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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <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>The Conceptual Art of Moving People through Decentralized Mobility Districts</title>
      <link>https://trid.trb.org/View/1994626</link>
      <description><![CDATA[Over the last decade, the shifting trend in the fewer miles driven combined with the millennial’s acceptance of multimodal transportation choices calls for a paradigm shift in how people move. Although the term mobility is commonly referred to individuals with disabilities, this paper presents a systems framework that redefines mobility. It is an inclusive paradigm that aims to meet the mobility needs of all citizens including disabled individuals. Also, presented is a conceptual illustration of a decentralized mobility district (DMD) operational at Morgantown, West Virginia.]]></description>
      <pubDate>Tue, 24 Jan 2023 09:28:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1994626</guid>
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    <item>
      <title>Seamless Transportation Services For the Greater Morgantown Area</title>
      <link>https://trid.trb.org/View/2062452</link>
      <description><![CDATA[The Monongalia Urban Mass Transit Authority on behalf of Mountain Line Transit Authority (MLTA), will receive funding to create an integrated fare payment system for riders of MLTA buses and West Virginia University's on-demand transit system and drivers using municipal parking lots in and around Morgantown, W.V. The unified payment will improve access to jobs and healthcare in Morgantown while providing contactless payment via an online, smart phone-enabled application.]]></description>
      <pubDate>Tue, 15 Nov 2022 16:17:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2062452</guid>
    </item>
    <item>
      <title>M-PRT System Energy Assessment and Advanced Small Transit Vehicle Study</title>
      <link>https://trid.trb.org/View/1952000</link>
      <description><![CDATA[This project conducted an energy assessment of the Morgantown (West Virginia) Personal Rapid Transit System, performed upgrades to improve the system’s energy efficiency, assessed the current state of the small transit vehicle industry, and provided recommendations to improve the features, durability, and procurement processes of transit vehicles used to provide transit services in rural communities. The Brevi Bus prototype developed at Ride Solution in Palatka, Florida, was specifically designed to address these unique vehicle requirements of rural transit providers. Further vehicle development based on the Brevi Bus design could dramatically improve upon the features of current vehicle offerings.]]></description>
      <pubDate>Mon, 16 May 2022 16:59:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1952000</guid>
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    <item>
      <title>Multimodal Connected Vehicle Pilot for Winter Travel</title>
      <link>https://trid.trb.org/View/1886098</link>
      <description><![CDATA[Transit service accessibility improvement is an important topic among transit planners and policymakers. Real-time transit information sharing via smartphone app has several benefits, such as lower wait time at the transit stops and higher transit accessibility. Previous studies assessed the benefits of real-time transit information (RTI) sharing mostly by analyzing the survey data or by a simulation-based method. This study collected field trip data to analyze transit trips with a multimodal app (i.e., intervention group) compared to the trips without the app (i.e., control group) to quantify the transit stop wait time reduction in the presence of the multimodal app. The multimodal app disseminated RTI to the users (i.e., location, speed, weather, and road condition information). This study indicates that the average reduction of transit stop wait time after the app use was about three minutes on a selected transit route in Morgantown, West Virginia. The calculated origin-destination-based transit supply index indicates that the network-wide transit supply can be increased by 14% with the use of the multimodal app. The reduced wait time at transit stops reduced the average trip time, and riders can walk from further distances to reach the transit stops. In other words, the long-standing first- and last- mile transit connectivity problem can be improved by using the multimodal app that shares real-time transit information. The findings of this study justify more widescale use of the multimodal app in an urban and rural environment, which can lead to a sustainable transportation system (especially during times of extreme weather).]]></description>
      <pubDate>Fri, 05 Nov 2021 17:18:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1886098</guid>
    </item>
    <item>
      <title>But I Fed the Meter!</title>
      <link>https://trid.trb.org/View/1675186</link>
      <description><![CDATA[This article presents a case study of Morgantown, West Virginia’s successful approach to problems of short-term downtown parking. The author describes the downtown area’s parking challenges and the initial implementation and enforcement of posted time limits. This strategy introduced its own new challenges, leading to a new approach--the creation of a downtown parking zone with steep fines to discourage the type of abuse seen with previous regulations.]]></description>
      <pubDate>Mon, 30 Dec 2019 10:48:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1675186</guid>
    </item>
    <item>
      <title>Leveraging Connected Vehicles to Enhance Traffic Responsive
Traffic Signal Control</title>
