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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>Streetcar Projects as Spatial Planning: A Shift in Transport Planning in the United States</title>
      <link>https://trid.trb.org/View/1498432</link>
      <description><![CDATA[Currently dozens of U.S. cities are in the midst of planning and building modern streetcar systems. Though seemingly mobility investments, the intended impacts of these streetcar projects reach beyond transportation and represent a strong turn toward strategic spatial planning through transportation infrastructure. Proponents of modern streetcars argue that they are tools of place making as much as if not more than improvements for transit services. Unlike transit investments of a century ago, when privately operated streetcars were a decentralizing force that helped disperse overcrowded central city cores and open new land for real estate development, current streetcar projects in the United States are expected to concentrate activity and economic development in select corridors. The majority of these new systems rely on transit technologies that are significantly improved over the carriages of old, with modern features, smooth rides and quiet operations. Yet for all the improvements to the vehicles and services, new streetcar investments no longer primarily improve transit accessibility. Rather, modern streetcars are part of strategic amenity packages cities use to achieve real estate and economic development goals. This use of transportation infrastructure as an amenity for a particular location is a shift away from traditional transportation planning processes, and the expected benefits, in particular, stand apart as being deliberately spatial. The authors use planning documents and data from ballot box initiatives to evaluate expected transportation benefits relative to indirect benefits through economic development. The authors find that approximately three quarters of all expected benefits from streetcar projects accrue to property development with the remaining expected benefits assigned to transportation. However, the authors do not find sufficient empirical evidence in the literature to support such certain claims of positive effects on property values and the built environment. The authors argue that the increasing tendency of cities to leverage streetcar projects for non-transportation purposes represents a turn to the use of infrastructure as a tool of spatial planning.]]></description>
      <pubDate>Mon, 12 Feb 2018 10:01:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1498432</guid>
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      <title>Assessing the Extent and Determinates of Induced Growth</title>
      <link>https://trid.trb.org/View/1254304</link>
      <description><![CDATA[Transportation improvements affect the accessibility of places, which in turn can result in changes in land use in combination with factors that support or discourage development (such as land prices, market demand, local land use regulations, and environmental constraints). Due to the uncertainty involved in forecasting the indirect effects of transportation projects on land use, transportation agencies nationally have struggled in identifying the appropriate level of analysis for this issue, in some cases resulting in litigation and project delays. The objective of this research was to identify a Montana-specific, consistent, legally defensible, and efficient process for assessing the indirect land use and environmental effects of transportation projects for the Montana Department of  Transportation (MDT). Case law, guidance documents in other states, surveys, interviews, and reviews of existing  MDT environmental documents were used to develop an Indirect Effects Desk Reference. The Desk Reference provides an overview of key definitions and regulatory requirements, and provides practitioners with a step-by-step screening process to determine if further analysis is warranted. The screening process relies on information of the characteristics and location of the project readily available early in the project development process. Where detailed analysis is necessary, a detailed analysis framework process is provided in the Desk Reference that includes recommendations on the analysis methodologies most applicable to the data available in different  portions of Montana. Finally, recommendations for updating the Desk Reference materials over time are  presented, including a recommendation to incorporate the screening and detailed analysis frameworks in MDT’s Environmental Manual. The results of this research should be useful not only to Montana, but to other western states in the Rocky Mountain and Great Plains regions of the U.S. that share similar land use, environmental, and growth trends.]]></description>
