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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Machine Learning Advancements in Urban Traffic Simulation: A Comprehensive Survey</title>
      <link>https://trid.trb.org/View/2591528</link>
      <description><![CDATA[Urban traffic simulation is useful in many ways to understand, manage, and predict the growing complexities of traffic dynamics within a city. Traditional simulation models often struggle to capture the intricacies of urban traffic patterns, leading to unrealistic simulations, which negatively affect traffic management and urban planning. In recent years, Machine Learning solutions have emerged to enhance various aspects of urban traffic simulation, which is possible by utilizing vast amounts of data and extracting valuable insights. This survey systematically reviews the state-of-the-art Machine Learning techniques applied to urban traffic simulation. By focusing on the practical application of Machine Learning techniques in various studies, we aim to analyze the current research direction, highlight the effectiveness of existing approaches, identify their limitations, and propose potential strategies to improve the performance and applicability of these techniques in real-world scenarios. Another key contribution of this survey is a proof-of-concept case study, which utilizes a basic Reinforcement Learning algorithm to control traffic lights across multiple intersections. The results from this case study demonstrate a significant improvement in vehicle wait time compared to the static baseline method. The code developed for this case study is publicly available, providing a valuable resource for researchers interested in replicating this work or building upon it. This survey aims to bridge the gap between simulation and reality by providing a comprehensive foundational understanding of the subject, critically evaluating the existing limitations in current methodologies, and suggesting future directions to improve performance, adaptability, and usability.]]></description>
      <pubDate>Tue, 28 Oct 2025 16:55:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2591528</guid>
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    <item>
      <title>A novel game approach to integrating traffic assignment and signal control for enhanced efficiency and environmental performance in mixed networks</title>
      <link>https://trid.trb.org/View/2499549</link>
      <description><![CDATA[The combined traffic assignment and signal control (CAC) has proven to be effective in enhancing the wholistic performance of mixed networks, which includes both expressways and surface streets. This study focuses on addressing the limitations of traditional Stackelberg game-based CAC models, particularly the rigid leader–follower dynamic. The authors propose an integrated Level-Change-MPC (Model Predictive Control)-VT-Meso-Emission Model (LCMVTM), which incorporates a dynamic role-change function triggered by the compliance rate of users to variable message signs (VMS). This role-change mechanism offers greater flexibility under varying road conditions and simplifies the authority’s task of predicting user routing behavior. Additionally, a Q-learning-based algorithm is developed to balance travel costs and emissions by managing the rate of emission accumulation across control horizons. The results demonstrate a reduction in total travel costs by 11% to over 30%, while emissions decrease by 16.98% to approximately 40% compared to the other different combination of control strategies and MAS/non MAS structured network. The emission accumulation rate also drops by 20% to 43.69%. LCMVTM outperformed the other benchmarks by reducing the number of stop&go per vehicle, resulting in improved efficiency and environmental outcomes.]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2499549</guid>
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    <item>
      <title>A Time-Dependent TRANSYT Traffic Model for Area Traffic Control</title>
      <link>https://trid.trb.org/View/2263909</link>
