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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ic2VyaWFsIiB2YWx1ZT0iJnF1b3Q7SGlnaCBTcGVlZCBHcm91bmQgVHJhbnNwb3J0YXRpb24gSm91cm5hbCZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O0hpZ2ggU3BlZWQgR3JvdW5kIFRyYW5zcG9ydGF0aW9uIEpvdXJuYWwmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
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    <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>OPTIMIZED RAPID TRANSPORTATION CONCEPTS</title>
      <link>https://trid.trb.org/View/134222</link>
      <description><![CDATA[AN ANALYSIS IS PRESENTED OF THE OVERALL EFFECT OF BASIC VEHICLE PARAMETERS SUCH AS PROPULSIVE EFFICIENCY OF POWER PLANTS USED, POWER REQUIREMENTS TO OVERCOME TOTAL INDUCED DRAG OR THRUST RATIO, AERODYNAMIC PARAMETERS, BEST METHODS OF OBTAINING LIFT, ETC. AN OPTIMIZATION OF THESE PARAMETERS WAS MADE. COMBINATIONS WERE EVALUATED OF GROUND EFFECT MACHINES, SEACRAFT, AIRCRAFT AND LAND VEHICLES WHICH COULD CONCEIVABLY BE DEVELOPED INTO AN ENTIRELY NEW TRANSPORTATION SYSTEM. THIS SYSTEM WOULD SATISFY ALL PRACTICAL REQUIREMENTS SUCH AS USE OF EXISTING PASSENGER FACILITIES AND RIGHT-OF-WAYS, IN ADDITION TO AN AVERAGE TRAVEL SPEED OF 100 TO 300 MPH. BASED ON THE TECHNICAL CHARACTERISTICS AND DESIGN CONCEPTS DISCUSSED, IT IS POSSIBLE TO SELECT A PROMISING AND OPTIMUM SYSTEM WITHIN CURRENT TECHNOLOGY AND WHICH CAN BE DEVELOPED INTO AN ENTIRELY NEW TRANSPORTATION SYSTEM WHICH SHOULD SATISFY ALMOST ANY REQUIREMENT FOR RAPID TRANSIT OF MANY PEOPLE. FOR OPTIMUM OPERATION, THE SPECIFIC SYSTEM SELECTED WILL DEPEND ON THE OPERATING REQUIREMENTS GIVEN THE VEHICLE IN COMBINATION WITH SPECIFIC OPERATION ANALYSIS.]]></description>
      <pubDate>Mon, 16 Aug 2004 07:00:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/134222</guid>
    </item>
    <item>
      <title>THE TRANSPORTATION ANALYST AND THE SOCIAL ENVIRONMENT</title>
      <link>https://trid.trb.org/View/134220</link>
      <description><![CDATA[THE USER OF TRANSPORTATION SYSTEMS AND THE AFFECTED CITIZENS ARE VIEWED AS KEY ELEMENTS IN SYSTEM DESIGN, EVALUATION, AND FINAL OPERATION IN THE PRESENTED PHILOSOPHY OF TRANSPORTATION SYSTEMS ANALYSIS. THREE TRANSPORTATION SURVEYS ARE PRESENTED WHICH WERE DESIGNED TO OBTAIN INFORMATION FOR THE DESIGN OF NEW OR IMPROVED TRANSPORTATION FACILITIES. THEY OFFER ANSWERS TO THE FOLLOWING QUESTIONS RAISED BY THE PLANNER AND DESIGN ENGINEER: (1) WHAT ARE THE TRANSPORTATION MODE CHOICES OF DEFINED POPULATIONS FOR SPECIFIC TRIP PURPOSES AND DESTINATIONS? (2) WHAT FACTORS DETERMINE THESE MODE CHOICES AND HOW ARE THEY EVALUATED BY THE INDIVIDUAL TRAVELLER? (3) WHAT DO TRAVELLERS WANT IN A TRANSPORTATION SYSTEM TO MORE FULLY MEET THEIR CURRENT AND ANTICIPATED TRAVEL NEEDS? THIS INFORMATION CAN BE OBTAINED BY COMMUNICATING WITH THE CITIZEN POPULATIONS OF INTEREST BY TELEPHONE, MAIL, OR INTERVIEW. FASTER REPRESENTATIVE SURVEY TECHNIQUES ARE NEEDED TO PROVIDE VALID FEEDBACK TO TRANSPORTATION ENGINEERING PROCESSES. PLANNING. /AUTHOR/]]></description>
