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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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      <title>EVALUATION OF DRIVER BEHAVIOR AND THE EFFECTIVENESS OF DIRECT COMMUNICATIONS TECHNOLOGIES THROUGH VEHICLE TRACKING AROUND INCIDENTS</title>
      <link>https://trid.trb.org/View/646511</link>
      <description><![CDATA[Vehicle tracking systems were installed on all DIRECT vehicles to help investigate the relationships between the drivers' actual travel experiences and their opinions about the systems they used. The purpose of this report is to look more carefully at driver behavior as recorded by the tracking system and to see if this provides any further insight on the effectiveness of the DIRECT systems. The report first describes the tracking system and the traffic messages delivered to the drivers, then it goes on to analyze which drivers responded to the messages by diverting as shown by the tracking system. The last section addresses how the messages and diversions may have affected the drivers' reported level of satisfaction with the system they used. Main findings reported are: 1. The DIRECT drivers rarely diverted from their routine commute. However, on those occasions when a driver did divert it was likely that they were responding to a traffic message delivered by RDS/SCA, hence the majority of diverted drivers used RDS/SCA. Furthermore, the tracking data show that about one third of the tracked vehicles diverted around heavy construction. This diversion rate was much higher than the rates of diversion for the other systems used. We speculate that the high diversion rate of RDS/SCA resulted from the distinct timeliness and broad coverage of the RDS/SCA message interrupts. 2. The most relevant message components include incident location and incident duration. Queue length is another important message element. 3. Drivers that encountered incidents while using RDS/SCA reported higher levels of satisfaction with the system than drivers that encountered incidents while using the other systems Table 4 shows that RDS/SCA has the highest satisfaction rating followed by LPHAR, AHAR, and Cellular. 4. A measure of effectiveness based on information content, system reliability, and sound quality showed that RDS/SCA was most effective and Cellular was the least effective system tested in DIRECT. The tracking system provided information that was crucial for the evaluation of the traffic message system and driver behavior. Tracking was one of the most useful tools implemented in the DIRECT project.]]></description>
      <pubDate>Thu, 03 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646511</guid>
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      <title>MINNESOTA GUIDESTAR INTELLIGENT VEHICLE INITIATIVE LATERAL GUIDANCE AND COLLISION WARNING 1998-1999 SNOW PLOW DEMONSTRATION PROJECT</title>
      <link>https://trid.trb.org/View/646513</link>
      <description><![CDATA[Minnesota Department of Transportation (Mn/DOT) along with Minnesota Mining and Manufacturing Company (3M) and Altra Technologies Incorporated, (ATI) has completed its first year of testing and demonstration of a magnetic tape lateral guidance and warning system and a radar collision warning system. The testing was performed using a snow plow truck in an area of Minnesota that experiences extreme weather with snow and blowing snow causing near zero visibility frequently. If these technologies prove to be operator friendly and deployed to the entire snow plow fleet, it is expected the benefits in terms of crash savings and reduced delay to travelers could offset the cost of deployment in one to two years. (1) The initial results indicate the two systems are functioning within the target specifications for their operation.  The magnetic tape lateral guidance and warning system is detecting the tape and providing information to the snow plow operator about lateral position on the road surface. The collision warning system alerts the operator about obstacles on the lane ahead and on the right shoulder or adjacent right lane based on preset distance and time to impact parameters. The collision warning system also activates a set of high intensity rear strobe lights when another vehicle is approach the snow plow from the rear at preselected proximity and closure settings.]]></description>
      <pubDate>Thu, 03 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646513</guid>
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    <item>
      <title>STRATEGIC ITS PLANNING &amp; DEPLOYMENT ACTIVITIES : RESULTS OF A SURVEY OF STATE AND REGIONAL AGENCIES IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/645423</link>
      <description><![CDATA[The Florida Department of Transportation is preparing a Statewide ITS Strategic Plan. A survey of ITS activities and programs of other states and agencies was conducted as part of the development of this Plan. Questionnaires were mailed to 23 state departments of transportation (DOTs) and three ITS Priority Corridors. Fifteen of the twenty-six agencies responded. The findings of this survey indicate that the most common ITS organizational structure is to have an ITS headquarters staff with ITS engineers and operators at the district level. Most states characterize their organization as being decentralized. Almost all agencies have ITS planning, ATMS, ATIS and CVO activities. Several agencies also have APTS and ARTS activities. Fourteen of fifteen agencies have an ITS Strategic Plan and update it regularly. DOTs lead (i.e., have primary responsibility for) ITS planning activities in every state but two. The MPOs lead the planning activities in California and Texas]]></description>
