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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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      <title>RAISED MEDIANS. ECONOMIC IMPACTS ON ADJACENT BUSINESSES</title>
      <link>https://trid.trb.org/View/507528</link>
      <description><![CDATA[In recent years, transportation agencies have increased construction of raised medians on urban and suburban arterials. With respect to access control, raised medians restrict left turns to midblock and intersection median openings.  While improving the operations and arterial signal coordination, the economic impacts of restricting these left turns may be felt by owners of businesses and properties adjacent to the arterial. This paper describes the research to date in the third year of a 4-year study to evaluate the economic impact of raised medians. The primary purpose of the project is the development of a methodology to determine if there are any economic impacts on adjacent businesses when a raised median is installed.  In the first year, researchers developed a methodology and tested it on a case study in College Station, Texas.  After analyzing the procedures and results of that test, they revised the methodology and tested it on 10 case studies in six other Texas cities during the second year.  The third year is being used to analyze the data collected in the additional case study locations and to collect additional data.  The final year will be used to collect postconstruction data along two corridors and complete all analyses.  The current methodology, consisting of eight main steps, provides a logical structure by which the user can identify case studies, collect data, and analyze data:  identify sites with potential corridors, identify corridor characteristics, contact sources of information, inventory businesses and establishments along the subject corridor, obtain information about businesses, prioritize businesses to be surveyed, collect data by personal interviews, and analyze and summarize data.]]></description>
      <pubDate>Tue, 16 Oct 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507528</guid>
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      <title>STANDARDS &amp; GUIDELINES FOR MID-BLOCK CROSSINGS: LAS VEGAS STUDY</title>
      <link>https://trid.trb.org/View/507588</link>
      <description><![CDATA[Increases in pedestrian-vehicular accidents prompted Clark County, Nevada, to collaborate with the Nevada Department of Transportation, the City of Las Vegas Traffic Department, and the Office of Traffic Safety to conduct a 1996 audit of pedestrian facilities in the Las Vegas area of Clark County.  Study findings included a recommendation that midblock crossing locations be provided for pedestrians based on engineering studies and criteria and that, where possible, these crossing locations incorporate median refuge areas to better facilitate safe crossings.  In response to this recommendation, a more detailed followup study was undertaken to create site selection guidelines and design standards for midblock pedestrian crossing locations in the Las Vegas area of Clark County.  This paper presents preliminary findings of the followup study.]]></description>
      <pubDate>Sun, 22 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507588</guid>
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      <title>OLYMPIC "GOLD MEDAL:" TRANSIT AND THE UNIVERSITY OF UTAH</title>
      <link>https://trid.trb.org/View/507618</link>
      <description><![CDATA[In 1994, the University of Utah hired a consultant to participate in the development of the Long Range Development Plan (LRDP). The consultant's role was originally to evaluate the existing transportation system and develop solutions to mitigate the existing problems, as well as determine how the university could accommodate the anticipated growth while maintaining a sound transportation system in the future.  As the LRDP progressed, it became clear that the university's efforts needed to integrate regional efforts to reduce congestion and improve safety.  This became increasingly imperative when Salt Lake City was awarded the 2002 Olympic Games and the University was slated to host several Olympic venues, as well as the Olympic Village.  The university has long been an advocate of programs that will reduce traffic, such as regional and local bus service, development of light rail, other transit options, and remote park and ride. The University Planning Staff used the LRDP as a springboard to establish transportation goals that were coordinated with the long-range goals of Salt Lake City, the Utah Department of Transportation, and the Utah Transit Authority.  The university retained the consultant beyond the LRDP to assist in the coordination and implementation of these goals.  They are presently using the consultant to evaluate projects as they progress and to represent the university during the development of the area light rail system into the campus.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507618</guid>
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      <title>PERSONALIZED PUBLIC TRANSIT (PPT) IN THE DALLAS/FORT WORTH METROPLEX</title>
      <link>https://trid.trb.org/View/507619</link>
