<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7Um9jaGVzdGVyICAoIE5ldyBZb3JrICkgJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7Um9jaGVzdGVyIChOZXcgWW9yaykmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Rochester's Inner Loop Freeway-to-Boulevard Project: A Case Study</title>
      <link>https://trid.trb.org/View/2608482</link>
      <description><![CDATA[This project is a mixed-methods case study of a completed freeway-to-boulevard project in Rochester, New York. To spatially assess potential benefits to quality of life, I compared the years before and after the project was completed in the area surrounding the Inner Loop East using a combination of census data, air quality estimates, asthma ED-visit rate data, traffic volume data, and bicycle/pedestrian counts. I also interviewed planners, community advocates, and residents about the project. Evidence from the interviews was supplemented with document analysis of news coverage, social media commentary, public meeting notes, and city planning documents. Through this case study, I found that the Rochester Inner Loop East Transformation project succeeded in improving mobility and connectivity and creation of new affordable housing units, but that it likely also contributed to gentrification in the area and displacement of Black and low-income residents. I identified key lessons for future projects to address air quality, traffic, displacement, and community engagement, which aim to inform the EPA Office of Community Revitalization as they begin community engagement and design processes for similar projects in other communities.]]></description>
      <pubDate>Thu, 30 Oct 2025 13:26:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2608482</guid>
    </item>
    <item>
      <title>Genesee-Finger Lakes Regional Critical Transportation Infrastructure Vulnerability Assessment</title>
      <link>https://trid.trb.org/View/1902201</link>
      <description><![CDATA[A series of recent severe weather events, including Hurricane Irene and Tropical Storm Lee, revealed vulnerabilities in New York State’s transportation system. Future extreme weather events are expected to place greater strain on regional transportation infrastructure, driving up operations, maintenance, and repair costs. In response to these events, the Genesee Transportation Council (GTC), the Metropolitan Planning Organization (MPO) for the Greater Rochester region, completed an assessment of potential vulnerabilities of critical regional transportation infrastructure to natural and human-caused hazards in June 2016. This project was the first systematic region-wide attempt to assess the vulnerability of the transportation network. The assessment followed the Federal Highway Administration (FHWA) Climate Change and Extreme Weather Vulnerability Assessment Framework to identify critical infrastructure and assess infrastructure exposure, sensitivity, and vulnerability to the various hazards. Based on the hazard vulnerabilities, the project identified a broad range of strategies to reduce the impacts of hazards, including strategies related to planning and policy, communication, design and construction, and operations. The project also identified possible funding sources for adaptation strategies. FHWA and the Federal Transit Administration (FTA) provided financial assistance through the GTC.]]></description>
      <pubDate>Sun, 23 Jan 2022 16:02:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1902201</guid>
    </item>
    <item>
      <title>Health Impact Assessment: The Rochester Bike Share</title>
      <link>https://trid.trb.org/View/1517198</link>
      <description><![CDATA[When launched in 2017, the Rochester Bike Share (RBS) exceeded its initial goal of 250 bicycles and 25 bike-share stations, to reach 340 bicycles via 46 bike stations, utilizing the more than 60 miles of on-street bike lanes currently available in Rochester, New York. This report focuses on health disparities and outcomes that may be linked to the initial phasing of the bike share within the City of Rochester. Conducted from 2016 to 2018, the assessment is the culmination of extensive research and analysis, as well as guidance and feedback from a wide array of stakeholders in the realms of community health, transportation, planning, and community engagement. Four health determinants were prioritized for further analysis to assess health disparities that may currently exist: physical activity, social cohesion, economic benefit and equitable access, and food access. Based on the health impact assessment (HIA) analysis, recommendations are made in six categories addressing: Outreach/Orientation, Bike-Share Integration, Planning and Design, Data Collection, Wayfinding and Station Placement, and Economic Viability. Recommendations include: (1) Placing bike stations closer to grocery stores, schools, places of employment, and other community resources; (2) Increased community education about RBS; (3) Improving bicycle facilities and infrastructure; and (4) Improving the payment system and allowing different membership tiers to increase participation of low-income residents.]]></description>
