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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>50 Street Widening and Grade Separation of CPKC Railway Overpass Construction in an Urban Environment – Challenges with Utility Conflicts, Relocations, and Coordination</title>
      <link>https://trid.trb.org/View/2674286</link>
      <description><![CDATA[50 Street is a key north/south arterial road in Edmonton that functions as both a major goods movement and commuter corridor. The existing at-grade Canadian Pacific Kansas City Limited (CPKC) railway crossing presented a major bottleneck to traffic movements, with an average of 25 daily back-and-forth train movements resulting in an average delay of 4 minutes (with some delays as long as 15 minutes) for travelers.  The 50 Street widening and grade separation project is constructing two (2) new overpass structures to eliminate the at-grade crossing and widening 50 Street to three (3) travel lanes in each direction within the project limits. Due to the urban location, the project faced several unique challenges including space and land constraints, traffic management, and numerous existing overhead and underground utilities.  Existing utilities presented a particularly significant risk and challenge to the project, both in terms of schedule and cost. The existing utilities included gas, water, telecommunications, and electricity owned by ten (10) different entities. There were also five (5) oil and gas transmission pipelines and one (1) power transmission line to deal with. The conflicting utilities and two (2) of the transmission facilities needed to be abandoned, removed, and/or relocated while maintaining existing traffic capacity with two lanes of traffic in each direction to minimize disruptions.  Several strategies were implemented to mitigate these risks and keep the project on track, including the execution of an “Early Works” Contract where conflicting utilities were addressed prior to the start of main construction of the overpasses. A combination of different construction methods including open trenching as well as trenchless installations (HDD) and targeted traffic closures and restrictions were utilized to minimize disruptions to traffic and nearby businesses.  Early and careful planning and utility coordination combined with the successful execution of the Early Works Contract resulted in most of the conflicting existing utilities and two (2) of the conflicting existing transmission facilities being relocated or removed prior to the start of construction of the overpasses, allowing the project to stay on schedule.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674286</guid>
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      <title>Streets for People in 2020</title>
      <link>https://trid.trb.org/View/2071865</link>
      <description><![CDATA[When the COVID-19 pandemic hit, it radically altered the way people gathered, interacted and moved. Bustling sidewalks became deserted, streets typically filled with cars fell silent, and delivery drivers were seemingly the only people on local shopping streets. Later in the spring, as initial lockdowns were lifted, COVID-19 clearly remained the most serious and pressing public health issue. However, social isolation and limited public space to move and gather safely also emerged as new, critical challenges. And these challenges were impacting seniors, low-income earners and other vulnerable and marginalized communities particularly hard. People needed space to socialize safely, space to queue, space to commute and space to exercise. In light of these challenges, expanding access to public space became vital. Recognizing this, the City of New Westminster Council passed the Streets for People in 2020 motion in May to respond in a bold way to the critical need for more abundant and accessible spaces to support walking, active transportation, and safe public gatherings. Multiple City departments, including Transportation, Engineering Operations, Parks & Open Space, Economic Development and Public Engagement, worked in partnership with consultants Happy City, HUB Cycling and MPE, to deliver this project quickly and compassionately. The result was an impactful, innovative and highly transferable project.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:17:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071865</guid>
    </item>
    <item>
      <title>Impacts of a public sector e-bike scheme: final evaluation report</title>
      <link>https://trid.trb.org/View/1876294</link>
