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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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      <link>https://trid.trb.org/</link>
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      <title>Eco-Lanes: A flexible lane management scheme for enhancing traffic efficiency and promoting eco-friendly commuting</title>
      <link>https://trid.trb.org/View/2528454</link>
      <description><![CDATA[Existing high-occupancy vehicle lanes and other managed lanes typically cater to a single vehicle type, leading to suboptimal utilization. A new lane management scheme, termed eco-lanes (ELs), is introduced in this study to provide a more flexible operational framework, enabling authorities to designate various vehicle access types across different road segments. The authors conceptualize ELs as instrumental in enhancing traffic flow efficiency and promoting the adoption of eco-friendly commuting practices. To assess the quantitative impacts of ELs on commuters’ mode and route choices on network operations, a combined mode split and traffic assignment (CMSTA) model is developed, where a cross-nested logit (CNL)-based multi-mode passenger assignment model addresses route overlapping, and a nested logit (NL)-based mode split model accounts for the hierarchical choices of vehicle type (manual driving or auto driving) and commuting modality (driving alone or shared mobility). Formulated as an equivalent variational inequality (VI) problem in path-flow space with asymmetric link impedance functions, its equivalence is established. A new iterative solution algorithm integrating route-swapping, mode-swapping, and weighted adaptive self-regulating average techniques is developed to efficiently tackle the CMSTA problem. By reformulating the CMSTA as an equivalent nonlinear programming (NLP) problem and taking the multimodal stochastic system optimum (MSSO) as the objective, the authors further propose a mixed-integer nonlinear program (MINLP) for optimal EL network design. Numerical examples demonstrate the effectiveness of the EL scheme in mitigating congestion, not only optimizing network flow but also promoting eco-friendly mode shifts.]]></description>
      <pubDate>Wed, 23 Apr 2025 16:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2528454</guid>
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    <item>
      <title>Tunnel Bottleneck Management with High-Occupancy Vehicle Priority on Intelligent Freeways</title>
      <link>https://trid.trb.org/View/2384751</link>
      <description><![CDATA[Tunnels on freeways, as one of the critical bottlenecks, frequently cause severe congestion and passenger delay. To solve the tunnel bottleneck problem, most of the existing research can be divided into two types. One is to adopt variable speed limits (VSLs) to regulate a predetermined speed for vehicles to get through a bottleneck smoothly. The other is to adopt high-occupancy vehicle (HOV) lane management. In HOV lane management strategies, all traffic is divided into HOVs and low-occupancy vehicles (LOVs). HOVs are vehicles with a driver and one or more passengers. LOVs are vehicles with only a driver. This kind of research can grant priority to HOVs by providing a dedicated HOV lane. However, the existing research cannot both mitigate congestion and maximize passenger-oriented benefits. To address the research gap, this paper leverages connected and automated vehicle (CAV) technologies on intelligent freeways and develops a tunnel bottleneck management strategy with a dynamic HOV lane (DHL). The strategy bears the following features: 1) enables tunnel bottleneck management at a microscopic level; 2) maximizes passenger-oriented benefits; 3) grants priority to HOVs even when the HOV lane is open to LOVs; 4) allocates right-of-way segments for HOVs and LOVs in real time; and 5) performs well in a mixed-traffic environment. The proposed strategy is evaluated through comparison against the non-control baseline and a VSL strategy. Sensitivity analysis is conducted under different congestion levels and penetration rates. The results demonstrate that the proposed strategy outperforms in terms of passenger-oriented delay reduction and HOVs’ priority level improvement.]]></description>
      <pubDate>Mon, 24 Jun 2024 09:26:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2384751</guid>
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    <item>
      <title>Simulating the performance of HOV lanes for optimal urban traffic management</title>
      <link>https://trid.trb.org/View/2315426</link>
