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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>Maximum queue length estimation at signalized intersections using shockwave theory and Kalman filter</title>
      <link>https://trid.trb.org/View/2239893</link>
      <description><![CDATA[This paper proposes a combined framework of Lighthill–Whitham–Richards (LWR) shockwave theory with Kalman Filter (KF) for real time vehicular queue length estimation at signalized intersections on urban arterial roads. LWR shockwave theory was used as the base to identify traffic state changing points (e.g., capacity, jam density, free flow), which we call break points by relying on high resolution (2 seconds) traffic signal data. Once we identify the traffic state changing points, time at which these points occur can be used to reconstruct the shockwaves happening at the intersection in each signal cycle. Finally, these shockwave speeds were utilized in calculating the maximum queue length of each signal cycle. This model can identify traffic state changes that distinguish upstream arrival traffic flow from queue formation flow (jam density state). Thus, this approach can estimate time varying queue length even when the signal links are over saturated with long queues. Although shockwave theory successfully describes the complex queuing process, these models assume known vehicle inflows, which cannot be satisfied for most of situations. In our methodology we incorporate a different framework to estimate the vehicle arrivals by using 2 seconds vehicle detector data and adjacent Bluetooth detector data from the upstream intersection for real world applications. This estimation model can be applicable to scenarios when detailed “event-based” data are not available. The estimated maximum queue length has been evaluated using simulated ground truth data using AIMSUN. Evaluation results demonstrate that the proposed models can estimate long queues with satisfactory accuracy with the availability of only 2 seconds vehicle occupancy data, arrival flow and known signal timing data. Expansion to the base model is proposed using Kalman Filter (KF) to improve the reliability of the proposed model. Limitations of the proposed model are also discussed in the paper.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:04:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239893</guid>
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      <title>Effects of incidents on motorways : a proposed methodology for estimating and predicting demand, duration and capacity for incident management</title>
      <link>https://trid.trb.org/View/1894880</link>
      <description><![CDATA[Effective traffic incident management is important to minimize negative impacts of congestion caused by incidents. Predictions of the traffic state at the incident site and its surrounding road network, together with an estimate of incident duration, can be used to get increased knowledge about current and future incident characteristics.  The aim is to propose methods for estimating capacity, duration and demand profiles in case of an incident, and to explore how the level of detail and the possibility to identify explanatory variables for incidents with similar characteristics given currently available data sources affects the proposed methods. The knowledge obtained within the project is intended to be used for incident management.  The report presents a methodology for predicting capacity, traffic demand, and incident duration, when none of the parameters are known. The proposed methods can be used as input to traffic models, when the purpose is to perform scenario-based analysis and real-time predictions to be used in the decision-making processes for traffic management/control, but also for predicting travel times which can be communicated to road users. A motorway use-case study area south of Stockholm is used to propose methods for predicting incident duration, capacity and demand profiles based on the availability of data. The methodology is evaluated by using the predicted variables as input in a scenario-based analysis with two queue models.]]></description>
      <pubDate>Wed, 01 Dec 2021 14:45:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894880</guid>
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    <item>
      <title>Frånfartskapacitet i cirkulationsplatser: effekter av korsande gång- och cykelflöden</title>
      <link>https://trid.trb.org/View/1696266</link>
      <description><![CDATA[In the evaluation of capacity and level of service at intersections, there is a need to investigate the impact of pedestrians and cyclists flows on vehicle traffic and vice versa. This is especially important at roundabouts, as vehicles that turn right to exit the roundabout must give way ‘ yield ’ to crossing pedestrians and bicycles, which sometimes creates queue spillbacks of vehicles into the circulating roadway. The current capacity calculation method in the Swedish Transport Administration "capacity manual" (TRVMB) does not take into account such impact and considers pedestrians and cyclists traffic crossing only at the approaching lanes at roundabouts. This report presents a study with the purpose of identifying and investigating methods that can take into account capacity reduction effects of crossing pedestrians and cyclists flows at roundabouts. This is in order to bridge the shortcomings that exist in the current method. It is important that interactions between drivers and other road users are included in the chosen method. The method(s) that are interesting to study further are the methods that can take into account crossing pedestrians and cyclists traffic in approaching and exiting lanes at roundabouts. In addition, the chosen method must consider different yielding behavior for vehicles, pedestrian and bicycle traffic. Critical time gap based methods have difficulties when pedestrians and cyclists traffic is taken into account in the model because of varying compliance with priority rules. The literature study resulted in four potential methods for modelling the effects of crossing pedestrians and cyclists on exiting lanes at roundabouts. One of the methods (Wu 2001) has been applied for both Japanese conditions (Kang and Nakamura 2014, Kang, Nakamura et al. 2014) and German conditions (Wu and Brilon 2017, Wu and Brilon 2018). Of these two applications of Wu’s theory, the application of Wu and Brilon (the so-called conflict technique) is the most promising and appropriate regarding the shortcomings of the current method in Capcal.]]></description>
