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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>Analysis of Temporal and Spatial Patterns of Shared E-scooter Trips and Their Impacts on Traffic Operations in Birmingham, AL</title>
      <link>https://trid.trb.org/View/2579544</link>
      <description><![CDATA[In recent years, shared e-scooters have emerged as a convenient, sustainable, and user-friendly alternative to automobile use for short trips in urban settings. Since 2017, many shared e-scooter pilot programs and deployments have been introduced across the US, leading to an expansion of shared e-scooter operations to 110 cities and 248 different e-scooter systems in 2021. The rapid growth of shared e-scooter services necessitates a study of spatiotemporal patterns of e-scooter usage and their potential impact on congestion reduction at the local level. This study, using data from a 2021–2022 shared e-scooter pilot program, delved into the temporal and spatial patterns of e-scooter trips in Birmingham, AL. The temporal analysis focused on temporal variations of trip characteristics, including number of trips, trip duration, and travel distance. The spatial analysis examined the locations of trips’ origins, destinations, and directions. Furthermore, e-scooter trips were integrated into a comprehensive simulation model of the Birmingham region, which was used to document impacts on traffic operations for various levels of e-scooter market penetration. The results revealed significant seasonal trends in e-scooter demand and clustering of shared e-scooter trip origins and destinations around a university campus and leisurely activities’ hubs. While some modal shifts occurred when e-scooter services were introduced, their impacts on network operations were minimal. These findings are expected to provide valuable insights for city planners, transportation officials, and micromobility service providers, aiding in informed decisions regarding infrastructure development, policy formulation, and resources allocation in the future.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
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      <title>What Policy and Budget Choices Yield the Greatest Decreases in Pedestrian &amp; Bicyclist Fatality Rates?</title>
      <link>https://trid.trb.org/View/2596495</link>
      <description><![CDATA[US pedestrian fatalities increased from 22,100 during the 2008-2012 five-year period to 32,674 during the 2017-2021 five-year period (a 48% increase). Bicyclist fatalities increased from 3,385 to 4,450 during the same timeframe (a 31% increase). However, changes in fatality rates were not distributed evenly across US communities between 2008-2012 and 2017-2021. Overall, ACS journey-to-work data showed that US pedestrian commuting decreased from 2.82% to 2.48% and bicycle commuting decreased from 0.56% to 0.48% of all workers between the baseline and later study periods. However, pedestrian commuting increased in MSAs such as Virginia Beach, VA, San Diego, CA, San Jose, CA, and Dallas, TX and counties such as Collin County, TX (Plano), San Francisco County, CA, Davidson County, TN (Nashville), and Jefferson County, AL (Birmingham). Bicycle commuting increased in MSAs such as New York, NY, San Antonio, TX, and Washington, DC, and counties such as Collin County, TX (Plano), New York County, NY (Manhattan), and Hudson County, NJ (Jersey City). Nationally, pedestrian fatality rates increased by 51% (from 1.12 fatalities per thousand to 1.70 fatalities per thousand walk commuters) and bicyclist fatality rates increased by 40% (from 0.86 fatalities per thousand to 1.20 fatalities per thousand bike commuters). Yet, pedestrian fatality rates decreased in New York, Massachusetts, New York County, NY (Manhattan), Collin County, TX (Plano), Kings County, NY (Brooklyn), and Essex County, MA. Bicyclist fatality rates decreased in New York, Massachusetts, Arkansas, Hartford County, CT, Queens County, NY, Kings County, NY (Brooklyn), and San Mateo County, CA. Identifying leading communities may help reveal policies and practices that can be used in other parts of the country to increase pedestrian and bicyclist activity and reduce pedestrian and bicyclist fatalities.]]></description>
      <pubDate>Wed, 24 Sep 2025 15:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596495</guid>
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      <title>North Birmingham Alternative Transportation Improvement Roadmap</title>
      <link>https://trid.trb.org/View/2440037</link>
