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    <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+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7VHJhZmZpYyBzdHVkaWVzJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7VHJhZmZpYyBzdHVkaWVzJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Unmanned Aerial Vehicle–Based Traffic Analysis: Methodological Framework for Automated Multivehicle Trajectory Extraction</title>
      <link>https://trid.trb.org/View/1438426</link>
      <description><![CDATA[Unmanned aerial vehicles (UAVs), commonly referred to as drones, are one of the most dynamic and multidimensional emerging technologies of the modern era. This technology has recently found multiple potential applications within the transportation field, ranging from traffic surveillance applications to traffic network analysis. To conduct a UAV-based traffic study, extremely diligent planning and execution are required followed by an optimal data analysis and interpretation procedure. In this study, however, the main focus was on the processing and analysis of UAV-acquired traffic footage. A detailed methodological framework for automated UAV video processing is proposed to extract the trajectories of multiple vehicles at a particular road segment. Such trajectories can be used either to extract various traffic parameters or to analyze traffic safety situations. The proposed framework, which provides comprehensive guidelines for an efficient processing and analysis of a UAV-based traffic study, comprises five components: preprocessing, stabilization, georegistration, vehicle detection and tracking, and trajectory management. Until recently, most traffic-focused UAV studies have employed either manual or semiautomatic processing techniques. In contrast, this paper presents an in-depth description of the proposed automated framework followed by a description of a field experiment conducted in the city of Sint-Truiden, Belgium. Future research will mainly focus on the extension of the applications of the proposed framework in the context of UAV-based traffic monitoring and analysis.]]></description>
      <pubDate>Thu, 29 Dec 2016 15:53:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438426</guid>
    </item>
    <item>
      <title>Analysis of Implementing Spatial and Traffic Studies in the Development of Physical Planning Documents of Primorje-Gorski Kotar County</title>
      <link>https://trid.trb.org/View/1102865</link>
      <description><![CDATA[In addition to modern society's new parameters, new development plans, including economic ones, need to be adapted in the new generation of physical planning documents. High-quality planning foundations need to be ensured, since they will serve as the basis for determining basic physical plan guidelines. The need for integrally considering the development of space requirements and possibilities as traffic and traffic infrastructure comply with them is specifically addressed. For the objective physical and traffic planning parameters to be evaluated, there has been analysis of traffic studies conducted in order for new generation physical planning documentation production. Determining the credibility of infrastructure development plan predefined by Primorje-Gorski Kotar County region physical planning documents is the research goal. Results of initial research done for producting  Primorje-Gorski Kotar County and the City of Rijeka are presented in this paper. Study conclusions indicate a great gap in knowledge of traffic and spatial planning procedures among specialized traffic agencies and the rest of the respondents.]]></description>
