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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>Comparing Pricing Mechanisms for Managed Lanes: Performance Assessment of PR-22 Dynamic Toll Lanes</title>
      <link>https://trid.trb.org/View/2678112</link>
      <description><![CDATA[A performance assessment and willingness-to-pay (WTP) analysis were conducted of the reversible dynamic toll lanes (DTL) of freeway PR-22 in Puerto Rico. This is the first managed lane facility of its kind in a toll freeway in Puerto Rico. Toll transactions from the year 2019 were used to calculate seven performance measures to assess the impact of the managed lanes on travel times and vehicle speeds on the 12 km-long (7.7 mi) segment. The results demonstrate that the dynamic pricing algorithm behaves as expected, increasing the price for the DTL as traffic increases and vehicle speeds decrease on the facility, and provided satisfactory performance for the conditions at PR-22. The DTL provided an average travel time savings of 7 minutes and enhanced travel time reliability when compared with the general toll lanes (GTL) during the morning peak period. Compared to six other managed lane facilities in the U.S., the results from the PR-22 DTL show higher travel time savings and reliability. A survey of PR-22 users was conducted to estimate their willingness-to-pay (WTP) and their attitudes and perceptions associated with the quality and usage of the DTL. The aggregate analysis of PR-22 users using the Van Westerndorp Price Sensitivity Meter resulted in a WTP range for the DTL of $1.00 to $2.79, which is less than the $4.95 maximum toll charged for the managed lane facility. Even though the maximum price exceeds their WTP, the level of congestion in the GTL during peak periods still motivates users to pay the extra fee for the DTL outside of their preference. A regression analysis found that the factors that significantly reduce the WTP of the freeway users include subjects from higher income levels, higher ages, and females. As stated by freeway users, the congestion in the GTL is the main factor that influence them to use the DTL. Therefore, a recommendation to increase the usage of the PR-22 DTL is to provide commuters with relevant information about the real-time benefits of the DTL. The implementation of a high-occupancy vehicle (HOV) policy for the freeway corridor should also be studied. A HOV policy could promote ridesharing on the corridor while providing economic relief and enhancing the equity of the toll freeway by reducing or eliminating the premium toll fee of the managed lanes to those commuters.]]></description>
      <pubDate>Mon, 16 Mar 2026 08:41:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678112</guid>
    </item>
    <item>
      <title>Guardrails on Priced Lanes: Protecting Equity While Promoting Efficiency</title>
      <link>https://trid.trb.org/View/2635946</link>
      <description><![CDATA[Can congestion pricing be implemented in a way that protects vulnerable residents of California? This report examines that question from two perspectives. First, we empirically estimate the size of the vulnerable population likely to be impacted if congestion pricing were introduced on California’s urban freeways. Our estimates suggest that 13% of households, as a result of their low incomes and current travel habits, might be unduly burdened by a freeway tolling program in California. Second, we consider ways to mitigate these burdens. In particular, we compare freeway use to use of other metered network infrastructure, like electricity grids or water systems. We suggest that assistance programs from these utilities provide a useful model for protecting low-income drivers from road prices, and further note that policymakers would be less constrained in progressively redistributing congestion toll revenue than they would be in redistributing utility revenue.]]></description>
      <pubDate>Mon, 22 Dec 2025 09:52:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635946</guid>
    </item>
    <item>
      <title>Comparing Pricing Mechanisms of Managed Lanes: Performance Assessment of PR-22 Dynamic Toll Lanes</title>
      <link>https://trid.trb.org/View/2589111</link>
      <description><![CDATA[A performance assessment and willingness-to-pay (WTP) analysis were conducted of the reversible dynamic toll lanes (DTL) of freeway PR-22 in Puerto Rico. This is the first managed lane facility of its kind in a toll freeway in Puerto Rico. Toll transactions from the year 2019 were used to calculate seven performance measures to assess the impact of the managed lanes on travel times and vehicle speeds on the 12 km-long (7.7 mi) segment. The results demonstrate that the dynamic pricing algorithm behaves as expected, increasing the price for the DTL as traffic increases and vehicle speeds decrease on the facility, and provided satisfactory performance for the conditions at PR-22. The DTL provided an average travel time savings of 7 minutes and enhanced travel time reliability when compared with the general toll lanes (GTL) during the morning peak period. Compared to six other managed lane facilities in the U.S., the results from the PR-22 DTL show higher travel time savings and reliability. A survey of PR-22 users was conducted to estimate their willingness-to-pay (WTP) and their attitudes and perceptions associated with the quality and usage of the DTL. The