      <pubDate>Thu, 17 Jan 2019 09:38:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1517198</guid>
    </item>
    <item>
      <title>A Queueing Analysis of Operational Inefficiency in Public PEV Charging Stations</title>
      <link>https://trid.trb.org/View/1495763</link>
      <description><![CDATA[To advocate consumer adoption of Plug-in Electric Vehicles (PEVs), many institutions and organizations have implemented free-of-cost access to public charging stations for any PEV driver. On the basis of charging event data collected from public charging stations in Rochester, NY, 54% of the total time duration occupied by PEV users is spent parking without charging, indicating significant operational inefficiency; time spent parking without charging could be better utilized by other PEV drivers needing to charge their vehicles. This paper examines the variation in this operational inefficiency across geographic and temporal factors. A discrete event simulation is used to model the PEV charging stations and test the effectiveness of time limit policies on reducing charging station inefficiencies. The effects of time limits on customer service rates and customer satisfaction metrics are also examined. Finally, the impact of time limit policies are evaluated as PEV market penetration increases from the present level to a 20% market share. Results indicate the time limit policies have the potential to significantly reduce charging station inefficiencies without impacting drivers significantly, but that these results are location dependent. The results also show that maintaining similar levels of station accessibility across EV penetration rates can be accomplished by implementing charging station time limits.]]></description>
      <pubDate>Wed, 24 Jan 2018 09:24:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1495763</guid>
    </item>
    <item>
      <title>Empirical Before-After Comparison of the Operational Performance of Diverging and Conventional Diamond Interchanges</title>
      <link>https://trid.trb.org/View/1403542</link>
      <description><![CDATA[A diverging diamond interchange (DDI), also known as a double crossover diamond interchange, is an unconventional interchange design. The DDI design is able to accommodate heavy left-turn demand more efficiently than conventional diamond interchanges by switching directions of travel for the arterial through movements. The first DDI in the United States opened in 2009, with approximately 37 currently in operation and hundreds more under construction or in the planning phases. This paper presents an empirical analysis of before and after field data collected at two sites under Federal Highway Administration (FHWA) project DTFH61-10-C-00029, Field Evaluation of Double Crossover Diamond Interchanges. Operational performance data assessed in this paper include traffic volume, saturation flow rate, queue length, delay, and travel time. The study focused on the before and after evaluation of two conventional diamond interchanges at Front Street and I-435 in Kansas City, MO, USA, and at Winton Road and I-590 in Rochester, NY, USA. The field data analysis reveals that DDIs generally operate more efficiently than their conventional diamond interchange counterparts. The Kansas City site had considerable savings in queue lengths and delays for all directional movements, while the Rochester site’s queue lengths and delays indicated somewhat mixed results, showing improvements in a specific directional movement like left turns from the arterial, but exhibiting deterioration in other, less notable movements.]]></description>
      <pubDate>Thu, 28 Apr 2016 14:43:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403542</guid>
    </item>
    <item>
      <title>New York Demonstration Project: Improvements to the Winton Road/I-590 Interchange in Rochester</title>
      <link>https://trid.trb.org/View/1377218</link>
