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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>SIMULATION MODEL FOR ANALYZING SPUDI WITH ACTUATED SIGNALS</title>
      <link>https://trid.trb.org/View/539778</link>
      <description><![CDATA[A time based microsimulation model is developed for analyzing the traffic operation at single point urban diamond interchanges (SPUDI).  Features of the model include actuated signal operation, protected and permitted left turn phasing, right turn phasing with and without right turn on red, traffic in shared lanes, traffic in left turn and right turn storage lanes, car following, lane changing, gap acceptance behavior, primary and secondary queue formation, and dissipation.  The model accepts geometric, traffic, and signal data in an interactive mode. Input files may also be created separately without going through the interactive session.  The model outputs include measures of effectiveness such as stopped delay, total delay, average speed, and maximum and average queue length.  These measures of effectiveness are given for each turning movement, for each approach, and for the intersection as a whole.  The model outputs also show the total green time and the total yellow and all red times assigned by the actuated system to each phase during the simulation time.  The model results are compared with the actual data collected in the field.]]></description>
      <pubDate>Mon, 05 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539778</guid>
    </item>
    <item>
      <title>HIGHWAY CAPACITY MANUAL REVISIONS OF CHAPTERS 9 AND 11</title>
      <link>https://trid.trb.org/View/472785</link>
      <description><![CDATA[The transportation engineering community relies on the latest edition of the Transportation Research Board's "Highway Capacity Manual" (HCM) to assist in planning, designing, and conducting operational analyses of highways and streets.  The HCM's intense use since 1985 has led to the discovery of several deficiencies in its estimation of delay at signalized intersections (Chapters 9 and 11).  This study was undertaken to address those deficiencies.  A generalized delay model to account for actuated control, oversaturated and variable demand conditions, and filtering and metering effects of upstream signals was developed.  Field and simulation data were used to validate this model, and the results indicated that the generalized model was able to provide improved estimates of delay under the conditions of interest.  The recommended delay model is consistent with the HCM's existing methodology and does not require a large number of additional input variables.]]></description>
      <pubDate>Fri, 27 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472785</guid>
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    <item>
      <title>CONSIDERATION OF 24-HR VOLUMES IN SELECTION OF TRAFFIC SIGNAL CONTROL STRATEGIES FOR ISOLATED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/471063</link>
      <description><![CDATA[Selection of the most appropriate traffic signal control strategy for isolated intersections is a difficult and complicated process.  TRAF-NETSIM was used to evaluate the operational performance of an isolated intersection under pretimed, semiactuated, and actuated control for continuous 24-hr traffic volumes.  Guidelines were developed for selecting the most effective control strategy.  Findings include the following:  either pretimed or actuated control is the most effective strategy for isolated intersections without flashing for the 24-hr and peak 8-hr traffic volumes.  The conventional three-dial pretimed controller is still a valuable control strategy and should not be eliminated from consideration.  The most effective strategy for the peak 8-hr operation of an isolated intersection is probably the most effective one for overall 24-hr operation, as well.  The combined control strategy (which consists of one or more of the pretimed, actuated, and semiactuated controls dependent on the hourly volumes) without flashing is the most effective strategy for the 24-hr and peak 8-hr traffic volumes.  The signal flashing mode is very effective during the night when the total intersection critical lane volume falls below 500 vehicles per hour.  Advanced pretimed controllers are generally more effective than conventional three-dial pretimed controllers.  There is no direct, universal method to determine the most effective combined traffic signal control strategy for isolated intersections.]]></description>
      <pubDate>Mon, 10 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471063</guid>
    </item>
    <item>
      <title>AIRCRAFT FLIGHT CONTROL ACTUATION SYSTEM DESIGN</title>
      <link>https://trid.trb.org/View/466759</link>
