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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>DETERMINING VEHICLE SIGNAL CHANGE AND CLEARANCE INTERVALS</title>
      <link>https://trid.trb.org/View/457645</link>
      <description><![CDATA[This report focuses on current U.S. practices and contains information on particular procedures used to determine vehicle signal change intervals. The methodologies presented here are based on the "permissive yellow rule," which allows drivers to enter the intersection until the end of the yellow interval. For this report, the term "vehicle signal change interval" (also known as the intergreen period) is defined as that period of time in a traffic signal cycle between conflicting green intervals, and is characterized by a yellow change interval sometimes followed by a red clearance interval.]]></description>
      <pubDate>Sat, 31 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457645</guid>
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    <item>
      <title>THE CLEAN AIR ACT AND EMPLOYER TRIP REDUCTION PROGRAMS</title>
      <link>https://trid.trb.org/View/457681</link>
      <description><![CDATA[This paper examines the expected reduction in vehicle-miles-of-travel (VMT) and resultant vehicle emissions related to various levels of compliance by employers and employees within the Milwaukee area. The measure of vehicle-miles-of-travel work trip reductions is based on the work trips occurring during the morning peak hour commute period from 6:00 a.m. to 10:00 a.m., Monday through Friday. Factors that affect the success of an Employer Trip Reduction program such as the transportation environment, employer characteristics, employee characteristics and the development environment are taken into account collectively in the development of high, medium and low compliance, or success, of employers in implementing the program.]]></description>
      <pubDate>Sat, 09 Feb 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457681</guid>
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    <item>
      <title>FREEWAY OPTIMIZATION UTILIZING RAMP METERING - AN IVHS TOOL</title>
      <link>https://trid.trb.org/View/457644</link>
      <description><![CDATA[This paper presents a discussion of a computer optimization program, which is used to optimize ramp metering and freeway flow by timing ramp signals to prevent excessive queuing on ramps while simultaneously minimizing delay on the freeway. The program can be used to design for a specified level of service and/or ramp queuing capacities based on the users constraints. This computer program was calibrated based on a specific section of the Milwaukee County Interstate Highway (IH) 94 freeway system. Data inputs to the program include freeway volumes, ramp volumes, distances between ramps, and ramp queuing capacities. The optimization program is a spreadsheet template so additional ramps can be easily added. Guidelines for application and further calibration with IVHS systems are discussed.]]></description>
      <pubDate>Thu, 31 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457644</guid>
    </item>
    <item>
      <title>IVHS PLANNING IN A MULTI-JURISDICTIONAL URBAN AREA: DALLAS, TEXAS</title>
      <link>https://trid.trb.org/View/457776</link>
      <description><![CDATA[Traffic management poses a unique challenge in a multi-jurisdictional environment. If local municipalities are of sufficient size to have a designated traffic and transportation engineer, there may be enough local politics and individuality to impede participation in coordinated transportation efforts. This autonomy may be particularly prevalent if one of the cities is considerably larger than the others or if another agency, such as the State DOT, the County, or the MPO, is perceived to be overbearing or dictatorial. Fortunately in the Dallas urban area this has not been the case. Over the past few years, a spirit of cooperation has prevailed, and this spirit has been most beneficial in the continuing development of an area-wide IVHS plan.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457776</guid>
    </item>
    <item>
      <title>TAPPAN ZEE BRIDGE E-Z PASS SYSTEM TRAFFIC AND ENVIRONMENTAL STUDIES</title>
      <link>https://trid.trb.org/View/457777</link>
      <description><![CDATA[The congestion and delays associated with queueing at toll barriers is a source of frustration for many drivers. To address these problems, the New York State Thruway Authority (NYSTA) has implemented an electronic toll collection (ETC) system called E-Z Pass at the Tappan Zee Bridge (TZB), Spring Valley, Yonkers, Harriman and Grand Island toll plazas. Berger, Lehman Associates, P.C. (BLA) was retained by NYSTA to prepare an Environmental Assessment (EA) for the TZB installation. This paper describes conditions at the toll plaza prior to E-Z Pass implementation, study methodology and projections, and the status of the E-Z Pass program including operating characteristics.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457777</guid>
    </item>
    <item>
      <title>THE IVHS EARLY DEPLOYMENT PLANNING PROGRAM, OBSTACLES TO SUCCESSFUL COMPLETION - THE NEW JERSEY EXPERIENCE</title>
      <link>https://trid.trb.org/View/457778</link>
      <description><![CDATA[As part of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA), the Intelligent Vehicle Highway Systems (IVHS) Act created the funding mechanism for IVHS Planning. There were several obstacles to overcome in the development of New Jersey's IVHS Deployment Plan that covered both the technical procedures and a host of institutional issues. It took nearly two years for some of these barriers, obstacles and roadblocks to be overcome while some still remain.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457778</guid>
    </item>
    <item>
      <title>PLANNING FOR ELECTRONIC TOLL COLLECTION</title>
      <link>https://trid.trb.org/View/457779</link>
      <description><![CDATA[With major plans for toll plaza expansion to accommodate growing patronage, the Florida Turnpike had to consider options for reducing future right-of-way acquisition and still provide the greatest efficiency and convenience for its patrons. Electronic toll collection (ETC) is a viable action to satisfy this requirement. Field performance evaluations of ETC technologies can provide a first-hand, user-perspective on reliability and performance. This condensed case study provides an example for other agencies to follow, thereby reducing the uncertainty of the benefits, acceptance, performance and associated ETC implementation issues.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457779</guid>
    </item>
    <item>
      <title>USING SIMULATION MODELS TO AID IN DETERMINING TRAFFIC CONTROL STRATEGIES FOR IVHS/ATMS SIGNAL SYSTEMS</title>
      <link>https://trid.trb.org/View/457780</link>