      <description><![CDATA[As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the New York State Department of Transportation (NYSDOT) was awarded a grant for a demonstration project that involved the construction of a diverging diamond interchange (DDI) at the intersection of Interstate 590 and Winton Road in Brighton. This DDI is the first of its kind in New York, allowing traffic to access the interstate using the concept of “free” or unopposed left turns, minimizing the risk of serious crashes and decreasing travel times. Additional benefits include improved access and safety for bicyclists and pedestrians, shorter construction time, and less real estate acquisition. Several innovative strategies were used on this project to speed construction, reduce congestion, and increase work zone safety. NYSDOT allowed complete closure of on and off ramps on weekends during periods of high construction activity, providing signed detours to motorists. The agency also required a complete shutdown of Winton Road while the final traffic patterns were developed to eliminate driver confusion. The construction costs for the Winton Road improvement totaled about $8 million, $4.9 million less than the traditional alternative.]]></description>
      <pubDate>Tue, 29 Dec 2015 17:04:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1377218</guid>
    </item>
    <item>
      <title>Rochester Area Bike Sharing Program Study</title>
      <link>https://trid.trb.org/View/1351361</link>
      <description><![CDATA[The Genesee Transportation Council (GTC) commissioned this study to explore the feasibility of implementing a bike share system throughout Rochester and the surrounding area. The report recommends a multi-phase bike share system consisting of a four-phase, 100 station, 1000 bike system in Rochester proper, and a regional system that includes Villages of Brockport, East Rochester, Pittsford, and Fairport, the Rochester Institute of Technology (RIT) Campus, activity centers in the Towns of Greece and Brighton, and the City of Canandaigua. The report identifies opportunities and challenges for a bike share program in the Rochester area, lays out a system map and identifies the revenues and expenses required to implement the program.]]></description>
      <pubDate>Fri, 24 Apr 2015 10:24:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1351361</guid>
    </item>
    <item>
      <title>Extra, extra! : dramatic fare reduction in Rochester, NY</title>
      <link>https://trid.trb.org/View/885157</link>
      <description><![CDATA[]]></description>
      <pubDate>Sat, 14 Mar 2009 14:21:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/885157</guid>
    </item>
    <item>
      <title>The Quest for the Lost Subways: A Tale of Rail Transit Archaeology</title>
      <link>https://trid.trb.org/View/884557</link>
      <description><![CDATA[This piece is part of ongoing series of similar articles in this publication focusing on historic passenger rail systems and related topics. While many metropolitan areas in North America have successfully launched subway and metro networks, a few still bear the remnants of similar efforts that never quite made it to fruition. The stories of subway projects in Cincinnati, Ohio, and Rochester, New York, detailed herein, evidence the challenges of urban infrastructure and bureaucratic gridlock.]]></description>
      <pubDate>Fri, 13 Mar 2009 09:40:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/884557</guid>
    </item>
    <item>
      <title>Summary Travel Characteristics: Rochester, NY MSA. 1995 American Travel Survey</title>
      <link>https://trid.trb.org/View/884047</link>
      <description><![CDATA[The Summary Travel Characteristics publication series contains summary tables of travel statistics for census regions and divisions, states and metropolitan areas. The tables in this report provide an overview of the findings of the American Travel survey for each area.]]></description>
      <pubDate>Thu, 19 Feb 2009 14:43:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/884047</guid>
    </item>
    <item>
      <title>Economic Census, Transportation, 1997 Commodity Flow Survey: Rochester, NY MSA</title>
      <link>https://trid.trb.org/View/882877</link>
      <description><![CDATA[The 1997 Commodity Flow Survey (CFS) is undertaken through a partnership between the Bureau of the Census, U.S. Department of Commerce, and the Bureau of Transportation Statistics, U.S. Department of Transportation. This survey produces data on the movement of goods in the United States. It provides information on commodities shipped, their value, weight, and mode of transportation, as well as the origin and destination of shipments of manufacturing, mining, wholesale, and selected retail establishments. The CFS was last conducted in 1993. See the Comparability With the 1993 Commodity Flow Survey table (Appendix A) for a comparison between the 1997 and 1993 surveys. The data from the CFS are used by public policy analysts and for transportation planning and decision-making to assess the demand for transportation facilities and services, energy use, and safety risk and environmental concerns. This report presents data on Metropolitan Area (MA) and Remainder of State (ROS) shipment characteristics.]]></description>