      <pubDate>Mon, 02 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/645423</guid>
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    <item>
      <title>A ROBUST VIDEO-BASED BICYCLE COUNTING SYSTEM</title>
      <link>https://trid.trb.org/View/734915</link>
      <description><![CDATA[This paper describes a system for counting bicycle activity in sequences of gray scale images acquired by a stationary camera. The system is suitable for use in applications that aim to increase the efficiency and safety of existing traffic systems. One such application is to determine usage and congestion of bike paths. The output of the system is a count of the number of bicycles detected in the image sequence. The system was implemented on a dual Pentium computer equipped with a Matrox imaging board and achieved a peak performance of 8 frames per second. Experimental results based on outdoor scenes have shown promising results for a multitude of weather conditions]]></description>
      <pubDate>Wed, 02 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/734915</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF AN IP VIDEO SOLUTION FOR TRAFFIC CONTROL CENTER INTERCONNECTIVITY</title>
      <link>https://trid.trb.org/View/689800</link>
      <description><![CDATA[The Federal Highway Administration's Intelligent Transportation Initiative (ITI) program is intended to bring ITS control centers to the 75 largest cities in the United States. One of the more efficient methods of developing area-wide ITS projects is to tie in existing or planned control centers in a region for the purposes of sharing information, control, data, and video. At this early stage of the TEA-21 legislation, the US Department of Transportation (DOT) is in the process of developing guidelines for regional information sharing that will comply with the National Architecture. This paper examines the Denver metropolitan area and a continuing Colorado Department of Transportation (CDOT) effort to develop a communications infrastructure to share data and video throughout the region. This paper is a follow-up to a paper presented at the 1998 ITS America conference that detailed the interagency cooperation that occurred in the Denver area to develop the physical fiber plant. In addition to providing a brief update about the development of the metrowide fiber interconnect project, it includes details about the region wide video transmission method, including the transmission process (IP compression over an ATM network) and compression decisions (MPEG-1 and MPEG-2).]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689800</guid>
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    <item>
      <title>DEVELOPMENT OF WISDOT'S STATEWIDE ITS PROGRAM; PARTNERSHIPS, PRACTICAL CONSIDERATIONS AND A TEAM EFFORT</title>
      <link>https://trid.trb.org/View/689801</link>
      <description><![CDATA[Wisconsin DOT has been working toward the development of a statewide ITS program since the inception of ISTEA. The major strategic planning efforts have been largely completed and the focus is shifting rapidly to deployment and implementation. The statewide program is centered in the Department's Division of Investment Management as a result of a complete reorganization of the central office, but serves the entire integrated department structure. The ITS Section reaches out across six divisions (Investment Management, Infrastructure Development Districts, Business Management, State Patrol and Motor Vehicles) and ITS staff interact with all levels. Partnering, team support and cross agency participation are key elements of the WisDOT effort.  The program began with the formulation of a Statewide Strategic Plan in parallel with the evolution of the Gary-Chicago-Milwaukee (GCM) Priority Corridor Program Plan. This plan was a joint effort of a three state coalition partnership as well. It was followed by development of a rural interstate corridor strategic deployment plan. This plan was developed by a committee composed of numerous state and local agencies, consultants, emergency providers, and police authorities. These set the stage for structuring a statewide effort to clearly focus on goals, objectives and activities of a more specific nature. Three business plan themes emerged as the state's primary emphasis areas; 1. Commercial vehicle operations 2. Incident management 3. Traveler information.  In parallel with the business plan efforts, a statewide program plan is now being instituted to build a process framework to identify, prioritize and fund deployment activities emerging as a result of TEA 21 passage and the recognition by Wisconsin of the need for ITS solutions to be blended with the overall state improvement program.]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689801</guid>