      <description><![CDATA[This book describes the earliest flight control actuation systems and their progression from aerodynamic tab-controlled surfaces to mechanical-input-controlled hydraulic actuators to electrical-input-controlled fly-by-wire actuation systems (both hydraulic and electromechanical). The book also covers: Alternate Command Systems; Electrically Powered (Power-By-Wire) Actuation Systems; Flight Control System Design Requirements; Applicable Specifications and Advisory Documents; Power Control Unit and Power-Drive Unit Design Guidelines; Dynamic Performance and Response; PCU Assembly and Installation; and Quality Assurance.]]></description>
      <pubDate>Tue, 04 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466759</guid>
    </item>
    <item>
      <title>IMPROVED TRAFFIC SIGNAL COORDINATION STRATEGIES FOR ACTUATED CONTROL</title>
      <link>https://trid.trb.org/View/461414</link>
      <description><![CDATA[This report documents research conducted to develop better strategies to use with traffic actuated control in coordinated signal systems.  Recommendations are presented on more efficient strategies for coordination using actuated control. Representative arterial traffic control problems were modeled into a statistical testbed using TRAF-NETSIM.  A set of scenarios covering a range of arterial geometry, traffic volumes and traffic actuated control settings were tested and evaluated. PASSER II-90 was used to develop base signal timing plans. Chapter One describes the various objectives that were intended to be achieved by this research.  It also discusses signal coordination strategies for actuated control.  Chapter Two presents the background information and various traffic engineering simulation models available for use in this study. Chapters Three and Four explain the study methodology adopted for this research and the results obtained for the various study scenarios, respectively.  Chapter Five presents the conclusions and recommendations of the research.]]></description>
      <pubDate>Tue, 22 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461414</guid>
    </item>
    <item>
      <title>APPLICATION OF VIDEO IMAGE DETECTION AT SIGNALIZED INTERSECTIONS DURING RECONSTRUCTION</title>
      <link>https://trid.trb.org/View/464316</link>
      <description><![CDATA[An increasing number of signalized intersections are undergoing reconstruction to upgrade the geometrics and replace outdated control equipment.  Video image detection (VID) offers a promising alternative to pretimed signals as a way of providing actuated control at signalized intersections.  The authors conducted a feasibility study of video image detection at intersections under reconstruction.  This study involved three steps: 1. determine the effectiveness of a video image detection system as a loop emulator at a typical intersection under reconstruction; 2. develop a simulation-based methodology to assess the benefits of traffic-actuated control, compared to pretimed control, during the reconstruction of a signalized intersection; and 3. apply the methodology to the selected intersection to determine the costs and benefits of actuated control.]]></description>
      <pubDate>Mon, 16 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464316</guid>
    </item>
    <item>
      <title>AN ASSESSMENT OF THE ACCIDENT AVOIDANCE AND SEVERITY REDUCTION POTENTIAL OF RADAR WARNING, RADAR ACTUATED, AND ANTI-LOCK BRAKING SYSTEMS</title>
      <link>https://trid.trb.org/View/48369</link>
      <description><![CDATA[A group of 215 in-depth accident reports prepared as part of a tri-level accident causation study by a multi-disciplinary team was examined to assess the benefit derived from the hypothetical application of various combinations of radar warning, radar actuated, and anti-lock braking systems.  The approach was to have an accident analyst evaluate post hoc the benefit which would have been derived if one or more of the vehicles involved in each accident had been equipped with various types and combinations of these hypothetical systems; twin system types or combinations were defined.  On one extreme, it was found that two-wheel anti-lock systems, by themselves, had relatively little accident prevention potential; only one of the 215 accidents (o.5%) would definitely have been prevented by such a system, although with less assurance there was some possibility of prevention of up to eight accidents (3.7%).  On the other extreme, the most complex of the systems defined, comprised of a non-cooperative radar system with both actuation and warning potential, coupled with a four-wheel anti-lock system, would definitely have prevented 39 of these accidents (18.0%), with some possibility of prevention of up to (0 accidents (41.9% of those examined).  /HSRI/]]></description>
      <pubDate>Fri, 31 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48369</guid>
    </item>
    <item>
      <title>THE RICHARDSON COUNT SYSTEM</title>
      <link>https://trid.trb.org/View/457769</link>