      <description><![CDATA[Traffic signals have been used in many countries and found to be one of the most effective ways to resolve conflicting traffic movements. Conventional methods for the calculation of signal settings use stage-based specification of timings and assume the traffic demand is time-stationary. With the advent of microprocessor controller technology, a higher degree of flexibility for the specification of signal settings becomes possible by using a group-based representation of signal timings. In this paper, the original TRANSYT traffic model is modified to deal with the problem of time-varying demand. This time-dependent TRANSYT traffic model employs a newly calibrated set of sheared formulae for queues and delays, based on group-based signal specification. This opens the ways of extending the traffic model for solving the time-dependent signal setting problem in road networks for area traffic control. The performance index evaluated from the time-dependent TRANSYT traffic model is compared with the results obtained from a microscopic simulation model NETSIM.]]></description>
      <pubDate>Mon, 06 Jan 2025 12:05:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2263909</guid>
    </item>
    <item>
      <title>The Application of Mobile GPS Probe Data on Detection of Real-Time Traffic Congestion Length: The Case Study of the Project for Improving Traffic Congestions in Bangkok through the Establishment of ATC System</title>
      <link>https://trid.trb.org/View/2394583</link>
      <description><![CDATA[This study focuses on enhancing the Area Traffic Control (ATC) system in Bangkok area by leveraging Floating Car Data (FCD) obtained from mobile GPS probe data. The aim is to supplement the existing stationary roadside detectors used to detect real-time traffic congestion and optimize traffic signal timings. By comparing the congestion lengths derived from processed FCD with those obtained through field surveys, the study demonstrates a high level of accuracy, with an RMSE of 99.3, surpassing the accuracy of the stationary detectors installed at approximately 200-meter intervals. Furthermore, by incorporating geometric conditions such as number of traffic lanes and intersection types into the regression model, the study proposes a slight adjustment to the estimated queue lengths, bringing them closer to the actual values. This approach overcomes the cost limitations of installing and maintaining additional detectors, thereby improving efficiency and effectiveness of the ATC system in managing traffic congestion in Bangkok.]]></description>
      <pubDate>Thu, 08 Aug 2024 08:55:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2394583</guid>
    </item>
    <item>
      <title>Subarea Partition Based on Correlation Analysis with Edge-Elimination Strategy Using Automatic License Plate Recognition Data</title>
      <link>https://trid.trb.org/View/1978094</link>
      <description><![CDATA[To partition an urban network into several subareas (i.e., subarea partition) is a vital step for regional coordinated signal control. The correlation between intersections must be analyzed for achieving reliable subarea partition results. However, because of the incompleteness of spatial–temporal information in traffic data, previous studies merely explored the relationship between any intersections. Subarea partition considering the correlation of any pair of intersections remains a challenge in a large-scale network. This paper proposes a subarea partition method that integrates a novel correlation-degree model and the Newman fast algorithm with an edge-elimination strategy using automatic license plate recognition (ALPR) data. First, vehicle trips are extracted and a correlation-degree model is developed for measuring the relationship of any pair of intersections. Second, an edge-elimination strategy is proposed to generate candidate subarea partition solutions under conditions with different proportions of correlated edges. Finally, an optimal solution of subarea partition is identified by the ratios of ideal connected intersections to total intersections of different partition solutions’ correlation index (CI). The proposed method was implemented in a real-world urban network in Kunshan, China. The results show that the optimal partition solution can be obtained when the top 33% of correlated edges are maintained, and the ratio of ideal connected intersections’ CI is 72.35% with most of the intersections being connected, which demonstrates the rationality of the proposed partition method in large-scale urban networks.]]></description>
      <pubDate>Fri, 10 Jun 2022 15:44:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1978094</guid>
    </item>
    <item>
      <title>Das neue Merkblatt für die Ausstattung von Verkehrsrechner- und Unterzentralen (MARZ 2018)</title>
      <link>https://trid.trb.org/View/1745138</link>