      <description><![CDATA[Traffic congestion is a significant problem in crowded cities, resulting in increased travel times, air pollution, and reduced productivity. High-occupancy vehicle (HOV) lanes have emerged as a promising solution to tackle these issues. HOV lanes are reserved for vehicles carrying multiple passengers, incentivizing shared travel and reducing the number of low-occupancy vehicles on the road like school buses. By reducing the overall number of cars on the road, HOV lanes can significantly alleviate traffic congestion, improve travel times, and reduce air pollution. The effectiveness of HOV lanes depends on the degree of demand for shared travel and the availability of incentives, such as employer-provided benefits or toll exemptions. Additionally, the design and implementation of HOV lanes must be carefully planned to ensure that they do not negatively impact other road users. Tehran, as one of the largest and most populous cities in Asia, is a major destination for daily travel by workers. The Tehran-Karaj freeway serves as the primary and busiest entrance to Tehran city, experiencing heavy traffic every day in the morning towards Tehran and in the evening towards Karaj. In this study, the traffic conditions of this freeway were simulated in the existing state and with the presence of HOV lanes, and the resulting traffic parameters were compared and analyzed under different traffic scenarios. The findings of this research can offer valuable insights for decision-makers and traffic policy makers.]]></description>
      <pubDate>Tue, 16 Jan 2024 09:03:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2315426</guid>
    </item>
    <item>
      <title>Human factors evaluation of an in-vehicle active traffic and demand management (ATDM) system</title>
      <link>https://trid.trb.org/View/1702863</link>
      <description><![CDATA[This research study focused on the evaluation of an emulated in-vehicle Active Traffic and Demand Management (ATDM) system on Interstate 66 in Northern Virginia. Traditional ATDM systems rely on infrastructure-mounted variable message signs (VMS) to provide information (speed limits, lane availability, etc.) to the traveling public. By providing information about dynamic roadway conditions on an in-vehicle device, the ATDM may improve driving safety and performance by allowing drivers to remain consistently aware of forthcoming traffic conditions and roadway requirements; even when external signage is inaccessible. This study represents an initial investigation of an emulated in-vehicle ATDM to provide developers with design guidance and ensure that unintended consequences, such as distraction, do not undermine the potential benefits.Twenty younger and 20 older participants, accompanied by a member of the research team, experienced the following ATDM features on an in-vehicle device (IVD) mounted to the dashboard: (1) dynamic speed limits, (2) dynamic lane use/shoulder control, (3) High Occupancy Vehicle (HOV) restrictions, and (4) roadway information from variable message signs. The IVD was equipped with auditory and visual alerts notifying the driver when relevant visual information was updated. Research questions addressed distraction and driver behavior associated with use of the system. Qualitative and quantitative participant data was acquired from the instrumented vehicle, various questionnaires, and researcher observation.Several key findings were uncovered: (1) The IVD, as tested, did not warrant classification as a source of distraction according to the National Highway Transportation Safety Administration (NHTSA) guidelines; v2) There was a significant difference in eye-glance durations to the IVD when comparing the VMS alerts to both the speed limit and lane management alerts; and (3) The speed limit alert motivated participants to alter their speed (per survey results and participant speed data).]]></description>
      <pubDate>Thu, 11 Jun 2020 10:14:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1702863</guid>
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    <item>
      <title>HOT Lane Detection and Management Scan</title>
      <link>https://trid.trb.org/View/1693611</link>
      <description><![CDATA[Utah Department of Transportation (UDOT) launched its high-occupancy toll (HOT) lane program on I-15 in 2010 and it currently covers 72 miles of I-15. The program charges tolls to drivers of Single-Occupant Vehicles (SOVs) using the high-occupant vehicle (HOV) lanes as Express Lanes while high-occupancy vehicles use the lanes for free. There are 32 HOT lane agencies in the US and, to date, all of them, including UDOT, rely on state Highway Patrols to enforce occupancy through visual means. Nationwide, HOT lane violations range from 25-40% and violations in Utah are observed to be increasing. Companies are developing two leading technologies for determining vehicle occupancy: (1) camera-based systems; (2) smartphone app-based systems.  This report is a scan of US HOT lane agencies considering new technologies for enforcing occupancy requirements. Camera-based systems have been deployed on the Verrazano Narrows Bridge (NYC) and are being planned for SR92 and I-405 in Orange County, CA and for I-10/I-110 in Los Angeles County. Recent field tests of camera-based systems conducted in the Bay Area concluded, “the relatively low system accuracy rates … suggest the technology is not ready for … a full-scale deployment…” The Dallas-Fort Worth Metropolitan Planning Organization (MPO) has contracted with Carma for implementing an app-based system for occupancy declaration. UDOT is piloting a smartphone-based occupancy declaration system in 2020. Long-term technologies for occupancy detection include the continued improvement of camera-based and app-based systems, and V2X communication of occupancy which may be linked to emerging connected vehicle technologies or part of road usage charging programs.]]></description>