aggregate analysis of PR-22 users using the Van Westerndorp Price Sensitivity Meter resulted in a WTP range for the DTL of $1.00 to $2.79, which is less than the $4.95 maximum toll charged for the managed lane facility. Even though the maximum price exceeds their WTP, the level of congestion in the GTL during peak periods still motivates users to pay the extra fee for the DTL outside of their preference. A regression analysis found that the factors that significantly reduce the WTP of the freeway users include subjects from higher income levels, higher ages, and females. As stated by freeway users, the congestion in the GTL is the main factor that influence them to use the DTL. Therefore, a recommendation to increase the usage of the PR-22 DTL is to provide commuters with relevant information about the real-time benefits of the DTL. The implementation of a high-occupancy vehicle (HOV) policy for the freeway corridor should also be studied. A HOV policy could promote ridesharing on the corridor while providing economic relief and reducing or eliminating the premium toll fee of the managed lanes to some commuters.]]></description>
      <pubDate>Sat, 16 Aug 2025 23:49:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2589111</guid>
    </item>
    <item>
      <title>Learning Travelers' Attitudes Towards Managed Lanes</title>
      <link>https://trid.trb.org/View/2264101</link>
      <description><![CDATA[Under the sponsorship of Texas Department of Transportation, the University of Texas at Arlington conducted a survey of the Lyndon B. Johnson Freeway and the Dallas North Tollway users in early 2001. The survey was designed to explore issues related to highway users' attitudes toward managed lanes and price elasticity for managed lanes. This paper analyzes data collected from the survey with a focus on travelers' attitudes towards managed lanes. Analysis of the data reveals that more than half of the survey respondents would use managed lanes. Among respondents who are inclined to use managed lanes, most indicated that they would be likely or somewhat likely to drive alone and pay a toll, but few expressed interest in carpooling in order to use managed lanes for free or at a reduced price. It is also found that there are some differences in attitude towards the use of managed lanes among various user groups. The implications of the findings for pricing policy and planning are discussed.]]></description>
      <pubDate>Tue, 28 Jan 2025 14:52:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2264101</guid>
    </item>
    <item>
      <title>Dealing with a multiple access congested suburban freeway using a dynamic toll pricing approach</title>
      <link>https://trid.trb.org/View/2314759</link>
      <description><![CDATA[In this paper the authors resume a novel approach for alleviating traffic congestion in suburban freeways with multiple access locations through the use of dynamic toll pricing. The pricing strategy is determined using model-based feedback control, in combination with a traffic flow model and a driver behavior model. The case study is a suburban freeway segment with multiple access locations. A model derived from the cell transmission one was utilized to develop the traffic flow model, with past traffic information from on-road sensors utilized to derive the model parameters. The drivers’ decisions concerning the choice of whether or not to enter the freeway segment is modeled using utility theory and the Value of Time (VOT) relative to the toll value. The proposed toll-pricing scheme is tested with traffic data from Portuguese freeway A5 and with different assumptions on the drivers’ VOT distribution, showing a significant improvement of the overall traffic conditions. The algorithm illustrated here provides an opportunity to improve on existing toll policies, guaranteeing more stable traffic conditions for the freeway users and optimizing the overall traffic throughput.]]></description>
      <pubDate>Fri, 19 Jan 2024 08:53:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2314759</guid>
    </item>
    <item>
      <title>Relieving Traffic Congestion and Accommodating Travel Growth without Expanding Highways: A Policy Evaluation for the Eastern Segment of the Capital Beltway</title>
      <link>https://trid.trb.org/View/2301506</link>
      <description><![CDATA[This paper evaluates a congestion management concept involving conversion of two existing general-purpose freeway lanes per direction on an 8-lane freeway (with 4 lanes per direction) to priced lanes offering free access for high-occupancy vehicles, in conjunction with cash payments to incentivize a sufficient number of commuters to travel as passengers in transit, carpools or vanpools such that congestion on the remaining free lanes would be no worse than it was before the conversion. Building on prior research, the authors use a refined modeling process to explore the viability of implementation of the concept on the eastern segment of the Capital Beltway in the Washington, DC metro area. The results of the analysis suggest that the strategy can benefit users of shared travel modes and toll-payers, improve travel speeds on toll-free general-purpose lanes, generate significant surplus revenues to support capital investments and operating subsidies for shared travel modes, and can absorb traffic growth through 2040.]]></description>