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      <title>EVALUATION OF THE ADAPTIVE URBAN SIGNAL CONTROL AND INTEGRATION (AUSCI) PROJECT</title>
      <link>https://trid.trb.org/View/689812</link>
      <description><![CDATA[This paper describes the evaluation of the field operational test of the Split Cycle Offset Optimization Technique (SCOOT) adaptive signal control system as deployed in the Adaptive Urban Signal Control and Integration (AUSCI) Project in downtown Minneapolis, Minnesota (U.S.A.). The AUSCI project is a unique application of SCOOT for two reasons: 1) it attaches SCOOT to an existing system in order to add adaptive operation, and 2) it is the first project of its kind to rely primarily on video technology for the detection requirements. The project is also notable because it is being deployed in the grid network environment associated with a central business district]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689812</guid>
    </item>
    <item>
      <title>EXPLORING THE METROPOLITAN MODEL DEPLOYMENT INITIATIVE FROM A UNIQUE VANTAGE POINT</title>
      <link>https://trid.trb.org/View/689814</link>
      <description><![CDATA[This paper explores, from a unique vantage point, the U.S. Department of Transportation's (DOT) creation of a new initiative for integrated approaches to transportation management and the provision of traveler information services for metropolitan areas. The Metropolitan Model Deployment Initiative (MDI) was executed through a first time solicitation for MDI applications.  Twenty-three proposals were received for the program launch. Focusing on the 19 non-selected or progress teams, the authors conducted lengthy interviews with 55 team members. The respondents were questioned about the stages of the proposal including formation, development and execution as well as their suggestions for the future. These interviews revealed and detailed the challenges and obstacles these teams faced in each stage of their response to the new initiative]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689814</guid>
    </item>
    <item>
      <title>HILOMAG : HIGH-AND-LOW-SPEED PERSONAL-CAR MAGLEV TRANSPORTATION SYSTEM</title>
      <link>https://trid.trb.org/View/689816</link>
      <description><![CDATA[It will be shown that with expanding use of private cars a dual-mode system is required, but that the Intelligent Transportation System previously proposed by the National Automated Highway System Consortium was not the right answer. Both highways and railways are obsolete and must be replaced with twenty-first-century ground- transportation infrastructure. Approach: Design and construct a system that would use special electric dual-mode private and commercial vehicles to be manually driven on streets, and operate under automatic control on maglev guideways. In addition to cars, busses and freight- container vehicles (with no wheels, power plants, driver accommodations, or drivers) would also operate on the guideways. Guideway speeds of 100kph (60mph) in and around cities, and 325kph (200mph) between cities are proposed. The HiLoMag guideways nationwide would operate at rated speed 24 hours a day without interruption: all acceleration and deceleration of the cars would be accomplished on automatic ramps]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689816</guid>
    </item>
    <item>
      <title>IMPACT OF SIGNAL PREEMPTION ON THE OPERATION OF THE VIRGINIA ROUTE 7 CORRIDOR</title>
      <link>https://trid.trb.org/View/689818</link>
      <description><![CDATA[This study analyzed the impact emergency vehicle traffic signal preemption had on the travel time and delay of traffic on a signalized corridor in Northern Virginia. The corridor was composed of three coordinated intersections on Route 7 (Leesburg Pike near Landsdowne). The motivation for this work was the construction of a new hospital which opened near the study area. Emergency response personnel expressed an interest in deploying a preemption system that would aid ambulances in quickly and safely reaching the hospital. The Virginia Department of Transportation (VDOT) was interested in quantifying the effects that the proposed signal preemption would have on Route 7 traffic, particularly during the morning rush hour, when inbound traffic, towards Washington, D.C., is quite heavy]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689818</guid>
    </item>
    <item>
      <title>INCREASING THE INTELLIGENCE OF INTELLIGENT VEHICLES : A CASE FOR COOPERATIVE MARKINGS</title>
      <link>https://trid.trb.org/View/689819</link>
      <description><![CDATA[In this paper, it is argued that the study of cooperative markings could yield significant supplement to processing schemes that discriminate targets from a wide variety backgrounds. A general research methodology leading to testable specifications for cooperative markings is forwarded, followed by descriptions of two- interrelated generic components of such a workable cooperative marking system: sensing systems and cooperative markings. These are given to support the premise that cooperative markings could indeed be a valuable supplement -- and perhaps even an enabler -- to intelligent vehicle safety services. Applied intelligently, the emerging generation of driver-assist sensors could still operate autonomously but as selected cooperative market installations grew, the supplemental benefit could in turn spur increased market penetration for those devices, and in the end, increase driver comfort convenience and safety.]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689819</guid>
