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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>GPS-Based Pitot-Static Calibration Method Using Global Output-Error Optimization</title>
      <link>https://trid.trb.org/View/917285</link>
      <description><![CDATA[Pressure-based airspeed and altitude measurements for aircraft typically require calibration of the installed system to account for pressure sensing errors such as those due to local flow field effects. In some cases, calibration is used to meet requirements such as those specified in Federal Aviation Regulation Part 25. Several methods are used for in-flight pitot-static calibration including tower fly-by, pacer aircraft, and trailing cone methods. In the 1990 s, the introduction of satellite-based positioning systems to the civilian market enabled new inflight calibration methods based on accurate ground speed measurements provided by Global Positioning Systems (GPS). Use of GPS for airspeed calibration has many advantages such as accuracy, ease of portability (e.g. hand-held) and the flexibility of operating in airspace without the limitations of test range boundaries or ground telemetry support. The current research was motivated by the need for a rapid and statistically accurate method for in-flight calibration of pitot-static systems for remotely piloted, dynamically-scaled research aircraft. Current calibration methods were deemed not practical for this application because of confined test range size and limited flight time available for each sortie. A method was developed that uses high data rate measurements of static and total pressure, and GPSbased ground speed measurements to compute the pressure errors over a range of airspeed. The novel application of this approach is the use of system identification methods that rapidly compute optimal pressure error models with defined confidence intervals in nearreal time. This method has been demonstrated in flight tests and has shown 2- bounds of approximately 0.2 kts with an order of magnitude reduction in test time over other methods. As part of this experiment, a unique database of wind measurements was acquired concurrently with the flight experiments, for the purpose of experimental validation of the optimization method. This paper describes the GPS-based pitot-static calibration method developed for the AirSTAR research test-bed operated as part of the Integrated Resilient Aircraft Controls (IRAC) project in the NASA Aviation Safety Program (AvSP). A description of the method will be provided and results from recent flight tests will be shown to illustrate the performance and advantages of this approach. Discussion of maneuver requirements and data reduction will be included as well as potential applications.]]></description>
      <pubDate>Mon, 24 May 2010 14:08:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/917285</guid>
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    <item>
      <title>SOME EXPERIMENTS AND APPLICATIONS</title>
      <link>https://trid.trb.org/View/116107</link>
      <description><![CDATA[FACTORS WHICH TEND TO LIMIT THE USE OF TRAFFIC EXPERIMENTATION FOR SCIENTIFIC PURPOSES ARE: (1) THE INACCESSIBILITY OF EXPERIMENTAL SITUATIONS FOR MOST TRAFFIC THEORISTS, (2) THE EXPENSE OF INSTRUMENTATION FOR TRAFFIC EXPERIMENTS, AND (3) THE TIME USUALLY NEEDED TO REDUCE DATA FOR ANALYSIS. IMPORTANT GAINS ARE BEING MADE TO MEET THESE NEEDS. THERE HAS BEEN CONSIDERABLE PROGRESS IN THE DEVELOPMENT OF TRAFFIC INSTRUMENTATION SYSTEMS FOR MEASURING DRIVER BEHAVIOR AND VEHICULAR MOVEMENT. THE FOLLOWING TECHNIQUES ARE DISCUSSED WHICH HAVE BECOME ESSENTIAL IN THE STUDY OF COMPLEX TRAFFIC FLOW PROBLEMS: PHOTOGRAPHIC, CAR FOLLOWING, TRANSDUCERS, RECORDS, AND COMPUTERS. THCHNIQUES USED IN STUDYING DRIVER BEHAVIOR ARE: FORBES' MEASUREMENTS OF DRIVER REACTION TIME, DRIVING SIMULATION, AND GALVANIC SKIN