      <description><![CDATA[Waka Kotahi (New Zealand Transport Agency) launched the public sector electric bike (e-bike) purchase support initiative in late 2019 to make e-bikes more affordable for public sector employees, and to provide an example for other sectors to follow.  The research sought to evaluate the efficiency of the scheme’s implementation (process evaluation) and its effectiveness in delivering desired outcomes (outcome evaluation). The scheme was broadly successful, although there were some implementation processes that could be improved in future. Over a third (39%) of employees that purchased an e-bike through an employer scheme reported their purchase would have been Unlikely or Very Unlikely in the absence of a scheme. Good mode shift outcomes were achieved, and there is significant scope for scaling up.]]></description>
      <pubDate>Thu, 02 Sep 2021 14:51:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876294</guid>
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    <item>
      <title>An Investigation into the Nigerian Rail Transport Quality of Service: From the Passengers’ Perspective</title>
      <link>https://trid.trb.org/View/1667774</link>
      <description><![CDATA[An efficient transport system is a catalyst for socio-economic advancement of all nations, there is hardly any town or city that can function efficiently and effectively without adequate, reliable, safe and affordable transport network (Pius et al. 2017). Rail transport system has played a significant role in nations’ development and the encouragement of regional cooperation. It is among the critical national infrastructures needed for economic and technology growth. Without transport network, many towns and cities would be severely inadequate in ability to compete with others. Given the fact that it is the duty of rail operators to plan and design profitable rail networks and support it with robust strategy for effective service delivery that meets service user needs and expectations, to encourage repeat patronages and sector sustainability (Nwaogbe, Pius & Dashe, 2017). This paper main aims are to measure the level of service provided by the Nigerian Railway Cooperation (NRC) across the nations’ rail network. In a view to suggest possible areas of improvement. The objective is to evaluate six service dimensions; to capture what the commuters are thinking about their services. Before now, Nigeria’s rail network has received very little attention from the scholars and the rail operators are focusing on the tick boxes exercise for regulator and government gratification, instead of them striving to provide a better service experience and become passenger centric operators in their strategies for loyalty and repeat usage (Pius, Nwaogbe & Chad, 2017).]]></description>
      <pubDate>Thu, 21 Nov 2019 14:03:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1667774</guid>
    </item>
    <item>
      <title>High Occupancy Toll (HOT) Lanes Pilot Project</title>
      <link>https://trid.trb.org/View/1511343</link>
      <description><![CDATA[Canada’s first High Occupancy Toll (HOT) Lanes were a key government transportation commitment publicly announced in December 2015 and introduced to Ontario on September 15, 2016. The HOT pilot program and supporting retail and distribution system was developed and delivered in less than nine months as an online service. MTO and ServiceOntario collaborated to simultaneously develop policy, performance measures and program design, including an online digital retail service. This successful team approach ensured a key government priority was delivered within a compressed timeframe while introducing a new business model for digital services. Typically, to deploy an online service of this nature, it takes 12 to 18 months to deliver.  The HOT Lanes Pilot Branch, Policy and Planning Division, Ministry of Transportation Ontario (MTO) is nominated for TAC’s Sustainable Urban Transportation Award for the development and implementation of Canada’s first High Occupancy Toll (HOT) Lane.]]></description>
      <pubDate>Thu, 03 May 2018 15:13:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511343</guid>
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    <item>
      <title>Enabling and Measuring Success Among New Brunswick Volunteer Driver Programs in an Era of Demographic Change: Toward a Common Data Collection Standard</title>
      <link>https://trid.trb.org/View/1483949</link>
      <description><![CDATA[This paper describes the outcome of an exploratory step in the lead author’s broader research agenda funded through a Discovery Grant by the Natural Sciences and Engineering Research Council of Canada (NSERC) called “Developing planning and forecasting tools for age-friendly rural and community transportation alternatives: a focus on volunteer driver programs to facilitate older person mobility and safety”. It incorporates the results of an undergraduate special study that involved working with seven different regional volunteer driver programs in New Brunswick to catalogue the type and extent of trip and contextual information that they collect. The goal was to identify opportunities for consistent reporting practices that could enhance day-to-operations, as well as contribute to long term and strategic transportation planning incorporating these programs.]]></description>
