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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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      <title>Infrastructure-Based Sensor Data Capture Systems for Measurement of Operational Safety Assessment (OSA) Metrics</title>
      <link>https://trid.trb.org/View/1847463</link>
      <description><![CDATA[The operational safety of automated driving system (ADS)-equipped vehicles (AVs) needs to be quantified for an understanding of risk, requiring the measurement of parameters as they relate to AVs and human driven vehicles alike. In prior work by the Institute of Automated Mobility (IAM), operational safety metrics were introduced as part of an operational safety assessment (OSA) methodology that provide quantification of behavioral safety of AVs and human-driven vehicles as they interact with each other and other road users. To calculate OSA metrics, the data capture system must accurately and precisely determine position, velocity, acceleration, and geometrical relationships between various safety-critical traffic participants. The design of an infrastructure-based system that is intended to capture the data required for calculation of OSA metrics is addressed in this paper. The designed multi-modal sensor system includes a combination of traffic video cameras, vehicle-to-infrastructure (V2I) roadside units (RSUs), National Transportation Communications for Intelligent Transportation System Protocol (NTCIP)-compliant signal controllers streaming Signal Phase and Timing (SPAT) data, and Light Detection and Ranging (LIDAR) sensors. The system is contrasted with other design options to evaluate trade-offs between capability and cost. The designed data capture system was deployed at a SMARTDrive ProgramSM Test Bed intersection in Anthem, AZ that has been developed by the University of Arizona Transportation Research Institute (TRI) in cooperation with the Maricopa County Department of Transportation (MCDOT). The intersection is equipped with a sensor system that includes a fiber optic data transfer backbone to support the data transfer to a server at the MCDOT Traffic Management Center. A measurement uncertainty (MU) analysis has been conducted using experimental data to better understand the performance and reliability of the proposed sensor system design. The data capture system will enable the development and validation of a methodology to continuously measure OSA metrics by gaining rich information through fusion of multimodal data collected from available sources for safety assessment of the transportation system that includes AVs.]]></description>
      <pubDate>Mon, 30 Aug 2021 14:50:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1847463</guid>
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    <item>
      <title>Intersection Approach Advisory Through Vehicle-to-Infrastructure Communication Using Signal Phase and Timing Information at Signalized Intersection</title>
      <link>https://trid.trb.org/View/1496962</link>
      <description><![CDATA[Advancement in connected vehicle technology has created opportunities for researchers to develop safety critical and assistive applications for drivers. These applications do not only ensure drivers’ safety and assistance services but also benefit the environment by reducing fuel consumption and CO₂ emission. An intersection approach advisory system, which is one of the connected vehicle applications, utilizes the dedicated short range communications (DSRC) technology for V2X communications and National Transportation Communications for ITS Protocol (NTCIP) protocol reading SPaT data to provide intersection related information to drivers. In this paper, the authors discuss such a system that provides drivers the live signal information and recommends speeds through visual and auditory means in a less distractive way to make informed decisions before reaching to an intersection for different traffic scenarios. The authors also discuss the in-depth analysis of the implementation issues and challenges of such a system.]]></description>
      <pubDate>Thu, 22 Feb 2018 09:18:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496962</guid>
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    <item>
      <title>An NTCIP-Based Semantic ITS Middleware for Emergency Vehicle Preemption</title>
      <link>https://trid.trb.org/View/1365791</link>
      <description><![CDATA[To achieve automation in ITS (Intelligent Transportation System) environments, integrations for existing traffic management systems as well as various vehicle-centered systems need to be done without modification. This is in particular essential for an automated emergency vehicle preemption system, where traffic signal preemption should be more accurate, smooth, and secure. Current researches for ITS middleware do not give much thought on interoperability and performance, thus they cannot support such automation framework. This paper proposes Bevor, a semantic-based ITS middleware for emergency vehicle preemption based on NTCIP (U. S. National Transportation Communications for ITS Protocol). By utilizing NTCIP protocols in Communication Layer, Bevor achieves communication and data interoperability across most devices and equipment; the deployment of NTCIP STMF also significantly improved the effectiveness of transmission. The Service Layer of Bevor is designed with the Web 3.0 framework and XML exchange, enabling easy access to semantic data as well as operations such as event detection, policy matching, etc. A prototype system was implemented, and the experimental results show that Bevor offers a great interoperability, more flexible automation control, semantic reuse, and improved performance.]]></description>