REFLEX STUDIES. THE THEORY OF CAR FOLLOWING DESCRIBES THE MANNER IN WHICH ONE VEHICLE FOLLOWS ANOTHER. DATA WERE DERIVED FROM THE FOLLOWING EXPERIMENTS WHICH SUBSTANTIATED THE THEORY: FORBES' TUNNEL EXPERIMENTS AND GENERAL MOTORS CAR-FOLLOWING EXPERIMENTS. TRAFFIC BEHAVIOR WITHIN PLATOONS WAS STUDIED BY: FORBES' PLATOON STUDIES IN PASADENA, PORT AUTHORITY PLATOON EXPERIMENTS AND PLATOON FLOW THROUGH INTERSECTION TRAFFIC SIGNAL SYSTEMS. STUDIES ON THE CHARACTERISTICS OF TRAFFIC FLOW COMPARED TO WATER FLOW WERE MADE BY GREONSHIELDS, SPEED HEADWAY MEASURES BY ALCOTT OIL, EXPERIMENTS IN THE NEW YORK TUNNELS USING FLUID FLOW MODELS, AND EXPERIMENTAL WORK BY EDEDIE, FOOT, HERMAN AND ROTHERY. TRAFFIC THEORY OF FLOW CONTROL EXPERIMENTS LOCATE BOTTLE NECKS AND MEASURE TRAFFIC CAPACITY: (1) MANUAL TRAFFIC SPACING EXPERIMENTS OF GREENBERG AND DAOU, (2) INSTRUMENTED TRAFFIC SPACING BY FOOT, CROWLEY AND GONSETH, (3) EXPERIMENTS WITH COMPLETELY AUTOMATIC FLOW CONTROL SYSTEM, (4) TRAFFIC SURVEILLANCE ON THE JOHN LODGE EXPRESSWAY IN DETROIT, AND (5) CONGRESS FLOW CONTROL USED IN NEW YORK INCREASES THE PROPORTION OF TIME THAT TRAFFIC PASSES OVER A CRITICAL ROADWAY, KEEPING IT THAT TRAFFIC PASSES OVER A CRITICAL ROADWAY BY KEEPING IT MOVING SMOOTHLY AT MID-RANGE SPEEDS. OTHER EXPERIMENTS CONDUCTED TO DETERMINE IF TRAFFIC FLOW THROUGH A SERIES OF INTERSECTIONS CAN BE INCREASED BY CONTROLLING THE SPACING OF VEHICLES ENTERING THE CRITICAL AREA WERE: (1) DUSSELDORF'S SIGNAL FUNNEL, (2) EXPERIMENTS WITH PACER SYSTEM IN DETROIT, AND (3) TRAFFIC SIGNAL CONTROL EXPERIMENTS IN TORONTO.]]></description>
      <pubDate>Fri, 17 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116107</guid>
    </item>
    <item>
      <title>THE TRAFFIC PACER SYSTEM</title>
      <link>https://trid.trb.org/View/116550</link>
      <description><![CDATA[THE TRAFFIC PACER SYSTEM WHICH FORMS COMPACT GROUPING OF MOVING VEHICLES, TIMED TO ARRIVE AT THE INTERSECTION AT THE ONSET OF THE GREEN PHASE WAS FIRST DEVELOPED FOR TRAFFIC CONTROL IN GERMANY. THIS TRAFFIC PACER SYSTEM WAS COMPARED IN MICHIGAN OVER A 12 WEEK TESTING PERIOD IN 1961 WITH TWO COMMONLY USED TRAFFIC LIGHT INSTALLATIONS' /1/ PAST SYSTEM, A SIMPLE NON-INTERCONNECTED SYSTEM IN WHICH EACH INTERSECTION SIGNAL OPERATES INDEPENDENTLY OF THE OTHER INTERSECTION SIGNALS, AND /2/ PROGRESSIVE SYSTEM, AN INTERCONNECTED SYSTEM IN WHICH CARS PROCEEDING AT THE SPEED LIMIT ARRIVE AT SUCCESSIVE INTERSECTIONS DURING THE GREEN PHASE OF THE TRAFFIC LIGHT CYCLE. THE FOLLOWING PERFORMANCE CRITERIA WERE COMPARED' /1/ AVERAGE TRIP TIME, AVERAGE SPEED, AND AVERAGE NUMBER OF STOPS PER TRIP THROUGHOUT THE 4-MILE SECTION OF ROADWAY, /2/ INTERSECTION CAPACITY, THE NUMBER OF CARS THROUGH AN INTERSECTION PER CYCLE, /3/ QUEUE LENGTH, THE NUMBER OF CARS WAITING DURING THE RED-AMBER PORTION OF THE CYCLE, AND /4/ PUBLIC OPINION. DURING THE 15 MONTHS OF TESTING, RESULTS INDICATED THAT THE PACER SYSTEM SIGNIFICANTLY DECREASED THE NUMBER OF STOPS WHEN COMPARED WITH TWO CONVENTIONALLY USED SYSTEMS OF TRAFFIC CONTROL REFERENCES' AN ANALYSIS OF TRAFFIC FLOW, H. GREENBERG, OPERATIONS RESEARCH 7, 79, 1959. TRAFFIC DYNAMICS ANALYSIS OF STABILITY IN CAR FOLLOWING, R. HERMAN, E. W. MONTROLL, R. B. POTTS AND R. W. ROTHERY, OPERATIONS RESEARCH 7 NO 86, 1959. SINGLE-LANE TRAFFIC THEORY AND EXPERIMENT, R. HERMAN AND R. B. POTTS, THEORY OF TRAFFIC FLOW, ELSEVIER PUB. CO., AMSTERDAM, 1961. THE CAR ROAD COMPLES, J. BIDWELL, THEORY OF TRAFFIC FLOW, ELSEVIER PUB. CO., AMSTERDAM, 1961. TRAFFIC PACER, H. M. MORRISON, A. F. UNDERWOOD, AND R. L. BIERLY, HRB BULL. 338, PP. 40-68, 1962. TRAFFIC FLOW WITH PRE-SIGNALS AND THE SINGLE FUNNEL, W. VON STEIN, THEORY OF TRAFFIC FLOW, ELSEVIER PUB CO., AMSTERDAM, 1961. SOME SOLUTIONS OF VISIBILITY AND LEGIBILITY PROBLEMS IN CHANGEABLE SPEED COMMAND SIGNS, H. J. BAUER, HRB BULL. 330, PP. 60-68, 1962. CAPACITY EFFECTS OF ADVANCE SIGNAL, J. ROBBINS, MASTERS THESIS, YALE, UNIV., 1961. DRIVER RESPONSE TO THE AMBER PHASE OF TRAFFIC SIGNALS, P. OLSON, AND R. ROTHERY, OPERATIONS RESEARCH 9, 650, 1961.]]></description>
