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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>GAP-ACCEPTANCE IN ROAD TRAFFIC</title>
      <link>https://trid.trb.org/View/117100</link>
      <description><![CDATA[THE DISTRIBUTION OF DELAY TO MINOR ROAD VEHICLES WAITING TO MERGE OR CROSS A SINGLE STREAM OF MAJOR ROAD TRAFFIC IS FOUND. THE DECISION TO CROSS IS TAKEN, ON THE BASIS OF A GAP-ACCEPTANCE FUNCTION. THE MODEL TURNS OUT TO BE A SIMPLE QUEUING PROBLEM IN WHICH A CUSTOMER FINDING AN EMPTY QUEUE HAS A DIFFERENT SERVICE TIME DISTRIBUTION FROM QUEUEING CUSTOMERS. THE KEY TO THIS REPRESENTATION IS EXPLAINED. SOME NUMERICAL RESULTS INDICATE THAT IN MOST CIRCUMSTANCES, A SIMPLE MODEL WILL GIVE ADEQUATE RESULTS. /AUTHOR/]]></description>
      <pubDate>Fri, 13 Aug 2004 18:56:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/117100</guid>
    </item>
    <item>
      <title>ON THE DISTRIBUTION OF RECORDS IN A FINITE SEQUENCE OF OBSERVATIONS, WITH AN APPLICATION TO A ROAD TRAFFIC PROBLEM</title>
      <link>https://trid.trb.org/View/120073</link>
      <description><![CDATA[PROBABILITY DISTRIBUTIONS RELATING TO THE NUMBER AND POSITIONS OF LOWER RECORDS IN A FINITE SEQUENCE OF OBSERVATIONS ARE OBTAINED BY METHODS INVOLVING THE PERMUTATION OF RANKS. SOME NEW RESULTS, AND RESULTS OF EARLIER AUTHORS, ARE EXPRESSED IN A FORM THOUGHT TO BE USEFUL FOR DIRECT PRACTICAL APPLICATIONS. EXPRESSIONS ARE ALSO GIVEN FOR THE DISTRIBUTION OF THE LENGTH OF A 'RECORD RUN', WHICH CONSISTS OF THE OBSERVATIONS FOLLOWING AND INCLUDING A GIVEN RECORD EITHER UP TO THE NEXT RECORD, OR, IF A FURTHER RECORD DOES NOT OCCUR, UP TO THE END OF THE SEQUENCE OF OBSERVATIONS. THIS QUANTITY, WHOSE DISTRIBUTION IS CLOSELY RELATED TO THAT OF THE INTER-RECORD TIME, HAS A DIRECT AND SIMPLE APPLICATION TO ROAD TRAFFIC LEAVING A SIGNAL WHICH HAS BEEN CONFIRMED BY EXPERIMENTAL OBSERVATION.]]></description>
      <pubDate>Sat, 20 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/120073</guid>
    </item>
    <item>
      <title>TRAFFIC NOISE AS A FILTERED MARKOV RENEWAL PROCESS</title>
      <link>https://trid.trb.org/View/120074</link>
      <description><![CDATA[TRAFFIC NOISE DEPENDS SIGNIFICANTLY ON STATISTICAL PROPERTIES OF HIGHWAY FLOW.  VEHICLE SPACINGS ON A SINGLE- LANE INFINITE STRAIGHT ROAD CAN BE ASSUMED TO FORM A MARKOV RENEWAL PROCESS (MRP) WITH N STATES OR VEHICLE TYPES.  THE NOISE IMPACT IS THEN A TWO-SIDED FILTERED MRP.  EXPLICIT FORMULAE FOR THE MEAN AND VARIANCE IN THE CASE N EQUALS 2 AND EXPONENTIAL HEADWAYS ARE GIVEN.  EVEN WITH ONLY A MODEST DEGREE OF TRUCK CLUSTERING AND VARIABILITY IN VEHICLE SPACINGS AND NOISE EMISSION, THE VARIATION IN NOISE LEVEL IS MUCH GREATER THAN USUALLY PREDICTED.  THE LOGARITHMIC NOISE LEVEL PARAMETERS L SUB 50 AND L SUB 10 USUALLY COMPUTED IN ENGINEERING PRACTICE MAY BE IN ERROR BY TWO TO THREE]]></description>
      <pubDate>Wed, 03 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/120074</guid>
    </item>
    <item>
      <title>QUASI-STATIONARY DISTRIBUTIONS OF QUEUES IN HEAVY TRAFFIC</title>
      <link>https://trid.trb.org/View/115949</link>
