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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>Trail vs. rail : a potential precedent-setting case in New York state turns an ally into an enemy</title>
      <link>https://trid.trb.org/View/1418505</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 02 Aug 2016 09:54:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1418505</guid>
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      <title>Dunderberg Mountain : a view from the past to the present</title>
      <link>https://trid.trb.org/View/1402863</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 01 Apr 2016 10:28:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1402863</guid>
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      <title>Rails-to-trails property rights : so whose right of way is it, anyway?</title>
      <link>https://trid.trb.org/View/1224605</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 04 Dec 2012 11:35:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1224605</guid>
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      <title>Rails-with-trails : lessons learned : literature review, current practices, conclusions</title>
      <link>https://trid.trb.org/View/896018</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 21 Jul 2009 15:29:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/896018</guid>
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      <title>RAIL-TRAILS GATHER STEAM</title>
      <link>https://trid.trb.org/View/676234</link>
      <description><![CDATA[This article describes the growing trend of converting abandoned rail corridors into trails for bicycling, walking, in-line skating, or other transportation or recreational purposes. Rail-trails are not new, but since the 1980s the number of trails has increased due to federal and state legislation allowing for alternative transportation spending. More than 1,200 rail-trails, totaling about 11,000 miles of converted track, have been completed since the 1960s in both rural and urban areas using a variety of funding and construction methods. The impact of the Intermodal Surface Transportation Efficiency Act of 1991 on the growth of rail-trails is discussed, and several examples of rail corridors converted to rail-trails around the U.S. are provided.]]></description>
      <pubDate>Tue, 13 Mar 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/676234</guid>
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      <title>BICYCLE TRANSPORTATION FACILITIES IN KANSAS</title>
      <link>https://trid.trb.org/View/472477</link>
      <description><![CDATA[This document reports on bicycle transportation projects in Kansas.  The facilities described in the document were selected due to their unique characteristics and their representation of such facilities across the State of Kansas.  Facilities pictured and described include on- and off-road bicycle facilities, bicycle paths, bicycle and pedestrian bridges, multi-use bicycle/pedestrian facilities, bicycle lanes, bicycle parking facilities, and rail-trails (trails developed from preserved railroad corridors whose railroad track has been removed).]]></description>
      <pubDate>Fri, 06 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472477</guid>
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      <title>BICYCLE AND PEDESTRIAN LEVEL-OF-SERVICE PERFORMANCE MEASURES AND STANDARDS FOR CONGESTION MANAGEMENT SYSTEMS</title>
      <link>https://trid.trb.org/View/469373</link>
      <description><![CDATA[The Gainesville Mobility Plan Prototype was developed as the congestion management system plan for Gainesville, Florida, and incorporated level-of-service (LOS) performance measures for bicycle and pedestrian facilities.  The LOS evaluations describe the degree of bicycle and pedestrian accommodation in a transportation corridor.  The bicycle LOS measures are designated:  basic facility provided, conflicts, speed differential, motor vehicle LOS, maintenance, and provision of transportation demand management programs or intermodal links. Pedestrian LOS criteria are similar and incorporate specific pedestrian features.  The Gainesville bicycle and pedestrian LOS performance measures use a point scale resulting in an LOS rating system of A through F.  The scoring system was developed with sensitivity to characteristics that may be mutually exclusive or inclusive to determine all possible combinations of points.  The methodology hypothesizes that there is a critical mass of variables that must be present to attract nonmotorized trips.  The methodology is applicable for corridor evaluations on arterial and collector roadways in urban or suburban areas. The criteria include measures of programmatic and off-street projects such as rail-trails, bicycle parking, bikes-on-transit, employer-based programs, and so forth, in addition to traditional on-street facility improvements.  By measuring such improvements recommendations for more diverse projects can be supported.  This analysis was applied to several roadways with promising results that generally corresponded to user perceptions of the facilities.  LOS evaluation was used as a tool of the congestion management system to develop project recommendations and priorities, but it may also be useful in concurrency and long-range transportation planning.]]></description>
      <pubDate>Wed, 17 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469373</guid>
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      <title>NATIONAL BICYCLING AND WALKING STUDY. CASE STUDY NO. 8: ORGANIZING CITIZEN SUPPORT AND ACQUIRING FUNDING FOR BICYCLE AND PEDESTRIAN TRAILS</title>
      <link>https://trid.trb.org/View/386089</link>
      <description><![CDATA[This report explores key organizing and funding initiatives associated with the creation of off-highway bicycle and pedestrian facilities.  The scope of the report has been specifically narrowed to focus on off-highway bicycle and pedestrian facilities created from abandoned rail corridors. Commonly referred to as "rail-trails", these facilities now total more than 5,000 miles in length and are located in urban, suburban, and rural settings all across America.  Four case studies are included in this report.  They were chosen because they provide both good and bad examples of organizing and funding.  They also represent the development of rail-trails in urban, suburban and rural settings, and are geographically distributed throughout the United States.  Chapter One is an analysis of the five primary stages of any successful rail-trail project and uses the four case studies to demonstrate key points of decision making.  A detailed description of funding sources currently available for rail-trails is followed by a set of "Guidelines for Success".  Chapter Two includes the four case studies, and the report concludes with an extensive annotated bibliography on off-highway bicycle and pedestrian trails in Chapter Three.]]></description>
      <pubDate>Thu, 17 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/386089</guid>
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      <title>EVALUATION OF THE BURKE-GILMAN TRAIL'S EFFECT ON PROPERTY VALUES AND CRIME (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/295849</link>
      <description><![CDATA[The objective of this study is to determine what effect, if any, an 8-yr-old urban, bicycle and pedestrian rail-trail has had on property values and crime rates on property near and adjacent to the trail.  Also evaluated is public acceptance of the trail and its effect on the quality of life of adjacent neighborhoods.  The study is intended to help determine if additional trails should be developed along abandoned railroad rights-of-way.  The scope includes a 7-mi section of a bicycle and pedestrian trail; 152 single-family homes and 607 condominiums adjacent to the trail; and 320 single-family homes within one block of the trail.  The method used in this study includes random interviews with adjacent property owners and other residents within one block, interviews with police officers who patrol the area, interviews with real estate agents who sell properties in the area, and a survey of local real estate advertisements.  The conclusion of this study is that this particular rail-trail is an amenity that helps sell homes and increases property values.  The study also found that the trail has had little, if any, effect on crime and vandalism experienced by adjacent property owners, and that there is a very high level of public support and acceptance of the trail.]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/295849</guid>
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