      <description><![CDATA[The purpose of this paper is to describe a basic methodology using traffic simulation programs to select optimum traffic signal plans for a variety of volume conditions, and to establish the volume and occupancy threshold levels required for traffic responsive implementation of those plans.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457780</guid>
    </item>
    <item>
      <title>ACCOMMODATION OF PEDESTRIAN CROSSING MOVEMENTS IN PASSER-III ANALYSES</title>
      <link>https://trid.trb.org/View/457781</link>
      <description><![CDATA[PASSER-III-90 has been selected as the primary model for traffic operations analysis on the Surface Artery as it permits evaluation of cross street vehicle storage adequacy between the northbound and southbound Surface Artery roadways without the need to state precise signal interval, sequence, and timing. In its standard application, PASSER-III will seek an equilibrium in the volume to capacity ratios (V/C) of the critical conflicting movements at the two intersections formed by the northbound and southbound Surface Artery roadways crossing a perpendicular street. A means to incorporate the effects of significant pedestrian volume into the PASSER-III application was needed. The Central Artery/Tunnel (CA/T) staff has developed such a means. The CA/T method requires assumptions of cycle length, required pedestrian crossing time, and concurrent versus exclusive pedestrian phase. To compensate for unrealistically high green time, saturation flow for movements going on this phase is reduced.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457781</guid>
    </item>
    <item>
      <title>THE EFFECTS OF AT-GRADE LRT AT SIGNALIZED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/457782</link>
      <description><![CDATA[Many cities in developed countries are suffering from road traffic congestion and pollution caused by the rapid growth in private car use during the past twenty years. Thus, a growing market has developed for quality public transport systems, and light rail transit (LRT) systems, in particular, have been the source of considerable interest. A key design issue facing LRT planners and engineers is the LRT at-grade crossing at intersections. In consideration of the above, a simulation model, TRGMSM has been developed in the University of Southampton to analyze the interactions of at-grade operation of LRT and road vehicles at such intersections. This paper summarizes the main features of the simulation model.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457782</guid>
    </item>
    <item>
      <title>COMPREHENSIVE PLAN DEVELOPMENT FOR TESTING, CALIBRATION AND VALIDATION OF CORSIM</title>
      <link>https://trid.trb.org/View/457783</link>
      <description><![CDATA[This paper summarizes a report on the testing, calibration and validation of FRESIM and NETSIM traffic simulation models. The process for each model is described separately although extensive similarities exist between these processes for both models.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457783</guid>
    </item>
    <item>
      <title>TRAFFIC CALMING DO'S AND DON'TS</title>
      <link>https://trid.trb.org/View/457784</link>
      <description><![CDATA[The recent downturn in economic conditions means that in most communities, funds for new road construction are scarce. In addition, it is no longer politically desirable to continue to expand the arterial road system to accommodate traffic demand. In these circumstances, some transportation professionals contend that traffic calming measures must be implemented in order to manage traffic and maintain the livability of neighborhoods. Other engineers are concerned that there are no guidelines or national standards for traffic calming devices, and as a result, devices might be used indiscriminately -- often in response to public pressure -- corrupting the road network and creating liability risks. This paper provides a summary of the basic principles of traffic calming, in a "do's and don'ts" format. This paper also identifies specific traffic calming measures which should be avoided.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457784</guid>
    </item>
    <item>
      <title>THE COLLISION DATA PROJECT</title>
      <link>https://trid.trb.org/View/457785</link>
      <description><![CDATA[In Ontario, 224,249 motor vehicle collisions occurred in 1993. There were 1,090 people killed. An additional 91,025 were injured. The cost to society was more than $9 billion for property damage, emergency services, health care, and wage loss. As part of its Integrated Safety Project -- an initiative aimed at improving Ontario's safety, enforcement and justice systems -- the Collision Data Project will significantly change how Ontario collects and uses motor vehicle collision information. The Integrated Safety Project includes other initiatives that will result in improvements to collision information. The Collision Data Project automates the collision reporting process, moving it entirely to a computer based environment. The police and the public will no longer have to write reports.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457785</guid>
    </item>
    <item>
      <title>APPLICATION AND EVALUATION OF RUMBLE STRIPS ON HIGHWAYS</title>
      <link>https://trid.trb.org/View/457786</link>
      <description><![CDATA[The relationship between rumble strips, which serve as a safety device on highways, and travel speed is twofold: (1) In travel lanes, rumble strips caution or force drivers to reduce travel speed when they approach a particular area, such as an intersection, a crosswalk, a curve or a school zone; and (2) on highway shoulders, its roughness and noise draws drivers' attention (perhaps even waking the driver) when the vehicle is leaving the travel lane. The purposes of this paper are (1) to discuss the application of rumble strips on highway shoulders in Utah, and (2) to evaluate its effectiveness from a safety perspective.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457786</guid>
    </item>
    <item>
      <title>SAFETY EVALUATION OF SCHOOL AND PEDESTRIAN CROSSINGS</title>
      <link>https://trid.trb.org/View/457787</link>
      <description><![CDATA[Pedestrian and school crossings at some intersections are controlled by Sg-44 traffic signals. The Sg-44 signals are pedestrian actuated, and they have standard signal heads for the major street approaches and stop signs for the minor street approaches. The objective of this paper is to evaluate the safety of school and pedestrian crossings which are controlled by Sg-44 signals throughout the State of Nebraska. The safety records of 188 sites which are controlled by Sg-44 signals were studied. The average accident rates were calculated and compared with the average accident rates for fully signalized and stop sign controlled intersections at the local and state level.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457787</guid>
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