      <description><![CDATA[The North Birmingham community includes 6 of the City of Birmingham’s 99 individual neighborhoods. Most parts of the North Birmingham community are considered disadvantaged by the Justice40 Initiative. The City of Birmingham is interested in helping the North Birmingham community transition to a cleaner energy future, particularly through improvements to the aging transportation system and poor housing conditions. The city seeks to improve public health and encourage economic development through improvements to the transportation and housing systems in the neighborhoods. The Alabama Clean Fuels Coalition (ACFC) was engaged to provide technical assistance and help the City of Birmingham establish pathways to reduce transportation-related greenhouse gas emissions in and around the North Birmingham community. ACFC is a U.S. Department of Energy (DOE)- designated coalition in the Clean Cities and Communities partnership. Clean Cities and Communities is a DOE partnership to advance clean transportation nationwide. More than seventy-five DOE-designated coalitions work locally to deploy clean transportation fuels and fuel-saving technologies and practices. Based on engagement with citizens and businesses, ACFC identified three priorities for transportation improvements in North Birmingham. The three issues are poor pavement conditions, stopped trains blocking traffic, and heavy trucks on neighborhood roads. These issues are outside the scope of the work of ACFC, DOE, and the National Renewable Energy Laboratory (NREL). Therefore, based on in-person community engagement, ACFC identified three additional energy-related opportunities for transportation improvements. These include improving public transportation, installing electric vehicle (EV) chargers at workplaces, and developing North Birmingham into an EV charging hub. These opportunities arose from comments from North Birmingham community residents regarding the need for economic development and improved environmental conditions.]]></description>
      <pubDate>Wed, 30 Oct 2024 17:16:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440037</guid>
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    <item>
      <title>Spatiotemporal patterns and influences of demographic characteristics and land use patterns on micromobility ridership in Birmingham, Alabama</title>
      <link>https://trid.trb.org/View/2424326</link>
      <description><![CDATA[The rise of the sharing economy in recent years led to changes in transportation service delivery, including the introduction of micromobility services. Case studies are needed to better understand determinants of micromobility mode choice and its impacts on transportation operations. This study used data from a micromobility pilot program in Birmingham, Alabama to analyze spatiotemporal demand variations and explore correlations between micromobility ridership and demographic characteristics and land use patterns. Using space-time pattern mining techniques, temporal and spatial variations in micromobility usage were confirmed, with peak usage observed on Fridays, Saturdays and Sundays, during afternoon and evening hours, and during warmer months. Spatial analysis employed Kernel Density techniques and revealed concentrated micromobility trip origins in high-density areas such as Railroad Park, downtown, the University of Alabama at Birmingham (UAB) campus, and the Five Points South neighborhood. Correlations between Birmingham micromobility ridership and demographic characteristics and land use patterns were studied using clustering approaches and a multilevel negative binomial model. The model identified significant positive associations between micromobility ridership and the younger population (18–34 years of age), with a negative association in the 45–54 age group, signaling a decline in usage among older individuals. Regarding land uses, the model results showed significant positive correlations with the presence of park areas and commercial, residential, and industrial land uses, and the university campus. Furthermore, a positive correlation was observed with the National Walkability Index and parking facilities, whereas increased distance from the city center was associated with reduced micromobility ridership. The study offers valuable insights that can assist decision and policymakers in Birmingham as well as other medium-sized cities, in planning, and implementing micromobility programs that serve the local needs.]]></description>
      <pubDate>Mon, 23 Sep 2024 09:04:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2424326</guid>
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    <item>
      <title>Characterization of Concrete Creep and Shrinkage of the Birmingham I-59/I-20 Segmental Bridge</title>
      <link>https://trid.trb.org/View/2422999</link>
