<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>TRANSIT AND URBAN FORM. VOLUME 2. PART III: A GUIDEBOOK FOR PRACTITIONERS. PART IV: PUBLIC POLICY AND TRANSIT-ORIENTED DEVELOPMENT: SIX INTERNATIONAL CASE STUDIES</title>
      <link>https://trid.trb.org/View/467997</link>
      <description><![CDATA[This report will be of interest to a broad cross section of individuals involved in transportation and land use planning and development.  The research addressed many facets of the relationships between land use and public transportation.  These relationships are reexamined, explained, evaluated, and documented to facilitate cost-effective multimodal public transportation investment decisions.  Six reports were produced by the research team, four of which are published in this two-volume report.  This volume, Volume 2, contains two of these reports.  The first is a guidebook which offers guidance to communities on patterns of development that encourage alternatives to the automobile for work and nonwork travel.  It summarizes the key relationships between transit and urban form, outlines the role of transit in regional and corridor planning, and discusses the principles and tools for station-area planning and development.  The next report uses case studies to determine the public policies and institutions necessary for transit-supportive development to occur.  The case studies include three cities with rail systems and three with high-occupancy vehicle (HOV) lanes or exclusive busways.  The six case study cities are Houston, Texas; Washington, D.C.; Portland, Oregon; Vancouver, British Columbia, Canada; Ottawa-Carleton, Ontario, Canada; and Curitiba, Brazil.]]></description>
      <pubDate>Fri, 12 Nov 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/467997</guid>
    </item>
    <item>
      <title>ACCOUNTING FOR MULTIMODAL SYSTEM PERFORMANCE IN BENEFIT-COST ANALYSIS OF TRANSIT INVESTMENT</title>
      <link>https://trid.trb.org/View/486630</link>
      <description><![CDATA[Benefit-cost analysis, in the conventional planning and modeling paradigm, estimates benefits from transit rail investment as the consumer surplus (willingness-to-pay) from forecast trips.  New studies indicate that this paradigm, as currently implemented, fails to capture a wide array of benefits, namely improved multimodal system performance in congested corridors, transit-oriented development benefits, and cross-sectoral resource savings.  The economic theory predicting improved multimodal performance in congested corridors when the transit mode is improved is developed, the empirical evidence supporting that theory is described, and a method for refining the practice of benefit-cost analysis to account for the benefit of improved multimodal performance is proposed.  In urban corridors served by highways and a high-capacity transit mode, peak travel times and the modal split of trips will, in general, be influenced by highway capacity, relative prices, and individual preferences. However, in congested urban corridors door-to-door journey times are observed to be nearly equal across modes, converging toward the journey time by the high-capacity transit mode.  The convergence of travel times is predicted from microeconomic theory.  Empirical evidence from a recent study of 14 urban corridors in the United States supports this theoretical finding.  It is further found that reducing transit headways contributes to the modal convergence of travel times.  The principal policy implication of these findings is that improving the peak-hour performance of the high-capacity transit mode will also yield peak-hour performance improvements on the highway mode.  The convergence of travel times across modes would not, in general, be the outcome predicted by the conventional models that forecast modal splits and transit ridership, which, in turn, form the basis for the analysis of benefits from transit investment.  The multimodal effect of transit investment, as evidenced by the convergence of journey times, should be explicitly accounted for in the analysis of benefits.  This can be accomplished through the calibration of estimated modal constants so that the assignment of trips to the urban transportation network yields nearly equal door-to-door journey times in the relevant market segments.]]></description>
      <pubDate>Thu, 03 Jun 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486630</guid>
    </item>
    <item>
      <title>THE EVALUATION OF THE SHIRLEY HIGHWAY EXPRESS-BUS-ON-FREEWAY DEMONSTRATION PROJECT</title>
      <link>https://trid.trb.org/View/30507</link>
      <description><![CDATA[The primary goal of the project was to demonstrate that express bus-on-freeway operations can improve the quality of bus service and lead to an increase in the people moving capability of peak period transportation facilities for an entire urban corridor. Other project goals were to demonstrate the effectiveness of this technology as a means of reducing auto pollutant emissions and gasoline consumption, improving the mobility of the transportation disadvantaged and the economic condition of the transit operator. An analysis of bus operations is presented which shows that the project effected an improvement in the quality of the Corridor bus service, evidenced by the reduction in travel times by bus, and the increase in both the reliability and the coverage of the bus system.]]></description>
      <pubDate>Mon, 10 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30507</guid>
    </item>
    <item>
