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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Hardware-in-the-Loop Simulation for Assessing Red-Light Violation Warning Application With Semi-Actuated Signal Control in a Connected Vehicle Environment</title>
      <link>https://trid.trb.org/View/2087490</link>
      <description><![CDATA[Understanding the safety and mobility impacts of connected vehicle (CV) applications is critical for ensuring effective implementations of these applications. This study provides an assessment of the safety and mobility impacts of the red-light violation warning (RLVW), a CV-based application at signalized intersections, under semi-actuated signal control utilizing a hardware-in-the-loop simulation environment. With actuated traffic signal operations, there is uncertainty in the end-of-green information provided to the vehicles using CV messages. The RLVW algorithm lacks the input information about when exactly the phase is going to be terminated since this termination occurs when a gap of a particular length is encountered at the detector. This study investigates a method recently proposed in a national effort to provide an assured green period (AGP) to grant definitive times for when the green interval will end. AGP mitigates the uncertainties related to termination of the green signal associated with actuated signal control and is expected to improve the performance of the CV RLVW application. Results showed that the safety benefits of RLVW without the use of AGP were limited. On the other hand, by introducing AGP with 100% RLVW, the number of red-light running events at signalized intersections was reduced by approximately 92%. However, the application of the AGP, as applied and assessed in this paper, can increase the number of stops and approach delay. This issue will need to be further investigated to determine the optimal setting of the AGP considering both mobility and safety impacts.]]></description>
      <pubDate>Fri, 23 Dec 2022 10:03:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2087490</guid>
    </item>
    <item>
      <title>Modeling the Impact of Side-Street Traffic Volume on Major-Street Green Time at Isolated Semi-Actuated Intersections for Signal Coordination Decisions</title>
      <link>https://trid.trb.org/View/1392483</link>
      <description><![CDATA[Signal coordination is generally recognized by traffic engineers as a beneficial strategy for improving arterial traffic progression and safety. Previous research on the criteria for establishing signal coordination plans has been focused on more objective factors such as intersection distance, arterial traffic volume, travel time, platoon dispersion and combinations of these factors. They provided useful guidance for signal coordination decisions, especially during peak hours. However, as traffic is usually less heavy during off-peak hours, the number of stops would have more influence on driver perception of traffic efficiency. This paper developed a mathematical relationship between arterial green time ratio and side-street traffic volume, which can serve as the theoretical foundation for determining signal coordination based on number of stops. The paper investigated how side-street traffic volume would affect major-street green time ratio when an isolated intersection is running semi-actuated signal operation. A probabilistic model was proposed to address this issue. The model was validated against simulation results and the upper limit of side-street traffic volume was defined for the model application. Following the proposed model, the paper briefly introduced how a traffic engineer can use the model results to make signal coordination decision based on the expected number of stops. A real case study was conducted. It was found that the model can successfully analyze the impact of side-street traffic volume on major-street green time at isolated intersections where left turns are permitted. The method for signal coordination decision can be adopted to determine the time periods of running signal coordination plans. The method and the results may be useful to traffic engineers for the effective management of traffic signal networks.]]></description>
      <pubDate>Thu, 18 Feb 2016 16:57:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392483</guid>
    </item>
    <item>
      <title>Cluster Analysis-Based Procedure to Identify Time-of-Day Breakpoints for Coordinated Semi-actuated Traffic Signal System</title>
      <link>https://trid.trb.org/View/1129875</link>
