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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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    <item>
      <title>Incorporating behavioral adaptation of human drivers in predicting traffic efficiency of mixed traffic: a case study of priority t-intersections</title>
      <link>https://trid.trb.org/View/2563046</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 10 Jun 2025 14:47:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563046</guid>
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      <title>Traffic signal priority (TSP) : final report : activity 5</title>
      <link>https://trid.trb.org/View/2534244</link>
      <description><![CDATA[The purpose of the TSP pilot is to test the deployment of a Traffic Signal Priority service that fulfils compatibility and interoperability in all parts of the ecosystem: vehicles, backend/“cloud” and roadside. Such compatibility is defined as compliance to applicable C-Roads documents, and all their underlying specifications and standards, wherever possible and necessary. Furthermore, the purpose is to reach a shared understanding of how the TSP service should be deployed, what architectural design choices are required, which standards and specifications are applicable, and what is not prescribed in these and must be designed within the framework of the pilot work. Another purpose is to get a common understanding of which stakeholders and actors are involved and how technical and financial responsibilities should be distributed when establishing a TSP service that can exist in a sustainable business model. The objective for the TSP pilot is to develop and demonstrate deployable infrastructure for a TSP service in a cross-domain environment between the emerging C-ITS field and the current, as well as future, PT, and traffic planning domains.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:15:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534244</guid>
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    <item>
      <title>Machine learning based decision-support for train traffic disturbance management : an experimental study MATRIX project report</title>
      <link>https://trid.trb.org/View/2491168</link>
      <description><![CDATA[In Sweden, the railway network is divided into eight control areas, each assigned to a traffic control center (TCC). The railway traffic management is decentralized across these eight centers. During a disturbance, rescheduling the railway traffic is typically handled manually by train dispatchers who have very limited access to decision support systems. At Malmö TCC, timetables are rescheduled using a pen and train graphs printed on paper. At Boden, Stockholm, and Norrköping TCCs, there are decision support systems called STEG and MULTI-STEG. Although these two systems assist train dispatchers in the decision-making process, the conflict resolution is to be performed manually. There are very few examples of real-world railway traffic management systems that can compute and suggest rescheduling decisions to the train dispatchers during disturbances. During railway disturbances, the time available for analyzing alternative rescheduling decisions is often very limited, e.g., one minute. In Sweden, trains that are running as per their planned schedule are prioritized at the respective infrastructure location. Therefore, during a disturbance, a frequently employed rescheduling strategy is to prioritize the on-time trains over other trains. However, this strategy does not always lead to the best rescheduling solution as several potentially desirable alternative schedules are never considered. It is a challenge for the decision maker to analyze alternative desirable solutions and motivate their rescheduling choices within the available time. The need for fast and intelligent decision support systems for rescheduling railway traffic is evident. While designing and implementing such fast intelligent decision support systems, the use of artificial intelligence (AI) approaches is often inevitable and offers significant benefits. In the MATRIX project, we investigate machine learning (ML) based decision support for train traffic control in case of disturbances through an experimental study.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:15:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491168</guid>
    </item>
    <item>
      <title>Dynamic pre-emption algorithm for emergency vehicle priority in urban traffic networks</title>
      <link>https://trid.trb.org/View/2389451</link>
      <description><![CDATA[Emergency vehicle (EV) services save lives around the world. The necessary fast response of EVs requires minimising travel time. Pre-empting traffic signals can enable EVs to reach the desired location more quickly. Most of the current research tries to decrease EV delays but neglects the resulting negative impacts of the Pre-emption on other vehicles on side roads. This research proposes a dynamic Pre-emption algorithm to control the traffic signal by adjusting some traffic signal cycles to balance the two critical goals: minimal delay for EVs with no stops, and a minimal additional delay to the vehicles on side roads. The proposed algorithm has been examined by applying it to a simulated single intersection and corridor of five successive intersections. The examination of the proposed algorithm includes investigating the impact of applying the algorithm on the emergency vehicle measurements (travel time, delay, number of stops, and the average speed). It also includes measuring the additional delay to the vehicles in other approaches of each intersection and for vehicles navigating towards neighbouring intersections to investigate the impact of applying the algorithm on adjacent intersections.]]></description>