      <pubDate>Wed, 25 May 2011 14:33:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1102865</guid>
    </item>
    <item>
      <title>Methodological transferability in route choice modeling</title>
      <link>https://trid.trb.org/View/886485</link>
      <description><![CDATA[The search for the shortest path constitutes the common practice in actual traffic studies, as this simplistic route choice model enables the universal implementation of traffic assignment and simulation procedures to every network configuration. The literature illustrates the large efforts in trying to move forward from this simplistic approach, the limited attempts in modeling route choice behavior from revealed preference data, and the nonexistent endeavor in investigating the transferability of more realistic path generation techniques and route choice models. This paper introduces a test to analyze the transferability of path generation techniques that is based on a newly defined efficiency index for the evaluation of their "cost-effectiveness". Then, equality of model estimates is tested to examine the transferability of route choice models, based on a methodology normally used in the estimation of models with mixed data (typically revealed and stated preference data) and on an existing transferability test statistic commonly used in mode choice modeling. Lastly, an experiment is presented to illustrate the implementation of the transferability tests, based on revealed preference data from two different case studies. Experiment results show that path generation techniques are totally transferable at the model specification level and partially transferable at the model parameter level, and that transferability is generally verified when parameters optimized for a larger network are successfully applied to a smaller network. Experiment results also show that not all route choice models are transferable at the model specification level, and none are transferable at the model parameter level.]]></description>
      <pubDate>Mon, 13 Apr 2009 14:59:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/886485</guid>
    </item>
    <item>
      <title>A New Microsimulator to Evaluate Road Safety at Skewed Intersections</title>
      <link>https://trid.trb.org/View/862989</link>
      <description><![CDATA[Among the most advanced traffic study tools are microscopic traffic simulation models or traffic microsimulators. Such microsimulators allow detailed reproduction, and, during long periods, modeling, of vehicles' evolution and individual drivers' behavior. The main uses of traffic microsimulators nowadays include traffic planning, highway facility capacity studies, and intelligent transport systems' evaluation. With small improvements, these microsimulators, nevertheless, can be used to study merging, visibility problems at intersections, and other aspects. ValSim is a new microsimulator which allows the relation of the skewed angle at intersections (crossing or merging) and the  driver's visibility angle for both direct and indirect vision through rearview mirrors to be seen. Road safety evaluation is thus possible. The aim of ValSim is to allow designers to evaluate an intersection's configuration and geometry through geometric design process dynamic analysis, and to verify possible merging conflicts and skewed crossings created through lack of visibility. While carrying out crossing or entry maneuvers, the software also simulates driver behavior. Blind spot zones are calculated and possible visibility conflict is highlighted for each moment.]]></description>
      <pubDate>Tue, 24 Jun 2008 07:44:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/862989</guid>
    </item>
    <item>
