<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>Simulation-Based Evaluation of Dynamit's Route Guidance and Its Impact on Network Travel Times</title>
      <link>https://trid.trb.org/View/844152</link>
      <description><![CDATA[Traveler information has the potential to reduce travel times and improve their reliability. Past studies have identified critical issues and parameters that influence the quality of route guidance and its impact on travel time savings. A key concern with the dissemination of driver information is the phenomenon of overreaction. Prediction-based route guidance based on short-term forecasts of network state is expected to be more effective in minimizing overreaction than naive strategies based on historical or current traffic patterns. DynaMIT (Dynamic network assignment for the Management of Information to travelers) is a simulation-based decision support system designed to generate prediction-based route guidance. This paper outlines a simulation framework to examine the effectiveness of DynaMIT's guidance in an objective laboratory environment, and presents results from controlled simulation experiments to quantify the effect of various guidance generation parameters on the quality of DynaMIT's guidance.]]></description>
      <pubDate>Wed, 30 Jan 2008 12:30:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/844152</guid>
    </item>
    <item>
      <title>Volatility of Car Ownership, Commuting Mode and Time in the UK</title>
      <link>https://trid.trb.org/View/844179</link>
      <description><![CDATA[This paper has two objectives: to examine the volatility of travel behavior over time and consider the factors explaining this volatility; and to estimate the factors determining car ownership and commuting by car. The analysis is based on observations of individuals and households over a period of up to eleven years obtained from the British Household Panel Survey (BHPS). Changes in car ownership, commuting mode and commuting time over a period of years for the same individuals/households are examined to determine the extent to which these change from year to year. This volatility of individual behavior is a measure of the ease of change or adaptation. If behavior changes easily, policy measures are likely to have a stronger and more rapid effect than if there is more resistance to change. The changes are “explained” in terms of factors such as moving house, changing job and employment status. The factors determining car ownership and commuting by car are analyzed using a dynamic panel-data model.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/844179</guid>
    </item>
    <item>
      <title>Valuation of Travel Time Savings for Private Travels: Empirical Analysis Based on the Time Allocation Model</title>
      <link>https://trid.trb.org/View/844328</link>
      <description><![CDATA[This paper aims to formulate the private travel behavior by an activity-based travel model and to valuate the travel-time savings of the private trip. The formulated model has a nested structure, consisting of two models: the one-day activity model and the weekly activity model, both of which are based on the constrained utility maximization. The former model allocates time and cost in a day under the given time and income, while the latter model determines the place and time of activity in a week by allocating time and cost. The weekly diary travel data is used for estimating the coefficients in the model. By applying the DeSerpa’s definition of the value of travel time savings to this model, the authors valuate it by using the data of rail-users in the Tokyo Metropolitan Area.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/844328</guid>
    </item>
    <item>
      <title>Valuation of Aircraft Noise Social Costs: Policy and Science Implications</title>
      <link>https://trid.trb.org/View/844333</link>
      <description><![CDATA[Air transport plays a vital role in the mobility needs and the economy worldwide. It is however accused of generating several nuisances in airports vicinity. Noise problem ranks very high in people’s concerns and the question of noise social cost valuation is an ongoing demand. While international air community is faced with the major challenge of sustainable equilibrium between economic benefits, social consequences and environmental impact, a new doctrine putting forward internalization practices is winning ground. This decision-making policy currently emerging, especially in Europe, aims to foster the sustainability of airport operations and suggests that a wise usage of internalization’s fruit could insure efficient operability and redress territorial distortion. This paper aims to present the fruit of a work mandated by the Noise Department of the French Ministry of Sustainable Development. This research addresses the question of why the discrepancy between statements and practice regarding internalisation persists. More precisely, the paper attempts to shed light on the socio-political reasons, beside the scientific uncertainties about social costs amounts, explaining this timorousness. The focus being Roissy CDG airport context, the paper aims to illustrate the policy and science implications that constitute an obstacle in the acceptability of internalisation practices and their implementation.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/844333</guid>
    </item>
    <item>
      <title>Ukrainian Waterways and Development of International Transport Corridors</title>
      <link>https://trid.trb.org/View/844388</link>
