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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>A VITAL PHASE OF TRANSIT EVOLUTION: MANAGEMENT INFORMATION SYSTEMS</title>
      <link>https://trid.trb.org/View/153564</link>
      <description><![CDATA[Passage of the Urban Mass Transportation Act of 1964 signaled a new era for the transit industry by facilitating the public acquisition of private operations as well as capital purchases of equipment.  In 1974, operating assistance was provided under the National Mass Transportation Act.  The increase in federal funding, however, has resulted in significant increases in federal regulations and reporting requirements.  This has caused an intensive effort to provide sound system management and internal controls at the local level.  To give transit managers the information essential to fully utilize available funds, management information systems have been developed.  Successful management information systems are based on, first, the identification of the particular information needs of a transit system and, second, the development of performance criteria from an in-depth statistical analysis of the management provided.  Although the management information systems are continually being updated, the performance criteria are still in the formative stages.  Yet it is these performance criteria, based on sound management information, that will help transit to become more cost-effective and to provide better service. (Author)]]></description>
      <pubDate>Thu, 22 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153564</guid>
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    <item>
      <title>A DIAGNOSTIC APPROACH TO MANAGEMENT INFORMATION SYSTEMS</title>
      <link>https://trid.trb.org/View/153565</link>
      <description><![CDATA[The reporting requirements of Section 15 of the Urban Mass Transportation Act of 1964, as amended 1974, have pushed transit systems into a new area of data management, which has led to the development of management information systems.  There is, however, danger that in some cases these information systems and the standards of service they generate will become ends in themselves.  They offer a comfortable structure for decision making that may not always be justified.  The purpose of these systems is not simply to generate data; primarily, they are designed to help managers manage.  But to do so they must be simple to use and carefully integrated to explore all factors affecting the organization.  The staff responsibility at the level of operations planning is not to simply provide facts and measure them against predetermined yardsticks but, more importantly, to analyze trends and identify and isolate specific problems so that well-reasoned decisions can be made.  An integrated system is the key to success: The interrelationships within a transit organization, expecially in such areas as labor and vehicle utilization, cna provide the basis for accurate and sound diagnosis, which can in turn result in more effective management.  (Author)]]></description>
      <pubDate>Thu, 22 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153565</guid>
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    <item>
      <title>PROCEDURE FOR ANALYSIS OF SYSTEM SUFFICIENCY AND DEFICIENCY (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/153587</link>
      <description><![CDATA[The procedure detailed in this paper was designed to develop a statement of the sufficiency of the existing roadway system with respect to operating, physical, and safety aspects.  Roadway elements evaluated include intersections, links, bridges, railroad grade crossings, and high-hazard locations.  The statement of existing conditions identifies needs that are the basis for a remedial-action analysis that leads to the development of an improvement-implementation program.  A two-stage screening analysis is used.  The first level is based on broad performance criteria and separates roadway elements into two groups--those obviously adequate and those requiring closer study.  The second level serves two purpose: it further screens out elements that are adequate, and it identifies and quantifies the deficiencies of those elements found to be inadequate.]]></description>
      <pubDate>Thu, 22 Jul 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153587</guid>
    </item>
    <item>
      <title>ORGANIZATION STRUCTURE FOR PLAN IMPLEMENTATION</title>
      <link>https://trid.trb.org/View/153588</link>
      <description><![CDATA[In addressing transportation planning for urban areas in the 5000 to 2000000 population range, it must be recognized that there is no single organizational structure universally suitable to administering transportation programs.  In Tennessee, the A-95 organization is a major issue.  This paper discusses the organizational structure that has been developed in Tennessee to implement the planning and programming of transportation systems.  In this structure, the roles of state and local agencies and officials have been integrated.  (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153588</guid>
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    <item>
      <title>TRANSPORTATION PLANNERS AND LOCAL ELECTED DECISION MAKERS (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/153589</link>
      <description><![CDATA[This paper discusses the perspective of a city manager toward transportation planning.  Discussion includes: various backgrounds of elected decision makers, the various areas of understanding involved in the local decision making process, the different levels of responsibility involved in the process, and the various relationships between transportation plans and planners and decision makers.  It was concluded that the most important levels of responsibility for elected decision makers usually involve land use and zoning.  Thus, it behooves transportation planners to work more effectively with local elected decision makers to improve the transportation planning and programming process.]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153589</guid>
