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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>
    <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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>PROCEDURES FOR ESTIMATING PARK-AND-RIDE DEMAND IN LARGE TEXAS CITIES. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/274675</link>
      <description><![CDATA[Numerous park-and-ride lots are being developed in Texas. This report develops techniques to estimate the ranges in ridership that will likely occur at park-and-ride lots in large urban areas.  The data base employed to develop these techniques uses the experiences of 16 park-and-ride lots in Houston, Texas.  Several of these models are then applied to Dallas park-and-ride lots.  The demand estimation techniques presented are intended to be relatively easy and inexpensive to apply and use only data that are readily available for Texas urban areas.  These techniques are also developed to estimate the impact of high-occupancy vehicle lanes, also called authorized vehicle lanes, on park-and-ride lot utilization.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:26:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/274675</guid>
    </item>
    <item>
      <title>GUIDELINES FOR ESTIMATING THE COST EFFECTIVENESS OF HIGH-OCCUPANCY VEHICLE LANES. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/268693</link>
      <description><![CDATA[District offices of the Texas State Department of Highways and Public Transportation have sponsored research into high-occupancy vehicle (HOV) lane cost effectiveness in Houston, Dallas and San Antonio.  Many of these projects have utilized the freeway operations simulation capabilities of the FREQ7 computer model as a tool to assist in the cost effectiveness assessment.  This report documents the process used to derive guidelines for estimation of HOV lane project benefit/cost ratios.  An extensive radial freeway FREQ7 model data base was combined with an economic analysis of benefits and costs for barrier-separated HOV lane facilities.  The data are intended to provide information to highway and transit planners concerning the potential viability of HOV lanes.  The guidelines developed offer a means of initially screening freeways to determine whether more detailed and costly HOV feasibility studies are warranted.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:44:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/268693</guid>
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    <item>
      <title>COME TOGETHER RIDESHARING PROGRAM OPTION SUMMARIES</title>
      <link>https://trid.trb.org/View/75666</link>
      <description><![CDATA[The document provides technical summaries of the transportation options under consideration. These include (1) transportation facility improvements (e.g., exclusive lanes for high-occupancy vehicles; park and ride service; park-pool service), (2) non-facility transit service improvements (e.g., revised operation strategies, commuter bus service), (3) paratransit, (4) public sector information, legislative and administrative support, and (5) employer-incentive programs. These option summaries provide background material for identifying and evaluating strategies that encourage ridesharing.]]></description>
      <pubDate>Fri, 14 Nov 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75666</guid>
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    <item>
      <title>I-95/NW 7TH AVENUE BUS/CAR POOL SYSTEMS DEMONSTRATION PROJECT REPORT II-4. EVALUATION OF CHARACTERISTICS OF USERS AND NON-USERS OF THE I-95 BUS/CAR POOL SYSTEM</title>
      <link>https://trid.trb.org/View/82784</link>
      <description><![CDATA[Express bus operations on the new priority lanes on I-95 in March 1976 constitute Phase II of a project. This report, Report II-4, presents the findings of three surveys administered to obtain data on the socio-economic, travel, and attitudinal characteristics of two types of users, express bus passengers and non-users from the target market population. The survey instruments are in Appendixes B, C, and D of this report. Both users and non-users wanted the exclusive lanes to be retained on I-95. Many respondents favored exclusive lanes on all urban freeways.]]></description>
      <pubDate>Mon, 26 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82784</guid>
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    <item>
      <title>I-95/NW 7TH AVENUE BUS/CAR POOL SYSTEMS DEMONSTRATION PROJECT REPORT II-1. EVALUATION OF THE I-95 EXPRESS BUS AND HIGH OCCUPANCY VEHICLE PRIORITY SYSTEMS</title>