      <description><![CDATA[In the field of a water transport it is planned to carry out in Ukraine the construction of new and reconstruction of existing infrastructure (regarding corridors № 9; TRACECA; Baltic -Black Sea) in such ports as Ilyichevsk, Odessa, Yuzhny, Mariupol. To connect some countries two approaches are considered. The first approach considers an expansion of an opportunity of use of the main regional waterway – the Danube River. Realization of this approach is provided by restoration of navigation by the Ukrainian part of Danube, providing an exit to the Black Sea. The second approach foresees creation of new inland water-transport links providing more rational and uniform distribution of freight traffics from the Central and Northern Europe. The main task of this approach is to use such powerful waterway as the Dnepr River (the third largest river in Europe), running into Black Sea. By present time some interesting initiatives directed on connection of the European countries, not having own way to Black Sea (Poland, Baltic, Belarus), to Dnepr have been offered.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/844388</guid>
    </item>
    <item>
      <title>Trip Generation and Trip Distribution: Comparison of Neural Networks and Traditional Methods</title>
      <link>https://trid.trb.org/View/844178</link>
      <description><![CDATA[The aim of this study is to explore the performances of neural networks in both trip generation and trip distribution modeling and to compare the results with more commonly used models, respectively regression models and doubly constrained gravity models. Trip generation and trip distribution are complex and highly dependent on the quality and availability of data. Transportation engineers are commonly faced with a question that is related to this topic; how to perform reliable trip generation and -distribution with scarce and expensive field data. It is therefore interesting to find the method that gives the best results with the smallest data sets. This research tries to answer the question whether neural networks can be a better alternative for traditional methods in trip generation and distribution. The research design relies on the use of synthetic data. The use of synthetic data, without unknown noise, gives the opportunity to clearly determine the impact of data complexity on the forecasting results. In trip generation, neural networks do not overall out-perform classical regression models. The advantages over regression models are negligible. In trip distribution, neural networks out-perform gravity models when data is scarce. Gravity models perform slightly better than neural networks when sufficient data is available.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/844178</guid>
    </item>
    <item>
      <title>Travel Time Reliability on Freeways</title>
      <link>https://trid.trb.org/View/844285</link>
      <description><![CDATA[In contemporary transportation planning route travel times are considered key indicators on the reliability of a road network. Mean and variance of travel times do not provide much insight in the travel time reliability since these metrics tend to obscure rare but relevant high travel times under specific circumstances. The paper therefore introduce two metrics, based on just three characteristic percentiles (10th, 50th and 90th), which indicate both congestion as well as possible onset (dissolve) of congestion. High values of either metrics indicate high travel time unreliability. The paper subsequently propose a simple neural network model to predict these percentile values and hence unreliability based on time-of-day (TOD), and day-of-week (DOW). The conclusion for traffic managers is twofold. The metrics can be used to identify not only the unreliability of travel times for a given DOW/TOD period, but also identify DOW/TOD periods in which it is likely that congestion sets in or dissolves. Practically, this means identifying the uncertainty of start, end and hence length of morning and afternoon peak hours. Secondly, the neural network based model can serve as a long-term travel time prediction tool, but also as a travel time unreliability prediction tool, using the two metrics presented above on the model outcomes.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/844285</guid>
    </item>
    <item>
      <title>Transport Modeling in Makkah: Challenges and Approaches</title>
      <link>https://trid.trb.org/View/844395</link>
      <description><![CDATA[This paper describes a traffic and transport analysis undertaken for the western area of Makkah, Saudi Arabia. The analysis includes the modeling of existing and projected traffic conditions in the area, as well as an assessment of the impact of future developments, including the Makkah Western Gateway, a newly proposed transportation corridor. As a tool for the analysis, a traffic model was needed for the western and central portion of the city. The data available for the construction of the model was limited, however, consisting primarily of traffic counts at selected locations during normal and religious peak periods (Ramadan and the Hajj pilgrimage). Other data, such as socioeconomic data and origin-destination studies, were not readily available. Furthermore, due to the unique religious and cultural characteristics of Makkah, models based on data from other cities were not deemed to be appropriate. Faced with such challenges, alternative approaches were developed and applied in the development of the transport model, including a capacity-based mode split analysis. This paper presents the modeling methodology, focusing on the practical difficulties encountered and the approaches used to overcome them, as well as results and findings from the study.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/844395</guid>
    </item>
    <item>
      <title>Transport Infrastructure, Spatial General Equilibrium and Welfare</title>
      <link>https://trid.trb.org/View/844276</link>