      <title>Sixth National Conference on Access Management, August 29-September 1, 2004, Kansas City, Missouri</title>
      <link>https://trid.trb.org/View/806548</link>
      <description><![CDATA[The Sixth National Access Management Conference was held in Kansas City, Missouri, on August 29-September 1, 2004.  The proceedings consist of presentations, papers, and in a few cases animated presentations created from the live presentation at the conference.  The sessions were as follows:  Workshop - TRB Access Management Manual; Access Management Policy Research; Alternative Dispute Resolution in Access Management; Workshop - Impact Calculator from NCHRP Report 420: Impacts of Access Management Techniques; Corridor Management Plans (Part I); Emerging Technologies in Access Management; Workshop - Web Resources in Access Management; Access Management in Regional and Urban Planning; Valuation of Access; Workshop - A.D.A. in Access Management; Intergovernmental Agreements in Access Management; Managing Access at Missouri's Interchanges; Workshop - The Expert Witness in the Courtroom (Part I); Economic Impacts of Access Management; Access Management Technical Research (Part I); Workshop - The Expert Witness in the Courtroom (Part II); Corridor Management Plans (Part II); Access Management Technical Research (Part II); Workshop - Site Access Traffic Studies; Access Management Programs at the State Level; Developing in a Regulated World; Workshop - Development of Access Management Outreach Materials; Access Management and Land Use; Innovative Analysis of Access; and Workshop - Inquiring Minds Want to Know: Starting a State Access Management Program.]]></description>
      <pubDate>Wed, 25 Apr 2007 13:11:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/806548</guid>
    </item>
    <item>
      <title>Development and Evaluation of Virginia's Highway Safety Corridor Program</title>
      <link>https://trid.trb.org/View/782370</link>
      <description><![CDATA[On July 1, 2003, legislation went into effect that established a highway safety corridor (HSC) program for Virginia. The intent of the HSC program is to address safety concerns through a combination of law enforcement, education, and engineering countermeasures. Fines for violations in the HSCs are doubled, subject to a $200 minimum for criminal infractions and a $500 maximum for traffic offenses. The Code of Virginia required the Commonwealth Transportation Commissioner, in conjunction with the Commissioner of the Department of Motor Vehicles and the Superintendent of the Virginia State Police, to develop criteria for designating and evaluating HSCs. The legislation required that this process include a review of “crash data, accident reports, type and volume of vehicular traffic, and engineering and traffic studies.” This report documents the results of a study to develop a method to designate HSCs on Virginia’s interstate and primary systems. The impacts of the HSC program on interstate crashes and speeds are also presented. The framework for the interstate program described was adopted and applied by the Virginia Department of Transportation, resulting in the installation of three HSCs around the state. The results of an evaluation of the data for 2004 indicate that the program did not produce a benefit in terms of safety or speed reduction, although the results were based on only 1 year of data. Preliminary crash data for 2005 indicate that a positive safety benefit may have occurred at the I-81 and I-95 Richmond HSCs. A rigorous analysis of the 2005 data could not be performed since comparison site data were not yet available, but the preliminary data seem promising.  The HSC program currently does not have any dedicated resources with which countermeasures may be implemented; this may limit the potential effectiveness of the program. Additional effects might be observed if dedicated resources were available to allow a more systematic approach to enforcement, education, and engineering within the designated HSCs. Further analysis of the HSCs using at least two more years of data should be performed to gain a more accurate picture of whether the HSCs have had a positive safety benefit.]]></description>
