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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Economic benefits of urban streetscapes: Analyzing the interrelationships between visual street environments and single-family property values in Seoul, Korea</title>
      <link>https://trid.trb.org/View/2321778</link>
      <description><![CDATA[Policymakers and planners often face questions about whether the creation of walkable environments can positively affect nearby housing prices. In response to this situation, numerous previous studies have examined the relationships between neighborhood-scale walkable environments and neighboring property values. However, it remains unknown if micro-scale visual streetscapes significantly affect nearby housing prices. This study builds upon prior literature by examining the economic effects of both neighborhood and streetscape walkability on single-family housing prices in Seoul, Korea. The authors use 14,686 housing sales transaction data between 2017 and 2019. In addition, this study utilizes a Deeplab V3+ deep learning model using 233,106 Google Street View (GSV) panoramic images to empirically identify micro-scale streetscapes. Based on such data, the authors employ a hedonic price model to examine the interrelationships between both macro- and micro-scale walkable environments and single-family housing prices. The findings show that paved sidewalks on streets are associated with higher housing prices in disadvantaged neighborhoods, while street greenery and a sense of enclosure are positively correlated in advantaged areas. In particular, the sense of enclosure presents diminishing marginal effects. The findings can help policymakers and planners establish detailed design strategies and guidelines for creating walkable environments that can maximize these economic benefits.]]></description>
      <pubDate>Mon, 11 Mar 2024 16:32:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2321778</guid>
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    <item>
      <title>Examination of Affecting Factors on Community Reactions to Road Traffic Noise</title>
      <link>https://trid.trb.org/View/2233630</link>
      <description><![CDATA[This paper focused on the effects of non-acoustic factors on community response, namely annoyance and activity disturbances due to road traffic noise. Most of previous surveys in Japan addressed community response to noise for detached houses rather than that for apartments. However, it is likely that the above-mentioned community response differed by sound insulation performance between detached houses and apartments. Using a social survey conducted in areas facing arterial roads in 2019 and 2020, the authors applied the micro data to cross-tabulation and logistic regression analysis. Calculating phi coefficient and odds ratio, they discussed the difference by housing types.]]></description>
      <pubDate>Fri, 22 Sep 2023 09:08:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2233630</guid>
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    <item>
      <title>Not enough parking, you say? A study of garage use and parking supply for single-family homes in Sacramento and implications for ADUs</title>
      <link>https://trid.trb.org/View/2031586</link>
      <description><![CDATA[Accessory dwelling units (ADUs) are increasingly touted as part of the solution to the intransigent housing shortages facing many metropolitan areas across the United States. But numerous barriers to ADU development persist, including opposition by neighboring households. One persistent question is whether ADU residents would overwhelm on-street parking in the predominately single-family neighborhoods where ADUs are typically built. That question is difficult to answer because there is a surprising dearth of research on the effective parking supply in single-family neighborhoods. The authors use a survey of homeowners in Sacramento, California, to investigate the supply and sufficiency of residential parking for single-family homes, including how households actually use their garages, and help answer the ADU parking conundrum. After estimating and accounting for actual garage use, the authors find that more than 75% of households have enough off-street parking available to park all their vehicles. When they combine off-street and on-street parking supplies, they find that households have an average of 1.6 more parking spaces available to them than they have vehicles. That parking surplus is more than enough to accommodate the average ADU tenant and their vehicle, belying claims that ADUs will overwhelm existing parking supplies in single-family neighborhoods.]]></description>
      <pubDate>Thu, 20 Oct 2022 11:08:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2031586</guid>
    </item>
    <item>
      <title>A study on municipal CO₂ emissions from household and passenger-car</title>
      <link>https://trid.trb.org/View/1565547</link>
      <description><![CDATA[This study aims to estimate household CO₂ emissions and passenger car CO₂ emissions of municipalities in Japan to compare the characteristics of cities for low carbon societies. Revised estimation methods were developed from the standard shown in the 2017 version national manual. Household CO₂ emissions by municipality were estimated reflecting the difference between single-family households or two or more households and the difference between detached houses or apartment houses in 10 regiions. Passenger car CO₂ emissions by municipality calculated with road traffic census were edited according to its reliability. .As a result, it was found that emissions are small in metropolitan cities with a high proportion of household living in apartment houses, and that emissions are high in suburbs of the Chugoku region in addition to the Hokkaido region and Tohoku region.家庭CO₂排出量と乗用車CO₂排出量を合わせた家庭におけるCO₂排出量を全国市区町村別に推計し、それぞれの特徴を比較考察した。その際に、2017年版の策定マニュアルに示される標準的な手法よりも詳しく、10地域別に戸建か集合かおよび単身世帯か2人以上世帯の違いを反映した市町村別家庭CO₂排出量を新たに求め、道路交通センサスの走行距離等とその信頼性を考慮した乗用車CO₂排出量を整理した。その結果、集合住宅居住割合の高い都市で排出量が少ないこと、世帯当たり排出量が高い中国地方等の郊外で排出量が多いことが分かった。]]></description>
