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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Mixing mechanisms of hydrogen-blended natural gas in subsea pipelines: Effects of injection angles</title>
      <link>https://trid.trb.org/View/2554727</link>
      <description><![CDATA[The global transition toward renewable energy has made hydrogen blending in natural gas pipelines a promising approach for reducing carbon emissions. Nevertheless, the considerable dissimilarities in the gaseous characteristics of hydrogen and methane present considerable challenges for the efficient mixing and transportation of these substances, particularly in the context of submarine pipeline systems. This study investigates the impact of varying hydrogen injection angles (45°, 90°, and 135°) on mixing efficiency and pressure loss in hydrogen-natural gas pipelines. Using numerical simulations, the authors analyzed the coefficient of variation (COV) to quantify mixing uniformity and calculated the pressure drops associated with each configuration. Results indicate that a 135° injection angle significantly enhances mixing at higher flow velocities, creating counter-vortices that improve hydrogen dispersion within the methane stream. Conversely, vertical injection (90°) is most effective under low-speed conditions due to favorable flow dynamics that promote thorough mixing with minimal stratification. Mixing intensity improves as the flow rate increases, although stratification becomes more pronounced, especially at lower angles. The study concludes that injection angle and flow rate are critical factors in achieving optimal hydrogen blending within natural gas pipelines. Findings provide valuable insights into subsea pipeline design and operational strategies for hydrogen blending, supporting the broader goal of integrating hydrogen into existing gas infrastructure as part of the global carbon reduction initiative.]]></description>
      <pubDate>Thu, 05 Jun 2025 13:30:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2554727</guid>
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    <item>
      <title>Safe and efficient automated freeway traffic control- Phase 2</title>
      <link>https://trid.trb.org/View/2440020</link>
      <description><![CDATA[Shockwaves are a naturally emerging phenomena in freeway traffic, but they represent one of the largest safety risks on freeways. Freeway drivers do not expect to encounter abrupt drops in speed or stopped traffic, as a result, shockwaves sharply increase the accident rates, particularly in the context of rear end collisions. For example, US interstate highways in 2021 saw the following rear-end collision numbers: Fatality 985, Injury-Only 71,408, Property-Damage-Only 152,011. Rear end collision severity is directly related to the relative speed between the involved vehicles, shockwaves increase these relative speeds, and thus, they also increase accident severity. Shockwaves also reduce freeway capacity and have a detrimental impact on fuel consumption and emissions because accelerating engines are less efficient than when cruising.

Connected and autonomous vehicles (CAV) hold the promise to attenuate and eliminate shockwaves (and thus, also reduce the severity and number of accidents), but only if the system is explicitly designed to do so. The very factors that give rise shockwaves in human driven vehicles (HDV) will also do so in CAV. While CAV offer new ways to manage traffic dynamics, an automated freeway will still be subject to traffic dynamics. The real challenge is designing the CAV system so that it ensures the safest possible operation, and then within those bounds, the greatest operational efficiency (maximizing capacity, minimizing delays, etc.).

This research essentially seeks to take conventionally unstable queued traffic and bring it to a stable flow while queued. It will approach CAV traffic control by first establishing the desired macroscopic traffic states along a freeway corridor and will use a rolling horizon to continually update the desired states in response to perturbations in the macroscopic traffic stream. Under this macroscopic framework, the CAV will know what behavior they should take simply by knowing where they are in space relative to the set of desired states. The main objective of the macro to micro control scheme is that the system can efficiently anticipate and respond to disturbances over large distances. It is this macroscopic look-ahead that will allow the system to detect and attenuate shockwaves. Although communications bandwidth is not the focus of this work, the macro to micro control scheme also has the potential to greatly reduce the necessary communication bandwidth to control the freeway traffic.