      <pubDate>Mon, 05 Jun 2006 08:12:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/782370</guid>
    </item>
    <item>
      <title>TRIP-MONITORING SURVEY: DOWNTOWN TRAVEL DATA OBTAINED BY FOLLOWING A SMALL SAMPLE OF VEHICLES</title>
      <link>https://trid.trb.org/View/277337</link>
      <description><![CDATA[In this paper is outlined a unique type of survey that was developed to assess the impact of a new downtown "regional center" plan on traffic and parking and to facilitate the planning of improvements. It enabled essential information to be collected easily and economically, without interference with or disruption of traffic flow, for such items as the total number of persons and people parking in the downtown area, the number passing through without parking, the number of persons dropped off, and travel path data for analyzing the impact of circulation changes. This was accomplished by having observers follow a small unbiased sample of vehicles entering through a cordon line. The specific procedures for the tripmonitoring survey are described to enable others to use similar car-following methods in their own areas. There are also brief explanations of how data from this survey were combined with traditional parking and traffic survey information to analyze parking and traffic needs and a discussion of some areas where additional survey effort might further enhance the survey results.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/277337</guid>
    </item>
    <item>
      <title>OBSERVATIONS ON MOTORWAY TRAFFIC AT HIGH FLOWS</title>
      <link>https://trid.trb.org/View/269600</link>
      <description><![CDATA[The paper comments on two of the aspects of traffic flow: capacity and speed.  It draws on results gained from an ongoing investigation into the operation of the M6 motorway in the West Midlands as a part of the M5/M6 traffic management study.  Two means of data collection and analysis have been used and are briefly described.  Video recordings of traffic can be analysed by means of an event recorder. Automatic traffic classifier data yielding details of vehicle type and speed can be analysed by appropriate software.  Methods of defining and estimating capacity are discussed and the relationship between hourly and short-term capacity is commented on.  The paper discusses a number of detailed aspects of traffic flow: the stability along a length of road of short-term variations in traffic flow; headway distributions at flows near capacity; flow perturbations caused by merging manoeuvres; the characteristics of flow breakdowns, the problems of clearing such breakdowns and their effect on throughput. The effect on both capacity and speed of adverse weather conditions is also commented on.  The paper concludes that an absolute value of capacity for a length of road is difficult to determine and that short-term flow fluctuations reduce the potential efficiency of traffic flow.  For the covering abstract of theseminar see TRIS 450556.  (TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:56:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/269600</guid>
    </item>
    <item>