      <pubDate>Mon, 08 Jul 2013 12:20:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254304</guid>
    </item>
    <item>
      <title>FREEWAYS AND RESIDENTIAL NEIGHBORHOODS</title>
      <link>https://trid.trb.org/View/93089</link>
      <description><![CDATA[THE INFLUENCE OF FREEWAYS CROSSING THROUGH NEIGHBORHOOD AREAS WAS EVALUATED IN THE NORTH BROADWAY AREA OF SEATTLE, WHICH IS SUBDIVIDED INTO THREE PARTS BY TWO FREEWAYS. DATA WERE COLLECTED ON LAND USE, HOUSEHOLD CHARACTERISTICS, TRAFFIC VOLUMES, AND ACCIDENT HAZARDS. THE ZONING AND LAND USE STUDY REVEALED PRESSURES ARE TENDING TO MAKE THE THREE DIVISIONS INDIVIDUAL PARTS OF THE TOTAL AREA. MOST HOUSE- HOLDERS FELT THE AREA HAD IMPROVED DESPITE DIFFICULTIES IN ACCESS TO SCHOOLS. RESIDENTS OF THE ONE COMMERCIAL AND APARTMENT DIVISION THOUGHT PROPERTY VALUES HAD INCREASED. IN TWO DIVISIONS, SHOPPING CHARACTERISTICS HAD CHANGED. TRAFFIC VOLUMES AND ACCIDENTS ON ARTERIALS THROUGH THE NEIGHBORHOOD HAVE DECREASED. TRAFFIC DECREASE HAS RESULTED IN NEW APART- MENT CONSTRUCTION IN TWO DIVISIONS.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93089</guid>
    </item>
    <item>
      <title>DIRECT AND INDIRECT ECONOMIC IMPACTS OF HIGHWAY INTERCHANGE DEVELOPMENT</title>
      <link>https://trid.trb.org/View/93091</link>
      <description><![CDATA[DIRECT AND INDIRECT ECONOMIC IMPACTS OF NEW HIGHWAYS ON A COMMUNITY WERE INVESTIGATED. EMPHASIS WAS PLACED ON LOCAL RETURNS RESULTING FROM NEW EXPENDITURES ON HIGHWAY CONSTRUCTION AND NEW EXPENDITURES GENERATED BY HIGHWAY USERS. BENEFITS ARISING OUT OF HIGHWAY LOCATION AND TYPE, TRANSPORTATION COST STRUCTURE CHANGES, ADJACENT LAND USE REGULATION, AND LOCAL-NATIONAL CONFLICTS WERE CONSIDERED. A METHOD FOR ESTIMATING BENEFITS FROM NEW HIGHWAY CONSTRUCTION IS PRESENTED.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93091</guid>
    </item>
    <item>
      <title>MOBILITY AS A MEASURE OF NEIGHBORHOOD</title>
      <link>https://trid.trb.org/View/93106</link>
      <description><![CDATA[THE EFFECT OF FREEWAY LOCATION ON THE SOCIO-CULTURAL CONFIGURATION AND CONTINUITY OF NEIGHBORHOOD IS STUDIED. NEIGHBORHOOD PERFORMS A FUNCTION IN TRANSMISSION OR CHANGE OF CULTURE. MAXIMUM CULTURAL CONTINUITY TENDS TO OCCUR IN NEIGHBORHOODS WHERE POPULATION TURNOVER IS MINIMUM, WHEREAS MAXIMUM ACCULTURATION TENDS TO OCCUR WHERE POPULATION TURN- OVER IS MAXIMUM. THE DEGREE OF SOCIO-CULTURAL STABILITY OR CHANGE IS MEASURED THROUGH A MOBILITY INDEX MADE UP FROM U.S. CENSUS DATA OR FROM CITY DIRECTORIES. THE NEIGHBORHOODS FUNCTION IN CULTURAL TRANSMISSION OR CHANGE IS DESCRIBED BY ITS POSITION ON THE RELATIVE SCALE OF THE MOBILITY INDEX. VALIDITY OF THE MOBILITY INDEX AS A DESCRIPTOR OF THE EFFECT OF VARIATIONS IN FREEWAY LOCATION ON NEIGHBORHOOD ARE TESTED. COMPARATIVE ANALYSIS IS EXPECTED TO SHOW THAT WHERE A FREEWAY SEGMENTS A NEIGHBORHOOD, THE MOBILITY INDEX WILL REFLECT AN INCREASE IN CULTURAL CHANGE, AND WHERE A FREEWAY IS BUILT ALONG NEIGHBORHOOD BOUNDARIES, THE MOBILITY INDEX WILL EITHER REMAIN STABLE OR REFLECT A DECREASE IN CULTURAL CHANGE. THUS, FREEWAY PLANNING MAY BE MORE CLOSELY CORRELATED WITH COMMUNITY PLANNING AND GOALS. THE MOBILITY INDEX MAY PROVIDE A DEVICE TO PREDICT AND DIRECT FREEWAY INFLUENCE ON THE RESIDENTIAL NEIGHBORHOOD.]]></description>
      <pubDate>Sat, 26 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93106</guid>
    </item>
    <item>
      <title>ACHIEVING ENVIRONMENTAL QUALITY AND THE HIGHWAY BEAUTIFICATION ACT OF 1965</title>
      <link>https://trid.trb.org/View/104073</link>