      <pubDate>Mon, 07 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116550</guid>
    </item>
    <item>
      <title>SOME SOLUTIONS OF VISIBILITY AND LEGIBILITY PROBLEMS IN CHANGEABLE SPEED COMMAND SIGNS</title>
      <link>https://trid.trb.org/View/116606</link>
      <description><![CDATA[THIS REPORT DETAILS THE UNUSUAL, AS WELL AS THE USUAL, DESIGN CRITERIA SPECIFIED FOR A DISCRETE-BULB, MATRIX, SPEED COMMAND SIGN. LABORATORY TESTS AND VARIOUS RESULTS ARE DISCUSSED. THE INTERACTION EFFECTS FOUND AMONG CRITERIA MEETING DESIGN SPECIFICATIONS ARE POINTED OUT. THE SPEED COMMAND SIGN IN USE WITH THE TRAFFIC PACER SYSTEM IN WARREN, MICH., IS THE END PRODUCT OF THE RESEARCH. SPECIFICATIONS, SKETCHES, AND PHOTOGRAPHS, AS WELL AS RESEARCH DATA, ARE INCLUDED. /AUTHOR/]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116606</guid>
    </item>
    <item>
      <title>TRAFFIC PACER</title>
      <link>https://trid.trb.org/View/116610</link>
      <description><![CDATA[THE DESIGN AND EVALUATION OF A TRAFFIC PACER SYSTEM INSTALLED ON A HIGHWAY NEAR THE GENERAL MOTORS TECHNICAL CENTER ARE DISCUSSED. THE TRAFFIC PACER CAUSES CHANGING SPEED SIGNS AND STOP SIGNS BETWEEN INTERSECTIONS TO GROUP TRAFFIC SO THAT IT MAY PASS THROUGH THE INTERSECTION WITH A MOVING START. THE CONTROL SYSTEM IS INTENDED TO INCREASE INTERSECTION CAPACITY AND REDUCE DELAYS AND TRIP TIME. /AUTHOR/]]></description>
      <pubDate>Fri, 05 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116610</guid>
    </item>
    <item>
      <title>TECHNOLOGY, VEHICLES, HIGHWAYS AND FUTURE TRANSPORTATION</title>
      <link>https://trid.trb.org/View/308005</link>
      <description><![CDATA[This paper describes past and current efforts of General Motors in the development of the technology and the encouragement of national cooperative programs to promote the use of electronics, commuications, computers, controls, sensors and actuators applied to ground transportation. These technological advancements are called intelligent vehicle/highway systems (IVHS).  Examples of these range from presently available advanced traffic management systems to automated highways.  Work by GM include the following: research on the development of a mathematical foundation for the description and understanding of vehicular traffic on roadways; automated highways; highway communications systems (Highway-to-car Communication System - HY-COM; Driver Aid Information and Routing - DAIR, etc.); traffic engineering (Traffic Pacer; Traffic Funnel); transportation systems (automated highway; automated vehicle control; intelligent vehicle/intelligent highway systems); motorist information services (a number of active programs by GM and others); advanced vehicle controls (Highway Driver's Assistant, etc.).  It is noted that the future of advanced highways and advanced vehicles is through joint effort by the public/private sector involving government and industry, universities and other interests.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308005</guid>
    </item>
    <item>
      <title>TRAFFIC MANAGEMENT PLAN FOR THE CENTRAL AREA OF TRIVANDRUM</title>
      <link>https://trid.trb.org/View/204350</link>