      <pubDate>Mon, 16 Aug 2004 07:00:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/134220</guid>
    </item>
    <item>
      <title>THE NETWORK CITY</title>
      <link>https://trid.trb.org/View/134219</link>
      <description><![CDATA[THE EXPANDING SPHERE OF LIVING, INCREASING MOBILITY THROUGH HIGHWAY TRANSPORTATION, RAILROAD TRANSPORTATION, AVIATION AND MARINE TRANSPORTATION LEAD TO THE DEVELOPMENT OF A NETWORK CITY FOR ALL OF JAPAN. IT IS REASONED THAT IF THIS LINEAR MOTORED RAILWAY SYSTEM, NOW UNDER DEVELOPMENT WAS PUT INTO USE, ITS 500 KM/HR SPEED WILL MAKE IT POSSIBLE TO BRING ALMOST EVERY CORNER OF JAPAN WITHIN A REACH OF A 3-HOUR TRIP. THE AUTHOR CONTENDS THAT A COMPACT NETWORK OF COMMUNICATION IS TRANSFERRING THE WHOLE NATIONAL LAND OF JAPAN INTO A SINGLE LIVING SPACE COMMON TO ALL PEOPLE WITHIN THE COUNTRY. FUTURE CITIZENS WILL LIVE IN A VERY LARGE AREA COMPOUND WITH FULLY DEVELOPED NETWORKS OF TRANSPORTATION AND COMMUNICATION. JAPAN'S LAND OF THE FUTURE IS PICTURED AS A SINGLE URBAN COMPLEX, CALLED THE NETWORK CITY. THE NETWORK CITY.]]></description>
      <pubDate>Mon, 16 Aug 2004 07:00:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/134219</guid>
    </item>
    <item>
      <title>THE EFFECT OF VERTICAL GEOMETRY ON VEHICULAR STREAM DYNAMICS</title>
      <link>https://trid.trb.org/View/117041</link>
      <description><![CDATA[UPON EXAMINATION OF EXPERIMENTAL DATA OF VEHICULAR TRAFFIC FLOW THROUGH THE HOLLAND TUNNEL DURING PERIODS OF DENSE FLOW , IT WAS NOTED THAT A MARKED SIMILARITY EXISTED BETWEEN THE CYCLIC FLOW PATTERNS FOR TRAFFIC AND THE OUTPUT OF A HIGHLY RESONANT SYSTEM THAT IS SUBJECTED TO A NOISE INPUT. BASED UPON THIS SIMILARITY, AN INVESTIGATION WAS UNDERTAKEN TO DETERMINE THE DEPENDENCE OF A STREAM DYNAMICS UPON THE CHANGING LONGITUDINAL SLOPE OF THE TUNNEL ROADWAY. A DYNAMIC MODEL IS DEVELOPED WHICH RELATES THE BEHAVIOR OF THE NTH VEHICLE IN A STREAM TO THAT OF ALL N-1 PRECEDING VEHICLES. THE DERIVATION IS BASED ON TYPICAL KINEMATIC EQUATIONS FOR VERTICAL MOTION WITH THE INTERVEHICLE COUPLING PROVIDED BY A LINEAR CAR FOLLOWING RELATIONSHIP. THE LINEARIZATIONS USED ARE OF THE TYPE USUALLY ACCEPTED AS VALID APPROXIMATIONS, AND THE RESULTANT SYSTEM CHARACTERIZATION IS ONE THAT IS COMMON