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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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      <title>LYON METRO INTRODUCES GRAFCET SYSTEM</title>
      <link>https://trid.trb.org/View/276798</link>
      <description><![CDATA[A novel centralised control system using programmed automatic equipment has been introduced by the Lyon Metro Authority (SEMALY) for its new two-car units of the "C" Line.  This choice has proved successful for the complex control of metro vehicles designed for mixed adhesion and rack duty.  The automatic subsystems were programmed with the aid of the GRAFCET process description.  The individual GRAFCETs were directly displayed using computer-aided design techniques and then processed directly by the computer, which also included programming of the computer's internal stores.  Experience has shown that this control technique offers major benefits over a conventional relay-based system both in respect of the design and the testing and diagnostic capabilities because it enables stepwise monitoring of the train status along with implementing of modifications without the need for making any change to the train cabling.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:12 GMT</pubDate>
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      <title>ADVANCED VEHICLE MONITORING AND COMMUNICATION SYSTEMS FOR BUS TRANSIT: BENEFITS AND ECONOMIC FEASIBILITY</title>
      <link>https://trid.trb.org/View/361821</link>
      <description><![CDATA[This report analyzes the feasibility of advance motor vehicle monitoring and communication (AVMC) systems for bus transit in the United States.  Such systems are widely used in Europe and Canada to provide more reliable and efficient bus services, but have seen little deployment in the U.S. Many systems are now available from both American and foreign vendors, and thus the question of whether or not to deploy such a system is coming to the forefront inn many transit agencies.  In this report, the potential benefits of such a system are discussed, including benefits to current and new riders in the form of better service, to the agency in the form of increased revenues and reduced costs, and to ccommunities in a variety of ways includidng "town Watch" functions.  This sets the stage for a discussion of the actual experince of foreign and domestic agencies that have introduced such systems with both costs and benefits.  A method for evaluating the feasibility of AVMC systems is presented, for both outright purchase and for leasing - a very attractive alternative that conserves scarce capital resources.  Calculations for typical U.S. conditions suggest that these systems should be quite cost effective, improving both agency finances and passenger satisfaction. Agencies should consider them carefully.]]></description>
      <pubDate>Tue, 29 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361821</guid>
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      <title>TECHNOLOGICAL CHALLENGES IN THE DEVELOPMENT OF AHS</title>
      <link>https://trid.trb.org/View/541042</link>
      <description><![CDATA[The objective of an Automated Highway System (AHS) is to enhance user comfort, convenience and safety with vehicle and highway automation.  In a broad sense, vehicle and highway automation has been an ongoing process with many improvements in vehicles and infrastructure introduced over the years, such as vehicle cruise control and roadway traffic signal sequence control.  In a narrower definition, the introduction of vehicle and highway automation will reduce the role of drivers to various degrees. This paper discusses the technical aspects of vehicle and highway automation for an AHS and will try to identify the critical challenges to bring an AHS into reality.  Although the concepts of an AHS are still being debated and the implementation of a national AHS is not imminent, it is timely and beneficial to examine the technological elements, to explore the current limitations and to identify the hurdles yet to overcome.]]></description>
      <pubDate>Wed, 18 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541042</guid>
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    <item>
      <title>NAHSC CASE STUDIES</title>
      <link>https://trid.trb.org/View/541184</link>
      <description><![CDATA[The National Automated Highway System Consortium (NAHSC) is involved in partnerships with many NAHSC associate participants across the nation in what are called case studies.  Case studies might be described as turn-key planning analyses where researchers take a region's transportation challenges and needs and apply ideas based in highway-vehicle automation to develop realistic solutions, many of which they hope to prototype and demonstrate.  Objectives include examination of what automated highway systems (AHS) look like in a real world context, what effect those implementations will have on the rest of the system, how the systems are deployed, what the benefits and costs are, and how AHS compare to other possible transportation alternatives.  A table highlights the primary partners, location, and focus for each case study.]]></description>
      <pubDate>Thu, 12 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541184</guid>
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      <title>A TRIP TO THE FUTURE</title>
      <link>https://trid.trb.org/View/541180</link>
      <description><![CDATA[This article provides an overview of automated vehicles of the future.  The vehicles are equipped with automated highway system (AHS) technologies, which have the advantage of operating on real-life roadways with no special highway modifications.  The vehicles can include adaptive cruise control, collision warning, obstacle avoidance, lane departure warning, and lateral and longitudinal control.  The sensors can improve driving safety, whether the vehicle is engaged in fully automated driving, partially automated driving, or completely off the automated system.  Although the cost of equipping one car right now can be several thousand dollars, the goal is to bring the cost down to around $1,000 when they are mass-produced.]]></description>
      <pubDate>Thu, 12 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541180</guid>
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    <item>
      <title>DEMO '97: WHERE RESEARCH MET THE ROAD</title>
      <link>https://trid.trb.org/View/541181</link>
