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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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      <title>Utilizing CORSIM and GIS to Develop Alternatives For Improved Traffic Operations Along Highway 2 Minot, North Dakota</title>
      <link>https://trid.trb.org/View/803680</link>
      <description><![CDATA[The City of Minot commissioned an update to the Transportation Plan for US Highway 2 between US Highway 83 and the Burdick Expressway. The potential for growth along this corridor for the next 20 years is relatively high for a city with an existing population of 35,000. The existing Highway 2 corridor has several uncontrolled access points that lessen driver expectancy along a typical highway. The purpose of the study was to assess traffic operations for the existing and future conditions on the existing roadway and determine viable alternatives to mitigate possible congestion areas. The traffic simulation was performed using the CORSIM program. Field traffic conditions such as queue lengths and speeds were used to calibrate the simulation of existing conditions. Sophisticated customized programming was utilized to efficiently extract, calculate, and summarize key signalized and unsignalized intersections as well as corridor wide measures of effectiveness (MOEs) from the numerous computer simulations performed. Evaluated MOEs included travel times and level of service. In addition to the traffic simulation, a GIS was used to help demonstrate that an increase in traffic through the uncontrolled access points along Highway 2 could increase already high accident locations. A GIS summarized a database of over 7,000 accident records within the city. The GIS was used to extract several accident characteristics including frequency, type, and severity. The analysis and presentation tools of the GIS were used to demonstrate that corridor wide improvements could alleviate some of the safety-related problems within the corridor. This case study presents a detailed workflow in approaching diverse but inter-related objectives, including quality control, utilizing GIS, and custom programming to efficiently and concisely present detailed MOEs and accident data.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/803680</guid>
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      <title>Project Design Review In The TIP Process</title>
      <link>https://trid.trb.org/View/803622</link>
      <description><![CDATA[Metroplan, the MPO for the Little Rock-North Little Rock MSA, requires a design review process of all federally funded transportation projects on its TIP. This requirement applies whether the project is sponsored by local governments, the transit provider or by the state DOT. Metroplan is a Transportation Management Area (TMA) and has its own sub-allocation of STP funds. However, this process could work equally well for small MPOs. Project design was a very important concern of the region’s citizens in the development of the metropolitan transportation plan, METRO 2020 plan. For a number of reasons, those design concerns were not finding their way into the engineering drawings of projects. Consequently, in 1997 the TIP process was amended to require project design review at the regional level before final project approval. The practice of design review ensures that projects will be built as they are originally proposed, containing all of the design elements required in the plan. In practice, some jurisdictions were cutting key elements from the project during PE, usually to save money. The design review process works as follows. Projects are submitted by member governments for inclusion in the three year TIP. When a project is selected for funding, however, only preliminary engineering is put on the annual element of the TIP. When a project design is substantially complete, it is submitted to the Metroplan staff and the Technical Coordinating Committee for design review and recommendations. The MPO staff review the project design for consistency with the regional goals and objectives, with adopted local plans and with the original project submittal. The Technical Coordinating Committee often offers more technically oriented suggestions and will often put conditions on the project design. The TCC and staff recommendations are presented to the MPO Board for final approval. Design conditions placed on the project by the Board are binding on the proposing jurisdiction. Right-of-way and construction funding are then advanced to the annual element of the TIP.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/803622</guid>
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      <title>12 Years Of Project Evaluation: Applying The Benefits Matrix Model In Hickory-Newton-Conover, NC</title>
      <link>https://trid.trb.org/View/803674</link>
