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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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    <item>
      <title>Effectiveness of Safety Countermeasures on Dockless E-Scooter Crashes</title>
      <link>https://trid.trb.org/View/2437158</link>
      <description><![CDATA[As e-scooters become more popular for personal transportation and leisure activities, emergency departments are treating an increase in injuries nationwide (U.S. Consumer Product Safety Commission 2023). With injury rates rising 22% in 2022 from 2021, appropriate safety countermeasures have not been fully assessed (U.S. Consumer Product Safety Commission 2023). E-scooters can reach very high speeds (15+ mph), and users typically have little to no protection, posing a safety hazard and high risk for head injuries (Shichman et al. 2022). Even without an indepth understanding of the contributing factors to scooter crashes, city officials and university leaders have already taken steps to curb scooter use in high-crash areas through the use of geofences. Yet there is an even greater lack of studies that have measured the impact of geofences toward safety in a meaningful way. Therefore, this analysis aims to unravel the causes behind crashes and gauge the effectiveness of e-scooter safety countermeasures (i.e., speed and parking geofencing restrictions) in reducing crash rates and injury severities.]]></description>
      <pubDate>Tue, 22 Oct 2024 15:48:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2437158</guid>
    </item>
    <item>
      <title>Environmental Impacts of E-scooters: A Case Study in the City of Austin</title>
      <link>https://trid.trb.org/View/2386378</link>
      <description><![CDATA[The fourth generation of dockless mobility, which includes dockless bikes and scooters, has been the biggest disruptive force in the bikeshare industry for solving the first-last mile issue of connecting people to/from transit and work or home. High adoption levels combined with little to no regulation regarding usage has raised major concerns for these bikeshare users traveling alongside motorized vehicles. In addition to safety concerns, exposure to traffic related air pollution (TRAP) is an important factor because these users are directly exposed to vehicular exhaust and have an increased breathing rate while riding, making them more vulnerable to harmful air pollution. Vehicles emit complex mixtures of pollutants that contribute to respiratory and cardiovascular health effects. These health effects are exacerbated for bikeshare users when commuting next to major arterials because they are exposed for longer periods of time (travel times are longer for bikeshare users than vehicle commuters), and pollutant concentrations tend to peak near roadways. Because these modes are utilized to solve the first-last mile issue, they are often rented during morning and evening peak traffic conditions, further increasing user exposure levels. Thus, the routes taken by users and the time of their commute play a major role in evaluating user exposure to traffic emissions. This study aimed to answer key research questions related to the travel behavior patterns and exposure to TRAP for a sample of e-scooter users in the city of Austin. Travel behavior patterns were evaluated through a geospatial analysis of 3.4 million records of dockless trip data collected in 2018 and a brief survey launched in collaboration with the City of Austin. The analysis highlighted two hot spots—the downtown area and the University of Texas-Austin campus located within city limits—and a peak usage period of 12–7 p.m. The survey found that the majority of e-scooter users were White males with an undergraduate degree and full-time employment. Trip length and connection to a transit stop were the key factors influencing the use of e-scooters. E-scooter user exposure to TRAP was obtained by integrating the spatial-temporal dynamics of pollutant concentrations with the real-time commuting patterns of escooter users. A chain of modeling components involving the estimation of traffic activities, emissions, meteorology, and pollutant dispersion was used to model the pollutant concentrations. The dynamic emission exposure maps highlighted the key hot-spot routes closer to major highways in the downtown area and during midday and evening peak periods.]]></description>
      <pubDate>Wed, 05 Jun 2024 13:12:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2386378</guid>
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    <item>
      <title>COVID-19 and campus users: A longitudinal and place-based study of university mobilities in Texas</title>
      <link>https://trid.trb.org/View/2182253</link>
      <description><![CDATA[The COVID-19 pandemic has disrupted people's daily routines, including travel behaviors, social interactions, and work-related activities. However, the potential impacts of COVID-19 on the use of campus locations in higher education such as libraries, food courts, sports facilities, and other destinations are still unknown. Focusing on three largest universities in Texas (Texas A&M university, the University of Texas at Austin, and Texas Tech University), this study compares changes in campus destination visitations between pre and post COVID-19 outbreak (2019 Fall and 2021 Fall semesters, respectively) using the mobility data from SafeGraph. It also examines the potential moderation effects of walkable distance (i.e. 1km) and greenery (i.e. NDVI value). The results presented the significant effects of COVID-19 on decreasing visitations to various campus places. The visitation decreased more significantly for people living within 1km (defined as a walkable distance) of campus and for the food, eating, and drinking places and the sports, recreation, and sightseeing places. This finding suggests that those living near campus (mostly students) decreased their reliance on campus destinations, especially for eating/drinking and recreation purposes. The level of greeneries at/around campus destinations did not moderate campus visitations after COVID-19. Policy implications on campus health and urban planning were discussed.]]></description>
