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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>
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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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    <item>
      <title>Corridor-Wide Surveillance Using Unmanned Aircraft Systems Phase III: Exploration of the Implementation of Using Unmanned Aircraft Systems for Freeway Incident Detection and Management: Part B</title>
      <link>https://trid.trb.org/View/2594042</link>
      <description><![CDATA[In the third phase of the project, the research team continued utilizing drone systems equipped with thermal cameras to enable real-time detection of traffic incidents and their resulting non-recurrent congestion on freeways, while distinguishing them from recurrent congestion. A comprehensive literature review on existing traffic incident detection methods was conducted. Building on insights from the literature and prior accomplishments, the team designed and implemented a drone-based incident detection framework. This framework first extracts vehicle trajectories at fixed intervals from thermal video data and generates corresponding trajectory images. A customized convolutional neural network (CNN) based deep learning model is then developed and trained to extract traffic features from these images and classify them into three categories: incident, recurrent congestion, and normal traffic. Real-time detection was achieved through continuous processing of incoming thermal video segments. Finally, the research team developed a drone-based, artificial intelligence (AI)-powered, real-time freeway incident detection system, featuring a user-friendly web-based graphical user interface (GUI) for initiating and terminating detection process, visualizing results, and reviewing historical records. The system was tested in six detection flights across three different test sites in Florida. During an incident scenario, test results demonstrated that the system was able to accurately and promptly detect the incident approximately 12 minutes earlier than the local Transportation Management Center (TMC). The thermal video containing the incident scene was displayed on the GUI to support immediate verification and severity assessment by the TMC, thereby facilitating rapid emergency response and potentially saving lives. Additionally, the system extracted and displayed the length of the incident-induced non-recurrent congestion during each flight and its propagation speed across multiple flights, providing valuable information for the TMC to implement effective incident management strategies and mitigate the overall impact.]]></description>
      <pubDate>Mon, 15 Sep 2025 17:05:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594042</guid>
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      <title>Freeway Incident Detection and Arterial Systems Management for the I-84 Corridor Phase I</title>
      <link>https://trid.trb.org/View/2005214</link>
      <description><![CDATA[Freeway incident management has become an important issue in departments of transportation nationwide. While incidents on freeways cannot be prevented entirely, the implementation of an effective incident detection and management system can mitigate the impacts of the resultant congestion. It has long been known that the weakest elements of incident management programs are the Automated Incident Detection (AID) algorithms and the incident recovery phase, particularly the utilization of traffic diversion strategies. An Incident Management Plan (IMP) was recently developed for Idaho’s Treasure Valley corridor, which identified possible diversion routes and established incident response plans for a wide range of scenarios. The Treasure Valley includes the cities of Boise, Garden City, Meridian, Eagle, Kuna, Star, Middleton, Nampa, and Caldwell in Ada and Canyon counties. To maximize the benefit of these diversion routes, effective signal control and management strategies need to be devised that use the actuated controllers already deployed in the I-84 corridor. Project objectives are: 1) Test and evaluate a minimum of six of the standard incident detection algorithms that are commonly used today and help to determine which ones may be suitable for use in the I-84 corridor; 2) Develop and test signal control strategies that can be used in conjunction with the I-84 diversion route plans to improve traffic flow on parallel arterials during incident situations; and 3) Develop a set of materials based on the simulation models developed for this study that can be used to train practicing professionals and university engineering students to operate a freeway traffic management center. The duration of this project is 24 months, divided into two 12-month phases. This report describes the accomplishments of Phase I.]]></description>
      <pubDate>Sun, 28 Aug 2022 17:29:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2005214</guid>
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    <item>
      <title>Accomplishments in freeway operations</title>
      <link>https://trid.trb.org/View/1178091</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:44:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178091</guid>
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    <item>
      <title>Seasons of Achievement: Accomplishments of the Road Weather Management Program</title>
      <link>https://trid.trb.org/View/1148137</link>
