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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>Traveler Information and Tourism Assessment of Traveler Information and 511 Impacts Upon Tourist Destinations and National Parks</title>
      <link>https://trid.trb.org/View/798739</link>
      <description><![CDATA[The study focused on traveler information systems in tourism areas and the impacts of those traveler information efforts. Case studies were conducted on four sites: Acadia National Park and Bar Harbor, Maine; Branson, Missouri; the I-81 Corridor in the Shenandoah Valley of Virginia; and Salt Lake City, Utah. These sites were selected based on a number of criteria, including the significance of tourism in the local economy; availability of a traveler information system with real-time information; maturity of the system; availability of data from previous studies of the system; presence of a 511 telephone system; rural or urban setting; and presence of a National Park. Recommendations are offered to aid current and future traveler information system operators and their partners. Examples include targeting tourists in marketing and promotion efforts and orienting user interfaces to tourists; better coordination between transportation and tourism stakeholders; and sensitivity to presentation of traffic congestion information to minimize adverse impacts on tourists businesses.]]></description>
      <pubDate>Thu, 01 Mar 2007 08:38:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/798739</guid>
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    <item>
      <title>511 Deployment Costs: A Case Study</title>
      <link>https://trid.trb.org/View/794847</link>
      <description><![CDATA[Since 2001 when the first 511 telephone information system was launched, travelers in many locations throughout the United States have had ready access to traveler information by calling those three easy-to-remember numbers: 5-1-1.  As of October 2006, thirty-one 511 statewide and regional systems are in place.  Transportation agencies in other locations are interested in deploying 511, and as they make plans questions about cost naturally arise.  This document is intended to provide decision-makers and planners in public agencies information about the costs of 511 based on the experience of current 511 deployers.  The report summarizes costs of nine 511 systems: the statewide services in Arizona, North Carolina, Utah, Virginia, Kansas, and Washington; and three regional/metropolitan services in Florida--Central Florida (Orlando region), the Tampa Bay region, and Southeast Florida (Miami, Fort Lauderdale, West Palm Beach and surrounding counties).  These sites vary widely in their attributes and the business model adopted for the deployment, and, thus, they provide a picture of the range of deployments that can be encountered.  Costs have many components, and for the purposes of this study the following set of cost categories for assembling information and comparison among locations was established:  labor; equipment for 511 content; telecommunications; and marketing.]]></description>
      <pubDate>Fri, 29 Dec 2006 11:08:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/794847</guid>
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      <title>Transportation Services: Better Dissemination and Oversight of DOT's Guidance Could Lead to Improved Access for Limited English-Proficient Populations</title>
      <link>https://trid.trb.org/View/763561</link>
      <description><![CDATA[More than 10 million people in the United States are of limited English proficiency (LEP), in that they do not speak English at all or do not speak English well. These persons tend to rely on public transit more than English speakers. Executive Order 13166 directs federal agencies to develop guidance for their grantees on making their services accessible to LEP persons. The Department of Transportation (DOT) issued its guidance in 2001, with revised guidance pending issuance. This report reviews (1) the language access services transit agencies and metropolitan planning organizations have provided, and the effects and costs of these services; (2) how DOT assists its grantees in providing language access services; and (3) how DOT monitors its grantees’ provision of these services. Transit agencies and metropolitan planning organizations provide a variety of language access services, predominantly in Spanish, but the effects and costs of these services are largely unknown. Types of services provided included, among other things, translated brochures and signs; multilingual telephone lines; bilingual drivers; and interpreters at public meetings. However, few agencies the Government Accountability Office (GAO) visited had conducted an assessment of the language needs in their service areas, or had conducted an evaluation of their language access efforts. As a result, it is unclear whether agencies’ efforts are comprehensive enough to meet the needs of LEP persons, and community groups in the areas GAO visited saw important gaps in agencies’ services. In addition, although those costs are largely unknown, several agencies saw providing language access as a cost of doing business, not as an additional