      <description><![CDATA[Estimation of benefits arising from large-scale investments in transport infrastructure has been increasingly subject to debate, under assumptions of both perfect and imperfect competition in the transport sectors. This paper concentrates on the later case, complementing and extending the existing literature on transport cost-benefit analysis by comparatively evaluating the magnitude of divergence between direct benefits –those measured in the transport demand itself- and economy wide or indirect benefits- those reflected in utility levels changes. Comparisons are undertaken under different assumptions for two versions –with and without intermediate demands- of spatial general equilibrium models with increasing returns and imperfect competition. In addition the paper compares results between models clarifying the implications of intermediate demands for evaluations. The renewed interest in transport improvements benefits and its consequences is an issue not only in transport economics or regional science, but has been increasingly incorporated in trade literature as traditional trade barriers (e.g. tariff and non-tariff) reductions and regional integration agreements have highlighted the role of transport costs reductions in industry location, labor migration in particular and the shape and performance of the economy in general. The paper links the work with this literature considering the consequences of extending cost benefits evaluations across the borders.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/844276</guid>
    </item>
    <item>
      <title>Trans-European Performance-Based Transport Planning</title>
      <link>https://trid.trb.org/View/844324</link>
      <description><![CDATA[The requirements and demands of the Trans-European transport network (TEN-T) to improve mobility, safety and productivity are becoming increasingly significant in European countries, but also at the same time more expensive and increasingly challenged. Out of around € 80 billion invested per year in Europe for transport infrastructure, only € 20 billion go toward TEN-T network development. This has been coupled with excessive distortions in modal growth and travel demand shares. Such an imbalance causes Europe to suffer from congestion, accidents, and harmful effects on the environment and health. On top of that, enlargement of the European Union brings to light the need for accessibility and development of priority infrastructure for candidate countries. The paper presents the work and final results of the project, INDICATORS, commissioned by the European Commission to specify a consistent and permanent performance monitoring mechanism to evaluate the Trans-European infrastructure and traffic. The research conducted a comprehensive European-wide survey aimed at understanding requirements and perspectives on the development and application of performance indicators at the national strategic levels. For each defined objective, a concise set of performance indicators are elaborated in measurable standard terms, for use at a network scale to evaluate and monitor the performance of the multi-modal TEN-T network. The paper concludes with recommendations for the implementation and adoption of the developed performance based framework.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/844324</guid>
    </item>
    <item>
      <title>The Value of Road Fatalities and Road Severe Injuries</title>
      <link>https://trid.trb.org/View/844327</link>
      <description><![CDATA[To evaluate the benefits of transport safety projects the project must have values associated to road accident reductions. A correct microeconomic approach to obtain such values entails the use of individual preferences. The usual way to obtain these values is through contingent valuation. On the other hand, the values due to risk reductions in the case of fatal and non fatal accidents are usually obtained separately, producing an aggregation problem. To improve on both these weaknesses in the state of practice, the paper sets up a novel stated preference survey in which individuals had to choose between two routes for a hypothetical trip between two large cities. The routes differed in travel time, toll charge, number of fatalities and of severely injured victims per year. Respondents had to state their preferences for safety in an implicit way, both in terms of the reduction in fatal and severely injured victims. Using discrete choice models, the paper obtained values of approximately $500,000 and $70,000 for one reduction in the number of fatalities and severely injured victims respectively. The paper also derived subjective values of time consistent with values obtained in previous studies; this confirmed the belief that respondents both understood the exercise and answered it seriously.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/844327</guid>
    </item>
    <item>
      <title>The Valuation of Travel Time Savings in Least Developed Countries: Theoretical and Empirical Challenges and Results from a Field Study</title>
      <link>https://trid.trb.org/View/844382</link>
      <description><![CDATA[In developed countries travel time savings can account for as much as 80% of the overall benefits arising from transport infrastructure and service improvements. In developing countries they are generally ignored in transport project appraisals, notwithstanding their importance. One of the reasons for ignoring these benefits in the developing countries is that there is insufficient empirical evidence to support the conventional models for valuing travel time where work patterns, particularly of the poor, are diverse and it is difficult to distinguish between work and non-work activities. The exclusion of time saving benefits may lead to a bias against investment decisions that benefit the poor and understate the poverty reduction potential of transport investments in Least Developed Countries (LDCs). This is because the poor undertake most travel and transport by walking and headloading on local roads, tracks and paths and improvements of local infrastructure and services bring large time saving benefits for them through modal shifts. The paper reports on an empirical study to develop a methodology for valuing rural travel time savings in the LDCs. Apart from identifying the theoretical and empirical issues in valuing travel time savings in the LDCs, the paper presents and discusses the results of an analysis of data from Bangladesh. Some of the study findings challenge the conventional wisdom concerning the time saving values. The Bangladesh study suggests that the western concept of dividing travel time savings into working and non-working time savings is broadly valid in the developing country context. The study validates the use of preference methods in valuing non-working time saving values. However, stated preference (SP) method is more appropriate than revealed preference (RP) method.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/844382</guid>