      <description><![CDATA[Dallas Area Rapid Transit (DART) is presently conducting the federally funded DART personalized public transit (PPT) operational test that studies the concept of PPT in the Dallas/Fort Worth, Texas area.  The idea relaxes the notion of fixed routes to improve service availability and access time. Once a call for transit service is received from a passenger in the vicinity of an existing transit route, buses are diverted from the base route to respond to the call.  In this manner, flexible route service mimics the door-to-door attribute of a passenger car, thereby improving the attractiveness of the transit service to choice riders.  It is expected that this concept will improve transit accessibility, increase ridership along underutilized routes, and attract choice riders.  The specific objectives of the DART PPT operational test are to determine characteristics that make a route a likely candidate for this type of service; determine system considerations such as hardware, software, and communication needs for the implementation of the PPT concept; carry out field implementation of the concept; and evaluate the effectiveness of the field test with respect to service quality, cost, productivity, and air quality impacts.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507619</guid>
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    <item>
      <title>PROVIDING AN ALTERNATIVE TRANSPORTATION MODE TO A SPORTS FACILITY--BUS TRANSIT SERVICE TO THE NEW BASEBALL STADIUM IN DOWNTOWN HOUSTON, TEXAS</title>
      <link>https://trid.trb.org/View/507620</link>
      <description><![CDATA[This paper presents and discusses a component of the Phase I results of a Houston, Texas, area agency-sponsored project to prepare a Downtown Transportation Plan.  This component is the development of bus service to and from an offstreet transit facility located adjacent to Enron Field, a baseball stadium being constructed in downtown Houston to accommodate the Houston Astros National League baseball team, beginning in the Year 2000 season.  In the interest of minimizing additional congestion created by patrons arriving and departing by private vehicle, local decisionmakers have chosen to provide a significant amount of new line-haul bus service to the ball park from outlying park and ride lots.  In addition, new shuttle service to and from existing parking facilities located in the downtown area beyond a comfortable walk from the ballpark is proposed.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507620</guid>
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      <title>SALT LAKE CITY INTERMODAL CENTER: PROVIDING A TRANSIT INTERFACE ALONG THE WASATCH FRONT</title>
      <link>https://trid.trb.org/View/507621</link>
      <description><![CDATA[As the state capital and largest metropolitan area in Utah, Salt Lake City is the center of transportation activity along the Wasatch Front.  An increase in vehicles of 70% is predicted for the Salt Lake Urbanized Area between 1995 and 2020.  Regional long range planning along the Wasatch Front has confirmed the need for additional intercity mass transit.  As a result, an environmental assessment (EA) and site selection process was begun in early 1997.  The EA process was instrumental in establishing the purpose and need for the Salt Lake City Intermodal Center, determining the location of the center and providing a description of the uses intended at the center. Based on the results of the EA, recommendations were made to the Federal Transit Administration; while all through the process, many valuable lessons were learned by the city and its consultants.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507621</guid>
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    <item>
      <title>TRANSIT RIDERSHIP MODELING OF LONG ISLAND RAIL ROAD'S "ONE-SEAT RIDE" TO MANHATTAN SERVICE</title>
      <link>https://trid.trb.org/View/507622</link>
      <description><![CDATA[In preparation for the introduction of new service, ridership modeling was conducted to estimate likely shifts in station boardings for the Long Island Rail Road (LIRR).  Some trains from lines with direct service to Penn Station, Manhattan, New York City, tend to be overcrowded, which is not surprising since only 87 of the 124 stations in the system have direct train service to this terminal provided by the multiple-unit (MU) fleet of electric cars.  Customers boarding at 37 stations served currently by the aging diesel locomotives and coach fleets require transfers in order to reach Penn Station.  A modern fleet offering much more attractive service with shorter running times to Penn Station and without requiring transfers will replace the diesel fleet.  The advantages of a dual mode diesel fleet include greater customer satisfaction from one-seat service in diesel territory, expected relief in the crowded MU trains from customers returning to home stations, and replacement of the antiquated fleet with a modern one with present-day comforts. Further, this is achieved without an immediate requirement for expensive electrification projects throughout the eastern end of the system.  The Dual-Mode locomotives make the "one-seat ride" possible.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507622</guid>
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    <item>
      <title>USE OF PROBABILITY MODELS IN PREDICTING COMMUTER BEHAVIOR AND TRANSIT USAGE</title>
      <link>https://trid.trb.org/View/507623</link>