      <description><![CDATA[The objective of this study is to accurately predict the creep and shrinkage behavior of concrete in the I-59/I-20 segmental bridge located in downtown Birmingham, Alabama. Concrete samples were collected on four sampling dates throughout the bridge’s construction for creep and shrinkage testing. Concrete specimens were loaded at 7, 28, 91, and 182 days for creep testing. Shrinkage testing began for concrete specimens as soon as specimens were exposed to drying after initial curing. All concrete specimens were cured using increased temperatures for the first 24 hours after casting. Creep and shrinkage measurements were collected at set time intervals over five years. To accurately predict creep and shrinkage, eight commonly used models were evaluated during this project: AASHTO LRFD, ACI 209, B3, B4, CEB MC 1990, CEB MC 90-99, CEB MC 2010, and GL 2000. A statistical analysis was performed to compare each model to the measured data, and it is concluded that the CEB MC 90-99 model most accurately predicts the measured creep and shrinkage. Calibration to improve prediction was performed on the CEB MC 90-99 model, as well as the CEB MC 1990 model because it is commonly used in bridge design software. It is recommended to use the calibrated CEB MC 90-99 model to predict the creep and shrinkage of the concrete cast in segments of the Birmingham I-59/I-20 segmental bridge.]]></description>
      <pubDate>Fri, 06 Sep 2024 16:58:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2422999</guid>
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    <item>
      <title>Railroad Investigation Report: Norfolk Southern Railway Employee Fatality, Bessemer, Alabama, December 13, 2022</title>
      <link>https://trid.trb.org/View/2367080</link>
      <description><![CDATA[​On December 13, 2022, about 12:01 a.m. local time, the lead locomotive of Norfolk Southern Railway (NS) freight train A55-12 (train A55) struck a length of steel angle iron protruding from a gondola car on stationary NS freight train 340-12 (train 340) on the Alabama Great Southern South Subdivision in Bessemer, Alabama. Train A55 was traveling northbound about 54 mph on main track 2; train 340 was stopped on main track 1. The gondola car, SSEX 100843 (hereafter the gondola car), was part of a block of 21 railcars recently added to train 340 from a yard track near a U.S. Pipe recycling facility. The section of angle iron was protruding from the top edge of the gondola car on its east side, fouling main track 2 at milepost 153.5. As the lead locomotive of train A55 passed the gondola car on the adjacent track, the section of angle iron penetrated the locomotive’s left-front door window, continued into the operating cab, and struck the conductor trainee. The conductor trainee was killed, and the conductor was transported to a local hospital for minor injuries. Visibility conditions at the time of the accident were dark and clear; the weather was 50°F with no precipitation. ​The National Transportation Safety Board (NTSB) determined that the probable cause of the December 13, 2022, Norfolk Southern Railway employee fatality was the hazardous condition of a gondola car that was identified by personnel within a U.S. Pipe facility but not communicated to Norfolk Southern Railway or identified by Norfolk Southern Railway personnel during required pre-departure inspections.​​]]></description>
      <pubDate>Tue, 23 Apr 2024 16:52:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367080</guid>
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    <item>
      <title>Shared E-Scooter User Characteristics and Usage Patterns across Four U.S. Cities</title>
      <link>https://trid.trb.org/View/2244402</link>
      <description><![CDATA[The rapid growth of shared e-scooters around the world creates an interest and a need to understand who uses shared e-scooters, trip patterns, and modal shift impacts. To shed light on these questions, this study conducted an online survey (N?=?1498) to collect information on shared e-scooter use in four U.S. cities: Birmingham, AL, Washington D.C., Los Angeles, CA, and Miami, FL. The paper provides a comprehensive view of shared e-scooter use in different cities and reveals the similarities and differences in e-scooter users’ socioeconomic characteristics. Furthermore, the results of a binary logistic model show the impact of socioeconomic and travel modal choice factors on predicting shared e-scooter usage. The findings suggest that male, younger, and more affluent users who live in smaller households owning fewer vehicles are more likely to use shared e-scooter services. The relationships between income level, race/ethnicity, or e-scooter ownership and the usage of shared e-scooters are not statistically significant. The McFadden’s R2 of the binary logistic regression model indicates an excellent fit. The results also show that compared with non-users, shared e-scooter users tend to assess travel cost as more important and travel safety as less important in their mode choice. The findings from this work can help city planners, policymakers, and other micromobility stakeholders in their efforts to promote the adoption of shared e-scooters and improve on deployment practices of shared e-scooters at their locations.]]></description>
      <pubDate>Mon, 18 Sep 2023 08:50:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2244402</guid>
    </item>
    <item>