      <description><![CDATA[Das Merkblatt für die Ausstattung von Verkehrsrechnerzentralen und Unterzentralen (MARZ 99) wurde im Jahre 1999 durch das Bundesministerium für Verkehr, Bau- und Wohnungswesen (BMVBW) eingeführt. Das Merkblatt bildet damit die Grundlage für alle Verkehrsrechnerzentralen in Deutschland. Seit Einführung wurden zahlreiche funktionale und technische Erweiterungen im Systemkontext von Verkehrsrechnerzentralen erfolgreich umgesetzt und betrieben, sodass eine Fortschreibung des Merkblatts erforderlich wurde. Die Basis für die Überarbeitung bildete ein vom damaligen Bund-Länder-Arbeitskreis Verkehrsrechnerzentralen (heute Fachgruppe Verkehrszentralen) aufgestellter Anforderungskatalog. In einem Forschungsauftrag der Bundesanstalt für Straßenwesen wurden die Inhalte für eine grundhafte Überarbeitung des Merkblatts erarbeitet und als MARZ 2018 veröffentlicht. Der Beitrag stellt zunächst die Struktur des MARZ 2018 vor und geht anschließend auf die wesentlichen Neuerungen im Steuerungsmodell, die nicht-funktionalen Anforderungen und die Systemarchitektur ein. Abschließend erfolgt ein Überblick über aktuelle Aktivitäten und Weiterentwicklungen im Kontext des MARZ 2018. (A) ABSTRACT IN ENGLISH: The new guideline for designing traffic computer centers and subcenters – MARZ 99 – has been implemented in 1999 by the Federal Ministry of Transport, Construction and Urban Development. This guideline thus provides the basis for all traffic control centers in Germany. Since its introduction, numerous functional and technical upgrades have been successfully implemented and operated in the system context of traffic control centers, so that adjustments of the guideline became necessary. A catalogue of requirements drawn up by the former ‘Federal State Working Group Traffic Control Centers’ (present ‘Expert Group Traffic Control Centers’) formed the basis for these upgrades. As part of a research assignment commissioned by the German Federal Highway Research Institute (BASt), the contents for a complete upgrade of the guideline were developed and published as MARZ 2018. The paper first addresses the structure of MARZ 2018 and subsequently examines the main adjustments of the control model, the non-functionalrequirements and the system architecture. In conclusion, the guideline offers a short overview of current activities and further developments carried out in the context of MARZ 2018.]]></description>
      <pubDate>Wed, 22 Sep 2021 12:05:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1745138</guid>
    </item>
    <item>
      <title>Quasi-optimal feedback control for a system of oversaturated intersections</title>
      <link>https://trid.trb.org/View/1362644</link>
      <description><![CDATA[Oversaturated intersection control is a long-standing problem in traffic science and engineering. The problem becomes even harder when considering a system of oversaturated intersections. Most of the research works in this area are off-line studies that require fully knowledge of origin–destination demand, which would be difficult to obtain in reality. Although several on-line feedback control methods are proposed, they only aim at preventing queue spillover, not able to minimize vehicular delay time. Moreover, these on-line control strategies are not theoretically evaluated how optimal (or sub-optimal) they are. The authors propose in this paper a quasi-optimal decentralized QUEUE-based feedback (abbreviated as QUEUE) control strategy for a system of oversaturated intersections. The QUEUE strategy is applied cycle-by-cycle based on measurement of current queue sizes, but its overall result is able to approximate the optimal one derived from off-line studies. Details of the feedback control laws for upstream and downstream intersections, in the queueing period and the queue dissipation period, are discussed. Superior to the existing feedback control strategies, the upper bounds of sub-optimality of the QUEUE strategy generating from demand fluctuation and coupling of intersections are specified quantitatively. It is also theoretically proved that the queue measurement error or demand estimation error would not be amplified by the QUEUE strategy. Numerical examples show that the QUEUE strategy performs very well and is robust to errors.]]></description>
      <pubDate>Tue, 28 Jul 2015 09:04:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1362644</guid>
    </item>
    <item>
      <title>Traffic Signal Perimeter Control with Multiple Boundaries for Large Urban Networks</title>
      <link>https://trid.trb.org/View/1352688</link>