IN ENGINEERING ANALYSIS. AS A RESULT, IF THE MODEL ADEQUATELY DESCRIBES THE BEHAVIOR OF THE SYSTEM (AS IS BELIEVED IT DOES), A POWERFUL MODEL FOR WHICH EXHAUSTIVE ENGINEERING ANALYSIS IS POSSIBLE AND FOR WHICH EXTENSIVE UNDERSTANDING EXISTS, IS AVAILABLE FOR USE IN VEHICULAR TRAFFIC ANALYSIS. IN PARTICULAR, THE EFFECTS OF GEOMETRY AND CAR FOLLOWING ON STREAM DYNAMICS IS CLEARLY AND USABLY EXHIBITED. AS ONE OF THE RESULTS, IT IS CONCLUDED THAT A STREAM OF CARS ON THE ROADWAY OF THE HOLLAND TUNNEL CONSTITUTES A RESONANT SYSTEM IN WHICH RESONANCE IS ATTRIBUTABLE TO ROADWAY GEOMETRY. THIS RESONANCE IS MOST APPARENT TO A STATIONARY OBSERVER DURING PERIODS OF DENSE TRAFFIC WHEN THE OBSERVED VARIATION IN STREAM VELOCITY IS THE DOPPLER-SHIFTED NARROW-BAND NOISE SIGNAL THAT EXISTS IN THE STREAM DUE TO THE TUNING INHERENT IN RESONANT SYSTEMS THAT ARE SUBJECTED TO BROAD-BAND NOISE INPUTS. THE MAGNITUDE AND PERIOD OF THE OBSERVED VARIATIONAL SIGNAL ARE BOTH DIRECTLY DEPENDENT UPON THE AVERAGE SPEED OF THE STREAM. /AUTHOR/]]></description>
      <pubDate>Fri, 13 Aug 2004 18:56:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/117041</guid>
    </item>
    <item>
      <title>TRANSPORT PLANNING AT THE POLICY LEVEL-UNDERDEVELOPED AREAS</title>
      <link>https://trid.trb.org/View/92394</link>
      <description><![CDATA[EFFECTIVE TRANSPORT INVESTMENT PLANNING, FOR DEVELOPING COUNTRIES, DEPENDS UPON THE SOUNDNESS OF NATIONAL DEVELOPMENT OBJECTIVES AND THE RESULTING TRANSPORT POLICY IT IS INTENDED TO REFLECT. THE WORLD BANK AND THE INTERNATIONAL DEVELOPMENT ASSOCIATION THROUGH ITS CONTRIBUTIONS OF 225 LOANS AND CREDITS FOR TRANSPORTATION DEVELOPMENT IN 74 MEMBER COUNTRIES IS SEEKING TO INFLUENCE THE DECISION MAKING PROCESS USED IN FORMING AND IMPLEMENTING TRANSPORT POLICY. THE THREE BASIC ELEMENTS - INVESTMENT, PRICING/TAXATION, AND REGULATION - INFLUENCE THE PATTERN OF SUPPLY AND DEMAND FOR TRANSPORT, AND THUS THE EFFICIENT USE OF RESOURCES. A TRANSPORT POLICY IS DERIVED BY (1) EXAMINING THE GENERAL ECONOMIC MISSIONS THAT REPORT ON THE CREDIT-WORTHINESS OF A COUNTRY, INCLUDING ITS FINANCIAL SITUATION AND FISCAL POLICY; (2) STUDYING THE INTERRELATIONSHIPS THAT EXIST BETWEEN OTHER SECTORS; AND (3) REVIEWING PROJECTS TO ENSURE THAT THE PARTICULAR WORKS/EQUIPMENT BEING FINANCED CONTRIBUTES TO THE COUNTRY'S NEEDS AND PRIORITIES.]]></description>
      <pubDate>Wed, 28 Jul 2004 18:43:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/92394</guid>
    </item>
    <item>
      <title>AN EXPERIMENTAL STUDY OF AERODYNAMICS OF VEHICLES TRAVELING AT HIGH SPEEDS THROUGH LONG TUBES</title>
      <link>https://trid.trb.org/View/134221</link>