      <pubDate>Fri, 05 Jan 2024 14:29:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2301506</guid>
    </item>
    <item>
      <title>Analysis of Traffic Volume and Travel-Time Relationship Using Continuous One-Hour Values on Urban Expressway</title>
      <link>https://trid.trb.org/View/2312888</link>
      <description><![CDATA[To make more efficient use of the expanded freeway and urban expressway networks, various measures such as bottleneck management and wide-area congestion pricing based on traffic data obtained from traffic detectors, including traffic volume and travel time, have been considered. Generally, the congestion status of the data varies from day to day. This study proposes a method for analyzing a graph of traffic volume and travel time to visually and intuitively grasp the change in the daily traffic situation using continuous one-hour values. These values are continuously generated hourly values obtained by shifting data every minute. Twenty-four hours 1 minute data for 128 days on 32 segments with detectors in the Nagoya Expressway Network in Japan were used to draw a continuous one-hour value graph. A number of graphs showed loops of continuous one-hour values with congestion and a smooth variation characteristic of values over time. These graphs provide an accurate estimate of the daily maximum one-hour traffic volumes and facilitate a sequential understanding of the congestion pattern changes on successive route segments. Hourly travel-time prediction models were constructed to macroscopically examine congestion measures over a range of several hours. These models were fabricated with high accuracy using multiple regression analysis based on the characteristics of continuous one-hour values. Exploratory predictive analysis of hourly travel-time models has allowed us to study and discuss various congestion factors in road structures and traffic flows, and it has been found to be easy to grasp the phenomenon and ensure accuracy and operability.]]></description>
      <pubDate>Wed, 03 Jan 2024 09:13:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2312888</guid>
    </item>
    <item>
      <title>Model-based dynamic toll pricing scheme for a congested suburban freeway with multiple access locations</title>
      <link>https://trid.trb.org/View/2266635</link>
      <description><![CDATA[In this paper the authorsons through the use of dynamic toll pricing. The pricing strategy is determined using model-based feedback control, with the underlying model derived using a combination of both traffic flow modeling and driver behavior. The traffic segment they focus on is a suburban freeway with multiple access locations. A model derived from the cell transmission method was utilized to develop the traffic flow model, with past traffic information from on-road sensors utilized for determining the model parameters. The behavior of the driver with respect to the choice of whether or not to enter the freeway segment is modeled using utility theory and the Value of Time (VOT) relative to the toll value. The proposed toll-pricing scheme is tested with traffic data from Portuguese freeway A5 and with different hypothesis on the driver’s VOT distribution, showing a significant improvement of the overall traffic conditions. The algorithm developed here provides an opportunity to improve on existing toll policy by guaranteeing more stable traffic conditions for the freeway users and optimizing the overall traffic throughput.]]></description>
      <pubDate>Fri, 03 Nov 2023 09:25:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2266635</guid>
    </item>
    <item>
      <title>Evaluation of a HOTTER Alternative for I-270</title>
      <link>https://trid.trb.org/View/2117813</link>
      <description><![CDATA[HOTTER lanes, i.e., lanes reserved for High-Occupancy vehicles,             Transit and Toll-payers on Existing Rights-of-way, may be an optimal solution to relieve             congestion on freeways without having to expand them. With HOTTER lanes, some existing             lanes of a freeway are tolled, delivering the benefits of managed lanes with minimal             construction costs while limiting the need for new rights-of-way. In conjunction with             the lane take-away, HOTTER lane toll revenue is used to fund cash rewards to incentivize             people to travel as passengers in transit, carpools or vanpools. These shifts to shared             travel reduce overall freeway traffic demand. If demand can be reduced sufficiently,             HOTTER lanes can reduce congestion on the toll-free general-purpose lanes, helping             increase public acceptability of the lane take-away. The rate of cash payment will need             to increase as overall demand increases, so that more drivers would choose to be             passengers instead. An Excel-based model called the Pricing And Shared Travel Estimation             (PASTE) model was developed by the authors to conduct a preliminary high-level sketch             planning evaluation of the HOTTER concept in specific corridors. This paper uses PASTE             to conduct an exploratory policy-level evaluation of the HOTTER alternative if             implemented on Maryland’s I-270, a radial commuter corridor in the Washington, DC metro             area. The results of the analysis suggest that the strategy can relieve congestion while             generating significant net operating revenues which could support capital investments             for the HOTTER alternative as well as costs to implement and operate enhanced express             transit services in the corridor. Further investigation is recommended.]]></description>