    </item>
    <item>
      <title>INTEGRATING INTELLIGENT TRANSPORTATION SYSTEMS AND METROPOLITAN TRANSPORTATION PLANNING : SOME INTEGRATION, MUCH MORE NEEDED</title>
      <link>https://trid.trb.org/View/689821</link>
      <description><![CDATA[This paper focuses on intermediate outcomes necessary to ensure integration of intelligent transportation systems and the traditional metropolitan planning process. Such integration has been recognized for its importance in guaranteeing intelligent transportation systems (ITS) deployment in metropolitan areas. The Transportation Equity Act for the 21st Century, enacted into law in mid-1998, makes it national policy to ensure this integration. This paper begins by discussing the metropolitan planning process and the role of the metropolitan planning organizations. It then discusses progress to date and the Federal efforts to link ITS and the traditional planning process. Most importantly, the paper attempts to define what it means when we say ITS and planning are integrated. The paper then discusses and describes the intermediate outcomes necessary to ensure integration those being: institutional clarity and regional cooperation; an awareness of ITS and knowledge of ITS successes and benefits among planners and decisionmakers; and a skilled work force with adequate tools to implement ITS solutions]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689821</guid>
    </item>
    <item>
      <title>POSSIBLE IMPACT PREDICTIONS OF AVCSS ON SAFETY AND EFFICIENCY BY AN AUTONOMOUS TRAFFIC FLOW AND INTER-VEHICLE COMMUNICATIONS SIMULATOR</title>
      <link>https://trid.trb.org/View/689823</link>
      <description><![CDATA[This paper describes impact predictions of the advanced vehicle control and safety system (AVCSS) in safety and efficiency of traffic. These impacts are investigated using the autonomous traffic flow and inter-vehicle communications simulator developed by the authors. Simulation results show that traffic safety is improved by using the AVCSS. Moreover, it is also shown that the AVCSS improves road efficiency]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689823</guid>
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    <item>
      <title>PROPOSAL FOR A NATIONAL MILEAGE BASED TAX</title>
      <link>https://trid.trb.org/View/689825</link>
      <description><![CDATA[In Minnesota, as with virtually all other states, the motor fuel tax is the primary method for collecting road user charges. In addition, a significant portion of revenue is collected through motor vehicle registration fees which vary with the sale price and age of the vehicle. Although registration fees have grown in recent years, the rate of increase in motor-fuel consumption has fallen short of the increase in vehicle miles traveled due to increasingly efficient vehicles. This problem will likely be exacerbated in the future with demands for increased efficiency and as more vehicles are developed which use alternative sources of energy. One proposal to create a more optimal user fee system is a concept called the Mileage Based Tax (MBT). A primary motivation for a MBT is to close the widening gap between fuel consumption and vehicle miles of travel. Under such a concept revenue would increase in direct proportion to increased travel. The MBT, like other taxes, could be indexed to inflation thereby helping to assure that revenues keep pace with costs.  Coupled with advanced electronics now becoming commonplace in motor vehicles the MBT may also be utilized to vary charges by type of vehicle, time of day, and route of travel. Primary challenges for the MBT concept are in the area of public acceptance and technical aspects of implementation]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689825</guid>
    </item>
    <item>
      <title>SEATTLE MMDI INTEGRATION CASE STUDY : ATIS AND THE ITS INFORMATION BACKBONE</title>
      <link>https://trid.trb.org/View/689830</link>
      <description><![CDATA[This case study involved the review of the Advanced Traveler Information System (ATIS) and its use of the ITS Information Backbone (I 2 B) component of the Seattle Metropolitan Model Deployment Initiative. Through a survey of documents and other material combined with interviews of key participants, the study attempted to determine the nature of any increased benefits or reduced costs associated with ATIS integration resulting from the I 2 B. The results suggested that the distributed nature of the I 2 B provided for the coordination of responsibility among multiple information contributors and processors as well as geographic flexibility. The open nature of participation was also cited as a factor in making connection to the I 2 B a relatively easy matter, as software tools for interfacing are provided. For contributors, the I 2 B has given the ability to provide information via a single access method, thereby reducing support effort]]></description>
      <pubDate>Mon, 20 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689830</guid>
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