      <pubDate>Fri, 25 Sep 2015 16:30:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1365791</guid>
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    <item>
      <title>An external logic processor for NTCIP-based traffic controllers: Proof of concept for data exchange capability</title>
      <link>https://trid.trb.org/View/1365553</link>
      <description><![CDATA[This paper presents a microprocessor-based device, external to a traffic controller, to communicate with the traffic controller through the Ethernet port using the NTCIP 1202 communication protocol. With such data exchange capabilities, it provides opportunities for real-time feedback control at the local intersection level. The paper presents the results of five tests to verify and validate the data exchange capabilities of the microprocessor-based device. The test results show that the microprocessor successfully used NTCIP data objects to read the controller's detector status, phase status, and coordination parameters. The recommended hardware arrangement has clear potential to detect different traffic conditions such as cycle failure or queue spillback. In addition, the microprocessor detects phase states and phase sequences with sufficient accuracy to support assessing traffic conditions and determining efficient control strategies. Finally, the writing tests show that the microprocessor-based device can write to different controller parameters in an accurate and timely fashion, which is important for implementing real-time feedback control strategies.]]></description>
      <pubDate>Wed, 26 Aug 2015 10:54:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1365553</guid>
    </item>
    <item>
      <title>Simulation-based Traffic Signal Optimization to Minimize Fuel Consumption and Emission: A Lagrangian Relaxation Approach</title>
      <link>https://trid.trb.org/View/1337588</link>
      <description><![CDATA[More and more cities are considering fuel consumption and vehicular emission reduction as a major objective of traffic signal optimization. Traditionally, optimal signal timings based on delay and stops do not necessarily generate the minimum fuel consumption. To address this issue, this paper presents a new approach to minimize the vehicles’ fuel consumptions on arterials by optimizing traffic signal timings. First, MOVESLite, an open-source microscopic emission model, is coupled with VISSIM to estimate the fuel consumptions for different signal timings. Then the generated total fuel consumption in VISSIM is used as the objective function for optimizing signal timings, utilizing the Lagrangian Relaxation framework. The signal timings are implemented with the software-in-the-loop signal emulator (ASC/3) in VISSIM and adjusted through the National Transportation Communications for Intelligent Transportation Systems (ITS) Protocol (NTCIP). A case study shows that fine-tuning signal timing for the emission reduction can further reduce the fuel consumption by 2% compared to delay-based optimal signal timing. The contributions of this paper include: (1) A new signal timing optimization approach that utilizes the Lagrangian Relaxation, instead of common search heuristics, that also provides upper and lower bounds to better understand how close to optimality the solution is; and (2) a “field-ready” system that uses a full-scale signal emulator and a real standard communication protocol for data collection and signal setting.]]></description>
      <pubDate>Wed, 18 Mar 2015 17:10:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1337588</guid>
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    <item>
      <title>Introduction to NTCIP Transportation Sensor Systems Version 2</title>
      <link>https://trid.trb.org/View/1215907</link>
      <description><![CDATA[The National Transportation Communications for ITS Protocol (NTCIP) Transportation Sensor System (TSS) Standard Version 2 (V2) was approved in 2011 by the Institute of Transportation Engineers (ITE), the National Electrical Manufacturing Association (NEMA) and the American Association of State Highway and Transportation Officials (AASHTO).The previously approved TSS Standard Version 1 (V1) had data elements organized in a fashion that reflected inductive loop sensor technology only.  Conversely, TSS Standard V2 defines a TSS device as any system capable of detecting and communicating identified sensor system traffic parameters using NTCIP.  V2 has a structure to support multiple sensor technologies that may be used in integrated corridor management, congestion management and various other ITS applications.  Included in the standard is specific design content for data elements for smart inductive loop amplifiers and machine vision sensor technologies.  In addition, the standard now includes systems engineering information identifying user needs, formalized requirements and traceability to the design content of the standard. This presentation introduces the TSS Standard V2.  It highlights the systems engineering approach to the new standard, it describes the new structure of the design content, it features the use of the machine vision sensor technology, and it provides guidance for users considering deployment of the standard.]]></description>
      <pubDate>Wed, 17 Oct 2012 08:54:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1215907</guid>
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    <item>
      <title>Path Selection Key to Migration Success. Migrating to Advanced Traffic Management Systems</title>