      <pubDate>Thu, 28 Sep 2017 12:28:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483949</guid>
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    <item>
      <title>Transit User Behaviour in Response to Service Disruption: State of Knowledge</title>
      <link>https://trid.trb.org/View/1483942</link>
      <description><![CDATA[Transit user mode choice behaviour in response to service disruptions is more complex than the everyday commuting mode choice. Recent studies on this topic have been reviewed, categorized and summarized. There are three main categories and six sub-categories with regards to the timeline of transit user behaviour in response to disruptions: immediate (pre-trip and en-route), pre-planned (short-term and long-term), and gradual (short-term and long-term). The challenges and shortcomings of the studies are identified and recommendations on future studies are presented.]]></description>
      <pubDate>Thu, 28 Sep 2017 12:28:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483942</guid>
    </item>
    <item>
      <title>The Tale of Taxi Reforms in Two Cities: The Failure of Closed Entry</title>
      <link>https://trid.trb.org/View/1483933</link>
      <description><![CDATA[At times, the taxicab industry has come under attack, for service quality, control of supply, tariffs and the regulatory system. Examples of this are statements such as ... The local taxi service in Toronto was labelled as the worst in North America.[1] “Tight control on taxicab supply and government-set tariffs have resulted in consumers paying an exaggerated price for a stale and uninspired service.”[2] More recently one writer states “...Toronto’s taxicab industry is in a state of crisis… Public perception of the entire industry is low, the government appears to have little understanding of how to manage and regulate industry efficiently, and none of these issues show any signs of improving.”[3] The purpose of this paper is to examine the failure of closed entry taxi regulation. The paper provides a comparative analysis of the regulatory experience in Toronto and Ottawa. The next section presents the historical background of the taxicab regulation and experimentation in Toronto. Subsequently, the same is done for the City of Ottawa. Opinions on why the cities failed to deregulate are offered in the penultimate section. Finally, a few concluding remarks are made.]]></description>
      <pubDate>Thu, 28 Sep 2017 12:27:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483933</guid>
    </item>
    <item>
      <title>Guidelines for the Coordination of Utility Relocations</title>
      <link>https://trid.trb.org/View/1417750</link>
      <description><![CDATA[These guidelines are designed as a template that public agencies can refer to for developing a process for the coordination of utility relocations. For those agencies with existing processes, it can be reviewed as a best practices document, ensuring that all key aspects are covered, and consistent practices are followed. For those without an existing process this can be a base document used to develop a manual for agency specific situation.  The document is divided into two main components – the flow chart and the write-up. The flow chart is intended as an overall summary of the processes used on a typical capital works design-bid-build project to coordinate all relocations required. It covers all major components of the project: preliminary design, detailed design, construction and post-construction.  The main body of the document complements the information in the flow chart providing additional detail on each of the various phases of the project.  The intent of the document is to advance the overall coordination of utility relocations across the country for the benefits of both, public agencies and utility companies. The key component of the success is use and implementation of the guidelines.]]></description>
      <pubDate>Tue, 26 Jul 2016 17:03:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1417750</guid>
    </item>
    <item>
      <title>A Methodology for Modelling Emergency Evacuation Based on Transit System</title>
      <link>https://trid.trb.org/View/1270941</link>
      <description><![CDATA[This study is conducted to review and evaluate existing emergency evacuation procedures, and to make recommendations for the use of transit system to enhance evacuation efficiency in China. A framework of emergency evacuation based on transit system is presented in this paper. The framework is composed of hazard analysis module, evacuation traffic generation module, evacuation plan module and evacuation implementation module. The methodologies and strategies of each module are also given in detail.]]></description>
      <pubDate>Wed, 27 Aug 2014 10:50:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1270941</guid>
    </item>
    <item>