      <description><![CDATA[To ensure the effective operation of a traffic signal system, different signal timings should be designed to accommodate the variation of the traffic patterns. One of the greatest challenges is to identify appropriate time-of-day (TOD) breakpoints, where different signal timings could be implemented during the time periods between two consecutive breakpoints. This research presents an advanced cluster analysis to identify TOD for coordinated semi-actuated mode where the operations of multiple intersections need to be considered simultaneously. Different from previous studies, the proposed methodology considers the time of traffic occurring as one dimension of the clustering and incorporates the hierarchical clustering and K-means clustering, which significantly improves the performance of the method. A case study with traffic information of a corridor in Tampa, Florida, is conducted to demonstrate the operability of the new method. The results of traffic simulation reported in this paper reveal that the proposed procedure performs better than the existing TOD signal timing plans.]]></description>
      <pubDate>Thu, 29 Mar 2012 07:14:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1129875</guid>
    </item>
    <item>
      <title>Global Optimization and Complementarity for Solving a Semi-actuated Traffic Control Problem</title>
      <link>https://trid.trb.org/View/1134251</link>
      <description><![CDATA[The aim of this paper is to find the optimal green split allocation for a queuing system. This system results from a signalized intersection regulated by semi-actuated control in an urban traffic network. The model in question has been formulated as a Mathematical Program with Equilibrium (or Complementarity) Constraints (MPEC). Computational experiments with a sequential complementarity algorithm to attain a global minimum for the MPEC are included to estimate the green times and cycle lengths.]]></description>
      <pubDate>Tue, 20 Mar 2012 12:16:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1134251</guid>
    </item>
    <item>
      <title>St. Louis Avoids “Apocalypse” Using Wireless Vehicle Detection</title>
      <link>https://trid.trb.org/View/1116424</link>
      <description><![CDATA[In 2006, the Missouri Department of Transportation (MODOT) announced a major removal and rebuilding of 10 miles of MoDOT Hwy 40/I-64. MoDOT Highway 40 was not built to interstate standards when constructed during the 1930’s. In addition, half of the 30 bridges on the route were in such bad condition, that they would need to be shut down due to safety concerns. In an effort to complete the project as quickly as possible, MODOT determined that the best path would be a complete shutdown of Hwy 40/I-64 during the construction period, lasting up to two years. With the impending shutdown of Hwy 40/I64, the City of St. Louis was facing an unprecedented transportation crisis. All the vehicles using Hwy 40/I64 had to go somewhere. As a result, 10 major arterials in the city were facing a huge surge of traffic flow, easily double the normal capacity, that the roads were not capable of handling in their current state. The city of St. Louis needed to dramatically increase traffic flow capacity on these arterials. These arterials were running fixed time, using older controllers (a large percentage of them electro-mechanical) and had limited communication capabilities using old seven wire interconnect. To optimize arterial flow, St. Louis decided that semi actuation on these corridors was required. St. Louis quickly reviewed the detection options available to them. This paper explores their choice of Wireless Vehicle Detection to implement this strategy and their experience.]]></description>
      <pubDate>Mon, 24 Oct 2011 11:03:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1116424</guid>
    </item>
    <item>
      <title>Development of Left-Turn Actuated Traffic Control Strategy for T-Intersections Using Image Detection Technology</title>
      <link>https://trid.trb.org/View/1106289</link>
      <description><![CDATA[The 13,905-km-long national highway network connecting the entire Korea, especially rural areas, has 12,111 intersections. Over 54 percent of the 12,111 intersections shows the typical geometry of T-intersections of a major street with a minor crossroad where the traffic is small or few. The majority of the intersections generally operate under pre-timed signal control, which has limitations in reflecting traffic fluctuations common in national highways in rural areas. Therefore, this research effort aims at developing a signal control strategy based on semi-actuated signal control and a video detection technology which is able to improve the operational efficiency of traffic signal control on such T-intersections. In the evaluation using a calibrated CORSIM network with various volume scenarios, the proposed left-turn actuated control with the volume-density control feature (LVSC) was more efficient so that it can reduce the control delay by 36.4 % and 11.8 % compared with the pre-timed control in use and a typical left-turn actuated control, respectively.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:26:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1106289</guid>
    </item>
    <item>
      <title>Modeling and Simulation of Traffic Movements at Semiactuated Signalized Intersections</title>
      <link>https://trid.trb.org/View/924980</link>