      <link>https://trid.trb.org/View/1136685</link>
      <description><![CDATA[This article will discuss the reduced cost and greater value available to highway authorities for new traffic management systems. Experience gained and expertise developed over the past decade is giving good advice to transport agencies that are contemplating new or expanded traffic management systems. Technological projects aimed at reducing road congestion may be frequently unique and invariably complex, but a picture is emerging of sensible, prudent and fiscally responsible approaches advocated by intelligent transportation system (ITS) specialists. The article shows how highway authorities can gain large rewards by taking heed of the available advice. Large cost reductions have been demonstrated in some cases. Strategies planned for migrating to modern technology, whether integrating or replacing old with new, promise more efficient expansion of traffic management systems in the future. This migration sets a platform for maintenance and further upgrades at a relatively low cost. The advice offered is the procurement of systems conforming with standards such as National Transportation Communications for ITS protocols (NTCIP), Advanced Traffic Controller (ATC) and others of the National Electrical Manufacturers Association (NEMA). Where traffic management systems essentially consist of field devices, central software and communication infrastructure, ATC and NEMA set standards for the hardware while NTCIP sets a common language for compatibility between all. It has been over 10 years since NTCIP was introduced. After a slow start, adoption of NTCIP is reported as widespread, but with varying degrees of implementation and conformance. There are challenges associated with systems migration, not the least coming from the fact that the United States is like 150 countries all with their own way of doing things. There are many different traffic management system applications and as many variations in approach. This article discusses how New York City (NYC) is currently upgrading all of its traffic signals to an NTCIP compliant system. The city is paying about a tenth of costs charged to agencies without standards for communication protocols.]]></description>
      <pubDate>Thu, 19 Apr 2012 11:24:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1136685</guid>
    </item>
    <item>
      <title>Large Scale Urban Traffic Management Using a Wireless Network: Lessons Learned During Implementation</title>
      <link>https://trid.trb.org/View/1112975</link>
      <description><![CDATA[During the past 4 years, New York City Department of Transportation has been upgrading their traffic controllers to conform to the NTCIP Standards with support for interval based operation and actuated-coordinated operation conforming to the NEMA TS2-2003 standard. In 2007, New York City went through a complex process to select a vendor for a city-wide, wireless network to be used for a broad range of city services including Traffic Management and video monitoring. The wireless network, sponsored by the Department of Information Technology and Telecommunications (DoITT) is shared with other services including police, fire, emergency call boxes, and sanitation. The system design modified the NTCIP standards to work over the wireless network. Wireless networks typically drop packets (packet loss) and often delay packets (latency) and such delays can be several seconds depending on network loading and other RF conditions. Addressing the unique features of the New York City traffic management system was a significant challenge due to the overall scale of the problem (12,000 intersections) and the shared nature of the network. The solutions developed and lessons learned during the deployment can help others in their migration to wireless networks for traffic management applications. New York City and the system integrator, TransCore, worked with the network provider, Northrop Grumman, DoITT, and the NTCIP standards working groups to optimize the design for use over their wireless network, NYCWiN. They adopted an exception based reporting paradigm that has proven successful in spite of the drawbacks of the wireless environment.]]></description>
      <pubDate>Mon, 29 Aug 2011 07:43:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1112975</guid>
    </item>
    <item>
      <title>Transit Communication Interface Profiles (TCIP) - Moving from Development to Deployment</title>
      <link>https://trid.trb.org/View/905436</link>
      <description><![CDATA[The Transit Communications Interface Profiles (TCIP) standard is the transit component of the intelligent transportation system (ITS) family of standards and was adopted as a balloted American Public Transportation Association (APTA) standard in August, 2006. TCIP standardizes transit data definitions, formats and exchange procedures between components employed in transit systems. This paper provides an overview of how TCIP can be utilized in a transit system between subsystems such as Scheduling, Passenger Information, Central and Onboard systems. APTA’s plans to help move TCIP from the standards development realm to deployment within the transit industry include supporting a series of initial TCIP implementations (pilot programs), the continued development and support of software tools to aid in the use of TCIP, and the development of a training program to educate potential users in the benefits and implementation details of TCIP. The TCIP standard, as well as the TIRCE support software application, can be downloaded free of charge from http://aptatcip. arinc.net/log/login.mcgi.]]></description>