      <pubDate>Wed, 12 Jun 2024 09:25:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389451</guid>
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    <item>
      <title>Beteende och regeluppfattning vid cykelöverfarter : en explorativ studie</title>
      <link>https://trid.trb.org/View/2389010</link>
      <description><![CDATA[Cycle crossings should be used by cyclists to cross a road or a cycle track and should be designed for vehicles not to override the speed 30 km/h. The Swedish traffic regulations (SFS 1998:1276) specify regulations at cycle crossings so that drivers should give way to cyclists that are on or will soon be on the cycle crossing, and so that cyclists when travelling onto a cycle crossing should respect the distance to and the speed of vehicles approaching the cycle crossing. The aim of this project has been to examine how cyclists and car drivers behave at cycle crossings, and what regulations they think apply at cycle crossings. To fulfil the aim, a small observational study and a survey were conducted. The observational study included four different cycle crossings while the survey included video clips of different situations from a cyclist or car driver perspective, at three cycle crossings. The result from the observational study showed that in most cases, when a cyclist or a car driver or both were affected by other traffic in terms of speed, the cyclist went first over the cycle crossings. The survey showed primarily that it is difficult for cyclists to understand that they approach a cycle crossing, because road signs marking the cycle crossing are mostly only shown towards motorized traffic, and road markings signalizing to give way as well as traffic calming measures are positioned on the roadway. This could make it hard for cyclists to know which regulations apply and, as a consequence, to comply with them.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389010</guid>
    </item>
    <item>
      <title>A real-time optimisation-based bus priority control for isolated intersections</title>
      <link>https://trid.trb.org/View/2366990</link>
      <description><![CDATA[Transit signal priority (TSP) is a growing area of the transportation system. One problem with the existing optimization-based TSP at intersections is that signal priority strategies that consider mixed traffic and minimize adverse impact on general traffic are not considered. In this study, a TSP strategy is proposed that takes into account the reduction of average bus passenger delay and minimizing adverse delay on other traffic users at intersections. This strategy includes two types of TSP actions: green extension and inserted bus phase. The Harmony search (HS) algorithm was employed to find optimal values of two control parameters, including green extension time and inserted bus phase duration. The case study for this paper was carried out using a four-approach intersection of Old Cleveland Corridor in Brisbane. The authors used Aimsun simulation to evaluate the efficiency of proposed TSP strategy. Three scenarios were evaluated under the same traffic conditions, including no TSP, rule-based TSP, and the proposed optimization-based TSP. The simulation results show that the proposed TSP can significantly reduce the average bus passenger time and minimize the average passenger delay for other general traffic compared to no TSP and rule-based TSP.]]></description>
      <pubDate>Mon, 15 Apr 2024 14:19:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2366990</guid>
    </item>
    <item>
      <title>The role of right turn in bus operation</title>
      <link>https://trid.trb.org/View/2366970</link>
      <description><![CDATA[In our previous studies we found that bus lanes and HOV (high-occupancy vehicle) lanes (known as Transit Lanes in Australia) were effective priority measures for improving bus reliability. When controlling for the presence of bus lanes, higher values for traffic volume, the number of traffic lights, and right turns (cross-traffic turns, left turns for right-hand drive) all significantly contribute to bus unreliability during bus operation. This highlights the importance of implementing additional bus priority measures that address reliability at intersections. Utilising the GTFS-Realtime Trip Updates and Vehicle Positions data, this study conducts a microscopic analysis of the effect of right turns on bus operation. First, we establish the statistical significance of right turns in increasing mean delay and standard deviation of delay using Sydney as a case study. Then we present an analysis of the vehicle speeds and trajectories in the right turn's local environment to understand the cause of delay. Finally, two cases in Sydney where relevant intersection-focused bus right turn priority measures can be implemented are examined. A queue jump lane is implemented for the first intersection with three right turn lanes. For the other intersection with limited space, a novel bus right turn priority measurement, the bus right turn priority box, is implemented, which is an in-lane right turn queue jump lane. This study anticipates recommendations for considering micro-scale factors affecting bus operations and the proposed intersection-focused priority measures can improve bus reliability on bus routes with right turns.]]></description>