      <title>CONSIDERATIONS IN THE APPLICATION OF COLLECTOR-DISTRIBUTOR DESIGNS FOR IMPROVING MAINLANE FREEWAY OPERATIONS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/374268</link>
      <description><![CDATA[Collector-distributor roadways can be effective as a "buffer" facility with limited access interfacing between mainlanes and frontage road development.  However, both transverse and longitudinal space requirements are critical for acceptable implementation.  This report summarizes several key aspects of collector-distributor freeway system design considerations and features; and then presents a case study that demonstrates an evaluation methodology.]]></description>
      <pubDate>Fri, 07 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374268</guid>
    </item>
    <item>
      <title>URBAN CONSORTIUM FOR TECHNOLOGY INITIATIVES, 1978</title>
      <link>https://trid.trb.org/View/150363</link>
      <description><![CDATA[An overview of the Urban Consortium for Technology's role in applying science and technology to solve urban problems, with emphasis on the achievements in 1978 are presented. The organization of the Urban Consortium is described and its 1978 committees and member jurisdictions listed. The sixfold objectives of the Consortium are to: seek new research resources, continue refining agenda building strategies, accelerate development of quality products, communicate the Consortium's purpose and results, arouse Federal recognition of urban science and technology needs, and promote private sector recognition of urban needs. Highlights of the 1978 Consortium work program include procurement of funding for task forces in Energy and Human Resources, examination of neighborhood resource allocation strategies, a study of the use of tax incentives and regulatory controls to promote neighborhood maintenance and revitalization, community energy management plans, fire and safety disaster preparedness projects, studies of urban management, finances and personnel problems, and development of informational materials on urban transportation subjects. Expectations and the outlook for future activities of the Consortium are discussed.]]></description>
      <pubDate>Tue, 07 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150363</guid>
    </item>
    <item>
      <title>COMMUNITY IMPACT OF REGIONAL TRANSPORTATION INFRASTRUCTURE GROWTH</title>
      <link>https://trid.trb.org/View/411848</link>
      <description><![CDATA[This study explores the attitudes of local citizens toward an improved transportation infrastructure (regional airport, highway expansion) and continued growth.  The authors' hypothesis is that the people of Northwest Arkansas support increased growth in this area but may be experiencing some confusion in the transition from a rural to a more urban corridor.  The purpose of this research is to expand the understanding of the human component in an environment of economic and social change.  The methodology used was a mail survey designed to serve as a baseline study of attitudes concerning the transportation infrastructure improvements.  The authors found there to be less confusion than concern.  Voters in Northwest Arkansas want the benefits of growth in the forms of improved transportation and more high quality jobs, but do not want to lose sight of the social and environmental aspects of the current community that make this area special.]]></description>
      <pubDate>Fri, 16 Feb 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411848</guid>
    </item>
    <item>
      <title>STATUS OF THE URBAN CORRIDOR DEMONSTRATION PROGRAM</title>
      <link>https://trid.trb.org/View/64863</link>
      <description><![CDATA[This review of the accomplishments of the Urban Corriodor Demonstration Program (UCDP) by project type, also compares the similarities and differences of projects in each of the selected cities and documents a preliminary cost-impact evaluation of different improvement techniques.  This report also summarizes what has been learned so far about the success or failure of various improvement concepts and discusses the remaining uncertainities.  The UCDP projects were subdivided into 3 main groups: improved transit services and facilities, roadway and traffic control improvements, and other projects.  Six of the 8 cities implemented some form of new bus service: express buses; expansion of preexisting express bs services; superimposition of new express services; and reorganization of routes and schedules.  A variety of roadway and traffic control projects was developed including ones employing innovative preferential bus treatment concepts.  A mixture of concepts were also imployed in projects which included enforcement of parking regulations on surface streets, progressive parking raes in off-street facilities etc.]]></description>
      <pubDate>Thu, 13 Apr 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/64863</guid>
    </item>
    <item>
      <title>URBAN CORRIDOR DEMONSTRATION PROGRAM</title>
      <link>https://trid.trb.org/View/21607</link>
      <description><![CDATA[The plans are summarized of eleven urban agencies participating in the Urban Corridor Demonstration Program the purpose of which is to test and demonstrate the concerted use of available highway traffic engineering and transit operations technology for relieving traffic congestion in radial corridors serving major urban centers. The program which is directed to metropolitan areas of over 200,000 population, emphasizes low-capital intensive improvements rather than new major construction to demonstrate whether rapidly implementable, relatively inexpensive projects can effectively relieve urban traffic congestion.  This report which is presented with the purpose of apprising public officials and citizens of ideas that will help relieve peak-hour traffic, discusses highlights of proposed projects, provides relevant information for prospective applicants and lists of participating agencies and proposed projects.]]></description>