      <description><![CDATA[This work presents a microscopic stochastic simulation model that emulates the traffic movements at signalized intersections with semiactuated signal operation. This model uses the Awesim simulation language to implement and facilitate the evaluation of numerous operating scenarios associated with vehicle-actuated control strategies at isolated signalized intersections. A validation procedure was carried out, field data were collected, and delays and green times observed in the field were compared with those estimated by the simulation program. The adequacy of this model to represent real-world systems is shown. The structure of the model and the steps that were followed for its implementation are described. The relationship between simulated delays and the delays obtained from applying the Highway Capacity Manual model is analyzed. The impact of the maximum green time and the unit extension of green time assigned by the actuated system to each phase is also assessed. The model outputs include measures of effectiveness such as total vehicular delay, average green time, and average cycle length.]]></description>
      <pubDate>Mon, 23 Aug 2010 08:31:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/924980</guid>
    </item>
    <item>
      <title>Implementing Actuated Signal-Controlled Intersection Capacity Analysis with Pedestrians</title>
      <link>https://trid.trb.org/View/848039</link>
      <description><![CDATA[For an actuated signalized intersection, pedestrian calls are likely to affect the effective greens serving the vehicle movements, which affect the capacity and delay of the intersection. However, the current procedure in the "Highway Capacity Manual" 2000 (HCM) for analyzing actuated signalized intersections treats pedestrian crossing and timing statically, with either pedestrian calls at all signal cycles or no pedestrians at all. In reality, pedestrian arrivals are random events with some cycles having more pedestrians than others and other cycles having no pedestrian call at all. This paper demonstrates that the current procedure can lead to erroneous results in capacity and delay estimations. A model is introduced to overcome the shortcomings in the current procedure. The model takes into account the stochastic nature of pedestrian crossings and their effects. The model computes the probability of having pedestrian calls in a cycle and the corresponding capacities and delays for traffic movements. An implementation framework was developed to help practitioners conduct capacity analyses using the model. The model’s results on a semiactuated signal-controlled intersection were comparable with the results from the SimTraffic microsimulation model. The effects of pedestrians on intersection capacity and delay were analyzed using the proposed model. Depending on the pedestrian volume and traffic conditions, the current HCM procedure could produce significant error, especially when the pedestrian volume is low, because it does not consider the stochastic nature of pedestrian arrivals.]]></description>
      <pubDate>Wed, 21 May 2008 07:05:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/848039</guid>
    </item>
    <item>
      <title>Benefits of Signal Timing Optimization and ITS to Corridor Operations</title>
      <link>https://trid.trb.org/View/790271</link>
      <description><![CDATA[Traffic signals are one of the primary constraints on corridor capacity in the highway/arterial network.  The extent to which through traffic is impeded is heavily dependent on the quality of the signal timings.  Poor signal timings can result in significant congestion that could otherwise be avoided, or at the very least minimized.  The results of congestion typically include driver delay and frustration, increased air pollution, wasted fuel, and lost productivity.  The concept of traffic signal optimization is one that has received significant attention from the research community.  It is recognized that timing traffic signals in corridors is a multi-objective problem, in which optimizing the solution to one variable can often work to the detriment of another.  As such, for any given problem, there are numerous alternatives which can be generated for consideration.  To that end, improved algorithms and optimization procedures are constantly being developed, each aimed at providing analytical tools or field equipment that if implemented, will improve travel conditions on the major corridors without serious detriment to the minor traffic flows. The purpose of this research was to develop and use the Sim Traffic microsimulation model in the assessment of signal timing alternatives on a congested corridor.  The simulation model was used to assess four signal timing alternatives to improve operations in the congested corridor of S. R. 0021 between Daniel Drive and Santa Maria Drive/Uniontown Mall drive in South Union Township, Fayette County, Pennsylvania.  Findings of the engineering analysis and simulation surprisingly indicated that the benefits of progression provided by coordination were far outweighed by the costs incurred through the reduction of flexibility at the critical two-intersection system at the Cherry Tree Lane and Matthew Drive intersections when semi-actuated control with a fixed cycle length was imposed, unless the capacity-problems at the two-intersection system were resolved.  This research made contributions both in the development of a methodology to accomplish such a project, and in the actual engineering analysis of signal timing alternatives for the corridor.]]></description>