      <pubDate>Mon, 17 Jul 2023 14:44:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2182253</guid>
    </item>
    <item>
      <title>Post-COVID-19 Travel Patterns: UT Austin Survey</title>
      <link>https://trid.trb.org/View/2196618</link>
      <description><![CDATA[This paper addresses the question “What is the post-pandemic travel behavior at the University of Texas at Austin (UT Austin)?” It is based on a travel preference survey distributed to the whole UT community during the spring of 2022. The respondents were asked to report their commuting to and from the UT campus/research centers after the university announcement to resume all in-person classes and campus operations. The questions included information about frequency, time, and purpose of commute as well as the mode of transportation used. The results of the survey clearly illustrate the persistence of the hybrid mode of operation and the failure to return to full-in person operations. About 43% of undergraduate students, 34% of graduate students, 28% of faculty, and 28% of staff commuted five days a week to campus. Respondents expressed their tendency to use the car mode as it is the fastest way to get to campus and due to the lack of transit options available to them. To understand how travel patterns are evolving post-COVID-19, this survey could be repeated annually to analyze the shift in travel behavior as we gradually move to the “new normal” for operating conditions. This survey will help researchers and decision makers better develop travel demand modeling assumptions.]]></description>
      <pubDate>Thu, 29 Jun 2023 16:15:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2196618</guid>
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    <item>
      <title>Effectiveness of Safety Countermeasures on Dockless E-Scooter Crashes</title>
      <link>https://trid.trb.org/View/1881795</link>
      <description><![CDATA[E-scooter rentals have become available in almost every US city over the last two years.  The City of Austin and the University of Texas campus are now served by 10 different private sector vendors providing over 14,000 e-scooters.  One of the first significant studies of e-scooter safety was done in Austin during the Fall of 2018.  That study examined crash data for e-scooters, conducted interviews of e-scooter crash victims and provided basic characterizations of e-scooter crashes and rider injuries. One of the primary concerns about e-scooter safety stems from the speeds that can be developed by a rider.  Based upon safety concerns for riders and pedestrians, the University of Texas implemented an agreement with e-scooter vendors to electronically reduce maximum e-scooter speeds to 8 mph on most of the campus.  
The research question to be examined in this study is whether the mandatory speed reduction has had any impact on the number of scooter involved crashes and their severity.  The research team surveyed campus scooter renters during the spring 2019 semester to characterize e-scooter user habits.  The survey surprisingly indicated that nearly all scooter rentals are done for “business” use such as traveling to classes, meetings or work.  Most trips are relatively short distances and as Morano determined almost no renters wear head protection. Potential speeds for e-scooters can be well more than 20 mph particularly when negotiating a down-hill grade. This study will compare crash frequency and injury severity for e-scooter crashes before and after the implementation of the 8 mph maximum speed on the UT campus. 
The objective of this project is to characterize the impact of mandatory speed reduction on e-scooter crash frequency and injury severity. The proposed work will address at least two CAMMSE research thrusts: Generate innovations in multi-modal planning and modeling for high-growth regions; and Innovations to improve multi-modal connections, system integration and security.
]]></description>
      <pubDate>Mon, 04 Oct 2021 11:42:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1881795</guid>
    </item>
    <item>
      <title>Impacts of Speed on Dockless Electric Scooter Crashes</title>
      <link>https://trid.trb.org/View/1745725</link>
      <description><![CDATA[E-scooter rentals have become available in almost every US city over the last two years.  The City of Austin and the University of Texas campus are now served by 10 different private sector vendors providing over 14,000 e-scooters.  One of the first significant studies of e-scooter safety was done in Austin during the Fall of 2018.  That study examined crash data for e-scooters, conducted interviews of e-scooter crash victims and provided basic characterizations of e-scooter crashes and rider injuries. One of the primary concerns about e-scooter safety stems from the speeds that can be developed by a rider.  Based upon safety concerns for riders and pedestrians, the University of Texas implemented an agreement with e-scooter vendors to electronically reduce maximum e-scooter speeds to 8 mph on most of the campus.  