      <description><![CDATA[The paper presents the results of the study on traffic management conducted for the central area of Trivandrum, which accounted for nearly 23 per cent of the intra-city trips and 21 per cent of the inter-city trips of the city. Mahatma Gandhi Road, which is the main arterial road in this area, faces acute traffic and parking problems, and it was found that road space available was deficient to the extent of 50 per cent at many places.  On the basis of scientific analysis of data collected from a series of traffic studies, a traffic management plan for the central area has been formulated.  This included parking plan, a network plan, bus route rationalisation, bus terminal, area improvement schemes, and synchronisation of signals.  These proposals have been formulated with a view to control the deteriorating traffic environment and to improve the traffic conditions.  These proposals have also been formulated with the objective of keeping the costs to a minimum and within available space.  Some of these schemes have already been implemented and this has been possible due to an unique system of evaluation and implementation of improvement schemes undertaken by the Government of Kerala. (Author/TRRL)]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204350</guid>
    </item>
    <item>
      <title>DESIGN AIDS FOR LOCAL AREA TRAFFIC MANAGEMENT</title>
      <link>https://trid.trb.org/View/203532</link>
      <description><![CDATA[Problems concerning the regulation of vehicle flows and speeds in local residential and commercial areas have become of prime importance to many local government authorities, with considerations of environment, amenity, safety, energy and accessibility having to be made.  Very often there are conflicting and competing aims and objectives within proposed schemes, together with a variety of responses from different groups within the community.  In particular, there are systems effects to be accounted for, such as the transfer of traffic from one street to another, or between local streets and main roads.  A traffic planning model designed for use in local area street networks is described, and its use in a residential suburb of Melbourne illustrated.  The model can account for the detailed layout of a street network, including individual street and intersection characteristics, and can be used to study the effects of different control devices and measures such as street closures, roundabouts, humps and 'slow points'.  The possible locations of devices may be studied experimentally so that location patterns to achieve particular objectives (such as speed control or traffic diversion) may be met. Data requirements for the model are met largely by subdivision plans, supplemented where necessary by some traffic counts.  For an engineer or planner with some knowledge of a given study area, the model offers a systematic tool for investigating the possible effects of alternative traffic management schemes, and the selection of appropriate plans to meet established goals and objectives. (TRRL)]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203532</guid>
    </item>
    <item>
      <title>MUNICIPAL POLICY FOR SAVING ENERGY IN ROAD TRAFFIC</title>
      <link>https://trid.trb.org/View/202757</link>
      <description><![CDATA[This paper puts forward recommendations to the municipal years, an outline of adverse consequences is presented of a energy in road traffic.  The recommendations are based upon: the actual use of energy in The Hague, for the various modes of transport and traffic motivations; the way choices of the users of the traffic system can be influenced innovative approach as a necessary complement for a goal-realizing planning approach.  (TRRL)]]></description>
      <pubDate>Wed, 30 May 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202757</guid>
    </item>
    <item>
      <title>FMVSS (FEDERAL MOTOR VEHICLE SAFETY STANDARD) 212/219/301 TESTING OF ELECTRIC VEHICLES - ELECTRA VAN 600, EVA PACER</title>
      <link>https://trid.trb.org/View/155900</link>