      <description><![CDATA[The City of Richardson, Texas received a $217,000 Traffic Management (TM) Grant from the Texas Department of Transportation in 1991 to develop an Automated Count System for signal timing optimization. Richardson's project was unique because the turning movement counts (TMCs) needed for signal timing optimization were derived from existing detectors used for actuated signal control. Software was developed in-house to download the detector data from the field, estimate the TMC counts, and build data sets that were imported to the Arterial Analysis Package and used with PASSER II-90. The goal of this two-year project was to develop algorithms and software to estimate TMC's from lane counts and develop methods of using continuous count data from traffic signal controllers.]]></description>
      <pubDate>Tue, 27 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457769</guid>
    </item>
    <item>
      <title>GUIDELINES FOR THE USE OF FLASHING OPERATION AT SIGNALIZED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/457646</link>
      <description><![CDATA[Over the years, many agencies have used flashing traffic signal operation during low-volume conditions to minimize delay without sacrificing safety. But, does it truly minimize delay in comparison to normal operation of a fully actuated signal? And, what about safety? The findings of previous research studies suggest that accidents are more frequent with flashing operation, although surveys of traffic engineers using flashing operation indicate that accidents do not increase. In an effort to identify existing guidelines and develop recommendations for flashing signal operation, the Texas Transportation Institute conducted a research study of flashing signal operation.]]></description>
      <pubDate>Wed, 31 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457646</guid>
    </item>
    <item>
      <title>FIELD VERIFICATION OF COORDINATED ACTUATED CONTROL</title>
      <link>https://trid.trb.org/View/425290</link>
      <description><![CDATA[Actuated traffic signals are used effectively on isolated intersections.  By carefully designing controller coordination parameters, actuated control systems can efficiently adjust phase green times and cycle lengths, thereby enhancing arterial coordination.  The purpose of the study was to develop an analytical methodology for improving the overall design and operation of actuated controllers, determine the best way to use the added flexibility of actuated control in a coordinated system, and generate feasible coordination parameters for arterial progression.  The field examination of the coordinated, actuated operations of a real arterial traffic signal system in Kingsville, Texas, is described.  The validity of the simulation study was proven.  Significant signal system improvements were observed when semiactuated coordinated timing was used compared with that observed when a either fully actuated or a pretimed coordinated timing plan was used.  The study results suggest that significant operational improvements can be achieved through effective coordinated, actuated control.]]></description>
      <pubDate>Thu, 04 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425290</guid>
    </item>
    <item>
      <title>TRAFFIC SIGNAL TIMING SOFTWARE - WHICH WORKS BEST? IN: COMPENDIUM OF TECHNICAL PAPERS. INSTITUTE OF TRANSPORTATION ENGINEERS, 61ST ANNUAL MEETING, SEPTEMBER 22-25, 1991, MILWAUKEE, WISCONSIN</title>
      <link>https://trid.trb.org/View/361282</link>
      <description><![CDATA[The papers in this session include: Using the HCM, PASSER, and TRANSYT in Harmony; Predicted versus Actual Levels of Service: Evaluation of Three Arterial Analysis Procedures; Actuated Signalization: Traffic Measurements and Capacity Analysis; and, Evaluation of the Highway Capacity Manual Procedure for Signal Design.]]></description>
      <pubDate>Tue, 31 Dec 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361282</guid>
    </item>
    <item>
      <title>LATE NIGHT TRAFFIC SIGNAL CONTROL STRATEGIES FOR ARTERIAL SYSTEMS</title>
      <link>https://trid.trb.org/View/344245</link>
      <description><![CDATA[The late night low volume arterial roadway presents a specific signal aontrol problem.  The control decision involves a trade off between the motorists on the artery and those on the cross streets.  The motorists on the artery are irritated by frequent stops if signals are not coordinated, while those on the cross street are annoyed by a long waiting time if signals are coordinated.  The choice between coordination and free operation is often subjective, especially when semi-actuated signals are involved.  The paper presents a method to facilitate the choice between coordination and free operation on arterial roadways controlled by semi-actuated signals when traffic is light during off-peak hours.  The decision is made based upon a disutility function which is a combination of the number of stops on the artery and the average cross street waiting time.  A case study was performed to demonstrate the application of this methodology under the closed loop signal system in the City of Gainesville, Florida.  The results indicate that this method provides a promising tool for arterial control with semi-actuated signals during late night hours.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344245</guid>