      <description><![CDATA[For transportation managers, keeping abreast of changes in the weather is vital for maintaining an efficient and safe transportation system. For the road user, knowing about actual or pending bad weather and road conditions can save time and lives.  The Road Weather Management Program (RWMP) is part of the Federal Highway Administration’s Office of Operations and works in conjunction with the Intelligent Transportation Systems office of the Research and Innovative Technology Administration.  The RWMP addresses road weather challenges through research, technology development, and community outreach to gain a greater understanding of the impact weather has on roadways, and through the promotion of strategies and tools that mitigate those impacts.   To achieve success, RWMP promotes the use of proven best practices and advanced, state-of-the-art technologies and tools such as environmental sensor stations; freeway gate closure systems; wet pavement, fog, and high wind warning systems; and integrated decision support systems. The result is an initiative that benefits state and local agencies, private weather providers, and the traveling public. A hallmark of the Program is the successful transfer of federally funded research into actual practice and use by the private sector.]]></description>
      <pubDate>Tue, 21 Aug 2012 08:54:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1148137</guid>
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    <item>
      <title>Neural Network Model for Automatic Traffic Incident Detection</title>
      <link>https://trid.trb.org/View/915950</link>
      <description><![CDATA[Automatic freeway incident detection is an important component of advanced transportation management systems (ATMS) that provides information for emergency relief and traffic control and management purposes. In this research, a multi-paradigm intelligent system approach and several innovative algorithms were developed for solution of the freeway traffic incident detection problem employing advanced signal processing, pattern recognition, and classification techniques. The methodology effectively integrates fuzzy, wavelet, and neural computing techniques to improve reliability and robustness. The specific accomplishments of this research are Development of an effective traffic feature extraction model using discrete wavelet transform and linear discriminant analysis. Development of a computational model for automatic traffic incident detection using discrete wavelet transform, linear discriminant analysis, and adaptive conjugate gradient neural network of Adeli and Hung. Development of a fuzzy wavelet radial basis function neural network (RBFNN) model for automatic detection of freeway incidents. Development of a two-stage single-station freeway incident detection model based on energy representation of the traffic pattern in the wavelet domain. A comprehensive parametric study of the performance of the single-station fuzzy-wavelet RBFNN freeway incident detection model and comparison with the benchmark California algorithm #8 based on three quantitative measures of detection rate, false alarm rate, and detection time, and the qualitative measure of algorithm portability using both real and simulated data. The new algorithm outperformed the California algorithm consistently under various scenarios. A comprehensive evaluation of the single-station wavelet energy neural network freeway incident detection algorithm and comparison with the California algorithm #8. Evaluation of the wavelet energy neural network freeway incident detection algorithm on rural freeways where flow rates are low and detector stations are spaced further apart. It is demonstrated that both fuzzy-wavelet RBFNN and wavelet energy neural network freeway incident detection algorithms are computationally efficient, produce excellent detection rates and very low false alarm rates on urban freeways, and can readily be implemented on-line in any ATMS without any need for re-calibration and without any performance deterioration. Considering the difficulty in automatic detection of incidents on rural fieeways, the wavelet energy algorithm performs well on rural freeways as well. The algorithm is fast as it detects an incident on urban freeways in less than two minutes and on rural freeways in less than three minutes.]]></description>
      <pubDate>Thu, 22 Apr 2010 07:47:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/915950</guid>
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    <item>
      <title>Michigan Transportation Facts &amp; Figures - 2001</title>
      <link>https://trid.trb.org/View/763020</link>
      <description><![CDATA[The 2001 Michigan Transportation Facts & Figures is presented as an Internet-only document.  The contents are as follows:  ACCOMPLISHMENTS - statewide accomplishments, additional program accomplishments, and environmental accomplishments; LOOKING AHEAD - five year road and bridge program, and trunkline pavement condition forecast; AVIATION - Michigan aviation activity, aircraft operations, itinerant/local operations, public vs. private ownership, public airport locations, private airport locations, activity by airport category and group, passenger activity, and total scheduled passengers; HIGHWAYS - highway facts; travel information centers; roadside motorist facilities; population estimates by county for 2025; population change by number (1990-2000); population change by percentage (1990-2000); highway, road and street mileage; roadway travel volumes; vehicle registrations; fuel usage (Michigan); fuel usage (U.S.); Michigan's international border crossings; Michigan's state highway system; 2000 trunkline mileage and AVMT by MDOT region; trunkline commercial annual vehicle miles traveled (AVMT) by region; 2000 freeway/non-freeway route mileage and AVMT by MDOT region; 2000 freeway/non-freeway route mileage and condition by MDOT region; trunkline surface condition; trunkline surface condition by funding category; bridge condition; traffic crash trends; traffic fatality rate; truck-related crashes and fatalities; tort liability: open case load; state payments for tort litigation; truck weight limits; all season route mileage vs. seasonal route mileage; and rehabilitation of state highways; MARINE - Michigan's commercial ports, commodities shipped at Michigan ports, waterborne commerce at cargo ports, historical waterborne commerce, ferry service, and St. Mary's river ferry system; PUBLIC TRANSPORTATION - intercity bus service; intercity bus route system, local public transit service, intercity rail passenger system, intercity rail ridership, rail ridership by route, carpool