      <pubDate>Mon, 27 Feb 2023 09:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2117813</guid>
    </item>
    <item>
      <title>Develop and Evaluate Performance Measures for Intelligent Transportation Systems (ITS) in Louisiana</title>
      <link>https://trid.trb.org/View/2080180</link>
      <description><![CDATA[The Louisiana Department of Transportation and Development (DOTD) established Intelligent Transportation System (ITS) programs over 20 years ago. Before DOTD expands or implements new ITS programs, a study needed to be undertaken to evaluate the performance of the current ITS programs to demonstrate their benefits. The primary objective of this research was to develop a set of performance measures for each existing ITS program in Louisiana and evaluate the benefits achieved through their implementation. The scope of this study was to use insights gathered from literature reviews, qualitative surveys, and inputs from stakeholders to develop performance measures for Louisiana's ITS applications. The scope also included using data from ITS applications in Louisiana to evaluate the performance of the deployed system and determine if the ITS applications were beneficial to the taxpayer. The ITS programs were grouped under six broad areas: Arterial Management; Commercial Vehicle Operation; Electronic Payment and Congestion Pricing; Freeway Management and Traffic Management Centers; and Traveler Information. For each program area, specific objectives linked to specific transportation goals that Louisiana needed to achieve were developed, along with performance measures to evaluate the state’s efforts at meeting each goal. Data mainly between 2016 and 2020 were collected and used for the assessment. Overall, the benefits achieved through the implementation of some of the ITS programs were apparent, while in other cases, further studies are required.]]></description>
      <pubDate>Tue, 13 Dec 2022 10:03:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2080180</guid>
    </item>
    <item>
      <title>High Occupancy Toll Lanes: Hot or Not</title>
      <link>https://trid.trb.org/View/2071781</link>
      <description><![CDATA[The High Occupancy Toll (HOT) lane is a new strategy implemented by the Ontario Government’s Ministry of Transportation to manage the transport of goods and people across the central region. The HOT strategy adopted by the government is an adjustment to the current successful operation of High Occupancy Vehicle (HOV) lane. The HOT lane is an extension of the HOV lane, where individuals can exploit the HOV lane for a specified price, regardless of vehicle occupancy level. The reason for its implementation is attributed to the fact that individuals would be willing to pay for a less congested lane and benefit from faster travel times, while also reducing the number of vehicles in the GPL. This is believed to be a means of reducing congestion and carbon emissions within the network (Government of Ontario, Ministry of Transportation, 2016). However, there is no empirical evidence to support such a claim. Therefore, this paper investigates the impact of the newly implemented HOT Lane on the Queen Elizabeth Way (QEW). In particular, we have analysed the current Level of Service (LoS) on the QEW for both HOV lanes and GPLs to investigate the impacts that a HOT policy might have on the traffic flow. Towards that end, firstly, we reviewed the best practices of HOT and HOV lanes policy implementation to understand their operations. Secondly, using data from Central Region's Fourth Line and QEW, we have analyzed the LoS of the QEW for a weekday operation prior to and after the HOT policy implementation. Lastly, based on the results, we recommend different policies to maximize the utilization of the HOT/HOV lanes while promoting care sharing.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:15:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071781</guid>
    </item>
    <item>
      <title>Guardrails on priced lanes: Protecting equity while promoting efficiency</title>
      <link>https://trid.trb.org/View/2009428</link>
      <description><![CDATA[The authors examine the fairness of congestion pricing from two perspectives. First, using data from California’s six largest urban areas, the authors empirically estimate the share of the population that is both economically vulnerable and likely to be impacted by freeway congestion charges. The estimates suggest that 13% of households would fall into this category. Second, the authors consider ways to mitigate burdens for this group. In particular, the authors compare freeway use to use of other metered network infrastructure, like electricity grids and water systems. The authors suggest that assistance programs from these utilities provide useful lessons for protecting low-income drivers from road prices, and argue that policymakers would be less constrained in progressively redistributing congestion toll revenue than they would be in redistributing utility revenue.]]></description>
      <pubDate>Tue, 30 Aug 2022 17:27:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2009428</guid>
    </item>
    <item>