      <pubDate>Mon, 15 Apr 2024 14:19:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2366970</guid>
    </item>
    <item>
      <title>Better buses for Melbourne: strategic modelling: scenario report</title>
      <link>https://trid.trb.org/View/2335072</link>
      <description><![CDATA[Infrastructure Victoria is undertaking independent and interdisciplinary research into opportunities to reform the existing bus network, with an aim to help inform the Victorian Government on how to improve Melbourne’s bus services. Its broader research project will explore how bus reform can improve travel for people, how it can integrate with land use to support Melbourne’s growth, as well as address social and environmental challenges.The Victorian Government has also recognised the potential for a better bus system in Victoria, with the Bus Plan signalling a renewed interest in substantial bus reform for the first time in a decade. Infrastructure Victoria will publish a report including recommendations to the Victorian Government, informed by stakeholder engagement, transport modelling and other evidence-based inputs. WSP is assisting Infrastructure Victoria in this research program, undertaking strategic modelling services using the Victorian Integrated Transport Model (VITM). This report summarises the potential network outcomes, benefits and trade-offs of various types of bus reform, captured in six different VITM forecasting scenarios in 2026 and 2036. Key features and assumptions underpinning each scenario are summarised.]]></description>
      <pubDate>Tue, 06 Feb 2024 08:48:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335072</guid>
    </item>
    <item>
      <title>CTR - Kollektivtrafikprioritering med dynamiska busskörfält</title>
      <link>https://trid.trb.org/View/2269713</link>
      <description><![CDATA[An attractive public transport system is an important aspect in order to reach a sustainable and energy effective transport system. Shorter travel times and increased travel time reliability can strengthen the competitiveness of public transport. Buses commonly share space with other vehicles. Thus, their travel time and travel time reliability depend on flow levels of other vehicles and how the flow varies during the day. One way to counteract this is to apply prioritization measures, as e.g. bus streets or bus lanes. However, such measures cannot always be applied due to limited space for extra lanes or too large effects on other traffic. An alternative is to use dynamic bus lanes which only are reserved for buses when a bus needs it. This project will investigate for which traffic situations, in a Swedish context, that dynamic bus lanes are a suitable measure and how such bus lanes influence energy usage and traffic performance for both public transport vehicles and other traffic.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269713</guid>
    </item>
    <item>
      <title>Virtual human characters for autonomous vehicle-to-pedestrian communication</title>
      <link>https://trid.trb.org/View/2145673</link>
      <description><![CDATA[Pedestrians base their street-crossing decisions on both vehicle-centric cues, like speed and acceleration, and driver-centric cues, like gaze direction and facial expression. In the future, however, drivers of autonomous vehicles will be preoccupied with non-driving related activities and thus unavailable to provide pedestrians with relevant communicative cues. External human-machine interfaces (eHMIs) hold promise for filling the expected communication gap by providing information about the current state and future behaviour of an autonomous vehicle, to primarily ensure pedestrian safety and improve traffic flow, but also promote public acceptance of autonomous vehicle technology. The aim of this thesis is the development of an intuitive, culture-transcending eHMI, that can support multiple pedestrians in parallel make appropriate street-crossing decisions by communicating pedestrian acknowledgement and vehicle intention. In the proposed anthropomorphic eHMI concept, a virtual human character (VHC) is displayed on the windshield to communicate pedestrian acknowledgement and vehicle intention via gaze direction and facial expression, respectively. The performance of different implementations of the proposed concept is evaluated in the context of three monitor-based, laboratory experiments where participants performed a crossing intention task.]]></description>
      <pubDate>Mon, 03 Apr 2023 16:45:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2145673</guid>
    </item>
    <item>
      <title>Evaluation of the Transit Preferential Treatments By Developing a Traffic Microsimulation Model</title>