      <title>Immediate Actions for Transit Employees: Protecting Against
Life-Threatening Emergencies. A Resource Document for Transit Agencies</title>
      <link>https://trid.trb.org/View/1298646</link>
      <description><![CDATA[Prepared by the Federal Transit Administration’s (FTA) Office of Safety and Security, this document is part of FTA’s technical assistance to transit agencies. An immediate action is an action taken by a transit employee beginning immediately after he/she observes an actual or potential emergency and before he/she can report the emergency to the control center. Immediate actions are taken to protect life and property, including the lives of transit employees, patrons, and the public. This document addresses immediate actions in response to acute health events, safety accidents, criminal and terrorists threats and actions, natural disasters, and emergencies of unknown cause. It is written specifically for transit agencies and employees, whose safety and security responsibilities often extend beyond themselves, to include the  safety and security of their patrons as well as transit property. It includes example immediate actions that transit agencies can adapt to conform and integrate into their own operating procedures. It applies to all modes of transit. It also applies to all transit employees except transit police, transit security personnel, and other emergency responders who have specific procedures and training for responding to emergencies.]]></description>
      <pubDate>Fri, 28 Feb 2014 13:32:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1298646</guid>
    </item>
    <item>
      <title>A Genetic Algorithm Based Microscopic Simulation to Develop the Evacuation Plan For Multi-Institutional Centers</title>
      <link>https://trid.trb.org/View/1104323</link>
      <description><![CDATA[The current emergency evacuations practices are mainly focused on two levels: either in a relatively larger scale of urban or state area; or in a small-scale like a building and elevators. In this paper, a microscope simulation framework is proposed to develop suitable transportation evacuation plans for Multi-Institutional Centers (MIC). VISSIM is selected as the simulation tool, while the Genetic Algorithm (GA) is used to calibrate driving behavior parameters for VISSIM. As a case study, the Texas Medical Center (TMC) network is modeled and the evacuation plans are developed and evaluated. Results show that the proposed framework is a good and practical tool for developing and evaluating appropriate evacuation plans under similar instances.]]></description>
      <pubDate>Thu, 23 Jun 2011 09:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104323</guid>
    </item>
    <item>
      <title>RECOMMENDATIONS FOR THE LAYOUT OF URBAN ROADS. SECTION: URBAN DEVELOPMENT (RAST-E), 1971 EDITION</title>
      <link>https://trid.trb.org/View/1078781</link>
      <description><![CDATA[THE RECOMMENDATIONS WHICH ARE PART OF A LARGER SET OF SPECIFICATIONS INTENDED TO AID PLANNERS, DEAL MAINLY WITH TRAFFIC STRUCTURES ASSOCIATED WITH URBAN DEVELOPMENT IN NEW TOWNS. SERVICES ARE ALSO CONSIDERED. A NUMBER OF DESIGN EXAMPLES FOR VARIOUS TYPES OF ROAD, JUNCTIONS, TURNING POINTS, PARKING FACILITIES AND ROAD LIGHTING ARE INCLUDED.]]></description>
      <pubDate>Sun, 21 Nov 2010 17:24:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1078781</guid>
    </item>
    <item>
      <title>ACCESSIBILITY IN URBAN AREAS</title>
      <link>https://trid.trb.org/View/1071604</link>
      <description><![CDATA[AN ATTEMPT IS MADE TO DEFINE THE CONCEPT OF ACCESSIBILITY WITH A VIEW TO ASSESSING IT QUANTITATIVELY AND DRAWING MAPS OF TRANSPORT NETWORKS FOR ONE  ZONE IN A TOWN OR FOR A WHOLE TOWN. THE SECOND PART OF THE ARTICLE DEALS  WITH THE PRACTICAL USE OF THESE ACCESSIBILITY MAPS. THE MAIN CONCEPT USED IS THE EXISTENCE OF A CORRELATION BETWEEN THE DISTRIBUTION OF SERVICES IN THE TOWN AND THEIR ACCESSIBILITY. IT IS PROPOSED TO LINK THE DEVELOPMENT  OF TRANSPORT NETWORKS IN A TOWN WITH A POLICY OF SERVICES DISTRIBUTION BASED ON ACCESSIBILITY.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:04:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071604</guid>
    </item>
    <item>
      <title>PIPEWORK NETWORKS IN THE URBAN ENVIRONMENT - YES OR NO TO MAINS TUNNELS - REPORT PRESENTED TO THE VSS GENERAL MEETING, MAY 1974 IN MONTREUX</title>
      <link>https://trid.trb.org/View/1065294</link>
      <description><![CDATA[MAINS TUNNELS ARE A SOLUTION TO THE PROBLEM OF PIPEWORK NETWORKS IN A MODERN TOWN, WHICH TAKES INTO ACCOUNT THE ENVIRONMENT - "TUNNELS" MEAN UNDERGROUND GALLERIES ACCESSIBLE AT ANY TIME WHERE THE VARIOUS CONDUITS ARE INSTALLED.  EXAMPLES OF SUCH INSTALLATIONS IN THE REGIONS OF LAUSANNE AND GENEVA ARE GIVEN.  MENTION IS MADE OF TECHNICAL PROBLEMS AND COSTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065294</guid>
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