      <title>Estimates of Willingness to Pay and Value of Time for the Dynamic Toll Lanes in Freeway PR-22 in Puerto Rico</title>
      <link>https://trid.trb.org/View/1945868</link>
      <description><![CDATA[Willingness-to-pay measures were estimated for users of the PR-22 Freeway in the Commonwealth of Puerto Rico. The first dynamic toll lane (DTL) facility in Puerto Rico started operations in 2013 on PR-22. The PR-22 segment examined consists of two reversible express lanes along the median with a dynamic pricing scheme and six general traffic lanes with a fixed toll rate. Willingness-to-pay for the DTL was assessed using the Van Westendorp Price Sensitivity Meter (VWPSM) analysis. Moreover, discrete choice analysis was used to estimate the users’ willingness to pay for travel time savings. The data used in this analysis was obtained through an online survey that presented participants with direct willingness-to-pay questions, toll lane choice scenarios, and, for declared DTL users, questions about their reasons for using the facility. The aggregate analysis of the VWPSM estimated a willingness-to-pay range for the DTL of $1.00 to $2.79, which is lower than the maximum toll rate of $4.95 charged for the managed lane facility. The stated preference scenarios provided a value of time (VOT) estimate of $21.47 per hour. The VOT value is higher than the estimate for local personal travel of $10.00 per hour. There is evidence in support of inflated VOT values for high-occupancy toll lanes and variable toll facilities. Another reasoning could be that PR-22 users overestimated their time savings. Still, the estimated VOT for the PR-22 DTL is relatively low in comparison with other managed lane facilities in the United States.]]></description>
      <pubDate>Tue, 03 May 2022 09:21:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1945868</guid>
    </item>
    <item>
      <title>Using Big Data to estimate the Environmental Benefits of Congestion Pricing in the Los Angeles Metropolitan Area</title>
      <link>https://trid.trb.org/View/1882063</link>
      <description><![CDATA[The purpose of this project is to measure the magnitude of the pollution reduction co-benefit generated by pricing congestion. Specifically, the authors estimate two empirical models: First, a model that examines the effects of traffic congestion, measured by cars per miles, on NO and NO₂ emissions of vehicles in freeways. Second, a model that relates speed with NO and NO₂ emissions from vehicles on local roads. The results suggest important relationships between traffic congestion and NO and NO₂ in both freeways and local roads, and results are reported for different time periods. Such estimates can serve as an important input in order to calculate the pollution benefits of congestion pricing. Therefore, the authors take their estimates and illustrate the pollution benefits from removing vehicles from the freeways. For example, removing 500 cars in the morning peak in a typical freeway translates roughly into a 10% reduction of NO emissions in freeways.]]></description>
      <pubDate>Fri, 22 Oct 2021 09:18:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1882063</guid>
    </item>
    <item>
      <title>Congestion Reduction via Personalized Incentives [supporting dataset]</title>
      <link>https://trid.trb.org/View/1857728</link>
      <description><![CDATA[The purpose of this research is to develop real-time algorithms to reduce traffic congestion and improve routing efficiency via offering personalized incentives to drivers. The incentives and alternative routes should be chosen smartly in order to maximize the probability of acceptance by drivers and to avoid the creation of new congestion in other areas of the network. To this end, the authors propose to exploit the wide-accessibility of smart communication devices and develop a real-time look-ahead incentive offering mechanism using individuals’ routing and aggregate traffic information. The proposed approach relies on historical data and state-of-the-art traffic prediction methodologies to continually predict congestion and traffic flow of the network. Using this prediction and based on individual preferences, the central controller offers personalized incentives to drivers with the goal of reducing the probability of congestion. The decisions about incentives are made via solving a series of carefully designed large-scale stochastic optimization problems. The performance of the proposed algorithms are evaluated using data from the Los Angeles area. Finally, the authors evaluate the performance of their method using data from the Los Angeles area. The Los Angeles region is ideally suited for being the validation area since there are a number of dedicated carpool lanes in the region and furthermore, there are portions of the freeway network where congestion pricing is employed with the added feature that ridesharing vehicles can travel on these lanes free of charge (e.g., I-110). Additionally, researchers at the University of Southern California (USC) have developed the Archived Data Management System (ADMS) that collects, archives, and integrates a variety of transportation datasets from Los Angeles, Orange, San Bernardino, Riverside, and Ventura Counties.]]></description>
      <pubDate>Thu, 08 Jul 2021 16:31:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1857728</guid>
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