      <link>https://trid.trb.org/View/1606097</link>
      <description><![CDATA[For traffic signal control, Time of Day (TOD) mode of operations is widely deployed in practice for selecting a signal timing plan. However, TOD mode is not effective in adapting to variations in traffic conditions, such as special events and holidays, incidents, etc. Several research studies have reported the potential of Traffic Responsive Control operation or Traffic Responsive Plan Selection (TRPS) in reducing delays and the number of stops. For successful implementation of TRPS, accurate traffic state estimation is essential. The current study in this direction investigates a methodology for traffic state estimation for a corridor in Morgantown, West Virginia, by using system detector data and connected vehicles (CV) data. Data from CVs form the basis to estimate queue lengths at signalized intersection approaches. While using data from multiple sources, a single measure in terms of three plan selection parameter was obtained, based on which discriminant functions were developed to classify the observations into states. Based on k-means clustering, similar traffic states were grouped together and a new set of states were suggested in place of the original states for which up to 93% classification accuracy was obtained. Overall, it was demonstrated that queue length data can be a valuable source of information for traffic state estimation that is needed for implementing the TRPS framework.]]></description>
      <pubDate>Thu, 30 May 2019 09:28:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1606097</guid>
    </item>
    <item>
      <title>Automated Transit Applications: Real-World Examples</title>
      <link>https://trid.trb.org/View/1552784</link>
      <description><![CDATA[Automated transit applications come in many forms that may be called different names depending on their configuration, operating environment, and service characteristics. A common thread connecting these members of the automated guideway transit (AGT) family is operation via central control systems without onboard human drivers—similar to automated roadway vehicles. Unlike automated buses and automated roadway vehicles, however, many of which are still in various stages of development and testing, each form of AGT has one or more applications in real-world operation. In this article, an excerpt from Chapter 4 of the book, "Automated Transit: Planning, Operation, and Applications," case studies of AGT technologies currently in use around the world are highlighted. Examples include: (1) Driverless Metro in Paris; (2) Automated light rail transit in Bukit Panjang, Singapore; (3) the Detroit People Mover; (4) AirTrain at John F. Kennedy International Airport in New York; (5) the Morgantown Personal Rapid Transit (PRT) System in West Virginia; and (6) the Ultra PRT at Heathrow International Airport in London.]]></description>
      <pubDate>Fri, 05 Oct 2018 15:28:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1552784</guid>
    </item>
    <item>
      <title>Aesthetic appreciation of Personal Rapid Transit: A new viewpoint</title>
      <link>https://trid.trb.org/View/1515407</link>
      <description><![CDATA[The purpose of this study was to open a new perspective on the aesthetics of elevated urban transit infrastructure with the goal of influencing public preferences and acceptance of this type of infrastructure. It aimed to suggest major implications for city planners and policymakers involved in elevated infrastructure development. A sample of 36 amateur videos was retrieved from YouTube using the Video List tool through the key phrase “Personal Rapid Transit Morgantown WV.” Qualitative methods were used to analyze the video content. The results found that the riders enjoyed the ride and its dynamic and visual experiences, suggesting that riders' levels of appreciation of the elevated transit infrastructure are higher than those of viewers outside the infrastructure. If aesthetics influence general social acceptability of elevated transit infrastructure, studies on the visual assessments that combine the views of the infrastructure with the views from the infrastructure might lead to a new appreciation of the infrastructure and, consequently, to the smoothness of the planning process.]]></description>
      <pubDate>Mon, 27 Aug 2018 14:05:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515407</guid>
    </item>
    <item>
      <title>ACS-Lite Adaptive Control Evaluation Using High Resolution Data Performance Measures</title>
      <link>https://trid.trb.org/View/1438732</link>
      <description><![CDATA[ACS-Lite is a member of the adaptive signal control family featuring a cost-effective, widely deployable system for linear or arterial network traffic management. There are a number of parameters that a user must configure for an ACS-Lite deployment and few studies have been conducted to provide guidance on the configuration of those parameters. Likewise, when retrofitting an existing signalized corridor with ACS-Lite, the existing vehicle detection may not conform with the recommended setup, which can be costly to change. This study evaluated one parameter configuration and two vehicle detection configurations in a simulation environment based on a congested corridor of five intersections in Morgantown, West Virginia. The evaluation was based on the analysis of percent arrivals on green and red block delay, derived from high resolution traffic signal data. The findings indicate that it is preferable to use the most relaxed offset increment (6 seconds) and maximum deviation (unbounded) settings to allow the algorithm to adjust. Under these settings, the algorithm was able to remedy a poor intersection offset. The need for lane-by-lane stop bar detection for phase utilization did not seem critical compared to approach-based detection, assuming the multi-lane phases are predominantly on the mainline movement. The algorithm performance seemed to suffer if vehicles queue over the upstream flow profile detectors, so it is recommended that they be located upstream far enough to avoid queuing.]]></description>