      <description><![CDATA[The National Automated Highway System Consortium, which includes the California Department of Transportation (Caltrans) and nine other transportation partners, conducted its Proof of Technical Feasibility Demonstration (Demo '97) on Caltrans right-of-way in San Diego on August 7-10, 1997.  The event consisted of live automated vehicle demonstrations on the reversible express lanes of Interstate Highway 15, as well as product displays and demonstrations by leading transportation companies at an Exposition Center.  The live vehicle portion consisted of seven scenarios:  eight vehicles traveled at highway speeds in a single-file formation; different vehicle types traveled together cooperatively using automation; an automated infrastructure diagnostic vehicle inspected the roadway and performed routine maintenance; two passenger vehicles transitioned from one type of lateral control to another; two passenger vehicles demonstrated vision-based sensing and radar reflective stripe sensing; four passenger vehicles demonstrated collision warning, lane departure warning, and obstacle detection devices; and a freightliner truck and trailer demonstrated automated heavy vehicles.]]></description>
      <pubDate>Thu, 12 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541181</guid>
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      <title>ANALYSIS OF CHARACTERISTICS OF MIXED TRAFFIC FLOW OF AUTOPILOT VEHICLES AND MANUAL VEHICLES</title>
      <link>https://trid.trb.org/View/487864</link>
      <description><![CDATA[This work examines the positive effects on highway capacity implementing automatic vehicle control. Mixed traffic streams of a mimic freeway interchange simulate an on-ramp section with autopilot-equipped vehicles and normal manual vehicles. The simulation illustrates characteristics of speed, volume and concentration of mixed flows. The capacity trend is presented with mixed ratios of equipped cars and its market occupation rate. In order to make current highways more efficient during the transition stage, general rules for traffic control are proposed.]]></description>
      <pubDate>Wed, 05 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487864</guid>
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      <title>ANALYSIS OF A DIFFERENTIAL GLOBAL POSITIONING SYSTEM AS A SENSOR FOR VEHICLE GUIDANCE</title>
      <link>https://trid.trb.org/View/472722</link>
      <description><![CDATA[An ongoing research project examines guidance systems, which can take over control of a vehicle if the driver becomes incapacitated.  Part of this project includes an evaluation of a Differential Global Positioning System (DGPS) for vehicle-based lane sensing.  This report documents the results of tests of the 5 Hz NovAtel RT20 DGPS receiver.  A series of 32 static tests found the overall mean and standard deviation for the offset errors within specifications.  In a series of dynamic tests, in which the vehicle was driven around the track at speeds of 20-35 mph (32-56 kph), after removing the effect of the GPS receiver's latency, the DGPS determined position exhibited a mean offset error of -17.3 cm (-6.82 in.) and a mean standard deviation of 25.5 cm (10.1 in.) in the direction of vehicle motion.  In the direction perpendicular to vehicle motion, the mean offset was 4.57 cm (1.8 in.) with a mean standard deviation of 39.6 cm (15.6 in.).  With no overhead obstructions in these tests, continuous satellite lock was possible.  Tests at higher speeds based on a more accurate methodology are planned for the future.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472722</guid>
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      <title>HUMAN FACTOR STUDIES IN EVALUATION OF AUTOMATED HIGHWAY SYSTEM ATTRIBUTES</title>
      <link>https://trid.trb.org/View/577368</link>
      <description><![CDATA[The goal of the Automated Highway System (AHS) is to blend engineering ingenuity and technology to produce a new level of transportation services.  Human factors are difficult to integrate with AHS design because they represent a variety of training, experience, skills, and goals.  Human factor considerations are essential for AHS design because humans will be involved in automated driving.  For instance, drivers may be expected to instruct their vehicles to exit locations, input parameters such as speed and desired headway, or take control in some emergency situations.  The tasks that human drivers will be expected to execute have not yet been fully defined.  One human factor dilemma that AHS engineers might face is that if human drivers are not allowed to intervene in the vehicle control process during malfunction and emergency situations, they may be trapped in a system with high failure rates.  This could result in public distrust and a lack of public will to deploy an AHS. However, if drivers are allowed to take control of their vehicles at will, some may intervene at inappropriate times, causing a potential system failure.  A framework has been developed for evaluating human factor concerns for automated vehicle control.  These concerns involve basic driving tasks: (a) detection, (b) recognition, (c) situation analysis, (d) decision making, and (e) control response.  An analytical process to determine the responsibilities of the human driver, vehicle, and AHS infrastructure for these driving tasks is presented.]]></description>
      <pubDate>Thu, 16 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577368</guid>
    </item>
    <item>
      <title>THE DRIVER'S ROLE IN COLLISION AVOIDANCE SYSTEMS</title>
      <link>https://trid.trb.org/View/576600</link>
      <description><![CDATA[The application of advanced technology sensors, processors and software will have significant influence on highway vehicle safety in the coming decade.  Advanced vehicle sensors and processing already play a significant role in AVCS (automatic vehicle control systems), so the application to collision avoidance systems will amount to an extension of current on-board sensing, processing and control systems.  The main issues to be resolved will be the driver/system interface and the driver's reaction to and effective integration within the CAS.  Because of the diverse nature of the driving population, and inability to provide consistent orientation or training, the CAS will have to be designed as a natural extension of the driver's current role in driving.  Also, several types of CASs are envisioned to address different accident categories, so some form of integration must be provided to make the various systems compatible.  There also must be some commonality of operation between different vehicle models so that drivers can easily and safely transition to different systems.]]></description>