      <description><![CDATA[AN EXPLORATORY EXPERIMENTAL STUDY OF THE AERODYNAMIC RESISTANCE OF MODELS MOVING THROUGH LONG TUBES WAS CONDUCTED. FOR PROPER VEHICLE DESIGN, AN UNDERSTANDING OF THE AERODYNAMIC INTERACTION BETWEEN THE ENCLOSURE AND THE VEHICLE IS NECESSARY, SINCE THE POWER REQUIRED AND THE STABILITY OF PARTICULAR CONFIGURATIONS ARE DIRECTLY RELATED TO THE VEHICLE AERODYNAMICS. POWER REQUIREMENTS ARE FUNCTIONS OF VEHICLE SIZE, SHAPE, AND BLOCKAGE RATION AS WELL AS VEHICLE SPEED AND TUBE AIR DENSITY. RESULTS ARE PRESENTED OF THE AERODYNAMIC RESISTANCE OF MODEL VEHICLES AS A FUNCTION OF LENGTH TO DIAMETER RATIO AND BLOCKAGE. THE DRAG PROGRAM WAS ORIENTED TOWARD MODELS MOVING AT SPEEDS BELOW 150 FEET PER SECOND. IN THIS SPEED REGIME, AN INCOMPRESSIBLE FLOW THEORY WHICH USES A FRICTION FACTOR AND A HYDRAULIC LOSS COEFFICIENT HAS BEEN SHOWN TO ADEQUATELY PREDICT THE AERODYNAMIC DRAG OF VEHICLES WITH BLOCKAGE RATIOS UP TO 0.7. AS AN ILLUSTRATION OF THE USE OF THIS THEORY, THE REQUIRED HORSEPOWER IS SUMMARIZED FOR A 10-FOOT DIAMETER VEHICLE, 300 FEET LONG, OPERATING UNDER SEVERAL DIFFERENT CONDITIONS. TUBE WALL PRESSURE MEASUREMENTS WERE OBTAINED WHICH ARE PERTINENT TO THE UNDERSTANDING OF VEHICLE MOTION IN A TUBE.]]></description>
      <pubDate>Sun, 20 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134221</guid>
    </item>
    <item>
      <title>THE EFFECTS OF CHANGES IN TRAVEL COSTS ON TRIP DISTRIBUTION AND MODAL SPLIT</title>
      <link>https://trid.trb.org/View/134214</link>
      <description><![CDATA[A GENERALIZED MODEL OF A TRANSPORTATION SYSTEM, WHICH CAN BE APPLIED TO URBAN OR INTER-URBAN TRANSPORTATION IS CONSIDERED. THE ELASTICITY IMPLICATIONS OF THIS MODEL ARE EXAMINED AND COMPARED WITH A NUMBER OF ALTERNATIVE ASSUMPTIONS. A NUMBER OF GENERAL RESULTS ARE GIVEN RELATING TO THE SENSITIVITY OF THE MODEL, PARTICULARLY WHEN COMPONENTS OF TRAVEL COSTS ARE CHANGED. OTHER RESULTS RELATE TO THE RANGE OF OPTIONS AVAILABLE TO POLICY MAKERS IN CIRCUMSTANCES WHERE THIS MODEL GIVES A GOOD APPROXIMATION TO ACTUAL BEHAVIOR. IT IS CUSTOMARY, WITH MODELS OF THIS TYPE, TO ASSUME THAT THE MODEL PARAMETERS DO NOT CHANGE OVER TIME (WHEN VARIOUS COMPONENTS OF COST WOULD CHANGE). THIS HYPOTHESES HAS BEEN EXPLORED AND A NUMBER OF ALTERNATIVES CONSIDERED. A NUMERICAL EXAMPLE SHOWS THAT DIFFERENT PREDICTIONS WILL RESULT FROM DIFFERENT ASSUMPTIONS ABOUT CHANGES IN THE PARAMETERS. /AUTHOR/]]></description>
      <pubDate>Fri, 02 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134214</guid>
    </item>
    <item>
      <title>THEN AND NOW IN TRANSPORTATION CONCEPTS</title>
      <link>https://trid.trb.org/View/134166</link>