      <description><![CDATA[This paper describes the application of a procedure for evaluating proposed highway projects in an urban area of 120,000 population. The benefits matrix model was developed by Marion R. Poole, PhD. P. E., of the NC Department of Transportation and was first applied for project evaluation in the Hickory-Newton-Conover Urban Area in 1988 and subsequently in 1998. The model consists of the identification and quantification of five elements which can be used to evaluate competing urban highway projects. These five elements are: 1) user benefits, 2) costs, 3) economic development potential, 4) environmental impact, and 5) relationship of the project to the State arterial system. Quantification of user benefits and comparison with project costs enables the Metropolitan Planning Organization (MPO) to evaluate the cost effectiveness of the project and provides a basis for comparison between competing projects. Cost information is also important in developing a fiscally constrained long-range transportation plan and for short-range construction priorities. The cost estimates guide the MPO in developing a priority list of projects that can be realistically undertaken. Evaluation of projects on the basis of their probable economic and environmental impacts is in keeping with local and state objectives to encourage economic development and to preserve and enhance the environment. The paper also describes the balance between establishing priorities for an urban area that consists of eleven (11) local governments and the political realities of the process. Topics such as multi-modal transportation planning, air quality issues, environmental justice planning, citizen participation, establishment of goals and objectives, safety issues and congestion management planning have been incorporated into the planning process. Their relationship with the original benefits matrix model is also discussed.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/803674</guid>
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    <item>
      <title>Value Pricing Pilot Program In Small Urban Areas</title>
      <link>https://trid.trb.org/View/803625</link>
      <description><![CDATA[Value pricing, also called congestion pricing, uses fees which vary by time-of-day and location of use to reduce congestion. Value pricing can provide improved service to transportation users, reduce emissions, makes more efficient use of existing transportation capacity, and reduce the need for future capacity expansion. It is horizontally equitable, i.e., those who are responsible for generating the need for additional capacity are faced with some or all of the costs to pay for that capacity. The concept of assessing relatively higher prices for travel during peak congestion periods is the same as that used in the private sector of the economy to respond to peak-use demands. Airlines and hotels offer off-peak discounts, and public utilities offer peak/off-peak pricing plans. Through the Value Pricing Pilot Program of the Transportation Equity Act for the 21st Century (TEA-21), the Federal Highway Administration (FHWA) supports State and local efforts to plan, test and evaluate this market-based concept. FHWA supported the implementation of 3 projects under the predecessor Congestion Pricing Pilot Program established by the Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991. One of these was in a small urban area in Lee County, Florida. Two new operating projects have been funded under TEA-21. Also currently underway are 12 pre-project studies funded by FHWA, two of which are in small urban areas. The project implemented in Lee County involves the use of peak/off-peak bridge toll differentials for passenger vehicles. In addition, two studies are getting underway in Lee County. The first involves extending the use of peak/off-peak bridge toll differentials to trucks. The second examines a pricing strategy involving queue-jumps which allow vehicles an opportunity to avoid a congested location (e.g., intersection) by diverting to a priced bypass facility, lane, or route. A concept being studied for implementation in Santa Cruz County, California involves tolling on High-Occupancy Vehicle (HOV) lanes to allow vehicles not meeting HOV occupancy requirements to buy the right to use the HOV lanes. This concept is known as High Occupancy/Toll or HOT lanes. FHWA anticipates additional pre-project study applications in the coming months from several other small urban areas.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/803625</guid>
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      <title>Responding To Complexity: The Development And Uses Of Household Activity Survey Data In A Medium-Sized MPO</title>
      <link>https://trid.trb.org/View/803633</link>
      <description><![CDATA[In recent years, many small MPOs have been facing an increasingly complex set of policy questions in the development of regional transportation plans. Whether through state-level planning and development requirements or local interest in growth management or “smart growth”, transportation planners in smaller urban areas are being asked to provide the technical basis for an intricate set of public policy and investment decisions. These decisions require consideration of the tradeoffs among multiple modes, their interrelationship with existing and future land use patterns, and an understanding of the likely behavioral impacts of alternative sets of policy tools. In this context, the typical travel behavior data available to small MPOs is not adequate. Traffic counts show