parking lot program, statewide ridesharing and vanpooling programs, and ridesharing offices; RAILROADS - Michigan railroad mileage, state-owned rail mileage, and annual railroad information; and FINANCE - MDOT's road and bridge program for 2002, state funding for local roads, Michigan motor fuel pump prices, fuel efficiency, state gasoline tax rates, gasoline and diesel tax rates by state, Michigan Transportation Fund (MTF), MTF: distribution to counties, MTF: distribution to cities and villages, MFT: county supplemental snow removal, MTF: city supplemental snow removal, federally-funded contract awards for Disadvantaged Business Enterprises, annual price trends for federal aid highway construction, federal funds for state highways, state revenue for highways and bridges, expenditures for state highways and bridges, transportation enhancement activities, revenues and expenditures for other funds, Transportation Economic Development Fund (TEDF) distribution of revenue, federal revenue for public transportation, state revenue for public transportation, public transportation expenditures, federal revenue for aviation, state revenue for aviation, and aviation expenditures.]]></description>
      <pubDate>Tue, 15 Nov 2005 09:54:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/763020</guid>
    </item>
    <item>
      <title>Year 4 Annual Report of Progress: Operating Freeways with Managed Lanes</title>
      <link>https://trid.trb.org/View/757611</link>
      <description><![CDATA[The managed lanes concept is currently being considered on major freeway projects in Texas cities. While the high-occupancy vehicle (HOV) concept is familiar in most urban areas, motorists are less familiar with managed lanes. In this multi-year research project, researchers are investigating the complex issues surrounding the safe and efficient operation of managed lanes using various operating strategies. The research team is also developing a managed lanes handbook to help the Texas Department of Transportation (TxDOT) make informed planning, design, and operational decisions when considering these facilities across the state. This bulletin summarizes the activities of the first four years of this multiyear project, highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the final year of the project.]]></description>
      <pubDate>Tue, 19 Jul 2005 10:34:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/757611</guid>
    </item>
    <item>
      <title>YEAR 4 ANNUAL REPORT OF PROGRESS: OPERATING FREEWAYS WITH MANAGED LANES</title>
      <link>https://trid.trb.org/View/753613</link>
      <description><![CDATA[Texas cities are currently considering the managed lane concept for major freeway projects.  As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation.  Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed.  The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects.  The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations.  There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day.  The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the Texas Department of Transportation make informed planning, design, and operational decisions when considering these facilities for its jurisdiction.  This document summarizes the activities of the first four year of this multiyear project, highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the coming year.]]></description>
      <pubDate>Tue, 15 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/753613</guid>
    </item>
    <item>
      <title>TRAFFIC INCIDENT MANAGEMENT IN METRO DETROIT: A PRELUDE TO REGIONAL OPERATIONS</title>
      <link>https://trid.trb.org/View/744360</link>
      <description><![CDATA[This paper describes how the Metropolitan Detroit Incident Management Coordinating Committee has been operating since 1992. Public agencies and private interests initially formed ad hoc group to improve detection of and response to traffic incidents. State department of transportation officials, state police officials, and local government officials received support from their top management to cooperate in responding to incidents. Private organizations including broadcast media and tow operators have joined in the coordination effort. Early accomplishments of this group include combining the Michigan State Police dispatch operations with the Michigan Department of Transportation Intelligent Transportation System Center and establishing a Freeway Courtesy Patrol. The Incident Management Committee has been adopted by Intelligent Transportation Systems (ITS) Michigan and serves most of the functions expected of a regional transportation operations organization.]]></description>
      <pubDate>Wed, 03 Nov 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/744360</guid>
    </item>
    <item>
      <title>YEAR 3 ANNUAL REPORT OF PROGRESS: OPERATING FREEWAYS WITH MANAGED LANES</title>
      <link>https://trid.trb.org/View/681129</link>
      <description><![CDATA[Texas cities are currently considering the managed lane concept for major freeway projects.  As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation.  Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed.  The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects.  The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations.  There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day.  The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the Texas Department of Transportation make informed planning, design, and operational decisions when considering these facilities for its jurisdiction.  This document summarizes the activities of the first three years of this multiyear project, highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the coming year.]]></description>
      <pubDate>Tue, 24 Feb 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/681129</guid>
    </item>
    <item>
      <title>CALTRANS DISTRICTS</title>
      <link>https://trid.trb.org/View/644634</link>