    </item>
    <item>
      <title>The Role of the Road Network of Bosnia and Herzegovina in the Region</title>
      <link>https://trid.trb.org/View/844392</link>
      <description><![CDATA[Transport is integral part of many human activities. No region, community, state or even continent could be developed without transport. The importance of the Balkan region, including Bosnia and Herzegovina, lies in the fact that it represents the contact zone between the Western and Eastern Europe as well as between Scandinavia, Middle East and Northern Africa. The countries in this area have, therefore, the decisive importance for the respective transit traffic, which is not reflected fully as regards their transport infrastructure. The existing road and railway connections are insufficient; the longitudinal communications are unsatisfactory to cope with existing and especially future traffic volumes. It is extremely important for countries in the region to co-operate as closely and as efficiently as possible in harmonizing the transport policies and exploitation elements of their traffic systems.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/844392</guid>
    </item>
    <item>
      <title>The Problem of the Location of Bus-Stops in Urban Public Transport</title>
      <link>https://trid.trb.org/View/844270</link>
      <description><![CDATA[Generally it would seem that enough scientific criteria have not been used to tackle the problem of bus stops. Their location is based on the criterion (generally a qualitative one) of the urban transport system techniques, aiming only at the demand’s satisfaction , not considering other fundamental aspects such as access time (home – bus-stop), waiting time, level of service cost, and other costs that affect the companies working in the transport service. These costs depend, among other factors, on the spatial and numerical situation of bus stops. According to this point of view, the bus stops of an urban transport system line acquire particular importance. The aims of this work are to proportionate scientific criteria concerning the situation of the bus stops and propose mathematical models that can help the organizer in his/her work. The goodness of these models is based on the following argument: the location of the bus stops is obtained with the optimization of all the costs relative to users and to transport companies (operating costs) and the level of service offered by the system. In order to give a good service to the public transport users, it is considered essential to realize an adequate transport plan; an appropriate planning, in fact, contributes in a relevant way, not only to the full satisfaction of the demand and to the optimization of the services costs, but also to decrease other social costs such as congestion and pollution.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/844270</guid>
    </item>
    <item>
      <title>The Main Road Network in Serbia: The Concept of Traffic Management and Control</title>
      <link>https://trid.trb.org/View/844387</link>
      <description><![CDATA[The existing main E road network in Serbia is 2224 km long. The greatest portion of the road network belongs to Corridor X and to the branches of Corridor X. Total length of road network belongs to Corridor X (including branches) is 718 km. All motorways are located on Corridor X. The highest traffic volume is carried out on Corridor X, i.e. AADT on level of the year 2002, depending on sections, is from 4,000 to 130,000. The highest AADT of 130,000 was recorded in the urban area of the city of Belgrade. With the exception of areas of big cities such as Belgrade, Novi Sad, Nis, Kragujevac, Kraljevo at present, there is no capacity problem. The basic problem lies in the existing traffic management system, as well as in the quality of pavement. The existing system of traffic regulation and management on the main road network (mainly belongs to Corridor X) in Serbia has not been modified for years. In the last three years (from 2000) there has been a noticeable growth of traffic on the main road network ranging from 6% to 12 %. Transit through Serbia has particularly increased, mainly on Corridor X, and it ranges from 11% to 15% in last two years, depending on certain sections of the road network. All these facts, together with inadequate traffic management system, influenced level of service and level of safety on certain sections of the road network, especially in the areas of big cities and in the areas of traffic inflow/outflow ramps from highways. In order to minimize negative impacts, with the assistance of international credits, the Road Directorate has included into its ambitious program the following: road rehabilitation, reconstruction of certain bottlenecks, construction and completion of bypasses in the zones of big cities. During 2002, TTEF (Transport and Traffic Eng, Faculty-University of Belgrade) conducted a comprehensive study of priority in improvements of traffic management and control on the main road network in Serbia for the Road Directorate of Serbia.]]></description>
      <pubDate>Wed, 30 Jan 2008 11:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/844387</guid>
    </item>
  </channel>
</rss>