTIERE, LES NUISANCES, LA TARIFICATION DE L'USAGE DES INFRASTRUCTURES.]]></description>
      <pubDate>Sun, 21 Nov 2010 11:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1068043</guid>
    </item>
    <item>
      <title>INFLUENCE OF ROADS ON THE ENVIRONMENT - QUANTIFYING METHOD</title>
      <link>https://trid.trb.org/View/1065295</link>
      <description><![CDATA[A BRIEF DESCRIPTION IS GIVEN OF A MULTI-DISCIPLINARY STUDY CARRIED OUT AT  THE EPFL.  A METHOD IS GIVEN OF QUANTIFYING THE INFLUENCE OF HIGHWAYS ON  THE ENVIRONMENT. THE ZONE AFFECTED BY A ROAD IS CLASSIFIED INTO DIFFERENT LAND USES, THE VALUE OF WHICH IS ESTIMATED ACCORDING TO CERTAIN CRITERIA.  THIS VALUE IS USED TO DETERMINE A TOLERABLE IMPACT STANDARD.  THE INFLUENCING FACTORS ARE EVALUATED ON A GRID, AND A LIST OF THESE FACTORS IS APPENDED.  THE EFFECT OR IMPACT IS DEFINED AS A REDUCTION IN LAND USE VALUES,  THE MEASUREMENT OF WHICH IS EQUAL TO THE PRODUCT OF THE INFLUENCING FACTOR VALUE BY THE SENSITIVITY OF LAND USE TO THIS FACTOR.  THE IMPACT THUS CALCULATED IS COMPARED TO THE AVERAGE TOLERABLE IMPACT. THE METHOD PROPOSED  CAN BE APPLIED AT ANY STAGE OF A PROJECT AND ENABLES CORRECTIONS TO BE INTRODUCED.  IT CAN ALSO BE USED FOR EXISTING STRUCTURES.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:22:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065295</guid>
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