      <link>https://trid.trb.org/View/2112892</link>
      <description><![CDATA[Public transportation is a sustainable alternative travel mode that increase road capacity as well as reduce traffic congestion, parking demand, collisions and vehicular emissions. In addition, transit has positive impact on the local economy. For example, One study of Transit Cooperative Research Program (TCRP) found that Automobile VMT can be reduced upto 50 billion when highest growth of public transportation strategies are adopted (Weisbrod, Street, & Reno, 2009). Recent survey showed that public transportation generates approximately $32 million business sales in return of around $10 million investments in this sector (National Express Transit, 2017). This increase in sales was resulted from the increased property values located nearby high frequency transit services. However, such economic, social, environmental benefits of transit heavily relies on its ridership – which is dependent on the reliability and accessibility of transit compared to its competing travel modes (Guidebook & Litman, 2019). Particularly, transit experiences significant delays in congested urban corridors with mixed traffic environment (Yuen & Sweet, 2018). Therefore, it is critical to identify effective transit preferential treatments to reduce its delay. It is also crucial to evaluate the delays for private vehicles for any transit preferential treatments, as the majority of the population prefer driving cars. Hence, this paper focuses on the comparative delay assessment of the transit preferential treatments for both transit and other traffic. Accordingly, the objective of this research evolves within the following two dimensions: 1. To develop traffic microsimulation model for a congested urban corridor. 2. To test the impact of several alternative transit preferential treatments on the level of service and delay of transit and other vehicles in the mixed traffic]]></description>
      <pubDate>Mon, 27 Mar 2023 09:33:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2112892</guid>
    </item>
    <item>
      <title>Interact or counteract? Behavioural observation of interactions between vulnerable road users and autonomous shuttles in Oslo, Norway</title>
      <link>https://trid.trb.org/View/2096533</link>
      <description><![CDATA[The current paper presents the results of behavioural observations in a field experiment with automated shuttles in Oslo, Norway. Video observations were conducted at five fixed locations along a challenging 1.2 km automated shuttle line with varying traffic conditions. Observed interactions between vulnerable road users and automated shuttles were coded using a predefined codebook, which allowed a structured quantitative analysis. The paper identified several potentially risky types of situations in which the automated shuttles did not always behave according to the traffic rules. Generally, the automated shuttles failed to give way to pedestrians at pedestrian crossings in 26%–50% of the interactions. Right-turning shuttles failed to yield to cyclists going straight in 38% of the interactions at observation Site 1 (the only location where the automated shuttle takes a right turn). In majority of same direction interactions between cyclists and automated shuttles, the interactions resulted in the cyclist overtaking the automated shuttle, usually on the left-hand side. Generally, the paper found little evidence of road users trying to bully or otherwise take advantage of the defensive driving style of the automated shuttles and identified only a limited number of interactions in which a vulnerable road user behaved ignorant or aggressive towards the automated shuttles. In addition, the paper found very little indication of temporal effects that suggest changes in the interaction patterns over time.]]></description>
      <pubDate>Tue, 17 Jan 2023 13:20:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2096533</guid>
    </item>
    <item>
      <title>Bear Street Shared Street Reconstruction</title>
      <link>https://trid.trb.org/View/2071845</link>
      <description><![CDATA[The Bear Street Reconstruction project created a pedestrian-priority street in the heart of the Town of Banff. Running parallel to Banff Avenue, Bear Street is home to a mix of visitor and local-oriented services alike. The $9.5 million reconstruction transformed the street into a pedestrian-friendly space where people live, shop, dine, visit galleries, rent bikes or skis, visit dentists and medical offices, get supplies, or simply relax and take in the mountains. The overarching design concept of Bear Street prioritises a people-centric shared space, encourages active modes of transportation, and increases pedestrian amenity space, while still enabling vehicle access. WSP led a diverse team to deliver the Bear Street Reconstruction project - Banff's first shared street. The project includes a full reconfiguration of the street level layout, replacement of shallow and deep utilities, removal of curbs to create a uniform paving stone surface and greater accessibility, more efficient lighting, more planting, more places to sit, integration of the stormwater management network to utilise soil cells, and a gas to wood burning convertible fire pit at the heart