The research question to be examined in this study is whether the mandatory speed reduction has had any impact on the number of scooter involved crashes and their severity.  The research team surveyed campus scooter renters during the spring 2019 semester to characterize e-scooter user habits.  The survey surprisingly indicated that nearly all scooter rentals are done for “business” use such as traveling to classes, meetings or work.  Most trips are relatively short distances and as Morano determined almost no renters wear head protection. Potential speeds for e-scooters can be well more than 20 mph particularly when negotiating a down-hill grade. This study will compare crash frequency and injury severity for e-scooter crashes before and after the implementation of the 8 mph maximum speed on the UT campus. 

The objective of this project is to characterize the impact of mandatory speed reduction on e-scooter crash frequency and injury severity. The proposed work will address at least two CAMMSE research thrusts: Generate innovations in multi-modal planning and modeling for high-growth regions; and Innovations to improve multi-modal connections, system integration and security.
]]></description>
      <pubDate>Sat, 17 Oct 2020 16:30:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1745725</guid>
    </item>
    <item>
      <title>Social Media Applications to Publish Dynamic Transportation Information on Campus</title>
      <link>https://trid.trb.org/View/1115714</link>
      <description><![CDATA[Social media, which uses web-based technologies to transform and broadcast media monologues into media dialogues, has changed many aspects of people's life. Using social media for transportation information on campus is however not very commonly observed. These activities are mostly sporadic among small peer groups. The goal of this paper is to encourage schools to embrace social media as a tool for dynamic transportation information publishing. In this paper, social media and its current usage in transportation are introduced together with the summary of existing situations on campus. Then a general framework using the platform of social media is proposed for the publishing of dynamic transportation information for schools. Finally a virtual case study on the campus of University of Texas (UT) at Austin, USA is conducted. Surveys on the attitudes of potential users' were conducted to both general student groups in Houston, and UT Austin students.]]></description>
      <pubDate>Thu, 15 Nov 2012 12:32:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1115714</guid>
    </item>
    <item>
      <title>Transportation Demand Management at the University of Texas at Austin</title>
      <link>https://trid.trb.org/View/886180</link>
      <description><![CDATA[Transportation demand management (TDM) activities at the University of Texas, Austin, are examined. A wide variety of ridesharing and alternative transportation programs are being used by the university. Carpooling should allow more commuters to access campus using fewer parking spaces and help curb air pollution, since the university is increasing sustainability and decreasing parking spaces. The university also is beginning to shift to peripheral parking from central campus parking. This should increase pedestrian safety and efficiency, limit pedestrian movement disruption, and allow more buildings to be erected in the center of campus. Future University of Texas, Austin, TDM expansion will be redefined by limited parking and growing traffic. The authors explore issues such as mass transit and shuttle operations, carpools, commuters' places of residence, vanpools, car sharing, share cards, regional rideshare, bicycling, and pedestrian traffic.]]></description>
      <pubDate>Tue, 31 Mar 2009 06:55:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/886180</guid>
    </item>
    <item>
      <title>Design of Precast Bent Cap to Column Connections</title>
      <link>https://trid.trb.org/View/792955</link>
      <description><![CDATA[This paper describes how the Texas Department of Transportation (TxDOT) is implementing innovative design and construction techniques for bridges in order to reduce traffic disruption and construction project duration while enhancing safety for the motoring public and constructability for the contractor. Precast Bent Caps are one of the many tools TxDOT engineers are using to accomplish this goal. TxDOT sponsored research with the University of Texas at Austin investigating behavior of connections between precast bent cap and column connections has produced design procedures for these connections. The design procedures developed through this research for engineering precast bent cap to column connections is presented and illustrated through design examples. Ongoing research investigating application of these design procedures is discuss d. Application of these procedures to TxDOT Bridge Construction projects are examined for lessons learned in the implementation of this technology.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:14:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/792955</guid>
    </item>
    <item>
      <title>Share and Share Alike: The Share Program at the University of Texas</title>
      <link>https://trid.trb.org/View/767246</link>