      <title>PROCEEDINGS OF THE 38TH ANNUAL MEETING, DISTRICT 6 OF THE INSTITUTE OF TRANSPORTATION ENGINEERS, ALBUQUERQUE, NEW MEXICO, JULY 14-17, 1985</title>
      <link>https://trid.trb.org/View/214875</link>
      <description><![CDATA[These Proceedings contain papers presented at the 38th Annual Meeting of District 6 of the Institute of Transportation Engineers held in Albuquerque, New Mexico July 14-17, 1985.  The papers represent a wide range of topics relating to the planning, design, and operation of transportation facilities.  They are grouped under eight headings: transportation of hazardous materials, issues in highway design, transit system performance and evaluation, traffic safety, traffic impact studies, transportation information systems, quick response planning techniques, and traffic studies and operations.]]></description>
      <pubDate>Wed, 25 Aug 2004 01:43:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/214875</guid>
    </item>
    <item>
      <title>SAMPLING PROCEDURES FOR ROADSIDE INTERVIEWS IN ORIGIN-AND- DESTINATION TRAFFIC SURVEYS</title>
      <link>https://trid.trb.org/View/120736</link>
      <description><![CDATA[IN THE ORIGIN-AND-DESTINATION TRAFFIC STUDY OF THE MAIN ROUTES AT AMES, IOWA, IN THE FALL OF 1949, THE ROADSIDE INTERVIEWS, 7 A.M. TO 11 P.M., WERE RECORDED IN TIME INTERVALS OF 2 MINUTES. IT IS POSSIBLE, THEREFORE, TO RECONSTRUCT THE TRAFFIC FLOW THROUGH ANY OF THE INTERVIEW STATIONS IN ROAD SEQUENCE OF VEHICLES, EXCEPT WITHIN THE 2-MIN. INTERVALS. FIVE SAMPLES WERE DRAWN FROM THE IBM CARDS. THE RESULTING TRIPS BETWEEN PAIRS OF ORIGIN-AND- DESTINATION ZONES WERE COMPARED WITH THE TRIPS FOUND IN THE 100-PERCENT INTERVIEWS. SYSTEMATIC SAMPLES OF 10 AND 20 PERCENT WERE DRAWN BY SELECTING FOR EACH DIRECTION OF TRAVEL EVERY 10TH AND EVERY 5TH TRIP IN SEQUENCE THROUGHOUT THE 16-HR. PERIOD FOR THE FOUR EXTERNAL STATIONS ON US 30 AND US 69 AT THE CITY LIMITS. STATISTICALLY, THESE TWO SAMPLES ADHERED TO THE CHARACTERISTICS OF A NORMAL DISTRIBUTION AND ARE OF VALUE IN PREDICTING THE PROBABLE MAXIMUM PERCENT ERRORS TO BE EXPECTED FROM COMPARABLE SAMPLES. THE THIRD SAMPLE WAS DRAWN FROM STATION 3 ONLY ON A TIME-CONTROLLED BASIS BY TAKING ALL VEHICLES REACHING THE INTERVIEW STATION IN THE FIRST 2 MIN. OF EACH 10-MIN. PERIOD. THIS SAMPLE HAD ABOUT THE SAME CHARACTERISTICS AS THE SYSTEMATIC 20-PERCENT SAMPLE. SINCE THESE THREE SAMPLES WERE SELECTED BY A PROCEDURE DIFFICULT TO MAINTAIN AT A ROADSIDE STATION, THE FOURTH SAMPLE WAS TAKEN ON A TIME-AND-SIZE-CONTROLLED PROCEDURE THAT COULD BE EASILY PERFORMED AT THE ROADSIDE. THIS SAMPLE WAS SATISFACTORY AND OF ABOUT THE SAME QUALITY AS THE TIME-CONTROLLED SAMPLE. THESE THIRD AND FOURTH SAMPLES WERE EXPANDED TO THE 10-MIN., 1-HR., AND 16-HR. 100- PERCENT TRAFFIC VOLUMES. THE 10-MIN. AND THE 16-HR. BASIC GAVE BETTER RESULTS THAN THE 1-HR. EXPANSION. THE FIFTH TEST WAS APPLIED TO TRAFFIC IN ONE DIRECTION ONLY. THE RESULTS INDICATE THAT FOR THESE STATIONS AT AMES, IOWA, ACCEPTABLE RESULTS COULD BE OBTAINED BY SAMPLING ONE DIRECTION ONLY. THESE BRIEF RESULTS ARE INSUFFICIENT, EVEN FOR AMES, TO DETERMINE THE BEST BASIS OF TAKING AN ORIGIN- AND-DESTINATION SAMPLE AT ROADSIDE-INTERVIEW STATIONS. THE RESULTS DO SHOW, HOWEVER, THAT THE TIME-AND-SIZE CONTROLLED SAMPLE OF ABOUT 20 PERCENT OF THE TOTAL TRAFFIC SHOULD YIELD ACCEPTABLE RESULTS. WHEN THE TRAFFIC BY DIRECTION BALANCES EACH OTHER IN INTERCHANGES BETWEEN PAIRS OF ORIGIN-AND- DESTINATION ZONES, THE UNDIRECTIONAL METHOD OF SAMPLING COULD BE USED. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/120736</guid>
    </item>
    <item>
      <title>REPORTING HIGHWAY TRAFFIC DATA</title>