      <pubDate>Mon, 13 Mar 2017 09:12:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438732</guid>
    </item>
    <item>
      <title>Evaluation of Exclusive Pedestrian Phase Signalization Alternatives</title>
      <link>https://trid.trb.org/View/1438728</link>
      <description><![CDATA[Most signalized intersections in locations with some level of pedestrian activity include pedestrian crossing signals, but the engineer must still decide whether to activate those signals concurrently with adjacent vehicle phases or exclusively with no vehicular movements. Exclusive pedestrian movements, also known as a “Barnes Dance”, are assumed to increase the safety for the pedestrians, but this increased safety also increases vehicular (and sometimes pedestrian) delay. Few research studies have been conducted to investigate the impact of exclusive pedestrian phasing compared to concurrent pedestrian phasing and strategies to minimize the impact of exclusive pedestrian phasing on vehicular delay. While the safety of pedestrians should not be ignored, vehicle delay and intersection efficiency should also be considered as factors in the decision making process. This study examines the impact of five pedestrian phasing alternatives across a range of volume scenarios. An intersection in Morgantown, West Virginia was modeled and simulations were run to determine the average vehicle delay and the total vehicle delay during the AM Peak hour. The optimal alternative for a given intersection will depend heavily on the traffic volumes and pedestrian volumes, therefore the purpose of this study is not to provide a blanket recommendation for the best alternative, but identify possible alternatives for a traffic engineer to consider.]]></description>
      <pubDate>Mon, 13 Mar 2017 09:12:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438728</guid>
    </item>
    <item>
      <title>Characterizing Emergency Vehicle Preemption Operation with High-Resolution Traffic Signal Event Data</title>
      <link>https://trid.trb.org/View/1392858</link>
      <description><![CDATA[This paper proposes the use of a signal phase spectrum plot to analyze high-resolution traffic signal event data. Specifically, the controller performance related to emergency vehicle preemption operation is characterized in an effort to identify performance measures that will allow a traffic engineer to understand better the impact that various configurations have on intersection operations. Performance measures for individual intersections in coordinated systems include preemption duration, transition duration, and total interruption time. Performance measures for networks are based on an emergency vehicle reidentification process for deriving an emergency vehicle’s trajectory through a network, and the results can further be used to estimate travel time, travel speed, and origin–destination. These performance measures are illustrated by simulated signal system in Morgantown, West Virginia. Transition modes are varied in the simulation network to determine the relative performance measures. Case studies are presented for using high-resolution data to troubleshoot field preemption operation using signal systems in Morgantown and Huntington, West Virginia.]]></description>
      <pubDate>Sat, 02 Apr 2016 16:01:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392858</guid>
    </item>
    <item>
      <title>Leveraging Connected Vehicles to Enhance Traffic Responsive Traffic Signal Control</title>
      <link>https://trid.trb.org/View/1401178</link>
      <description><![CDATA[Actuated traffic signal controllers rely on sensors to detect vehicles so that green time can be allocated on a second-by-second basis. Traffic signals that are part of a closed loop system running coordination plans can also utilize detector information to select different pre-programmed plans based on the current traffic state. These Traffic Responsive Plan Selection (TRPS) algorithms currently rely on point detectors that only measure volume and occupancy. With the anticipated implementation of Connected Vehicles, sensors can be installed at signalized intersections to collect the trajectory of these vehicles, which will allow queue lengths to be estimated. Additionally, many radar-based sensors that are currently on the market are capable of tracking vehicles approaching an intersection, which can also be used to estimate queue lengths. This queue length information can be fused with the volume and occupancy data from point detectors to gain an even better understanding of the state of the signal system. This enhanced information could likely allow even better selection of pre-programmed coordination plans. When trajectory-based vehicle information becomes widespread and reliable, it is entirely possible that this information will be used by the controller logic to directly make decisions. In the meantime, this research will investigate whether this information can be leveraged to further enhance TRPS control, which is widely available in most traffic signal controllers. An existing Central system-in-the-loop simulation of a traffic signal system in Morgantown, WV will be utilized to implement and test algorithms for estimating queue lengths from vehicle trajectory data in real-time, estimating the state of the system in real-time, and communicating information back to the controllers to change the timing plans, when appropriate. The advanced TRPS will be compared to basic coordination timing plans and basic TRPS control across various volume scenarios to estimate improvements in delay, emissions, and fuel consumption.]]></description>