      <description><![CDATA[The University of Texas at Austin has devised a pre-paid pass program that uses electronically charged and loaded debit cards that can be used by swipe readers for its low-frequency parking customers on the campus. The system, called UT Share Pass, allows employees to buy cards ahead of time and load them with cash, which can be used at any of the campus garages. While the rates are pegged at higher levels than monthly passes, to discourage overuse, cardholders can enjoy significant discounts from the regular daily rate at garages, which are priced to encourage use of under-utilized facilities. The cards are aimed at persons who only occasionally drive to campus or who have an intermittent need to move from one point to another and park. This is combined with an initiative to return the core campus to a more pedestrian-friendly setting and give greater access to central education facilities. Several card types have been used since inception, starting with a lower cost, thin, 20-point card. It has since been replaced with sturdier versions, which still have a low cost, while maintaining high levels of readability. Manual coding prior to cards' distribution allows the system to track their use. To assure users can find a place, each facility sets aside 50 slots for Share Pass cars, and once those are filled, the user cannot enter the facility. Facility readers refer cardholders to other sites. There have been more than $70,000 worth of cards sold as of September 2005, with more than 17,500 entries. Illustrations show debit reader messages and cards.]]></description>
      <pubDate>Fri, 02 Dec 2005 07:54:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/767246</guid>
    </item>
    <item>
      <title>Seismic Testing of Autoclaved Aerated Concrete Shearwalls: A Comprehensive Review</title>
      <link>https://trid.trb.org/View/756111</link>
      <description><![CDATA[Autoclaved aerated concrete (AAC) is a lightweight cementitious material that has recently been introduced into the United States construction market.  This article reports on the first phase of a comprehensive research program that has recently been carried out to propose design provisions for autoclaved aerated concrete (AAC) and to develop the technical basis for those provisions. The first phase of the program addressed extensive testing on AAC shearwalls, which are the fundamental lateral force-resisting elements of AAC structural systems. The 19 shearwall specimens were made of a variety of AAC elements, including masonry-type units and reinforced panels, laid either horizontally or vertically. The aspect ratio of the specimens (ratio of height to base length) varied from 0.6 to 3, and each specimen was designed to fail in either shear or flexure. Based on the test results obtained at The University of Texas at Austin and elsewhere, the authors developed reliable procedures and corresponding provisions for the design behavior of AAC shearwalls as governed by flexure, shear, and other limit states.  Flexural cracking was observed in two directions in 15 shearwall specimens, with a resulting limiting value of tensile bond strength between leveling bed mortar and AAC of 50 psi based on a lower 20% fractile.  Flexure-shear cracking was observed in seven shearwall specimens, and web-shear cracking was observed in 13 shearwalls.]]></description>
      <pubDate>Fri, 27 May 2005 08:38:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/756111</guid>
    </item>
    <item>
      <title>Evaluation of Code Requirement for 0.6 in (15 mm) Prestressing Strand</title>
      <link>https://trid.trb.org/View/756118</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) placed a moratorium on the use of 0.6 (15 mm) diameter prestressing strands at a 2 in. (50 mm) grid spacing for pretensioned bridge applications in October 1988.  The research conducted at Texas Tech University (TTU) in 1996 and the results reported in this article are a part of a larger joint research project conducted with the University of Texas at Austin for the Texas Department of Transportation that was designed to provide test data for consideration toward lifting the FHWA moratorium.  The study investigated the effects of concrete strength and strand surface condition on the transfer and development lengths of fully bonded and various combinations of bonded and debonded strands in AASHTO Type I I-beams.  In addition, the effect of H-bars on the transfer length and end-slip of the strand was investigated. Six beams with lower-strength concrete and rusty strand were tested.  Development length results showed that ACI and AASHTO requirements are conservative for fully bonded strand and are overly conservative for debonded strand.  Buckner and Lane equations are very conservative for fully bonded strand and decreasingly conservative for debonded strand. H-bars were effective in decreasing strand end slip and shear crack widths within the H-bar region. The authors conclude that some lengthening of the development length for debonded strands is necessary, but that the current code requirement of doubling may be too conservative.]]></description>
      <pubDate>Fri, 27 May 2005 08:38:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/756118</guid>
    </item>
    <item>
      <title>Student Views of the Geo-Industry</title>
      <link>https://trid.trb.org/View/751224</link>