      <description><![CDATA[BECAUSE THE RAPID PROLIFERATION OF THE AUTOMOBILE WILL PRODUCE AN IMPASSE IN OUR PERSONAL MOBILITY, MASS TRANSPORTATION SYSTEMS WILL HAVE TO BE ADOPTED AGAIN. THE UNTRIED OR POTENTIALLY SUCCESSFUL SYSTEM CONCEPTS OF YESTERYEAR, WITH THE TREMENDOUS IMPROVEMENT OF MATERIALS FOR ENGINEERING, CAN LEAD TO A RESURGENCE OF INNOVATION THAT WAS NOT AVAILABLE TO THOSE LEADERS OF REVOLUTIONARY THOUGHT OF THE 19TH CENTURY. MASS TRANSIT SYSTEMS BASED ON THE OLD TECHNOLOGIES INCLUDE (1) THE TURBOTRAIN, (2) THE BUDD ELECTRIC CAR, (3) MONORAIL SYSTEMS, AND (4) THE SKYBUS. OTHER SYSTEMS, BASED ON REVOLUTIONARY TECHNOLOGIES, INCLUDE (1) THE AIR-CUSHION SUPPORTED AEROTRAIN, (2) A GRAVITY- ATMOSPHERIC COMBINATION, (3) AN ATMOSPHERIC-VACUMATIC TYPE, (4) LINEAR INDUCTION MOTORS, AND (5) FOA'S ELECTRICAL ENGINE.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134166</guid>
    </item>
    <item>
      <title>A NOTE ON GUIDEWAY OPTIMIZATION FOR TUBE TRANSPORT SYSTEMS</title>
      <link>https://trid.trb.org/View/134167</link>
      <description><![CDATA[THE DETERMINATION IS GIVEN OF THE TUBE DIAMETER THAT WILL MINIMIZE THE COST OF THE TUBE ITSELF AND OF ITS SUPPORTING STRUCTURES OVER A STRAIGHT RIGHT-OF-WAY FOR A FOA TUBEFLIGHT TRANSPORTATION SYSTEM. THIS ANALYSIS DOES NOT COVER GUIDEWAYS THAT ARE TUNNELED THROUGH SOLID ROCK. IT IS CONCLUDED THAT THE TUBE-VEHICLE DIAMETER RATIO SHOULD BE 1.2 TO MINIMIZE TUBE WALL MATERIAL COSTS AND GREATER THAN 2.0 TO MINIMIZE THE COSTS OF LABOR AND OF THE SUPPORTING STRUCTURES.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134167</guid>
    </item>
    <item>
      <title>ROLE OF THE ROTARY WING IN FUTURE SHORT-HAUL TRANSPORTATION</title>
      <link>https://trid.trb.org/View/134168</link>
      <description><![CDATA[AN AIR TRANSPORTATION SYSTEM EMPLOYING ROTORCRAFT CAPABLE OF DIRECT CITY-CENTER OPERATIONS OFFERS, FOR LESS COST, IMPROVEMENT IN INTER-CITY SPEEDS, MORE VERSATILITY IN THE LOCATION OF TERMINALS WHERE THEY ARE NEEDED, A HELP TO A GROUND TRANSPORTATION PROBLEM, AND SOME ALLEVIATION TO THE FIXED-WING AIR CONGESTION PROBLEM. FIRST GENERATION V/STOL ROTORCRAFT WILL AVERAGE 250 MPH IN INTERCITY FLIGHT, AND SECOND GENERATION CRAFT 400 MPH. SOME OF THE REGIONS WHERE V/STOL SHORT-HAUL OPERATIONS ARE NEEDED ARE THE NORTHEAST CORRIDOR FROM BOSTON TO WASHINGTON, D.C., THE CALIFORNIA REGION FROM SAN FRANCISCO TO SAN DIEGO, NORTHWEST EUROPE, AND THE TOKYO-OSAKA REGION IN JAPAN. A NUMBER OF PROPOSALS ARE PRESENTED FOR DOWNTOWN METROPORTS WHICH COULD BE LOCATED ON THE ROOFS OF LARGE BUILDINGS OR ON THE WATER AS ON THE HUDSON RIVER IN NEW YORK CITY.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134168</guid>