      <description><![CDATA[A new gating strategy based on the notion of the macroscopic or network fundamental diagram (MFD or NFD) and the feedback-based gating concept is introduced and tested successfully. Different regions of large-scale urban networks may experience congestion at different times during the peak period. In this paper, the zone including the initial core of congestion is considered as the first region which has to be protected from congestion via gating; eventually, as the congestion continues to expand, the border of an extended network part becomes the second perimeter for gating control. Extensions while distributing the ordered controller flow to the gated traffic signals in case of low demand or occurrence of spillback are also introduced. A greater part of the San Francisco urban network is used as test-bed within a microscopic simulation environment. Significant improvements in terms of average travel time and average delay are obtained compared to the single perimeter gating and non-gating cases.]]></description>
      <pubDate>Mon, 29 Jun 2015 09:17:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1352688</guid>
    </item>
    <item>
      <title>Modifikationen der verkehrsabhaengigen Urban Control-Methode (TUC)</title>
      <link>https://trid.trb.org/View/1358718</link>
      <description><![CDATA[Das Verkehrs-Steuerungssystem "Traffic-responsive Urban Control (TUC)" wurde urspruenglich konzipiert fuer Hauptverkehrsadern und bietet nur die Moeglichkeit, die Schaltzeit der Lichtsignalanlagen zu synchronisieren, die die Durchfahrt der Hauptverkehrsstroeme bevorrechtigen. Nebenstroeme, die die Hauptroute ueberschneiden, koennen durch TUC in der Regel nicht synchronisiert werden. Diese Synchronisierung wird durch die Einstellung der Versatzzeit erreicht und sie vermeidet die unnoetigen Halte an aufeinanderfolgenden signalgesteuerten Knotenpunkten. Dadurch werden Verzoegerungen im Verkehrsablauf reduziert und der Komfort der Fahrer erhoeht. Die Arbeit schlaegt eine Erweiterung der urspruenglichen Formulierung von TUC vor, wodurch komplexe Netzwerke behandelt werden koennen, und auch die sekundaeren Nebenstroeme von der Synchronisierung profitieren. Darueber hinaus ist die urspruengliche Methode TUC, die fuer die notwendigen Veraenderungen in Versatzzeiten verwendet wird, auch verbessert worden. Die neue Methode beruecksichtigt die Auswirkungen auf den Betrieb des Verkehrsnetzes, die die Aenderung der Versatzzeiten ergeben. Eine der wichtigsten Eingangsdaten von TUC ist die Beschreibung der aktuellen Rueckstaulaengen. Ergaenzend zu den oben genannten Aenderungen zu TUC wird eine neue Methode fuer die Schaetzung/Prognose von Rueckstaus vorgestellt. Der vorgeschlagene Rueckstauschaetzer-Praediktor verwendet ein makroskopisches Verkehrsmodell, um die Verkehrsdynamik des Netzes zu erfassen. Diese Dynamik wird dann benutzt, um die Schaetzung der Rueckstaulaengen, die in einem vorherigen Schritt berechnet wurden, zu verbessern. (A)]]></description>
      <pubDate>Tue, 23 Jun 2015 16:17:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358718</guid>
    </item>
    <item>
      <title>KVB hat neue Leitstelle in Betrieb genommen</title>
      <link>https://trid.trb.org/View/1358667</link>
      <description><![CDATA[Die Koelner Verkehrs-Betriebe AG (KVB) hat nach einem dreijaehrigen Umbau Ende September 2014 ihre neue Leitstelle zur Steuerung der Stadtbahn- und Bus-Verkehre in Betrieb genommen. Die alte Einrichtung wurde saniert und modernisiert. Insgesamt wurden etwa 17,8 Millionen Euro investiert. Hierin ist eine finanzielle Zuwendung der Nahverkehr Rheinland GmbH (NVR) in Hoehe von etwa 9,5 Millionen Euro enthalten. Fuer das Engagement des NVR war von entscheidender Bedeutung, dass - neben der Quantitaet des Angebots - auch die Qualitaet des KVB-Verkehrsmanagements die Mobilitaet in Koeln sichert. Die Leitstelle ist hierbei der "Pulsgeber" mit Uebersicht und geballter Betriebserfahrung. Unmittelbar nach der umfassenden, zeitaufwendigen Gebaeudesanierung wurde die Installation von modernster und in der Branche wegweisender Leitstellentechnik vorgenommen. Die aus 48 nahtlos aneinandergefuegten Elementen bestehende 21 Meter breite und vier Meter hohe gebogene Multimediawand im 525 Quadratmeter grossen Leitstellenraum bietet den Koelner Leitstellen-Spezialisten jetzt voellig neue Uebersicht-, Kontroll- und Arbeitsmoeglichkeiten. (A)]]></description>
      <pubDate>Tue, 23 Jun 2015 16:13:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358667</guid>
    </item>
    <item>
      <title>Energieorientierte Strassennetzbewertung fuer Routensuchverfahren / Pre-trip journey planners and on-trip navigation system</title>
      <link>https://trid.trb.org/View/1356934</link>