      <link>https://trid.trb.org/View/82601</link>
      <description><![CDATA[This report, Report II-1, presents a summary of the evaluation of Phase II of the project, and it consists of the evaluation of the effect of the exclusive bus/car pool lanes on the I-95, Golden Glades Park'n'Ride facility, and a direct flyover connector between the facility and the reserved lanes on I-95.]]></description>
      <pubDate>Sat, 12 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82601</guid>
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    <item>
      <title>I-95/NW 7TH AVENUE BUS/CAR POOL SYSTEMS DEMONSTRATION PROJECT REPORT II-2. EVALUATION OF THE EFFECTS OF THE I-95 EXCLUSIVE BUS/CAR POOL LANE PRIORITY SYSTEM ON VEHICULAR AND PASSENGER MOVEMENTS</title>
      <link>https://trid.trb.org/View/82602</link>
      <description><![CDATA[Express bus operations on the new priority lanes on I-95 in March 1976 constitute Phase II of the project. The report, Report II-2, discusses the effects of priority systems on vehicle operations, passenger movements, violations and enforcement, and safety. The report concludes that: all travel times were reduced when lanes were opened; violation rate dropped from 63% (three persons occupancy) to 37% (two persons occupancy); additional lanes on I-95 significantly decreased the accident rate on a daily basis.]]></description>
      <pubDate>Sat, 12 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82602</guid>
    </item>
    <item>
      <title>I-95/NW 7TH AVENUE BUS/CAR POOL SYSTEMS DEMONSTRATION PROJECT REPORT II-3. EVALUATION OF THE EFFECTS OF THE I-95 EXCLUSIVE BUS/CAR POOL PRIORITY SYSTEM ON THE EXPRESS BUS SYSTEM</title>
      <link>https://trid.trb.org/View/82603</link>
      <description><![CDATA[Express bus operations on the new priority lanes on I-95 in March 1976 constitute Phase II of the project. This report, Report II-3, presents the evaluation of the effects of Phase II on the express bus and car pool operation. In addition, the effect of Park'n'Ride facility and flyover ramp on the utilization of the I-95 priority system is presented along with the effect of the marketing program. The economic viability of the I-95/NW 7th Avenue bus/car pool priority systems is also presented.]]></description>
      <pubDate>Sat, 12 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82603</guid>
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    <item>
      <title>I-95/NW 7TH AVENUE BUS/CAR POOL SYSTEMS DEMONSTRATION PROJECT REPORT I-6. EFFECTS OF NW 7TH AVENUE BUS PRIORITY SYSTEMS ON NW 7TH AVENUE TRAFFIC STREAM FLOW AND PASSENGER MOVEMENTS</title>
      <link>https://trid.trb.org/View/82582</link>
      <description><![CDATA[The purpose of this report was to document the effects of several bus priority systems implemented on NW 7th Avenue in Miami, Florida, on traffic stream flow and passenger movement characteristics. Data were collected regarding traffic volume, vehicle occupancy, system delay (air photos), violations of the reserved lane, auto travel time and accidents. Analyses were conducted to determine the effects of each bus priority system on the operational characteristics of automobile traffic and passenger movements on NW 7th Avenue. Some of the general conclusions were: (1) none of the implemented bus priority systems produced an adverse effect on auto traffic and, in fact, the auto traffic was generally improved under all bus priority systems; (2) the bus priority system consisting of a reversible, exclusive bus lane and traffic signal progression produced better operation for the automobile traffic than did the systems which used the exclusive bus lane and traffic signal preemption; (3) the initiation of the exclusive lane was associated with a significant increase in bus accident rates; after a 'start up' period, the bus accident rate decreased somewhat but still remained higher than the bus accident rate before the initiation of the bus lane; (4) the rate of violation of the reserved lane was relatively low (about 5%); there was an indication that the violation rate decreased with time as drivers learned of the reserved lane and left turn restrictions.]]></description>
      <pubDate>Fri, 28 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82582</guid>
    </item>
    <item>
      <title>HIGH-OCCUPANCY VEHICLE PROJECT CASE STUDIES HISTORY AND INSTITUTIONAL ARRANGEMENTS</title>
      <link>https://trid.trb.org/View/361498</link>