      <pubDate>Fri, 03 Apr 2020 15:48:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1696266</guid>
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    <item>
      <title>Hastighetsflödessamband för svenska typvägar: förslag till reviderade samband baserat på trafikmätningar från 2012—2015</title>
      <link>https://trid.trb.org/View/1492627</link>
      <description><![CDATA[Speed-flow relationships are an important part of the Swedish Transport Administration (Trafikverket) model for evaluation of effects of road facilities (the EVA model). This report present suggestions for new speed-flow relationships for motorways (MV), low standard motorways (4F), oncoming lane separated highways with grade separated intersections (MML), oncoming separated highways with at grade intersections (MLV), and two-lane highways. The suggestions are based on data from measurements using the Swedish Transport Administration's traffic measurement system TMS in combination with model calculations. The TMS data have, for each road category, been quality checked, processed and analysed. The data material is presented as speed-flow diagrams for passenger cars, buses and trucks without trailer, and trucks with trailers. A comparison of the current speed-flow relationships and the TMS-measurements was then conducted for each road category, and if needed a suggestion for a revision was presented. The most significant changes from last revision from 2013 are: average free flow speed for trucks without trailer have in general increased for all road types except two lane highways for which the speed has decreased; average free flow speed for trucks with trailers have in general decreased; and the average speed on two lane highways have in general decreased.]]></description>
      <pubDate>Tue, 19 Dec 2017 11:32:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1492627</guid>
    </item>
    <item>
      <title>Safety and efficiency at intersections</title>
      <link>https://trid.trb.org/View/1435872</link>
      <description><![CDATA[This report considers evidence on safety and efficiency at intersections, using New Zealand data and international research, and outlines a systematic approach for evaluating the safety and efficiency benefits at intersections, as part of the project development process. A review of New Zealand and international practices, analysis tools, guides and processes were considered. The authors found very little in the literature to define what is considered to be an acceptable trade-off between safety and efficiency at intersections, largely due to the existing separation of the two fields in all jurisdictions researched. A recommended solution has been presented in the form of a ‘proof of concept’ evaluation framework, which takes into account a range of factors and case studies. It is recommended that the transport sector considers utilising this framework as a decision support tool in ensuring the correct decisions, with respect to delivering against safety and efficiency outcomes, are made at the appropriate stage of the project development.]]></description>
      <pubDate>Mon, 28 Nov 2016 14:19:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435872</guid>
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    <item>
      <title>Nya restidsfunktioner med korsningsfördröjning</title>
      <link>https://trid.trb.org/View/1426666</link>
      <description><![CDATA[This report presents method and result for the development of new travel time functions for the Swedish national transport planning modelling system Sampers. Travel time functions include one part that describes the travel time delay on road links and one part that describes the delay at intersections. It is difficult and expensive to conduct synchronized measurements of traffic flow and travel times. An alternative approach has therefore been applied in which the travel time functions were calibrated based on calculations of intersection delay for different intersection designs using the intersection delay and capacity model Capcal. The travel time functions developed were tested and validated are now implemented in the Sampers system.]]></description>
      <pubDate>Mon, 17 Oct 2016 12:02:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426666</guid>
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    <item>
      <title>Trängsel och knapphet på väg, järnväg och i kollektivtrafik: delstudie inom SAMKOST</title>
      <link>https://trid.trb.org/View/1426566</link>