      <pubDate>Thu, 19 Feb 2009 14:43:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/882877</guid>
    </item>
    <item>
      <title>Training the Transportation Handicapped to Use Public Transit</title>
      <link>https://trid.trb.org/View/873226</link>
      <description><![CDATA[This paper examines the use of mobility training as the means of making public transit accessible to many persons with disabilities. It discusses the unique approach to mobility training developed in Rochester, New York. The paper also presents some ideas for expanding use of public transportation resources through generic mobility training.]]></description>
      <pubDate>Wed, 29 Oct 2008 07:23:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/873226</guid>
    </item>
    <item>
      <title>Region 4 ATMS Local Evaluation Report</title>
      <link>https://trid.trb.org/View/868621</link>
      <description><![CDATA[In March, 1996, the Rochester Areawide Advanced Transportation Management System Report (6) established the need for an ITS as well as a strategic implementation/deployment plan. This plan has, in part, been implemented through the design and construction of ITS on the following corridors: (1) Route 104 – Goodman St to Salt Rd.; (2) Route 590 – Route 286 (Browncroft Blvd.) to Titus Ave.; (3) I-490 – I-390 to Goodman St.  In addition, three highway emergency local patrol (HELP) beats were established. This Region 4 ATMS Local Evaluation Report prepared under Task 1 of the project provides an evaluation of the ITS program implemented to date along with a discussion of institutional issues. This evaluation will be followed by a study to reevaluate the Rochester Areawide Advanced Transportation Management System Report in the light of current experience, and to modify the strategic implementation/deployment plan accordingly.]]></description>
      <pubDate>Wed, 20 Aug 2008 09:06:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/868621</guid>
    </item>
    <item>
      <title>Unique Aspects of a Signature Bascule Bridge Project</title>
      <link>https://trid.trb.org/View/847246</link>
      <description><![CDATA[The Colonel Patrick O’Rorke Bridge will be a new double-leaf Scherzer, Rolling Lift Bridge over the Genesee River in Rochester, NY. This state-of-the-art movable bridge will serve as a landmark and focal point for the revitalization of the waterfront community in the Port of Rochester. The 21.4 M (70 ft. wide) bridge will consist of a 74 m (243 ft.) bascule span over the river flanked by 45 m (148 ft.) and 161 m (528 ft.) approach spans over CSX Railroad and a marina area, respectively. The curved east approach spans splay to 25.0 m (82 ft.) wide to create a turn lane. Unique aspects associated with the design of this project include: a formalized partnering process, context sensitive design elements, use of closed concrete lift span deck, seismic design requirements, pier protection and the approach structure geometry.]]></description>
      <pubDate>Wed, 30 Jan 2008 07:35:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/847246</guid>
    </item>
    <item>
      <title>Natural Connection</title>
      <link>https://trid.trb.org/View/842098</link>
      <description><![CDATA[This article describes the construction and design of a new pedestrian bridge in Rochester, New York.  The 86-span, 3,572-foot-long bridge helps complete the 15-mile Genesee Riverway Trail.  Access, security, safety and environmental concerns all posed significant challenges to the project.  Because the river is surrounded by wetlands, it was difficult to find an alignment that provided access while limiting environmental damage.  An alignment was chosen that circles the rim of the river basin.  This allows the bridge to avoid the navigation corridor while maintaining adequate distance from vegetation.  Different sections of the bridge were built off-site and pieced together in the river.  A helicopter was used to put the segments in place, thus reducing the amount of heavy equipment that was needed in the river channel.  For safety reasons, the bridge was also designed to limit access to an adjacent marina and railroad.   Pressure-treated wood planks were chosen for the bridge deck to match the natural surroundings.  Galvanized steel was used for the superstructure and railings to reduce the need for frequent maintenance.  The bridge is proving to be popular among both Rochester residents and visitors.]]></description>
      <pubDate>Wed, 19 Dec 2007 09:50:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/842098</guid>
    </item>
  </channel>
</rss>