This proposal is for a continuation of a first year project. Year 1 is focusing on the initial transition from unstable stop and go traffic to the first follower with a smooth trajectory. It uses current conditions along the corridor to estimate the trajectory of a vehicle just entering the corridor and calculate the optimal trajectory that maintains the same departure time while reducing acceleration/deceleration. Then continually update the forecasted trajectory over time based on evolving conditions. The year 2 focus will be extending and refining the smooth trajectories upstream of the first vehicle, addressing unanticipated disturbances (from minor lane change maneuvers to major vehicle failures), and anticipating the management strategies needed to maintain the smoothly flowing queued traffic.
]]></description>
      <pubDate>Sun, 13 Oct 2024 09:24:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440020</guid>
    </item>
    <item>
      <title>Unravelling effects of cooperative adaptive cruise control deactivation on traffic flow characteristics at merging bottlenecks</title>
      <link>https://trid.trb.org/View/1563691</link>
      <description><![CDATA[Cooperative Adaptive Cruise Control (CACC) systems have the potential to increase roadway capacity and mitigate traffic congestion thanks to the short following distance enabled by inter-vehicle communication. However, due to limitations in acceleration and deceleration capabilities of CACC systems, deactivation and switch to ACC or human-driven mode will take place when conditions are outside the operational design domain. Given the lack of elaborate models on this interaction, existing CACC traffic flow models have not yet been able to reproduce realistic CACC vehicle behaviour and pay little attention to the influence of system deactivation on traffic flow at bottlenecks. This study aims to gain insights into the influence of CACC on highway operations at merging bottlenecks by using a realistic CACC model that captures driver-system interactions and string length limits. The authors conduct systematic traffic simulations for various CACC market penetration rates (MPR) to derive free-flow capacity and queue discharge rate of the merging section and compare these to the capacity of a homogeneous pipeline section. The results show that an increased CACC MPR can indeed increase the roadway capacity. However, the resulting capacity in the merging bottleneck is much lower than the pipeline capacity and capacity drop persists in bottleneck scenarios at all CACC MPR levels. It is also found that CACC increases flow heterogeneity due to the switch among different operation modes. A microscopic investigation of the CACC operational mode and trajectories reveals a close relation between CACC deactivation, traffic congestion and flow heterogeneity.]]></description>
      <pubDate>Wed, 24 Oct 2018 11:17:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1563691</guid>
    </item>
    <item>
      <title>Positive Guidance: A Low Cost High Payoff Approach to Safety and Traffic Management</title>
      <link>https://trid.trb.org/View/842203</link>
      <description><![CDATA[Positive Guidance represents an approach to enhancing the safety and operational efficiency of hazardous locations by optimizing the highway information system. It integrates human factors research findings with highway and traffic engineering principles to develop information responsive to driver attributes and location characteristics. Positive Guidance is based on the premise that enhanced information display reduces driver errors, thereby reducing accidents and inefficient operations. Presently, a series of demonstration projects are implementing Positive Guidance at a number of rural and urban problem locations ranging from narrow bridges to freeway lane drops. This paper details Positive Guidance. It delineates the procedure in terms of the steps used to analyze the problems and generate solutions. It shows how improvements to the information system are developed to convey the operational characteristics of a site, when needed, where required, and in a form best suited to drivers. Finally, it describes how Positive Guidance has influenced traffic and safety programs by providing short range, high payoff solution at relatively low cost.]]></description>