      <pubDate>Tue, 15 Mar 2016 18:37:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1401178</guid>
    </item>
    <item>
      <title>Train Control Upgrade for the Morgantown Person Rapid Transit System at West Virginia University</title>
      <link>https://trid.trb.org/View/1331653</link>
      <description><![CDATA[The Morgantown Personal Rapid Transit (MPRT) system is an automated people mover system that provides non-stop origin-to-destination service among the separate campuses of West Virginia University and the Morgantown Central Business District. The system opened in 1975 and was the first large scale Automated Guideway Transit system in the United States. The MPRT is a vital piece of the University; without it, students would be unable to take classes on the adjoining campuses. The Morgantown system meets most of the classifications of a PRT: it is automated; it responds on customer demand; and it provides direct origin-to-destination service. However, the Morgantown vehicles can accommodate up to 20 passengers, which the industry considers to be too large to be Personal Rapid Transit. Nevertheless, the Morgantown system is the only transit system in the U.S. that has achieved the operating characteristics of a PRT system. After nearly 37 years of operation, the Morgantown system is due for an upgrade. On the existing system, communication with the train is achieved with inductive loops, or cables, that are embedded in the concrete running surface. Over the years, these loops have begun to deteriorate, which has adversely affected the reliability of the system. An investment in an upgraded train control system was recommended to sustain operations in the long term. Replacing the existing communication loops was determined to be infeasible due to the cost and the impact on operations. The University has elected to implement radio-based train control, or Communications Based Train Control (CBTC), while still maintaining the operating characteristics of the existing system. A radio-based communication system eliminates reliance on inductive loops, thereby improving the availability of the system while also lowering the maintenance costs. This paper describes the Morgantown PRT system, the benefits of upgrading the MPRT with a CBTC system, and the challenges that the train control contractor is likely to face.]]></description>
      <pubDate>Mon, 01 Dec 2014 15:57:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1331653</guid>
    </item>
    <item>
      <title>CIR solves West Virginia pavement predicament</title>
      <link>https://trid.trb.org/View/1326918</link>
      <description><![CDATA[Re-using aggregates that have already been paid for and placed within the roadway structure is environmentally friendly and cost effective - and is integral to the cold in-place recycling (CIR) process. The state of West Virginia, faced with tight roadway funding, has had great success in using micro surfacing and other pavement preservation techniques to maintain its roadways; for those pavements that need more attention, its Department of Highways has used CIR. One such project is detailed here - Fort Martin Road, located in Monongahela County, north of Morgantown - which faced various challenges, including a location in a mountainous area with extreme temperature variations, as well as being a two-lane, 22 ft-wide coal haul road with truck traffic comprising 25 percent. It is also tree-lined with 60% of the roadway in shade, bringing with it complications of prolonged exposure to moisture and sheet ice.]]></description>
      <pubDate>Tue, 21 Oct 2014 14:11:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1326918</guid>
    </item>
    <item>
      <title>Enhancing Traffic Control Systems to Reduce Emissions and Fuel Consumption</title>
      <link>https://trid.trb.org/View/1326280</link>
      <description><![CDATA[The tasks completed within this project will address all aspects of traffic signal timing - design, optimization, deployment, and monitoring - with a focus on the reduction of emissions and fuel consumption.  The reductions will be achieved directly through the optimization of signal timing plans to minimize emissions and fuel consumption and indirectly through the improvement of emergency vehicle preemption (EVP) control by reducing travel time for the emergency vehicle and decreasing the delay for other vehicles at the intersections impacted by the EVP.  Each task will be completed by a different PI, but some information will be shared among tasks.  The study corridor for this project is a heavily congested 4-lane roadway in Morgantown, WV (WV-705).  The traffic signals along this corridor are collecting high resolution traffic data with a system managed by Marshall University.  A VISSIM simulation model of this corridor will also be utilized in this research for various tasks.  Each of the tasks will be integrated through the use of the common study corridor. Task 1. Monitoring EVP Performance with High Resolution Data  (Nichols): Many traffic signal controllers are now capable of logging all events that occur at the intersection to a tenth of a second resolution.  These events include common events, such as phase changes and detector calls, and rare events, such as coordination alarms and emergency vehicle preemption.  Research efforts in previous years have focused on how to turn this data into useful information for traffic engineers to make decisions on signal performance and modifications.  