      <description><![CDATA[This paper focused on developing probability models to predict a work site's achievement of its average vehicle ridership and improved transit usage.  Despite the current literature's focus on the role of transportation demand management measures alone, this research incorporated a host of socioeconomic variables, locational characteristics, and transportation environment to simulate and determine the effect of these variables on the commuting pattern of employees at large employment centers of 100-plus employees.  Because of the simultaneous and complex nature of these variables and their relationships to each other, this study focused on the development of probability models rather than deterministic models that are unsuited for estimating a population behavior such as mode choice.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507623</guid>
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    <item>
      <title>ADVERSE WEATHER TRAFFIC SIGNAL TIMING</title>
      <link>https://trid.trb.org/View/507624</link>
      <description><![CDATA[Gridlock is often the result of adverse weather, which creates a complete breakdown of a traffic signal system.  Because of snow and icy conditions; slower startup times, slower speeds, and abnormal driver behavior result.  A study is being performed for the Minnesota Department of Transportation to evaluate the feasibility of implementing a traffic signal timing plan for a coordinated signal system that will accommodate traffic in adverse weather conditions.  The purpose of the study is to determine what impact bad weather has on the operation of a coordinated traffic signal system and to determine if it would be beneficial to develop a traffic signal timing plan to accommodate the adverse weather conditions.  The corridor being studied is a 3-mi (5-km) section of Trunk Highway 36 with a five-signal system in the northeast portion of the Minneapolis/St. Paul metropolitan area.  Weather data were collected both at the site and from a remote weather information system station located approximately 5 mi (8 km) away.  Traffic data were collected both in the field and from the signal system master controller.  This paper documents the process that was taken to determine the effectiveness of an adverse weather signal timing plan.  It includes the data collection that was performed, the analysis of both traffic and weather data, and preliminary conclusions of the study.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507624</guid>
    </item>
    <item>
      <title>ANALYTICAL DELAY MODELS FOR SIGNALIZED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/507625</link>
      <description><![CDATA[In estimating delay at signalized intersections, a number of analytical models have been proposed and developed using different assumptions for various traffic conditions.  Many stochastic steady-state delay models use the assumptions that arrivals are random and departure headways are uniform, but these assumptions are generally unrealistic.  Deterministic models are more realistic for predicting delay for oversaturated conditions, but these models ignore the effect of randomness in traffic flow. Time dependent delay models have been developed to overcome the deficiencies in both stochastic steady state and deterministic delay models.  These models combine the stochastic steady state and deterministic models using the coordinate transformation technique.  They provide more realistic delay models.  There are three different time dependent delay models (Australian, Canadian, and the Highway Capacity Manual) commonly used to estimate delay at signalized intersections.  There is a delay parameter, k, in all of these models that is fixed, but this k parameter does not account for the effects of variable traffic demands and variable time periods of analysis.  This paper develops time dependent delay models for the estimation of delay at signalized intersections for variable demand and time conditions.  The delay parameter k in these models is a function of degree of saturation and analysis time period.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507625</guid>
    </item>
    <item>
      <title>COMPARISON OF ALTERNATIVE METHODOLOGIES TO DETERMINE BREAKPOINTS IN SIGNAL PROGRESSION</title>
      <link>https://trid.trb.org/View/507626</link>
      <description><![CDATA[One of the most critical issues in developing signal timing for a city is to determine where breakpoints in cycle length must occur.  A common cycle length allows signals to be progressed. The best cycle length is the one that provides for a minimum amount of delay at each intersection but also provides for adequate progression along the corridor.  The minimum delay cycle length produces the overall minimum delay for each approach to the signal.  At busy arterial-arterial intersections, the minimum delay may be very close to the progression cycle.  At minor intersections, the minimum delay may be much smaller than the progression cycle length.  The best cycle length for progression is a function of spacing of the signals and speeds along the roadway.  The best way to collect the progression speed is to drive the roadway during the time period that the timing plan is being developed.  During peak periods, the progression speed can be much lower than the free flow speed.  Several attempts have been made over the years to develop a factor to determine where signal progression breaks should occur.  This paper presents three different methodologies.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507626</guid>
    </item>
    <item>
      <title>TRAFFIC SIGNAL CONTROLLER INTERFACE</title>
      <link>https://trid.trb.org/View/507627</link>