end results of travel decisions and are of limited usefulness for analysis and planning. Census data, while excellent for analyzing work travel patterns, is limited. Transferable parameters such as those available in NCHRP 365 are useful for single-mode models, but do not necessarily reflect unique local characteristics, e.g., effects of major employer such as state offices or university; external distribution patterns. Moreover, without local data, you cannot discern how “typical” your area is. Recognizing this, the MPOs and State DOT of Oregon have teamed together to develop a model improvement program. At its core has been the conduct in 1994 of a Household Activity Survey in all 4 MPOs – Portland, Eugene- Springfield, Salem, and Medford. This joint approach has proven to be a very cost-effective means for the smaller MPOs to obtain this data. The data has proven to be valuable in both for model improvements and specific applications. This paper relates the Eugene-Springfield area’s experience in conducting a Household Activity Survey and describes the uses to which the data have been put since its collection in 1994. The paper begins by describing the current policy context in which transportation modeling takes place and the data and analysis needs created by the policy framework. It then provides an overview of the general approach taken in Oregon for model improvement. The specific applications of Household Survey data are then described in more detail, highlighting the longer-term value of this data to the Eugene- Springfield area.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/803633</guid>
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    <item>
      <title>Methods Of Forecasting Changes In Rural Public Transportation Patronage Resulting From Welfare Reform</title>
      <link>https://trid.trb.org/View/803474</link>
      <description><![CDATA[The major features of welfare reform affecting travel demand are job training and work requirements and the five year life time cap on benefits, which combine to cause an increase in work and school trips. A binary logit model fitted to data collected from rural and small town commuters in Oklahoma, Missouri, and Arkansas, suggests a small but non-zero proportion of rural residents affected by welfare reform legislation will require public transportation to fulfill their work and training obligations. Factors found to influence mode choice in this population include service quality and cost, numbers of licensed drivers in a household, and age of commuter. More data on rural commuter households is needed before an operational forecasting procedure can be deployed.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/803474</guid>
    </item>
    <item>
      <title>Travel Demand Model Development For Small Urban Areas</title>
      <link>https://trid.trb.org/View/803627</link>
      <description><![CDATA[The primary purpose of a corridor or route study is to assess a number of proposed options and identify a preferred solution to address existing and future deficiencies in a corridor. The assessment process typically includes an analysis and evaluation of the character and extent of congestion and mobility problems within the corridor. Travel demand models play a key role during the evaluation process; current planning practice relies on the ability of urban travel demand models to provide the transportation data used as evaluation measures in comparing and assessing the benefits provided by each option or alternative. Unfortunately, when conducting corridor studies in rural or small urban areas with less than 50,000 population a travel demand model may not exist to assist study requirements. Recently, a comprehensive corridor study of US 59 was conducted aimed at determining both short term and long term needs for the facility. Included within the longer term needs and vision for the corridor is the operation and interaction of US 59 with two separate small urban area loop highways and the potential for US 59 to be designated an interstate facility (I-69). The limits of the corridor study encompass two counties (Angelina and Nacogdoches) and the cities of Lufkin and Nacogdoches. An added dimension to the study is the recognition that both Angelina and Nacogdoches Counties have been experiencing rapid population growth (two percent per year) and may ultimately be designated a metropolitan statistical area (MSA). With this in mind it was determined at the onset of the study that an appropriate and beneficial technical approach would involve Major Investment Study (MIS) guidelines. Having structured an approach based upon MIS guidelines, the project subsequently required the development of a travel demand model for the two county region since one did not already exist. In addition, the project schedule required that a model be developed and implemented within a short timeframe. This paper will examine the expeditious development of a travel demand model for a small urban area using transferable travel parameters and existing travel survey data. The paper will review the perceived needs in deciding that a model needed to be developed and summarize model validation results. Additionally, it will describe the integral role the model played in evaluating alternatives and ultimately choosing a preferred alternative. The paper will provide useful information to agencies and small urban areas that do not currently have models and desiring to quickly implement a travel demand model as part of their methodological process.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/803627</guid>