      <title>Evaluating Detours for a Major Construction Project in the Era of Real-Time Route Guidance</title>
      <link>https://trid.trb.org/View/2142342</link>
      <description><![CDATA[Major road construction projects can be significant sources of traffic congestion and motorist delays. Maintaining agencies typically attempt to mitigate these impacts by designating detour routes and providing project information to motorists. This information can be conveyed through a variety of media, from traditional static and variable roadway signage placed in the field to electronic media including web sites, radio and television advertisements, call centers, text messaging, and navigation apps. In this era of real-time traffic information and in-vehicle route guidance, it is not clear to what extent this detour information is used and which messaging components are most effective. This study used the Interstate 59/20 reconstruction project in Birmingham, Alabama to evaluate the detour planning process and the effectiveness of the resulting detour and information strategies. The objective was to develop recommendations and best practices that can be applied to future construction projects and allow transportation agencies to allocate project resources to greatest effect. The evaluation included a review of the transportation modeling process used to project traffic diversions and designate detour routes, a survey of motorists to determine the sources of information they used to choose detour routes during construction, and a study of traffic patterns before, during, and after the project to understand if and how detour patterns changed over the course of the one-year project. The study resulted in recommendations for conducting planning studies for large roadway projects and found that factors such as transit usage assumptions, employer work policies, and roadway capacity assumptions can have significant impacts on model accuracy. The survey found that motorists used a wide variety of information sources when selecting detour routes and that they often modified those routes based on real-time data. The travel time and traffic count analysis found that detour patterns did vary over time as the transportation system reached equilibrium. It also found that actual traffic patterns during the reconstruction project did not always match responses to the motorist survey, suggesting that motorists used designated detour routes initially but adjusted them during the course of the project.]]></description>
      <pubDate>Tue, 28 Mar 2023 11:02:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2142342</guid>
    </item>
    <item>
      <title>Mitigating Network Congestion by Integrating Transportation Network Companies and Urban Transit</title>
      <link>https://trid.trb.org/View/2055930</link>
      <description><![CDATA[Transportation Network Companies (TNCs) like Uber and Lyft, provide a transportation option that offers a higher level of availability, reliability, and convenience than traditional taxi and transit services. However, there are widespread concerns about their impacts on urban congestion and their threat to public transit and taxi services, some of which are affirmed by recent case studies. The research team developed and demonstrated novel methods for calibrating MATSim models using a regionally approved mode split behavioral model and real-world traffic counts; collecting and processing Uber trip-level data using crowdsourcing to address the lack of publicly available TNC data; and modeling ride-hailing, in addition to automobile and transit trips, in the same simulation testbed. Products of this research include: (a) a questionnaire survey for documenting awareness and use of TNC services in the Southeastern US; (b) a rigorously calibrated MATSim model of the Miami Beach area; and (c) a comprehensive digital twin model of the Birmingham region. The latter MATSim model successfully incorporates public transit and ride-hailing services into the Birmingham transportation network, in addition to private automobiles. Overall, this research work provides valuable contributions to the current body of knowledge related to multimodal modeling using an open-source large-scale agent-based transportation simulation platform. The findings of the case studies reported herein provide evidence on the benefits of adopting transit, TNC, and road pricing strategies in small- and medium-size urban settings and can assist transportation decision makers, urban planners, transit agencies, and TNC providers in their efforts to optimize their operations and serve the needs of the traveling public.]]></description>
      <pubDate>Tue, 15 Nov 2022 10:50:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2055930</guid>
    </item>
    <item>
      <title>Potential benefits of increased public transit ridership in medium sized cities: a case study</title>
      <link>https://trid.trb.org/View/1925696</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 10 Mar 2022 08:32:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925696</guid>