cost. However, if efforts were to be expanded to include additional services or languages, agency officials told GAO that costs could become prohibitive. DOT assists grantees in providing language access through its guidance and other activities, but DOT has made limited efforts to ensure that grantees are aware of the available assistance, which was not often accessed by the agencies GAO visited. This assistance includes DOT’s guidance—which provides a five-step framework for how to provide meaningful language access—as well as workshops and peer-exchange programs that include language access practices, and training courses that touch on language issues. DOT also participates in a federal LEP clearinghouse, www.lep.gov. However, few agencies GAO visited had accessed these resources. Several local officials stated that easily accessible training and assistance specific to language access and examples of how to implement DOT’s guidance could help them more effectively provide access to LEP populations. Transit agencies’ and metropolitan planning organizations’ provision of language access services are monitored through in-depth civil rights compliance reviews and two broader reviews—triennial reviews of transit agencies and planning certification reviews. However, these reviews do not have consistent criteria for determining whether an agency is deficient in providing such services. Furthermore, these reviews do not fully reflect Executive Order 13166 or DOT’s guidance. Without thorough and consistent monitoring that takes into account the guidance, local agencies’ language access activities will likely remain varied and inconsistent. GAO recommends that the Secretary of DOT (1) ensure that DOT’s revised LEP guidance is directly distributed to all DOT grantees; (2) consider providing additional assistance to grantees in providing language access; and (3) more fully incorporate the revised guidance in current review processes, and establish consistent norms for what constitutes a language access deficiency.]]></description>
      <pubDate>Wed, 09 Nov 2005 11:44:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/763561</guid>
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    <item>
      <title>INVESTIGATION OF DRIVING BEHAVIOR CHANGES ASSOCIATED WITH MANUAL AND VOICE-ACTIVATED PHONE-DIALING IN A REAL-WORLD ENVIRONMENT</title>
      <link>https://trid.trb.org/View/704229</link>
      <description><![CDATA[This research effort examined the effects of three different types of cell-phone dialing on driving behavior: discrete 10-digit phone dialing using a hands-free, voice-activated system; continuous 10-digit phone dialing using a hands-free, voice-activated system; and manual 10-digit phone dialing using a cell-phone held in a cradle. The driving behavior of the three dialing tasks was compared to normal driving. Thirty-six participants, divided into two age groups (i.e., 18-34 years and 45-65 years, 18 participants per group), drove an instrumented vehicle on an interstate freeway and were allowed to perform tasks when they felt comfortable. The dependent measurements that were analyzed included task completion time, average speed, percent of time out of the lane, and percent of glance time to several locations (e.g., forward roadway, mirrors). The results of the driving performance did not result in any differences in terms of average speed and lane maintenance, although the optimal placement of the hand-held cell phone may have influenced this finding. The results of the glance analysis suggest that glance patterns during hands-free, voice-activated dialing and baseline driving are similar, while manual dialing of a cell-phone resulted in a significant decrease in both forward and peripheral glances, as well as glances toward the speedometer.]]></description>
      <pubDate>Wed, 07 Jul 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/704229</guid>
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      <title>REDUCING DRIVERS' MENTAL WORKLOAD BY MEANS OF AN ADAPTIVE MAN-MACHINE INTERFACE</title>
      <link>https://trid.trb.org/View/686409</link>
      <description><![CDATA[Distraction and information overload caused by performing additional tasks while driving can compromise driving safety. This risk is magnified by the increased availability and use of in-vehicle information and communication devices.  As a way of dealing with this information overload, this paper describes an adaptive man-machine interface that filters information presentation according to situational requirements.  This filter is implemented as a projective real-time computational workload estimator, which is based on the assessment of traffic situations detected from an on-board geographical database. Workload estimates are refined by data from sensors that monitor the traffic environment and variables of driving dynamics.  The prototype system is operational in a demonstrator vehicle. Whenever the workload estimate exceeds a threshold value, incoming telephone calls are automatically redirected to the telephone mailbox without notifying the driver.  An evaluation field experiment using objective and subjective methods for assessing workload showed promising results in terms of the possibilities of reducing workload by means of the adaptive interface.]]></description>