      <description><![CDATA[The purpose of this study is to take stock of Swedish data and studies that could form the basis of the estimation of marginal costs for congestion on roads and scarcity of railway capacity. Furthermore, the development of methods to estimate and evaluate the congestion in public transport is discussed. The Transport Administration's investigation from 2013 indicates that there are persistent congestion problems in Stockholm that would be affected by adjustments to the toll cordon, congestion tax levels and differentiation with respect to time and place. A second part quantifies congestion in the road network outside urban areas by the use of extensive flow and velocity measurements from the E4 south of Stockholm as an example. This choice is justified as an example of a highly trafficked road link where the speed reductions occur regularly. The results show that the flows during May to December 2013 regularly were so high that speed dropped below 60 kilometer per hour for long periods. The marginal cost of congestion can be expressed as the change in the cost of a change in density and is highest at densities close to the road's capacity. When the density is greatest, the marginal cost of one further car is about 10 SEK per kilometer. Compared to the taxes on petrol which is about 0,34 SEK per kilometer, which is considered to cover the marginal costs of all other externalities including carbon emissions. Thus, congestion costs may therefore be considered significant. For train slots, this study has used the Transport Administration's electronic record of the operators' requests for train slots from the National train plan for 2013 and the corresponding documentation of the determined slots. We find that the total of allocated slots for the largest operator of passenger trains in Sweden, SJ, received 99 percent of the slots it had applied for and Green Cargo 97 percent. This is not a strong indication of scarcity. For crowding in public transport there are a number of British studies of the valuation of travel in crowded conditions in passenger trains. These valuations have mostly been calculated as a multiplicative factor on time values when the passengers travel without crowding. The report presents studies that show that the willingness to pay may be substantially higher for a shorter travel time if the trip takes place in crowded conditions.]]></description>
      <pubDate>Mon, 17 Oct 2016 11:57:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426566</guid>
    </item>
    <item>
      <title>Dynamic structural capacity of reinforced concrete slabs due to rockfall</title>
      <link>https://trid.trb.org/View/1403430</link>
      <description><![CDATA[Rockfall is a relevant hazard in the Alpine regions of Switzerland, the risk of which tends to increase in time. Rockfalls are hard to predict, release large energies, have short warn-ing times and may lead to severe consequences. The research on rockfall involves different disciplines to identify potential detachment zones, to determine frequency and size of released blocks, to pursue the trajectories, to quantify damages as well as to formulate and implement protection levels. Measures may be taken in the initiation zone, along the transit path and in the deposit zone. Galleries are suitable to protect roads and railway lines in the range of impact en-ergy from 200 to 10'000 kJ, if the threatened zones are short and well defined and if the risk requires measures to be taken. Alternatives are retained flexible nets in the same range of energy absorption capacity and embankments as well as reinforced dams for higher impact energies. According to an enquiry with operators of road and rail networks Switzerland holds more than 350 galleries and tunnel entrances that provide a certain degree of rockfall protec-tion. Many of these structures protect also from snow and avalanches or have been erected for other purposes. A cushion layer covers most of the classical galleries and half of them abut on a tunnel. About a third has been built in the 1960s, 1970s and 1980s, re-spectively. The most common type consists of concrete slabs subjected to bending, cast in place, and reinforced with mild steel [Schellenberg 2008]. Starting point for the research project were three rockfall events in 2003. They all con-cerned structures that had not been designed for such impact energies, led to heavy local damage but did not injure persons. A further event with two fatalities in 2006 and the general decrease of risk acceptance on the transit routes resulted in rockfall becoming a research topic again. Already in the 1990s falling test were executed at EPFL that served as basis for the ASTRA/SBB guidelines of 1998/2003. The present research project aimed at investigating the impact of blocks on reinforced concrete slabs to assess that approaches and to extend them for larger falling heights and smaller thicknesses of the cushion layer. On the methodical level, analytical approaches were developed and nu-merical simulations with finite elements were applied and compared with test results in different scales.]]></description>
      <pubDate>Mon, 11 Apr 2016 16:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403430</guid>
    </item>
    <item>
      <title>Work-zone traffic operation and capacity</title>
      <link>https://trid.trb.org/View/1343601</link>
      <description><![CDATA[In assessments of the impact of expressway lane closures on traffic flow, current practice generally involves an assumption of the nominal capacity per lane which varies, in some cases significantly, by jurisdiction. Situations have been observed by the Ministry of Transportation of Ontario (MTO) where application of such a simplistic guideline, particularly in the absence of specific consideration of the effects of heavy vehicles in the traffic stream, has led to significant congestion issues and negative public reaction. Preliminary research, conducted on behalf of MTO with respect to overnight lane closures on MTO’s 400-series expressways in the GTA, suggests the existence of two operational regimes. The first regime, found where the demand is insufficient to result in queue formation at the lane closure and merging from the closed lanes is orderly, suggests a capacity in the order of 1,750 veh/h/lane, towards the higher end of the range of currently assumed values. The second regime, found where demand is such that a queue has formed, suggests a much lower capacity in the order of 1,100 to 1,300 veh/h/lane, towards the lower end of the range of currently assumed values. This research also looked at the equivalency of heavy vehicles in a work-zone, lane closure context. These results were based on relatively limited data and further data collection and analysis is recommended to verify these preliminary findings.]]></description>