      <pubDate>Mon, 06 Mar 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/21607</guid>
    </item>
    <item>
      <title>JOINT OPTIMIZATION OF A RAIL TRANSIT LINE AND ITS FEEDER BUS SYSTEM</title>
      <link>https://trid.trb.org/View/542080</link>
      <description><![CDATA[A model is developed for jointly optimizing the characteristics of a rail transit route and its associated feeder bus routes in an urban corridor.  The corridor demand characteristics are specified with irregular discrete distributions which can realistically represent geographic variations.  The total cost (supplier plus user cost) of the integrated bus and rail network is minimized with an efficient iterative method that successively substitutes variable values obtained through classical analytic optimization.  The optimized variables include rail line length, rail station spacing, bus headways, bus stop spacings, and bus route spacing.  Computer programs are designed for optimization and sensitivity analysis.  The sensitivity of the transit service characteristics to various travel time and cost parameters is discussed.  Numerical examples are presented for integrated transit systems in which the rail and bus schedules may be coordinated.]]></description>
      <pubDate>Mon, 28 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542080</guid>
    </item>
    <item>
      <title>ARE URBAN VEHICLE SPEEDS RELATED TO STREET ENVIRONMENTAL FACTORS?</title>
      <link>https://trid.trb.org/View/485397</link>
      <description><![CDATA[This paper outlines a study which was undertaken to investigate vehicle speeds on 103 urban streets situated within the Auckland, New Zealand region collected over a two year period. All the sites chosen were 'typical' two lane urban streets, 50km/h (31mi/h) speed limit with no special traffic control devices, such as pedestrian crossings within 100m (328ft).  The sites were selected to ensure 'free flow' conditions occurred and vehicle speeds were recorded with a vehicle classifier using two pneumatic tubes as detectors.  Lane widths in the study varied between 3.3m and 8.4m (10.8ft and 27.5ft) and vehicle volumes ranged form 92 vehicles/day to 13,405 vehicles/day.  The proportion of vehicles speeding and the variation of vehicle speed with the time of day was analyzed.  Correlation and regression analyses were carried out on the vehicle speed data using a range of simple linear, curvilinear and multi-curvilinear relationships.]]></description>
      <pubDate>Sat, 15 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485397</guid>
    </item>
    <item>
      <title>THE WEST RIDGE ROAD CORRIDOR CASE STUDY</title>
      <link>https://trid.trb.org/View/485230</link>
      <description><![CDATA[New York State Route 104 is a major east-west arterial highway traversing upstate New York from Niagara Falls in the west to State Route 81 in the east. Within the Greater Rochester Metropolitan Area, and more specifically, within the town of Greece, it is locally referred to as West Ridge Road. Through the study area, West Ridge Road provides two or three travel lanes per direction, with separate left and right turn lanes at most intersections. A continuous, two-way center turn lane is also available through most of the 5-mi (8-km) length. In all, twenty-one signalized intersections exist along West Ridge Road in the Town of Greece. Numerous driveways to local businesses, mainly retail, exist in the study area. West Ridge Road serves as a major commuter route between the City of Rochester and the western suburbs of Monroe County. This highway is under the jurisdiction of the New York State Department of Transportation and has a posted speed limit of 40 mph (64 kph). In 1988, the Town of Greece retained the Sear-Brown Group to study the development trends, travel patterns, and potential effects of continued growth along the corridor. This study resulted in the "West Ridge Road Corridor Study," completed in September of 1988. The two major objectives of the study were to evaluate existing traffic operations and those anticipated with future development trends in the corridor, and then identify specific transportation improvements required to accommodate these development trends. This paper details the specifics of this case study and the 1995 update of this study.]]></description>
      <pubDate>Sat, 18 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485230</guid>
    </item>
    <item>
      <title>A CASE STUDY APPLICATION OF A COMPUTERIZED FULL-COST ANALYSIS MODEL FOR EVALUATING URBAN PASSENGER TRANSPORTATION</title>
      <link>https://trid.trb.org/View/484545</link>