      <pubDate>Sat, 13 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576600</guid>
    </item>
    <item>
      <title>FEASIBILITY OF ADVANCED VEHICLE CONTROL SYSTEMS (AVCS) FOR TRANSIT BUSES</title>
      <link>https://trid.trb.org/View/576146</link>
      <description><![CDATA[In the course of developing automated vehicle-roadway systems, opportunities to deploy vehicle control systems at intermediate stages of development may emerge.  Some of these systems may provide a significant efficiency or safety enhancement to existing operations with manually driven vehicles.  Under certain circumstances, transit buses provide an ideal testbed for such systems. The work presented here represents a feasibility study for the application of Advanced Vehicle Control Systems (AVCS) to transit bus operations.  The paper explores past and present research relevant to automatic control for buses and describes specific operations that could be better performed by AVCS-assisted or controlled vehicles. The study provides a series of recommendations for proceeding toward a deployment phase.]]></description>
      <pubDate>Tue, 05 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576146</guid>
    </item>
    <item>
      <title>EVALUATION OF RADIO LINKS AND NETWORKS</title>
      <link>https://trid.trb.org/View/469951</link>
      <description><![CDATA[The scope of MOU82 is the evaluation of the performance or radio links and networks to support communication with Automatic Vehicle Control Systems (AVCS).  It addresses both vehicle-to-vehicle communication and roadside-to-vehicle communication.  The report contributes to the modelling of short range vehicle-to vehicle channels, not only in terms of documenting measured results and channel parameters, but also in extending existing models to cover antenna mobility at both receiver and transmitter simultaneously.  These models are applied to compute the Bit Error Rate performance over radio links.  The network aspects considered here are queuing of packets in base station buffers, handovers and interference from other transmitters in the system.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469951</guid>
    </item>
    <item>
      <title>DECISION-THEORETIC REASONING FOR TRAFFIC MONITORING AND VEHICLE CONTROL</title>
      <link>https://trid.trb.org/View/465176</link>
      <description><![CDATA[The purpose of this Innovations Deserving Exploratory Analysis (IDEA) project was to develop technology for robust traffic monitoring and automated vehicle control using decision theory and probability.  It is shown that high-level traffic monitoring situations can be modeled using modern techniques, and that solving such models in real time is computationally feasible. Specifically, the focus is on models supporting the task of "plan recognition in highway environments".  These models are used to infer the intended behavior of vehicles in traffic based on movement patterns and highway tactics (e.g., lane changes). The models have been developed and encoded using off-the-shelf software, in particular the Hugin (Trademark) system.  Using existing algorithms and some enhancements developed as part of this project, all of the models can be solved without prohibitive computational resources.  For example, real-time performance is easily achievable using hardware based on Pentium-class processors.  This capability is demonstrated using Hugin (Trademark) in a standalone setup as well as in a driving simulator integrated with the SmartPATH animation system for real-time visualization of traffic scenarios.]]></description>
      <pubDate>Tue, 15 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465176</guid>
    </item>
    <item>
      <title>STATUS OF INTELLIGENT VEHICLE/HIGHWAY SYSTEMS ACTIVITIES IN EUROPE</title>
      <link>https://trid.trb.org/View/465240</link>
      <description><![CDATA[The author was a participant of the IVHS Europe 1993 Study Tour. This report reflects the key elements of automatic vehicle control systems, automatic tolling systems, and commercial vehicle operations observed in The Netherlands, Germany, and France during the Study Tour.]]></description>
      <pubDate>Thu, 19 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465240</guid>
    </item>
    <item>
      <title>STATE OF URBAN DYNAMIC TRAFFIC MANAGEMENT IN SHANGHAI AND FURTHER CONSIDERATION</title>
      <link>https://trid.trb.org/View/464376</link>
      <description><![CDATA[An intelligent transportation system (ITS) is not a new idea for Chinese engineer society and government.  ITS is based on microelectronics, telecommunications, and information technologies.  Most characteristic of ITS is that it will develop by fully utilizing and melting the modern technologies to create a new transportation to meet the needs of safety, mobility, comfort, and environment.  In China, four key areas of ITS are: automatic vehicle control systems (AVCS), advanced traffic management systems (ATMS), advance driving information systems (ADIS), and capacity and vehicle order and management systems (CVOM).  At present, some traffic surveillance and control systems that are the bases of dynamic traffic management have been installed and put into use along with the highway and bridge construction projects.  Some large cities and provinces have developed the transport management information system (MIS) or traffic data base, but most of them do not share information.  On the other hand, many scientists and engineers from universities, institutes, and small companies are researching new ITS technologies, such as automatic driving system, traffic surveillance and control system, transportation MIS, etc.  Their works lack continuity and cooperation and are performed on a small scale.  Without long-term and efficient support, especially financing, their results cannot be put into use and fail to form a new industry.  This paper presents China's idea of ITS, describes the status of currently running systems and study projects, and provides some suggestions for government.]]></description>
      <pubDate>Thu, 19 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464376</guid>
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