      <pubDate>Fri, 13 Feb 2015 16:30:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343601</guid>
    </item>
    <item>
      <title>Moving (More) People Safely: Examining the Safety Impacts of HOV Lanes</title>
      <link>https://trid.trb.org/View/1343520</link>
      <description><![CDATA[High-occupancy vehicle (HOV) lanes are designed to increase the passenger-carrying capacity of roadways by requiring that all vehicles using the HOV lanes be occupied by a minimum number of passengers (e.g., the driver plus, at least one additional passenger). HOV lanes, in various forms, have been in use across North America for several decades. However, there is little information available with respect to their impact on the safety performance of the roadways to which they have been added. Over the past ten years, HOV lanes have been added to several freeway facilities in the Greater Toronto and Hamilton Area (GTHA), and analysis was recently undertaken to examine how the HOV lanes have impacted safety on the treatment sections of those roadways. Predictive collision analysis was used to calculate collision modification factors (CMF) for the addition of buffered, limited-access, concurrent flow HOV lanes to a simple, controlled-access freeway. Related, trends in collision activity have also been identified, as have areas for potential future study. Based on the CMF development and collision trend analysis, the general conclusion that can be reached is that the addition of buffered, limited-access, concurrent flow HOV lanes to a simple, controlled-access freeway can be expected to result in a moderate (15%) increase in overall collision frequency. The increase in collisions consists almost entirely of additional property damage only (PDO) collisions, particularly rear-end collisions, freeway congestion and several HOV lane design elements appear to be contributing factors.]]></description>
      <pubDate>Fri, 13 Feb 2015 16:25:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343520</guid>
    </item>
    <item>
      <title>Guide to traffic management part 5: road management</title>
      <link>https://trid.trb.org/View/1302395</link>
      <description><![CDATA[The Austroads Guide to Traffic Management consists of 13 parts and provides a comprehensive coverage of traffic management guidance for practitioners involved in traffic engineering, road design and road safety. Part 5: Road Management is concerned with traffic management on sections of road between major intersections. It focuses on traffic management issues and treatments related to various situations, but does not provide dimensions or other details for the design of treatments as these are provided in Austroads Guide to Road Design. Guidance on traffic management at intersections is provided in Austroads Guide to Traffic Management Part 6 - Intersections, Interchanges and Crossings. Part 5 presents detailed information and guidelines relating to the factors that need to be considered in applying traffic management techniques and treatments to road types that include, Freeways/Motorways/Expressways, Urban arterial roads, Urban local roads, Rural highways and Rural local roads. It considers the needs of all road users including pedestrians, cyclists, motorcyclists, heavy vehicles and public transport. Part 5 provides the guidance under the four key areas of Access management, Road space allocation, Lane management and Speed limits. This second edition updates previous Austroads guidance on road management by amending the latest practices and guidelines for a broad range of road management topics. Section 3 Road Space Allocation is updated by amending the latest practices and guidelines for on-road public transport (ORPT), high occupancy vehicle (HOV) lanes, cycling aspects, pedestrian crossing facilities and parking facilities. Section 4 Lane Management is updated by adding current practices, relevant technologies and latest references of managed motorways initiatives. Section 5 Speed Limits is updated by accommodating the concept of Safe System and Safe Speeds, and best practice for variable speed limits.]]></description>
      <pubDate>Tue, 18 Mar 2014 12:10:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302395</guid>
    </item>
    <item>
      <title>Developing and Applying a Level-of-Service Framework to Port-of-Entry Infrastructure Planning</title>
      <link>https://trid.trb.org/View/1301763</link>
      <description><![CDATA[Major land-based ports of entry (POE's) are key surface transportation gateways that support binational trade strategies within the global supply chain. Proposed infrastructure improvements have significant long-term capital investment and project phasing implications. Appropriate planning methodologies are critical to ensuring proposed port infrastructure improvements yield the desired economic benefits. However, the development and application of planning methodologies to assess delay and congestion implications of port improvement scenarios have not kept pace with the growing significance of these key land-based transportation assets. In response to these methodology gaps, a Level of Service (LOS) framework and analysis was developed for the Pembina-Emerson POE Study (2012). Based on LOS traffic flow concepts in the (2010) Highway Capacity Manual (HCM), the LOS framework and performance measurement algorithms developed for POE`s can be applied to any border crossing to assess port throughput by evaluating various processing times, staffing levels or infrastructure improvement scenarios for primary inspection lanes (PIL's). Combining the LOS framework (a policy-level approach) with 30th highest hour design (an engineering infrastructure design approach) provides transportation policy makers, planners and engineers with greater flexibility to assess infrastructure design and phasing considerations as well as outputs that support benefit / cost analysis for a proposed port improvement concept. (A) For the covering abstract of this conference see ITRD record number 201310RT334E.]]></description>