      <pubDate>Sun, 25 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/686409</guid>
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      <title>IMPROVING OPERATION OF FDOT TELEMETERED TRAFFIC MONITORING SITES</title>
      <link>https://trid.trb.org/View/661555</link>
      <description><![CDATA[The Florida Department of Transportation (FDOT) currently monitors about 7,000 traffic count sites, including over 300 permanent Telemetered Traffic Monitoring Sites (TTMSs).  The major efforts conducted under this project were:  (1) Cellular Communication Improvement for Site 9936; (2) Modem Performance Study; (3) Telephone Line Surge Protection; (4) Evaluation of Bonding Materials Used in Piezoelectric Axle Sensor Installation; and (5) Mining of Florida Intelligent Transportation System (ITS) Data for Transportation Planning. In addition to the major efforts, technical support was provided to the Transportation Statistics Office of the FDOT as needed throughout the project.]]></description>
      <pubDate>Fri, 10 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/661555</guid>
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    <item>
      <title>CONTROL CENTER EVOLUTION</title>
      <link>https://trid.trb.org/View/662478</link>
      <description><![CDATA[Changes in technology have brought new opportunities to maximize efficiencies and improve operations and maintenance for rail operations.  This paper describes the trends towards integration of control center functions in the workstations provided for the operators.  Some of the functions integrated together include train control, variable message sign control, closed circuit TV and drainage control.  Some of the technologies discussed include: lcd control for display walls and flat panel workstations; voice over IP for radio; emergency telephone and PA systems.]]></description>
      <pubDate>Thu, 03 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/662478</guid>
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    <item>
      <title>COLUMBUS, OHIO, VOICE RESPONSE SYSTEM DEMONSTRATION AND EVALUATION</title>
      <link>https://trid.trb.org/View/171391</link>
      <description><![CDATA[The Voice Response System (VRS) was subjected to a 4-month demonstration in the Columbus, Ohio, Flight Service Station (FSS) preflight area. The purpose of the experiment was to test and evaluate the VRS system, user acceptance, and the effects on the specialists/facility workload, and to determine the general impact of VRS on the Columbus (CMH) FSS preflight area. In addition, the test permitted collection of technical performance data which could serve as the framework for an integrated national system for the mass dissemination of weather information. It is concluded that the VRS caused a shift in user demand/preference, reduced FSS briefer workload, reduced demand for basic pilots automatic telephone weather answering service (PATWAS), and was determined to be acceptable to the general aviation user. (Author)]]></description>
      <pubDate>Wed, 29 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171391</guid>
    </item>
    <item>
      <title>TWENTY-CHANNEL VOICE RESPONSE SYSTEM</title>
      <link>https://trid.trb.org/View/170527</link>
      <description><![CDATA[This report documents the design and implementation of a Voice Response System, which provides Direct-User Access to the FAA's aviation-weather data base. This system supports 20 independent audio channels, and as of this report, speaks three weather products over a push-button telephone interface: hourly surface observations, terminal forecasts, and forecast winds aloft. The system is implemented on two linked computers: a PDP 11/70 host which maintains the data base, and a PDP 11/34 front-end which manages the weather briefings.]]></description>
      <pubDate>Mon, 28 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170527</guid>
    </item>
    <item>
      <title>COMMUNICATION PLANNING IN NEW CONSTRUCTION AND UPGRADES</title>
      <link>https://trid.trb.org/View/723393</link>
      <description><![CDATA[Communication systems are crucial elements in new and renovated parking structures. This article describes various factors to consider when planning them. Elements include the purpose of the system- emergency only, customer only or both; mounting techniques for phones themselves; where the phones are going to be calling-on site, off site or both; and whether to incorporate surveillance and security systems, such as closed circuit TV.]]></description>
      <pubDate>Fri, 30 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/723393</guid>
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    <item>
      <title>ELECTRONIC PERMITTING AND UTILITY COORDINATION COMMITTEES</title>
      <link>https://trid.trb.org/View/656143</link>