      <link>https://trid.trb.org/View/120731</link>
      <description><![CDATA[METHODS USED FOR RECORDING AND REPORTING HIGHWAY TRAFFIC DATA IN TEXAS ARE SURVEYED. A STUDY WAS CONDUCTED TO DETERMINE HOW SINGLE 24-HOUR COVERAGE COUNTS AND 48-HOUR SUCCESSIVE COUNTS MADE ON WEEKDAYS COMPARED WITH THE TRUE AVERAGE WEEKDAY'S TRAFFIC DURING THE MONTH IN TEXAS. SIXTEEN PERMANENT AUTOMATIC TRAFFIC RECORDER STATIONS WERE SELECTED WITH AVERAGE DAILY VOLUMES OF LESS THAN 500 VEHICLES, TO BE REPRESENTATIVE OF ALL SECTIONS OF THE STATE. COEFFICIENTS OF VARIATION WERE EMPLOYED TO COMPARE THE 24 AND THE 48-HR. COUNTS WITH THE AVERAGE WEEK DAY TRAFFIC. THE ARITHMETIC MEANS OF THE COEFFICIENT OF VARIATION WERE COMPUTED FOR ALL SIXTEEN STATIONS. REPORTS ON TRAFFIC VOLUMES CONSIST OF THREE SETS OF TRAFFIC MAPS: THE STATE TRAFFIC MAP, THE DISTRICT TRAFFIC MAP, AND THE COUNTY TRAFFIC MAP. THE TEXAS HIGHWAY PLANNING SURVEY ISSUES MONTHLY GRAPHS AND TABULATIONS INDICATING THE VARIATIONS IN TRAFFIC VOLUMES, THE GRAPHS SHOWING THE RELATION OF COMMERCIAL TO TOTAL TRAFFIC AND THE VARIATIONS IN WEEK DAY, SATURDAY AND SUNDAY TRAFFIC. TRAFFIC VOLUMES AND WEIGHT DATA ARE RECORDED. TRAFFIC DATA ARE USED IN THE APPLICATION OF TRAFFIC VOLUMES IN THE SELECTION OF ROADS FOR THE FARM-TO-MARKET SYSTEM. THIRTY-EIGHT EXTERNAL URBAN ORIGIN AND DESTINATION STUDIES, THREE INTERNAL TRAFFIC STUDIES USING THE LICENSE TAG METHOD, AND ONE PARKING STUDY COMBINED WITH THE EXTERNAL ORIGIN AND DESTINATION STUDY ARE REPORTED. ORIGIN AND DESTINATION SURVEYS IN THE CITY OF CORPUS CHRISTI AND AMARILLO ARE DESCRIBED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/120731</guid>
    </item>
    <item>
      <title>STUDIES OF TRIP GENERATION IN THE NATION'S CAPITAL, 1956-58</title>
      <link>https://trid.trb.org/View/120695</link>
      <description><![CDATA[TRAFFIC STUDIES ARE REPORTED CONCERNED WITH EVALUATION OF PAST AND PRESENT TRAVEL CHARACTERISTICS IN THE METROPOLITAN AREA AND DERIVATION OF TECHNIQUES OR FORMULAE WHICH WOULD RELATE TRIP VOLUMES AND MODES OF TRAVEL TO THE NUMBERS, WEALTH, AND GEOGRAPHIC DISTRIBUTION OF POPULATIONS. ORIGIN- DESTINATION SURVEY DATA FROM 1948 AND 1955 WERE USED. A COMPARATIVE ANALYSIS OF THE TWO STUDIES INDICATED INCREASED URBAN POPULATION OF ABOUT 41%, CAR OWNERSHIP DOUBLED, AND THE AVERAGE INCOME LEVEL OF RESIDENTS INCREASED SUBSTANTIALLY. TRAVEL INCREASED MORE RAPIDLY THAN POPULATION IN THE YEARS BETWEEN SURVEYS. THE NUMBER OF PRIVATE CARS OWNED BY RESIDENTS MORE THAN DOUBLED AND THE USE OF PUBLIC TRANSIT DECLINED ABOUT 5.5%. PROFOUND CHANGES WERE FOUND IN THE PROPORTIONS OF TRAVEL FOR COMMERCIAL AND SOCIAL PURPOSES. TRIPS IN THE COMMERCIAL CATEGORY ALMOST DOUBLED, WITH MOST MADE BY CAR. A NEW EMPHASIS ON EVENING SHOPPING HOURS WAS NOTED. SOCIAL TRIPS AND SCHOOL TRAVEL INCREASED BY ONLY 25%. THE HOURLY DISTRIBUTION OF TRIPS THROUGHOUT THE DAY CHANGED VERY LITTLE. NEARLY HALF OF THE DAILY TRANSIT USE AND ABOUT ONE-FOURTH OF THE TRUCK AND TAXI TRAVEL IS ACCOUNTED FOR IN THE PEAK TRAVEL HOURS. TRIP DATA FROM THE ORIGIN-DESTINATION SURVEYS WERE RELATED TO POPULATION, LAND USE, AND TRIP LENGTHS TO DERIVE TRIP- ESTIMATING PROCEDURES. ABOUT 90% OF THE TRIPS MADE BY AREA RESIDENTS FOR WORK, COMMERCIAL, OR SOCIAL PURPOSES WERE FOUND TO BEGIN OR END AT PLACE OF RESIDENCE AND ARE CLASSIFIED AS HOME-BASED. THE DISTRIBUTION OF TRIPS BETWEEN PAIRS OF DISTRICTS OR ENTIRELY WITHIN A DISTRICT WAS FOUND TO RELATE DIRECTLY TO THE NUMBER OF TRIP OPPORTUNITIES OF EACH SPECIFIC TYPE WITHIN THE STUDY AREA AND, IN THE CASE OF INTER-DISTRICT TRAVEL, WAS RELATED INVERSELY TO THE DISTANCE OR TRAVEL TIME BETWEEN DISTRICTS. LOGARITHMIC INTERACTANCE CURVES WERE PREPARED TO SHOW THESE RELATIONSHIPS, BY MODE OF TRAVEL, FOR TRIPS IN EACH PRINCIPAL PURPOSE CATEGORY.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/120695</guid>