    </item>
    <item>
      <title>IMPLEMENTATION OF TRANSPORTATION PLANS</title>
      <link>https://trid.trb.org/View/153590</link>
      <description><![CDATA[This paper discusses the various constraints to plan implementation.  The plan itself may be a constraint; because sometimes planners recommend plans that have no reasonable chance of implementation.  Finances specifically, reduced state and local revenues--are frequent constraints to plan implementation.  Lack of political support at both the state and local level is a constraint, due to a credibility gap in the planning process with local decision makers.  Lack of public support is also a constraint; because plans are not responsive to citizen problems, and there is not enough of public involvement.  Lack of appropriate attention to local regulatory powers can be a constraint.  Administrative burdens are also a common barrier.  Other constraints mentioned include the lack of a continual information process for decision makers and the lack of support for them.]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153590</guid>
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      <title>TECHNIQUES</title>
      <link>https://trid.trb.org/View/153591</link>
      <description><![CDATA[This paper details the issues and recommendations discussed at the Workshop on Plan Implementation.  The principal issues were identified as: poor management of the planning and implementation process at all levels--planners, decision makers, and state and federal agencies; transportation planning that fails to address the broad needs of local decision makers and planners who do not provide information about the effects of transportation on other programs (such as social service, health, and education) in which decision makers are involved; and the quality of effort being more important than the quantity.  The following recommendations were developed to deal with those issues: the emphasis of the planning process on long-range planning must give issues; local participants must be involved in identification of issues and problems in order to make the process responsive to local needs; communication between planners and decision makers must be improved; and reasonable levels of planning effort must be established.]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153591</guid>
    </item>
    <item>
      <title>COMMERCIAL DATA SOURCES FOR TRANSPORTATION PLANNING</title>
      <link>https://trid.trb.org/View/153574</link>
      <description><![CDATA[There is no universal best source of data for transportation planning.  In many instances, commercial data are less expensive, more current, and more quickly available than government data.  Furthermore, commercial data sources are unaffected by government paperwork-reduction programs that are affecting many data-collection projects.  Although there are still problems in using commercial data sources, they are of the same relative magnitude as those of public sources.  Commercial data have been used with some success in compiling household, employment, and trip information. In particular, R.L. Polk and Dun and Bradstreet data have already seen considerable use in urban transportation planning.  As commercial data sources become more competitive, transportation planners in small and medium-sized communities would be well advised to consider this information in deciding on the means of creating and maintaining data files.  (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153574</guid>
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    <item>
      <title>IOWA URBAN TRANSPORTATION AREA: TRAFFIC-COUNTING PROGRAM</title>
      <link>https://trid.trb.org/View/153575</link>
      <description><![CDATA[An overview of the traffic-counting program for urban areas in Iowa is presented.  The Iowa Department of Transportation has an extensive program that covers 15 urban areas in the state that have populations of 25000 or more.  The types of traffic data collected, the problems and difficulties encountered in collection and processing, and the varied uses that are made of the data reviewed.  Preliminary results of the Sioux City counting program are included. (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153575</guid>
    </item>
    <item>
      <title>FORECASTING GROWTH PARAMETERS IN SMALLER URBAN AREAS</title>
      <link>https://trid.trb.org/View/153578</link>
      <description><![CDATA[In considering the data needed for forecasting growth parameters for use in transportation planning in smaller urban areas, it is important to realize that certain aspects of the future are incapable of prediction under any circumstance.  More socioeconomic data will not eliminate this problem.  However, other aspects of the future are not only predictable but determinable if adequate public policy tools are used, and they should be sought through an evaluation of alternative plans and implementation of the preferred plan.  The socioeconomic data needed for this are different from and more modest than those needed for detailed forecasting.  (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153578</guid>
    </item>
    <item>
      <title>SYSTEM PLANNING</title>
      <link>https://trid.trb.org/View/153579</link>