      <description><![CDATA[This report presents the results of two electric vehicle-to-NHTSA Fixed Test Device head-on crash tests. These tests were conducted to determine if the vehicles would comply with the fuel spillage requirements of Federal Motor Vehicle Safety Standards (FMVSS) 301, Fuel System Integrity, the windshield retention requirements of FMVSS 212, and the windshield zone intrusion requirements of FMVSS 219. The standard fixed barrier was replaced by the 40-load cell NHTSA Fixed Test Device. The electric vehicles tested in this report were: Electra Van 600, manufactured by Jet Industries, Inc., Austin, Texas and EVA Pacer, manufactured by Electric Vehicle Associates, Cleveland, Ohio. The Electra Van 600 was tested on June 13, 1979, at a speed of 30.34 mph, with the following results: (a) FMVSS 212 - 100% retention failure, (b) FMVSS 219 - inconclusive due to FMVSS 212 failure, (c) FMVSS 301 - 16.7 oz measured in 5 minutes, estimated 7 gallons lost during 90 degrees rollover. The EVA Pacer was tested June 14, 1979, at a speed of 30.53 mph, with the following results: (a) FMVSS 212 - 2.5 in. of windshield separation, (b) FMVSS 219 - 9/16 in. into lower right corner of windshield protected zone by hood corner, (c) FMVSS 301 - 0.33 oz collected transimpact, 27 oz during 90 degrees rollover. Tank completely drained after 180 degrees roll. Small fire occurred immediately after impact.]]></description>
      <pubDate>Fri, 19 Nov 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155900</guid>
    </item>
    <item>
      <title>PACER-DATA ENTRY, RETRIEVAL, AND UPDATE FOR THE NATIONAL COAL RESOURCES DATA SYSTEM (PHASE I)</title>
      <link>https://trid.trb.org/View/61924</link>
      <description><![CDATA[PACER is a set of programs, written in FORTRAN IV, which extends the capability of GRASP and which has been developed in response to the need for a computer-based National Coal Resources Data System (NDRDS).  PACER allows the user to enter data into one of three files, to search for and retrieve records using specific data elements, and to modify and update existing data records. All coal resource records west of the Mississippi River are ground into WCOAL, whereas those east of the river are grouped into ECOAL.  Each data record in WCOAL and ECOAL reflects a unique tonnage estimate of coal resource in a predefined category of thickness, overburden, and reliability of estimate.  The USALYT file contains published coal analytical data and is structured to be as compatible as possible with the coal-resource tonnage files; however, it is not yet separated into east and west.  A detailed description of the files is accompanied by user documentation for the use of the data files.  A programmer's reference is also included to facilitate the installation and use of this software system on other computers.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61924</guid>
    </item>
    <item>
      <title>IN-DEPTH EVALUATION OF FREEWAY MOVING-MERGE SYSTEMS</title>
      <link>https://trid.trb.org/View/30128</link>
      <description><![CDATA[The report presents the evaluation of the green band and pacer moving-merge systems tested in Woburn, Massachusetts, in 1970. Analyses relative to system effectiveness and use include driver responses obtained from questionnaires, the extent to which ramp drivers use the ramp-side displays, and the effect moving-merge systems have on traffic operations. Questionnaire responses indicate that drivers approved of the moving-merge concept with 70 percent of them finding the systems understandable; this statistic is independent of driver age and type of system. Significantly more drivers using both systems, 70 percent, stated the green band system helps most in merging and is easier to understand and use. Analyses of driver use of the ramp-side, displayed information shows that the probability of a lighted display at a downstream ramp position, conditioned by having one at an upstream position, is significantly greater for the green band drivers. According to the average number of displays viewed per driver, the green band system is used more consistently than the pacer system.]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30128</guid>
    </item>
    <item>