    </item>
    <item>
      <title>THE CONTINUING TRAFFIC STUDY: METHODS OF KEEPING O-D DATA UP-TO-DATE</title>
      <link>https://trid.trb.org/View/120688</link>
      <description><![CDATA[ALL SOCIAL SCIENCE RESEARCH METHODS CAN BE USED BY THE CONTINUING TRAFFIC STUDY IN UPDATING AND REFINING THE MAJOR CATEGORIES (INTER-ZONAL TRAFFIC VOLUMES, DESIRE-LINE DENSITIES, AND TRAFFIC ASSIGNMENT) OF O-D DATA. NONE OF THESE METHODS - POPULATION ESTIMATES, FORECASTS, LAND-USE INVENTORIES, ITERATION, PREDICTION FORMULAS, ZONAL GROWTH FORMULAS, SMALL-SCALE RE-INTERVIEWING, COMPUTER MODELS -- ARE QUICK OR INEXPENSIVE. THEIR COST, HOWEVER, IS MODEST WHEN VIEWED AS THE ONLY PROTECTION FOR THE LARGE INVESTMENT OF THE FULL-SCALE O-D STUDY AND AS INSURANCE THAT THE COMMUNITY INVOLVED WILL BE FACED WITH FEW SOCIAL PROBLEMS ASSOCIATED WITH AN INADEQUATE TRAFFIC PLAN.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/120688</guid>
    </item>
    <item>
      <title>SECURING TRAVEL DATA BY TELEPHONE INTERVIEWS</title>
      <link>https://trid.trb.org/View/120633</link>
      <description><![CDATA[THE SUBJECTS FURNISHED FOR THIS DOCUMENT BY HSRI ARE: TRAFFIC, ENGINEERING, DISCIPLINES: PURPOSE/TRIP, TRAFFIC: INTERVIEWS, SURVEY RESEARCH, METHODS: SURVEY NATURE OF STUDY, STUDY-REPORT TYPE: DRIVERS, PEOPLE: TRANSMITTERS/ RECEIVERS, EQUIPMENT.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/120633</guid>
    </item>
    <item>
      <title>VARIATIONS IN FLOW AT INTERSECTIONS AS RELATED TO SIZE OF CITY, TYPE OF FACILITY AND CAPACITY UTILIZATION</title>
      <link>https://trid.trb.org/View/120631</link>
      <description><![CDATA[THE FOLLOWING VARIABLES WERE OBTAINED AND ANALYZED IN THIS STUDY: LOAD FACTOR, PEAK-HOUR FACTOR, AND VEHICLES PER HOUR OF GREEN. THE PRINCIPLE OBJECTIVE OF STUDYING TRAFFIC FLOW AT INTERSECTIONS IS TO IMPROVE THE EFFICIENCY OF TRAFFIC MOVEMENT, PARTICULARLY WITH RESPECT TO REDUCING DELAYS AND TRAFFIC ACCIDENTS. RELATIONS ARE INVESTIGATED BETWEEN INTERSECTION CAPACITY, DELAY AND LOAD FACTORS. THE LOAD FACTOR IS A MEANS FOR STUDYING INTERSECTION CAPACITY AT OR NEAR CAPACITY VOLUMES. RELATIONS ARE ANALYZED BETWEEN PEAK- HOUR FACTOR AND APPROACH CAPACITIES. THE FOLLOWING FOUR PRINCIPAL VARIABLES WERE FOUND TO AFFECT THE HOURLY FLOW OF TRAFFIC THROUGH INTERSECTIONS: (1) PEAK-HOUR FACTOR, (2) LOAD FACTOR, (3) THE APPROACH WIDTH AT THE INTERSECTION, AND (4) SIZE OF THE CITY. THE EFFECT ON CAPACITY OF THESE FOUR PRIMARY VARIABLES WAS DETERMINED BY A SERIES OF SUCCESSIVE APPROXIMATIONS. THE EFFECT OF THE PEAK-HOUR FACTOR ON INTERSECTION CAPACITY WAS DETERMINED BY HOLDING THE LOAD FACTOR CONSTANT DURING THE PEAK HOUR. IN ALL CASES, THE LOAD FACTOR WAS SHOWN TO HAVE A VERY MARKED EFFECT ON THE TRAFFIC FLOW. ADVANTAGES AND DISADVANTAGES ARE DISCUSSED OF LENGTH OF GREEN PHASE. EFFECTS ARE EXAMINED OF THE TYPE OF STREET BY SYSTEM, ON-STREET PARKING, LOCATION WITHIN A CITY, EFFECT OF RAIN ON INTERSECTION CAPACITIES, EFFECT OF LOCAL BUSES AND OTHER FACTORS. THE USE IS DESCRIBED OF LOAD FACTOR RATIOS IN DETERMINING EFFICIENCY OF SIGNAL OPERATION. THE MOST EFFICIENT MOVEMENT OF TRAFFIC AND THE LEAST TOTAL DELAY OCCURS AT AN INTERSECTION WHEN THE TWO APPROACHES CARRYING THE MAJOR CROSS-MOVEMENTS ARE LOADED TO THEIR SAME RELATIVE CAPACITIES. IT IS CONCLUDED THAT THE IMPROVEMENT OF EFFICIENCY OF TRAFFIC MOVEMENT AT INTERSECTIONS IS ONE OF THE MORE IMPORTANT URBAN TRANSPORTATION PROBLEMS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/120631</guid>
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