      <description><![CDATA[This paper contains a list of and discussion of the objectives and issues introduced at the Workshop on System Planning.  The objectives were defined as: identification of the transportation and land-use problems faced by small and medium-sized communities that have growth potential; evaluation of the level of analysis that is necessary to address these problems; identification of procedures and techniques appropriate for system planning in small and medium-sized communities; evaluation of those procedures and techniques in terms of technical validity, response time, and cost-effectiveness; and development of recommendations relative to system planning.  The issues are: should the transportation planning process be continued?; is it necessary to apply the traditional four-step procedure (i.e., trip generation, trip distribution, mode choice, and traffic assignment) or can a conceptual system planning approach be used?; how much effort should be devoted to long-range planning and to short-range planning?; and is it necessary to evaluate a variety of alternative land-use and transportation plans?  The workshop participants concluded that the transportation planning process must be continued; however, it must effectively support the concerns of local decision makers, address the problems of the individual local community, and be responsive by providing the necessary information in a timely fashion.  It was also concluded that traditional modeling procedures need not be used for system planning in small and medium-sized communities.  It was noted that the time frame for appropriate and effective planning will vary from area to area; therefore, the amount of effort devoted to long-range planning versus that devoted to the short-range should be a function of the growth potential of the area and the nature of the problems to be analyzed.  Finally, it was determined that there is no need to invest research money in developing new procedures or techniques; because the procedures and techniques are available.  What is needed is a planner who has the ability to apply the techniques creatively.]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153579</guid>
    </item>
    <item>
      <title>SYSTEM PLANNING "DO'S AND DON'TS" FOR SMALL CITIES</title>
      <link>https://trid.trb.org/View/153580</link>
      <description><![CDATA[Some critical points for system planning for small and medium-sized communities are discussed--(a) don't overorganize, (b) don't overdocument, (c) don't be too sophisticated, (d) don't demand stereotyped analyses, (e) don't impede transportation with too many social programs, and (f) don't overregulate.  It is emphasized that the need for planning in urban areas is not less in smaller areas but the procedures used in satisfying the needs are different. (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153580</guid>
    </item>
    <item>
      <title>TRANSPORTATION ACTION PROGRAM</title>
      <link>https://trid.trb.org/View/153581</link>
      <description><![CDATA[The development of transportation plans and programs that are responsive to community needs is a strong advocate position.  This paper presents an approach used in Arizona that, although not new, may be useful in many other areas. This transportation action program is discussed as an approach to the identification of transportation issues and problems (real and perceived) in a small or medium-sized urban area.  (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153581</guid>
    </item>
    <item>
      <title>AN EXPLANATION OF WHY SYNTHETIC TRANSPORTATION STUDIES WORK (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/153582</link>
      <description><![CDATA[Although various validation studies have shown that synthetic urban-transportation-study techniques can achieve acceptable results when compared with conventional traffic assignments and ground counts, two questions have been frequently raised: does this favorable comparison indicate that the trip matrix developed by synthetic procedures reflects actual travel patterns?, and how sensitive is the assignment to the input data? This paper discusses a sensitivity analysis that used data from an urban transportation study in Tyler, Texas to help answer those questions.  Four matrices were assigned to the same network and compared--the first three of which were assignment matrices and the last being the existing trip matrix: a stochastic trip matrix constrained only to the number of trips in the study area; a stochastic trip matrix constrained only to the number of trips in the study area; a stochastic trip matrix constrained to total trips, trip-length frequency, and trip ends at each external station; and the fully modeled trip matrix.  Analysis of the results from the assignment indicates that, as long as an accurate trip-length frequency is used in generating the trip matrix, the assigned vehicle kilometers of travel will very closely match the counted vehicle kilometers of travel, even when the distribution of zonal trip ends is unrealistic.  It was concluded that acceptable assignment results can be expected if the following conditions are satisfied: the correct mean trip length is used, the total number of trips in the study area is correct, and a reasonable approximation of the geographical distribution of trip ends is achieved.]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153582</guid>
    </item>
    <item>
      <title>A SIMPLIFIED TECHNIQUE FOR TRANSPORTATION PLANNING</title>
      <link>https://trid.trb.org/View/153583</link>
      <description><![CDATA[Simplified techniques for transportation planning developed for several small urbanized areas in Texas are used to point out the need to design procedures that satisfy the requirements of the particular area.  This approach has resulted in varying levels of effort for small urban area studies.  These range from a comprehensive analysis of existing travel patterns and a manual forecast of travel to an analysis of existing travel patterns and the use of traditional models for forecasting traffic.  In the studies described in this paper, primary emphasis is on solving current traffic problems and providing local planners and engineers with the information they want.  The procedures are not necessarily cheaper or simpler than traditional ones but were designed to produce a specific product.  The importance of developing procedures and techniques that provide useful and meaningful information to decision makers is emphasized.  (Author)]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153583</guid>
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