      <pubDate>Thu, 01 Nov 2018 09:27:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1565547</guid>
    </item>
    <item>
      <title>Process, Issues and Residents 'Evaluation of introducing Area Management in the Development of Detached Houses Areas</title>
      <link>https://trid.trb.org/View/1509756</link>
      <description><![CDATA[It is socially required to introduce area management system from the beginning of detached residential area development, but it has not spread to many residential areas because there are few developers with experience, In this regard, in this research, the author clarifies process, problem and countermeasures, and evaluation of residents for introducing area management system from the beginning of the detached residential area development. To introduce area management system, it is necessary to have meeting to discuss the system comprehensively, then to agree between the developer and local government that is responsible for managing the park and road , to take over to the residents the agreement, to support the initial stage of the activity under the agreement by the developer, and to provide opportunities for the residents to understand the contents of the management system.本研究では、新規の住宅地開発を行う際に、個人、行政や市場の補完機能を含めた幅広い機能をもったエリアマネジメントを実践するための体制を整備する上での課題として、(1)エリアマネジメントの実践を可能とする住宅地はどのように開発すればよいのか。(2)住民はエリアマネジメントが導入されたまちをどのように評価しているのか。(3)総合的な機能を持つエリアマネジメントの推進のために必要な制度は何か。以上３点を、エリアマネジメントを実際に導入したN住宅地を対象に分析し、明らかにしている。結果、開発時の行政との協議のあり方、行政と決めた内容の開示・継承、開発事業者の入居後の一定期間の支援体制、住民への管理の見える化等、開発時からのシステム導入の具体的な手順や体制の整備が必要となっている。]]></description>
      <pubDate>Thu, 17 May 2018 14:46:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1509756</guid>
    </item>
    <item>
      <title>The Impact of Transit-Oriented Development on Housing Value Resilience: Evidence from the city of Atlanta</title>
      <link>https://trid.trb.org/View/1439498</link>
      <description><![CDATA[There are numerous hedonic price studies on analyzing factors influencing housing values,  among which the proximity to transit, has been widely identified. However, little has been understood about what factors impact the resilience of housing values when an economic recession occurs and whether the proximity to transit facilities plays a role. This research attempts to identify whether transit-oriented development (TOD) contributes to the resilience of single family property values during and after the Great Recession in the City of Atlanta, Georgia. Two spatial hedonic price models at the property level were developed to investigate if being located in a TOD area contributes to housing price resilience during and after the recession respectively, compared to being located near rail stations but not having diversified and pedestrian-friendly development patterns in the surrounding area. Results of the models suggest that TOD plays a significant role in maintaining home values during the economic downturn and also facilitates the properties to regain values faster after the recession, when controlling multiple property- and neighborhood- level variables. The results imply that the synergistic effects between transit facilities, walkability around the facility, and supportive nearby land use patterns not only have a positive impact on housing values as suggested by previous literature, but also contribute to the resilience of housing values during and after the economic recession.]]></description>
      <pubDate>Fri, 24 Feb 2017 16:40:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1439498</guid>
    </item>
    <item>
      <title>Impact of fuel price on the development of the urban sprawl in Spain</title>
      <link>https://trid.trb.org/View/1305338</link>
      <description><![CDATA[This article analyzes the impact of the variation in the price of fossil fuels on the development of the urban sprawl in Spain. The analysis is empirical and is based on a panel data collected in the provinces of Alicante, Almeria, Balearic Islands, Barcelona, Cadiz, Castellon, Cordova, Girona, Granada, Huelva, Jaen, Lleida, Madrid, Malaga, Murcia, Seville, Tarragona and Valencia from 2000 to 2010. This study combines the principles of the natural evolution theory with the price of fuels and two types of family houses: single-family houses and apartment buildings. The main finding drawn from the econometric analysis is that an increase in the price of fuel leads to a decrease in the construction rate of single-family houses. In addition, the study confirms the influence of other variables on the construction rate of single-family houses, such as household income, population size, cost of public transport and price of urban land.]]></description>
      <pubDate>Mon, 28 Apr 2014 08:28:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1305338</guid>
    </item>
    <item>
      <title>Measuring the impact of sub-urban transit-oriented developments on single-family home values</title>
      <link>https://trid.trb.org/View/1243747</link>