      <description><![CDATA[The speaker gives a history of some of the early utility coordinating committees in Arizona.  Some actions by these committees include an irrigation system developed by the Ho Ho Com Indians in 1100 AD, the development of a hydroelectric plant in Childs, Arizona (in 1909), the construction of a water line (using cedar pipes) for the city of Phoenix in 1922, and this pipeline's subsequent placement underground.  The Utility Location and Coordination Council was created under the American Public Works Association in the 1970s.  At this time, a number of coordinating committees were also formed in Arizona.  In the early 1980s a policy making group was formed, to try to better ensure the implementation of coordination ideas.  This group became the Central Arizona Coordination Committee.  The Central Arizona Coordination Committee developed a Public Improvement Project Guide, which had been adopted and is recognized throughout the United States.  Issues that utility coordination committees face include abandoned facilities, and right-of-way. One-call centers help in the coordination of utilities.  The creation of the Underspace Comport, which is an electronic network, has also been helpful.  One can use the Underspace Comport to access information, to teleconference, to link to major databases and information centers, and as an electronic mail facility.  One needs a PC, a modem and communications software to interact with the Underspace Comport.  The biggest problem with Underspace Comport is that, though most people have PCs, many do not have phone lines.]]></description>
      <pubDate>Thu, 22 Jun 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/656143</guid>
    </item>
    <item>
      <title>TIMELY COORDINATION OF UTILITY RELOCATION FOR HIGHWAY PURPOSES</title>
      <link>https://trid.trb.org/View/656145</link>
      <description><![CDATA[The speaker presents "The Vermont Perspective", which is about how a small group of dedicated Agency of Transportation utility engineers and a handful of focused electric and telephone right-of-way people changed highway law and are in the process of writing rules to implement these changes.]]></description>
      <pubDate>Thu, 22 Jun 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/656145</guid>
    </item>
    <item>
      <title>CELLULAR PHONES PROVE HAZARDOUS ON HIGHWAYS</title>
      <link>https://trid.trb.org/View/511455</link>
      <description><![CDATA[Highway patrol officers are disturbed by what they see as a growing trend:  motorists pulling onto the shoulder to talk on their cell phones.  Not only is it dangerous, say officers, but it is illegal.  Drivers can legally use the shoulder only in an emergency.  Yet auto clubs, the highway patrol, and safety groups bombard motorists with this message:  if you are going to talk on the phone, pull off to the side of the road.  What they mean is this:  if you are on a city street, pull over and park your car. If you are on a freeway, take the next offramp, pull into a parking lot, and then tend to the phone.  However, many motorists are taking the message literally.  The article outlines some of the legal and safety ramifications and suggests that the message to the public be clarified.]]></description>
      <pubDate>Sat, 20 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/511455</guid>
    </item>
    <item>
      <title>IT'S NOT THE CELLPHONE, IT'S THE DISTRACTION</title>
      <link>https://trid.trb.org/View/503899</link>
      <description><![CDATA[The current debate over the safety of cellphones in driving must be balanced against the backdrop of natural resistance to a new technology.  The problems and dangers of careless use are countered by safety benefits, which include quicker contact with emergency services and reduced pressure on drivers who can phone ahead and say they will be late.  More specifically, the critical danger of the cell phone is that it is an attention-dividing distraction, and humans vary enormously in their ability to effectively divide their attention between different tasks.]]></description>
      <pubDate>Sun, 13 Jun 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/503899</guid>
    </item>
    <item>
      <title>CENTRAL AND COMPUTERIZED CONTROL OF SCHOOL-ZONE SIGNING</title>
      <link>https://trid.trb.org/View/500922</link>
      <description><![CDATA[To help improve school-zone sign management, the Road Commission for Oakland County (RCOC) in Pontiac, Michigan, is working with a contractor to customize the Sydney Coordinated Adaptive Traffic Signal (SCATS) system that controls the 60 dynamic school-zone signs in their jurisdiction.  Major changes to the SCATS system will include a customized user interface and a new communications setup.  SCATS uses dedicated telephone lines for second-by-second communications; the school-zone adaptation will use dial-up telephone lines because constant communication is not necessary, and dial-up telephone lines are more cost effective. Communications with each sign will update the clock on a daily basis to insure that the signs will activate at the appropriate times.  Planned school vacations and holidays can be put into a schedule, therefore deactivating the signs when school is not in session.  Unplanned school closures, such as snow days, can be centrally input at the RCOC to stop activation of any individual school sign.  Widespread operations should begin in September 1999.]]></description>
      <pubDate>Wed, 19 May 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/500922</guid>
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