      <pubDate>Fri, 21 Dec 2007 07:57:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/842203</guid>
    </item>
    <item>
      <title>FREEWAY LANE DROPS</title>
      <link>https://trid.trb.org/View/53697</link>
      <description><![CDATA[A survey of traffic engineers has been conducted and observations made on several lane drop sites throughout the country to define the extent and characteristics of freeway lane drop operational problems.  There is very little standardization of lane drop geometric design or traffic control device treatment.  Also, a high incidence of last-second lane changes and erratic maneuvers have been observed at may lane drop locations.  Lane drop situations have been classified into five functional categories, and a set of design principles has been developed.  Examples of the application of the design principles are discussed. /Author/]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53697</guid>
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    <item>
      <title>MAJOR INTERCHANGE DESIGN, OPERATION, AND TRAFFIC CONTROL. VOL 3. APPENDIXES H-M</title>
      <link>https://trid.trb.org/View/135681</link>
      <description><![CDATA[The objectives of this research project were to develop improved design procedures and guidelines for major (i.e., Freeway-to-freeway) interchanges through the examination and analysis of existing design procedures and current freeway operational characteristics.  Pertinent informantion was gathered through a review of the literature, conversations with and workshop participation by practicing design engineers and traffic operations specialists, and through written questionnaires.  The criteria and guidelines used in the design of major interchanges at both the overall configuration level and the individual component level (such as entrances, exits, lane drops, major forks) are reviewed; conclusions and recommendations for future practices are stated.  Freeway traffic control systems are examined in the context of major interchange design and operation, and the implications of various systems are explained.  A methodology for interchange evaluation using decision theory and tradeoff analyses is presented, with example applications.  Extensive case studies of a lane drop and exit ramps at a major interchange are described to illustrate the manner in which the recommended quidelines might be applied in practice.  Two sample "Fact Sheets" illustrating the manner in which design experience information might be disseminated to the design community are included.  A bibliography of over 200 pertinent references accompanies the report.  This report is in 3 volumes.]]></description>
      <pubDate>Sun, 05 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/135681</guid>
    </item>
    <item>
      <title>MAJOR INTERCHANGE DESIGN, OPERATION, AND TRAFFIC CONTROL. VOL. 2. APPENDIXES A-G</title>
      <link>https://trid.trb.org/View/135682</link>