      <description><![CDATA[THIS PAPER DEMONSTRATES THAT, WHEN  IN HEAVY TRAFFIC, THE QUASI-STATIONARY DISTRIBUTION OF THE VIRTUAL WAINTING TIME PROCESS OF BOTH THE M/G/1 AND G1/M1 QUEUES AS WELL AS THE QUASI-STATIONARY DISTRIBUTION OF THE WAITING TIMES OF THE M/G/1 QUEUE CAN BE APPROXIMATED BY THE SAME GAMMA DISTRIBUTION. WHAT CHARACTERIZES THIS APPROXIMATING GAMMA DISTRIBUTION ARE THE FIRST TWO MOMENTS OF THE SERVICE TIME AND INTER-ARRIVAL TIME DISTRIBUTION ONLY. A SIMILAR APPROXIMATING BEHAVIOR IS DEMONSTRATED FOR THE QUEUE SIZE PROCESS. /AUTHOR/]]></description>
      <pubDate>Mon, 30 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115949</guid>
    </item>
    <item>
      <title>TRAFFIC LIGHT QUEUES WITH DEPENDENT ARRIVALS AS A GENERALIZATION TO QUEUEING THEORY</title>
      <link>https://trid.trb.org/View/115913</link>
      <description><![CDATA[THIS PAPER CONSIDERS A FIXED-CYCLE AND A SEMI-VEHICULAR- ACTUATED TRAFFIC LIGHT QUEUE WITH STRICTLY STATIONARY ARRIVALS AND INDEPENDENT AND IDENTICALLY DISTRIBUTED DEPARTURE HEADWAYS AND LOST TIMES. THESE QUEUES ARE REDUCED TO A GENERALIZED MODEL OF LOYNES AND SUFFICIENT CONDITIONS ARE DERIVED UNDER WHICH THESE QUEUES HAVE STATIONARY DISTRIBUTIONS. TWO TYPICAL EXAMPLES OF SEMI-VEHICULAR- ACTUATED TRAFFIC LIGHT QUEUES ARE DISCUSSED. /AUTHOR/]]></description>
      <pubDate>Mon, 19 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115913</guid>
    </item>
    <item>
      <title>TRAFFIC INTERSECTION CONTROL AND ZERO-SWITCH QUEUES UNDER CONDITIONS OF MARKOV CHAIN DEPENDENCE INPUT</title>
      <link>https://trid.trb.org/View/115883</link>
      <description><![CDATA[A MODEL FOR A VEHICLE CONTROLLED INTERSECTION BASED ON A ZERO-SWITCH QUEUEING SYSTEM IS INTRODUCED AND ANALYZED UNDER MARKOV CHAIN DEPENDENCE INPUT. CONDITIONS FOR ASYMPTOTIC STABILITY ARE DERIVED. UNDER THESE CONDITIONS THE MOMENTS OF THE CYCLE LENGTHS ARE DERIVED. THE EXPECTED AREA BENEATH THE SAMPLE PATHS GIVEN BY THE QUEUE SIZES IS COMPUTEED. THIS AREA REPRESENTS TOTAL DELAY TO ALL CARS, AND IS A MEASURE OF THE EFFECTIVENESS OF THE CONTROL DEVICE. /AUTHOR/]]></description>
      <pubDate>Wed, 13 Dec 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115883</guid>
    </item>
    <item>
      <title>POINT PROCESSES ARISING IN VEHICULAR TRAFFIC FLOW</title>
      <link>https://trid.trb.org/View/117182</link>
      <description><![CDATA[IF THERE IS A DICHOTOMY OF SLOW AND FAST POINTS (CARS) ON A ROAD WITH LIMITED OVERTAKING, IT IS ASSUMED THAT FAST POINTS ARE DELAYED BEHIND (OR ARE CLUSTERED AT) A SLOW POINT IN ACCORDANCE WITH THE PRINCIPLES OF A GI/G/S QUEUE, THE ORDER OF SERVICE BEING IRRELEVANT. THUS, EACH SLOW POINT REPRESENTS A SERVICE STATION, WITH THE INPUT INTO EACH STATION CONSISTING OF A FIXED (BUT RANDOM) DISPLACEMENT OF THE OUTPUT OF THE PREVIOUS QUEUEING STATION. IT IS FOUND THAT TRACTABLE RESULTS FOR STATIONARY POINT PROCESSES OCCUR FOR THE CASES M/M/S (S=1,2,...) AND M/G/INFINITY. FOR THESE CASES THE STEADY STATE POINT PROCESSES ARE COMPOUND POISSON AND FOR THE M/M/1 CASE THE SUCCESIVE HEADWAYS FORM A TWO STATE MARKOV RENEWAL PROCESS. THE INPUT, OUTPUT, AND QUEUE SIZE PROCESSES IN A STEADY STATE M/G/INFINITY QUEUE ARE INDEPENDENT AT ANY FIXED TIME. /AUTHOR/]]></description>