    </item>
    <item>
      <title>TEXAS MODEL VERSION 3.0 (DIAMOND INTERCHANGES). FINAL REPORT</title>
      <link>https://trid.trb.org/View/344519</link>
      <description><![CDATA[The Texas Model for Intersection Traffic has been revised and released as Version 3.0.  The new Version 3.0 provides the capability of performing detailed computer simulation of diamond interchanges as well as single intersections. Traffic control choices for actuated diamond interchanges include dual ring controllers operating under "Figure 3, 4, 6, and 7" phase sequence patterns.  The basic look and feel of earlier versions of the model have been retained to minimize needs for additional user training.  The animated graphics feature has been expanded to include single intersections and diamond interchanges.  The progress of each individually-characterized vehicle moving through a simulated intersection or interchange is displayed in real-time or in stop-action on a microcomputer-driven graphics screen.  This allows the user to study the overall traffic performance or to examine the behavior of any selected vehicle(s) in great detail.  With Version 3.0 of the TEXAS Model that is described in this report, alternative intersection or diamond interchange designs and traffic-control schemes can be evaluated quickly and accurately in a timely and cost-effective manner.]]></description>
      <pubDate>Fri, 30 Nov 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344519</guid>
    </item>
    <item>
      <title>GUIDELINES FOR SELECTION OF RAMP CONTROL SYSTEMS</title>
      <link>https://trid.trb.org/View/172440</link>
      <description><![CDATA[This report presents analytic procedures and guidelines for the comparative evaluation of the three modes of freeway entrance ramp control: pretimed, local actuated, and system. These procedures are applicable in determining whether or not entrance ramp control can be employed beneficially and, if so, the type of control mode that is most appropriate. Incremental travel-time benefits, fuel-consumption benefits, and vehicle emissions benefits are expressed relative to the pretimed control mode.  The benefit and performance data necessary to permit comparative analysis and design were obtained by analyzing operational data from existing systems and through simulation studies.  The results of a questionnaire were used to formulate a baseline freeway definition.  The effect of mode sensitive properties, such as fluctuating demand, were determined by simulation of the baseline freeway.  Although the simulation results are reasonable, they have not been calibrated or verified by field measurement.  The FREFLO traffic simulation model was developed by modifying the existing MACK model.  Detailed costs of ramp control installations were also obtained.]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172440</guid>
    </item>
    <item>
      <title>BUS-ACTUATED TRAFFIC SIGNALS - INITIAL ASSESSMENT OF PART OF THE SWANSEA BUS PRIORITY SCHEME</title>
      <link>https://trid.trb.org/View/156063</link>
      <description><![CDATA[Early in 1978 west glamorgan county council introduced A scheme for giving buses priority in central swansea.  Using selective detection (sd) equipment, buses approaching traffic signals are detected separately from other vehicles and the signal operation may then be modified to reduce their delay.  Part of the network was studied comprising A route passing through 6 intersections and one pelican crossing, all equipped with sd facilities.  Surveys were carried out with and without the priority in operation. Over the length of the route studied, buses equipped for gaining priority saved an average of nearly 40 seconds with some gains in regularity.  Other vehicles lost an average of nearly 2 seconds each time they passed through a signal. Theoretical estimates suggest that pedestrians waited at signal-controlled crossing places for an extra 1 second with priority.  Overall, priority saved bus occupants about 40 person-hours but lost other vehicle occupants and pedestrians about 90 person-hours over an average 10-hour day.  About 60 per cent of the benefits and 80 per cent of the disbenefits occurred at one double-junction where, since the survey, changes have been made to signal settings to limit the disbenefit to other traffic.  There are also unquantified factors which tend to redress the balance.(a) (TRRL)]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156063</guid>
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