      <description><![CDATA[Aktuelle Algorithmen zur Routenberechnung beruecksichtigen die geplanten Reisezeiten der Strecken, Streckenlaengen oder Gebuehren. Bei Fahrzeugen mit neuen Antriebskonzepten ist die Information der energieeffizientesten Route zum Zeitpunkt der Fahrt wesentlich bedeutsamer. Eine Zielfunktion nach der Route mit minimaler Reisezeit oder kuerzester Distanz auf ueberwiegend statischen Basisdaten eines Netzgraphen wird dafuer nicht mehr ausreichen. In der Arbeit wurde ein neuer Ansatz der Graphenbewertung entwickelt, der die dynamischen Veraenderungen des Verkehrszustands und die daraus resultierenden Einfluesse auf den Energieverbrauch fuer die Befahrung der Route abbildet. Die Methodik zur Berechnung der Gewichtung von Strassennetzgraphen bezieht die verfuegbaren energierelevanten Daten ein und wird im Onlinebetrieb eingesetzt. Durch die in Zukunft staendig aktivierten Kommunikationskomponenten im Fahrzeug koennen diese Informationen waehrend der Fahrt uebermittelt werden und das individuelle Routenwahlverhalten unterstuetzen. (A) ABSTRACT IN ENGLISH: Pre-trip journey planners and on-trip navigation systems are widely used to identify optimal routes. Travel time, trip distance and travel cost are usually used as criteria to search for the best route and suitable alternatives. However, energy use could also be used as a criterion in these systems to identify energy minimizing routes will be one measure to reduce fuel consumption. In order to identify these "eco-friendly" routes, the energy consumption for each link of a network must be computed quickly and precisely. This paper presents an approach for calculating link energy consumption based on the actual power needed to overcome the driving resistance for each link using link travel speeds and v/c-ratios. The proposed method can be embedded in routing algorithms and be used as one component in the optimization of the route algorithm's generalized cost function. (A)]]></description>
      <pubDate>Tue, 09 Jun 2015 09:14:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1356934</guid>
    </item>
    <item>
      <title>An optimization method for sustainable traffic control in urban areas</title>
      <link>https://trid.trb.org/View/1355047</link>
      <description><![CDATA[The optimization of traffic signalization in urban areas is formulated as a problem of finding the cycle length, the green times and the offset of traffic signals that minimize an objective function of performance indices. Typical approaches to this optimization problem include the maximization of traffic throughput or the minimization of vehicles’ delays, number of stops, fuel consumption, etc. Dynamic Traffic Assignment (DTA) models are widely used for online and offline applications for efficient deployment of traffic control strategies and the evaluation of traffic management schemes and policies. The authors propose an optimization method for combining dynamic traffic assignment and network control by minimizing the risk of potential loss induced to travelers by exceeding their budgeted travel time as a result of deployed traffic signal settings, using the Conditional Value-at-Risk model. The proposed methodology can be easily implemented by researchers or practitioners to evaluate their alternative strategies and aid them to choose the alternative with less potential risk. The traffic signal optimization procedure is implemented in TRANSYT-7F and the dynamic propagation and route choice of vehicles is simulated with a mesoscopic dynamic traffic assignment tool (DTALite) with fixed temporal demand and network characteristics. The proposed approach is applied to a reference test network used by many researchers for verification purposes. Numerical experiments provide evidence of the advantages of this optimization method with respect to conventional optimization techniques. The overall benefit to the performance of the network is evaluated with a Conditional Value-at-Risk Analysis where the optimal solution is the one presenting the least risk for ‘guaranteed’ total travel times.]]></description>
      <pubDate>Thu, 28 May 2015 14:27:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1355047</guid>
    </item>
    <item>
      <title>Distributed Traffic Signal Control Using the Cell Transmission Model via the Alternating Direction Method of Multipliers</title>
      <link>https://trid.trb.org/View/1347922</link>