      <pubDate>Wed, 25 Mar 2020 17:10:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693611</guid>
    </item>
    <item>
      <title>Smart Highways</title>
      <link>https://trid.trb.org/View/1639260</link>
      <description><![CDATA[The International Road Federation (IRF) promotes the development of sustainable roads around the world. In this document five articles discussing intelligent transportation systems (ITS) and roads are presented. Article topics include: Managed motorways in Australia and the UK; Cooperative-ITS (C-ITS) applications and the city of Verona (Italy); Data source selection and travel time reliability measurement; The operation of high-occupancy vehicle and high-occupancy toll lanes; and Active traffic management in Japan.]]></description>
      <pubDate>Sun, 18 Aug 2019 21:55:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1639260</guid>
    </item>
    <item>
      <title>Advancing Traveler Information Technologies for Priced Managed Lane Networks</title>
      <link>https://trid.trb.org/View/1565416</link>
      <description><![CDATA[Managed lane networks are complex, interconnected facilities that require advancements in traveler information to successfully serve the users of those facilities. Historically, managed lanes were typically developed for single, distinct corridors, providing preferential access for users who travel from one endpoint to another. The success of past managed lane projects has led to planned and constructed networks of managed lanes that expand the concept across most major freeways within a region. Currently, operators rely mostly on signage, websites, and social media to convey information related to pricing and operating rules. Existing communication methods will become ineffective as network complexity increases. New technology, including advancements in traveler information and connected vehicles, may provide a solution to the problem. This research project investigated different ways to communicate operational and pricing rules for managed lane networks. Key parts of this research consisted of (a) a national state-of-the-practice review, (b) system user focus groups and surveys, and (c) an emerging technologies assessment.]]></description>
      <pubDate>Wed, 31 Oct 2018 16:27:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1565416</guid>
    </item>
    <item>
      <title>Using Cooperative Adaptive Cruise Control (CACC) to Form High-Performance Vehicle Streams: Microscopic Traffic Modeling</title>
      <link>https://trid.trb.org/View/1532664</link>
      <description><![CDATA[This document summarizes the microscopic traffic simulation models used in the project entitled Using Cooperative Adaptive Cruise Control (CACC) to Form High-Performance Vehicle Streams. The major components of the microscopic traffic model include the vehicle dispatching model, human driver model and ACC/CACC model. The vehicle dispatching model determines how a modeled vehicle enters the simulation network and the distribution of different types of vehicles across the multi-lane highway. The human driver model and ACC/CACC model specify the car following and lane changing behaviors of the human drivers and ACC/CACC equipped drivers, respectively. The proposed models can capture drivers’ specific behaviors as the traffic management strategies are activated.]]></description>
      <pubDate>Wed, 31 Oct 2018 09:14:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1532664</guid>
    </item>
    <item>
      <title>Using Cooperative Adaptive Cruise Control (CACC) to Form High-Performance Vehicle Streams: Microscopic Traffic Model Calibration and Validation</title>
      <link>https://trid.trb.org/View/1532570</link>