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    <item>
      <title>STRIDE Project C - Performance Measurement and Management Using Connected and Automated Vehicle Data [supporting dataset]</title>
      <link>https://trid.trb.org/View/1869585</link>
      <description><![CDATA[The main objective of this study is to develop a methodological framework to estimate system performance measurements using connected vehicle (CV) data. The study also provides a validation of the framework as a proof of concept by determining performance measurements from traditional and CV data. In doing so, the microscopic simulation software VISSIM with trajectory conversion algorithm (TCA) is used to generate CV data, particularly basic safety message (BSM) for a study corridor located in Birmingham, Alabama. The estimated performance measures can be used by a system operator, planner, or an automated system to support decisions associated with these processes. The measurements can be also used to derive information for dissemination to travelers, third-party data aggregators, traveler information service providers, and other agencies. The collected and archived data includes real-world data collected from different sources in addition to simulation model results.]]></description>
      <pubDate>Tue, 24 Aug 2021 10:34:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1869585</guid>
    </item>
    <item>
      <title>Technology Influence on Travel Demand and Behaviors [supporting dataset]</title>
      <link>https://trid.trb.org/View/1859119</link>
      <description><![CDATA[Abstract of the final report is stated below for reference:  Over the last decade, the popularity of Transportation Network Companies (TNCs) as a mode of travel has been increasing at a steady pace, even in medium size cities. However, the determinants that influence transportation users to adopt TNCs as a preferred mode choice are still not well understood, nor are the impacts of such preferences on their travel patterns and transportation network operation. This study used a mixed methods approach to examine and document technology influence on travelers’ attitudes, preferences, and choices and their potential impact on transportation services in the Southeast. More specifically, the study investigated the influence of Transportation Network Companies (TNCs) such as Uber and Lyft, on travelers’ behavior in two medium size cities in the Southeast based on three distinct but interrelated case studies, in addition to a comprehensive literature review and synthesis. The first case study was a survey of 600 millennials (born 1981-1996) in North Carolina that was used to understand their travel behavior in a market where ride-hailing services have taken off in terms of use and coverage in the past 5 years. The second case study focused on factors that influence transportation users to select TNCs for completing typical day trips. A questionnaire survey was developed and used to survey over 450 transportation users in the Birmingham Metro area on their current travel preferences and practices and document their attitudes toward TNC use as a travel mode of choice. The third case study evaluated the feasibility of building an agent-based simulation model of the Birmingham Metro Area in order to study the impact of shifts in travel demand due to applications of shared-use economy on local and regional congestion. Due to the fact that commonly used traffic simulation models lack the ability to simulate shared modes in detail, the Birmingham prototype model was developed using the Multi-Agent Transport Simulation (MATSim) modeling platform and was a major undertaking in itself. The case study identified data needs and requirements for model development and adopted a data-driven approach for addressing data sparsity issues encountered. Future research by the research team will extend this work by expanding the prototype Birmingham MATSim model to incorporate public transit and quantifying the impacts from the integration of TNCs and transit on travel demand and congestion.]]></description>
      <pubDate>Fri, 09 Jul 2021 17:44:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1859119</guid>
    </item>
    <item>
      <title>Barriers and facilitators to bikeshare programs: A qualitative study in an urban environment</title>
      <link>https://trid.trb.org/View/1845876</link>