    </item>
    <item>
      <title>A SYSTEMS ENGINEERING APPROACH TO TRANSPORTATION</title>
      <link>https://trid.trb.org/View/134169</link>
      <description><![CDATA[THE NORTHEAST CORRIDOR PROJECT IS THE CASE STUDY. THE BASIC OBJECTIVES OF THE PROJECT ARE (1) LOW DOOR TO DOOR TRAVEL TIME, (2) HIGH PREDICABILITY OF ARRIVAL TIME, (3) HIGH SAFETY, COMFORT AND CONVENIENCE, (4) MINIMUM ADVERSE EFFECT ON SURROUNDINGS, (5) FLEXIBILITY OF SERVICE, (6) FLEXIBILITY WITH REGARD TO ALTERNATIVES IN ROUTE OR NETWORK, AND (7) EVOLUTIONARY GROWTH OF CAPABILITY. THE FOLLOWING CLASSES OF SYSTEMS HAVE BEEN ESTABLISHED: (1) CONTINUOUS CAPACITY (MOVING-BELT), (2) AUTOMATED HIGHWAY, (3) MULTIMODEL, (4) AUTO TRANSPORTER, (5) ROLLING SLIDING, (6) TRACK LEVITATION, AND (7) TUBE VEHICLE. SYSTEMS STUDIES TO CONSIDER THESE CLASSES OF SYSTEMS ARE CATEGORIZED UNDER (1) ANALYTICAL DESIGN STUDIES, (2) SYSTEM SYNTHESIS, AND (3) SYSTEM DEFINITION.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134169</guid>
    </item>
    <item>
      <title>GOALS IN TRANSPORTATION</title>
      <link>https://trid.trb.org/View/133745</link>
      <description><![CDATA[TODAY THE CITIZEN DOES NOT KNOW WHETHER SIGNIFICANT PROGRESS IS BEING MADE IN URBAN TRANSPORTATION OR NOT. THERE HAS TO BE AN IDENTIFICATION OF GOALS AND THE DEVELOPMENT OF A MEANINGFUL SET OF RELATIONSHIPS AMONG THEM. ONE POSSIBLE APPROACH TO A MORE EFFECTIVE DEFINITION OF URBAN TRANSPORTATION SERVICE BENEFITS IS TO CONSIDER THE VALUE OF MOBILITY IN AN URBAN ENVIRONMENT IN TERMS OF OPTIONS PER MINUTE, WHERE THE OPTION IS A FUNCTIONAL ACTIVITY, SUCH AS SHOPPING, WORKING, OR DRINKING BEER. SOME OF THE IMPLICATIONS OF A STRATEGY TO EMPLOY TRANSPORTATION RESOURCES SO AS TO INCREASE ACTIVITY OPTIONS ARE: (1) TRANSPORTATION PLANNING MUST BE ONE ELEMENT IN A MORE COMPREHENSIVE URBAN ENVIRONMENT PLANNING PROCESS, (2) TRANSPORTATION IS ONE OF THE MANY TOOLS WHICH CAN COMPENSATE FOR THE IMBALANCE OF OPTIONS AMONG METROPOLITAN AREA NEIGHBORHOODS, (3) URBAN AREAS MUST BE DESIGNED TO MAXIMIZE ACTIVITY OPTIONS FOR THE PEDESTRIAN AS WELL AS THE TRANSIT RIDER AND THE AUTOMOBILE USER, (4) URBAN TRANSPORTATION GOALS SHOULD BE SUBSIDIARY TO AND RESPONSIVE TO URBAN ENVIRONMENT GOALS RELATING TO JOBS, HEALTH, EDUCATION, AND RECREATION, (5) TRANSPORTATION IMPROVEMENTS SHOULD BE MADE ONLY WHEN TOTAL MOBILITY AND NONMOBILITY BENEFITS TO THE COMMUNITY OUTWEIGH THE TOTAL COSTS INCLUDING INTANGIBLE COSTS IMPOSED ON THE COMMUNITY.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133745</guid>
    </item>
    <item>
      <title>URBAN TRANSPORTATION, TECHNIQUES</title>