      <description><![CDATA[Traffic signal control is a key ingredient in intelligent transportation systems to increase the capacity of existing urban transportation infrastructure. However, to achieve optimal system-wide operation, it is essential to coordinate traffic signals at various intersections. In this paper, the authors model the multiple-intersection traffic signal control problem using the cell transmission model as a mixed-integer linear program. The solution of the problem is facilitated by its special structure, which allows both temporal and spatial decomposition. Temporal decomposition is employed to reduce the problem size by solving subproblems of a smaller time window compared to the original problem. Temporal subproblems can be further spatially decomposed into subproblems associated with different intersections, which are jointly solved by exchanging messages between neighboring intersections. The proposed distributed solution strategy is comprised of two phases. First, the relaxed linear problem is reformulated and distributedly solved via the alternating direction method of multipliers. Second, two distributed rounding schemes are developed to solve the original problem. Simulation results indicate that the proposed solution strategy is scalable to large transportation topologies, which is suitable for online execution, and provides close-to-optimal results.]]></description>
      <pubDate>Mon, 27 Apr 2015 09:54:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347922</guid>
    </item>
    <item>
      <title>FCD-Modellregion Salzburg: Erstellung eines differenzierten Verkehrslagebildes auf der Grundlage von extended Floating-Car-Data</title>
      <link>https://trid.trb.org/View/1349848</link>
      <description><![CDATA[Im Rahmen des durch den oesterreichischen Klima- und Energiefonds (KLIEN), durch das Bundesministerium fuer Verkehr, Innovation und Technologie (BMVIT) sowie durch das Land Salzburg finanzierten Projekts "FCD-Modellregion Salzburg" zeichnet eine im Verkehr mitschwimmende Flotte Floating-Car-Data (FCD) sowie extended FCD (xFCD) auf und uebertraegt diese an einen zentralen FCD-Server. Im Gegensatz zu vergleichbaren Testfeldern wird eine diversifizierte Flotte in einem weitlaeufigen und hinsichtlich raeumlicher Strukturen heterogenen Gebiet eingesetzt. Der Beitrag befasst sich mit der Analyse der Netzbefahrungen unterschiedlicher FCD-Flotten zur Generierung von Verkehrsinformationen in verschiedenen Raumstrukturtypen der Modellregion Salzburg. Ausserdem wird der aus xFCD generierte und auf Segmente bezogene Kraftstoffverbrauch hinsichtlich seiner Verwendung fuer eine Bewertung der Energieeffizienz evaluiert. Die Datengrundlage bildet eine historische Datenbasis von Segmentbefahrungen von Mai 2013 bis September 2013. Die Auswertungen zeigen die flottentypischen Unterschiede hinsichtlich des raeumlich-zeitlichen Schwerpunkts von Befahrungen und somit der Generierung von Verkehrsdaten. Fuer die Verwendung von xFCD-Verbrauchswerten fuer historische Datenanalysen wird ein geforderter segmentspezifischer Stichprobenumfang je Betrachtungsintervall definiert. Die finalen Ergebnisse der Datenanalysen in der FCD-Modellregion Salzburg liegen auf Grundlage einer umfangreicheren Datenbasis und Flottenausstattung seit Juli 2014 vor. (A) (Beitrag zu HEUREKA '14 "Optimierung in Verkehr und Transport" 2014 in Stuttgart.)]]></description>
      <pubDate>Thu, 09 Apr 2015 12:59:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1349848</guid>
    </item>
    <item>
      <title>Eine Bewertungs- und Optimierungsmethode fuer dynamische Verkehrslagedarstellungen</title>
      <link>https://trid.trb.org/View/1349793</link>
      <description><![CDATA[Im Fokus des Beitrags stehen dynamische Verkehrslagedarstellungen (dVLD), welche haeufig als farbkodierte Strassenkarte visualisiert werden. Diese zeigen in Echtzeit die Qualitaet des Verkehrszustands auf den einzelnen Streckensegmenten. Als Grundlage hierfuer finden sogenannte Real Time Traffic Informationen (RTTI) Verwendung. Es wird im Folgenden auf Basis einer Offline-Rekonstruktion der Verkehrslage, welche mittels der Adaptive Smoothing Method (ASM) erstellt wird, ein theoretischer Rahmen entwickelt, welcher die Beurteilung der Qualitaet der zur Verfuegung gestellten RTTI erlaubt und dabei zugleich ermoeglicht, reale Qualitaetsdefizite von solchen zu unterscheiden, die durch technische Beschraenkungen unvermeidlich sind. Darauf aufbauend wird ein neuer Qualitaetsindex, der Squared Inverse Mean Percentage Error (SIMPE), konstruiert. Dieser dient anschliessend als Grundlage dafuer, die Grenzwerte der Geschwindigkeitsklassen innerhalb dynamischer Verkehrslagedarstellungen so zu optimieren, dass der durch die Einteilung in Geschwindigkeitsklassen verursachte Informationsverlust minimiert wird. (A) (Beitrag zu HEUREKA '14 "Optimierung in Verkehr und Transport" 2014 in Stuttgart.)]]></description>
      <pubDate>Thu, 09 Apr 2015 12:41:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1349793</guid>
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