    </item>
    <item>
      <title>Meridian Union Station: Transit Hub and Community Center</title>
      <link>https://trid.trb.org/View/803637</link>
      <description><![CDATA[The concept for Meridian’s Union Station multi-modal transportation center began to evolve in 1990 as community leaders moved toward the goal of rebuilding what had been a beautiful and bustling rail station, maximizing efficiency by putting all ground transportation under one roof and, in the process, infusing new life into a blighted area of the downtown core. The project also had important historical overtones, as Meridian was a child of the railroads and its growth was inextricably tied to rail commerce. The $7 million project, leveraged with ISTEA money and local funding, included reconstruction of the 1905 Union Station tower and restoration of the east wing of the building. The Mission Revival-style structure was designed to house Amtrak, Greyhound, the Meridian Transit System and the city’s economic development agency, with mezzanine-level spaces for community use. Since its opening 2 ½ years ago, Union Station has not only become a transportation center and a hub of community life, it has also sparked more than $10 million in private investment in the once blighted Depot District of downtown Meridian.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/803637</guid>
    </item>
    <item>
      <title>Connecting The Dots: Minnesota’s Regional Trade Centers And Interregional Corridors</title>
      <link>https://trid.trb.org/View/804132</link>
      <description><![CDATA[Travel trends in Minnesota emphasize the need to ensure that travel on highway corridors linking economic centers around the state is safe, reliable, and efficient. The Minnesota Statewide Transportation Plan includes a policy to “enhance safety and access in important interregional corridors” that serve interregional freight and passenger needs by connecting Regional Trade Centers. In 1999, the Minnesota Department of Transportation (Mn/DOT) initiated a study to define a system of interregional corridors that connect these important Regional Trade Centers. The Interregional Corridor Study began by identifying a hierarchy of Regional Trade Centers. The method used to develop the hierarchy of places was based on population and the number and diversity of local businesses in each center. The Regional Trade Center concept provided a way to focus on the Minnesota’s economy and the relationship to a strong transportation system to maintain the economic vitality of the centers. Major state highways connecting these centers were analyzed using technical criteria. The results were refined through extensive public and agency involvement. The outcome was identification of a priority system of interregional corridors providing statewide and interstate transportation services. Using performance measures and performance targets, “mobility risk” corridors performing below target speed or having a risk of signal proliferation were identified. Funding improvements for these “mobility risk” corridors became a key component of Mn/DOT’s ten-year transportation investment strategy. During the 2000 Minnesota State Legislative session, Mn/DOT was successful in receiving funding for improving these interregional corridors. Results from Mn/DOT’s interregional corridors study were used to gather Legislative support for the passage of a major transportation funding bill. Mn/DOT implemented results of the interregional corridor study by developing smart-growth principles and policies to guide planning and investment decisions in the corridors. Corridor management plans use these policies to direct development of Minnesota’s interregional corridor system.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/804132</guid>
    </item>
    <item>
      <title>Duluth-Superior Metropolitan Pedestrian Plan</title>
      <link>https://trid.trb.org/View/803475</link>
      <description><![CDATA[Walking is the most basic form of transportation; virtually everyone is a pedestrian at some point, even if they only walk from their front door to the car or bus stop. As with bicycling, walking has the potential to play a more important role in our future transportation systems. With many trips less than a mile long, a comfortable walking distance for most people, we need to actively welcome and accommodate pedestrians. A high-quality pedestrian environment can impact a community in many ways: less traffic congestion, more cohesive neighborhoods, increased social interaction, cleaner air, and less crime. Pedestrian issues are especially important for small and medium sized cities, some of which may be experiencing growth but do not yet experience overly congested roadways. It is much easier and less costly to implement policies that would encourage alternatives to single occupant vehicles than to build more roads to accommodate increasing traffic. A balanced transportation system that includes walking, biking, and transit may be more effective in handling the increased demand for mobility that accompanies growth. The purpose of the Metropolitan Pedestrian Plan is to identify policies, programs and projects that will improve the pedestrian environment in the Duluth-Superior area. An improved pedestrian environment is defined as a walkable community where walking is a viable mode of transportation. The Pedestrian Plan sets goals and objectives, examines current conditions, and looks at strategies to improve the pedestrian environment in the Duluth-Superior area.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/803475</guid>