      <description><![CDATA[The objectives of this research project were to develop improved design procedures and guidelines for major (i.e., freeway-to-freeway) interchanges through the examination and analysis of existing design procedures and current freeway operational characteristics.  Pertinent information was gathered through a review of the literature, conversations with and workshop participation by paracticing design engineers and traffic operations specialists, and through written questionnaires.  The criteria and guidelines used in the design of major interchanges at both the overall configuration level and the individual component level (such as entrances, exits, lane drops, major forks) are reviewed; conclusions and recommendations for future practices are stated.  Freeway traffic control systems are examined in the context of major interchange design and operation, and the implications of various systems are explained.  A methodology for interchange evaluation using decision theory and tradeoff analyses is presented, with example applications.  Extensive case studies of a lane drop and exit ramps at a major interchange are described to illustrate the manner in which the recommended guidelines might be applied in practice.  Two sample "Fact Sheets" illustrating the manner in which design experience information might be disseminated to the design community are included.  A bibliography of over 200 pertinent references accompanies the report.  This report is in three volumes.]]></description>
      <pubDate>Sun, 05 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/135682</guid>
    </item>
    <item>
      <title>OPERATIONAL EFFECTS OF GEOMETRIC DESIGN AT FREEWAY LANE DROPS (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/35117</link>
      <description><![CDATA[Traffic operations at freeway lane drops suffer when geometric design or traffic control devices provide insufficient or misleading information to drivers. This paper discusses the nature of traffic operation problems at freeway lane drop locations and presents eight design principles that should be considered when a lane drop is constructed or updated. These principles include recommendations for planning visibility, location, taper and escape lane characteristics, and traffic control device requirements. A before and after study conducted at a lane drop site in metropolitan Los Angeles illustrates a method for using the design principles to evaluate the effectiveness of a change in traffic control devices at the site.]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35117</guid>
    </item>
    <item>
      <title>OPERATIONAL CHARACTERISTICS OF LANE DROPS</title>
      <link>https://trid.trb.org/View/114862</link>
      <description><![CDATA[TRAFFIC BEHAVIOR STUDIES WERE CONDUCTED AT SEVEN LANE-DROP LOCATIONS, REPRESENTING FOUR LANE-DROP CLASSES. THESE STUDIES WERE COMPOSED OF CONFLICT OBSERVATIONS (CONSISTING OF BOTH ERRATIC MOVEMENT AND BRAKELIGHT APPLICATIONS), SPOT-SPEED OBSERVATIONS, AND LANE VOLUME COUNTS. SUCH A STUDY WAS MADE BEFORE AND AFTER EACH DIFFERENT TRAFFIC CONTROL DEVICE INSTALLATION IN AN ATTEMPT TO DETERMINE WHICH DEVICE WAS THE MOST EFFECTIVE IN MINIMIZING CONFLICTS AT EXISTING LANE DROPS. A STUDY OF CONFLICT DEVIATIONS INDICATES THAT NO SINGLE TYPE OF TRAFFIC ONTROL DEVICE STUDIED WAS SIGNIFICANTLY EFFECTIVE IN REDUCING ERRATIC MOVEMENT AND BRAKELIGHT RATES AT ALL SEVEN LANE-DROP LOCATIONS. RATHER, IT APPEARS THAT DIFFERENT TRAFFIC CONTROL DEVICES ARE GENERALLY MOST EFFECTIVE AT EACH OF THE LOCATIONS. THE SINGLE-LANE EXIT WITHOUT TAPER CONSTITUTED THE LANE-DROP CLASSIFICATION WITH THE LOWEST CONFLICT RATES OF THE FOUR DIFFERENT LANE-DROP CLASSIFICATIONS STUDIED. THE LANE-TERMINATION CLASSIFICATION HAD THE NEXT LOWEST CONFLICT RATES. THOSE LANE DROPS WITH POORER SIGHT GEOMETRICS WERE OBSERVED TO HAVE HIGHER CONFLICT RATES. NO DEFINITIVE RELATIONSHIP BETWEEN TRAFFIC CONFLICT RATES AND EITHER TRAFFIC VOLUMES OR ACCIDENT RATES WAS FOUND FOR THE LANE DROPS STUDIED. CERTAIN DATA LIMITATIONS WERE DISCOVERED.]]></description>
      <pubDate>Sat, 27 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114862</guid>
    </item>
    <item>
      <title>EVALUATION OF FREEWAY TRAFFIC FLOW AT RAMPS, COLLECTOR ROADS, AND LANE DROPS</title>