      <description><![CDATA[This paper provides evidence on the impact of a sub-urban transit-oriented development (TOD) on surrounding single-family home prices. Using a dataset that inventories single-family home sale transactions surrounding Ohlone Chenyoweth TOD in San Jose, CA, the paper employs hedonic regression to estimate the effect of the TOD on home prices. Controlling for the effects of the distance from the light rail line, the station and other transportation facilities, the impact of the TOD on home sale prices is statistically significant at p = 0.10 level, with an average home sale price increase of $21,000 (or 3.2%) for every 50% reduction in the distance between the home and the TOD. Further, the paper finds that the TOD’s price effect dissipates after 1/8 mile. Finally, housing prices within 1/8 mile of the TOD were 18.5% higher than the prices more than 1/8 mile from the TOD during the post-TOD construction period; 7.3% higher during the TOD construction period and not statistically different in the pre-TOD construction period.]]></description>
      <pubDate>Wed, 27 Feb 2013 10:39:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1243747</guid>
    </item>
    <item>
      <title>Impact of Bus Transit Centers on Values of Nearby Single-Family Residential Land in Houston, Texas</title>
      <link>https://trid.trb.org/View/1129254</link>
      <description><![CDATA[Public transit professionals continue to seek methods that offer greater service opportunities without a material increase in the costs of service provision. One strategy is to construct bus transit centers, which operate much like the airline hub-and-spoke concept. More frequent destinations can be made available with shorter patron wait times and little or no increase in the number of bus hours. Patrons tend to appreciate the convenience of a transfer occurring in a lighted facility as well as the increased level of bus service. Many bus-based centers may be close to single-family neighborhoods, and residents might express concern about property values given the presence of a bus transit center nearby. In addition to the bus transit centers that serve traditional local or express routes, several bus rapid transit lines are planned in other cities, with stations that might lead nearby communities to ask similar questions about property values. The impact of bus transit centers is assessed on nearby single-family residential property values in Houston, Texas. Five Houston transit centers show that the transit centers in low- and moderate-income neighborhoods have a positive influence on property values. In the single affluent neighborhood in the study, results indicate the transit center negatively affects property values, but the influence is less than that of other variables.]]></description>
      <pubDate>Thu, 21 Jun 2012 14:15:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1129254</guid>
    </item>
    <item>
      <title>Surface street traffic volume and single-family house price</title>
      <link>https://trid.trb.org/View/1136707</link>
      <description><![CDATA[This study investigates the relationship between surface street traffic volume and single-family house prices in a relatively small city in the US. Hedonic price models are estimated using data from 9670 transactions that occurred between January 1998 and March 2011. It is discovered that parcels fronting or adjacent to a high-traffic street sell, on average, at an 8.1% discount compared to similar parcels that are not so situated. Restricting the analysis to parcels on or adjacent to a high-traffic street, house price and traffic volume are found to be negatively related; a doubling of volume from any particular traffic count, ceteris paribus, reduces selling price by an average of 2.1%.]]></description>
      <pubDate>Wed, 25 Apr 2012 14:21:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1136707</guid>
    </item>
    <item>
      <title>Forecasting Location of New Housing in Integrated Models of Land Use: Perspective of Developers in the Portland, Oregon, Region</title>
      <link>https://trid.trb.org/View/1092969</link>
      <description><![CDATA[Most housing market submodels in extant integrated models of land use have focused on the demand for dwelling units by household, with scant attention paid to the supply side of the market represented by individual home developers. This study tried to fill this gap by developing and comparing three models that forecast the development of single-family homes. The three models were characterized separately on the basis of the specifications for location of the new housing choice: (a) assumed market homogeneity and atomization of development projects (Model 1), (b) deterministic market segmentation and synthesis of projects (Model 2), and (c) probabilistic market segmentation and synthesis of projects by use of a latent class approach (Model 3). Examination of the forecast results showed that all three models could successfully capture the basic spatial pattern of single-family-home developments in the region. Although Models 2 and 3 were more sophisticated and more theoretically appealing, they did not produce better forecast results than Model 1 because of some practical issues, including the lack of developer information for forecast years, the small sample size of large projects, the physics of forecasting a small number of large projects across a large number of location alternatives, the need to sample large numbers of alternatives when nonmultinomial logit models were estimated, and the difficulty of using dummy variables in latent class models. In this particular context, the simpler model specification proved to be both easier to implement and more accurate. Models 2 and 3, however, were expected to perform better when those practical issues are solved, at least partially, in further research.]]></description>