      <pubDate>Mon, 30 Nov 2009 08:51:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/905436</guid>
    </item>
    <item>
      <title>Distributed Ethernet Network of Advanced Pedestrian Signals</title>
      <link>https://trid.trb.org/View/882186</link>
      <description><![CDATA[For more than 60 years, traffic signals have used direct wire connections between the traffic controller cabinet and the signals and detectors dispersed throughout the intersection. A network-based approach is reported for distributed control and sensing of traffic signal devices. The motivation of this research has been to improve safety and performance while reducing the cost of a signalized intersection installation. An Ethernet-based network architecture is presented that uses the National Transportation Communications for Intelligent Transportation Systems Protocol (NTCIP) for real-time signal control combined with the IEEE 1588 precision time protocol for robust operation of safety-critical applications synthesized into the term “smart signals.” The investigation focuses on improving accessibility and safety for pedestrians through the use of smart signals. The smart signal paradigm is the basis of an enabling technology that permits complex functioning signals and detectors with self-test capability. The bidirectional communication provides the ability to monitor the operational status of signals and detectors that are currently unobservable by automated traffic controls. The elements of network messaging that enable NTCIP to be used for real-time intersection signal control are presented. The concerns of signal outputs being generated outside the scope of observation for malfunction management units are addressed by implementing a deterministic network. The time performance of the system is evaluated for Simple Network Management Protocol and Simple Transportation Management Protocol network messages. The results of testing on the global network time synchronization are presented and show that inexpensive microprocessors can achieve stable long-term time division multiplexed operation with 100-µs accuracy.]]></description>
      <pubDate>Tue, 31 Mar 2009 06:55:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/882186</guid>
    </item>
    <item>
      <title>Testing for Compliance to NTCIP Standards</title>
      <link>https://trid.trb.org/View/809031</link>
      <description><![CDATA[The objectives of this two-year project are to define a framework for testing conformance to National Transportation Communications for ITS Protocol (NTCIP) standards, identify an approach to describe the extent to which testing is needed, and recommend the appropriate documentation for such testing activities. To meet the objectives, the first year’s report included a summary of past and current efforts by various groups and organizations, a description of available testing tools, and the results of a survey undertaken to understand Texas Department of Transportation’s (TxDOT’s) testing process and needs. These topics were followed by discussions of the steps involved in conformance testing, how NTCIP requirements are specified, current TxDOT testing processes, reporting results, and the mapping of requirements to tests. The first year’s report concluded with an enumerated list of recommendations to establish a testing framework. This second year report looks at the details of testing documentation, provides estimates for developing test procedures for the various NTCIP-conformant field devices, discusses how to apply the procedures to the TxDOT testing processes, and presents an outline for training classes. The main portion of the report concludes with some additional recommendations to establish a testing framework. Appendices address modifications to TxDOT Closed Circuit Television (CCTV) specifications, a template for a TxDOT specification listing CCTV NTCIP requirements, a set of CCTV test procedures, test results reporting, miscellaneous communications test procedures, and a preliminary set of traffic signal controller procedures.]]></description>
      <pubDate>Wed, 16 May 2007 15:42:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/809031</guid>
    </item>
    <item>
      <title>Simulation of Transit Signal Priority Using the NTCIP Architecture</title>
      <link>https://trid.trb.org/View/789976</link>
      <description><![CDATA[Transit Signal Priority (TSP) is an important element of Bus Rapid Transit (BRT) that involves coordinated efforts between transit vehicle detection systems, traffic signal control systems, and communication technologies. Successful deployment of TSP requires thorough laboratory evaluation through simulation before field implementation. This paper presents the development and application of a simulation model specifically designed for the design and evaluation of TSP systems. The proposed simulation tool models in detail all the TSP components in accordance with the National Transportation Communications for ITS Protocol (NTCIP) standard for TSP systems. The study is intended to shed light on how the variety of TSP elements can be addressed in microscopic simulation in a structured and systematic fashion. Sample applications of the model on a real-life arterial corridor in California demonstrate its capabilities and features.]]></description>
      <pubDate>Wed, 27 Sep 2006 13:08:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/789976</guid>
    </item>
    <item>
      <title>Development of TxDOT Procedures and Specifications for Testing Device Compliance to NTCIP Standards</title>
      <link>https://trid.trb.org/View/772998</link>