      <link>https://trid.trb.org/View/115992</link>
      <description><![CDATA[THIS STUDY WAS DESIGNED TO EVALUATE FREEWAY TRAFFIC FLOW CHARACTERISTICS FOR SEVERAL HIGH-STANDARD GEOMETRIC DESIGN FEATURES. THE STUDY EVALUATES AND COMPARES THE EFFECT OF DIFFERENT RAMP TYPES, SPACING, AND VOLUMES ON FREEWAY CAPACITY AND OPERATION. COLLECTOR-DISTRIBUTOR ROADS, AUXILIARY LANES, AND LANE DROPS ARE INCLUDED. THE PRIMARY MEASURE OF EFFECTIVENESS USED FOR THIS STUDY WAS DENSITY (VEHICLES PER LANE-MILE). DENSITY WAS CHOSEN RATHER THAN SPEED BECAUSE IT IS A BETTER INDICATION OF DRIVING CONDITIONS. THE MAJOR FINDING OF THIS STUDY IS THAT FREEWAY DESIGNS THAT OFFER GREATER FLEXIBILITY (FREEDOM OF CHOICE TO THE DRIVERS) WILL RESULT IN SMOOTHER AND MORE EFFICIENT OPERATION. FOR EXAMPLE, A FREEWAY WITH AUXILIARY LANES HAS GREATER FLEXIBILITY THAN A FREEWAY WITH A COLLECTOR ROAD SYSTEM WITH THE SAME TOTAL NUMBER OF LANES. IT ALSO HAS GREATER CAPACITY AND MORE EFFICIENT OPERATION.]]></description>
      <pubDate>Sat, 22 Dec 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115992</guid>
    </item>
    <item>
      <title>OPERATIONAL CHARACTERISTICS OF LANE DROPS</title>
      <link>https://trid.trb.org/View/115184</link>
      <description><![CDATA[TRAFFIC BEHAVIOR STUDIES WERE CONDUCTED AT SEVEN LANE-DROP LOCATIONS, REPRESENTING FOUR LANE-DROP CLASSES. THESE STUDIES WERE COMPOSED OF CONFLICT OBSERVATIONS (CONSISTING OF BOTH ERRATIC MOVEMENT AND BRAKELIGHT APPLICATIONS), SPOT-SPEED OBSERVATINS, AND LANE VOLUME COUNTS. SUCH A STUDY WAS MADE BEFORE AND AFTER EACH DIFFERENT TRAFFIC CONTROL DEVICE INSTALLATION IN AN ATTEMPT TO DETERMINE WHICH DEVICE WAS THE MOST EFFECTIVE IN MINIMIZING CONFLICTS AT EXISTING LANE DROPS. A STUDY OF CONFLICT DEVIATIONS INDICATES THAT NO SINGLE TYPE OF TRAFFIC CONTROL DEVICE STUDIED WAS SIGNIFICANTLY EFFECTIVE IN REDUCING ERRATIC MOVEMENT AND BRAKELIGHT RATES AT ALL SEVEN LANE-DROP LOCATIONS. RATHER, IT APPEARS THAT DIFFERENT TRAFFIC CONTROL DEVICES ARE GENERALLY MOST EFFECTIVE AT EACH OF THE LOCATIONS. THE SINGLE-LANE EXIT WITHOUT TAPER CONSTITUTED THE LANE-DROP CLASSIFICATION WITH THE LOWEST CONFLICT RATES OF THE FOUR DIFFERENT LANE-DROP CLASSIFICATIONS STUDIED. THE LANE TERMINATION CLASSIFICATION HAD THE NEXT LOWEST CONFLICT RATES. THOSE LANE DROPS WITH POORER SIGHT GEOMETRICS WERE OBSERVED TO HAVE HIGHER CONFLICT RATES. NO DEFINITIVE RELATIONSHIP BETWEEN TRAFFIC CONFLICT RATES AND EITHER TRAFFIC VOLUMES OR ACCIDENT RATES WAS FOUND FOR THE LANE DROPS STUDIED. CERTAIN DATA LIMITATIONS WERE DISCOVERED. /AUTHOR/]]></description>
      <pubDate>Mon, 07 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115184</guid>
    </item>
    <item>
      <title>OPERATIONAL CHARACTERISTICS OF LANE DROPS; INTERIM REPORT</title>
      <link>https://trid.trb.org/View/98834</link>
      <description><![CDATA[A PILOT STUDY WAS CONDUCTED AT THE I 64 - I 75 INTERCHANGE IN FAYETTE COUNTY, KENTUCKY. THIS IS A STANDARD THREE-LEG INTERCHANGE OF DIRECTIONAL DESIGN WITH A THREE-LEVEL STRUCTURE. TRAFFIC CONFLICTS (ERRATIC MOVEMENTS) WERE GROUPED INTO SIX CATEGORIES: CUT ACROSS GORE AREA, CROWDED WEAVE, STOPPED OR SLOWED DRASTICALLY, SWERVED, BACKED AT GORE, AND MULTIPLE ERROR. SPOT-SPEED STUDIES WERE ALSO MADE AT EACH OF THE THREE INTERCHANGE APPROACHES AND VOLUME COUNTS WERE MADE OF BOTH THE MEDIAN AND SHOULDER LANES. A STUDY OF ERRATIC MOVEMENT AND BREAKFLIGHT-RATE DEVIATIONS INDICATES THAT NO TYPE OF TRAFFIC CONTROL DEVICE WAS SIGNIFICANTLY EFFECTIVE IN REDUCING ERRATIC MOVEMENT AND BRAKELIGHT RATES AT ALL THREE LANE-SPLIT LOCATIONS. RATHER, IT APPEARS THAT DIFFERENT DEVICES ARE MOST EFFECTIVE AT EACH OF THE LOCATIONS. /AUTHOR/]]></description>
      <pubDate>Mon, 24 Jan 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98834</guid>
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