      <description><![CDATA[Bikeshare programs have emerged across the US to promote bicycling as an active mode of transportation that could potentially improve health and quality of life. However, bikeshare usage is low in some settings. The purpose of this qualitative study is to explore barriers and facilitators of bikeshare use and to identify potential strategies to increase participation in urban environments. Focus groups were conducted with urban bikeshare users in Birmingham, Alabama. Thematic analysis was guided by the PRECEDE model, which identifies predisposing (intrapersonal), reinforcing (interpersonal), and enabling (structural) factors related to a health program. In the four focus groups, the most prominent barriers to utilization identified were age, disability, stigma, and lack of awareness of programs (intrapersonal), having small children (interpersonal), lack of safety and bicycling infrastructure, bikeshare characteristics such as location, time constraints, cost, ease of use, and availability of bikes (structural). The most prominent facilitators included enjoyment (intrapersonal), peer support (interpersonal), and convenience, location, cost, and availability of electric bikes (structural). Recommendations to increase usage were primarily structural, such as infrastructure improvement, incentive programs, awareness and safety campaigns, expansion to neighborhoods and trails, increasing time users can ride before docking, and providing more electric bikes. To increase bikeshare use in urban settings, use-restricting policies must be addressed.]]></description>
      <pubDate>Wed, 26 May 2021 11:18:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845876</guid>
    </item>
    <item>
      <title>Evaluating Disparities in Child Occupant Protection Using a Proportion-Eliminated Approach to Mediation</title>
      <link>https://trid.trb.org/View/1843274</link>
      <description><![CDATA[While there are clear racial/ethnic disparities in child restraint system (CRS) use, to date no studies have identified mediators that quantitatively explain the relationship between race and CRS use. Therefore, the objective of this study was to provide an example of how a proportion-eliminated approach to mediation may be particularly useful in understanding the complex relationship between race and CRS use. Sixty-two mothers with a child between 4-8 years old completed a survey and had their CRS use assessed by a Child Passenger Safety Technician using a structured assessment based on the 2018 American Academy of Pediatrics’ Best Practice guidelines. Recruitment and data collection occurred in Birmingham, Alabama between June 2018 and January 2019. The authors used chi-squared tests, logistic regressions, and a proportion-eliminated approach to mediation to compare the variables of interest and to estimate the amount of the association between racial group membership and errors in restraint use that may be explained by sociodemographic, psychosocial, and parenting variables.  Before mediation, Nonwhite mothers in this sample had a 7.38 greater odds of having an error in CRS use than White mothers. Mediation analyses indicated that being married and self-reported seatbelt use explained 47% and 35% of the effect of race on CRS use errors, respectively. A proportion-eliminated approach to mediation may be particularly useful in child passenger safety research aiming to inform the development of interventions tailored for racial minority populations.]]></description>
      <pubDate>Wed, 28 Apr 2021 09:30:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1843274</guid>
    </item>
    <item>
      <title>Alabama Demonstration Project: Improvements to the US 280 Corridor from Hollywood Blvd. to Doug Baker Blvd. in Birmingham, Alabama</title>
      <link>https://trid.trb.org/View/1766640</link>
      <description><![CDATA[As a part of the Highways for LIFE (HfL) initiative, the Federal Highway Administration (FHWA) provided a $2,000,000 grant to the Alabama Department of Transportation (ALDOT) to modify 26 signalized intersections along this route by eliminating or modifying the access points, turning movements, or median crossings, adding turning lanes, or modifying side streets to improve traffic flow. The project is located along a section of US 280 between Hollywood Boulevard and Doug Baker Boulevard, a distance of about 8.2 miles, along one of the busiest corridors in Birmingham. ALDOT gained valuable experience from the use of HfL innovations on the Birmingham US 280 project. The costs associated with traditional solutions in urban areas make it necessary to maximize the efficiency of existing facilities before considering expansion options. For this project, the traditional solutions would be increasing capacity through addition of travel lanes. However, expanding the number of lanes was not considered practical due to the right-of-way costs involved, so no cost estimate was available. While the cost of a double deck solution for a portion of the project length was put in the program, it was never considered practical due to the high costs ($950 million). Success—as measured in reduced congestion, reduced crash incidents, and user satisfaction with the project—will encourage the future use of these technologies.]]></description>
      <pubDate>Sun, 14 Mar 2021 18:16:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1766640</guid>
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