      <description><![CDATA[Transportation improvement alternatives on the US 59 Southwest Freeway corridor are evaluated from the full-cost, life-cycle perspective for the Houston/Galveston Area Council (HGAC).  The alternatives involve facility improvements as well as vehicle occupancy improvements.  Findings suggest that the current facility will not be able to service the projected peak-hour traffic demand; and after running MODECOST - a computer model based on the full-cost analysis concept, developed by the authors - the results showed that travelers bore a significant amount of external costs, including congestion costs and air pollution costs.  The annual life-cycle cost savings from the reduction of external costs and user/agency costs can more than offset the cost of initial investment for expansion of the current facility.  This case study shows that in many instances, external costs and user/agency costs are more relevant than the initial capital investment in the facility.  Expanding the current facility to add general purpose lanes or High Occupancy Vehicle (HOV) lanes to accommodate ridesharing and special transit service reduces the external costs and user/agency costs, which in turn reduces the system life-cycle costs of the facility.]]></description>
      <pubDate>Fri, 10 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/484545</guid>
    </item>
    <item>
      <title>TRANSPORT IN THE URBAN ENVIRONMENT</title>
      <link>https://trid.trb.org/View/474093</link>
      <description><![CDATA[Since 1987 and the publication of "Roads and Traffic in Urban Areas", there has been a change in the way that transport is viewed.  Sustainable development, policy changes, new legislation and concern about the urban environment have become increasingly important issues.  This new publication reflects the changing demands for, patterns of and design requirements for travel in towns and cities.  Comprised of six parts, this publication provides an overview of the the key issues.  Part 1 includes the intrinsic importance of travel and transport, sustaninable development, future trends, responsibilities of local and central government and funding.  Part 2 describes the context for urban transport plans and the components of transport policy.  Part 3 deals with the issues relating to traffic, safety and environmental management.  Part 4 discusses highway and traffic considerations for development.  Part 5 reviews the development and design of highways and related infrastructure.  Part 6 reports on variations applying to Northern Ireland, Scotland and Wales and includes the general index for the whole publication.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474093</guid>
    </item>
    <item>
      <title>MULTIMODAL SYSTEM PLANNING TECHNIQUE: AN ANALYTICAL APPROACH TO PEAK PERIOD OPERATION</title>
      <link>https://trid.trb.org/View/472323</link>
      <description><![CDATA[The multimodal system planning technique described in this report is an improvement of the methodology used in the Dallas System Planning Study.  The technique includes a spreadsheet-based process to identify the costs of congestion, construction, and operation of transportation alternatives for a corridor.  There are also several steps before and after the spreadsheet that identify system constraints, the effect of parallel rail transit and toll highways, and the compatibility of system components.  The technique is useful in several types of analyses from corridor to regional system improvements.  The basis of the approach is that all costs should be included (or considered) and that they are equal.  The objective of the technique is to identify the lowest total cost alternative that is consistent with ongoing budgets, public concerns, and system constraints.]]></description>
      <pubDate>Thu, 29 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472323</guid>
    </item>
    <item>
      <title>THE USES AND RE-USES OF MAJOR URBAN ARTERIALS: A STUDY OF RECYCLING, REVITALIZING, AND RESTRUCTURING "GRAY AREA" TRANSPORTATION CORRIDORS</title>
      <link>https://trid.trb.org/View/472433</link>
      <description><![CDATA[This research and this report represents the first phase of an anticipated three-phase study.  The central question to be addressed by this study are the current state and usefulness of a particular road type, major urban arteries leading out of downtowns to what were then newly developing residential areas, roads that underwent major changes prior to the freeway building period.  The concern is with the transportation/land use nature and trends along such roads and with their physical design qualities.  As well, there is concern with the possible future uses and designs of these roads and the corridor through which they pass, with an eye to re-enlivening such areas.  A major questions, too, is the potential of these roads and corridors as structuring and restructuring agents that give new form to urban areas.  Here, in phase one, the intent has been to identify appropriate case study streets throughout the country (but with an emphasis on California), to prepare appropriate topologies of such streets, to do initial research as to their physical and transportation characteristics and the roles they play in their respective settings, and to identify in very preliminary fashion their potential transportation, land use, and community roles. The second phase of the research will center on detailed case study histories of selected streets, with a focus on physical arrangements and designs, and land uses.  Phase three of the initial study and research program is to explore ways--policies, programs, specific designs--to enliven underutilized arterial corridors in positive ways.  The intention is to look for many design and policy alternatives and to spell out the kinds of actions that would be necessary to implement them.]]></description>
      <pubDate>Mon, 12 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472433</guid>
    </item>
  </channel>
</rss>