      <description><![CDATA[Traffic engineers responsible for signal timing design do not currently use full capabilities of traffic controller software. Current coordination techniques do not incorporate signal timing optimization tools.  The main reason for not utilizing optimization tools is the difference in format of signal timing software output and controller input.  Even with optimization software, coordinated signal design for multiple intersections is complex; additional parameters must be specified and entered into controllers.  Optimization software does not have capabilities to compute these additional parameters such as the permissive periods and force offs.  A traffic controller interface tool was developed at the University of Idaho, National Institute for Advanced Transportation Technology as a tool for traffic engineers to enable use of optimization software for signal timings and coordination.  The controller interface can import optimization software output and will prompt engineers for input of design options for additional parameters needed for complete signal timing design acceptable by the controllers.  Results from using the controller interface indicate that it effectively converts optimized timing into the format of signal controllers and helps engineers design a complete signal routine for isolated and coordinated intersections.  Some limitations can be overcome with additional manual computations.  Overcoming these limitations simply adds complexities too vast to incorporate into the product at this stage.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507627</guid>
    </item>
    <item>
      <title>UTILIZING COMPUTER SIMULATION MODELS TO OPTIMIZE URBAN ARTERIAL TRAFFIC OPERATIONS AND IDENTIFY CAPACITY IMPROVEMENTS</title>
      <link>https://trid.trb.org/View/507628</link>
      <description><![CDATA[The Iowa Department of Transportation commissioned an operations and safety study of the U.S. 20 corridor in Dubuque, Iowa.  The 3.8-km urban arterial corridor included seven traffic signals and 13 intersections.  The purpose of the study was to access traffic operations for existing conditions and projected future traffic demand and identify improvements to maintain an acceptable level of traffic service.  State-of-the-art computer simulation modeling was utilized to simulate a wide variety of potential traffic control and capacity improvements.  Through the study, a workflow was developed utilizing traffic simulation modeling to identify staged capacity improvements to maintain an acceptable operations for 5, 10, and 20 year horizons.  This paper documents the workflow developed, utilizing the U.S. 20 project as a case study.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507628</guid>
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    <item>
      <title>WEST BAY AREA BOULEVARD TRAFFIC SIGNAL INTERCONNECT SYSTEM</title>
      <link>https://trid.trb.org/View/507629</link>
      <description><![CDATA[This report provides a summary of the engineering findings and recommendations for traffic signal and roadway improvements on West Bay Area Boulevard from Texas Avenue to Glenwest Drive in Harris County, Texas.  Because of large retail shopping centers, many restaurants, and West Bay Area Boulevard being a major east/west thoroughfare, existing traffic demands vary throughout the day and from weekday to weekend.  In addition, traffic demands on West Bay Area Boulevard more than double during the holiday season.  Gridlock occurs on West Bay Area Boulevard from as far east as State Highway 3 during the holiday season.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507629</guid>
    </item>
    <item>
      <title>CENTRAL BUSINESS DISTRICT TRAFFIC CIRCULATION IMPROVEMENT--A CASE STUDY: SALINA, KANSAS</title>
      <link>https://trid.trb.org/View/507630</link>
      <description><![CDATA[Salina, Kansas, is a community of 45,000 and serves as a regional trade center for central Kansas.  Whereas the central business districts (CBDs) in many county seats in mid-America have suffered decline, the downtown in Salina has continued to thrive as a result of active partnering of city officials and the business community.  The success in the Salina CBD has in part been the result of adaptation in land use from retail to service-oriented businesses, in combination with some residential redevelopment.  The previous retail businesses in the CBD developed during a time when the state and federal highways passed adjacent to the downtown, bringing heavy traffic volumes with them.  With the development of the interstate system, much of this through traffic now only accesses the fringe of the community, leaving the downtown with primarily local traffic. This change in traffic patterns and volumes had rendered elements of the earlier traffic system obsolete.  In recognition of the need to alter the traffic system to accommodate current traffic demands, the city staff undertook to revise the management of the downtown traffic system.  This revision included parking practices, two-way versus one-way operation, speed limit, stop control versus signal control, public involvement, and implementation.  Because these six elements each influence the effectiveness of the others, changes in the downtown traffic operation were considered in the context of an entire system.  The decisions to change longstanding components of the traffic system were based on comprehensive data collection and analysis, citizen input, and similar test cases within the community.]]></description>
      <pubDate>Mon, 25 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507630</guid>
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