      <pubDate>Fri, 06 Oct 2006 11:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/790271</guid>
    </item>
    <item>
      <title>Noncoordinated Phases in Coordinated Traffic Signal System: Evaluation of Alternative Permissive Periods on Performance</title>
      <link>https://trid.trb.org/View/776381</link>
      <description><![CDATA[Currently, there is no standard nomenclature to describe coordination modes. Different traffic signal controller manufacturers use various terms, and the terms are not always easily understood. Furthermore, there is no documented understanding of the effectiveness of alternative approaches. The purpose of this study is to investigate the main issues related to noncoordinated movements of coordinated semiactuated traffic signals. A set of consistent terms and definitions is proposed. Based on this terminology, three coordination modes are presented, and their performance is evaluated for three different volume-to-capacity (v:c) ratios by using hardware-in-the-loop simulation. With average vehicle delay as the measure of effectiveness, results suggest that for lower v:c ratios, the modes perform differently. This paper provides some guidance on the use of coordinated semiactuated traffic signal operation by making traffic engineers aware of how different coordination modes can affect intersection performance.]]></description>
      <pubDate>Fri, 03 Mar 2006 10:22:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/776381</guid>
    </item>
    <item>
      <title>CONSIDERATION OF 24-HR VOLUMES IN SELECTION OF TRAFFIC SIGNAL CONTROL STRATEGIES FOR ISOLATED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/471063</link>
      <description><![CDATA[Selection of the most appropriate traffic signal control strategy for isolated intersections is a difficult and complicated process.  TRAF-NETSIM was used to evaluate the operational performance of an isolated intersection under pretimed, semiactuated, and actuated control for continuous 24-hr traffic volumes.  Guidelines were developed for selecting the most effective control strategy.  Findings include the following:  either pretimed or actuated control is the most effective strategy for isolated intersections without flashing for the 24-hr and peak 8-hr traffic volumes.  The conventional three-dial pretimed controller is still a valuable control strategy and should not be eliminated from consideration.  The most effective strategy for the peak 8-hr operation of an isolated intersection is probably the most effective one for overall 24-hr operation, as well.  The combined control strategy (which consists of one or more of the pretimed, actuated, and semiactuated controls dependent on the hourly volumes) without flashing is the most effective strategy for the 24-hr and peak 8-hr traffic volumes.  The signal flashing mode is very effective during the night when the total intersection critical lane volume falls below 500 vehicles per hour.  Advanced pretimed controllers are generally more effective than conventional three-dial pretimed controllers.  There is no direct, universal method to determine the most effective combined traffic signal control strategy for isolated intersections.]]></description>
      <pubDate>Mon, 10 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471063</guid>
    </item>
    <item>
      <title>ESTIMATION OF GREEN TIMES AND CYCLE TIME FOR VEHICLE-ACTUATED SIGNALS</title>
      <link>https://trid.trb.org/View/425344</link>
      <description><![CDATA[An analytical method for estimating average green times and cycle time of vehicle-actuated signals is presented.  The examination is limited to the operation of a basic actuated controller that uses passage detectors and a fixed gap time setting.  Both fully actuated and semiactuated control cases are discussed.  The practical cycle and green time method for computing fixed-time signal settings is also outlined.  A discussion of the arrival headway distributions is presented since the estimation of arrival headways is fundamental to the modeling of actuated signal timings.  The method given provides essential information for predicting the performance characteristics (capacity, degree of saturation, delay, queue length, and stop rate) of intersections controlled by actuated signals and for investigating the optimization of actuated controller settings.  Further work is needed to validate and calibrate the formulas given using real-life and simulation data.]]></description>
      <pubDate>Thu, 11 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425344</guid>