      <pubDate>Mon, 20 Mar 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117182</guid>
    </item>
    <item>
      <title>TRAFFIC LIGHT QUEUES AS A GENERALIZATION TO QUEUEING THEORY</title>
      <link>https://trid.trb.org/View/118093</link>
      <description><![CDATA[THE TOTAL REMAINING DEPARTURE HEADWAY OF VEHICLES IN THE FIXED-CYCLE TRAFFIC LIGHT QUEUE IS DEALT WITH; THIS CORRESPONDS TO THE "SERVER OCCUPATION TIME" USED IN QUEUEING THEORY IF DEPARTURE HEADWAYS ARE CONSIDERED AS SERVICE TIMES. A FIXED-CYCLE TRAFFIC LIGHT QUEUE WITH RATHER GENERAL ARRIVALS AND DEPARTURE HEADWAYS IS REDUCED TO A GENERALIZED MODEL OF THE GI/G QUEUEING PROCESS ORIGINATED BY LINDLEY (1952). A PARTIAL VEHICULAR-ACTUATED TRAFFIC LIGHT QUEUE WITH STATIONARY, INDEPENDENT ARRIVALS AND GENERAL DEPARTURE HEADWAYS IS ALSO REDUCED TO THE GENERALIZED MODEL. /AUTHOR/]]></description>
      <pubDate>Thu, 30 Dec 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/118093</guid>
    </item>
    <item>
      <title>BUSY PERIODS IN VEHICLE QUEUES</title>
      <link>https://trid.trb.org/View/117176</link>
      <description><![CDATA[A NEW VEHICLE QUEUE MODEL IS DEVELOPED IN WHICH THE ARRIVAL RULES ARE CHANGED SO THAT THE DISTANCES BETWEEN THE REARS AND FRONTS OF SUCCESSIVE VEHICLES ARE INDEPENDENT, EXPONENTIALLY DISTRIBUTED RANDOM VARIABLES. SATISFACTORY RESULTS ARE POSSIBLE DESPITE THE FACT THAT THE EQUIVALENT QUEUE OF LENGTHLESS QUEUERS HAS SOME DEPENDENCE BETWEEN INTER-ARRIVAL TIME AND SERVICE TIME VARIABLES. THE RESULTS CONCERNING QUEUE EXTENT ARE OF INTEREST IN CONNECTION WITH THE POSSIBLE BLOCKING OF AN UPSTREAM INTERSECTION BY A TRAFFIC SIGNAL QUEUE, OR BLOCKING OF AN ENTRANCE RAMP BY A QUEUE ORIGINATING AT AN ACCIDENT DOWNSTREAM ON AN EXPRESSWAY. PROPERTIES OF THE BUSY PERIOD, TOTAL DELAY DURING A BUSY PERIOD, AND CHAINS OF QUEUES ARE ALSO GIVEN FOR THIS MODEL. /AUTHOR/]]></description>
      <pubDate>Sun, 19 Sep 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117176</guid>
    </item>
    <item>
      <title>LOW DENSITY INHOMOGENEOUS TRAFFIC FLOW</title>
      <link>https://trid.trb.org/View/117160</link>
      <description><![CDATA[SOME STATISTICAL PROPERTIES OF A ONE-DIMENSIONAL INHOMOGENEOUS FLOW OF PARTICLES WITH THEIR OWN CONSTANT VELOCITIES ARE SHOWN. THE MOST INTERESTING EXAMPLE OF SUCH FLOWS IS A LOW-DENSITY INHOMOGENEOUS ROAD TRAFFIC FLOW; EACH VEHICLE DRIVES AT HIS OWN CONSTANT VELOCITY (DESIRED VELOCITY), SINCE PASSING IS FREELY ALLOWED. THEREFORD, TO GIVE A DEFINITE PICTURE TO THE ONE-DIMENSIONAL INHOMOGENEOUS FLOW OF PARTICLES, THE LOW-DENSITY INHOMOGENEOUS TRAFFIC FLOW IS USED. THE FOLLOWING TREE RANDOM POINT PROCESSES ARE INTRODUCED AS THE FUNDAMENTAL PROCESSES ASSOCIATED WITH A TRAFFIC FLOW: COMPARATIVELY SPEAKING, A SPACE PROCESS, A TIME PROCESS AND AN OBSERVATION PROCESS REPRESENT OBSERVATIONS ON THE TRAFFIC FLOW AT A FIXED TIME FORM THE AIR (FOR EXAMPLE, FROM AN AIRPLANE OR A HELICOPTER), OBSERVATIONS AT A FIXED PLACE AND OBSERVATIONS BY A MOVING OBSERVER, RESPECTIVELY. /AUTHOR/]]></description>