      <pubDate>Tue, 11 Mar 2014 10:57:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1301763</guid>
    </item>
    <item>
      <title>Critical Parameters Governing the Planning of Calgary's Airport Trail as an Effective East-West Corridor</title>
      <link>https://trid.trb.org/View/1301756</link>
      <description><![CDATA[With Calgary Airport's (YYC) growing passenger base bringing expansion of the passenger terminal and a fourth runway, the City of Calgary (City) had to decide whether to have the crossing through road, Airport Trail, to run as a continuous uninterrupted roadway; as the newly constructed runway will break Airport Trail into a discontinuous corridor. In February 2011, the decision was made by City Council to make Airport Trail continuous with a sub-lease agreement negotiated with YYC initiating the design and construction of the tunnel, along with a functional planning study of Airport Trail which this paper discusses. The planning of the corridor was atypical of standard freeway facilities. A major design challenge encountered in the study was a change in Airport Trail's roadway classification from an arterial, which has more relaxed access and movement provisions, to the reclassified skeletal standard, which emphasizes on free-flow movement and on enhanced access management. Additional modelling effort was required at the onset of the study in order to allow Airport Trail to be designed to applicable volumes. Additionally, specific attention was required at constrained locations which involved geometric design decisions to provide safer and more efficient operations. Constraints include tunnel proximity, integrating high vehicle volumes and balancing the right-of-way requirements for vehicle and LRT inside the tunnel. As well, the design of Airport Trail was to be integrated with existing infrastructure including the construction of airport infrastructure. Challenges encountered during the study are outlined and their solutions described including lessons learnt from the project. For the covering abstract of this conference see ITRD record number 201310RT334E.]]></description>
      <pubDate>Tue, 11 Mar 2014 10:56:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1301756</guid>
    </item>
    <item>
      <title>Hastighetsflödessamband för svenska typvägar: förslag till reviderade samband baserat på TMS-mätningar från 2009-2011</title>
      <link>https://trid.trb.org/View/1265491</link>
      <description><![CDATA[This report presents suggestions for new speed-flow relationships for motorways (MV), low standard motorways (4F), oncoming lane separated highways with grade separated intersections (MML), oncoming lane separated highways with at grade intersections (MLV), and two-lane highways. The suggestions are based on measurements from Trafikverket’s traffic count measuring system TMS in combination with model calculations. The TMS data have, for each road category, been quality checked, processed and analyzed. The data material is presented as speed-flow graphs for personal cars, trucks/buses without trailers and trucks with trailers. A comparison of the current speed-flow relationships and the TMS measurements was then conducted for each road category. The revised set of relationships then constituted the base for the 2012 revision of Trafikverket's publication "Effect calculations for road facilities". The analysis conducted resulted in suggestions to decrease the free flow speed and the travel speed at higher flows for most of the road categories. For motorways also a decrease in capacity is suggested. For oncoming separated highways (both MML and MLV) are minor changes of the capacity suggested. The suggested capacity value is for MML and MLV 1550 vehicles/h independently of speed limit and lane/road width.]]></description>
      <pubDate>Thu, 17 Oct 2013 10:44:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1265491</guid>
    </item>
    <item>
      <title>Full Valuation of Transit Improvement Benefits: The Expo Line Upgrade Strategy Case Study</title>
      <link>https://trid.trb.org/View/1263321</link>
      <description><![CDATA[The Expo SkyTrain Line Upgrade Strategy intends to increase capacity on the Expo line to alleviate crowding and delays as it is operating at capacity in peak periods. As the work progressed it became clear that not all benefits and impacts of the upgrade were being captured and Steer Davies Gleave was commissioned to expand the Multiple Account Evaluation (MAE) framework by 'monetizing' some of the upgrade benefits. This was done through a Stated Preference (SP) survey covering a valuation of 'soft' factors, such as crowding, ease of circulation, station facilities and security and safety. SP is a market research technique widely used in transport research, in which respondents are asked to make a series of choices between pairs of options. The final result was a set of values to apply for different upgrades ranging from $0.01 per trip for cycle parking to $0.28 for lighting and meshing. The estimated values were applied to the relevant strategy components and inputted into the revised MAE resulting in a considerable improvement in the strategy's economic evaluation. The data is now available for application to other rapid transit projects in the region. (A) For the covering abstract of this conference see ITRD record number 201309RT334E.]]></description>
      <pubDate>Tue, 24 Sep 2013 13:00:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263321</guid>
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