This type of information is already being produced for the WV-705 corridor and will be utilized in Task 3.  To date, no one has used this data to evaluate EVP operations on a corridor.  These events are difficult to observe and evaluate in the field because they do not occur on a frequent or regular basis.  This task will investigate field data from the WV-705 corridor to determine EV travel time along a corridor and quantify the impact (duration) of the preempt call on each intersection.  Simulation that produces high resolution data will also be utilized in this effort to conduct sensitivity analysis of the system performance.  The EVP performance data will be utilized in Task 2. Task 2. Designing Signal Timing for EVP  (Abbas): The current state-of-practice implementation of EVP interrupts normal operation of traffic signals on an intersection-by-intersection basis, causing degraded signal system (e.g., corridor) performance. Geographic Positioning System (GPS) based and similar emerging area-wide priority systems are currently experimented with to provide a solution to this problem, but can also introduce other issues related to false priority calls. Both systems need background timing plans that are specifically optimized to work with the priority system. An on-going Virginia Department of Transportation (VDOT) research project being conducted by Dr. Abbas is looking into the need for tools and guidelines to determine: (1) the conditions under which each system should be used and (2) the optimal timing plans and compatible configuration for the selected system.  The purpose of this Mid-Atlantic Transportation Sustainability Center (MATS) project is to leverage the high-resolution data for the WV-705 corridor from Task 1 to investigate the potential use of GPS-based and similar priority systems to provide a prioritized right-of-way to EVs through signalized intersections while optimizing the overall system performance.  The project will analyze the performance and robustness of timing plans that are designed with the preemption patterns in mind, under real field conditions. Task 3. Optimizing Signal Timing to Minimize Emissions and Fuel Consumption (Rakha): Currently, traffic signal timings for an isolated traffic signal or coordinated traffic signals are based on the minimization of delay (in the case of isolated traffic signals) and minimization of the combination of delay and stops (in the case of arterials). However, at this point no attempt has been made to optimize traffic signal timings with the objective of explicitly minimizing fuel consumption and vehicle emissions. The objective of this task will be to initially focus on isolated traffic signal timing and identify the optimum signal timings associated with fuel consumption and various emissions and then develop an analytical formulation for the computation of the optimum signal timings. Future work will entail working on the arterial level to identify the optimum offsets from an environmental standpoint. This effort will utilize the high resolution data from Task 1 and supplemented with simulation runs for the WV-705 corridor. Task 4. Investigating Advanced Controller Settings to Minimize Emissions and Fuel Consumption (Park); In the US, there are more than 300,000 traffic signals. Among these, more than 90% of signals are being operated under actuated control. However, none of existing off-the-shelf optimization tools optimize the impact of advanced controller settings including extension time, detector recall mode, dual entry, simultaneous gap out, etc. The objective of this task will be to investigate these advanced controller settings in terms of its emissions and fuel consumption as well as mobility measures. This effort will also utilize the high resolution data from Task 1 and supplemented with simulation runs for the WV-705 corridor existing signal timing plans. This task will also consider utilizing either software-in-the-loop or hardware-in-the-loop simulation to emulate/implement actual traffic controllers. The SILS/HILS equipment available at the Traffic Operations Lab. at the University of Virginia will be utilized in this task. The WV-705 corridor in Morgantown, WV will be used as the study corridor.  Actual data being collected by the signal system will be utilized in this research.  A VISSIM simulation model exists of this same corridor, which emulates the field operation through software-in-the-loop.  Modifications to existing EVP parameters and signal timing plans will be evaluated in the simulation environment.  Marshall University manages this signal system, so these modifications could be deployed in the field if the simulation performance is positive. Expected benefits and impacts: Task 1.  Ability to leverage high resolution data being collected by many existing signal systems in order to evaluate the performance of EVP and provide information for designing signal timing plans to better account for EVP. Task 2.  Optimal and robust timing plans that are designed to work in tandem with preemption will result in improved system coordination by avoiding disruption to signal operation logic and will lead to reduction in system delay, fuel consumption, and emissions. Task 3.  Development of analytical formulations that explicitly consider the environment in the optimization of traffic signal timings. Task 4. Preliminary guidelines providing how to set advanced controller settings to minimize fuel consumption and emissions at intersections]]></description>
      <pubDate>Tue, 07 Oct 2014 01:00:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1326280</guid>
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