      <pubDate>Sat, 10 Apr 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117160</guid>
    </item>
    <item>
      <title>A THEORETICAL ANALYSIS OF CONGESTION IN A TWO-LANE FREEWAY</title>
      <link>https://trid.trb.org/View/117156</link>
      <description><![CDATA[A MODEL IS SUGGESTED IN WHICH IT IS ASSUMED THAT MOST VEHICLES TRAVEL AT APPROXIMATELY IDENTICAL, MORE OR LESS CONSTANT, SPEEDS AND THAT ALL OF THE CONGESTION IS CAUSED BY A SMALL PROPORTION OF SLOWER VEHICLES. INTERACTIONS BETWEEN THE BUNCHES QUEUEING BEHIND SLOWER VEHICLES ARE IGNORED. TWO OVERTAKING RULES ARE SUGGESTED, AND IS SHOWN THAT WITH VARIOUS OTHER ASSUMPTIONS AN EXACT ANALYSIS IS POSSIBLE. THIS ANALYSIS IS DIRECTED TOWARDS OBTAINING AN EXPRESSION FOR THE RATE OF DELAY GENERATED BY A PARTICULAR SLOWER VEHICLE AND, ALSO, THE DELAY SUFFERED BY A "NORMAL VEHICLE" IN TRAVELLING THROUGH A GIVEN LENGTH OF FREEWAY. METHODS OF ESTIMATING UNKNOWN PARAMETERS WITH A VIEW TOWARDS VALIDATION STUDIES ARE ALSO GIVEN. /AUTHOR/]]></description>
      <pubDate>Mon, 18 Jan 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117156</guid>
    </item>
    <item>
      <title>HIGHWAY DELAYS RESULTING FROM FLOW-STOPPING INCIDENTS</title>
      <link>https://trid.trb.org/View/117153</link>
      <description><![CDATA[THE OCCURRENCE OF AN INTERRUPTION TO THE FLOW OF TRAFFIC ON MODERN FREEWAYS CAN GIVE RISE TO A TIME-CONSUMING TRAFFIC JAM. FOR EXAMPLE, WHEN AN ACCIDENT OCCURS, MANY OTHER VEHICLES MAY BE QUICKLY HALTED, AND REMAIN STOPPED UNTIL THE IMPEDIMENT IS CLEARED AWAY. IN ADDITION, THE FLOW OF TRAFFIC MAY BE SLOWED CONSIDERABLY EVEN AFTER THE ORIGINAL STOPPAGE IS REMOVED OWING TO THE EXISTENCE OF A QUEUE. THIS PAPER SUGGESTS AND EXAMINES, IN SOME DETAIL, SEVERAL MODELS FOR THIS SITUATION, WITH THE AIM OF ESTIMATING THE CONSEQUENCE OF A TEMPORARY FLOW RESTRICTION. THE MEASURES OF EFFECTIVENESS CONSIDERED ARE THE TOTAL NUMBER OF VEHICLES INVOLVED IN THE TRAFFIC JAM AND THE TOTAL VEHICLE-HOURS WAITED WHILE THE JAM DISSIPATES. BOTH STOCHASTIC AND DETERMINISTIC MODELS ARE EXAMINED AND COMPARED. /BPR/]]></description>
      <pubDate>Mon, 19 Oct 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117153</guid>
    </item>
    <item>
      <title>ON ROAD TRAFFIC WITH FREE OVERTAKING</title>
      <link>https://trid.trb.org/View/113365</link>
      <description><![CDATA[THE CARS ARE CONSIDERED AS POINTS ON AN INFINITE ROAD WITH NO INTERSECTIONS. THEY CAN OVERTAKE EACH OTHER WITHOUT ANY DELAY AND THEY TRAVEL AT CONSTANT SPEEDS. THESE ARE INDEPENDENT IDENTICALLY DISTRIBUTED RANDOM VARIABLES ALSO INDEPENDENT OF THE INITIAL POSITIONS OF THE CARS. THE MAIN PURPOSE IS THE STUDY OF THE ASYMPTOTIC DISTRIBUTION FOR THE NUMBER OF OVERTAKINGS (AND/OR MEETINGS) IN INCREASING RECTANGLES IN THE TIME-ROAD PLANE. UNDER THE ASSUMPTION OF (WEIGHTED) POISSON DISTRIBUTED CARS ALONG THE TIME-AXIS THE ASYMPTOTIC DISTRIBUTION IS DEDUCED FROM THE STANDARDIZED NUMBER OF OVERTAKINGS (AND/OR MEETINGS) FOR LARGE RECTANGLES IN THE TIME-ROAD PLANE. /AUTHOR/]]></description>
      <pubDate>Wed, 13 May 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113365</guid>
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