    </item>
    <item>
      <title>Trunk Highway 53/194 Hermantown Access Management Plan</title>
      <link>https://trid.trb.org/View/803636</link>
      <description><![CDATA[The U.S. Highway 53/State Highway 194 Hermantown Access Management Plan focuses on a 5.8-mile corridor in the City of Hermantown, MN, a predominately rural but growing community of 7,600 (1997) persons adjacent to Duluth, MN. This section of roadway is a major transportation link between downtown Duluth, Hermantown, and outlying northern residential communities. It also serves the bulk of traffic traveling between the Iron Range communities of northern Minnesota and the Duluth-Superior area. Access management is defined as an effort to maintain the effective flow of traffic and the safety of the road while accommodating the access needs of adjacent land development. Steady development along the corridor, increasing traffic from rural areas, commercial/residential land use conflicts, environmental concerns, and interrupted traffic flows prompted the Metropolitan Interstate Committee (MIC) to undertake this study. In numerous public forums, representatives from the Minnesota Department of Transportation, the City of Hermantown, the Hermantown Chamber of Commerce, and businesses and residents located along the corridor cooperated to develop the plan’s recommendations. These recommendations included the construction of new service roadways, median crossover treatments, driveway consolidation, and intersection upgrades. When applied, these access management recommendations will lead to: Improved safety for vehicular and pedestrian travel; Preservation of roadway capacity; and  Reduction in the need for future system expansion. Hermantown and the surrounding communities will also benefit from these access management techniques by: Promoting orderly development; Preventing community disruption from road widenings or relocations; Sustaining land values; and  Enhancing the overall corridor appearance and community character.  This example of interagency cooperation and resultant policies and recommendations can be applied to numerous communities. Communication and involvement of the general public and business sector were essential in the success of this plan and need to be a main goal of any agency duplicating the efforts of the MIC.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/803636</guid>
    </item>
    <item>
      <title>The US 59 Corridor Master Plan: A Success Story in East Texas</title>
      <link>https://trid.trb.org/View/803684</link>
      <description><![CDATA[Corridor analysis, corridor selection and schematic development for 42 miles of new location freeway for the Lufkin District of the Texas Department of Transportation (TxDOT) were recently completed. The facility has been designed to relieve the existing U.S. 59 highway of regional and interstate traffic that is anticipated over a 30 year planning horizon. The proposed facility will ultimately be designated as Interstate 69. TxDOT used a new strategy for project development that incorporated several characteristics of a Major Investment Study and a few innovative techniques to accomplish the study. This paper will present an overview of the successful strategy and innovative techniques in an effort to provide practitioners with alternatives for consideration on other large corridor studies.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/803684</guid>
    </item>
    <item>
      <title>GIS on the Great Plains: Innovative Transportation Planning Tool Assists Growing Midwest City</title>
      <link>https://trid.trb.org/View/803638</link>
      <description><![CDATA[Olathe, Kansas is a suburban community of approximately 50,000 persons. Olathe’s Capital Improvement Plan previously identified roadway improvement projects in an arbitrary manner. Points will be made on how a travel demand model helped City Staff identify short and long-term transportation deficiencies. Additionally, focus will be placed on measures of effectiveness which were easily understood by City Staff, City Council and the public. Travel demand models are an effective means of estimating future travel demand. However, these models fall short of allowing planners to analyze, manipulate and display the data in a meaningful way. It is also sometimes difficult to estimate transportation needs based on land uses and development that constantly changes. A discussion will be presented on the development of a link between