      <description><![CDATA[This article, from the California Department of Transportation (Caltrans) 2002-2003 Annual Report Issue, describes accomplishments that have taken place during the past year by the twelve Caltrans district offices. A wide range of projects are highlighted, such as environmental protection, rural transportation management facilities, seismic retrofit, freeway construction, and transportation management centers..]]></description>
      <pubDate>Thu, 01 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/644634</guid>
    </item>
    <item>
      <title>YEAR 2 ANNUAL REPORT OF PROGRESS: OPERATING FREEWAYS WITH MANAGED LANES</title>
      <link>https://trid.trb.org/View/730719</link>
      <description><![CDATA[Texas cities are currently considering the managed lane concept on major freeway projects.  As a new concept of operating freeways in a flexible and possibly dynamic manner, it has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation.  Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed.  The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects.  The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, operational configurations, and established eligibility considerations.  There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day.  The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the Texas Department of Transportation make informed planning, design, and operational decisions when considering these facilities for its jurisdiction.  This document summarizes the activities of the first two years of this multiyear project, highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the coming year.]]></description>
      <pubDate>Thu, 13 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/730719</guid>
    </item>
    <item>
      <title>[CALIFORNIA DEPT. OF TRANSPORTATION] DISTRICTS</title>
      <link>https://trid.trb.org/View/728634</link>
      <description><![CDATA[This article, from the California Department of Transportation (Caltrans) 1999-2000 Annual Report Issue, reports on major accomplishments that have taken place in the past year in the twelve districts comprising Caltrans. A variety of achievements are described, such as: bridge replacements and seismic retrofits, installation of a dynamic curve warning system, implementation of  new de-icing methods, inaugurating traffic management centers, and freeway upgrading and widening projects.]]></description>
      <pubDate>Tue, 03 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/728634</guid>
    </item>
    <item>
      <title>YEAR 1 ANNUAL REPORT OF PROGRESS: OPERATING FREEWAYS WITH MANAGED LANES</title>
      <link>https://trid.trb.org/View/707643</link>
      <description><![CDATA[Texas cities are currently considering the managed lane concept on major freeway projects.  As a new concept of operating freeways in a flexible and possibly dynamic manner, it has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation.  Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed.  The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects.  The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, operational configurations, and established eligibility considerations.  There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day.  The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the Texas Department of Transportation make informed planning, design, and operational decisions when considering these facilities for their jurisdiction.  This document summarizes the activities of the first year of this multiyear project, including a comprehensive review of current practice and state-of-the-practice across the country and the hosting of a Managed Lanes Symposium.  It highlights the accomplishments to date, provides a status report of efforts underway, and outlines planned activities for the coming year.]]></description>
      <pubDate>Mon, 06 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/707643</guid>
    </item>
    <item>
      <title>HIGHWAY OPERATIONS IN CONNECTICUT</title>
      <link>https://trid.trb.org/View/485188</link>
      <description><![CDATA[In 1992, the Connecticut Department of Transportation formally embarked on what is now referred to as Intelligent Transportation Systems (ITS) development. Prior to that, and as far back as 1983, elements of these systems such as computerized signal systems' development and the installation of portable and permanent Variable Message Signs (VMS) had occurred without the benefit of a formal program or system development plan. A 1990 consultant's report entitled "Connecticut Freeway Traffic Management System," and the passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) provided the incentive and motivation to initiate a comprehensive program. The initial primary goal of the department was the development of an effective Incident Management Program. A Task Force, comprised of representatives of the Department of Transportation, State Police and the Federal Highway Administration developed specific recommendations based on findings of the consultant's report and short, intermediate and long-term recommendations for the implementation of an Incident Management System. Another important early development occurred in June, 1991, when the Southwestern Metropolitan Planning Organization (MPO) created a Freeway Management Team that has been highly successful in bringing together a diverse group of state and local representatives to address and overcome institutional issues associated with the development and operations of an effective incident management system. In March, 1992, the Department reorganized and established an Office of Highway Operations Unit within the Bureau of Engineering and Highway Operations. This new office combined elements of existing traffic signal systems' development, operation and maintenance units, and was also charged with the development, operation and maintenance of ITS for Connecticut. This paper highlights some of the accomplishments of the Office of Highway Operations within the last five years.]]></description>
      <pubDate>Mon, 01 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485188</guid>
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