    </item>
    <item>
      <title>FIELD VERIFICATION OF COORDINATED ACTUATED CONTROL</title>
      <link>https://trid.trb.org/View/425290</link>
      <description><![CDATA[Actuated traffic signals are used effectively on isolated intersections.  By carefully designing controller coordination parameters, actuated control systems can efficiently adjust phase green times and cycle lengths, thereby enhancing arterial coordination.  The purpose of the study was to develop an analytical methodology for improving the overall design and operation of actuated controllers, determine the best way to use the added flexibility of actuated control in a coordinated system, and generate feasible coordination parameters for arterial progression.  The field examination of the coordinated, actuated operations of a real arterial traffic signal system in Kingsville, Texas, is described.  The validity of the simulation study was proven.  Significant signal system improvements were observed when semiactuated coordinated timing was used compared with that observed when a either fully actuated or a pretimed coordinated timing plan was used.  The study results suggest that significant operational improvements can be achieved through effective coordinated, actuated control.]]></description>
      <pubDate>Thu, 04 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425290</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF AN ADVISORY SPEED SIGNAL SYSTEM FOR HIGH- SPEED INTERSECTIONS UNDER TRAFFIC-ACTUATED CONTROL</title>
      <link>https://trid.trb.org/View/116725</link>
      <description><![CDATA[HIGH-SPEED SIGNALIZED INTERSECTIONS ARE HAZARDOUS FROM THE STANDPOINT OF CAUSING REAR-END COLLISIONS BETWEEN VEHICLES ON THE SAME APPROACH. THE SIGNAL FUNNEL CONCEPT DEVELOPED IN GERMANY IS DESIRABLE AT SUCH LOCATIONS SINCE IT SUBSTANTIALLY REDUCES THE PERCENT OF VEHICLES STOPPING. HOWEVER, THE SIGNAL FUNNEL HAS NOT BEEN INCORPORATED WITH THE SEMIACTUATED TRAFFIC SIGNAL OFTEN USED AT INTERSECTIONS ON MAJOR THOROUGHFARES IN THE UNITED STATES. THE MAJOR OBJECTIVES OF THIS INVESTIGATION WERE TO DESIGN AND EVALUATE A SPEED SIGNAL SYSTEM CAPABLE OF FUNCTIONING EFFECTIVELY WITH SEMIACTUATED CONTROL. THE STUDY INVOLVED A TRAFFIC CONTROL SYSTEM FOR A T-JUNCTION UTILIZING AN ADVISORY SPEED SIGNAL ON THE MAIN APPROACH. THE EVALUATION WAS ACCOMPLISHED BY COMPUTER STIMULATION MODELS PROGRAMMED IN GPSS/360. THE FIGURES OF MERIT FOR EACH MODEL WERE (1) TOTAL NUMBER OF VEHICLES STOPPING ON THE MAIN APPROACH DURING 15 SIGNAL CYCLES, (2) PERCENT OF VEHICLES FORCED TO STOP AGAINST THE RED SIGNAL ON THE HIGH-SPEED ROUTE, (3) AVERAGE DELAY INCURRED PER SIDE ROAD VEHICLE, AND (4) AVERAGE DELAY PER SIDE ROAD VEHICLE STOPPED. THE FIRST SIMULATION MODEL DESCRIBED VEHICLE ACTIVITY ON A MINOR APPROACH LANE AND A HIGH-SPEED APPROACH LANE AT A T-JUNCTION WITH A TWO-PHASE SEMIACTUATED CONTROLLER. THIS MODEL WAS VALIDATED BY COMPARING SIMULATION OUTPUT TO FIELD DATA OBTAINED AT AN INTERSECTION IN A 45-MPH SPEED ZONE. FIELD DATA WERE GATHERED FOR SIDE FLOW RANGING FROM 60 TO 250 VPH AND MAIN FLOW FROM 180 TO 700 VPH PER LANE. LINEAR REGRESSION EQUATIONS INVOLVING THE SAME VARIABLES WERE CONSTRUCTED. THE CORRESPONDING EQUATIONS FROM THE FIELD DATA AND FROM THE SIMULATION WERE THEN STATISTICALLY TESTED FOR EQUALITY OF REGRESSION COEFFICIENTS. THE SIMULATION MODEL PROVED SATISFACTORY FOR PREDICTING THE FIGURES OF MERIT FOR THE TRAFFIC VOLUMES INVOLVED. THE SECOND SIMULATION MODEL WAS SIMILAR TO THE FIRST, BUT INCLUDED A MAIN ROUTE SPEED ADVISORY SIGNAL AND A MORE ELABORATE SIDE ROUTE VEHICLE DETECTION SYSTEM. DATA OBTAINED FROM THE SPEED SIGNAL SIMULATION MODEL WERE COMPARED TO THE OUTPUT FROM THE FIRST MODEL, THUS EVALUATING THE PROPOSED SIGNAL FUNNEL. THE TRAFFIC-ACTUATED SPEED SIGNAL FUNNEL STOPPED AN AVERAGE OF ONLY 2.0 PERCENT OF THE MAIN ROUTE TRAFFIC, WHILE THE CONVENTIONAL SEMIACTUATED CONTROLLER STOPPED 20.9 PERCENT. FURTHERMORE, THE SPEED SIGNAL SYSTEM ONLY 2.8 CARS ON THE HIGH-SPEED ROUTE DURING 15 TYPICAL SIGNAL CYCLES, COMPARED TO 25.8 CARS STOFFPED IN 15 CYCLES WITH THE SEMIACTUATED CONTROL. THE IMPROVEMENT IN MAIN ROAD FLOW WAS OBTAINED WITHOUT CAUSING EXCESSIVE SIDE ROAD DELAY. /AUTHOR/]]></description>
      <pubDate>Thu, 22 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116725</guid>
    </item>
    <item>
      <title>BICYCLE SAFETY THROUGH FULL- AND SEMI-ACTUATED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/378208</link>
      <description><![CDATA[This article looks at fully actuated traffic signals (FATS) which are replacing pre-timed and semi-actuated traffic signals (SATS). If bicycle commuting is to be seriously promoted a second look at bicycle clearance through FATS and SATS intersections is necessary. The following areas are discussed: vehicle passage -- green phase; pedestrian passage; and bicycle passage.]]></description>
      <pubDate>Thu, 15 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/378208</guid>
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