Olathe’s GIS (ARCVIEW) and their travel demand model (TMODEL2), and how it allowed planners to exchange valuable data between the model and take advantage of GIS capabilities. Land use data, stored in the GIS, can be adjusted to develop and test different land use scenarios. This data can be uploaded to the travel demand model for quick and easy analysis. In addition, travel demand data generated by the model can be downloaded to the GIS for more thoughtful analysis and display of model output. The link between the travel demand model and the city’s GIS is a unique tool that has been developed using ESRI’s ARCVIEW Avenue programming language in combination with visual basic programming language. With this new tool, travel demand model data is now more accessible and usable to a wide range of city staff. Providing a link between the city’s travel demand model and their GIS allowed planners and engineers increased efficiency in problem solving. Thus, decision-makers were presented more meaningful data and clearer solutions. A discussion will focus on providing real world application examples used by Olathe engineers and planners which illustrate clear solutions to local problems.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/803638</guid>
    </item>
    <item>
      <title>Use of Public Input to Develop Measures of Effectiveness</title>
      <link>https://trid.trb.org/View/803634</link>
      <description><![CDATA[It is no longer the job of the planner just to get input from the public on their reactions to work done by technical staffs. Instead the public must be involved at the earliest stages of a project or study and the involvement must be meaningful. This paper describes how an extensive list of questions was developed and presented to members of the public to get their input into the development of measures of effectiveness for use on four planning studies conducted in rural and small communities. The list of questions was originally developed from a longer list of MOEs used in urban planning studies and was reduced in size to leave only those MOEs that were applicable to rural and small communities. The MOEs are classified into five categories, transportation performance, financial/economic performance, social impacts, land use/economic development impacts, and environmental impacts. The paper will describe how the list of questions was modified during subsequent applications, how input from the public was merged with input from public officials, and how the MOEs were used in distinctly different studies. Those studies include a corridor study on an Interstate, a national pilot project for merging NEPA and planning, a feasibility study, and a regional plan update. The use of this method of developing MOEs will be compared with other methods. Those filling out the questionnaire included local and state elected officials. Many people expressed appreciation for being asked what their 'values' were at the beginning of the studies. The reader of this paper will benefit by learning of what kinds of MOEs are appropriate for studies in rural and small urban communities, how public input can be collected at an early stage in the study to help develop study criteria, and how this information can be applied in a variety of situations.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/803634</guid>
    </item>
    <item>
      <title>Toolbox for Regional Policy Analysis</title>
      <link>https://trid.trb.org/View/803626</link>
      <description><![CDATA[Interest is growing across the nation in the regional-level impacts of both transportation and land use policies. In both large and small metropolitan areas, planners are facing questions regarding the impacts of their decisions on a wide range of factors. Areas of interest include not only traffic congestion and emissions, but also land use, economic development, accessibility, energy consumption, natural habitat, and the distribution of impacts across population groups. However, technical methods to address many of these factors at a transportation systems level rather than a project level are not widely applied or known. To address the growing needs for regional-level analysis methods, the Federal Highway Administration (FHWA) sponsored the development of a “Toolbox for Regional Policy Analysis.” The toolbox includes 10 case studies illustrating technical methods that can be used to assess regional impacts. The toolbox is intended for metropolitan planning organizations (MPOs), state departments of transportation (DOTs), and other agencies or groups. The case studies highlight methods that can be used to assess the impacts of alternative highway or transit investments, freight improvement programs, demand management and systems management, or changes in regional or local land use patterns. In addition to the detailed case studies, the toolbox includes bibliographic information on over 60 additional examples of assessments conducted throughout the country. The toolbox is presented as an HTML-based document, accessible through the FHWA web site at http://www.fhwa.dot.gov/environment/plngtool.htm.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/803626</guid>
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