of the street complete with Adirondack chairs, bringing the campfire experience from the National Park into downtown Banff. The design phase of the project was completed in 2019 and construction completed in 2021. The project's origins are two-fold; the need to replace and upgrade aging underground infrastructure, some up to 100 years old, and to create a more pedestrian-friendly, attractive commercial street in downtown Banff. In 1992, the Town of Banff's Downtown Enhancement Concept Plan identified the opportunity to transform Bear Street into a more pedestrian-friendly commercial street. Banff's 2013 Transportation Master Plan further recommended that Bear Street be explored as a candidate for a shared street to align with goals of the Banff Community Plan vision of a transportation system that: - Encourages active transportation within the Town of Banff - Enhances resident and visitor experience - Is economically and environmentally sustainable The intent of the Bear Street Reconstruction was to create an environment that would foster active transportation, provide an alternate destination to Banff Avenue, enriching the visitor experience for those who fuel Banff's economy, and serve to provide a sense of place by taking inspiration from the surrounding natural environment of the Rocky Mountains. With the aging major underground civil infrastructure requiring replacement, the Town took the opportunity to move ahead with the Bear Street project and further the goals of the Banff Community Plan. Through increased visitation to Bear Street, pedestrians would be distributed in a more balanced fashion within the downtown core and create more economic opportunity for local businesses through increased footfall, and creating opportunities for people to linger longer on Bear Street.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:16:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071845</guid>
    </item>
    <item>
      <title>Research on Transit Signal Priority Control Strategy Based On Real-Time Saturation Detection for a Single Intersection</title>
      <link>https://trid.trb.org/View/2071792</link>
      <description><![CDATA[At present, the priority signal control strategy of transit is aimed to improve the efficiency of bus transit as a target, and they take little account of the effect on social vehicles. YM Bie (2011), in order to reduce the influence of bus signal priority on the social vehicles, a finite signal priority strategy considered saturation constraint is proposed and simulated by VISSIM simulation. D Qiu (2014), the method of calculating the congestion rate based on the critical queuing length is proposed. Based on this, a priority traffic control strategy for single intersection is designed based on the value of congestion rate. The experimental results show that the method can effectively alleviate the congestion of non-priority vehicles while improving the traffic efficiency of buses. However, existing research is implemented by adjusting the critical green light time in real time. Historical analysis data are used as the method for judging the green light time in the subsequent period. The real-time performance is poor, and the response of the bus signal priority strategy has a certain lag. Therefore, this paper calculates the green light time based on the shortest cycle duration and the best cycle duration, so as to determine the range of compressible green light time. Based on the critical saturation constraints, we formulated conditional response to bus signal priority control strategy, green light extension strategy, red light early break strategy, and combined strategy.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:16:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071792</guid>
    </item>
    <item>
      <title>Simulating the Future Impacts of Urban Transit System Improvements: Application to London, Ontario and Halifax, Nova Scotia</title>
      <link>https://trid.trb.org/View/2071743</link>
      <description><![CDATA[SMARTPLANS is a tool that provides decision makers the capability of evaluating the efficacy of various potential land use and transportation development scenarios. An example of the latter is the construction of transit priority corridors in urban areas. This paper employs SMARTPLANS to analyze the potential benefits and expected effects of implementing transit priority corridors in London, Ontario and Halifax, Nova Scotia. The analysis starts with simulating a reference scenario in each study area to depict the natural progression of future development between 2021 and 2041, specifically for the 8 – 9 AM peak hour of a typical weekday. The effectiveness of the proposed transit corridors was assessed through various transportation performance and sustainability indicators. In general, simulations suggest that both London and Halifax metropolitan areas would benefit greatly from implementing better transit systems. Interestingly, SMARTPLANS results suggest a greater projected impact of transit priority corridors in in Halifax, compared to London. However, addition of transit corridors resulted in a positive impact on sustainability in both cities.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071743</guid>
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