      <description><![CDATA[METHODS OF ACHIEVING A HIGH QUALITY HIGHWAY ENVIRONMENT ARE DISCUSSED. IT IS SUGGESTED THAT THE LOCATION OF ADVERTISING ZONES COULD BE RATIONALLY DETERMINED IN REFERENCE TO PERFORMANCE STANDARDS BASED ON THE NEED FOR INFORMATION, THE CONSERVATION OF AREAS OF NATURAL BEAUTY, ETC., AND NOT ON HAPHAZARD LOCAL COMMERCIAL AND INDUSTRIAL ZONING. FROM THE VIEWPOINT OF FINANCE, A PRACTICAL IMPLEMENTATION STRATEGY WOULD INTRODUCE THE SYSTEMS CONCEPT GRADUALLY BY CONCENTRATING ON IMPROVING THE DESIGN OF NEW HIGHWAYS AND REMEDIAL WORK ON THE EXISTING INTERSTATE SYSTEM, WITH IMPROVEMENT PROGRAMS AT MAJOR INTERSECTIONS OF THE PRIMARY SYSTEM, RATHER THAN ALONG THE ENTIRE EXISTING LENGTH.]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104073</guid>
    </item>
    <item>
      <title>HIGHWAY SCENIC POTENTIALS</title>
      <link>https://trid.trb.org/View/104069</link>
      <description><![CDATA[A GENERALIZED ESSAY IS PRESENTED ON VISUAL SURROUNDINGS AS SEEN FROM THE VEHICLE. THERE ARE CONSTRAINTS ON THE VIEWER OF HIGHWAY SCENERY WHICH INDICATE THAT CERTAIN COMPOSITIONS CAN BE MORE REWARDING THAN OTHERS, ESPECIALLY WHERE TRAVEL IS ASSOCIATED WITH SPEED. TAKING INTO ACCOUNT THAT THE PAVEMENT ALWAYS FORMS PART OF THE PICTURE AND THAT ITS OWN DESIGN HAS A GREAT DEAL TO DO WITH CHANNELING VIEWS, ETC., THE KIND OF LANDSCAPE THAT CAN BE SEEN WITH THE LEAST EFFORT OR DANGER IS THE DISTANT PANORAMA. THE PROVISION OF SUCH VIEWS PROBABLY SHOULD NOT BE A DOMINATING FACTOR IN FREEWAY LOCATION, BUT IT COULD WELL BE A DECIDING FACTOR, EVERYTHING ELSE BEING EQUAL. IN A SIMILAR VEIN IS THE USE OF ENVIRONMENTAL CONSIDERATIONS AS A BASIS FOR HIGHWAY ALIGNMENT AND LOCATION DECISIONS. PROBLEMS OF SEQUENTIAL VIEWING AND THE TASK OF COMPOSITION ARE DISCUSSED. EASEMENTS, ZONING CONTROLS AND OTHER DEVICES USED TO CONTROL THE MORE DISTANT SURROUNDINGS OF SCENIC HIGHWAYS ARE HELPFUL. RIGHT-OF-WAY ACQUISITION CAN TAKE ADVANTAGE OF EXISTING VIEWS WHICH HELP TO MAKE THE ROADSIDE SEEM LESS OF RIBBON AND MORE AS A FOREGROUND FOR ANGLE VIEWING, REMEMBERING THAT THOSE PERSPECTIVES WHICH CAN BE STUDIED BEST ARE PRODUCED BY CURVATURE OF HORIZONTAL ALIGNMENT.]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104069</guid>
    </item>
    <item>
      <title>DECISION-MAKING TECHNIQUES FOR IDENTIFYING AESTHETICALLY SUPERIOR HIGHWAY ENVIRONMENTS</title>
      <link>https://trid.trb.org/View/104070</link>
      <description><![CDATA[IMPETUS TO PROTECT AND ENHANCE THE VISUAL CHARACTER OF EXISTING AND FUTURE HIGHWAYS HAS COME FROM THE FEDERAL GOVERNMENT. ESTABLISHMENT OF A FRAMEWORK FOR THE COMPLEX PROBLEM OF HIGHWAY BEAUTIFICATION IN WASHINGTON STATE IS EXPLORED. PRIORITY IMPLICATIONS OF THE LEGISLATION ARE DISCUSSED. INITIAL GUIDANCE IN THE FORMULATION OF CRITERIA FOR THE SELECTION OF SCENIC AREAS CAN BE FOUND IN THE LEGISLATIVE ENACTMENTS DEALING WITH THE PROTECTION OF SUCH AREAS. SCENIC EVALUATION CRITERIA ARE DISCUSSED. OPINION ON THE PART OF THE EVALUATOR IS NEEDED WITH RESPECT TO THE FOLLOWING POINTS: (1) IS THE ROUTE SCENIC? (2) DOES THE ROUTE PRESENT A VARIETY OF SCENERY? WITHIN ITSELF? WITH OTHER ROUTES IN THE AREA? AND WITH OTHER ROUTES IN THE STATE? (3) DOES THE ROUTE CONTAIN SCENERY WHICH TYPIFIES THE REGION OR STATE? THIS CHECK LIST APPROACH IS DESIGNED TO STRUCTURE THE EVALUATORS OBSERVATIONS IN A SYSTEMATIC WAY, AND TO STANDARDIZE REPORTING. PUBLIC POLICY AS REFLECTED BY LEGISLATIVE ENACTMENTS MUST SERVE TO PROVIDE THE BROAD CRITERIA WITH REFERENCE TO THE SELECTION OF SCENIC AREAS. ULTIMATELY, HOWEVER, JUDGMENTS MUST BE MADE REGARDING THE RELATIVE SCENIC MERIT OF SPECIFIC SECTIONS OF HIGHWAY.]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104070</guid>
    </item>
    <item>
      <title>ENVIROMENTAL PROTECTION AGENCY RULES FOR NEW "INDIRECT SOURCES" EMPHASIZE TRAFFIC IMPROVEMENTS</title>
      <link>https://trid.trb.org/View/135801</link>
      <description><![CDATA[EPA's rules for "Review of Indirect Sources", published in the Federal Register recently, make it mandatory that all proposed facilities that will attract substantial numbers of automobiles and thus indirectly pollute the air, must be reviewed. This article discusses the types of facilities that will come under scrutiny, and the factors, such as location and number of users that will be important. Types of chemical pollutants and delegation of responsibility are also discussed.  Other forms of control of indirect sources are included; strict control in the design of new towns, methods of providing smooth traffic flow from congested areas and alternate forms of transit.]]></description>
      <pubDate>Thu, 12 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/135801</guid>
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