      <description><![CDATA[The primary objectives of this two-year project are to define a framework for testing conformance to National Transportation Communications for Intelligent Transportation Systems (ITS) Protocol (NTCIP) standards, identify the approaches used to describe the extent to which testing is needed, and recommend the appropriate documentation for such testing activities. To meet these objectives, the researcher looked at what other groups and organizations have done in support of testing. The researcher then describes the basic types of testing tools and provides descriptions and comparisons of applicable products. A survey of Texas Department of Transportation (TxDOT) division and district personnel was conducted to help understand the current TxDOT testing process and to identify any specific needs. Elements of a testing framework are then discussed. This discussion covers the basic steps involved in conformance testing, how NTCIP requirements are specified, aspects of management information base (MIB) files, current testing processes, reporting results, and mapping requirements to tests. Recommendations on defining the framework are given. The report concludes with an enumerated list of recommendations to establish a testing framework.]]></description>
      <pubDate>Mon, 27 Feb 2006 08:42:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/772998</guid>
    </item>
    <item>
      <title>PREEMPTION VERSUS PRIORITY SERVICE FOR LIGHT RAIL TRANSIT VEHICLES</title>
      <link>https://trid.trb.org/View/700159</link>
      <description><![CDATA[Naztec, Inc., developed light rail preemption software for the $1.26 billion Hudson-Bergen Light Rail Project for New Jersey Transit in 1998 as a sub-contractor to Raytheon Engineers & Contractors, Inc.  This system preempts approximately 100 traffic signals located on the rail between Newark, New Jersey, and Manhattan and provides status information to the NJ Transit control center.  This system has been in operation for over 4 years; when the Hudson-Bergen Project is completed in 2005, the rail system is expected to carry in excess of 66,000 passengers per day.  The Hudson-Bergen light rail software supports a dual-track system with separate advance call, check-in, and check-out detectors installed in the track.  These detectors insure that the light rail vehicle is serviced without stopping and that the track is clear before returning to normal operation.  The controller software allows overlapping light rail operation on the dual track system and provides several features that improve the stability of the system.  Naztec, Inc., is currently developing transit priority software based on NTCIP 1211 that can be applied to light rail as well as transit operations.  The issue of preemption versus priority service involves competing demands between roadway users and transit. The object definitions from NTCIP 1211 can be applied to "compromise" both approaches.  An overview of Naztec's experience developing traffic signal controller software for light rail preemption and priority service is provided.  It is also explained how NTCIP 1211 can provide a common framework for preemption and priority based service to strike a balance between transit and system needs.  Light rail preemption developed for the Hudson-Bergen Project in light of the emerging national standard, NTCIP 1211--"Object Definitions for Signal Control and Prioritization"--is discussed.  Currently, there is a lack of uniformity in how preemption and priority service is applied to light rail operations around the country.  Hopefully, the features and operation described here for the Hudson-Bergen Project will provide insight for those charged with developing standards for light rail operation.]]></description>
      <pubDate>Mon, 05 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/700159</guid>
    </item>
    <item>
      <title>APPLICATION OF NTCIP STANDARD 1211: FRAMEWORK FOR UPGRADING DOWNTOWN BALTIMORE LIGHT RAIL TRANSIT SIGNAL PRIORITY</title>
      <link>https://trid.trb.org/View/700160</link>
      <description><![CDATA[The Maryland Transit Administration, in collaboration with the city of Baltimore, has developed a concept of operations for light rail transit (LRT) signal priority along the Howard Street corridor in Baltimore, Maryland.  The National Transportation Communications for ITS Protocol (NTCIP) 1211 standard was relied upon heavily by the project team to provide a framework to describe the functional requirements for the priority system. The project team analyzed the existing system and its limitations to determine changes that would be needed to implement signal control priority in a fashion that was amenable to both the transit agency and the city traffic engineer.  The result will be a priority control system that provides time savings for LRT vehicles while maintaining coordination of traffic signals in order to prevent congestion caused by more disruptive traffic signal preemption.  The importance of the NTCIP 1211 standard is that it defines priority as an operational concept that provides preferential service for selected vehicles based upon agreed criteria while not losing coordination.  This type of operation meets the objective of providing signal timing that is transit friendly without degrading service to other vehicles to a level that causes disruption to the overall operation of the system.  Baltimore's Howard Street LRT corridor will be used as a case study to demonstrate the benefits of NTCIP 1211 on transit and street operations.]]></description>
      <pubDate>Mon, 05 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/700160</guid>
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