      <description><![CDATA[This report presents an analysis of the history and institutional arrangements associated with high-occupancy vehicle (HOV) projects in Houston, Texas; Minneapolis - St. Paul, Minnesota; Orange County, California; Pittsburgh, Pennsylvania; Seattle, Washington; and Washington, D.C./Northern Virginia.  The report provides a summary of the elements common to the different projects, and a detailed description of the background and institutional arrangements associated with each of the case studies.  The analysis includes an examination of the reasons behind the development of the projects, the background and history of the facilities, a discussion of the relevant issues associated with the HOV projects, and roles and responsiblities of the different agencies and organizations involved in the process.  The analysis was conducted to identify common elements and unique characteristics leading to the implementation and operation of the HOV facilities.]]></description>
      <pubDate>Fri, 31 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361498</guid>
    </item>
    <item>
      <title>THE URBAN TRAVEL DEMAND FORECASTING PROJECT FINAL REPORT SERIES, VOLUME X. POLICY ANALYSIS OF A TRANSPORTATION CORRIDOR</title>
      <link>https://trid.trb.org/View/150364</link>
      <description><![CDATA[The Urban Transportation Corridor Policy Analysis is one of the three practical applications of disaggregate travel demand models conducted as part of the Urban Travel Demand Forecasting Project. The policy study found that disaggregate travel demand models together with a synthesized sample of households are a very convenient and cost-effective way to predict demand for travel and for analyzing the consequences of alternative plans by market segments. Parametric transportation service models can be utilized together with the disaggregate travel demand models, and equilibrium of demand and service can be accomplished at low costs. The computational procedure employed in the study was that of approximating fixed points of a mapping. The costs of alternative transportation modes are a very complex problem for analysis. The analyses and calculations made show that substantial subsidies and cross-subsidies are made to and within the passenger transportation industry. The policy analysis of alternative plans in the I-580 corridor showed that a designated lane for high occupancy vehicles (HOV) improves the linehaul speeds in most cases even when it means reducing the capacity for single occupant cars. HOV lanes and express bus service were found to confer benefits mostly to the well-to-do suburbanites.]]></description>
      <pubDate>Tue, 07 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150364</guid>
    </item>
    <item>
      <title>WHY BUS-BASED RAPID TRANSIT IS THE KEY TO SUSTAINABLE TRANSPORTATION</title>
      <link>https://trid.trb.org/View/538869</link>
      <description><![CDATA[This paper describes why bus-based rapid transit (BBRT) is the key to sustainable transportation.  It provides an overview of the problem, the solution and ways in which it can be achieved. BBRT, in its simplest form, can consist of specially marked lanes along existing road facilities coupled with traffic signal priority measures.  The next level consists of at-grade-bus-only roadways which can be integrated into a network or connected to a system of reserved bus lanes.  The ultimate level of development is of course the grade-separated busway.  The paper presents practical applications of all three concepts.]]></description>
      <pubDate>Wed, 26 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538869</guid>
    </item>
    <item>
      <title>THE POTENTIAL FOR FREIGHT PRODUCTIVITY IMPROVEMENTS ALONG URBAN CORRIDORS</title>
      <link>https://trid.trb.org/View/572830</link>
      <description><![CDATA[The impacts that would result from providing "reserved capacity" for trucks rather than restricting trucks are considered in this study.  In the extreme case, trucks would be allowed to travel in a dedicated or exclusive lane.  A more moderate approach would be to provide a "cooperative" dedicated lane in which vehicles such as trucks and buses could share a common lane and yet be separated from general traffic.  The study determined the following.  Reserved-capacity strategies for trucks would offer (1) nearly $10 million in annual travel time savings for the trucking industry, (2) a savings of about 2.5 minutes per average truck trip (less than 8% savings in trip travel time), and (3) almost $30 million in annual travel time savings for single-occupancy vehicles in the Seattle region.  