      <description><![CDATA[This report documents the procedures the PATH team has implemented for calibrating the NGSIM oversaturated flow model in the Aimsun micro simulation environment. The goal of the calibration is to identify suitable driving behavior parameters of the NGSIM oversaturated flow model, which is used to describe the behaviors of human drivers. With these parameters, the model should be able to reproduce traffic flow patterns like those observed in the 18-km State Route 99 corridor to the south of Sacramento, CA. The Geoffrey E. Havers (GEH) statistic is adopted to quantify the relative difference between the simulated and observed flows. The calibrated model is considered satisfactory if the GEH statistic is less than 5 in at least 85% of the time intervals. In addition to the GEH statistic, the simulated traffic pattern must produce spatial and temporal speed distribution and flow-density relationships similar to those observed in the field. This report contains 6 sections. In Section 2, the authors describe the background of the study site and the field data used as the benchmark data. Section 3 contains the detailed explanation of the metrics that depict the performance of the simulation model. In Section 4, they present the candidate behavior parameters to be calibrated and the calibration procedures. This section also includes the traffic modeling effort they have made for accurately reproducing the traffic operation at individual on/off-ramp bottlenecks. In Section 5, they present the identified behavior parameters and the calibration result analysis. In the final section, the recommendations for future research are proposed.]]></description>
      <pubDate>Fri, 26 Oct 2018 10:36:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1532570</guid>
    </item>
    <item>
      <title>Minimizing the Average Delay at Intersections via Presignals and Speed Control</title>
      <link>https://trid.trb.org/View/1515708</link>
      <description><![CDATA[Urban intersections have been well recognized as bottlenecks of urban transport systems. It is thus important to propose and implement strategies for increasing the efficiency of public and private transportation systems as a whole. In order to achieve this goal, an additional signal could be set up near the intersection to give priority to buses through stopping vehicles in advance of the main intersection as a presignal. It has been increasingly popular in urban cities. While presignals indeed reduce the average delay per traveler, they cause extra stops of private vehicles, which might compromise the overall efficiency, safety, and sustainability. This paper aims to propose a model to improve presignals by reducing the vehicles’ number of stops behind the presignals. By applying the method, vehicles would be able to adjust their speed based on traffic conditions as well as buses’ speed and approach. Numerical analyses have been conducted to determine the conditions required for implementing this method.]]></description>
      <pubDate>Wed, 27 Jun 2018 16:53:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515708</guid>
    </item>
    <item>
      <title>Initiatives by the Ministry of Transportation of Ontario to Reduce the Delay Cost Associated with Major Highway Incidents</title>
      <link>https://trid.trb.org/View/1511346</link>
      <description><![CDATA[A major incident on a 400-series highway in the Greater Toronto Area has the potential to result in significant costs related to delay with respect to both passenger and commercial travel. Such incidents might involve collisions requiring police investigation or truck roll-overs, fires, or major spills, and could result in partial or full highway closures over multiple hours. In addition, significant delay would be anticipated on “diversion” routes used by drivers to circumvent the incident, as well as delay incurred during the system recovery period once the highway has been re-opened. Since traffic flows on major highways can range from 5,000 vehicles/hour to between 10,000 and 15,000 vehicles per hour over much of the typical day, the total delay cost from a single incident can run into the millions of dollars without even considering the implications for the broader economy.  The Ministry of Transportation of Ontario (MTO) is in the process of reviewing response strategies to major incidents in two contexts. First, prior to the 2015 Pan Am/ParaPan Am Games, the Ministry developed traffic management plans to address major incidents affecting the highways accommodating the temporary High-Occupancy Vehicle (HOV) lanes implemented for the Games. These plans were designed to be more proactive than ambient incident response protocols. The use of the plans on several occasions during the Games created a generally favourable impression of the potential to reduce the impacts of traffic incidents. Secondly, the potential benefit associated with reducing the amount of time required to clear truck roll-overs and similar incidents has been investigated. We also note that ongoing expansion of the use of advanced traffic management systems (ATMS) by the Ministry enhances the toolbox available for incident-related traffic management.  This paper describes the process used to develop more pro-active traffic management protocols for major incidents and provides an evaluation of some of the potential benefits of reducing the time required to clear truck roll-over incidents.]]></description>
      <pubDate>Thu, 03 May 2018 15:13:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511346</guid>
    </item>
    <item>
      <title>Human Factors Evaluation of an In-Vehicle Active Traffic and Demand Management (ATDM) System</title>