      <description><![CDATA[A survey was performed at two universities to gather information on undergraduate’s perceptions of the geo-industry. The surveys were administered to students in a required soil mechanics course and in geotechnical elective courses at The University of Texas at Austin and Villanova University. These two universities - a large, public institution and a small, private institution - provided an interesting range of responses. Example questions include: What do you think geotechnical engineers do?; What is appealing about a career in the geo-industry?; and What is the highest degree you intend to seek? Demographic information, such as the gender and GPA of the respondent, was also collected to provide a context for the survey data.  The key findings include: most students recognize the importance of continuing education; the introductory soils class is pivotal in generating interest in geotechnical engineering; the variety of work, the combination of field and office work, and the judgement required are very appealing to students; students find the uncertainty inherent in geotechnical engineering unappealing; they are also concerned that geotechnical engineering would be monotonous or boring; and very few students had work experience in geotechnical engineering. Academics can use the results of the survey to improve their geotechnical course materials, and practitioners will find the results useful when recruiting students for summer internships and permanent employment after graduation.]]></description>
      <pubDate>Thu, 12 May 2005 08:03:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/751224</guid>
    </item>
    <item>
      <title>DEVELOPING AN INTELLIGENT PARKING SYSTEM FOR THE UNIVERSITY OF TEXAS AT AUSTIN</title>
      <link>https://trid.trb.org/View/661031</link>
      <description><![CDATA[Because there is an increasing interest from motorists to have access to real-time information while en-route to a particular destination, advances in Intelligent Transportation Systems (ITS) have focused on the dissemination of real time information.  As central business districts, airports, transit stations, and shopping centers continue to become more crowded during peak times, demand for real-time parking information is increasing. University environments are no exception to this rule.  With decreasing parking supply and increasing enrollments and faculty and staff numbers, universities are beginning to realize the importance of properly allocating available parking.  Intelligent Parking Systems (IPS) can provide the positive guidance necessary to help university patrons find available parking quickly and safely; more specifically, patrons of the University of Texas at Austin, UT.  An Intelligent Parking System (IPS) could help the University of Texas reallocate parking and reduce congestion and illegal parks.  Also, the university's master plan is biased towards a system that provides university "wayfinding," which can complement IPS. Variable Message Signs (VMS) have been considered by the university to provide "wayfinding" and parking information; however, VMS are expensive and will further clutter university street corners currently overridden with signage.  The best university IPS application should provide real-time parking information, reduce congestion, and reallocate parking for all university patrons creating more efficient use of university parking supply.  Because IPS should be consistent with increased efficiency, patrons should not have to pay increased parking fees for the university's implementation of IPS.  The University of Texas should consider IPS implementation in conjunction with parking policy changes for successful deployment.  In order to meet the efficiency demands, the Intelligent Parking System needs to be utilized; if not utilized, IPS will have little or no affect on the university's parking problems.  The real challenge for the University of Texas is to begin to develop a parking system that meets the demands of the students, faculty, staff, and visitors that utilize university garage and surface parking. Current parking policy may hinder IPS effectiveness. However, if progressive changes are made to university parking policy, IPS could have positive effects on the supply and efficiency of parking at UT.]]></description>
      <pubDate>Tue, 30 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/661031</guid>
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    <item>
      <title>THE SOUTH CENTRAL SUPERPAVE CENTER SUMMARY REPORT</title>
      <link>https://trid.trb.org/View/718776</link>
      <description><![CDATA[This is the summary report for Research Project 0-1250, "The South Central Superpave Center."  Initiated and sponsored by the Texas Department of Transportation and the Federal Highway Administration, the Superpave Center fostered the implementation of the Superpave system within state highway agencies and the asphalt construction industry.  Other regional states also participated in partial support of the Center.  The 5-year project started in September 1994 and ended in August 1999. This report summarizes Center activities undertaken over the 5-year period.]]></description>
      <pubDate>Thu, 18 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/718776</guid>
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