The difference in travel times between the reserved-capacity strategy that would add trucks to the existing high occupancy vehicle (HOV) lanes and the one that would add an exclusive truck lane would be insignificant, providing little justification for the construction of an exclusive truck lane.  In all likelihood, the impact of reserved-capacity strategies on safety would be small, depending on the particular reserved capacity strategy. Reserved capacity strategies for trucks would accelerate pavement deterioration in the reserved lanes, but the reduction in the pavement deterioration rates of the general purpose lanes might help to balance future reconstruction costs.  Surveys of the general public and subsequent statistical analysis showed considerable resistance to reserved-capacity strategies for trucks.  However, this resistance is not unlike that encountered when HOV lanes were first considered.  It is the recommendation of this study that the idea of reserved-capacity strategies for trucks continue to be presented to the trucking industry, to the public, and to other impacted agencies for discussion and consideration.  The study showed that the adverse impacts of such strategies are easily manageable and there is at least potential for freight-productivity improvements.]]></description>
      <pubDate>Tue, 01 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572830</guid>
    </item>
    <item>
      <title>HIGH-OCCUPANCY VEHICLE FACILITIES: AN APPROACH TO SOLVING CONGESTION AND MOBILITY PROBLEMS</title>
      <link>https://trid.trb.org/View/370605</link>
      <description><![CDATA[This article provides an overview of High Occupancy Vehicle (HOV) facilities in North America.  Topics discussed include the following:  Purpose and Types of HOV Facilities; HOV Lanes on Freeways and in Separate Rights-of-Way; Arterial Street HOV Lanes; Application of IVHS Technology to HOV Facilities; International HOV Facilities; and Future Directions.]]></description>
      <pubDate>Tue, 06 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370605</guid>
    </item>
    <item>
      <title>OPERATIONAL ANALYSIS OF THE I-405 HOV SYSTEM. FINAL REPORT</title>
      <link>https://trid.trb.org/View/362911</link>
      <description><![CDATA[This report documents an operational analysis of I-405 HOV facilities.  The primary objectives of this analysis were (1) to provide information that could assist in the development of a coordinated plan for the I-405 high-occupancy vehicle (HOV) lane system to ensure that the existing and planned HOV facilities worked together and that transitions between facilities occurred smoothly, and (2) to survey the I-405 commuters as a means of understanding their perceptions of HOV lane operations and constraints on the ability of single-occupant vehicle (SOV) commuters to rideshare.  The analysis included an overview of HOV lane operations in the United States, a public opinion survey of commuters who primarily lived and worked east of Lake Washington, results of focus groups with workers who lived in east King County, transportation modeling centering on the I-5 corridor, traffic analysis of HOV lane options, a cost effectiveness analysis, and the results of a symposium that presented and discussed the results of the project.]]></description>
      <pubDate>Fri, 31 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/362911</guid>
    </item>
    <item>
      <title>FIFTH NATIONAL HIGH-OCCUPANCY VEHICLE (HOV) FACILITIES CONFERENCE, HOV FACILITIES--COMING OF AGE, CONFERENCE PROCEEDINGS, APRIL 28 - MAY 1, 1991, SEATTLE, WASHINGTON</title>
      <link>https://trid.trb.org/View/364319</link>
      <description><![CDATA[These conference proceedings include the following:  Opening Remarks, W.T. Roach; Conference Welcome, T. Hill; The Federal Highway Administration Perspective on HOV Facilities, D. Carlson; Urban Mass Transportation Perspective on HOV Facilities, L. Schulman; Presentation of HOV White Papers; HOV Facilities in the Seattle Region (presentations by M. Baker, R. Walsh, and R. Anderson); Luncheon Speech - Transportation in the Seattle Area, F. Jarrett; Town Meeting on HOV Facilities; Closing Session; and Workshop Sessions on (1) Planning and Design, (2) Marketing and Public Involvement, (3) Operations and Enforcement, (4) Travel Demand Management, (5) Legislation and Policy, and (6) Intelligent Vehicle Highway Systems and HOV Facilities.  Appendix 1 contains the six White Papers and Appendix 2 the Conference Registration List.]]></description>
      <pubDate>Wed, 31 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364319</guid>
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