      <link>https://trid.trb.org/View/1418039</link>
      <description><![CDATA[This research study focused on the development and subsequent evaluation of an in-vehicle Active Traffic and Demand Management (ATDM) system deployed on Interstate 66 in Northern Virginia. The ATDM elements inside the vehicle allowed drivers to remain consistently aware of traffic conditions and roadway requirements even if external signage was inaccessible. Forty participants were accompanied by a member of the research team and experienced the following in-vehicle device (IVD) features: 1) dynamic speed limits, 2) dynamic lane use/shoulder control, 3) High Occupancy Vehicle (HOV) restrictions, and 4) variable message signs (VMS). This ATDM system was equipped with auditory and visual alerts to notify the driver when relevant information was updated. The research questions addressed distraction, desirability, and driver behavior associated with the system. Participant data was collected from the instrumented vehicle, various surveys, and researcher observation. Several key findings were uncovered related to each research category: 1) the IVD would not be classified as a distraction according to the National Highway Traffic Safety Association (NHTSA) distraction guidelines, 2) 73% of participants would want the in-vehicle technology in their next vehicle, and 3) the speed limit alert motivated participantsto alter their speed (based on both survey results and actual participant speed data).]]></description>
      <pubDate>Mon, 29 Aug 2016 11:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1418039</guid>
    </item>
    <item>
      <title>Analysis and Evaluation of Intelligent Bus Rapid Transit Systems in Cyprus</title>
      <link>https://trid.trb.org/View/1406221</link>
      <description><![CDATA[The objective of this paper is to present the process of developing a traffic simulation model for evaluating a number of Bus Rapid Transit system components in a highly congested traffic network in Nicosia, Cyprus. The scenarios to be evaluated include the use of dedicated bus lanes and high occupancy vehicle lanes. The assessment is carried out via validated microscopic simulation models of the traffic network under study. As seen from the analysis of the results, a viable long term solution to enhancing the bus transport mode is drawn where significant improvements are achieved regarding a number of measures of effectiveness, such as travel time, delays and speed.]]></description>
      <pubDate>Wed, 25 May 2016 16:06:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1406221</guid>
    </item>
    <item>
      <title>Preparing for Automated Roadway Technology Impacts on Guideway Transit</title>
      <link>https://trid.trb.org/View/1403406</link>
      <description><![CDATA[The paper discusses a vision for how the parallel development paths of automated roadway vehicle (AV) and connected roadway vehicle (CV) technologies, and automated guideway transit technology will evolve into a demand-responsive, fully autonomous transit service. The paper provides insight into the initial applications of AV/CV technology to transit service, primarily within semi-protected transitways and controlled environments such as campus settings and high occupancy vehicle (HOV)/managed lanes. Long term implications for fixed facilities and system operations are discussed. Overall long term considerations of aerial and at-grade transitway design, station site and facilities configurations, and maintenance facility layouts are conceptually assessed. Operating concepts for transit systems of automated and connected, driverless roadway transit vehicles are discussed, as well as the necessity of advanced simulations necessary to analyze the complex operations.]]></description>
      <pubDate>Fri, 22 Apr 2016 10:46:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403406</guid>
    </item>
    <item>
      <title>SPR-3912: Economic Development Impact of Corridor Improvements</title>
      <link>https://trid.trb.org/View/1343876</link>
      <description><![CDATA[This study will develop a sketch-planning tool to assess the economic development impact of (non-traditional) corridor improvements. Examples of such improvements and treatments include (but not limited to): intelligent transportation system (ITS) implementation strategies; access management; road diets; high occupancy vehicle (HOV) lanes; reversible lanes etc. The research team will:  (1) investigate the synergies among travel demand, traffic, and economic impact models in evaluating alternative corridor-level projects; and (2) investigate ways to adapt the ISTDM, and/or Major Corridor Investment-Benefit Analysis System (MCIBAS) or develop a post-processing method to meet the needs of the Indiana Department of Transportation's (INDOT's) Division of Asset Planning and Management.]]></description>
      <pubDate>Wed, 18 Feb 2015 01:00:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343876</guid>
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