      <title>OPERATIONAL ANALYSES OF FREEWAY MOVING-MERGE SYSTEMS</title>
      <link>https://trid.trb.org/View/33940</link>
      <description><![CDATA[Experimental moving-merge control systems were tested in Woburn, Massachusetts.  This paper presents findings relative to how ramp drivers used the system and what they thought of  the moving-merge concept.  A green-band and a pacer system were evaluated.  Analyses relative to system effectiveness and use included driver responses obtained from questionnaires, the extent to which ramp drivers used ramp-side displays, and the effect moving-merge systems had on traffic operations.  Questionnaire responses indicated that drivers approved of the moving-merge concept and 70 percent found the systems understandable.  This statistic was independent of driver age and type of system. Of the drivers who used both systems, 70 percent stated that the green-band system helped most in merging and was easier to understand and use.  Analyses were developed to evaluate driver use of the ramp-side, displayed information.  These analysis showed that the probability of drivers' using a lighted display downstream of the ramp was more significant for the green-band drivers who had been conditioned to having a lighted display upstream of the ramp.  According to the average number of displays viewed per driver, the green-band system was used more consistently than was the pacer system.  The mean relative velocity between green bands and ramp vehicles was significantly lower for drivers using the bands.  Analyses were used to evaluate traffic operations within the freeway right lane and acceleration lane.  Drivers using the systems improved their merge position without disrupting freeway traffic.]]></description>
      <pubDate>Wed, 05 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33940</guid>
    </item>
    <item>
      <title>URBAN FREEWAY RAMP CONTROL</title>
      <link>https://trid.trb.org/View/40446</link>
      <description><![CDATA[The basis of freeway surveillance and control systems is described in terms of 4 interrelated functional subsystems: driver, vehicle and roadway; surveillance and control input; central decision-making and control facilities; and surveillance and control outputs.  Four tyes of ramp control are described in terms of control strategy, hardware, methodology and techniques, as well as function and utility of such control.  Instances where ramp closure may be considered are set forth and details of fixed time metering control are outlined.  The variations of traffic responsive metering control are: demand capacity control, gap acceptance control, occupancy control gap acceptance/demand capacity control, and demand-capacity/ occupancy control.  The two moving merge control systems under experimentation are the pacer system and the green band system.  The former consists of 3 elements, namely, a vehicle detection element (embedded loop detectors), control element (digital computer) and the driver communication element (traffic signs, traffic signals, and pacer light display, all located along the left shoulder of the ramp). A cost and benefit comparison is made of alternate ramp control systems.]]></description>
      <pubDate>Wed, 10 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/40446</guid>
    </item>
    <item>
      <title>MERGING CONTROL SYSTEM FINAL REPORT SUMMARY</title>
      <link>https://trid.trb.org/View/114833</link>
      <description><![CDATA[A BRIEF DESCRIPTION AND EVALUATION IS PRESENTED OF THE TWO MOVING MERGE CONTROL SYSTEMS, KNOWN AS THE "PACER" AND "GREEN BAND" SYSTEMS. A DESCRIPTION OF THE GENERAL SPECIFICATION THAT WAS DEVELOPED FOR AN ADAPTIVE FREEWAY CONTROL SYSTEM IS ALSO INCLUDED. /FHWA/]]></description>
      <pubDate>Sun, 08 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114833</guid>
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