      <pubDate>Wed, 18 May 2011 10:51:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092969</guid>
    </item>
    <item>
      <title>Performance of New Homes in a Category 4 Hurricane</title>
      <link>https://trid.trb.org/View/982005</link>
      <description><![CDATA[A detailed survey of roof damage in new homes in Punta Gorda Isles, FL caused by Hurricane Charley was undertaken in an earlier study. The homes examined were the larger, concrete/clay tiled roof homes with irregular floor plans and complex roof configurations not explicitly covered by the prevailing wind load codes. The survey showed that the vast majority of the roofs in these houses were undamaged or sustained minor damage. This paper presents results from code-based analyses that attempted to estimate wind forces that were resisted at the critical corner location in these undamaged homes. A parametric study was conducted using ASCE 7-98 in which the building geometry, exposure and wind velocity were varied and the pressure coefficient evaluated. Results showed that connections withstood forces that were significantly higher forces than the design value. Such over-design is especially beneficial for narrow buildings were localized pressures are highest.]]></description>
      <pubDate>Wed, 17 Nov 2010 07:23:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/982005</guid>
    </item>
    <item>
      <title>A Statistical Analysis of the Relationship Between Land Values and Freestanding Bus Facilities</title>
      <link>https://trid.trb.org/View/917603</link>
      <description><![CDATA[Public transit professionals continue to seek methods that offer greater service opportunities, while not materially increasing the costs of service provision. One strategy is to construct bus transit centers which operate much like the airline hub and spoke concept. More frequent destinations can be made available with shorter patron wait times and minimal to no increase in the number of bus hours. Patrons tend to appreciate the convenience of a transfer occurring in a lighted facility, in addition to the increased level of bus service. In many cases, there is an anticipation of higher density residential near these areas. A number of the bus based centers may be close to single family neighborhoods. Residents might express concerns about the value of their property given the presence of a bus transit center near their home. Besides the bus transit centers that serve traditional local or express routes, a number of cities are planning bus rapid transit lines with stations that might lead nearby communities to ask similar questions about property values. This study assesses the effect of bus transit centers in Houston, Texas, on nearby single family residential property values.]]></description>
      <pubDate>Tue, 11 May 2010 16:19:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/917603</guid>
    </item>
    <item>
      <title>Differential Impact of Hiawatha Light-Rail Line on Property Values in Minneapolis</title>
      <link>https://trid.trb.org/View/881281</link>
      <description><![CDATA[In this paper, we analyze the property value impacts of the Hiawatha Light Rail Line in Minneapolis in terms of the accessibility effect of proximity to LRT station and the nuisance effect of proximity to LRT track. In order to recover the respective proximity effect on sales prices for single-family and multifamily homes, we utilize a spatial hedonic pricing model using data predating construction and postdating completion of the line. Because a four-lane highway and adjacent industrial corridor running parallel to the eastern side of the Hiawatha Line, we expect properties east and west of the LRT line to be affected differently. The findings confirm our expectations about the differential impacts of light rail completion and east-west location. As hypothesized, a significant accessibility effect occurs west of the line as does a significant nuisance effect. Pre- to post-completion comparisons indicate that for single-family homes, the basic accessibility and nuisance effects were in place prior to completion of the LRT line. Completion of the line has enhanced the former and mitigated the latter. For multifamily homes west of the line, the LRT has created an accessibility effect not previously extant. Through comparing our treatment area to a control area to account for recent fluctuations in the housing markets, we are able to recover the housing premiums generated post-completion of the line.]]></description>
      <pubDate>Tue, 26 May 2009 07:36:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/881281</guid>
    </item>
    <item>
      <title>Microsimulation of Single-Family Residential Land Use for Market Equilibriums</title>
      <link>https://trid.trb.org/View/883885</link>
      <description><![CDATA[This paper investigates single-family residential development for housing market equilibriums by using microeconomic theory and disaggregate spatial data. A logit model and notions of price competition are used to simulate household location choices in six scenarios, with either one or multiple employment centers and with low, medium, and high value-of-travel-time assumptions. Consistent with bid–rent theory, housing market equilibrium for each scenario was reached in an iterative fashion. The spatial allocation of new households in the region of Austin, Texas, illustrated the potential shape of things to come, with endogenously determined home prices and demographic distributions.]]></description>
      <pubDate>Fri, 13 Feb 2009 16:26:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/883885</guid>
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