      <link>https://trid.trb.org/View/133746</link>
      <description><![CDATA[AN INTRODUCTORY STATEMENT OF THE URBAN TRANSPORTATION PROBLEM IS MADE. VARIOUS URBAN TRANSPORTATION COMPONENTS, INCLUDING ROADWAY NETWORKS AND MASS TRANSPORTATION FACILITIES ARE REVIEWED. METHODS TO IMPROVE CAPACITY OF ROADWAYS ARE BRIEFLY PRESENTED. THE IMPORTANCE OF DIRECTING MORE ATTENTION TO ACCELERATING FURTHER DEVELOPMENT OF PUBLIC TRANSPORTATION IS STRESSED, AND SOME OF THE MORE PROMISING ADVANCES IN MASS TRANSPORTATION ARE DISCUSSED. /AUTHOR/]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133746</guid>
    </item>
    <item>
      <title>TRANSPORTATION MODAL INTERFACES</title>
      <link>https://trid.trb.org/View/92708</link>
      <description><![CDATA[THE USE OF UNITIZED CARGOES (CONTAINERIZATION) HAS FACILITATED THE INTERMODAL EXCHANGE OF OVERSEAS CARGOES AND GIVES PROMISE OF A COORDINATED LAND AND SEA TRANSPORTATION SYSTEM. A NUMBER OF PROBLEMS, HOWEVER, STILL EXIST SUCH AS (1) COMPATIBILITY OF CONTAINERS, (2) INVOLVEMENT OF STEAMSHIP OPERATORS IN LAND TRANSPORT, (3) NEW DESIGNS OF TERMINALS AND SHIPS, (4) THE NECESSITY FOR SIMPLIFIED DOCUMENTATION FOR BILLS OF LADING, INSURANCE, AND CUSTOMS PAPERS. MANY BENEFITS, WHICH WILL ACCRUE FROM CONTAINERIZATION, INCLUDE: (1) LOWER FREIGHT RATES, (2) ACCELERATION OF DELIVERY TIMES, AND (3) LESS PILFERAGE. OTHER ECONOMIC BENEFITS ARE EXPECTED FROM CONTAINERIZATION. FOR EXAMPLE, IT CAN TIP THE SCALE IN FAVOR OF COMPETITIVENESS FOR PRODUCTS THAT ARE MARGINAL SUCH AS FUELS, ORES, AND GRAINS, AND INCREASE THE EXPORT OF MANY PRODUCTS SUCH AS CANNED PINEAPPLE, HOSPITAL FURNITURE, CAKE AND PANCAKE MIXES, LUGGAGE TO NAME A FEW.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92708</guid>
    </item>
    <item>
      <title>THE ECONOMIC AND INDUSTRIAL ASPECTS IN TRANSPORTATION</title>
      <link>https://trid.trb.org/View/93134</link>
      <description><![CDATA[AN OVERVIEW IS PRESENTED OF U.S. RAILROADS, MOTOR CARRIERS, OIL PIPELINES, WATER CARRIERS, AND AIR CARRIERS IN TERMS OF MOVEMENT OF FREIGHT, MAGNITUDE OF INVESTMENT, AND GOVERNMENT REGULATION. IN LOOKING AHEAD TO 1975, IT IS ESTIMATED THAT THE CARRIERS WILL TRANSPORT 2 TRILLION, 4 HUNDRED BILLION TON-MILES OF FREIGHT, AN INCREASE OF 50% OVER 1968. MOREOVER, BY THEN THERE WILL BE 99 MILLION AUTOMOBILES AND 24 MILLION TRUCKS AND BUSES. THIS PROLIFERATION WILL MAKE IT MANDATORY TO RELY MORE ON SYSTEMS ANALYSIS AND COST BENEFITS ANALYSIS TO ACHIEVE ORDERLY GROWTH AND PRICE STABILITY.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93134</guid>
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